Patent Description:
<CIT> discloses a configuration of a transaxle device for a hybrid vehicle including an engine and a generator in which a primary side of a transmission and a gear for transmitting a rotational force to the generator are coaxially interposed on a rotary shaft of the engine.

However, in <CIT>, the primary side of the transmission is directly connected to the rotary shaft of the engine, and thus if the generator is disposed at a position overlapping with the transmission in a width direction of the vehicle, the generator interferes with the transmission. Therefore, it is necessary to dispose the generator at a position not overlapping with the transmission in the width direction of the vehicle, and as a result, it is impossible to set an interval between the engine and the generator in the width direction to be small, and vehicle mountability is reduced. <CIT> discloses a transmission in which gears of a first gear group provided on a first auxiliary input shaft to which driving force of a main input shaft is transmitted via a first clutch and gears of a second gear group provided on a second auxiliary input shaft to which the driving force of the main input shaft is transmitted via an idle gear and a second clutch use in common gears of a third gear group provided on an output shaft.

Therefore, an object of the present invention is to provide a transaxle device with improved vehicle mountability by avoiding interference between a generator and a transmission and enabling setting of a small interval between the generator and an engine in a width direction.

The present invention is defined by the subject matter of the independent claim.

<FIG> is a skeleton diagram of a transaxle device <NUM> according to the present embodiment. The transaxle device <NUM> according to the present embodiment (a basic embodiment) is mounted on a vehicle (not shown). The vehicle is a hybrid vehicle equipped with an engine E, a generator motor GM (a first rotary electric machine) that generates electric power with a driving force of the engine E, and a drive motor DM (a second rotary electric machine) that receives electric power from a battery (not shown) for driving.

Traveling modes of the vehicle include an EV mode, a series mode, a parallel mode, and a direct connection mode. The EV mode is a traveling mode in which the vehicle is driven by the drive motor DM alone in a state where the engine E and the generator motor GM are stopped, and is applied when a traveling load or a traveling speed is low or when a charge level of the battery is high. The series mode is a traveling mode in which the generator motor GM is driven by the engine E to generate electric power, and the vehicle is driven by the drive motor DM using the electric power. The parallel mode is a traveling mode in which the vehicle is mainly driven by the engine E and the driving of the vehicle is assisted by the drive motor DM as necessary, and is applied when a traveling load or a traveling speed is high. The direct connection mode is a traveling mode in which the drive motor DM is disconnected from a drive shaft <NUM> of the vehicle, the vehicle is driven by the engine E and the generator motor GM is driven as necessary to assist the driving force. In a case of traveling the vehicle in reverse, the EV mode is selected, and the drive motor DM is rotated in a reverse direction.

The engine E is an internal combustion engine that burns gasoline or diesel oil, and an operating state thereof is controlled by an electronic control device (not shown).

Each of the generator motor GM and the drive motor DM is a motor-generator having both a function as a generator and a function as an electric motor. The drive motor DM mainly functions as an electric motor to drive the vehicle, and functions as a generator during regeneration. The generator motor GM functions as an electric motor (a starter) at the time of starting the engine E, and generates electric power with the driving force of the engine E when the engine E is in operation. Inverters (not shown) are interposed between the generator motor GM and the battery and between the drive motor DM and the battery, respectively. Rotation speeds (torques) of the generator motor GM and the drive motor DM are controlled by controlling the respective inverters. Operating states of the generator motor GM (an inverter) and the drive motor DM (an inverter) are controlled by the electronic control device.

In the vehicle, a rotary shaft <NUM> (a crank shaft) of the engine E, a rotary shaft <NUM> of the generator motor GM, a rotary shaft <NUM> of the drive motor DM, and the drive shaft <NUM> of drive wheels W are arranged in parallel to each other, but are not arranged coaxially, and are arranged at different positions. A damper <NUM> is interposed on the rotary shaft <NUM> of the engine E to attenuate torque fluctuations from the engine E and reduce a rattling noise of gears.

The transaxle device <NUM> transmits a driving force of the engine E or the drive motor DM to the drive shaft <NUM> of the drive wheels W and transmits the driving force of the engine E to the generator motor GM. The transaxle device <NUM> includes a differential gear <NUM> interposed on the drive shaft <NUM> and a final gear 31a interposed on the drive shaft <NUM> and meshing with the differential gear <NUM>, and transmits the driving force of the engine E and the driving force of the drive motor DM to the drive shaft <NUM>.

The rotary shaft <NUM> of the engine E (a portion of the rotary shaft <NUM> on a tip end side with respect to the damper <NUM>), the rotary shaft <NUM> of the generator motor GM, the rotary shaft <NUM> of the drive motor DM, and the drive shaft <NUM> of the drive wheels W are interposed on the transaxle device <NUM>.

The transaxle device <NUM> includes a first gear <NUM> interposed on the rotary shaft <NUM> of the engine E, and a second gear <NUM> interposed on the rotary shaft <NUM> of the generator motor GM. Here, the generator motor GM is disposed on a side opposite to the engine E across the first gear <NUM> in an axial direction of the rotary shaft <NUM> of the engine E. The first gear <NUM> and the second gear <NUM> are spatially separated from each other.

Each of the gears constituting the transaxle device <NUM> has a disc shape, and is formed with a gear groove on a side surface extending around a disc.

An intermediate gear <NUM> is disposed between the first gear <NUM> and the second gear <NUM>. The intermediate gear <NUM> rotates about a rotary shaft <NUM> that is non-coaxial with and parallel to the rotary shaft <NUM> of the engine E and the rotary shaft <NUM> of the generator motor GM.

The intermediate gear <NUM> simultaneously meshes with the first gear <NUM> and the second gear <NUM>. That is, the first gear <NUM> meshes with the intermediate gear <NUM>, and the second gear <NUM> meshes with the intermediate gear <NUM> at a position in a circumferential direction of the intermediate gear <NUM> different from that of the first gear <NUM>. Therefore, the first gear <NUM> and the second gear <NUM> are mechanically coupled to each other via the intermediate gear <NUM>.

When the engine E is driven to rotate the first gear <NUM>, the intermediate gear <NUM> rotates in a direction opposite to that of the first gear <NUM> to apply a driving force to the second gear <NUM>. The second gear <NUM> receives the driving force of the intermediate gear <NUM> and rotates in the same direction as the first gear <NUM>. A reduction ratio of the first gear <NUM> to the second gear <NUM> is D2/D1 regardless of a diameter of the intermediate gear <NUM>, where D1 is a diameter of the first gear <NUM> and D2 is a diameter of the second gear <NUM>.

A transmission <NUM> includes a rotary shaft <NUM> on a primary side and a rotary shaft <NUM> on a secondary side. The primary side of the transmission <NUM> is a rotation mechanism including a gear (a third gear <NUM>) to which the driving force of the engine E is initially input, and includes the rotary shaft <NUM> supporting the third gear <NUM>, and a seventh gear <NUM> and an eighth gear <NUM> supported by the rotary shaft <NUM>. The secondary side of the transmission <NUM> is a rotation mechanism including a gear (a sixth gear <NUM>) to which a torque from the drive shaft <NUM> is initially input, and includes the rotary shaft <NUM> supporting the sixth gear <NUM>, and a second free rotatable gear <NUM>, a second coupling member <NUM>, and a third free rotatable gear <NUM> supported by the rotary shaft <NUM>.

The third gear <NUM>, the seventh gear <NUM>, and the eighth gear <NUM> are interposed on the rotary shaft <NUM> on the primary side. The third gear <NUM> meshes with the intermediate gear <NUM> and meshes with the intermediate gear <NUM> at a position different in the circumferential direction from a meshing position between the first gear <NUM> and the intermediate gear <NUM> and a meshing position between the second gear <NUM> and the intermediate gear <NUM> (see <FIG> and the like). In <FIG>, a diameter of the seventh gear <NUM> is set to be larger than a diameter of the eighth gear <NUM>. A diameter ratio of the third gear <NUM> to the seventh gear <NUM> (and the eighth gear <NUM>) can be set freely.

The sixth gear <NUM>, the second free rotatable gear <NUM>, the second coupling member <NUM>, and the third free rotatable gear <NUM> are interposed on the rotary shaft <NUM> on the secondary side. The sixth gear <NUM> meshes with the final gear 31a meshing with the differential gear <NUM>, and forms a final gear pair together with the final gear 31a. The second free rotatable gear <NUM> is interposed in a state of being capable of idling with respect to the rotary shaft <NUM> on the secondary side while meshing with the seventh gear <NUM>. The third free rotatable gear <NUM> is interposed in a state of being capable of idling with respect to the rotary shaft <NUM> on the secondary side while meshing with the eighth gear <NUM>. Here, a diameter of the third free rotatable gear <NUM> is set to be larger than a diameter of the second free rotatable gear <NUM>.

In the axial direction of the rotary shaft <NUM> of the engine E, the third gear <NUM> and the sixth gear <NUM> are arranged at the same position as the first gear <NUM>, and the seventh gear <NUM>, the eighth gear <NUM>, the second free rotatable gear <NUM>, the second coupling member <NUM>, and the third free rotatable gear <NUM> are arranged at a generator motor GM side with respect to the first gear <NUM>.

The second coupling member <NUM> is interposed between the second free rotatable gear <NUM> and the third free rotatable gear <NUM> on the rotary shaft <NUM> on the secondary side. The second coupling member <NUM> is fixed with respect to a rotation direction of the rotary shaft <NUM> on the secondary side and is interposed in a slidable manner in an axial direction of the rotary shaft <NUM> on the secondary side. The second coupling member <NUM> slides in the axial direction by receiving a driving force from an actuator <NUM> (<FIG>).

Although not shown, the second coupling member <NUM> (similar to a first coupling member <NUM>) includes a lock mechanism. When the second coupling member <NUM> comes into contact with the second free rotatable gear <NUM>, the lock mechanism operates to couple the second coupling member <NUM> to the second free rotatable gear <NUM>, and when the second coupling member <NUM> comes into contact with the third free rotatable gear <NUM>, the lock mechanism operates to couple the second coupling member <NUM> to the third free rotatable gear <NUM>. When the second coupling member <NUM> is separated from the second free rotatable gear <NUM> or the third free rotatable gear <NUM>, the lock mechanism can be released.

The second coupling member <NUM> can take a non-coupling state (neutral) in which the second coupling member <NUM> is connected to neither the second free rotatable gear <NUM> nor the third free rotatable gear <NUM>, a first coupling state (HIGH) in which the second coupling member <NUM> is coupled to the second free rotatable gear <NUM> without being coupled to the third free rotatable gear <NUM> to set a rotation speed of the rotary shaft <NUM> on the secondary side to a high rotation speed, and a second coupling state (LOW) in which the second coupling member <NUM> is coupled to the third free rotatable gear <NUM> without being coupled to the second free rotatable gear <NUM> to set the rotation speed of the rotary shaft <NUM> on the secondary side to a low rotation speed.

In the non-coupling state (neutral), the rotary shaft <NUM> on the secondary side idles with respect to rotation of the rotary shaft <NUM> on the primary side, and thus the driving force of the engine E is not transmitted to the differential gear <NUM> (the drive shaft <NUM>).

In the first coupling state (HIGH), the driving force of the engine E is transmitted to the final gear 31a (the drive shaft <NUM>) via the first gear <NUM>, the intermediate gear <NUM>, the third gear <NUM>, the seventh gear <NUM>, the second free rotatable gear <NUM>, and the sixth gear <NUM>. At this time, a reduction ratio of the engine E to the drive shaft <NUM> is (D3·Df2·Dd)/(D1·D7·D6), where the diameter of the first gear <NUM> is D1, the diameter of the intermediate gear <NUM> is Dm, a diameter of the third gear <NUM> is D3, the diameter of the seventh gear <NUM> is D7, the diameter of the second free rotatable gear <NUM> is Df2, a diameter of the sixth gear <NUM> is D6, and a diameter of the final gear 31a is Dd.

In the second coupling state (LOW), the driving force of the engine E is transmitted to the final gear 31a (the drive shaft <NUM>) via the first gear <NUM>, the intermediate gear <NUM>, the third gear <NUM>, the eighth gear <NUM>, the third free rotatable gear <NUM>, and the sixth gear <NUM>. At this time, a reduction ratio of the engine E to the drive shaft <NUM> is (D3·Df3·Dd)/(D1·D8·D6), where the diameter of the eighth gear <NUM> is D8, and the diameter of the third free rotatable gear <NUM> is Df3.

The drive motor DM is connected to the final gear 31a via the connection and disconnection mechanism <NUM>. The drive motor DM is disposed at the generator motor GM side with respect to the final gear 31a in the axial direction of the rotary shaft <NUM> of the engine E.

The connection and disconnection mechanism <NUM> transmits the driving force of the drive motor DM to the final gear 31a at a predetermined reduction ratio, and connects or disconnects the transmission of the driving force. The connection and disconnection mechanism <NUM> includes a fourth gear <NUM> that meshes with the final gear 31a and meshes with the final gear 31a at a position different in the circumferential direction from a meshing position between the final gear 31a and the sixth gear <NUM>, a fifth gear <NUM> that rotates coaxially with the fourth gear <NUM> (a rotary shaft <NUM> on a secondary side of the connection and disconnection mechanism <NUM>), a first free rotatable gear <NUM> that is interposed on the rotary shaft <NUM> of the drive motor DM (a rotary shaft on a primary side of the connection and disconnection mechanism <NUM>) while meshing with the fifth gear <NUM>, and the first coupling member <NUM> (a coupling member) that is disposed on the rotary shaft <NUM> of the drive motor DM.

The first free rotatable gear <NUM> idles with respect to the rotary shaft <NUM> of the drive motor DM when not coupled to the first coupling member <NUM>, and is coupled to the rotary shaft <NUM> of the drive motor DM by being coupled to the first coupling member <NUM>, and rotates as the rotary shaft <NUM> rotates.

The first coupling member <NUM> is, for example, a movable member that is fixed in a rotation direction of the rotary shaft <NUM> of the drive motor DM and is slidable in an axial direction, and is slidable in the axial direction by receiving a driving force from an actuator (not shown).

Here, when the first coupling member <NUM> is at a position separated from the first free rotatable gear <NUM>, the first free rotatable gear <NUM> is in a state of idling with respect to the rotary shaft <NUM> of the drive motor DM, and when the first coupling member <NUM> reaches a position coupled to the first free rotatable gear <NUM>, the first coupling member <NUM> couples the first free rotatable gear <NUM> to the rotary shaft <NUM> of the drive motor DM.

The rotary shaft <NUM> supporting the fourth gear <NUM> and the fifth gear <NUM> rotates in a direction opposite to that of the rotary shaft <NUM> of the drive motor DM, and also rotates in a direction opposite to that of the final gear 31a (the drive shaft <NUM>), and thus the rotary shaft <NUM> of the drive motor DM rotates in the same direction as the final gear 31a (the drive shaft <NUM>).

A reduction ratio of the rotary shaft <NUM> of the drive motor DM to the drive shaft <NUM> of the drive wheels W is (D5·Dd)/(Df1·D4), where a diameter of the first free rotatable gear <NUM> is Df1, a diameter of the fifth gear <NUM> is D5, a diameter of the fourth gear <NUM> is D4, and the diameter of the final gear 31a is Dd.

As shown in <FIG>, in the axial direction of the rotary shaft <NUM> of the engine E, the first gear <NUM>, the second gear <NUM>, the intermediate gear <NUM>, the third gear <NUM>, the sixth gear <NUM>, the final gear 31a, the fourth gear <NUM>, and the first coupling member <NUM> (when not coupled) form the same plane. That is, a plurality of the gears described above can be arranged within a range of a thickness of one gear. Accordingly, a dimension of the transaxle device <NUM> (a housing <NUM> in <FIG>) in a width direction of the vehicle can be set to be small.

<FIG> is a side view of the transaxle device <NUM> according to the present embodiment. <FIG> is a side view of <FIG> and more clearly shows meshing of gears. <FIG> and <FIG> are views taken in a direction of an arrow A in <FIG>.

As shown in <FIG>, the transaxle device <NUM> accommodates the first gear <NUM>, the second gear <NUM>, the intermediate gear <NUM>, the transmission <NUM>, the final gear 31a, and the connection and disconnection mechanism <NUM> in the housing <NUM>.

The housing <NUM> as a whole is formed thin enough to accommodate the first gear <NUM>, the second gear <NUM>, the intermediate gear <NUM>, the third gear <NUM>, the sixth gear <NUM>, the final gear 31a, the fourth gear <NUM>, and the first coupling member <NUM> (when not coupled) in the axial direction of the engine E (the width direction of the vehicle) (see <FIG>). However, the housing <NUM> has a shape protruding to a front side of a paper surface in a portion that accommodates the transmission <NUM> (and the actuator <NUM> for the transmission <NUM> and the like), and has a shape protruding to a back side of the paper surface in a portion that accommodates the connection and disconnection mechanism <NUM>.

In <FIG> and <FIG>, the engine E (not shown) is disposed on the back side of the paper surface, the generator motor GM and the drive motor DM are arranged on the front side of the paper surface, and both of which are arranged outside the housing <NUM>.

The drive shaft <NUM> of the drive wheels W penetrates through the housing <NUM>, and is rotatably supported by a shaft bearing such as a bearing in the penetrating portion. The rotary shaft <NUM> of the engine E, the rotary shaft <NUM> of the generator motor GM, and the rotary shaft <NUM> of the drive motor DM penetrate through the housing <NUM>, and tip ends thereof are arranged inside the housing <NUM>. Each of the rotary shafts is rotatably supported by shaft bearings at a penetrating portion and a tip end portion thereof, and the shaft bearings are supported by the housing <NUM>. The rotary shaft <NUM> supporting the intermediate gear <NUM>, the rotary shaft <NUM> on the primary side of the transmission <NUM>, the rotary shaft <NUM> on the secondary side of the transmission <NUM>, and the rotary shaft <NUM> on the secondary side of the connection and disconnection mechanism <NUM> are each provided with shaft bearings such as bearings at both ends thereof, and the shaft bearings are supported by the housing <NUM>.

The rotary shaft <NUM> of the generator motor GM and the drive shaft <NUM> of the drive wheels W are arranged on a lower side of the housing <NUM> at both end sides in a front-rear direction of the vehicle (a left-right direction in <FIG> and <FIG>). The transmission <NUM> is disposed at a position between the rotary shaft <NUM> of the generator motor GM and the drive shaft <NUM> of the drive wheels W on the lower side of the housing <NUM>.

The rotary shaft <NUM> of the engine E is disposed at a central portion of the housing <NUM> in a height direction and at a position slightly biased toward a rotary shaft <NUM> side of the generator motor GM. The rotary shaft <NUM> of the intermediate gear <NUM> is disposed between the rotary shaft <NUM> of the generator motor GM and the rotary shaft <NUM> on the primary side of the transmission <NUM>, and is disposed at a position closer to the rotary shaft <NUM> of the engine E.

The rotary shaft <NUM> of the drive motor DM (the rotary shaft on the secondary side of the connection and disconnection mechanism <NUM>) is disposed at a position in an upper portion of the housing <NUM> and above the transmission <NUM>. The rotary shaft <NUM> on the secondary side of the connection and disconnection mechanism <NUM> is disposed between the rotary shaft <NUM> of the drive motor DM and the drive shaft <NUM> of the drive wheels W.

It is necessary to dispose a portion of the housing <NUM> that accommodates the transmission <NUM> (and the actuator <NUM> for the transmission <NUM>) without interfering with the generator motor GM. Therefore, in <FIG> and <FIG>, when viewed from a direction of viewing the housing <NUM> (the axial direction of the rotary shaft <NUM> of the engine E), a position where the intermediate gear <NUM> and the third gear <NUM> mesh with each other is located outside an outline (a circular outline) of the generator motor GM.

The rotary shaft <NUM> on the primary side of the transmission <NUM> is disposed at a position lower than the rotary shaft <NUM> of the generator motor GM. Accordingly, a part of the seventh gear <NUM> or the eighth gear <NUM> (a portion of the housing <NUM> that accommodates the seventh gear <NUM> and the eighth gear <NUM>) overlaps with the generator motor GM in a plan view (from a viewpoint of <FIG>). Accordingly, a dimension of the transaxle device <NUM> in the front-rear direction of the vehicle can be set to be small.

The actuator <NUM> for the transmission <NUM> is disposed at a position below the transmission <NUM> in the housing <NUM>, and is disposed such that a part thereof overlaps with the outline of the generator motor GM in a plan view. Accordingly, an internal space of the housing <NUM> can be effectively used, and a dimension of the housing <NUM> in the front-rear direction of the vehicle can be set to be small.

The transmission <NUM> is provided with a cylindrical cam (not shown) rotated by the actuator <NUM>, a shift rod <NUM> moving in an axial direction of a cylinder by a rotation operation of the cylindrical cam (not shown), and an arm <NUM> supported by the shift rod <NUM>. The cylindrical cam (not shown) is disposed such that an axial direction thereof is parallel to the rotary shaft <NUM> on the secondary side of the transmission <NUM>. Therefore, the shift rod <NUM> moves in the axial direction of the rotary shaft <NUM> due to the rotation operation of the cylindrical cam. As shown in <FIG>, a groove 523a concentric with the rotary shaft <NUM> is formed in an outer circumference of the second coupling member <NUM> (similar to the first coupling member <NUM>), and a tip end of the arm <NUM> enters the groove 523a. Therefore, when the arm <NUM> moves in the axial direction, the second coupling member <NUM> moves in the axial direction of the rotary shaft <NUM>.

The housing <NUM> includes the actuator (not shown) for moving the first coupling member <NUM> of the connection and disconnection mechanism <NUM>, a shift rod <NUM>, and an arm <NUM>, similar to the transmission <NUM>.

Height positions of the drive motor DM and the rotary shaft <NUM> are adjusted so as not to interfere with the portion of the housing <NUM> that accommodates the transmission <NUM>.

As shown in <FIG> and <FIG>, driving force transmission paths include a first transmission path for transmission from the rotary shaft <NUM> of the engine E to the rotary shaft <NUM> of the generator motor GM via the rotary shaft <NUM> of the intermediate gear <NUM>, a second transmission path for transmission from the rotary shaft <NUM> of the engine E to the final gear 31a (the drive shaft <NUM>) via the rotary shaft <NUM> of the intermediate gear <NUM> and the transmission <NUM> (the rotary shaft <NUM> and the rotary shaft <NUM>), and a third transmission path for transmission from the drive motor DM to the final gear 31a (the drive shaft <NUM>) via the connection and disconnection mechanism <NUM> (the rotary shaft <NUM> and the rotary shaft <NUM>).

In the present embodiment, the third transmission path overlaps with the second transmission path in a plan view, and thus the dimension of the transaxle device <NUM> in the front-rear direction of the vehicle can be set to be small.

<FIG> is a skeleton diagram of a transaxle device 100A according to a comparative example. The comparative example in <FIG> is similar to that disclosed in <CIT> described above. The transaxle device 100A according to the comparative example does not include the intermediate gear <NUM> in the present embodiment, and the first gear <NUM> and the second gear <NUM> directly mesh with each other. Further, in the transaxle device 100A according to the comparative example, the rotary shaft <NUM> of the engine E also serves as a rotary shaft on the primary side of the transmission <NUM>.

The first gear <NUM>, a fourth free rotatable gear <NUM>, a third coupling member <NUM>, and a ninth gear <NUM> are interposed on the rotary shaft <NUM> of the engine E (the rotary shaft on the primary side of the transmission <NUM>). The sixth gear <NUM>, a tenth gear <NUM>, a fourth coupling member <NUM>, and a fifth free rotatable gear <NUM> are interposed on the rotary shaft <NUM> on the secondary side of the transmission <NUM>.

The fourth free rotatable gear <NUM> is interposed on the rotary shaft <NUM> of the engine E in a state of being capable of idling with respect to the rotary shaft <NUM> while meshing with the tenth gear <NUM>. The fifth free rotatable gear <NUM> is interposed on the rotary shaft <NUM> on the secondary side in a state of being capable of idling with respect to the rotary shaft <NUM> on the secondary side while meshing with the ninth gear <NUM>.

The third coupling member <NUM> has a structure similar to that of the first coupling member <NUM>, and couples the fourth free rotatable gear <NUM> to the rotary shaft <NUM> by being coupled to the fourth free rotatable gear <NUM>. The fourth coupling member <NUM> also has a structure similar to that of the first coupling member <NUM>, and couples the fifth free rotatable gear <NUM> to the rotary shaft <NUM> by being coupled to the fifth free rotatable gear <NUM>.

Here, a diameter of the fourth free rotatable gear <NUM> is set to be smaller than a diameter of the tenth gear <NUM>, and a diameter of the fifth free rotatable gear <NUM> is set to be substantially equal to a diameter of the ninth gear <NUM>. Therefore, the transmission <NUM> becomes LOW in a state where the third coupling member <NUM> is coupled to the fourth free rotatable gear <NUM> and the fourth coupling member <NUM> is separated from the fifth free rotatable gear <NUM>, and becomes HIGH in a state where the fourth coupling member <NUM> is coupled to the fifth free rotatable gear <NUM> and the third coupling member <NUM> is separated from the fourth free rotatable gear <NUM>. The transmission <NUM> is in a non-transmitting state (neutral) when the third coupling member <NUM> is separated from the fourth free rotatable gear <NUM> and the fourth coupling member <NUM> is separated from the fifth free rotatable gear <NUM>.

In the comparative example, the first gear <NUM>, the fourth free rotatable gear <NUM>, the third coupling member <NUM>, and the ninth gear <NUM> are interposed on the rotary shaft <NUM> of the engine E. Therefore, it is necessary to set the rotary shaft <NUM> of the engine E to be longer by thicknesses of the fourth free rotatable gear <NUM>, the third coupling member <NUM>, and the ninth gear <NUM>, compared to the present embodiment. In the transaxle device 100A, four gear trains are necessary in an axial direction, and it is necessary to form the housing <NUM> to accommodate the gear trains.

Further, the transmission <NUM> (and the portion of the housing <NUM> that accommodates the transmission <NUM>) is disposed closer to the generator motor GM side than in the present embodiment. Therefore, if the generator motor GM is disposed at the same position as the transmission <NUM> in the axial direction (the width direction of the vehicle), the generator motor GM interferes with the transmission <NUM>. Therefore, as shown in <FIG>, it is necessary to dispose the generator motor GM at a position not overlapping with the transmission <NUM> in the axial direction. However, in this arrangement, it is necessary to set a distance between the engine E and the generator motor GM to be long, and there is a problem that vehicle mountability of the transaxle device 100A is reduced accordingly.

On the other hand, as shown in <FIG>, in the transaxle device <NUM> according to the present embodiment, the transmission <NUM> is not incorporated into the rotary shaft <NUM> of the engine E, and the transmission <NUM> (the third gear <NUM>) is mechanically coupled to the first gear <NUM> via the intermediate gear <NUM>. Accordingly, the transmission <NUM> can be disposed at a position separated from the rotary shaft <NUM> of the engine E, and the generator motor GM can be disposed at a position overlapping with the transmission <NUM> in the axial direction (the width direction of the vehicle), and thus a distance in the axial direction between the generator motor GM and the engine E can be set to be short, and vehicle mountability can be improved.

<FIG> is a skeleton diagram of a transaxle device 100B according to a modification of the present embodiment. The transaxle device 100B according to the modification has the same configuration as the transaxle device <NUM> shown in <FIG> and the like, but has a different arrangement of the connection and disconnection mechanism <NUM>. That is, the connection and disconnection mechanism <NUM> as a whole is disposed at a position at a drive motor DM side with respect to the final gear 31a in the axial direction (the width direction of the vehicle).

In the connection and disconnection mechanism <NUM>, the fourth gear <NUM> is connected to the final gear 31a, and the fifth gear <NUM> rotating coaxially with the fourth gear <NUM> is disposed at the drive motor DM side with respect to the fourth gear <NUM> in the axial direction. The first free rotatable gear <NUM> is interposed on the rotary shaft <NUM> of the drive motor DM in a state of being capable of idling while meshing with the fifth gear <NUM>. The first coupling member <NUM> is interposed on the rotary shaft <NUM> of the drive motor DM so as to sandwich the first free rotatable gear <NUM> together with the drive motor DM.

As shown in <FIG>, the drive motor DM is disposed at a position substantially directly above the transmission <NUM>, and at this time, the connection and disconnection mechanism <NUM> is disposed at an engine E side with respect to the first gear <NUM> in the axial direction, and thus the connection and disconnection mechanism <NUM> may interfere with the engine E or an auxiliary machine or the like for the engine E.

In contrast, in the modification shown in <FIG>, the connection and disconnection mechanism <NUM> is disposed at the drive motor DM side with respect to the final gear 31a in the axial direction. Accordingly, even if the drive motor DM is disposed at a position substantially directly above the transmission <NUM> as in <FIG>, the connection and disconnection mechanism <NUM> is disposed at the drive motor DM side with respect to the first gear <NUM> in the axial direction, and thus it is possible to avoid the interference with the engine E or the auxiliary machine or the like for the engine E.

The transaxle device <NUM> according to the present embodiment is interposed between the internal combustion engine (the engine E), the first rotary electric machine (the generator motor GM) that generates electric power with the driving force of the internal combustion engine (the engine E), and the drive shaft <NUM> of the drive wheels W, wherein the transaxle device <NUM> includes the transmission <NUM> configured to change a rotating ratio of a rotary shaft <NUM> of the internal combustion engine (the engine E) to the drive shaft <NUM>. The transaxle device <NUM> includes the first gear <NUM> interposed on the rotary shaft <NUM> of the internal combustion engine (the engine E), the second gear <NUM> interposed on the rotary shaft <NUM> of the first rotary electric machine (the generator motor GM), and the third gear <NUM> interposed on the rotary shaft <NUM> on the primary side of the transmission <NUM>. The intermediate gear <NUM> is interposed such that the intermediate gear <NUM> meshes with the first gear <NUM> and the second gear <NUM>, receives the driving force of the internal combustion engine (the engine E) from the first gear <NUM> and rotates to transmit the driving force of the internal combustion engine (the engine E) to the second gear <NUM>. As the third gear <NUM> meshes with the intermediate gear <NUM>, the driving force of the internal combustion engine (the engine E) is transmitted to the transmission <NUM> via the intermediate gear <NUM>.

With the above configuration, only the first gear <NUM> is interposed on the rotary shaft <NUM> of the engine E, and thus a length of the rotary shaft <NUM> of the engine E can be reduced. The transmission <NUM> can be disposed non-coaxially with the rotary shaft <NUM> of the engine E, and thus the generator motor GM and the transmission <NUM> can be arranged at positions overlapping with each other in the axial direction of the rotary shaft <NUM>. Accordingly, the distance in the axial direction between the engine E and the generator motor GM can be set to be short, and thus the vehicle mountability of the transaxle device <NUM> can be improved.

In the present embodiment, the first gear <NUM>, the second gear <NUM>, and the intermediate gear <NUM> are arranged at the same position as the first gear <NUM> in the axial direction of the internal combustion engine (the engine E). Accordingly, the first gear <NUM>, the second gear <NUM>, and the intermediate gear <NUM> can be arranged within a range of a thickness of one gear, and a dimension in an axial direction of the transaxle device <NUM> can be set to be small, and thus the vehicle mountability of the transaxle device <NUM> can be further improved.

In the present embodiment, the position where the intermediate gear <NUM> and the third gear <NUM> mesh with each other is located outside the outline of the first rotary electric machine (the generator motor GM) when viewed from the axial direction of the first rotary electric machine (the generator motor GM). Accordingly, it is possible to avoid the interference between the generator motor GM and the transmission <NUM>.

In the present embodiment, the first rotary electric machine (the generator motor GM) is disposed on the side opposite to the internal combustion engine (the engine E) across the first gear <NUM> in the axial direction of the internal combustion engine (the engine E), and the transmission <NUM> is disposed on a side opposite to the internal combustion engine (the engine E) across the first gear <NUM> in the axial direction of the internal combustion engine (the engine E) and at a position overlapping with the first rotary electric machine (the generator motor GM) in a plan view. Accordingly, by setting a dimension in a direction perpendicular to the axial direction of the transaxle device <NUM> (the front-rear direction of the vehicle) to be small, the vehicle mountability of the transaxle device <NUM> can be improved.

In the present invention, the transaxle device <NUM> is configured to be mounted on a hybrid vehicle including the internal combustion engine (the engine E), the first rotary electric machine (the generator motor GM), and the second rotary electric machine (the drive motor DM) that transmits the driving force to the drive shaft <NUM>. The transaxle device <NUM> further includes the final gear 31a interposed on the drive shaft <NUM>, and the connection and disconnection mechanism <NUM> interposed between the second rotary electric machine (the drive motor DM) and the final gear 31a and configured to connect or disconnect the transmission of the driving force of the second rotary electric machine (the drive motor DM). The connection and disconnection mechanism <NUM> overlaps with the transmission <NUM> in a plan view. Accordingly, the drive motor DM is disposed between the generator motor GM and the drive shaft <NUM> in the front-rear direction of the vehicle, and can be disposed at a position overlapping with the transmission <NUM> in a plan view, and the dimension of the transaxle device <NUM> in the front-rear direction of the vehicle can be set to be small.

In the present embodiment, the sixth gear <NUM> meshing with the final gear 31a is interposed on the rotary shaft <NUM> on the secondary side of the transmission <NUM>. The connection and disconnection mechanism <NUM> includes the fourth gear <NUM> meshing with the final gear 31a, the fifth gear <NUM> configured to rotate coaxially with the fourth gear <NUM>, the first free rotatable gear <NUM> interposed on the rotary shaft <NUM> of the second rotary electric machine (the drive motor DM) in a state of being capable of idling with respect to the rotary shaft <NUM> of the second rotary electric machine (the drive motor DM) while meshing with the fifth gear <NUM>, and the first coupling member <NUM> configured to couple the first free rotatable gear <NUM> to the rotary shaft <NUM> of the second rotary electric machine (the drive motor DM). The final gear 31a, the fourth gear <NUM>, and the sixth gear <NUM> are arranged at the same position as the first gear <NUM> in the axial direction of the internal combustion engine (the engine E). Accordingly, the dimension of the transaxle device <NUM> connected to the drive motor DM in the width direction of the vehicle can be set to be small.

In the present embodiment, the fifth gear <NUM> and the first free rotatable gear <NUM> are arranged at the internal combustion engine (the engine E) side with respect to the first gear <NUM> in the axial direction of the internal combustion engine (the engine E). Accordingly, a distance between the drive motor DM and the internal combustion engine (the engine E) can be set to be short in the width direction of the vehicle, and thus the vehicle mountability of the transaxle device <NUM> can be improved.

In the present embodiment, the rotary shaft <NUM> on the primary side of the transmission <NUM> is further provided with the seventh gear <NUM>, and the eighth gear <NUM> having a smaller diameter than the seventh gear <NUM>. The rotary shaft <NUM> on the secondary side of the transmission <NUM> is further provided with the second free rotatable gear <NUM> interposed on the rotary shaft <NUM> on the secondary side of the transmission <NUM> in a state of being capable of idling with respect to the rotary shaft <NUM> on the secondary side of the transmission <NUM> while meshing with the seventh gear <NUM>, the third free rotatable gear <NUM> interposed on the rotary shaft <NUM> on the secondary side of the transmission <NUM> in a state of being capable of idling with respect to the rotary shaft <NUM> on the secondary side of the transmission <NUM> while meshing with the eighth gear <NUM>, and the second coupling member <NUM> configured to couple the second free rotatable gear <NUM> to the rotary shaft <NUM> on the secondary side of the transmission <NUM> in a state of idling the third free rotatable gear <NUM> with respect to the rotary shaft <NUM> on the secondary side of the transmission <NUM>, or couple the third free rotatable gear <NUM> to the rotary shaft <NUM> on the secondary side of the transmission <NUM> in a state of idling the second free rotatable gear <NUM> with respect to the rotary shaft <NUM> on the secondary side of the transmission <NUM>. Accordingly, the transmission <NUM> can be built with a simple configuration.

Claim 1:
A transaxle device (<NUM>) which is interposed between an internal combustion engine (E), a first rotary electric machine (GM) that generates electric power with a driving force of the internal combustion engine (E), and a drive shaft (<NUM>) of a drive wheel (W), wherein the transaxle device (<NUM>) includes a transmission (<NUM>) configured to change a rotating ratio of a rotary shaft (<NUM>) of the internal combustion engine (E) to the drive shaft (<NUM>), the transaxle device (<NUM>) comprising:
a first gear (<NUM>) interposed on the rotary shaft (<NUM>) of the internal combustion engine (E);
a second gear (<NUM>) interposed on a rotary shaft (<NUM>) of the first rotary electric machine (GM); and
a third gear (<NUM>) interposed on a rotary shaft (<NUM>) on a primary side of the transmission (<NUM>), wherein
an intermediate gear (<NUM>) is interposed such that the intermediate gear (<NUM>) meshes with the first gear (<NUM>) and the second gear (<NUM>), receives the driving force of the internal combustion engine (E) from the first gear (<NUM>) and rotates to transmit the driving force of the internal combustion engine (E) to the second gear (<NUM>), and
as the third gear (<NUM>) meshes with the intermediate gear (<NUM>), the driving force of the internal combustion engine (E) is transmitted to the transmission (<NUM>) via the intermediate gear (<NUM>),
wherein the transaxle device (<NUM>) is conf igured to be mounted on a hybrid vehicle including the internal combustion engine (E), the first rotary electric machine (GM), and a second rotary electric machine (DM) that transmits a driving force to the drive shaft (<NUM>), the transaxle device (<NUM>) further comprising:
a final gear (31a) interposed on the drive shaft (<NUM>); and
a connection and disconnection mechanism (<NUM>) interposed between the second rotary electric machine (DM) and the final gear (31a) and configured to connect or disconnect transmission of a driving force of the second rotary electric machine (DM), wherein
the connection and disconnection mechanism (<NUM>) overlaps with the transmission (<NUM>) in a plan view.