CN102224031A - 混合动力车辆用动力传递装置 - Google Patents

混合动力车辆用动力传递装置 Download PDF

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Publication number
CN102224031A
CN102224031A CN2009801463811A CN200980146381A CN102224031A CN 102224031 A CN102224031 A CN 102224031A CN 2009801463811 A CN2009801463811 A CN 2009801463811A CN 200980146381 A CN200980146381 A CN 200980146381A CN 102224031 A CN102224031 A CN 102224031A
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China
Prior art keywords
motor
electrical motor
linkage unit
torque transfer
combustion engine
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CN2009801463811A
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English (en)
Inventor
田嶋茂
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication of CN102224031A publication Critical patent/CN102224031A/zh
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    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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Abstract

一种混合动力车辆用动力传递装置(10)，其具有内燃机(1)、第一马达(21)和第二马达(22)，该混合动力车辆用动力传递装置(10)具备：飞轮(13)，其安装成介于发动机(1)的曲轴(11)与由曲轴(11)驱动的被驱动轴(12)之间；第一离合器(31)，其配设在飞轮(13)的靠发动机(1)侧，用于断开和连接发动机(1)与第一马达(21)之间的动力传递；第二离合器(32)，其配设在飞轮(13)的靠被驱动轴(12)侧，用于断开和连接发动机(1)与被驱动轴(12)之间的动力传递；换档装置(73)，其用于断开和连接第二马达(22)与被驱动轴(12)之间的动力传递。

Description

混合动力车辆用动力传递装置
技术领域
本发明涉及一种混合动力车辆用动力传递装置，特别涉及具有内燃机和两个电动机并能进行发动机驱动和马达驱动的混合动力车辆用动力传递装置。
背景技术
以往，作为具有发动机和两个马达并能进行发动机驱动和马达驱动的混合动力车辆用动力传递装置，公知有例如专利文献1中所记载的混合动力车辆用动力传递装置。
例如，作为专利文献1中所记载的混合动力车辆用动力传递装置100，如图9所示，其具有：发动机101、第一马达102以及第二马达103，该混合动力车辆用动力传递装置100将发动机101与第二马达103直接连结，经由第一离合器106将自发动机101及第二马达103伸出的输出轴104与被驱动轴105连接，经由第二离合器107连接第一马达102与被驱动轴105。
由此，通过连接第一离合器106并切断第二离合器107，在通过发动机101进行发动机驱动时，防止了第一马达102被带动，相反地，在通过第一马达102进行马达驱动时，通过切断第一离合器106并连接第二离合器107，防止了带动发动机101及第二马达103。
现有技术文献
专利文献
专利文献1：日本专利第2942533号公报
发明内容
发明要解决的课题
但是，在专利文献1所记载的混合动力车辆用动力传递装置100中，由于发动机101与第二马达103直接连结，因此在通过发动机101进行发动机驱动时总是带动第二马达103，由此第二马达103成为负载从而成为阻碍提高燃料效率(每公升燃料行驶的公里数)的主要原因。
本发明就是鉴于以上情形而作出的。其目的在于提供一种混合动力车辆用动力传递装置，其在内燃机驱动时防止带动两个电动机。
解决课题的手段
上述目的通过以下结构实现。
(1)一种混合动力车辆用动力传递装置，其具有内燃机、第一电动机以及第二电动机，该混合动力车辆用动力传递装置的特征在于，
该混合动力车辆用动力传递装置具备：
飞轮，其安装成介于所述内燃机的内燃机轴与由所述内燃机轴驱动的被驱动轴之间；
第一断开连接单元，其配设在所述飞轮的靠内燃机侧，用于断开和连接所述内燃机与所述第一电动机之间的动力传递；
第二断开连接单元，其配设在所述飞轮的靠被驱动轴侧，用于断开和连接所述内燃机与所述被驱动轴之间的动力传递；以及
连接切换单元，其用于断开和连接所述第二电动机与所述被驱动轴之间的动力传递。
(2)根据(1)所述的结构，其特征在于，在所述飞轮的靠被驱动轴侧具有变速器，
所述连接切换单元设置于所述变速器，该连接切换单元是能够选择空档状态和变速状态的换档装置，所述空档状态是切断所述第二电动机与所述被驱动轴之间的动力传递的状态，所述变速状态是使所述第二电动机与所述被驱动轴变速连接的状态。
(3)根据(2)所述的结构，其特征在于，所述变速器是具有至少2个以上的变速齿轮对的变速器。
(4)根据(1)所述的结构，其特征在于，所述混合动力车辆用动力传递装置中，以夹着所述飞轮的方式设置有所述第一断开连接单元的摩擦片和所述第二断开连接单元的摩擦片，
通过控制所述摩擦片的位置，所述第一断开连接单元使所述内燃机与所述第一电动机之间的动力传递断开和连接，所述第二断开连接单元使所述内燃机与所述被驱动轴之间的动力传递断开和连接。
(5)根据(1)所述的结构，其特征在于，在车辆后退时，切断所述第二断开连接单元并连接所述连接切换单元，向反转方向驱动所述第二电动机。
(6)根据(1)所述的结构，其特征在于，在高负载行驶时，通过分别连接所述第一断开连接单元、所述第二断开连接单元以及所述连接切换单元，对所述内燃机、所述第一电动机以及所述第二电动机全部进行驱动来进行行驶。
(7)根据(1)所述的结构，其特征在于，在车辆减速时，通过连接所述连接切换单元来利用所述第二电动机进行再生发电，或者通过连接所述第一断开连接单元与所述第二断开连接单元来利用第一电动机进行再生发电，或者进行以上两个动作。
(8)根据(1)所述的结构，其特征在于，在车辆起步时，通过切断所述第二断开连接单元并连接所述连接切换单元，来利用所述第二电动机进行起步。
(9)根据(1)所述的结构，其特征在于，在通过所述内燃机驱动车辆时，在连接所述连接切换单元的时候，在使所述内燃机的转速与从所述第二电动机传递到所述被驱动轴的转速大致相同后，连接所述连接切换单元。
(10)根据(1)所述的结构，其特征在于，在通过所述第二电动机进行车辆行驶时，在连接所述第二断开连接单元的时候，在使从所述第二电动机传递到所述被驱动轴的转速与所述内燃机的转速大致相同后，连接所述第二断开连接单元。
(11)根据(1)所述的结构，其特征在于，在通过所述内燃机进行车辆行驶时，连接所述第一断开连接单元，根据情况驱动所述第一电动机或者用所述第一电动机进行再生发电。
(12)根据(1)所述的结构，其特征在于，在所述内燃机起动时，切断所述第二断开连接单元并且连接所述第一断开连接单元，并驱动所述第一电动机，由此起动所述内燃机。
(13)根据(1)所述的结构，其特征在于，在稳定行驶时连接所述第一断开连接单元，通过所述内燃机来利用所述第一电动机进行再生发电，并且切断所述第二断开连接单元，通过所述连接切换单元经由适当的所述变速齿轮对驱动所述第二电动机来进行行驶。
发明的效果
根据(1)所述的结构，第一断开连接单元用于断开和连接内燃机与第一电动机，连接切换单元用于断开和连接第二电动机与被驱动轴，第二断开连接单元用于断开和连接内燃机与被驱动轴，通过切断第一断开连接单元和连接切换单元，并且连接第二断开连接单元，能够防止在通过内燃机行驶时带动两个电动机。由此可以抑制因带动电动机而造成的负载的增大，有助于提高燃料效率。
此外，在通过第二电动机行驶时，通过切断用于断开和连接内燃机与被驱动轴的第二断开连接单元，并连接用于断开和连接第二电动机与被驱动轴的连接切换单元，能够抑制因带动内燃机及第一电动机所造成的负载的增大，有助于提高燃料效率。
此外，由于在均衡内燃机的旋转波动的飞轮的两侧配置第一断开连接单元及第二断开连接单元，因此能够有效地利用飞轮的两侧的空间，由此可节省空间，并且与分开配置这两个断开连接单元的情况相比，能够将控制断开连接单元的致动器配置在一处，能够实现液压管路及电路的单一化。
根据(2)所述的结构，通过在变速器设置连接切换单元，能够用变速器调整从电动机传递到被驱动轴的转矩，从而能够使第二电动机小型化。
根据(3)所述的结构，由于具备两个以上的变速齿轮对，因此通过根据情况来选择变速齿轮可以高效地利用第二电动机。
根据(4)所述的结构，通过控制以夹着飞轮的方式设置的第一断开连接单元与第二断开连接单元的摩擦片的位置，能够进行第一断开连接单元与第二断开连接单元的断开和连接。
根据(5)所述的结构，通过使用第二电动机进行后退，因电动机承担了内燃机效率差的起动、后退，所以能够高效率行驶。
根据(6)所述的结构，在高负载行驶时，通过对内燃机、第一电动机及第二电动机全部进行驱动，能够高效率行驶。
根据(7)所述的结构，通过利用第一电动机和第二电动机中的任一方或者利用双方来进行再生发电，能够进行高效率的充电。
根据(8)所述的结构，通过使用第二电动机进行起步，由于电动机承担了内燃机效率差的起动，因而能够高效率行驶。
根据(9)及(10)所述的结构，通过使内燃机的转速与从第二电动机传递到被驱动轴的转速一致后进行连接，因而能够抑制连接冲击。
根据(11)所述的结构，通过在用内燃机进行车辆行驶时连接第一断开连接单元，并根据情况选择通过第一电动机进行驱动或进行再生发电，能够高效率地进行行驶及充电。
根据(12)所述的结构，由于能够使用第一电动机来起动内燃机，因此第一电动机能够作为起动马达发挥功能，因而不需要搭载起动马达，能够实现装置的小型化、轻型化及低成本化。
根据(13)所述的结构，通过进行所谓的串联行驶，即使是在稳定行驶时行驶负载大的情况下，或电池剩余容量降低的情况下也能够应对。
附图说明
图1是本发明的混合动力车辆用动力传递装置的概要图；
图2是图1所示的混合动力车辆用动力传递装置的局部放大图；
图3是车辆停止时的混合动力车辆用动力传递装置的概要图；
图4是示出车辆起步时、低速行驶时及后退行驶时的混合动力车辆用动力传递装置的转矩传递的概要图；
图5是示出车辆起步时、低速行驶时及后退行驶时的混合动力车辆用动力传递装置的转矩传递的概要图；
图6是示出高速行驶时的混合动力车辆用动力传递装置的转矩传递的概要图；
图7是示出巡航行驶时(平坦道路)的混合动力车辆用动力传递装置的转矩传递的概要图；
图8是示出巡航行驶时(平稳的上坡及下坡道路)的混合动力车辆用动力传递装置的转矩传递的概要图；
图9是专利文献1中所述的混合动力车辆用动力传递装置的概要图。
具体实施方式
下面根据附图对本发明的混合动力车辆用动力传递装置的一个实施方式进行详细说明。再有，附图是按标号的朝向来观看的。
如图1及图2所示，本实施方式中的混合动力车辆用动力传递装置10具备：发动机1(内燃机)；飞轮13，其安装在发动机1的曲轴11(内燃机轴)与由发动机1的曲轴11驱动的被驱动轴12之间；第一马达21(第一电动机)，其配设在飞轮13的靠发动机1侧；第二马达22(第二电动机)，其配设在飞轮13的靠被驱动轴12侧，该混合动力车辆用动力传递装置10是能够通过发动机1进行发动机行驶以及通过第二马达22进行电动机行驶的所谓的混合动力车辆的驱动装置。
第一马达21具备内转子21a以及外定子21b，该外定子21b与内转子21a相对置地设置在外径侧，并被固定于未图示的发动机箱，内转子21a安装于外轴24，该外轴24配设成与曲轴11同轴，并经由滚针轴承81能够相对于曲轴11相对旋转。在外轴24的靠飞轮13侧端部设置有后述的第一离合器31(第一断开连接单元)。
第二马达22具备内转子22a以及外定子22b，该外定子22b与内转子22a相对置地设置在外径侧，并被固定于未图示的发动机箱，内转子22a安装于与被驱动轴12平行地延伸的输出轴14。
第二马达22的输出轴14经由配设于飞轮13侧的变速器70与被驱动轴12连接，在被驱动轴12，在靠飞轮13侧的端部设置有后述的第二离合器32(第二断开连接单元)，在相反侧的端部设置有末端传动齿轮(final gear)15，被驱动轴12的驱动力经由末端传动齿轮15、差动装置16被传递到驱动轮17。
在此，参照附图2对飞轮13及第一离合器31和第二离合器32的具体结构进行说明。
在发动机1的曲轴11的靠被驱动轴12侧端部，与曲轴11一体地设置有飞轮13，被驱动轴12经由轴承82以能够与曲轴11相对旋转的方式安装在飞轮13的内径部。
飞轮13具备：从曲轴11沿径向延伸的圆板部61；以及外周部62，其与曲轴11平行地从圆板部61向轴向两侧凸出地设置于圆板部61的外边缘。
第一离合器31和第二离合器32分别由摩擦片装配体4和离合器压盖装配体5构成，第一离合器31与飞轮13相邻地配置于靠发动机1侧，第二离合器32与飞轮13相邻地配置于靠被驱动轴12侧。
摩擦片装配体4由轮毂40、减震机构41以及摩擦片42构成。轮毂40具有：沿轴向延伸的筒状的轮毂部40a；以及从轮毂部40a的外周面向径向外侧延伸的圆板状的凸缘部40b，第一离合器31的轮毂部40a以一体地旋转的方式安装于外轴24的外周面，第二离合器32的轮毂部40a以一体地旋转的方式安装于被驱动轴12的外周面。
减震机构41是用于在旋转方向弹性地连结轮毂40与摩擦片42的机构，该减震机构41由凸缘部40b、摩擦片42以及多个螺旋弹簧43构成。在凸缘部40b及摩擦片42分别形成有切成窗形的多个收纳部40c、42a，螺旋弹簧43以能够在旋转方向发生弹性变形的方式收纳在各收纳部40c、42a中。
摩擦片42用来传递摩擦结合所产生的转矩，该摩擦片42为圆板形，且与轮毂40的凸缘部40b相邻地配置。
离合器压盖装配体5由离合器压盖51、压力板52以及膜片弹簧53构成。离合器压盖51具有：覆盖飞轮13的外周面的外周部51a；以及从外周部51a弯曲并向内径侧延伸从而覆盖飞轮13的侧面的侧壁部51b，该离合器压盖51从轴向两侧与飞轮13一体地固定于设置在飞轮13的外周面的凸起62a，并将压力板52、膜片弹簧53以及摩擦片装配体4收纳在其内部。
压力板52是用于在与飞轮13之间夹持摩擦片42的环状的部件，其被设置成相对于离合器压盖51不能相对旋转但能够在轴向相对移动。
膜片弹簧53用于对压力板52向飞轮13侧施力，其设置成相对于离合器压盖51不能相对旋转但能够在轴向弹性变形。膜片弹簧53具有环状部53a以及多个杆部53b。环状部53a用于对压力板52向轴向施力，环状部53a的外周部与压力板52抵接，环状部53a的内周部通过离合器压盖51在轴向上被支承。杆部53b用于使环状部53a在轴向上弹性变形，杆部53b是从环状部53a向半径方向内侧延伸的部分。杆部53b的内周端部被分离轴承6支承成能够在轴向移动。
接下来，对第一离合器31和第二离合器32的动作进行说明。
在离合器连接时，杆部53b通过分离轴承6被按压向与飞轮13抵接的一侧，压力板52通过膜片弹簧53的弹力而被向飞轮13侧施力。其结果是，摩擦片42被夹持在飞轮13与压力板52之间，从而离合器被连接。
由此，当第一离合器31连接时，来自曲轴11的动力从夹持在飞轮13与压力板52之间的摩擦片42，经由螺旋弹簧43、轮毂40以及外轴24被传递到第一马达21，相反地，来自第一马达21的动力从外轴24、轮毂40、螺旋弹簧43以及摩擦片42，经由飞轮13以及曲轴11被传递到发动机1。
此外，当第二离合器32连接时，来自曲轴11的动力从夹持在飞轮13与压力板52之间的摩擦片42，经由螺旋弹簧43以及轮毂40被传递到被驱动轴12，相反地，来自被驱动轴12的动力从轮毂40、螺旋弹簧43以及摩擦片42，经由飞轮13以及曲轴11被传递到发动机1。
在切断第一离合器31和第二离合器32时，膜片弹簧53的多个环状部53a的末端通过分离轴承6被压向离开飞轮13的一侧，膜片弹簧53在轴向上弹性变形。其结果是，对压力板52的作用力被解除，摩擦片装配体4的摩擦片42不被夹持在飞轮13与压力板52之间，从而第一离合器31和第二离合器32被解除。
变速器70是具有至少2个以上变速齿轮对的变速器，在此，该变速器70具有2个变速比不同的高速齿轮对71及低速齿轮对72。
高速齿轮对71由高速驱动齿轮71a以及高速从动齿轮71b构成，高速驱动齿轮71a设置在第二马达22的输出轴14的与第二马达22相反的一侧，高速从动齿轮71b与高速驱动齿轮71a啮合并设置于被驱动轴12，低速齿轮对72的减速比比高速齿轮对71的减速比大，该低速齿轮对72由低速驱动齿轮72a、以及低速从动齿轮72b构成，低速驱动齿轮72a隔着换档装置73(连接切换单元)设置于高速齿轮对71的高速驱动齿轮71a的相反侧，低速从动齿轮72b与低速驱动齿轮72a啮合并设置于被驱动轴12。
换档装置73构成为能够选择切断第二马达22与被驱动轴12之间的连接的空档状态、高速齿轮对71以及低速齿轮对72，在空档状态下，第二马达22的输出轴14空转，输出轴14与被驱动轴12之间的动力传递被切断，在高速齿轮对连接位置，第二马达22的输出轴14经由高速齿轮对71与被驱动轴12连接，在低速齿轮对连接位置，第二马达22的输出轴14经由低速齿轮对72与被驱动轴12连接，从而形成动力传递。
换档装置73在低转矩、高速旋转运转时与高速齿轮对71连接，相反地，在高转矩、低速旋转运转时，该换档装置73与低速齿轮对72连接。由此，能够使用小型的马达根据情况得到大的转矩，从而能够进行高效率运转。
接下来，对本发明的混合动力车辆用动力传递装置10的控制方法进行说明。
图3是混合动力车辆用动力传递装置10在车辆停止时的示意图。如图3所示，在车辆停止时，第一离合器31被连接，第二离合器32被切断，并且换档装置73位于低速齿轮对连接位置。
在从该状态起步的情况、起步后低速行驶的情况以及后退的情况下，如图4中用虚线描画的箭头所示，通过驱动第二马达22，第二马达22的驱动力经由低速齿轮对72、末端传动齿轮15以及差动装置16被传递到驱动轮17。再有，在后退的情况下，若将前进时的第二马达22的旋转方向作为正转方向，通过向反转方向驱动第二马达22，反转方向的转矩被传递到驱动轮17。
这样，通过在车辆停车时连接第一离合器31、切断第二离合器32，并且使换档装置73位于低速齿轮对连接位置，在起步时不进行离合器31、32的断开和连接以及换档装置73的切换就能够起步。
此外，通过使用第二马达22进行起步、起步后低速行驶以及后退，由第二马达22承担了发动机1的效率差的起动、起步后低速行驶以及后退，由此能够进行高效率的行驶。
此外，在该状态下，能够使用来自驱动轮17的动力通过第二马达22进行再生发电，来对未图示的电池进行充电。
此外，在该起步时、起步后低速行驶时以及后退时，在行驶负载大的情况或电池剩余容量降低了等情况下，在该第一离合器31被连接而第二离合器32被切断的状态下驱动发动机1。由此能够驱动第一马达21来转动(クランキング)发动机1进行点火。并且，在发动机1完爆后，如图5中用虚线描画的箭头所示，使用发动机1的动力通过第一马达21进行再生发电，并将发出的电力供给到第二马达22，由此第二马达22的驱动力经由低速齿轮对72、末端传动齿轮15以及差动装置16被传递到驱动轮17。
此外，从该状态以更高速行驶的情况下，进一步将换档装置73从低速齿轮对连接位置切换到高速齿轮对连接位置。更具体地来说，通过以下方式进行：对第二马达22进行零转矩控制后，通过使换档装置73位于空档位置来控制第二马达22的转速，在同步后，将换档装置73切换到高速齿轮对连接位置。由此可以抑制伴随换档而产生的变速冲击。并且，如图6中用虚线描画的箭头所示，通过使用发动机1的动力通过第一马达21进行再生发电并且将发出的电力供给到第二马达22，第二马达22的驱动力经由高速齿轮对71、末端传动齿轮15以及差动装置16被传递到驱动轮17。由此能够用变速器70调整从第二马达22传递到被驱动轴12的转矩，能够使第二马达22小型化。
在包括该起步后低速行驶时及从该低速行驶以更高速进行高速行驶时的稳定行驶时，使用发动机1的动力通过第一马达21进行再生发电，并将发出的电力供给到第二马达22来进行所谓的串联行驶，由此即使在行驶负载较大的情况或电池剩余容量降低了的情况下也能够应对。
在巡航行驶时，从该第一离合器31被连接而第二离合器32被切断的状态，使第二离合器32连接。更具体地来说，在进行使发动机1的转速与被驱动轴12的转速一致的控制后，连接第二离合器32。此外，通过切断第一离合器31并将换档装置73切换到空档位置，能够用发动机1的动力进行行驶。更具体地来说，通过切断第一离合器31并在对第二马达22进行零转矩控制后将换档装置73移动到空档位置来进行。由此，第一马达21与曲轴11的动力传递被切断，并且第二马达22与被驱动轴12的动力传递也被切断。
在例如平坦道路这样的能够以恒定的速度行驶的情况下，由于发动机效率高，因此优选用发动机1进行行驶，如图7中用虚线描画的箭头所示，发动机1的驱动力经由飞轮13并经由末端传动齿轮15、差动装置16被传递到驱动轮17。
此时，通过切断第一马达21和第二马达22的动力传递，不会带动该第一马达21及第二马达22，从而可以减轻负载并提高燃料效率。
此外，在进行准巡航行驶时，在例如平缓的上坡及下坡道路，除了第二离合器32外，也可以连接第一离合器31。更具体地来说，通过这样来进行：在进行使第一马达21的转速与发动机的转速一致的控制后，连接第一离合器31。由此，可以根据情况通过驱动第一马达21来助推发动机1，或通过再生发电对第一马达21进行充电。
例如，当在电池剩余容量多的状态下沿上坡道路行驶时，可以通过第一马达21助推发动机行驶，当在电池剩余容量低的状态下沿下坡道路行驶时，可以通过第一马达21进行再生发电来进行充电。
此外，在进一步需要转矩时，将换档装置73从空档位置切换到高速齿轮对连接位置。更具体地来说，通过以下方式进行：在使从第二马达22经由高速齿轮对71传递到被驱动轴12的转速与发动机1的转速大致相同后，将换档装置73切换到高速连接位置。由此，也能通过对发动机1、第一马达21以及第二马达22全部进行驱动，利用将这些驱动力相加而得的驱动力进行行驶。由此可以应对高负载运转，能够进行高效率的运转。
根据这样构成的本发明的混合动力车辆用动力传递装置10，第一离合器31用于断开和连接发动机1与第一马达21，换档装置73用于断开和连接第二马达22与被驱动轴12，第二离合器32用于断开和连接发动机1与被驱动轴12，通过切断第一离合器31和换档装置73，并连接第二离合器32，可以在通过发动机1进行行驶时防止带动第一马达21及第二马达22。由此能够抑制因带动第一马达21及第二马达22而造成的负载的增大，有助于提高燃料效率。
此外，根据本发明的混合动力车辆用动力传递装置10，在通过第二马达22进行行驶时，通过切断用于断开和连接发动机1与被驱动轴12的第二离合器32，并连接用于断开和连接第二马达22与被驱动轴12的换档装置73，能够抑制因带动发动机1及第一马达21而造成的负载的增大，有助于提高燃料效率。
此外，根据本发明的混合动力车辆用动力传递装置10，由于在均衡发动机1的旋转波动的飞轮13的两侧设置第一离合器31及第二离合器32，因此能够有效利用飞轮13的两侧的空间，由此可以节省空间，并且与分开配置这两个离合器的情况相比，能够将控制离合器的致动器配置在一处，能够实现液压管路及电路的单一化。
此外，根据本发明的混合动力车辆用动力传递装置10，通过在变速器70设置换档装置73，能够用变速器70调整从第二马达22传递到被驱动轴12的转矩，能够使第二马达22小型化。
此外，根据本发明的混合动力车辆用动力传递装置10，由于变速器70具有变速比不同的高速齿轮对71及低速齿轮对72，因此通过根据情况选择变速齿轮，能够高效利用第二马达22。
此外，根据本发明的混合动力车辆用动力传递装置10，通过控制以夹着飞轮13的方式设置的第一离合器31及第二离合器32的摩擦片42的位置，可以进行第一离合器31与第二离合器32的断开和连接。再有，第一离合器31及第二离合器32的控制也能够通过例如液压控制等进行。
此外，根据本发明的混合动力车辆用动力传递装置10，通过使用第二马达22进行起步、起步后低速行驶以及后退，由第二马达22承担发动机1效率差的起动、起步后低速行驶以及后退，因此能够进行高效率的行驶。
此外，根据本发明的混合动力车辆用动力传递装置10，在进行高负载行驶时，通过使第一离合器31、第二离合器32以及换档装置73分别连接，对发动机1、第一马达21以及第二马达22全部进行驱动，由此能够进行高效率的行驶。
此外，根据本发明的混合动力车辆用动力传递装置10，在车辆减速时，通过连接换档装置73，用第二马达22进行再生发电，或者通过连接第一离合器31与第二离合器32，利用第一马达21与第二马达22中的任一方或利用两者来进行再生发电，由此能够进行高效率的充电。
此外，根据本发明的混合动力车辆用动力传递装置10，通过连接第一离合器31，并根据情况驱动第一马达21或用第一马达21进行再生发电，来根据情况选择用第一马达21进行驱动或进行再生发电，由此能够高效率地进行行驶及充电。
此外，根据本发明的混合动力车辆用动力传递装置10，由于在发动机1起动时切断第二离合器32并连接第一离合器31，并且驱动第一马达21来起动发动机1，因此第一发动机21作为起动马达(ステ一タモ一タ)发挥功能，因而不需要搭载起动马达，能够实现装置的小型化、轻型化以及低成本化。
此外，根据本发明的混合动力车辆用动力传递装置10，由于在稳定行驶时连接第一离合器，并通过发动机1利用第一马达21进行再生发电，并且切断第二离合器32，并通过换档装置73经由适当的变速齿轮对来驱动第二马达22以进行行驶，因此通过所谓的串联行驶，即使是在稳定行驶时行驶负载较大的情况下，或者电池剩余容量降低的情况下也能够应对。
再有，本发明不限于上述实施方式中示例性地表示的内容，能够在不脱离本发明的主旨的范围内进行适当改变。
再有，本申请是基于2008年12月1日申请的日本发明专利申请(特愿2008-306230)的申请，其内容被加入这里作为参照。
标号说明
1：发动机(内燃机)；
10：混合动力车辆用动力传递装置；
11：曲轴(发动机轴)；
12：被驱动轴；
13：飞轮；
21：第一马达(第一电动机)；
22：第二马达(第二电动机)；
31：第一离合器(第一断开连接单元)；
32：第二离合器(第二断开连接单元)；
42：摩擦片；
70：变速器；
71：高速齿轮对；
72：低速齿轮对；
73：换档装置(连接切换单元)。

Claims (13)

1.一种混合动力车辆用动力传递装置，其具有内燃机、第一电动机以及第二电动机，该混合动力车辆用动力传递装置的特征在于，
该混合动力车辆用动力传递装置具备：
飞轮，其安装成介于所述内燃机的内燃机轴与由所述内燃机轴驱动的被驱动轴之间；
第一断开连接单元，其配设在所述飞轮的靠内燃机侧，用于断开和连接所述内燃机与所述第一电动机之间的动力传递；
第二断开连接单元，其配设在所述飞轮的靠被驱动轴侧，用于断开和连接所述内燃机与所述被驱动轴之间的动力传递；以及
连接切换单元，其用于断开和连接所述第二电动机与所述被驱动轴之间的动力传递。
2.根据权利要求1所述的混合动力车辆用动力传递装置，其特征在于，
在所述飞轮的靠被驱动轴侧具有变速器，
所述连接切换单元设置于所述变速器，该连接切换单元是能够选择空档状态和变速状态的换档装置，所述空档状态是切断所述第二电动机与所述被驱动轴之间的动力传递的状态，所述变速状态是使所述第二电动机与所述被驱动轴能够变速地连接的状态。
3.根据权利要求2所述的混合动力车辆用动力传递装置，其特征在于，
所述变速器是具有至少2个以上的变速齿轮对的变速器。
4.根据权利要求1所述的混合动力车辆用动力传递装置，其特征在于，
所述混合动力车辆用动力传递装置中，以夹着所述飞轮的方式设置有所述第一断开连接单元的摩擦片和所述第二断开连接单元的摩擦片，
通过控制所述摩擦片的位置，所述第一断开连接单元使所述内燃机与所述第一电动机之间的动力传递断开和连接，所述第二断开连接单元使所述内燃机与所述被驱动轴之间的动力传递断开和连接。
5.根据权利要求1所述的混合动力车辆用动力传递装置，其特征在于，
在车辆后退时，切断所述第二断开连接单元并连接所述连接切换单元，向反转方向驱动所述第二电动机。
6.根据权利要求1所述的混合动力车辆用动力传递装置，其特征在于，
在高负载行驶时，通过分别连接所述第一断开连接单元、所述第二断开连接单元以及所述连接切换单元，对所述内燃机、所述第一电动机以及所述第二电动机全部进行驱动来进行行驶。
7.根据权利要求1所述的混合动力车辆用动力传递装置，其特征在于，
在车辆减速时，通过连接所述连接切换单元来利用所述第二电动机进行再生发电，或者通过连接所述第一断开连接单元与所述第二断开连接单元来利用第一电动机进行再生发电，或者进行以上两个动作。
8.根据权利要求1所述的混合动力车辆用动力传递装置，其特征在于，
在车辆起步时，通过切断所述第二断开连接单元并连接所述连接切换单元，来利用所述第二电动机进行起步。
9.根据权利要求1所述的混合动力车辆用动力传递装置，其特征在于，
在通过所述内燃机驱动车辆时，在连接所述连接切换单元的时候，在使所述内燃机的转速与从所述第二电动机传递到所述被驱动轴的转速大致相同后，连接所述连接切换单元。
10.根据权利要求1所述的混合动力车辆用动力传递装置，其特征在于，
在通过所述第二电动机进行车辆行驶时，在连接所述第二断开连接单元的时候，在使从所述第二电动机传递到所述被驱动轴的转速与所述内燃机的转速大致相同后，连接所述第二断开连接单元。
11.根据权利要求1所述的混合动力车辆用动力传递装置，其特征在于，
在通过所述内燃机进行车辆行驶时，连接所述第一断开连接单元，根据情况驱动所述第一电动机或者用所述第一电动机进行再生发电。
12.根据权利要求1所述的混合动力车辆用动力传递装置，其特征在于，
在所述内燃机起动时，切断所述第二断开连接单元并且连接所述第一断开连接单元，并驱动所述第一电动机，由此起动所述内燃机。
13.根据权利要求1所述的混合动力车辆用动力传递装置，其特征在于，
在稳定行驶时连接所述第一断开连接单元，通过所述内燃机来利用所述第一电动机进行再生发电，并且切断所述第二断开连接单元，通过所述连接切换单元经由适当的所述变速齿轮对驱动所述第二电动机来进行行驶。
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