Hybrid work vehicle

Abstract

To provide a hybrid type service vehicle which can store a lubrication oil in a state that lubrication, cooling, and power transmission of a hybrid transmission, which changes a speed of power from an engine to output the power to a travel device, can be performed efficiently.SOLUTION: A hybrid transmission 16 includes: an electric transmission part 16A having a motor generator part 24; and a gear transmission part 16B which does not have a motor generator and has a gear transmission mechanism 30. In a transmission case 13, an electric transmission chamber 28 which houses the electric transmission part 16A and a gear transmission chamber 29 which houses the gear transmission part 16B are formed adjacent to each other. A shielding wall part 13b is provided which shields the electric transmission chamber 28 from the gear transmission chamber 29 so as to prevent communication therebetween.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a hybrid work vehicle provided with a transmission.

Background Art

[0002] As the above-described hybrid work vehicle, for example, there is a tractor shown in Patent Document 1. In the tractor shown in Patent Document 1, an engine, an electric transmission unit having a motor generator unit (motor generator), and a gear transmission unit having a gear transmission mechanism (planetary gear mechanism, forward and reverse switching device, gear shift device) without a motor generator are provided in a state of being arranged along the vehicle body front-rear direction, and a hybrid transmission that shifts the power from the engine and outputs it toward a traveling device (front wheels, rear wheels) is provided. The hybrid transmission is housed in a transmission case provided in the vehicle body in a state of being arranged along the vehicle body front-rear direction with respect to the engine.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Conventionally, in a gear transmission mechanism, when lubricating oil is stored up to an oil level set so that the lubricating oil can easily reach the gears and the lubrication of the gear transmission mechanism can be efficiently performed, for example, by having a plurality of gears located at different positions in the vertical direction, a motor generator unit with a large outer diameter deeply immerses in the lubricating oil, and the motor generator unit stirs the lubricating oil, resulting in an increase in the driving load applied to the motor generator unit and an increase in the transmission loss in the electric transmission unit. When the lubricating oil is stored up to an oil level set so that the motor generator unit does not immerse too deeply in the lubricating oil in order to suppress the transmission loss in the electric transmission unit, it is difficult for the lubricating oil to reach the gears in the gear transmission mechanism, and the lubrication of the gear transmission mechanism cannot be efficiently performed.

[0005] Also, when a lubricating oil richer in lubrication performance than in cooling performance is adopted so that the lubrication of the gears in the gear transmission mechanism can be efficiently performed, since the lubricating oil richer in lubrication performance than in cooling performance cools the motor generator unit, the cooling of the motor generator unit cannot be efficiently performed. When a lubricating oil richer in cooling performance than in lubrication performance is adopted so that the cooling of the motor generator unit can be efficiently performed, since the lubricating oil richer in cooling performance than in lubrication performance lubricates the gears of the gear transmission mechanism, the lubrication of the gear transmission mechanism cannot be efficiently performed.

[0006] The present invention provides a hybrid type work vehicle capable of storing lubricating oil in a state where lubrication, cooling, and power transmission of a hybrid transmission can be efficiently performed.

Means for Solving the Problems

[0007] The hybrid type work vehicle according to the present invention is provided with an engine, an electric transmission unit having a motor generator unit, and a gear transmission unit having a gear transmission mechanism without a motor generator, arranged in a state of being aligned along the vehicle body longitudinal direction, and a hybrid transmission that shifts the power from the engine and outputs it toward the traveling device. A dry clutch that can transmit and cut off the power from the engine to the hybrid transmission, A mission case that is provided on the vehicle body in a state of being arranged along the longitudinal direction of the vehicle body with respect to the engine and houses the hybrid transmission is provided, and the mission case A room for housing the clutch, An electric mission chamber that houses the electric mission unit and a gear mission chamber that houses the gear mission unit are provided. The room for housing the clutch is located between the engine and the electric transmission room, and the electric transmission room is located between the room for housing the clutch and the gear transmission room. A front wall portion that partitions the room for housing the clutch and the electric transmission room is provided, are configured to be formed adjacent to each other, and in the mission case, A front wall portion that partitions the room for housing the clutch and the electric transmission room is provided. a partition wall portion is provided to block the electric mission chamber and the gear mission chamber from communicating with each other.

[0008] According to this configuration, since the electric mission chamber and the gear mission chamber are blocked by the partition wall portion and do not communicate with each other, even if the same quality lubricating oil is stored in the electric mission chamber and the gear mission chamber, the oil level in the gear mission chamber can be set to an oil level at which the lubricating oil easily reaches the gears, enabling efficient lubrication of the gear transmission mechanism. Also, the oil level in the electric mission chamber can be set lower than the oil level in the gear mission chamber, preventing the motor generator unit from being deeply immersed in the lubricating oil and suppressing the driving load on the motor generator unit, thus enabling efficient power transmission in the electric mission unit.

[0009] In addition, lubricating oils with different qualities can be stored in the gear mission chamber and the electric mission chamber. For example, a lubricant rich in lubrication performance rather than cooling performance can be stored in the gear mission chamber to efficiently lubricate the gear transmission mechanism, and a lubricating oil rich in cooling performance rather than lubrication performance can be stored in the electric mission chamber to efficiently cool the motor generator unit. Thus, even when lubricating oils with different qualities are stored in the gear mission chamber and the electric mission chamber, the oil level in the gear mission chamber can be set to an oil level at which the lubricating oil easily reaches the gears, the oil level in the electric mission chamber can be set lower than the oil level in the gear mission chamber, enabling efficient lubrication of the gear transmission mechanism and efficient power transmission in the electric mission unit.

[0010] Also, when the vehicle body is inclined in the longitudinal direction, the transmission case is inclined in the longitudinal direction. When the transmission case is in an inclined posture with the electric transmission chamber side lowered, the lubricating oil stored in the gear transmission chamber flows toward the electric transmission chamber, but is received by the blocking wall portion and does not flow into the electric transmission chamber, so that the amount of lubricating oil in the gear transmission chamber does not decrease, and regardless of the inclined posture of the transmission case, the gear transmission mechanism can be maintained in a state where it is easily lubricated. When the transmission case is in an inclined posture with the gear transmission chamber side lowered, the lubricating oil stored in the electric transmission chamber flows toward the gear transmission chamber, but is received by the blocking wall portion and does not flow into the gear transmission chamber, so that the amount of lubricating oil in the electric transmission chamber does not decrease, and regardless of the inclined posture of the transmission case, the motor generator unit can be maintained in a state where it is easily cooled and lubricated. Generally, at a portion of the transmission case facing the engine, a flywheel housing portion that covers the flywheel provided in the engine is provided, and the outer diameter of the portion of the transmission case facing the engine becomes large, and a motor generator portion can be housed in the portion where the outer diameter becomes large. Therefore, it is easy to adopt a high-output motor generator. The hybrid work vehicle according to the present invention, An engine, an electric transmission unit having a motor generator unit, and a gear transmission unit having a gear transmission mechanism without a motor generator are provided in a state of being arranged along the vehicle body front-rear direction. A hybrid transmission that shifts the power from the engine and outputs it toward the traveling device, and a transmission case that is provided on the vehicle body in a state of being arranged along the vehicle body front-rear direction with respect to the engine and houses the hybrid transmission are provided. The transmission case is configured to form an electric transmission room for housing the electric transmission unit and a gear transmission room for housing the gear transmission unit adjacent to each other. A partition wall portion is provided in the transmission case to block the electric transmission room and the gear transmission room from communicating with each other. Lubricating oil is stored in the electric transmission room and the gear transmission room, and the quality of the lubricating oil stored in the electric transmission room is different from the quality of the lubricating oil stored in the gear transmission room. According to this configuration, since the electric transmission chamber and the gear transmission chamber are blocked by the partition wall and do not communicate with each other, even if the same quality lubricating oil is stored in the electric transmission chamber and the gear transmission chamber, the oil level in the gear transmission chamber can be set to an oil level at which the lubricating oil can easily reach the gears, enabling efficient lubrication of the gear transmission mechanism. Also, the oil level in the electric transmission chamber can be set lower than the oil level in the gear transmission chamber, so that the motor generator unit does not get too deep into the lubricating oil and the driving load applied to the motor generator unit is suppressed, allowing efficient power transmission in the electric transmission section. Moreover, lubricating oils with different qualities can be stored in the gear transmission chamber and the electric transmission chamber. For example, a lubricant rich in lubrication performance rather than cooling performance can be stored in the gear transmission chamber to efficiently lubricate the gear transmission mechanism, and a lubricating oil rich in cooling performance rather than lubrication performance can be stored in the electric transmission chamber to efficiently cool the motor generator unit. Thus, even when lubricating oils with different qualities are stored in the gear transmission chamber and the electric transmission chamber, the oil level in the gear transmission chamber can be set to an oil level at which the lubricating oil can easily reach the gears, the oil level in the electric transmission chamber can be set lower than the oil level in the gear transmission chamber, enabling efficient lubrication of the gear transmission mechanism and efficient power transmission in the electric transmission section. Also, when the vehicle body is inclined in the front-rear direction, the transmission case is inclined in the front-rear direction. When the transmission case is in an inclined posture with the electric transmission chamber side lowered, the lubricating oil stored in the gear transmission chamber flows toward the electric transmission chamber, but is received by the partition wall and does not flow into the electric transmission chamber, so the amount of lubricating oil in the gear transmission chamber does not decrease, and the gear transmission mechanism can be maintained in a state where it is easily lubricated regardless of the inclined posture of the transmission case. When the transmission case is in an inclined posture with the gear transmission chamber side lowered, the lubricating oil stored in the electric transmission chamber flows toward the gear transmission chamber, but is received by the partition wall and does not flow into the gear transmission chamber, so the amount of lubricating oil in the electric transmission chamber does not decrease, and the motor generator unit can be maintained in a state where it is easily cooled and lubricated regardless of the inclined posture of the transmission case. According to this configuration, for example, in the electric transmission unit, lubricating oil rich in cooling performance is applied to the motor generator unit to efficiently cool the motor generator unit. In the gear transmission unit, lubricating oil rich in lubricity can be applied to the gear transmission mechanism to efficiently lubricate the gear transmission mechanism. Thus, lubricating oil with an oil quality suitable for each of the motor generator unit and the gear transmission mechanism can be applied. The hybrid work vehicle according to the present invention is provided with an engine, an electric transmission unit having a motor generator unit, and a gear transmission unit having a gear transmission mechanism without a motor generator, arranged in a line along the longitudinal direction of the vehicle body. A hybrid transmission that shifts the power from the engine and outputs it toward the traveling device, and a transmission case provided on the vehicle body in a line along the longitudinal direction of the vehicle body with respect to the engine, and accommodating the hybrid transmission. The transmission case is configured to form an electric transmission chamber that accommodates the electric transmission unit and a gear transmission chamber that accommodates the gear transmission unit adjacent to each other. A partition wall portion is provided in the transmission case to block communication between the electric transmission chamber and the gear transmission chamber. A first oil supply mechanism having a first hydraulic pump and a first oil supply passage connecting the first hydraulic pump to the electric transmission chamber and supplying lubricating oil to the motor generator unit is provided. A second oil supply mechanism having a second hydraulic pump and a second oil supply passage connecting the second hydraulic pump to the gear transmission chamber and supplying lubricating oil to the gear transmission mechanism is provided. According to this configuration, since the electric transmission chamber and the gear transmission chamber are blocked by the partition wall portion and do not communicate with each other, even if the same oil quality lubricating oil is stored in the electric transmission chamber and the gear transmission chamber, the oil level in the gear transmission chamber can be set to an oil level at which lubricating oil easily reaches the gears, enabling efficient lubrication of the gear transmission mechanism. The oil level in the electric transmission chamber can be made lower than the oil level in the gear transmission chamber, so that the motor generator unit does not dip too deeply into the lubricating oil and the driving load applied to the motor generator unit is suppressed, enabling efficient power transmission in the electric transmission unit. In addition, lubricating oils with different oil qualities can be stored in the gear transmission chamber and the electric transmission chamber. For example, a lubricant rich in lubricating performance rather than cooling performance can be stored in the gear transmission chamber to efficiently lubricate the gear transmission mechanism, and a lubricating oil rich in cooling performance rather than lubricating performance can be stored in the electric transmission chamber to efficiently cool the motor generator unit. Thus, even when lubricating oils with different oil qualities are stored in the gear transmission chamber and the electric transmission chamber, the oil level in the gear transmission chamber can be set to an oil level at which the lubricating oil can easily reach the gears, and the oil level in the electric transmission chamber can be set lower than the oil level in the gear transmission chamber, enabling efficient lubrication of the gear transmission mechanism and efficient power transmission in the electric transmission section. Also, when the vehicle body is inclined in the front-rear direction, the transmission case is inclined in the front-rear direction. When the transmission case is in an inclined posture with the electric transmission chamber side lowered, the lubricating oil stored in the gear transmission chamber flows toward the electric transmission chamber, but is received by the blocking wall portion and does not flow into the electric transmission chamber, so that the amount of lubricating oil in the gear transmission chamber does not decrease, and the gear transmission mechanism can be maintained in a state where it is easily lubricated regardless of the inclined posture of the transmission case. When the transmission case is in an inclined posture with the gear transmission chamber side lowered, the lubricating oil stored in the electric transmission chamber flows toward the gear transmission chamber, but is received by the blocking wall portion and does not flow into the gear transmission chamber, so that the amount of lubricating oil in the electric transmission chamber does not decrease, and the motor generator unit can be maintained in a state where it is easily cooled and lubricated regardless of the inclined posture of the transmission case. According to this configuration, a lubricating oil beneficial to the motor generator unit, such as a lubricating oil rich in cooling performance, can be supplied to the motor generator unit by the first oil supply mechanism, and a lubricating oil beneficial to the gear transmission mechanism, such as a lubricating oil rich in lubricating performance, can be supplied to the gear transmission mechanism by the second oil supply mechanism.

[0011] In the present invention, it is preferable that the motor generator unit is provided with two motor generators.

[0012] According to this configuration, since one of the two motor generators can output driving force while the other motor generator generates electricity, it is possible to efficiently output driving force toward the traveling device while obtaining a large amount of electric power.

[0013]

[0014]

[0015] In the present invention, It is preferable that lubricating oil is stored in the electric transmission chamber and the gear transmission chamber, and the position of the oil level of the lubricating oil stored in the electric transmission chamber is different from the position of the oil level of the lubricating oil stored in the gear transmission chamber.

[0016] According to this configuration, for example, the position of the oil level in the electric transmission chamber is made lower than the position of the oil level in the gear transmission chamber so that the motor generator unit does not penetrate too deeply into the lubricating oil, and the lubricating oil can easily reach the gear transmission mechanism. Thus, the lubricating oil can be stored in a state suitable for each of the electric transmission chamber and the gear transmission chamber.

[0017] In the present invention, It is preferable that the position of the oil level of the lubricating oil stored in the electric transmission chamber is lower than the position of the oil level of the lubricating oil stored in the gear transmission chamber.

[0018] According to this configuration, in the electric transmission unit, the motor generator unit does not penetrate too deeply into the lubricating oil, the driving load applied to the motor generator unit is suppressed, and power can be transmitted efficiently. In the gear transmission unit, the lubricating oil can easily reach the gear transmission mechanism, and the gear transmission mechanism can be lubricated efficiently.

[0019]

[0020]

[0021]

[0022]

[0023] In the present invention, it is preferable that the engine is provided at the front part of the vehicle body, and the transmission case is provided adjacent to the rear of the engine.

[0024] According to this configuration, since the load of the engine is applied to the front part of the vehicle body, a hybrid work vehicle can be obtained in a state where it is easy to balance the front and rear weights of the vehicle body even if a working device is connected to the rear part of the vehicle body.

Brief Description of the Drawings

[0025]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Embodiments for Carrying Out the Invention

[0026] Hereinafter, an embodiment which is an example of the present invention will be described with reference to the drawings. In the following description, regarding the traveling body of a tractor (an example of a "hybrid work vehicle"), the direction of arrow F shown in FIG. 1 and the like is defined as "front of the vehicle body", the direction of arrow B as "rear of the vehicle body", the direction of arrow U as "above the vehicle body", the direction of arrow D as "below the vehicle body", the direction of arrow L as "left of the vehicle body", and the direction of arrow R as "right of the vehicle body".

[0027] 〔Overall configuration of the tractor〕 As shown in FIG. 1, the tractor includes a vehicle body frame 1, a pair of left and right front wheels 2 provided at the front part of the vehicle body frame 1 so as to be steerable and drivable, and a pair of left and right rear wheels 3 provided at the rear part of the vehicle body frame 1 so as to be drivable. The tractor is provided with a traveling body 4 having these. At the front part of the traveling body 4, a power unit 6 having an engine 5 is provided. At the rear part of the traveling body 4, a driver's seat 7 and a driving unit 9 having a steering wheel 8 for steering the front wheels 2 are provided. The driving unit 9 is provided with a cabin 10 that covers the riding space. At the rear part of the traveling body 4, a link mechanism (not shown) for connecting a working device such as a rotary tiller (not shown) so as to be liftable and lowerable, and a power take-off shaft 12 for taking out and transmitting the power from the engine 5 to the connected working device are provided. The vehicle body frame 1 is composed of an engine 5, a transmission case 13 provided adjacent to the rear of the engine 5, and a front frame 14 connected to the lower part of the engine 5. In the present embodiment, the front wheels 2 and the rear wheels 3 are provided, but as the traveling device, a crawler traveling device or a combination of a wheel and a mini crawler can be adopted.

[0028] 〔Traveling power transmission device〕 As shown in FIGS. 1 and 2, a traveling power transmission device 15 that transmits power from the engine 5 to the front wheels 2 and the rear wheels 3 includes a transmission case 13 provided adjacent to the rear of the engine 5. The transmission case 13 is arranged in a direction along the vehicle body front-rear direction with respect to the engine 5 and extends along the vehicle body front-rear direction. The engine 5 is provided at the front part of the vehicle body, and the transmission case 13 is connected to the rear part of the engine 5. As shown in FIG. 1, the connection of the transmission case 13 to the engine 5 is achieved by providing a flywheel housing portion 13F at the front part of the transmission case 13 and connecting the front end portion of the flywheel housing portion 13F to the rear end portion of the engine 5. The flywheel housing portion 13F is configured to cover a flywheel 5a (see FIG. 2) provided at the rear part of the engine 5. The outer diameter of the maximum diameter portion of the flywheel housing portion 13F is made larger than the outer diameter of the portion 13R of the transmission case 13 that is located rearward of the flywheel housing portion 13F.

[0029] As shown in FIG. 2, a hybrid transmission 16 that shifts the power from the engine 5 and outputs it toward the front wheels 2 and the rear wheels 3 is accommodated in the transmission case 13.

[0030] 〔Hybrid Transmission〕 As shown in FIG. 2, the hybrid transmission 16 is provided with an input shaft 23 provided at the front part of the transmission case 13 and into which the power of the output shaft 5b of the engine 5 is input, an electric transmission portion 16A located adjacent to the rear of the engine 5, and a gear transmission portion 16B located rearward of the electric transmission portion 16A. The axis of the input shaft 23 and the axis of the output shaft 5b are located on the same axis.

[0031] As shown in FIG. 2, the electric transmission unit 16A is housed in an electric transmission chamber 28 formed in the front portion of the transmission case 13. The gear transmission unit 16B is housed in a gear transmission chamber 29 formed in the rear portion of the transmission case 13. The electric transmission chamber 28 is formed by the peripheral wall portion of the transmission case 13, a front wall portion 13a provided inside the front end portion of the transmission case 13, and a partition wall portion 13b provided inside the intermediate portion of the transmission case 13. The gear transmission chamber 29 is formed by the peripheral wall portion of the transmission case 13, a rear wall portion 13c located at the rear end portion of the transmission case 13, and the partition wall portion 13b. The electric transmission chamber 28 and the gear transmission chamber 29 are adjacent to each other with the partition wall portion 13b interposed therebetween. The electric transmission chamber 28 and the gear transmission chamber 29 are blocked by the partition wall portion 13b so as not to communicate with each other. The peripheral edge portion on the outer peripheral side of the partition wall portion 13b is connected to the inside of the peripheral wall portion of the transmission case 13, and a seal member (not shown) for closing the gap between the partition wall portion 13b and the rotary shaft 61 in a through hole provided in the partition wall portion 13b through which the rotary shaft 61 is inserted is provided on the partition wall portion 13b, enabling the partition wall portion 13b to block the electric transmission chamber 28 and the gear transmission chamber 29.

[0032] 〔Electric transmission unit〕 As shown in FIG. 2, the electric transmission unit 16A is provided between the engine 5 and the gear transmission unit 16B. The electric transmission unit 16A is located adjacent to the rear of the engine 5. The electric transmission unit 16A can be housed in a portion of the transmission case 13 where the flywheel housing portion 13F having a large outer diameter is located.

[0033] As shown in FIG. 2, the electric transmission unit 16A has a motor generator unit 24. The motor generator unit 24 is provided with two motor generators 17 and 18. An inverter device 21 is connected to the two motor generators 17 and 18, and a battery 22 is connected to the inverter device 21.

[0034] As shown in FIG. 2, the two motor generators 17 and 18 are arranged in a direction along the longitudinal direction of the vehicle body. The front motor generator 17 of the two motor generators 17 and 18 is referred to as the first motor generator 17, and the rear motor generator 18 of the two motor generators 17 and 18 is referred to as the second motor generator 18. The first rotation axis of the first motor generator 17, the second rotation axis of the second motor generator 18, and the axis of the input shaft 23 of the transmission case 13 are located on the same axis.

[0035] As shown in FIG. 2, the rotor 17a of the first motor generator 17 is connected to the input shaft 23. The connection of the rotor 17a to the input shaft 23 is performed by connecting a connecting portion provided at the center of the rotor 17a and the input shaft 23.

[0036] 〔Gear Transmission Section〕 As shown in FIG. 2, the gear transmission section 16B is provided on the side opposite to the side where the engine 5 is located with respect to the electric transmission section 16A. The gear transmission section 16B is located immediately behind the electric transmission section 16A.

[0037] As shown in FIG. 2, the gear transmission section 16B has a gear transmission mechanism 30 without a motor generator. The gear transmission mechanism 30 includes a planetary device 60 located at the front of the gear transmission section 16B, a forward / reverse switching device 25 located on the rear side of the planetary device 60, a sub-transmission device 26 located on the rear side of the forward / reverse switching device 25, a rear-wheel differential mechanism 19 located on the rear side of the sub-transmission device 26, a front-wheel transmission device 20 located on the front side of the rear-wheel differential mechanism 19, and a gear linkage mechanism 27 that transmits the output of the sub-transmission device 26 to the front-wheel transmission device 20.

[0038] As shown in FIG. 2, the planetary device 60 includes a sun gear 60a, a planetary gear 60b, an internal gear 60c that meshes with the planetary gear 60b, and a carrier 60d that supports the planetary gear 60b. The sun gear 60a is connected to the rotor 18a of the second motor generator 18 via a rotating shaft 61. The rotating shaft 61 is rotatably externally fitted to the input shaft 23. The carrier 60d is connected to the input shaft 23. The internal gear 60c is connected to the input shaft 25a of the forward and reverse switching device 25.

[0039] In the planetary device 60, the carrier 60d is driven by the power of the input shaft 23, the sun gear 60a is driven by the second motor generator 18 via the rotating shaft 61, the power from the engine 5 and the driving power of the second motor generator 18 are combined, and the combined power is transmitted from the internal gear 60c to the input shaft 25a of the forward and reverse switching device 25.

[0040] As shown in FIG. 2, the forward and reverse switching device 25 includes an input shaft 25a located on the rear side of the planetary device 60 and an output shaft 25b parallel to the input shaft 25a. The axis of the input shaft 25a is located on the axis of the input shaft 23. A forward clutch 25c and a reverse clutch 25d are provided on the input shaft 25a. A forward gear mechanism 25e is provided across the forward clutch 25c and the output shaft 25b. A reverse gear mechanism 25f is provided across the reverse clutch 25d and the output shaft 25b.

[0041] In the forward and reverse switching device 25, the output of the planetary device 60 is input to the input shaft 25a. When the forward clutch 25c is switched on, the power of the input shaft 25a is switched to forward power by the forward gear mechanism 25e and the forward clutch 25c and transmitted to the output shaft 25b, and is output from the output shaft 25b. When the reverse clutch 25d is switched on, the power of the input shaft 25a is switched to reverse power by the reverse gear mechanism 25f and the reverse clutch 25d and transmitted to the output shaft 25b, and is output from the output shaft 25b.

[0042] As shown in Fig. 2, the auxiliary transmission device 26 includes an input shaft 26a connected to the output shaft 25b of the forward / reverse switching device 25, and an output shaft 26b provided on the rear side of the input shaft 26a. The input shaft 26a and the output shaft 26b are located on the same axis. A high-speed clutch 26c is provided between the rear part of the input shaft 26a and the front part of the output shaft 26b. A low-speed gear mechanism 26f and a low-speed clutch 26d are provided across the rear parts of the input shaft 26a and the output shaft 26b.

[0043] In the auxiliary transmission device 26, the output of the forward / reverse switching device 25 is input to the input shaft 26a. When the high-speed clutch 26c is switched to the engaged state, the power of the input shaft 26a is transmitted to the output shaft 26b without being shifted via the high-speed clutch 26c, and the high-speed side power is output from the output shaft 26b. When the low-speed clutch 26d is switched to the engaged state, the power of the input shaft 26a is shifted to the low-speed side power by the low-speed gear mechanism 26f and the low-speed clutch 26d and then transmitted to the output shaft 26b, and is output from the output shaft 26b. The low-speed side power is lower than the high-speed side power output when the high-speed clutch 26c is switched to the engaged state.

[0044] As shown in Fig. 2, the rear-wheel differential mechanism 19 includes an input shaft 19a to which the output of the auxiliary transmission device 26 is input. The input shaft 19a is connected to the rear part of the output shaft 26b of the auxiliary transmission device 26. The gear linkage mechanism 27 is provided across the output shaft 26b of the auxiliary transmission device 26 and the input shaft 20a of the front-wheel transmission device 20, and is configured to transmit the power of the output shaft 26b of the auxiliary transmission device 26 to the input shaft 20a of the front-wheel transmission device 20.

[0045] As shown in Fig. 2, the front-wheel transmission device 20 includes an input shaft 20a connected to the gear linkage mechanism 27, and an output shaft 20e arranged in parallel with the input shaft 20a. A constant-velocity clutch 20b and a speed-up clutch 20c are provided on the input shaft 20a. A constant-velocity gear mechanism 20d is provided across the constant-velocity clutch 20b and the output shaft 20e. A speed-up gear mechanism 20f is provided across the speed-up clutch 20c and the output shaft 20e.

[0046] In the front-wheel transmission device 20, the output of the sub-transmission device 26 is transmitted to the input shaft 20a by the gear linkage mechanism 27. When the constant velocity clutch 20b is switched on and off, the power of the input shaft 20a is shifted to constant velocity power by the constant velocity clutch 20b and the constant velocity gear mechanism 20d and transmitted to the output shaft 20e, and is output from the output shaft 20e. The constant velocity power is the power for driving the front wheels 2 at the same speed as the rear wheels 3. When the speed increasing clutch 20c is switched on and off, the power of the input shaft 20a is shifted to speed increasing power by the speed increasing clutch 20c and the speed increasing gear mechanism 20f and transmitted to the output shaft 20e, and is output from the output shaft 20e. The speed increasing power is the power for driving the front wheels 2 at a higher speed than the rear wheels 3. The power of the output shaft 20e of the front-wheel transmission device 20 is transmitted to the front-wheel differential mechanism 39 via the rotating shaft 38.

[0047] In the traveling power transmission device 15, when driving the front wheels 2 and the rear wheels 3, the power of the engine 5 and the driving force of the second motor generator 18 are transmitted to the front wheels 2 and the rear wheels 3.

[0048] That is, the power of the input shaft 23 is transmitted to the carrier 60d of the planetary gear device 60 to drive the planetary gear 60b, and the driving force of the second motor generator 18 is transmitted to the sun gear 60a of the planetary gear device 60 to drive the sun gear 60a. The power from the engine 5 (engine power) and the driving force from the second motor generator 18 (motor power) are combined by the planetary gear device 60, and the combined power is output from the internal gear 60c. The combined power from the planetary gear device 60 is transmitted to the input shaft 25a of the forward / reverse switching device 25, and is switched to forward power and reverse power in the forward / reverse switching device 25 and then output. The forward power and reverse power from the forward / reverse switching device 25 are transmitted to the input shaft 26a of the auxiliary transmission device 26, and are shifted to high-speed side power and low-speed side power in the auxiliary transmission device 26 and then output. The power from the auxiliary transmission device 26 is input to the rear-wheel differential mechanism 19 and is output from the rear-wheel differential mechanism 19 to the left and right rear wheels 3. The power from the auxiliary transmission device 26 is transmitted to the input shaft 20a of the front-wheel transmission device 20 by the gear linkage mechanism 27, and is shifted to constant-speed power or increased-speed power in the front-wheel transmission device 20 and then output. The constant-speed power and increased-speed power from the front-wheel transmission device 20 are output toward the front-wheel differential mechanism 39 (front wheels 2).

[0049] The second motor generator 18 mainly acts as an electric motor for driving the front wheels 2 and the rear wheels 3, but acts as a generator during deceleration.

[0050] In the traveling power transmission device 15, when driving the front wheels 2 and the rear wheels 3, the first motor generator 17 is driven by the power of the engine 5 transmitted to the input shaft 23 to generate electricity. The electric power generated by the first motor generator 17 is supplied as charging power to the battery 22 via the inverter device 21, or as driving power to the second motor generator 18 via the inverter device 21.

[0051] As shown in Fig. 2, a clutch 45 is provided across the output shaft 5b and the input shaft 23. The clutch 45 is configured to be switched between an engaged state (on state) and a disengaged state (off state) by a hydraulic solenoid valve or the like. When the clutch 45 is switched to the engaged state, the power from the engine 5 is transmitted to the electric transmission unit 16A and the gear transmission unit 16B, and the hybrid transmission 16 is switched to a hybrid mode in which the front wheels 2 and the rear wheels 3 are driven by the power of the engine 5 and the driving force of the second motor generator 18, and power is generated by the first motor generator 17. When the clutch 45 is switched to the disengaged state, the power transmission from the engine 5 to the electric transmission unit 16A and the gear transmission unit 16B is interrupted, and the hybrid transmission 16 is switched to an electric mode in which the front wheels 2 and the rear wheels 3 are driven only by the driving force of the second motor generator 18. As the clutch 45, a dry clutch can be adopted.

[0052] As shown in Fig. 2, it is possible to provide a planetary reduction gear that reduces the driving force of the second motor generator 18 and transmits it to the planetary gear device 60 in the space A between the second motor generator 18 and the planetary gear device 60.

[0053] 〔Lubrication and Cooling of Hybrid Transmission〕 Lubricating oil for lubricating and cooling the first motor generator 17 and the second motor generator 18 is stored in the electric transmission chamber 28. Lubricating oil for lubricating the gear transmission mechanism 30 is stored in the gear transmission chamber 29.

[0054] It is possible to store lubricating oils of the same oil quality in the electric transmission chamber 28 and the gear transmission chamber 29. As the lubricating oil of the same oil quality stored in the electric transmission chamber 28 and the gear transmission chamber 29, for example, a lubricating oil rich in lubricating performance can be adopted. The electric transmission chamber 28 and the gear transmission chamber 29 are blocked, and it is possible to store a lubricating oil different from the lubricating oil stored in the gear transmission chamber 29 in the electric transmission chamber 28. When storing different lubricating oils in the electric transmission chamber 28 and the gear transmission chamber 29, for example, as the lubricating oil stored in the electric transmission chamber 28, a lubricating oil richer in cooling performance than lubricating performance is adopted so that the cooling of the first motor generator 17 and the second motor generator 18 is efficiently performed, and as the lubricating oil stored in the gear transmission chamber 29, a lubricating oil richer in lubricating performance than cooling performance is adopted so that the lubrication of the gear transmission mechanism 30 is efficiently performed.

[0055] The electric transmission chamber 28 and the gear transmission chamber 29 are blocked, and it is possible to make the position of the oil level of the lubricating oil stored in the electric transmission chamber 28 different from the position of the oil level of the lubricating oil stored in the gear transmission chamber 29. That is, when storing a lubricating oil richer in cooling performance than lubricating performance in the electric transmission chamber 28 and a lubricating oil richer in lubricating performance than cooling performance in the gear transmission chamber 29, it is possible to make the position of the oil level of the lubricating oil stored in the electric transmission chamber 28 higher than the oil level of the lubricating oil stored in the gear transmission chamber 29.

[0056] When storing the same lubricating oil in the electric transmission chamber 28 and the gear transmission chamber 29, in either case of storing different lubricating oils, it is possible to make the position of the oil level of the lubricating oil stored in the electric transmission chamber 28 lower than the position of the oil level of the lubricating oil stored in the gear transmission chamber 29. That is, in the gear transmission chamber 29, lubricating oil is stored up to an oil level set so that the lubricating oil can easily reach the gears located at different positions in the vertical direction, and the gear transmission mechanism 30 is efficiently lubricated. In the electric transmission chamber 28, lubricating oil is stored only up to an oil level set lower than the oil level in the gear transmission chamber 29 so that the first motor generator 17 and the second motor generator 18 do not get too deep into the lubricating oil, and the driving load applied to the first motor generator 17 and the second motor generator 18 is suppressed.

[0057] When the vehicle body is inclined in the front-rear direction, the transmission case 13 is inclined in the front-rear direction. As shown in FIG. 3, when the transmission case 13 is in an inclined posture with the electric transmission chamber 28 side lowered (front-downward inclined posture), the lubricating oil a stored in the gear transmission chamber 29 flows toward the electric transmission chamber 28, but the flowing lubricating oil a is received by the blocking wall portion 13b and does not flow into the electric transmission chamber 28, and the amount of lubricating oil in the gear transmission chamber 29 does not decrease regardless of the inclination of the transmission case 13, and the gear transmission mechanism 30 can be maintained in a lubricated state. Although not shown, when the transmission case 13 is in an inclined posture with the gear transmission chamber 29 side lowered (rear-downward inclined posture), the lubricating oil b stored in the electric transmission chamber 28 flows toward the gear transmission chamber 29, but the flowing lubricating oil b is received by the blocking wall portion 13b and does not flow into the gear transmission chamber 29, and the amount of lubricating oil in the electric transmission chamber 28 does not decrease regardless of the inclination of the transmission case 13, and the motor generator unit 24 can be maintained in a state of being lubricated and cooled.

[0058] 〔Oil supply mechanism〕 The traveling power transmission device 15 is provided with a first oil supply mechanism 80 (see FIG. 4) and a second oil supply mechanism 90 (see FIG. 5) different from the first oil supply mechanism 80, and is configured such that lubricating oil is supplied to the motor generator unit 24 by the first oil supply mechanism 80 and lubricating oil is supplied to the gear transmission mechanism 30 by the second oil supply mechanism 90.

[0059] As shown in Fig. 4, the first oil supply mechanism 80 is provided with a first hydraulic pump 81. The suction part of the first hydraulic pump 81 and an oil extraction part (not shown) formed at the bottom of the transmission case 13 are connected by a first suction oil passage 82. The oil extraction part communicates with the electric transmission chamber 28. The discharge part of the first hydraulic pump 81 and the electric transmission chamber 28 are connected by a first oil supply passage 83. The first oil supply passage 83 is connected to an oil injection nozzle (not shown) provided in the electric transmission chamber 28.

[0060] In the first oil supply mechanism 80, the first hydraulic pump 81 is driven by the power from the engine 5, the lubricating oil stored in the electric transmission chamber 28 is sucked into the first hydraulic pump 81 through the first suction oil passage 82, and is supplied from the first hydraulic pump 81 to the electric transmission chamber 28 through the first oil supply passage 83. In the electric transmission chamber 28, it is ejected from the oil injection nozzle toward the motor generator unit 24 and supplied to the first motor generator 17 and the second motor generator 18.

[0061] In the present embodiment, the first hydraulic pump 81 is constituted by a trochoid pump provided on the input shaft 23 as shown in Fig. 2. The first hydraulic pump 81 is not limited to a trochoid pump, and various hydraulic pumps with different types such as gear pumps can be adopted. In the present embodiment, a filter 84 is provided in the first suction oil passage 82. An oil cooler 85 and a cooling part in the inverter device 21 are interposed in the first oil supply passage 83. The lubricating oil from the first hydraulic pump 81 is cooled by the oil cooler 85 and then supplied to the cooling part of the inverter device 21 to cool the inverter device 21, and after cooling the inverter device 21, it is supplied to the motor generator unit 24. Note that, after being cooled by the oil cooler 85, it may be supplied to the first motor generator 17 and the second motor generator 18 without being used for cooling the inverter device 21.

[0062] As shown in FIG. 5, the second oil supply mechanism 90 is provided with a second hydraulic pump 91. The suction part of the second hydraulic pump 91 and an oil extraction part (not shown) formed at the bottom of the transmission case 13 are connected by a second suction oil passage 92. The oil extraction part communicates with the gear transmission chamber 29. The discharge part of the second hydraulic pump 91 and the gear transmission chamber 29 are connected by a second oil supply passage 93. The second oil supply passage 93 is connected to an oil ejection nozzle (not shown) provided in the gear transmission chamber 29.

[0063] In the second oil supply mechanism 90, the second hydraulic pump 91 is driven by the power from the engine 5, the lubricating oil stored in the gear transmission chamber 29 is sucked into the second hydraulic pump 91 through the second suction oil passage 92, and is supplied from the second hydraulic pump 91 to the gear transmission chamber 29 through the second oil supply passage 93. In the gear transmission chamber 29, it is ejected from the oil ejection nozzle toward the gear transmission mechanism 30 and supplied to the gears.

[0064] In this embodiment, a filter 94 is provided in the second suction oil passage 92. An oil cooler 95 is provided in the second oil supply passage 93. The lubricating oil from the second hydraulic pump 91 is cooled by the oil cooler 95 and then supplied to the gear transmission mechanism 30.

[0065] As the first hydraulic pump 81 and the second hydraulic pump 91, as shown in FIG. 6, a variable displacement type hydraulic pump can be adopted. As the power source for driving the first hydraulic pump 81 and the second hydraulic pump 91, as shown in FIG. 6, an electric motor 96 can be adopted. It is possible to configure the electric motor 96 to be driven by the electric power generated by the first motor generator 17.

[0066] 〔Working power transmission device〕 As shown in FIG. 1, the power take-off shaft 12 is supported at the rear part of the transmission case 13. As shown in FIG. 2, a working power transmission device 40 for transmitting the power of the engine 5 to the power take-off shaft 12 is accommodated in the transmission case 13.

[0067] As shown in Fig. 2, the working power transmission device 40 is provided behind the input shaft 23 and extends along the longitudinal direction of the vehicle body. The working power transmission device 40 includes a rotary shaft 41 with its front part connected to the input shaft 23, a working clutch 42 connected to the rear part of the rotary shaft 41, and a power take-off shaft transmission device 43 that changes the output of the working clutch 42 and transmits it to the power take-off shaft 12. The axis of the rotary shaft 41 and the axis of the input shaft 23 are located on the same axis. The input shaft 23 and the rotary shaft 41 are interlocked and connected directly or via a joint.

[0068] In the working power transmission device 40, the power of the input shaft 23 is transmitted to the rotary shaft 41, and then from the rotary shaft 41 to the power take-off shaft 12 via the working clutch 42 and the power take-off shaft transmission device 43. The working clutch 42 can switch between an engaged state where the power from the engine 5 is transmitted to the power take-off shaft 12 and a disengaged state where the power transmission from the engine 5 to the power take-off shaft 12 is cut off.

[0069] 〔Another Embodiment〕 (1) Fig. 7 is a schematic diagram of the traveling power transmission device 15 of the first alternative embodiment. Fig. 8 is a front view showing the arrangement of the motor generators in the traveling power transmission device 15 of the first alternative embodiment. In the traveling power transmission device 15 of the first alternative embodiment, as shown in Fig. 7, two motor generators 17 and 18 are provided in the motor generator section 24 of the electric transmission section 16A. In the traveling power transmission device 15 of the first alternative embodiment, as shown in Fig. 7, the gear transmission mechanism 30 in the gear transmission section 16B is provided with a gear transmission mechanism 98, a low-speed planetary transmission section 100, a low-speed clutch 100C, a high-speed planetary transmission section 110, a high-speed clutch 110C, a forward / reverse switching device 25, a sub-transmission device 26, a rear-wheel differential mechanism 19, a front-wheel transmission device 20, and a gear interlocking mechanism 27. The forward / reverse switching device 25, the sub-transmission device 26, the rear-wheel differential mechanism 19, the front-wheel transmission device 20, and the gear interlocking mechanism 27 have the same configuration as the forward / reverse switching device 25, the sub-transmission device 26, the rear-wheel differential mechanism 19, the front-wheel transmission device 20, and the gear interlocking mechanism 27 shown in Fig. 2.

[0070] As shown in Fig. 8, the two motor-generators 17 and 18 are arranged in a direction along the vehicle body width direction. As shown in Figs. 7 and 8, the rotational axis cores of the two motor-generators 17 and 18 respectively are along the vehicle body front-rear direction. The first rotational axis core 17c of one of the two motor-generators 17, i.e., the first motor-generator 17, and the second rotational axis core 18c of the other of the two motor-generators 17, i.e., the second motor-generator 18, are arranged in parallel. As the first motor-generator 17 and the second motor-generator 18, a motor-generator having a longer length in the direction along the vehicle body front-rear direction can be adopted compared to the case where the two motor-generators 17 and 18 are arranged in the direction along the vehicle body front-rear direction.

[0071] As shown in Fig. 8, the input shaft 23 of the transmission case 13 is provided in a state of passing between the first motor-generator 17 and the second motor-generator 18 in the vehicle body front-rear direction. The input shaft 23 passes through a position above the first rotational axis core 17c of the first motor-generator 17 and the second rotational axis core 18c of the second motor-generator 18 in the front-rear direction. The upper end 23t of the input shaft 23 is located above the upper end 17t of the first motor-generator 17 and above the upper end 18t of the second motor-generator 18.

[0072] As shown in Fig. 7, the gear transmission mechanism 30 includes a transmission mechanism input shaft 99 behind the input shaft 23 of the transmission case 13. The axis core of the transmission mechanism input shaft 99 and the axis core of the input shaft 23 are located on the same axis core. The front portion of the transmission mechanism input shaft 99 is connected to the rear portion of the input shaft 23, and the power of the input shaft 23 is transmitted to the transmission mechanism input shaft 99. The gear transmission mechanism 98 is provided at the front portion of the gear transmission part 16B. The gear transmission mechanism 98 is provided across the transmission mechanism input shaft 99 and the rotor support shaft 17b of the first motor-generator 17, and is configured to transmit the power of the input shaft 23 to the first motor-generator 17.

[0073] As shown in Fig. 7, the low-speed planetary speed-changing unit 100 includes a sun gear 101, a planetary gear 102, an internal gear 103, and a carrier 104. The low-speed planetary speed-changing unit 100 is provided behind the second motor generator 18 in a state where the rotation axis of the sun gear 101 and the rotor support shaft 18b (second rotation axis 18c) of the second motor generator 18 are located on the same axis. The internal gear 103 and the transmission mechanism input shaft 99 are connected via a gear linkage mechanism 105. The first input shaft 136 is provided on the sun gear 101, and the first input shaft 136 is connected to the rotor support shaft 18b of the second motor generator 18.

[0074] In the low-speed planetary speed-changing unit 100, the power of the input shaft 23 is transmitted to the internal gear 103 to drive the internal gear 103, the driving force of the second motor generator 18 is transmitted to the sun gear 101 to drive the sun gear 101, the power from the engine 5 and the driving force of the second motor generator 18 are combined to produce a combined power on the low-speed side, and the combined power on the low-speed side is output from the carrier 104.

[0075] The low-speed clutch 100C is provided between the output part of the low-speed planetary speed-changing unit 100 and the input shaft 25a of the forward and reverse switching device 25. When it is switched to the engaged state (on state), the combined power on the low-speed side output by the low-speed planetary speed-changing unit 100 is transmitted to the forward and reverse switching device 25. When it is switched to the disengaged state (off state), the power transmission from the low-speed planetary speed-changing unit 100 to the forward and reverse switching device 25 is cut off.

[0076] As shown in Fig. 7, the high-speed planetary speed-changing unit 110 is provided behind the first motor generator 17. The high-speed planetary speed-changing unit 110 includes a sun gear 111, a planetary gear 112, an internal gear 113, and a carrier 114. The carrier 114 and the transmission mechanism input shaft 99 are connected via a gear linkage mechanism 115. The second input shaft 137 is provided on the sun gear 111, and the second input shaft 137 and the rotor support shaft 18b of the second motor generator 18 are connected via a gear linkage mechanism 116 and the first input shaft 136.

[0077] In the high-speed planetary transmission unit 110, the power of the input shaft 23 is transmitted to the carrier 114 to drive the planetary gear 112, and the driving force of the second motor generator 18 is transmitted to the sun gear 111 to drive the sun gear 111. The engine power from the input shaft 23 and the driving force of the second motor generator 18 are combined to produce a combined power on the high-speed side, and the combined power on the high-speed side is output from the internal gear 113. The combined power on the high-speed side is a combined power that is higher in speed than the combined power on the low-speed side produced by the low-speed planetary transmission unit 100 through combination.

[0078] The high-speed clutch 110C is provided between the output part of the high-speed planetary transmission unit 110 and the input shaft 25a of the forward-reverse switching device 25. When switched to the engaged state (on state), the combined power on the high-speed side output by the high-speed planetary transmission unit 110 is transmitted to the forward-reverse switching device 25, and when switched to the disengaged state (off state), the power transmission from the high-speed planetary transmission unit 110 to the forward-reverse switching device 25 is cut off.

[0079] In the present embodiment, an arrangement configuration is adopted in which the rotation axis of the sun gear 101 as the rotation axis of the low-speed planetary transmission unit 100 and the second rotation axis 18c of the second motor generator 18 are located on the same axis. However, alternatively, an arrangement configuration can be adopted in which the rotation axis of the low-speed planetary transmission unit 100 and the second rotation axis 18c of the second motor generator 18 are located on different axes.

[0080] In the traveling power transmission device 15 of the first alternative embodiment, when driving the front wheels 2 and the rear wheels 3, the power of the engine 5 and the driving force of the second motor generator 18 are transmitted to the front wheels 2 and the rear wheels 3.

[0081] That is, the power from the engine 5 (engine power) transmitted to the input shaft 23 and the driving force of the second motor generator 18 (motor power) are combined into a combined power on the low-speed side by the low-speed planetary speed change unit 100, and the power from the engine 5 (engine power) transmitted to the input shaft 23 and the driving force of the second motor generator 18 (motor power) are combined into a combined power on the high-speed side by the high-speed planetary speed change unit 110. By switching the low-speed clutch 100C to the engaged state and the high-speed clutch 110C to the disengaged state, the combined power on the low-speed side from the low-speed planetary speed change unit 100 is transmitted to the input shaft 25a of the forward / reverse switching device 25 and then transmitted from the output shaft 25b of the forward / reverse switching device 25 to the auxiliary speed change device 26, and further transmitted from the auxiliary speed change device 26 to the rear-wheel differential mechanism 19 and the front-wheel speed change device 20. By switching the high-speed clutch 110C to the engaged state and the low-speed clutch 100C to the disengaged state, the combined power on the high-speed side from the high-speed planetary speed change unit 110 is transmitted to the input shaft 25a of the forward / reverse switching device 25 and then transmitted from the output shaft 25b of the forward / reverse switching device 25 to the auxiliary speed change device 26, and further transmitted from the auxiliary speed change device 26 to the rear-wheel differential mechanism 19 and the front-wheel speed change device 20.

[0082] In the traveling power transmission device 15 of the first alternative embodiment, when driving the front wheels 2 and the rear wheels 3, the power from the engine 5 transmitted to the input shaft 23 is input to the first motor generator 17 via the transmission mechanism input shaft 99 and the gear transmission mechanism 98, and the first motor generator 17 is driven to generate electricity.

[0083] (2) FIG. 9 is a schematic diagram of the traveling power transmission device 15 of the second alternative embodiment. As shown in FIG. 9, in the traveling power transmission device 15 of the second alternative embodiment, two motor generators 17 and 18 are provided in the motor generator unit 24 in the electric transmission unit 16A. In the traveling power transmission device 15 of the second alternative embodiment, the gear transmission mechanism 30 of the gear transmission unit 16B is provided with a low-speed planetary speed change unit 100, a low-speed clutch 100C, a high-speed planetary speed change unit 110, a high-speed clutch 110C, a forward / reverse switching device 25, an auxiliary speed change device 26, a rear-wheel differential mechanism 19, a front-wheel speed change device 20, and a gear interlocking mechanism 27.

[0084] The low-speed planetary transmission unit 100, the low-speed clutch 100C, the high-speed planetary transmission unit 110, and the high-speed clutch 110C have the same configurations as those of the low-speed planetary transmission unit 100, the low-speed clutch 100C, the high-speed planetary transmission unit 110, and the high-speed clutch 110C provided in the traveling power transmission device 15 of the first alternative embodiment. The forward / reverse switching device 25, the auxiliary transmission device 26, the rear-wheel differential mechanism 19, the front-wheel transmission device 20, and the gear interlocking mechanism 27 have the same configurations as those of the forward / reverse switching device 25, the auxiliary transmission device 26, the rear-wheel differential mechanism 19, the front-wheel transmission device 20, and the gear interlocking mechanism 27 shown in FIG. 2.

[0085] The two motor generators 17 and 18 are arranged in a direction along the vehicle body longitudinal direction. Among the two motor generators 17 and 18, the first motor generator 17 in the front is provided on the side where the engine 5 is located with respect to the second motor generator 18 in the rear among the two motor generators 17 and 18, and the second motor generator 18 is provided on the side where the gear transmission unit 16B is located with respect to the first motor generator 17. The rotational axis center of the first motor generator 17, the rotational axis center of the second motor generator 18, and the axis center of the input shaft 23 of the transmission case 13 are located on the same axis.

[0086] An input transmission mechanism 120 is provided on the side where the engine 5 is located with respect to the first motor generator 17. The input transmission mechanism 120 is configured to connect the first motor generator 17 and the input shaft 23 of the transmission case 13 and input the power of the input shaft 23 to the first motor generator 17.

[0087] Specifically, as shown in FIG. 9, the input transmission mechanism 120 includes a sun gear 121, a planetary gear 122, an internal gear 123, and a carrier 124. The sun gear 121 is connected to the rotor 17a of the first motor generator 17 in a state of rotating around the rotational axis center located on the axis center of the input shaft 23. The sun gear 121 and the rotor 17a are connected via a rotating shaft 125. The carrier 124 is connected to the input shaft 23. The internal gear 123 is fixed to the transmission case 13.

[0088] The input transmission mechanism 120 is constituted by a planetary gear mechanism, and increases the speed of the power from the engine 5 transmitted to the input shaft 23 and inputs it to the rotor 17a of the first motor generator 17. In the present embodiment, although the input transmission mechanism 120 is constituted by a planetary gear mechanism, as the input transmission mechanism 120, a gear linkage mechanism other than the planetary gear mechanism can be adopted. Further, as the input transmission mechanism 120, a transmission mechanism that transmits the power of the input shaft 23 to the first motor generator 17 without increasing the speed can be adopted.

[0089] As shown in FIG. 9, the internal gear 103 of the low-speed planetary transmission section 100 is connected to the input shaft 23 by the first linkage mechanism 126. The carrier 114 of the high-speed planetary transmission section 110 is connected to the input shaft 23 by the second linkage mechanism 127.

[0090] An output transmission mechanism 130 is provided on the side where the gear transmission section 16B is located with respect to the second motor generator 18. The output transmission mechanism 130 is configured to connect the second motor generator 18 and an input section 135 located at the front part of the gear transmission section 16B, and transmit the driving force of the second motor generator 18 to the input section 135.

[0091] Specifically, as shown in FIG. 9, the input section 135 of the gear transmission section 16B includes a first input shaft 136 connected to the sun gear 101 of the low-speed planetary transmission section 100, and a second input shaft 137 connected to the sun gear 111 of the high-speed planetary transmission section 110. The output transmission mechanism 130 includes a rotating shaft 131 connected to the rotor 18a of the second motor generator 18, a first gear linkage mechanism 132 that connects the rotating shaft 131 to the first input shaft 136, and a second gear linkage mechanism 133 that connects the rotating shaft 131 to the second input shaft 137.

[0092] In the traveling power transmission device 15 of the second alternative embodiment, when driving the front wheels 2 and the rear wheels 3, the power of the engine 5 and the driving force of the second motor generator 18 are transmitted to the front wheels 2 and the rear wheels 3.

[0093] That is, the power of the input shaft 23 is transmitted to the internal gear 103 of the low-speed planetary transmission unit 100 via the first interlocking mechanism 126, and the driving force of the second motor generator 18 is transmitted to the sun gear 101 of the low-speed planetary transmission unit 100 via the output transmission mechanism 130 and the first input shaft 136. The power from the engine 5 (engine power) and the driving force of the second motor generator 18 (motor power) are combined into a combined power on the low-speed side by the low-speed planetary transmission unit 100, and the combined power on the low-speed side is output to the low-speed clutch 100C. The power of the input shaft 23 is transmitted to the carrier 114 of the high-speed planetary transmission unit 110 via the second interlocking mechanism 127, and the driving force of the second motor generator 18 is transmitted to the sun gear 111 of the high-speed planetary transmission unit 110 via the output transmission mechanism 130 and the second input shaft 137. The power from the engine 5 (engine power) and the driving force of the second motor generator 18 (motor power) are combined into a combined power on the high-speed side by the high-speed planetary transmission unit 110, and the combined power on the high-speed side is output to the high-speed clutch 110C. When the low-speed clutch 100C is switched to the engaged state (on state) and the high-speed clutch 110C is switched to the disengaged state (off state), the combined power on the low-speed side from the low-speed clutch 100C is transmitted to the auxiliary transmission 26 via the forward and reverse switching device 25, and is transmitted from the auxiliary transmission 26 to the rear-wheel differential mechanism 19 and the front-wheel transmission 20.

[0094] When the low-speed clutch 100C is switched to the disengaged state (off state) and the high-speed clutch 110C is switched to the engaged state (on state), the combined power on the high-speed side from the high-speed clutch 110C is transmitted to the auxiliary transmission 26 via the forward and reverse switching device 25, and is transmitted from the auxiliary transmission 26 to the rear-wheel differential mechanism 19 and the front-wheel transmission 20.

[0095] In the traveling power transmission device 15 of the second alternative embodiment, when driving the front wheels 2 and the rear wheels 3, the power from the engine 5 transmitted to the input shaft 23 is input to the first motor generator 17 by the input transmission mechanism 120, and the first motor generator 17 is driven to generate electricity.

[0096] (3) Figure 10 is a schematic diagram of the traveling power transmission device 15 of the third alternative embodiment. As shown in Figure 10, in the traveling power transmission device 15 of the third alternative embodiment, two motor generators 17 and 18 are provided in the motor generator unit 24 in the electric transmission unit 16A. The first planetary gear device 31 and the second planetary gear device 32 are provided in the electric transmission unit 16A. In the traveling power transmission device 15 of the third alternative embodiment, a forward / reverse switching device 25, a sub-shifting device 26, a rear-wheel differential mechanism 19, a front-wheel transmission device 20, and a gear interlocking mechanism 27 are provided in the gear transmission mechanism 30 in the gear transmission unit 16B.

[0097] The rear-wheel differential mechanism 19, the front-wheel transmission device 20, and the gear interlocking mechanism 27 have the same configuration as the rear-wheel differential mechanism 19, the front-wheel transmission device 20, and the gear interlocking mechanism 27 shown in Figure 2.

[0098] In the forward / reverse switching device 25, a forward clutch 25c and a reverse clutch 25d are provided on the output shaft 25b, a forward gear mechanism 25e is provided across the input shaft 25a and the forward clutch 25c, and a reverse gear mechanism 25f is provided across the input shaft 25a and the reverse clutch 25d.

[0099] In the sub-shifting device 26, the input shaft 26a and the output shaft 26b are provided in parallel. A high-speed clutch 26c and a low-speed clutch 26D are provided on the output shaft 26b, a high-speed gear mechanism 26e is provided across the input shaft 26a and the high-speed clutch 26c, and a low-speed gear mechanism 26f is provided across the input shaft 26a and the low-speed clutch 26d.

[0100] The two motor generators 17 and 18 are arranged in a direction along the vehicle body longitudinal direction. The first motor generator 17 at the rear of the two motor generators 17 and 18 is provided on the side opposite to the side where the engine 5 is located with respect to the second motor generator 18 in front of the two motor generators 17 and 18. The rotation axis center of the first motor generator 17, the rotation axis center of the second motor generator 187, and the axis center of the input shaft 23 of the transmission case 13 are located on the same axis center.

[0101] The first planetary gear device 31 and the second planetary gear device 32 are arranged side by side along the longitudinal direction of the vehicle body between the first motor generator 17 and the second motor generator 18. The second planetary gear device 32 is located on the front side of the first planetary gear device 31.

[0102] The first planetary gear device 31 includes a first sun gear 31a, a first planetary gear 31b, a first internal gear 31c, and a first carrier 31d. The second planetary gear device 32 includes a second sun gear 32a, a second planetary gear 32b, a second internal gear 32c, and a second carrier 32d. The rotation axis of the first sun gear 31a of the first planetary gear device 31, the rotation axis of the second sun gear 32a of the second planetary gear device 32, the rotation axis of the first motor generator 17, and the rotation axis of the second motor generator 18 are located on the same axis.

[0103] In the first planetary gear device 31, the first carrier 31d is connected to the input shaft 23. In the second planetary gear device 32, the second internal gear 32c is fixed to the transmission case 13, and the second carrier 32d is connected to the first sun gear 31a via the rotating shaft 33.

[0104] As shown in FIG. 10, the first motor generator 17 is connected to the first internal gear 31c of the first planetary gear device 31. The connection of the first motor generator 17 to the first internal gear 31c is achieved by connecting the rotor 17a of the first motor generator 17 and the first internal gear 31c via the rotating shaft 34. The second motor generator 18 is connected to the second sun gear 32a of the second planetary gear device 32. The connection between the second motor generator 18 and the second sun gear 32a is achieved by connecting the rotor 18a of the second motor generator 18 to the second sun gear 32a via the rotating shaft 35.

[0105] In the traveling power transmission device 15 of the third embodiment, when driving the front wheels 2 and the rear wheels 3, the power from the engine 5 and the driving force of the second motor generator 18 are transmitted to the front wheels 2 and the rear wheels 3.

[0106] That is, the power of the input shaft 23 is input to the first carrier 31d of the first planetary gear set 31, the first planetary gear 31b is driven to drive the first planetary gear set 31, the driving force of the second motor generator 18 is input to the second sun gear 32a of the second planetary gear set 32 to drive the second planetary gear set 32, the power from the engine 5 (engine power) and the driving force from the second motor generator 18 (motor power) are combined by the first planetary gear set 31 and the second planetary gear set 32, and the combined power is transmitted from the output gear 30a via the transmission gear 36 and the transmission shaft 37 to the input shaft 25a of the forward / reverse switching device 25 and then transmitted from the forward / reverse switching device 25 to the auxiliary transmission 26. The power from the auxiliary transmission 26 is transmitted to the rear-wheel differential mechanism 19. The power from the auxiliary transmission 26 is transmitted to the front-wheel transmission 20 by the gear linkage mechanism 27 and output from the front-wheel transmission 20 toward the front-wheel differential mechanism 39.

[0107] The second motor generator 18 mainly acts as an electric motor for driving the front wheels 2 and the rear wheels 3, but acts as a generator during deceleration.

[0108] In the traveling power transmission device 15 of the third embodiment, when driving the front wheels 2 and the rear wheels 3, the power of the first internal gear 31c of the first planetary gear set 31 is transmitted to the first motor generator 17 via the rotary shaft 34, and the first motor generator 17 is driven by the power from the first internal gear 31c to generate electricity.

[0109] (4) FIG. 11 is a schematic diagram of a traveling power transmission device 15 according to a fourth alternative embodiment. As shown in FIG. 11, in the traveling power transmission device 15 of the fourth alternative embodiment, the motor generator unit 24 in the electric transmission unit 16A is provided with two motor generators 17 and 18. The electric transmission unit 16A is provided with one planetary gear set 50. In the traveling power transmission device 15 of the fourth alternative embodiment, the forward / reverse switching device 25, the auxiliary transmission 26, the rear-wheel differential mechanism 19, the front-wheel transmission 20, and the gear linkage mechanism 27 are provided in the gear transmission mechanism 30 of the gear transmission unit 16b.

[0110] The rear-wheel differential mechanism 19, the front-wheel speed change device 20, and the gear linkage mechanism 27 have the same configurations as those of the rear-wheel differential mechanism 19, the front-wheel speed change device 20, and the gear linkage mechanism 27 shown in FIG. 2. The forward / reverse switching device 25 and the sub-speed change device 26 have the same configurations as those of the forward / reverse switching device 25 and the sub-speed change device 26 shown in FIG. 10.

[0111] The two motor generators 17 and 18 are arranged in a direction along the longitudinal direction of the vehicle body. The first motor generator 17 at the rear among the two motor generators 17 and 18 is provided on the side opposite to the side where the engine 5 is located with respect to the second motor generator 18 at the front among the two motor generators 17 and 18. The axis of rotation of the first motor generator 17, the axis of rotation of the second motor generator 18, and the axis of the input shaft 23 of the transmission case 13 are located on the same axis.

[0112] The planetary gear device 50 is provided between the first motor generator 17 and the second motor generator 18. The planetary gear device 50 includes a sun gear 50a, a planetary gear 50b, an internal gear 50c, and a carrier 50d. The carrier 50d is connected to the input shaft 23. The sun gear 50a is connected to the output gear 52 via the rotating shaft 51. The output gear 52 is connected to the transmission shaft 37. The second motor generator 18 is connected to the transmission shaft 37. The connection of the second motor generator 18 to the transmission shaft 37 is performed by connecting the rotor 18a of the second motor generator 18 to the transmission shaft 37 via the rotating shaft 55 and the gear linkage mechanism 54. The internal gear 50c of the planetary gear device 50 is connected to the first motor generator 17. The connection between the internal gear 50c and the first motor generator 17 is performed by connecting the rotor 17a of the first motor generator 17 and the internal gear 50c via the rotating shaft 34.

[0113] In the traveling power transmission device 15 of the fourth alternative embodiment, when driving the front wheels 2 and the rear wheels 3, the power of the engine 5 and the driving force of the second motor generator 18 are transmitted to the front wheels 2 and the rear wheels 3.

[0114] That is, the power of the input shaft 23 is input to the carrier 50d to drive the planetary gear 50b, the planetary gear device 50 is driven, and the power of the sun gear 50a is transmitted from the output gear 52 to the transmission shaft 37. The driving force of the second motor generator 18 is transmitted to the transmission shaft 37 via the rotary shaft 55 and the gear linkage mechanism 54. The power from the engine 5 (engine power) is input to the planetary gear device 50 and the shifted power, and the driving force of the second motor generator 18 (motor power) are combined on the transmission shaft 37, and the combined power is transmitted to the input shaft 25a of the forward and reverse switching device 25 and then transmitted from the output shaft 25b of the forward and reverse switching device 25 to the auxiliary transmission device 26. The power from the auxiliary transmission device 26 is transmitted to the rear wheel differential mechanism 19. The power from the auxiliary transmission device 26 is transmitted to the front wheel transmission device 20 via the gear linkage mechanism 27.

[0115] In the traveling power transmission device 15 according to the fourth alternative embodiment, when driving the front wheels 2 and the rear wheels 3, the power of the internal gear 50c of the planetary gear device 50 is transmitted to the rotor 17a of the first motor generator 17 via the rotary shaft 34, and the first motor generator 17 is driven to generate electricity.

[0116] (5) FIG. 12 is a schematic diagram showing a traveling power transmission device 15 according to a fifth alternative embodiment. As shown in FIG. 12, in the traveling power transmission device 15 according to the fifth alternative embodiment, two motor generators 17 and 18 are provided in the motor generator unit 24 in the electric transmission unit 16A. et al. One planetary gear device 70 is provided in the electric transmission unit 16A. In the traveling power transmission device 15 according to the fifth alternative embodiment, the forward and reverse switching device 25, the auxiliary transmission device 26, the rear wheel differential mechanism 19, the front wheel transmission device 20, and the gear linkage mechanism 27 are provided in the gear transmission mechanism 30 of the gear transmission unit 16B.

[0117] The rear wheel differential mechanism 19, the front wheel transmission device 20, and the gear linkage mechanism 27 have the same configuration as the rear wheel differential mechanism 19, the front wheel transmission device 20, and the gear linkage mechanism 27 shown in FIG. 2. The forward and reverse switching device 25 and the auxiliary transmission device 26 have the same configuration as the forward and reverse switching device 25 and the auxiliary transmission device 26 shown in FIG. 10.

[0118] The two motor generators 17 and 18 are arranged side by side along the longitudinal direction of the vehicle body. The first motor generator 17 in front of the two motor generators 17 and 18 is provided on the side where the engine 5 is located with respect to the second motor generator 18 behind the two motor generators 17 and 18. The axis of rotation of the first motor generator 17, the axis of rotation of the second motor generator 18, and the axis of the input shaft 23 of the transmission case 13 are located on the same axis.

[0119] The planetary gear device 70 includes a sun gear 70a, a planetary gear 70b, an internal gear 70c, and a carrier 70d. The carrier 70d is connected to the input shaft 23. The internal gear 70c is connected to the output gear 72 via the rotating shaft 71. The sun gear 70a and the rotor 18a of the second motor generator 18 are connected via the rotating shaft 73. The rotor 17a of the first motor generator 17 is supported by the input shaft 23.

[0120] In the traveling power transmission device 15 of the fifth alternative embodiment, when driving the front wheels 2 and the rear wheels 3, the power of the engine 5 and the driving force of the second motor generator 18 are transmitted to the front wheels 2 and the rear wheels 3.

[0121] That is, the power of the input shaft 23 is input to the carrier 70d to drive the planetary gear 70b, the driving force of the second motor generator 18 is input to the sun gear 70a to drive the sun gear 70a, and the power from the engine 5 (engine power) and the driving force of the second motor generator 18 (motor power) are combined by the planetary gear device 70, and the combined power is transmitted from the internal gear 70c to the output gear 72 and then transmitted from the output gear 72 to the forward and reverse switching device 25 via the transmission shaft 37, and transmitted from the forward and reverse switching device 25 to the auxiliary transmission device 26. The power from the auxiliary transmission device 26 is transmitted to the rear wheel differential mechanism 19 and the front wheel transmission device 20.

[0122] In the traveling power transmission device 15 according to the fifth alternative embodiment, when driving the front wheels 2 and the rear wheels 3, the first motor generator 17 is driven by the power of the input shaft 23 to generate electricity.

[0123] (6) In each of the above-described embodiments, an example in which the electric transmission unit 16A is provided between the engine 5 and the gear transmission unit 16B has been shown. However, the present invention is not limited to this, and the gear transmission unit 16B may be divided into a front split gear transmission unit and a rear split gear transmission unit along the vehicle body front-rear direction, and the electric transmission unit 16A may be provided between the front split gear transmission unit and the rear split gear transmission unit.

[0124] (7) In each of the above-described embodiments, an example in which the motor generator unit 24 includes two motor generators 17 and 18 has been shown. However, the present invention is not limited to this, and it may include only one or three or more motor generators.

[0125] (8) In each of the above-described embodiments, an example in which the engine 5 is provided at the front part of the vehicle body and the transmission case 13 is provided adjacent to the rear of the engine 5 has been shown. However, the engine 5 may be provided at the rear part of the vehicle body and the transmission case 13 may be provided adjacent to the front of the engine 5.

[0126] (9) In the above-described embodiments, an embodiment in which the engine 5 and the transmission case 13 are connected has been shown. However, the engine 5 and the transmission case 13 may be separated without being connected.

[0127] (10) In the above-described embodiments, an example in which the front wheels 2 and the rear wheels 3 are provided as a traveling device has been shown. However, the present invention is not limited to this, and as the traveling device, a crawler traveling device or a combination of a wheel and a mini crawler may be adopted.

[0128] (11) In the above-described embodiments, an example in which the power take-out shaft 12 is provided has been shown. However, the power take-out shaft 12 may not be provided.

Industrial Applicability

[0129] The present invention is applicable to a hybrid work vehicle provided with a hybrid transmission in which an engine, an electric transmission unit having a motor generator unit, and a gear transmission unit having a gear transmission mechanism without a motor generator are arranged in a line along the vehicle body longitudinal direction, and which transmits power from the engine through speed change and outputs the power to a traveling device.

Explanation of Signs

[0130] 2 Front wheels (traveling device) 3 Rear wheels (traveling device) 5 Engine 13 Transmission case 13a Front wall portion 13b Partition wall portion 16 Hybrid transmission 16A Electric transmission unit 16B Gear transmission unit 17 Motor generator 18 Motor generator 24 Motor generator unit 28 Electric transmission chamber 29 Gear transmission chamber 30 Gear electric mechanism 45 Clutch 80 First fuel supply mechanism 81 First hydraulic pump 82 First fuel supply passage 90 Second fuel supply mechanism 91 Second hydraulic pump 92 Second fuel supply passage

Claims

1. An engine, a hybrid transmission provided with an electric transmission unit having a motor generator unit and a gear transmission unit having a gear transmission mechanism without a motor generator, arranged in a line along the longitudinal direction of the vehicle body, for shifting the power from the engine and outputting it to a traveling device, a dry clutch capable of transmitting and interrupting the power from the engine to the hybrid transmission, and a transmission case provided on the vehicle body in a state of being arranged along the longitudinal direction of the vehicle body with respect to the engine, for housing the hybrid transmission, wherein the transmission case is provided with a room for housing the clutch, an electric transmission chamber for housing the electric transmission unit, and a gear transmission chamber for housing the gear transmission unit, the room for housing the clutch is located between the engine and the electric transmission chamber, and the electric transmission chamber is located between the room for housing the clutch and the gear transmission chamber, and the room for housing the clutch, the electric transmission chamber, and the gear transmission chamber are configured to be formed adjacent to each other, A hybrid work vehicle, wherein a front wall portion partitioning the room for housing the clutch and the electric transmission chamber is provided on the transmission case, and a blocking wall portion for blocking so as not to communicate the electric transmission chamber and the gear transmission chamber is provided.

2. An engine, a hybrid transmission provided with an electric transmission unit having a motor generator unit and a gear transmission unit having a gear transmission mechanism without a motor generator, arranged in a line along the longitudinal direction of the vehicle body, for shifting the power from the engine and outputting it to a traveling device, and a transmission case provided on the vehicle body in a state of being arranged along the longitudinal direction of the vehicle body with respect to the engine, for housing the hybrid transmission, wherein the transmission case is configured to be formed with the electric transmission chamber for housing the electric transmission unit and the gear transmission chamber for housing the gear transmission unit adjacent to each other, a blocking wall portion for blocking so as not to communicate the electric transmission chamber and the gear transmission chamber is provided on the transmission case, and lubricating oil is stored in the electric transmission chamber and the gear transmission chamber. A hybrid work vehicle in which the quality of the lubricating oil stored in the electric transmission chamber is different from the quality of the lubricating oil stored in the gear transmission chamber.

3. An engine, An electric transmission unit having a motor generator unit, and a gear transmission unit having a gear transmission mechanism without a motor generator, arranged side by side along the longitudinal direction of the vehicle body, and a hybrid transmission that shifts the power from the engine and outputs it to the traveling device, A transmission case provided on the vehicle body in a state of being arranged side by side along the longitudinal direction of the vehicle body with respect to the engine, and accommodating the hybrid transmission, The transmission case is configured to form an electric transmission chamber that houses the electric transmission unit and a gear transmission chamber that houses the gear transmission unit adjacent to each other, A partition wall portion is provided in the transmission case to block communication between the electric transmission chamber and the gear transmission chamber, A first oil supply mechanism having a first hydraulic pump and a first oil supply passage connecting the first hydraulic pump to the electric transmission chamber, and supplying lubricating oil to the motor generator unit, A hybrid work vehicle having a second hydraulic pump and a second oil supply passage connecting the second hydraulic pump to the gear transmission chamber, and a second oil supply mechanism for supplying lubricating oil to the gear transmission mechanism.

4. The hybrid work vehicle according to any one of claims 1 to 3, wherein the motor generator unit is provided with two motor generators.

5. Lubricating oil is stored in the electric transmission chamber and the gear transmission chamber, The hybrid work vehicle according to any one of claims 1 to 4, wherein the position of the oil level of the lubricating oil stored in the electric transmission chamber is different from the position of the oil level of the lubricating oil stored in the gear transmission chamber.

6. The hybrid work vehicle according to claim 5, wherein the position of the oil level of the lubricating oil stored in the electric transmission chamber is lower than the position of the oil level of the lubricating oil stored in the gear transmission chamber.

7. The engine is provided at the front part of the vehicle body, The hybrid work vehicle according to any one of claims 1 to 6, wherein the transmission case is provided behind the engine.

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