vehicle

Abstract

To provide a vehicle in which a reaction force mechanism for transmitting power outputted from an internal combustion engine to an output member can be downsized.SOLUTION: A vehicle Ve has an internal combustion engine 1, an output member 55 provided to be rotatable relatively to the internal combustion engine 1 and a reaction force mechanism 2 that makes reaction force torque for transmitting power from the internal combustion engine 1 to the output member 55 act on a predetermined rotating member 31, and also comprises a power transmission passage 9 through which the power outputted from the internal combustion engine 1 is transmitted to the output member 55 when the reaction force torque is outputted from the reaction force mechanism 2. The vehicle further comprises a bypass passage 10, provided in parallel with the power transmission passage 9, through which the internal combustion engine 1 and the output member 55 are connected to each other relatively rotatably and torque is transmitted between the internal combustion engine 1 and the output member 55.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle equipped with a reaction mechanism for transmitting power output from an internal combustion engine to an output member. [Background technology]

[0002] Patent Document 1 describes a hybrid vehicle equipped with a power split mechanism configured to perform differential action among a first rotating element connected to an engine, a second rotating element connected to a motor, and a third rotating element connected to drive wheels. This power split mechanism is configured to transmit torque from the engine to the drive wheels by outputting drive torque from the engine and outputting reaction torque from the motor.

[0003] Patent Document 2 describes a vehicle in which a front cover and an intermediate shaft connected to a torque converter are connected to the output shaft of the engine, and the intermediate shaft is connected to the output shaft of the torque converter via a clutch mechanism. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2019-47551 [Patent Document 2] Japanese Patent Application Publication No. 8-159238 Summary of the Invention [Problem to be solved by the invention]

[0005] The power split mechanism described in Patent Document 1 transmits torque from the engine to the drive wheels according to the gear ratio of the power split mechanism by outputting a reaction torque from the motor that corresponds to the torque output from the engine. In other words, if the motor cannot output a reaction torque that allows the power split mechanism to output torque that corresponds to the torque output from the engine, the rotation speed of the engine and the motor will change due to the torque that corresponds to the insufficient reaction torque. Therefore, in order for the power split mechanism to output torque that corresponds to the output torque of the engine, it is necessary for the motor to output a reaction torque that corresponds to the output torque of the engine. If a high-output engine is used, the motor may need to be increased in size accordingly.

[0006] This invention has been made with an eye on the above-mentioned technical problems, and aims to provide a vehicle that can downsize the reaction force mechanism for transmitting the power output from the internal combustion engine to an output member. [Means for solving the problem]

[0007] In order to achieve the above object, the present invention provides a vehicle having an internal combustion engine, an output member provided rotatable relative to the internal combustion engine, and a reaction mechanism that applies a reaction torque to a predetermined rotating member to transmit power from the internal combustion engine to the output member, the reaction torque being output from the reaction mechanism so that the power output from the internal combustion engine is transmitted to the output member, the vehicle also comprising a power transmission path that is provided in parallel with the power transmission path, connects the internal combustion engine and the output member rotatable relative to each other, and transmits torque between the internal combustion engine and the output member. The bypass path includes a fluid clutch configured with an input section connected to the internal combustion engine, a fluid that flows due to the power of the input section, and an output section to which torque is transmitted from the input section as a result of the flow of the fluid, and a one-way clutch that connects the output section and the output member when the rotation speed of the output section is higher than the rotation speed of the output member. It is characterized by the fact that

[0010] Also, The release of The present invention relates to a vehicle having an internal combustion engine, an output member rotatable relative to the internal combustion engine, and a power transmission path in which a reaction torque acts on a predetermined rotating member to transmit power from the internal combustion engine to the output member, and in which the power output from the internal combustion engine is transmitted to the output member by outputting the reaction torque from the reaction mechanism, and further comprising a bypass path that is provided in parallel to the power transmission path, connects the internal combustion engine and the output member rotatable relative to each other, and transmits torque between the internal combustion engine and the output member, and the bypass path comprises a fluid clutch that is constituted by an input part connected to the internal combustion engine, a fluid that flows due to the power of the input part, and an output part to which torque is transmitted from the input part as a result of the flow of the fluid, A clutch mechanism is provided to selectively interrupt the transmission of torque between the output portion and the output member. It is characterized by the fact that

[0011] In this invention, the power transmission path may have a drive mechanism that transmits torque output from the internal combustion engine to the output member, and the clutch mechanism may be configured to selectively interrupt the transmission of torque between the drive mechanism and the output member.

[0012] In this invention, the power transmission path may have at least three rotating elements: an input element connected to the internal combustion engine, a reaction element connected to the reaction mechanism, and an output element connected to the output member, and may be equipped with a differential mechanism in which the three rotating elements are connected so as to act differentially.

[0013] In this invention, the reaction force mechanism includes a generator that converts the power output from the internal combustion engine into electric power, and the power transmission path may further include a motor that is driven by the generated electric power converted from the power of the internal combustion engine by the generator, thereby outputting a driving torque to the output member. [Effects of the Invention]

[0019] According to this invention, a power transmission path is provided that transmits power output from an internal combustion engine to an output member that rotates relative to the internal combustion engine by outputting a reaction torque from the reaction mechanism. Furthermore, a bypass path that couples the internal combustion engine and the output member so as to be capable of relative rotation and that transmits torque between the internal combustion engine and the output member is provided in parallel to the power transmission path. Therefore, when the internal combustion engine is driven, a portion of the torque output from the internal combustion engine is transmitted to the output member via the bypass path, and the surplus torque is transmitted to the output member via the power transmission path. Therefore, it is only necessary to output a reaction torque from the reaction mechanism that corresponds to the torque input from the internal combustion engine to the power transmission path, allowing the reaction mechanism to be made smaller. [Brief explanation of the drawings]

[0021] [Figure 1] 1 is a diagram schematically illustrating an example of a vehicle according to an embodiment of the present invention. [Figure 2] FIG. 10 is a diagram schematically illustrating another example of a vehicle according to an embodiment of the present invention. [Figure 3] FIG. 1 is a diagram illustrating an example of a series-parallel hybrid vehicle. [Figure 4] 10A and 10B are diagrams for explaining the operating state of a member that transmits torque from an engine to a plate. [Figure 5] FIG. 10 is a diagram illustrating another example of a series-parallel hybrid vehicle. [Figure 6] FIG. 1 is a skeleton diagram illustrating an example of a vehicle provided with a plurality of reaction force mechanisms. [Figure 7] 4 is a nomographic diagram for explaining the operating state of the power split mechanism when the rotation speed of the first motor is higher than the rotation speed of the engine. [Figure 8] 4 is a nomographic diagram for explaining the operating state of the power split mechanism when the rotation speed of the first motor is lower than the rotation speed of the engine. [Figure 9] 1 is a skeleton diagram illustrating an example of a vehicle equipped with a disconnecting clutch that disconnects a fluid clutch when traveling in reverse. [Figure 10] FIG. 4 is a nomographic diagram illustrating the operating state of the power split mechanism when the disconnecting clutch is released during reverse driving. [Figure 11] 1 is a skeleton diagram illustrating an example of a vehicle equipped with a forward / reverse switching mechanism that can selectively reverse torque on the output side of a power split mechanism. [Figure 12] FIG. 3 is a collinear diagram for explaining the operating states of each rotating element that constitutes the reduction mechanism. DETAILED DESCRIPTION OF THE INVENTION

[0022] An example of a vehicle according to an embodiment of the present invention will be described with reference to Fig. 1. The vehicle Ve shown in Fig. 1 is a so-called series hybrid vehicle Ve that includes an engine 1, a generator 2 that converts the power of the engine 1 into electric power, and a motor 3 that receives the electric power generated by the generator 2 and outputs driving torque.

[0023] The engine 1 corresponds to the "internal combustion engine" in the embodiments of the present invention, and can be configured similarly to conventionally known gasoline engines, diesel engines, etc. That is, the engine 1 is configured to output driving torque by burning a mixture of supplied fuel and air, and to output braking torque according to friction torque, pumping loss, etc. by stopping the combustion of the mixture.

[0024] A generator 2, which corresponds to the "reaction mechanism" in the embodiment of the present invention, is connected to the output shaft 4 of the engine 1. The generator 2 is rotated by the output torque of the engine 1, thereby converting the power of the engine 1 into electric power. In other words, when the generator 2 generates electricity, a reaction torque acts on the output shaft 4 of the engine 1 in a direction that reduces the rotation speed of the engine 1. Therefore, by controlling the power generated by the generator 2, the rotation speed of the engine 1 can be controlled, for example, to suppress revving of the engine 1. The output shaft 4 of the engine 1 corresponds to the "predetermined rotating member" in the embodiment of the present invention.

[0025] Note that the generator 2 only needs to have the function of converting the power of the engine 1 into electric power, and may be a motor-generator that functions as both a motor and a generator, as in conventional hybrid vehicles. In the example shown in FIG. 1, the motor-generator (hereinafter referred to as the first motor) 2 is provided as a generator. That is, by outputting regenerative torque from the first motor (MG1) 2, the regenerative torque acts on the output shaft 4 as a reaction torque that opposes the output torque of the engine 1. Furthermore, by making the first motor 2 function as a motor, the engine 1 is cranked by the torque output from the first motor 2. Therefore, there is no need to provide a separate starter motor, and the drive device including the engine 1 and the first motor 2 can be made smaller.

[0026] The first motor 2 is electrically connected to the second motor 3 via an inverter (INV) 5. Therefore, the power generated by the first motor 2 is supplied to the second motor (MG2) 3 via the inverter (INV) 5. A power storage device (BATT) 6 is connected to the inverter 5, and is configured so that the power generated by the first motor 2 and the second motor 3 can be charged into the power storage device 6, or power can be supplied from the power storage device 6 to the first motor 2 and the second motor 3.

[0027] The second motor 3 corresponds to the "motor" in the embodiments of the present invention, and can be configured similarly to a motor provided as a driving force source in a conventional hybrid vehicle. That is, the second motor 3 can be configured by a motor generator having a power generating function, such as a permanent magnet synchronous motor or an induction motor. Drive wheels 8 are connected to the output shaft 7 of this second motor 3. Note that a speed change mechanism or a differential gear unit (not shown) may be provided between the output shaft 7 of the second motor 3 and the drive wheels 8.

[0028] 1, the vehicle Ve configured as shown in Fig. 1 can travel by driving the engine 1 and outputting a reaction torque from the first motor 2 that opposes the output torque of the engine 1, thereby converting the power of the engine 1 into electric power and supplying that electric power to the second motor 3. In other words, the electric power supplied to the second motor 3 is generated using the power of the engine 1, and the path 9 that transmits the power of the engine 1 to the drive wheels 8 by outputting a reaction torque from the first motor 2 as described above corresponds to the "power transmission path" in this embodiment of the present invention.

[0029] As described above, the power of the engine 1 is converted into electric power by outputting a reaction torque from the first motor 2. Therefore, if the output torque of the engine 1 is high and the first motor 2 cannot output a torque that counteracts that torque, the rotation speed of the engine 1 and the first motor 2 increases due to the surplus torque excluding the torque equivalent to the power converted into electric power by the first motor 2. In other words, the output torque of the engine 1 is limited by the magnitude of the reaction torque that can be output from the first motor 2. In other words, the first motor 2 must be configured to be able to output a reaction torque equivalent to the maximum torque that can be output from the engine 1. The torque that can be output from the first motor 2 depends on the size of the outer diameter of the first motor 2, and therefore the first motor 2 must be made larger in size in accordance with the maximum torque that can be output from the engine 1.

[0030] For this reason, the vehicle Ve shown in FIG. 1 has a bypass path 10 that can transmit power from the engine 1 to the drive wheels 8 without outputting a reaction torque from the first motor 2, and is provided in parallel with a path 9 that transmits the power of the engine 1 to the drive wheels 8 by outputting a reaction torque from the first motor 2. Normally, the rotation speed of the engine 1 is different from the rotation speed of the drive wheels 8. For this reason, the bypass path 10 shown in FIG. 1 connects the engine 1 and a connecting portion 11 on the output side of the bypass path 10 so that they can rotate relative to each other.

[0031] 1 includes a pump impeller 12 connected to the engine 1, a turbine runner 13 disposed opposite the pump impeller 12, and a fluid clutch 14 configured with a fluid that is supplied to the inside of a housing (not shown) that accommodates the pump impeller 12 and the turbine runner 13, and flows as the pump impeller 12 rotates, thereby transmitting torque to the turbine runner 13. The turbine runner 13 is connected to an output shaft 7 of the second motor 3. The pump impeller 12 corresponds to the "input portion" in an embodiment of the present invention, the turbine runner 13 corresponds to the "output portion" in an embodiment of the present invention, and the output shaft 7 of the second motor 3 corresponds to the "output member" in an embodiment of the present invention.

[0032] The bypass path 10 transmits torque according to a rotational speed ratio, which is the ratio between the rotational speed of the engine 1 and the rotational speed of the output shaft 7 of the second motor 3, which is the connecting portion 11. Therefore, when the engine 1 is driven, part of the torque output from the engine 1, which corresponds to the rotational speed ratio between the engine 1 and the output shaft 7 of the second motor 3, is transmitted to the drive wheels 8 via the bypass path 10, and surplus torque and power according to the engine rotational speed are converted into electric power by the first motor 2. In other words, a portion of the power output from the engine 1 is converted into electric power by the first motor 2, and the second motor 3 is driven by the generated electric power to transmit power to the drive wheels 8, and surplus power is transmitted from the engine 1 to the drive wheels 8 via the bypass path 10. In other words, the fluid clutch 14 functions as a mechanism for determining the torque division ratio between the bypass path 10 and the path 9, which transmits the power of the engine 1 to the drive wheels 8 by outputting reaction torque from the first motor 2. Therefore, it is not necessary to convert all of the power output from the engine 1 into electric power by the first motor 2, and it is sufficient to output a reaction torque equivalent to a portion of the torque output from the engine 1 from the first motor 2. As a result, the first motor 2 can be made smaller.

[0033] Another example of a vehicle according to an embodiment of the present invention is shown in Figure 2. Components similar to those in Figure 1 are given the same reference numerals. The vehicle Ve shown in Figure 2 is a so-called series-parallel hybrid vehicle, configured so that a portion of the power output from an engine 1 is mechanically transmitted to drive wheels 8, while another portion is converted into electric power by a first motor 2, and this generated electric power is supplied to a second motor 3, which transmits drive torque to the drive wheels 8.

[0034] The example shown in FIG. 2 includes a power split mechanism 15 that splits the power output from the engine 1 between the first motor 2 and the drive wheels 8. This power split mechanism 15 corresponds to the "differential mechanism" in the embodiments of the present invention and is configured to differentially rotate at least three rotational elements: an input element, a reaction element, and an output element. The engine 1 is connected to the input element, the first motor 2 is connected to the reaction element, and the drive wheels 8 are connected to the output element. Therefore, the torque input from the engine 1 to the power split mechanism 15 acts on the rotational elements connected to the first motor 2, and the first motor 2 outputs a reaction torque that opposes the torque acting on the rotational elements connected to the first motor 2. As a result, a torque corresponding to the torque input to the power split mechanism 15 and the gear ratio of the power split mechanism 15 is transmitted to the drive wheels 8.

[0035] Furthermore, when the first motor 2 functions as a generator in response to the reaction torque output from the first motor 2, the generated power is supplied to the second motor 3, and the second motor 3 outputs drive torque. That is, by outputting the reaction torque from the first motor 2, the power output from the engine 1 is transmitted to the drive wheels 8 via the power split mechanism 15, and is also transmitted to the drive wheels 8 via the second motor 3 as generated power. The path 9 that transmits the power of the engine 1 to the drive wheels 8 by outputting the reaction torque from the first motor 2 in this manner corresponds to the "power transmission path" in the embodiment of the present invention. Note that the second motor 3 may be connected to a drive wheel other than the drive wheel 8 to which torque is transmitted via the power split mechanism 15.

[0036] As described above, the first motor 2 outputs a reaction torque that opposes the torque acting on the rotating element to which the first motor 2 is connected via the power split mechanism 15, so that the power split mechanism 15 outputs a torque that corresponds to the output torque of the engine 1. Therefore, if the output torque of the engine 1 is high and the first motor 2 cannot output a reaction torque that allows the power split mechanism 15 to output a torque that corresponds to the output torque of the engine 1, the rotation speed of the engine 1 and the first motor 2 will fluctuate due to the surplus torque excluding the torque that corresponds to the reaction torque output from the first motor 2. In other words, the output torque of the engine 1 is limited by the magnitude of the reaction torque that can be output from the first motor 2. In other words, the first motor 2 needs to be configured to be able to output a reaction torque that corresponds to the maximum torque that can be output from the engine 1, which results in the first motor 2 becoming larger.

[0037] 1 , a bypass path 10 capable of transmitting power from the engine 1 to the drive wheels 8 without outputting a reaction torque from the first motor 2 is provided in parallel with a path 9 that transmits the power of the engine 1 to the drive wheels 8 by outputting a reaction torque from the first motor 2. That is, a fluid clutch 14 is provided, which is composed of a pump impeller 12 connected to the engine 1, a turbine runner 13 disposed opposite the pump impeller 12, and a fluid supplied to the inside of a housing (not shown) that accommodates the pump impeller 12 and the turbine runner 13, which flows as the pump impeller 12 rotates, thereby transmitting torque to the turbine runner 13. The turbine runner 13 is connected to an output shaft 16 of a power split mechanism 15. This output shaft 16 corresponds to the "output member" in this embodiment of the present invention.

[0038] The bypass path 10 transmits torque corresponding to a rotational speed ratio, which is the ratio between the rotational speed of the engine 1 and the rotational speed of the output shaft 16 of the power split mechanism 15, which is the connecting portion 11. Therefore, when the engine 1 is driven, part of the torque output from the engine 1, which corresponds to the rotational speed ratio between the engine 1 and the output shaft 16 of the power split mechanism 15, is transmitted to the drive wheels 8 via the bypass path 10, and surplus torque is input to the power split mechanism 15. In other words, a portion of the power output from the engine 1 is transmitted to the drive wheels 8 via the power split mechanism 15, and surplus power is transmitted from the engine 1 to the drive wheels 8 via the bypass path 10. In other words, the fluid clutch 14 functions as a mechanism that determines the torque division ratio between the path 9, which transmits the power of the engine 1 to the drive wheels 8, and the bypass path 10 by outputting a reaction torque from the first motor 2. Therefore, it is not necessary for the first motor 2 to output a reaction torque that opposes all of the torque output from the engine 1; it is sufficient to output a reaction torque equivalent to a portion of the torque output from the engine 1 from the first motor 2. As a result, the first motor 2 can be made smaller.

[0039] Figure 3 is a diagram showing a specific example of a series-parallel hybrid vehicle. Components similar to those shown in Figure 2 are given the same reference numerals, and their description will be omitted. An annular drive plate 17 is connected to the output shaft 4 of the engine 1 shown in Figure 3, and an annular flywheel 18 is connected to one of the sides of the drive plate 17 opposite the side facing the engine 1. A spring damper 19 is also connected to the side of the drive plate 17.

[0040] This spring damper 19 attenuates and transmits engine torque vibrations and can be configured in the same manner as a conventional spring damper. That is, the spring damper 19 is made up of an annular driving-side plate 20 sandwiched between the drive plate 17 and the flywheel 18, a driven-side plate 21 provided so as to be rotatable relative to the driving-side plate 20, and an elastic member 22 provided so as to be compressed in the circumferential direction when the driving-side plate 20 and the driven-side plate 21 rotate relative to each other.

[0041] 3, there is provided a housing 26 that is configured by a cylindrical portion 23, an annular wall portion 24 that is integrated with one end of the cylindrical portion 23 (the end opposite the engine 1), and a retaining shaft portion 25 that extends from the center of the wall portion 24 toward the engine 1. The spring damper 19 and the fluid clutch 14 are housed inside the housing 26, i.e., inside the cylindrical portion 23. The open end of the cylindrical portion 23 abuts against and is connected to an engine block (not shown).

[0042] An input shaft 27 of the power split mechanism 15 is inserted into the holding shaft portion 25, and one end of the input shaft 27 is spline-engaged with the driven-side plate 21. The other end of the input shaft 27 extends across the wall portion 24 to the opposite side from the engine 1, and the power split mechanism 15 is connected to the portion extending from the wall portion 24.

[0043] 3, there is provided a case 30 configured with a cylindrical portion 28 having one end abutting against the wall portion 24 and an annular wall portion 29 that axially divides the interior of the cylindrical portion 28. The power split mechanism 15 is housed in a space of the cylindrical portion 28 closer to the engine 1 than the wall portion 29.

[0044] The power split mechanism 15 shown in Fig. 3 is configured as a single-pinion planetary gear mechanism. That is, the power split mechanism 15 has a sun gear 31, a ring gear 32 which is an internal gear arranged concentrically with the sun gear 31, a pinion gear 33 which is arranged between the sun gear 31 and the ring gear 32 and meshes with the sun gear 31 and the ring gear 32, and a carrier 34 which holds the pinion gear 33 so that it can rotate and revolve, and is configured to perform differential action using the three rotation elements of the sun gear 31, the ring gear 32, and the carrier 34. The carrier 34 corresponds to the "input element" in the embodiment of the present invention, and the sun gear 31 corresponds to the "input element" in the embodiment of the present invention. "reaction force The ring gear 32 corresponds to the "output element" and the "predetermined rotating member" in the embodiments of the present invention, and the power split mechanism 15 corresponds to the "differential mechanism" and the "drive mechanism" in the embodiments of the present invention.

[0045] The engine 1 is connected to the carrier 34 via the input shaft 27 and the spring damper 19, and the first motor 2 is connected to the sun gear 31. Specifically, a cylindrical rear cover 35 with a bottom and an opening abutting against the end of the cylindrical portion 28 of the case 30 is connected to the case 30, and the first motor 2 is housed in the space surrounded by the cylindrical portion 28 of the case 30, the wall portion 29, and the rear cover 35. An output shaft 36 of the first motor 2 passes through the hollow portion of the wall portion 29, and the sun gear 31 is connected to the end of the output shaft 36. A cylindrical shaft 37 is connected to the ring gear 32, and the cylindrical shaft 37 is connected to a plate 38, which will be described later.

[0046] A cylindrical portion 39 extending away from the engine 1 is connected to the outer periphery of the drive plate 17. The pump impeller 12 that constitutes the fluid clutch 14 is integrated with the cylindrical portion 39. An annular plate 40 is connected to the pump impeller 12, and a cylindrical shaft 41 is connected to the center of the plate 40. The tip of the cylindrical shaft 41 is inserted between the wall portion 24 and the retaining shaft portion 25 of the housing 26, and is rotatably held by a bearing 42. A seal member 43 is provided to prevent fluid from leaking from between the retaining shaft portion 25 and the cylindrical shaft 41 to the outside.

[0047] 3 is configured similarly to a conventional torque converter, and is configured to amplify the torque of the pump impeller 12 and transmit it to the turbine runner 13. Therefore, the turbine runner 13 is disposed opposite the pump impeller 12, and a stator 44 is provided between the pump impeller 12 and the turbine runner 13. The stator 44 is connected to the retaining shaft portion 25 via a one-way clutch 45.

[0048] An annular connecting plate 46 is connected to the turbine runner 13, and a cylindrical shaft 48 is connected to the connecting plate 46 via a one-way clutch 47. Specifically, the one-way clutch 47 is provided so that when the rotation speed of the cylindrical shaft 48 is higher than the rotation speed of the connecting plate 46, the transmission of torque between the connecting plate 46 and the cylindrical shaft 48 is interrupted, and when the rotation speed of the connecting plate 46 is equal to or higher than the rotation speed of the cylindrical shaft 48, the transmission of torque between the connecting plate 46 and the cylindrical shaft 48 is permitted. Note that this one-way clutch 47 corresponds to the "one-way clutch" in the embodiments of the present invention.

[0049] Another cylindrical shaft 49 is inserted into the cylindrical shaft 48, and the cylindrical shaft 48 and the cylindrical shaft 49 are spline-engaged. A seal member 50 is provided between the cylindrical shaft 49 and the retaining shaft portion 25 to prevent leakage of fluid from the fluid clutch 14 from between the cylindrical shaft 49 and the retaining shaft portion 25. The input shaft 27 is inserted into the cylindrical shaft 49, and a bearing 51 is provided between the cylindrical shaft 49 and the input shaft 27, allowing the cylindrical shaft 49 and the input shaft 27 to rotate relative to each other. The plate 38 is integrated with the tip of the cylindrical shaft 49.

[0050] A cylindrical shaft 52, which corresponds to the "output member" in this embodiment of the present invention, is provided so as to surround the outer periphery of the power split mechanism 15 described above, and is configured so that the cylindrical shaft 52 and the plate 38 can be selectively connected via a clutch mechanism 53. The clutch mechanism 53 is configured so that an actuator 54 provided between the plate 38 and the wall portion 24 can switch between an engaged state in which the cylindrical shaft 52 and the plate 38 are connected, and a released state in which the transmission of torque between the cylindrical shaft 52 and the plate 38 is interrupted. The clutch mechanism 53 is configured by a friction clutch mechanism or a mesh clutch mechanism. Torque is transmitted to a drive wheel (not shown) via an output gear 55 formed on the outer periphery of the cylindrical shaft 52.

[0051] In Figure 3, a path 9 through which power is transmitted by the first motor 2 outputting a reaction torque is shown by a solid line, and a bypass path 10 through which power is transmitted without the first motor 2 outputting a reaction torque is shown by a dashed line.

[0052] The operating state of the members that transmit torque from engine 1 to plate 38 will be described with reference to the nomographic diagram shown in Fig. 4. The nomographic diagram shows lines representing the individual rotating elements in power split device 15 drawn parallel to one another at intervals equal to the gear ratio, and the distance from a base line perpendicular to these lines represents the rotation speed of each rotating element.

[0053] As shown in Fig. 4, the output torque Te of the engine 1 (hereinafter referred to as engine torque) is divided and transmitted to the carrier 34 and the pump impeller 12. In Fig. 4, the torque transmitted to the carrier 34 (hereinafter referred to as first input torque) is denoted as Tin1, and the torque transmitted to the pump impeller 12 (hereinafter referred to as second input torque) is denoted as Tin2.

[0054] The torque Tg of the first motor 2 is controlled based on the first input torque Tin1 and the gear ratio of the power split device 15. Here, "ρ" shown in FIG. 4 is the gear ratio of the power split device 15 (the ratio between the number of teeth of the ring gear 32 and the number of teeth of the sun gear 31). That is, the torque Tg of the first motor 2 is (ρ / (1+ρ))·Tin1. When the rotation speed of the engine 1 is lower than the target rotation speed, the torque Tg of the first motor 2 is controlled to a torque obtained by subtracting the torque for increasing the rotation speed of the engine 1 from the torque based on the first input torque Tin1. When the rotation speed of the engine 1 is higher than the target rotation speed, the torque Tg of the first motor 2 is controlled to a torque obtained by adding the torque for decreasing the rotation speed of the engine 1 to the torque based on the first input torque Tin1.

[0055] By controlling the torque of the first motor 2 as described above, a torque based on the first input torque Tin1 and the gear ratio of the power split device 15 is transmitted to the ring gear 32. Specifically, the torque Tr transmitted to the ring gear 32 is (1 / (1+ρ)) Tin1.

[0056] 4, the rotation speed of the sun gear 31 is controlled to be higher than that of the carrier 34. In other words, the rotation speed of the ring gear 32 is lower than that of the carrier 34, and the sun gear 31, carrier 34, and ring gear 32 rotate differentially.

[0057] Therefore, the pump impeller 12, which rotates integrally with the carrier 34, and the turbine runner 13, which rotates integrally with the ring gear 32, rotate relative to each other, and a torque Tin2·γ corresponding to the rotational speed ratio γ is transmitted to the plate 38. Note that the electric power generated by the first motor 2 is supplied to a second motor 3 (not shown in Fig. 4), and the output torque Tm of the second motor 3 is applied between the ring gear 32 and a drive wheel (not shown).

[0058] As described above, by providing bypass path 10, which transmits torque without outputting reaction torque from first motor 2, in parallel with torque transmission path 9 via power split device 15, it is possible to prevent all of the output torque of engine 1 from being input to power split device 15, and as a result, it is possible to reduce the reaction torque of first motor 2, which is used to output the torque input to power split device 15 from power split device 15. This allows the first motor 2 to be made smaller.

[0059] Furthermore, by providing the fluid clutch 14 in the bypass path 10, it is possible to allow the engine 1 and the plate 38 to rotate relative to each other. This makes it possible to prevent the torque transmitted via the bypass path 10 from acting to reduce the torque transmitted to the plate 38 via the power split device 15. Furthermore, since the power transmission path 9 and the bypass path 10 are provided, the torque that the fluid clutch 14 needs to transmit can be relatively small. Therefore, the fluid clutch 14 can be provided in the space where the spring damper 19 is provided, and it is possible to prevent the drive unit from becoming larger due to the provision of the fluid clutch 14.

[0060] Furthermore, when the rotation speed of the plate 38 is higher than the rotation speed of the engine 1, such as when the vehicle is traveling at high speeds, i.e., when the rotation speed of the turbine runner 13 is higher than the rotation speed of the pump impeller 12, a circulating flow rate occurs within the fluid clutch 14, resulting in increased fluid loss. Therefore, by connecting the turbine runner 13 and the plate 38 via a one-way clutch 47 as shown in FIG. 3 , when the plate 38 rotates at a higher rotation speed than the turbine runner 13, torque transmission between the plate 38 and the turbine runner 13 is interrupted. As a result, the turbine runner 13 can idle at the same rotation speed as the pump impeller 12. This prevents the generation of a circulating flow rate within the fluid clutch 14 and reduces fluid loss. Furthermore, because no control is required to interrupt the torque transmission between the plate 38 and the turbine runner 13, torque transmission between the plate 38 and the turbine runner 13 is interrupted at the appropriate time, thereby preventing changes in the behavior of the vehicle Ve.

[0061] Furthermore, when the vehicle Ve travels in reverse, the one-way clutch 47 engages and torque is transmitted from the plate 38 to the turbine runner 13. Meanwhile, the rotation direction of the pump impeller 12 is opposite to the rotation direction of the turbine runner 13 when the vehicle is traveling in reverse. As a result, the pump impeller 12 acts as a resistance force to the driving force when the vehicle is traveling in reverse, reducing the driving force when the vehicle is traveling in reverse. Therefore, by providing a clutch mechanism 53 as shown in FIG. 3 and disengaging the clutch mechanism 53 when the vehicle is traveling in reverse, it is possible to prevent the resistance force of the pump impeller 12 from acting on the drive wheels 8 via the turbine runner 13, and to prevent a reduction in driving force when the vehicle is traveling in reverse.

[0062] Furthermore, even during EV driving, in which the engine 1 is stopped and the vehicle is driven only by the power of the second motor 3, if the pump impeller 12 stops and the turbine runner 13 rotates, the differential rotation generates a circulating flow rate within the fluid clutch 14, increasing fluid loss. As a result, there is a possibility that the driving force during EV driving will decrease. Therefore, by providing a clutch mechanism 53 similar to that described above and disengaging the clutch mechanism 53 during EV driving, the transmission of torque between the cylindrical shaft 52 and the turbine runner 13 can be interrupted, preventing the generation of a circulating flow rate within the fluid clutch 14, i.e., preventing a decrease in driving force during EV driving. Note that disengaging the clutch mechanism 53 can also reduce power loss caused by the accompanying rotation of the power split mechanism 15.

[0063] FIG. 5 shows another example of a series-parallel hybrid vehicle. Components similar to those shown in FIG. 3 are designated by the same reference numerals, and their description will be omitted. In the vehicle shown in FIG. 5, the ring gear 32 in the power split device 15 is connected to a cylindrical shaft 52, and the plate 38 is connected to the cylindrical shaft 52 via a clutch mechanism 53. The clutch mechanism 53 is configured to be switchable between an engaged state, in which torque is transmitted when the rotational speed of the plate 38 is higher than that of the cylindrical shaft 52, and a disengaged state, in which torque transmission between the plate 38 and the cylindrical shaft 52 is interrupted. Therefore, the one-way clutch 47 is not provided in the example shown in FIG. 5 because engaging the clutch mechanism 53 can prevent the turbine runner 13 from rotating at a higher rotational speed than the pump impeller 12. Even with this configuration, the same effects as those of the configuration shown in FIG. 3 can be achieved.

[0064] The one-way clutch 47 and clutch mechanism 53 described above may be provided not only in a series-parallel hybrid vehicle but also in a series hybrid vehicle as shown in FIG. 1 . Specifically, the one-way clutch 47 and clutch mechanism 53 may be provided between the turbine runner 13 and the connecting portion 11. Even in such a configuration, the same effect as that of FIG. 3 can be achieved. Furthermore, the bypass path 10 only needs to be able to transmit torque while connecting the engine 1 and the output member so that they can rotate relative to each other. Instead of a fluid clutch, other members such as a friction clutch may be used to achieve this function. Alternatively, the bypass path 10 may be a continuously variable transmission mechanism that includes an input portion connected to the engine 1 and an output portion connected to the output member and that can continuously change the rotation speed ratio between the input portion and the output portion.

[0065] figure 6 is A vehicle equipped with a plurality of reaction mechanisms for transmitting the torque of the engine 1 to an output member. FIG. 10 is a skeleton diagram for explaining an example of both Ve.

[0066] In the vehicle Ve shown in Figure 6, the output shaft 4 of the engine 1 is arranged facing in the fore-and-aft direction of the vehicle Ve, and a spring damper 19, a fluid clutch 14, a first motor 2, a power split mechanism 15, a second motor 3, and a reduction mechanism 56 are arranged in line in the direction of the central axis of rotation of the output shaft 4 of the engine 1.

[0067] The above components are housed in the housing 26, the case 30, and the rear cover 35. Specifically, the spring damper 19, the fluid clutch 14, the first motor 2, and the power split mechanism 15 are housed in the housing 26, the second motor 3 is housed in the case 30, and the reduction mechanism 56 is housed in the rear cover 35.

[0068] The housing 26 is composed of a cylindrical portion 23, an annular wall portion 24 formed at the tip thereof, an annular partition portion 57 formed in the central portion of the axial direction of the cylindrical portion 23, a small-diameter cylindrical portion 58 integrated with the back surface of the wall portion 24 (the left surface in Figure 6), and an annular wall portion 59 formed at the tip of the small-diameter cylindrical portion 58.

[0069] A support member 60 is integrated with the inner circumferential side of the partition wall portion 57. This support member 60 is composed of a cylindrical portion 61 and a flange portion 62 formed at the end of the cylindrical portion 61. The outer diameter of the cylindrical portion 61 is smaller than the inner diameter of the partition wall portion 57, and the cylindrical portion 61 penetrates the partition wall portion 57 with a predetermined gap between it and the inner circumferential surface of the partition wall portion 57. The flange portion 62 is formed on a portion that protrudes from the partition wall portion 57 toward the first motor 2, and the side surface of the flange portion 62 is integrated with the side surface of the partition wall portion 57 by welding or the like.

[0070] The spring damper 19 and the fluid clutch 14 are housed in the space on the engine 1 side of the partition wall 57, the first motor 2 is housed in the space between the partition wall 57 and the wall 24, and the power split mechanism 15 is housed in the space between the walls 24 and 59.

[0071] The case 30 is composed of a cylindrical portion 61, one end of which is connected to the wall portion 24, and an annular wall portion 63 formed at the other end. That is, the inner diameter of the cylindrical portion 61 is larger than the outer diameter of the small-diameter cylindrical portion 58, and the small-diameter cylindrical portion 58 is inserted inside the cylindrical portion 61. The second motor 3 is housed between the wall portion 59 and the wall portion 63.

[0072] The rear cover 35 is formed in the same shape as the case 30. That is, it is composed of a cylindrical portion 64 whose one end is connected to a wall portion 63, and an annular wall portion 65 formed on the other end. The reduction mechanism 56 is housed between the wall portion 63 and the wall portion 65.

[0073] The spring damper 19 is composed of an annular driving side plate 20, an annular driven side plate 21 arranged so as to be rotatable relative to the driving side plate 20, and an elastic member 22 which is compressed in the circumferential direction of the plates 20 and 21 when the plates 20 and 21 rotate relative to each other.

[0074] The drive-side plate 20 is connected to the engine 1 so as to be able to transmit torque. Specifically, an annular drive plate 17 having a cylindrical portion 39 integrated with the outer circumferential side surface is connected to the output shaft 4 of the engine 1, and the drive-side plate 20 is connected to the inner surface of the cylindrical portion 39.

[0075] A slit 66 is formed in the inner peripheral surface of the driven-side plate 21 along the circumferential direction, and the outer peripheral portion of an annularly formed input plate 67 is inserted into the slit 66. The torque transmitted between the driven-side plate 21 and the input plate 67 is limited to a predetermined torque or less. Specifically, a friction material is provided on the inner surface of the slit 66, and the torque corresponding to the friction force between the friction material and the input plate 67 becomes the limited torque. In other words, the driven-side plate 21 and the input plate 67 form a torque limiter 68.

[0076] The fluid clutch 14 is configured to reduce the differential rotation speed between the carrier 34 and the sun gear 31 in the power split mechanism 15. Specifically, a turbine housing 69 is provided to close the open end of the cylindrical portion 39, and a turbine runner 13 is provided integrally with the turbine housing 69. A cylindrical shaft 70 is formed on the inner periphery of the turbine housing 69 and is inserted between the partition wall portion 57 and the cylindrical portion 61. A seal member 71 is provided between the outer periphery of the cylindrical shaft 70 and the inner periphery of the partition wall portion 57, and a bushing 72 is provided between the inner periphery of the cylindrical shaft 70 and the outer periphery of the cylindrical portion 61. That is, the fluid clutch 14 and the torque limiter 68 are housed in a space surrounded by the drive plate 17, the cylindrical portion 39, and the turbine housing 69. Oil (hydraulic oil) is supplied to this space to operate the fluid clutch 14 and to be interposed between the friction surface of the torque limiter 68.

[0077] The pump impeller 12 is disposed opposite the turbine runner 13, and a stator 44 that adjusts the flow direction of the hydraulic oil from the pump impeller 12 toward the turbine runner 13 is disposed between the pump impeller 12 and the turbine runner 13. In other words, the fluid clutch 14 is configured to function as a torque converter. . The stator 44 is connected to the cylindrical portion 61 via a one-way clutch 73 .

[0078] The output shaft 36 of the first motor 2 is formed in a cylindrical shape, one side of which penetrates the wall 24 and extends to the power split mechanism 15 side, and the other side of which penetrates the partition 57 and extends to the inside of the fluid clutch 14. One end of the output shaft 36 is connected to the sun gear 31, and the other end is connected to the pump impeller 12 so as to be able to transmit torque therebetween. Specifically, an annular transmission plate 74 is connected to the other end of the output shaft 36, and a similarly annular connecting plate 75 is connected to the pump impeller 12, and a one-way clutch 76 is provided between the transmission plate 74 and the connecting plate 75.

[0079] This one-way clutch 76 is configured to block the transmission of torque between the transmission plate 74 and the connecting plate 75 when the rotation speed of the transmission plate 74 (i.e., the sun gear 31) is lower than the rotation speed of the connecting plate 75 (i.e., the pump impeller 12). An input shaft 27 integrated with the input plate 67 is inserted inside the output shaft 36, and the carrier 34 is connected to the tip of the input shaft 27.

[0080] 3, and an output shaft 77 is connected to the ring gear 32. The output shaft 77 extends through the wall portion 65 of the rear cover 35.

[0081] A cylindrical output shaft 78 is connected to the second motor 3. This output shaft 78 penetrates the wall portion 63 of the case 30 and extends to the inside of the rear cover 35, and the reduction mechanism 56 is connected to the tip of the output shaft 78.

[0082] The reduction mechanism 56 is configured by a single-pinion planetary gear mechanism. Specifically, the reduction mechanism 56 is configured with a sun gear 79 connected to the output shaft 78, a ring gear 80 arranged concentrically with the sun gear 79 and fixed to the wall portion 63 of the case 30, a pinion gear 81 meshing with the sun gear 79 and the ring gear 80, and a carrier 82 that holds the pinion gear 81 so that it can rotate and revolve about its axis, and the carrier 82 is connected to the output shaft 77.

[0083] In the vehicle Ve configured as described above, torque is transmitted from engine 1 to carrier 34 via torque limiter 68, as shown by arrow A in Fig. 6. The torque transmitted to carrier 34 is divided between sun gear 31 and ring gear 32 in accordance with the gear ratio of power split device 15 (the ratio between the number of teeth of ring gear 32 and the number of teeth of sun gear 31). A portion of the torque acting on sun gear 31 in this manner acts on first motor 2, as shown by arrow B in Fig. 6, and the remaining torque acts on pump impeller 12, as shown by arrow C in Fig. 6. The torque acting on pump impeller 12 is then amplified in accordance with the torque ratio of fluid clutch 14, as shown by arrow D in Fig. 6, added to the engine torque, and input to carrier 34.

[0084] 7 shows a nomographic diagram illustrating the operating state of the power split device 15 when the rotation speed of the first motor 2 is higher than the engine rotation speed, with arrows indicating the direction of torque acting on each rotating element. As shown in FIG. 7, engine torque Te acts on the carrier 34 in a direction that increases the rotation speed of the carrier 34.

[0085] On the other hand, the torque transmitted from the engine 1 to the sun gear 31 via the power split device 15 acts to increase the rotation speed of the sun gear 31. In addition, the rotation speed of the first motor 2 is higher than the engine rotation speed. That is, the rotation speed of the pump impeller 12 is higher than the rotation speed of the turbine runner 13. Therefore, when the one-way clutch 76 is engaged, torque is transmitted from the sun gear 31 to the pump impeller 12, and the fluid clutch 14 functions as a torque converter. In other words, a reaction torque counteracting the torque transmitted to the pump impeller 12 acts on the sun gear 31. That is, a reaction torque Tp that reduces the rotation speed of the sun gear 31 acts. In other words, the fluid clutch 14 functions as a reaction mechanism.

[0086] Furthermore, torque (turbine torque) Tt having a magnitude corresponding to the torque transmitted to the pump impeller 12 and the torque ratio of the fluid clutch 14 acts on the carrier 34 in the same manner as the engine torque Te.

[0087] Furthermore, by outputting reaction torque Tg from first motor 2, a torque corresponding to the magnitude of reaction torque Tg acts on first motor 2 from sun gear 31. In other words, the torque that is the difference between the torque transmitted to sun gear 31 via power split device 15 and reaction torque Tg output from first motor 2 acts on pump impeller 12. Tlo in FIG. 7 is a torque corresponding to the running resistance. Note that, even when vehicle Ve runs in reverse with engine 1 driven, torque acts on each rotating element in the same manner as described above.

[0088] FIG. 8 is a nomographic diagram illustrating the operating state of power split device 15 when the rotational speed of first motor 2 is lower than the engine rotational speed, with arrows indicating the direction of torque acting on each rotating element. As shown in FIG. 8, engine torque Te acts on carrier 34 in a direction that increases the rotational speed of carrier 34. Meanwhile, because the rotational speed of first motor 2 is maintained at a low rotational speed, one-way clutch 76 is disengaged, and torque is not transmitted from sun gear 31 to pump impeller 12. Therefore, pump impeller 12 rotates substantially integrally with turbine runner 13, preventing torque amplification and reaction torque load on sun gear 31. In other words, the driving state is the same as when fluid clutch 14 is not provided.

[0089] Here, we will explain the torque relationship when the torques of the various components are balanced, i.e., when there is no fluctuation in rotation speed (stall state), in the case where torque is output from the engine 1 without outputting a reaction torque from the first motor 2. In the following explanation, the gear ratio of the power split device 15 (the ratio of the number of teeth of the ring gear 32 to the number of teeth of the sun gear 31) is denoted as ρ, the torque ratio of the fluid clutch 14 (the torque of the turbine runner 13 relative to the torque of the pump impeller 12) is denoted as t, and the proportion of the engine torque that acts on the turbine runner 13 is denoted as α. For convenience, the engine torque is denoted as "1".

[0090] As described above, due to the stall state, the torque acting on the turbine runner 13 from the engine torque via the power split mechanism 15 and the pump impeller 12 and the torque acting directly on the turbine runner 13 from the engine torque are balanced as shown in equation (1). (1-α)×(ρ / (1+ρ))×t=-α …(1)

[0091] Calculating equation (1) for "α" gives equation (2). α=-(ρ×t) / (1+ρ-ρ×t) …(2)

[0092] Furthermore, when formula (1) is calculated for "1-α", formula (3) is obtained. 1-α=(1+ρ) / (1+ρ-ρ×t) …(3)

[0093] By substituting the gear ratio that can be set by the power split device 15 and the torque ratio of the fluid clutch 14 into the above equation (3), the left-hand side (1-α) becomes greater than 1. In other words, a torque greater than the engine torque is input to the carrier 34.

[0094] Furthermore, when the fluid clutch 14 is not provided, the reaction torque to be applied to the power split device 15 (i.e., the torque of the first motor 2) is proportional to the torque input to the carrier 34 (i.e., the engine torque). Therefore, as the torque input to the carrier 34 increases, the reaction torque must be increased. However, even when the reaction torque is not output from the first motor 2 as shown in the above equations (1), (2), and (3), the reaction torque can be borne by the fluid clutch 14. That is, a portion of the required reaction torque can be borne by the first motor 2, and the remaining reaction torque can be borne by the fluid clutch 14. In other words, the reaction torque output from the first motor 2 can be set appropriately. Therefore, by connecting the carrier 34 and the sun gear 31 with the fluid clutch 14 as described above, the torque to be output by the first motor 2 can be reduced, allowing the first motor 2 to be made more compact.

[0095] Furthermore, the torque acting on the ring gear 32 decreases as the reaction torque output from the first motor 2 increases; however, by passing the electricity generated by the first motor 2 through the second motor 3 to output power, the torque transmitted to the output shaft 77 can be increased compared to when the fluid clutch 14 is not provided.

[0096] Furthermore, the torque transmitted to the sun gear 31 via the power split device 15, in other words, the torque input to the fluid clutch 14, is determined according to the gear ratio of the power split device 15, and this gear ratio is smaller than 1. In other words, the torque input to the fluid clutch 14 can be made smaller than when the fluid clutch 14 is directly connected to the engine 1, and the fluid clutch 14 can be made smaller.

[0097] Furthermore, by accommodating the torque limiter 68 together with the fluid clutch 14 in the space surrounded by the drive plate 17, the cylindrical portion 39, and the turbine housing 69, wear can be suppressed even if excessive torque is input and the torque limiter 68 slips, and the torque limiter can be made smaller. Furthermore, by having hydraulic oil present on the engagement surface of the torque limiter 68, i.e., the contact surface between the driven-side plate 21 and the input plate 67, fluctuations in the coefficient of friction at that contact surface can be suppressed. In other words, fluctuations in the magnitude of the limiting torque in the torque limiter 68 can be suppressed.

[0098] As described above, by providing the fluid clutch 14, the reaction torque of the first motor 2 can be reduced relative to the engine torque. In other words, the output torque of the engine 1 can be increased to improve driving force. On the other hand, as shown in FIG. 7, when the vehicle is driven in reverse while the engine 1 is running, the fluid clutch 14 generates a reaction torque against the engine torque, and in such a case, a torque corresponding to the magnitude of the reaction torque acts on the ring gear 32 in a direction to move the vehicle Ve forward. Therefore, when torque is output from the second motor 3 to drive the vehicle in reverse, the torque transmitted to the ring gear 32 acts to reduce the torque of the second motor 3, which may result in a decrease in driving force during reverse driving.

[0099] Therefore, the vehicle Ve shown in FIG. 9 is equipped with a disconnection clutch 83 that disconnects the fluid clutch 14 when the vehicle is traveling in reverse, in addition to the configuration shown in FIG. 6. Specifically, the disconnection clutch 83 is provided to selectively interrupt the transmission of torque between the output shaft 36 of the first motor 2 and the transmission plate 74. In addition, a housing member 84 that protrudes from the partition wall portion 57 toward the fluid clutch 14 is provided to accommodate components that constitute the disconnection clutch 83, such as a return spring and a hydraulic actuator. The support member 60 is connected to the housing member 84, and a seal member 71 and a bush 72 are provided between the housing member 84 and the support member 60 and the cylindrical shaft 70. Note that the functions of the other components are the same as those of the example shown in FIG. 6, so the same reference numerals are used and their description will be omitted.

[0100] Figure 10 shows a nomographic diagram illustrating the operating state of power split device 15 with disconnection clutch 83 disengaged during reverse driving, with arrows indicating the direction of torque acting on each rotating element. As shown in Figure 10, engine 1 outputs a predetermined torque Te so that the engine 1 rotates at a speed equal to or greater than the speed at which the engine can rotate independently. However, because disconnection clutch 83 is disengaged, torque that rotates pump impeller 12 is not transmitted, and therefore pump impeller 12 is rotated by turbine runner 13 and rotates at the same speed as turbine runner 13. Also, in this case, no reaction torque is output from first motor 2.

[0101] Therefore, the reaction torque from the first motor 2 and the fluid clutch 14 does not act on the sun gear 31, and therefore torque in the direction of moving the vehicle Ve forward is not transmitted to the ring gear 32. In other words, when torque is output from the second motor 3 to drive the vehicle in reverse, it is possible to prevent torque opposing the torque for driving the vehicle in reverse from acting on the output shaft 77, thereby preventing a decrease in driving force during reverse driving.

[0102] The vehicle Ve described above is configured to suppress a decrease in driving force when traveling backward by blocking the torque transmitted from the engine 1 to the driving wheels. On the other hand, by reversing the engine torque and transmitting it to the driving wheels, the driving force when traveling backward can be improved. Therefore, ,car Both may be provided with a forward / reverse switching mechanism that can selectively reverse torque on the output side of the power split mechanism 15.

[0103] A skeleton diagram for explaining an example of the configuration is shown in Figure 11. Note that the example shown in Figure 11 differs from the example shown in Figure 6 only in the configuration of the output side of power split mechanism 15, and therefore the same components as those in the example shown in Figure 6 are given the same reference numerals and their description will be omitted.

[0104] 11, a forward clutch 85 is provided that selectively engages ring gear 32 of power split device 15 with output shaft 77. This forward clutch 85 can be configured as a conventional friction clutch or a mesh clutch. An actuator 86 is provided that switches forward clutch 85 between an engaged state and a released state. This actuator 86 is configured to switch forward clutch 85 between an engaged state and a released state by controlling hydraulic pressure or electromagnetic force.

[0105] Furthermore, the ring gear 32 is connected to the output shaft 78 of the second motor 3 via a one-way clutch 87. Specifically, the one-way clutch 87 is configured to connect the ring gear 32 and the output shaft 78 when the rotation speed of the ring gear 32 is equal to or greater than the rotation speed of the output shaft 78, and to disengage the ring gear 32 when the rotation speed of the ring gear 32 is lower than the rotation speed of the output shaft 78.

[0106] 11 also functions as a forward / reverse switching mechanism that selectively reverses and outputs the input torque. Specifically, it includes a forward speed reduction mechanism 88 that amplifies and outputs the input torque when traveling forward, and a reverse speed reduction mechanism 89 that amplifies and outputs the input torque while traveling backward and reverses the direction of the torque when traveling backward.

[0107] The forward reduction mechanism 88 is configured in the same manner as the reduction mechanism 56 shown in Fig. 6. That is, it is configured by a single-pinion planetary gear mechanism made up of a sun gear 79 connected to the output shaft 78 of the second motor 3, a carrier 82 connected to the output shaft 77, and a ring gear 80. Meanwhile, the ring gear 80 is connected to a forward brake 90 configured to lock the ring gear 80 or release it (allowing it to rotate freely).

[0108] The reverse reduction mechanism 89 is configured by a single-pinion planetary gear mechanism made up of a sun gear 91 connected to the output shaft 78 of the second motor 3, a ring gear 92 connected to the output shaft 77, and a carrier 93. The carrier 93 is connected to a reverse brake 94 configured to lock or release the carrier 93.

[0109] The forward brake 90 and reverse brake 94 may be friction brakes or mesh brakes. An actuator 95 for switching the forward brake 90 and reverse brake 94 between an engaged state and a released state is attached to the rear cover 35, and this actuator 95 may be a hydraulic actuator or an electromagnetic actuator. In the example shown in Figure 11, a parking gear 96 is formed on the carrier.

[0110] 12 shows a nomographic diagram for explaining the operating state of each rotating element that constitutes the speed reduction mechanism 56. Note that the operating state during forward travel is shown by a solid line, and the operating state during reverse travel is shown by a dashed line.

[0111] During forward travel, forward clutch 85 and forward brake 90 are engaged. In this case, the rotation speed of carrier 82 is the same as the rotation speed of ring gear 32, and the rotation speed of sun gear 79 is higher than the rotation speed of carrier 82 according to the gear ratio of forward reduction mechanism 88. Therefore, one-way clutch 87 is disengaged. As a result, the torque output from power split mechanism 15 is directly transmitted to output shaft 77, and by outputting torque from second motor 3, the torque is amplified and added to output shaft 77.

[0112] On the other hand, when traveling in reverse, the forward clutch 85 is disengaged. Furthermore, the greater the torque ratio of the fluid clutch 14, the greater the torque transmitted to the ring gear 32 in the power split mechanism 15. Therefore, when the torque is amplified by the fluid clutch 14 and output from the power split mechanism 15, the rotation speed of the ring gear 32 in the power split mechanism 15 becomes low. Conversely, when traveling in reverse, the reverse brake 94 is engaged, and the rotation speed of the sun gear 91 becomes high in accordance with the gear ratio of the reverse reduction mechanism 89. As a result, the one-way clutch 87 is engaged, and the torque of the ring gear 32 in the power split mechanism 15 is added to the output torque of the second motor 3 at the output shaft 78 of the second motor 3. This torque is then amplified and output by the reverse reduction mechanism 89.

[0113] As described above, by providing a mechanism on the output side of power split mechanism 15 that inverts and outputs the torque transmitted from engine 1 via power split mechanism 15, the torque amplified using fluid clutch 14 can be used as driving torque for reverse driving, thereby improving the driving force during reverse driving. [Explanation of symbols]

[0114] 1 engine 2,3 Motor 4,7,16,36,77,78 Output shaft 8 drive wheels 9 Power transmission path 10 Bypass Route 12 Pump impeller 13 Turbine Runner 14 Fluid clutch 15 Power split mechanism 19 Spring damper 31,79,91 Sun gear 32,80,92 ring gear 33,81 Pinion gear 34,82,93 Carrier 44 Stator 45, 47, 73, 76, 87 One-way clutch 53 Clutch mechanism 55 Output gear 56 Reduction mechanism 67 Input Plate 68 Torque limiter 74 Transmission plate 83 Disengagement clutch 85 forward clutch 88 Forward reduction mechanism 89 Reverse speed reduction mechanism 90 forward brake 94 Reverse brake 96 Parking Gear Vehicle

Claims

1. A vehicle having an internal combustion engine, an output member rotatable relative to the internal combustion engine, and a reaction mechanism that applies a reaction torque to a predetermined rotating member to transmit power from the internal combustion engine to the output member, the reaction torque being output from the reaction mechanism, thereby transmitting the power output from the internal combustion engine to the output member, the vehicle being equipped with a power transmission path, a bypass path that is provided in parallel with the power transmission path, connects the internal combustion engine and the output member so as to be capable of relative rotation, and transmits torque between the internal combustion engine and the output member; the bypass path includes a fluid clutch including an input section connected to the internal combustion engine, a fluid that flows by power of the input section, and an output section to which torque is transmitted from the input section as a result of the fluid flowing; A one-way clutch is provided between the output portion and the output member, which connects the output portion and the output member when the rotation speed of the output portion is higher than the rotation speed of the output member. A vehicle characterized by:

2. A vehicle having an internal combustion engine, an output member rotatable relative to the internal combustion engine, and a reaction mechanism that applies a reaction torque to a predetermined rotating member to transmit power from the internal combustion engine to the output member, the reaction torque being output from the reaction mechanism, thereby transmitting the power output from the internal combustion engine to the output member, the vehicle being provided with a power transmission path, a bypass path that is provided in parallel with the power transmission path, connects the internal combustion engine and the output member so as to be capable of relative rotation, and transmits torque between the internal combustion engine and the output member; the bypass path includes a fluid clutch including an input section connected to the internal combustion engine, a fluid that flows by power of the input section, and an output section to which torque is transmitted from the input section as a result of the fluid flowing; A clutch mechanism is provided to selectively interrupt the transmission of torque between the output portion and the output member. A vehicle characterized by:

3. 3. The vehicle according to claim 2, the power transmission path includes a drive mechanism that transmits torque output from the internal combustion engine to the output member, The clutch mechanism is configured to selectively interrupt transmission of torque between the drive mechanism and the output member. A vehicle characterized by:

4. A vehicle according to any one of claims 1 to 3, The power transmission path has at least three rotational elements, an input element connected to the internal combustion engine, a reaction element connected to the reaction mechanism, and an output element connected to the output member, and includes a differential mechanism in which the three rotational elements are connected to act differentially. A vehicle characterized by:

5. A vehicle according to any one of claims 1 to 3, the reaction mechanism includes a generator that converts power output from the internal combustion engine into electric power, The power transmission path further includes a motor that is driven by the power generated by the generator and converts the power of the internal combustion engine, thereby outputting a drive torque to the output member. A vehicle characterized by:

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