JP2017193322A - Hybrid-vehicular power transmission apparatus - Google Patents

Abstract

An object of the present invention is to suppress occurrence of rattling noise in a parking mechanism based on engine torque fluctuation when the parking mechanism is operating. A power transmission device for a hybrid vehicle, wherein a first rotating element connected to an engine, a second rotating element, and a third rotating element connected to a rotating electrical machine and drive wheels so as to be able to transmit power. A planetary gear mechanism 10 provided with 13R, a third rotating element, a drive wheel W, a gear 26 that transmits power through the rotating shaft 34 of the rotating electrical machine MG2, and a third rotating element. The parking lock mechanism 80 including the parking gear 86 that rotates integrally, the parking engagement member 87 having the claw portion 87a, and the rotation resistance in the state where the claw portion is engaged with the parking gear, compared to the state where the engagement is not engaged. A resistance applying device 100 that brings the resistance applying member 102 into contact with the parking gear or the third rotation element is provided. [Selection] Figure 5

Description

  The present invention relates to a power transmission device for a hybrid vehicle.

  2. Description of the Related Art Conventionally, there is known a hybrid vehicle that can transmit power (torque) generated by an internal combustion engine to a rotating electrical machine and driving wheels via a planetary gear mechanism. Such a vehicle is also equipped with a parking mechanism that locks the drive wheels when the parking range is selected by operating the shift lever.

  For example, the hybrid vehicle disclosed in Patent Document 1 includes a planetary gear having a carrier to which an engine is connected, a sun gear to which a generator is connected, and a ring gear connected to a drive motor and drive wheels via a predetermined gear. A mechanism and a parking mechanism. The parking mechanism is configured such that when a parking range is selected, the pawl portion of the parking pole engages with a parking gear formed integrally with the ring gear. In this vehicle, when the pawl portion of the parking mechanism is engaged with the parking gear and the engine output torque fluctuation is large, such as when the engine is started, the drive motor is controlled so as to cancel the torque fluctuation. At the same time, the torque output from the motor is transmitted to the parking mechanism by the control. By transmitting this torque, the occurrence of rattling noise caused by play (backlash) between the claw portion and the tooth portion of the parking gear is suppressed.

Japanese Patent Laying-Open No. 2005-210796

  Even when the engine is operating autonomously (no-load operation) as in the idling operation state, it is desired to suppress the rattling noise from the viewpoint of the quietness of the vehicle. However, the torque output from the drive motor has a gear (in particular, a ring gear in this case) that constitutes the parking mechanism, a drive wheel of the vehicle, and a gear that transmits power through the drive motor. The following problems arise in a power transmission device including backlash in each of a path through which the torque is transmitted to the parking mechanism and a path through which the torque is transmitted to the drive wheels. If the backlash between the driving motor and the driving wheel is clogged before the backlash between the driving motor and the parking mechanism is clogged by the torque output from the driving motor, the torque is transferred to the parking mechanism. Is transmitted to the drive wheels without being transmitted. As a result, in this power transmission device, when the pawl portion of the parking mechanism is engaged with the parking gear, even if torque is applied from the drive motor, the backlash of the parking mechanism cannot be sufficiently reduced, and the engine torque fluctuations Therefore, it is difficult to suppress the occurrence of rattling noise in the parking mechanism. In addition, when the engine is operating independently, if torque is applied using a generator arranged coaxially with the output shaft of the engine, torque will be applied in the direction in which the generator rotates the engine in the reverse direction. The load on the engine increases, which is not preferable.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a hybrid vehicle including a drive motor and a power transmission device that transmits torque output from an engine, even when the engine torque fluctuation is small, the parking range is selected and the parking mechanism is It is to suppress the occurrence of rattling noise in the parking mechanism based on engine torque fluctuation when working.

According to one aspect of the invention,
A power transmission device for a hybrid vehicle,
A planetary gear mechanism comprising: a first rotating element coupled to the engine; a second rotating element; and a third rotating element coupled to the rotating electrical machine and the driving wheel so as to be capable of transmitting power.
A gear that is interposed between the third rotating element, the driving wheel, and a rotating shaft of the rotating electrical machine to transmit power;
A parking gear provided to rotate integrally with the third rotating element; and a claw portion capable of meshing with the parking gear, wherein the claw portion is connected to the parking gear according to a selected state of a parking range. A parking lock member that operates to switch between a meshed state and a non-engaged state; and a parking lock mechanism comprising:
A resistance applying member capable of giving a rotational resistance to the parking gear or the third rotating element by contacting the parking gear or the third rotating element; and the pawl portion of the parking meshing member A resistance applying device for bringing the resistance applying member into contact with the parking gear or the third rotating element so as to increase the rotational resistance in a state in which the parking gear is engaged, compared to a state in which the parking gear is not engaged;
A power transmission device for a hybrid vehicle is provided.

  Preferably, the resistance applying member is interlocked with the operation of the parking meshing member, and is separated from the parking gear or the third rotation element in a state where the pawl is not meshed with the parking gear, and the pawl is In the state of being engaged with the parking gear, the parking gear or the third rotating element may be contacted.

  The resistance applying member may be mechanically connected to the parking engagement member. Alternatively, the resistance applying device further includes a drive unit that drives the resistance applying member so as to change a contact state with the parking gear or the third rotating element, and a control unit that controls the operation of the drive unit. And the control unit is configured such that the resistance-applying member in the state in which the claw part is engaged with the parking gear is greater than that in the state in which the claw part is not engaged with the parking gear. The drive unit may be operated so as to increase the rotational resistance applied to the rotating element. In this case, when the control unit operates the drive unit so as to increase the rotation resistance applied to the parking gear or the third rotation element by the resistance applying member when the engine is operating independently. Good.

  Preferably, the resistance applying member is interlocked with the operation of the parking meshing member, and in a state where the pawl portion is meshed with the parking gear, a tooth of a tooth gap different from a tooth surface of the tooth surface with which the pawl portion meshes. Contact the surface.

  Preferably, the third rotation element further includes a rotation suppressing member provided to rotate integrally with the parking gear, and the resistance applying member contacts the rotation suppressing member to thereby perform the third rotation. The rotational resistance can be applied to an element, and the resistance applying device is configured so that the claw portion is engaged with the parking gear in a state where the claw portion is not engaged with the parking gear. The resistance applying member may be operated so as to increase the rotational resistance applied to the rotating element.

  According to the one aspect of the present invention, in the state where the parking range is selected and the claw portion is engaged with the parking gear, the rotation resistance is increased as compared with the state where the claw portion is not engaged with the parking gear. The resistance applying member is brought into contact with the parking gear or the third rotating element by the resistance applying device. The friction due to the contact suppresses the movement of the parking gear or the third rotating element, and as a result, the relative movement between the claw portion and the parking gear is suppressed. Therefore, when the parking range is selected and the parking mechanism is working, an excellent effect is exhibited that it is possible to suppress the occurrence of rattling noise in the parking mechanism based on engine torque fluctuation.

1 is a skeleton diagram of a power transmission system of a hybrid vehicle according to a first embodiment of the present invention. It is a figure for demonstrating the structure of a parking lock mechanism. It is a block diagram which shows the structure of the control system of the hybrid vehicle of 1st Embodiment. It is a schematic diagram explaining generation | occurrence | production of the collision sound (tooth beat sound) in a power transmission system. It is a schematic diagram for demonstrating the resistance provision apparatus of 1st Embodiment. It is a schematic diagram for demonstrating the resistance provision apparatus of 2nd Embodiment. It is a schematic diagram for demonstrating the resistance provision apparatus of 3rd Embodiment. It is a schematic diagram for demonstrating the resistance provision apparatus of the modification of 1st Embodiment. It is a flowchart for demonstrating operation | movement of the resistance provision apparatus of the modification of 1st Embodiment. It is a schematic diagram for demonstrating the resistance provision apparatus of 5th Embodiment. It is a skeleton figure of the modification (modification 1) of the power transmission system of the hybrid vehicle of 1st Embodiment. It is a skeleton figure of the modification (modification 2) of the power transmission system of the hybrid vehicle of 1st Embodiment. It is a skeleton figure of the modification (modification 3) of the power transmission system of the hybrid vehicle of 1st Embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[First Embodiment]
First, a first embodiment according to the present invention will be described. The first embodiment relates to a power transmission device for a hybrid vehicle, and is applied to a hybrid vehicle as described below.

  FIG. 1 is a skeleton diagram of a power transmission system in a vehicle according to the first embodiment. As shown in FIG. 1, the vehicle according to the first embodiment is a hybrid (HV) vehicle having an engine 1, a first rotating electrical machine MG1, and a second rotating electrical machine MG2 as a power source, that is, a prime mover.

  As shown in FIGS. 1 to 3, the vehicle includes an engine 1, a planetary gear mechanism 10, a differential device 30, a first rotating electrical machine MG1, a second rotating electrical machine MG2, an HV_ECU 50, an MG_ECU 60, an engine_ECU 70, and the present embodiment. The parking lock mechanism 80 is a parking mechanism. In particular, a power transmission device TM is incorporated between the engine 1 and the two rotary electric machines MG1 and MG2 and the drive wheels W, and the power transmission device TM includes a planetary gear mechanism 10 and a parking lock mechanism 80. In addition to the above, a resistance applying device, which will be described later, is included to suppress the generation of rattling noise.

  First, configurations other than the resistance applying device will be described. The engine 1, which is an internal combustion engine, converts the combustion energy of the fuel into a rotational motion of the output shaft and outputs it. The output shaft of the engine 1 is connected to the input shaft 2 of the power transmission device TM. The input shaft 2 is arranged coaxially with the output shaft of the engine 1 and on an extension line of the output shaft. The input shaft 2 is fixed to the carrier 14 of the planetary gear mechanism 10.

  The planetary gear mechanism 10 is connected to the engine 1 and can transmit the rotation (power) of the engine 1 to the first rotating electrical machine MG1, the differential device 30, and the like. The planetary gear mechanism 10 is a single pinion type, and includes a sun gear 11 (second rotating element), a planetary gear 12, a ring gear 13 (third rotating element), and a carrier 14 (first rotating element).

  The ring gear 13 is coaxial with the sun gear 11 and is disposed on the radially outer side of the sun gear 11. Planetary gear 12 is disposed between sun gear 11 and ring gear 13 and meshes with sun gear 11 and ring gear 13, respectively. The planetary gear 12 is rotatably supported by a carrier 14. The carrier 14 is fixed to the input shaft 2 and rotates integrally with the input shaft 2. Therefore, the planetary gear 12 can rotate (revolve) around the central axis of the input shaft 2 together with the input shaft 2, and can be rotated (spinned) around the axis of the planetary gear 12 supported by the carrier 14.

  A rotating shaft 33 of the first rotating electrical machine MG1 is fixed to the sun gear 11, and the rotating shaft 33 rotates integrally with the sun gear 11. The rotation shaft 33 of the first rotating electrical machine MG1 is disposed coaxially with the input shaft 2. The ring gear 13 is provided with a counter drive gear 25, and the counter drive gear 25 and the ring gear 13 rotate integrally. Therefore, the ring gear 13 can output the rotation (power) input from the first rotating electrical machine MG1 or the engine 1 to the drive wheels W via the counter drive gear 25.

  The counter drive gear 25 meshes with the counter driven gear 26. The counter driven gear 26 is connected to a drive pinion gear 28 via a counter shaft 27. The counter driven gear 26 and the drive pinion gear 28 rotate integrally. A reduction gear 35 is engaged with the counter driven gear 26. The rotation shaft 34 of the second rotating electrical machine MG2 is fixed to the reduction gear 35. That is, the rotation (power) output from the second rotating electrical machine MG <b> 2 is transmitted to the counter driven gear 26 via the reduction gear 35. Note that the reduction gear 35 has a smaller diameter than the counter driven gear 26, so that the rotation (power) output from the second rotating electrical machine MG 2 is decelerated and transmitted to the counter driven gear 26.

  The drive pinion gear 28 meshes with the diff ring gear 29 of the differential device 30. The differential device 30 is connected to the drive wheels W via the left and right drive shafts 31.

  As described above, the ring gear 13 is connected to the drive wheel W via the counter drive gear 25, the counter driven gear 26, the drive pinion gear 28, the differential device 30 and the drive shaft 31. Further, the second rotating electrical machine MG2 (the rotating shaft 34 thereof) is connected to the power transmission path between the ring gear 13 and the driving wheel W via the counter driven gear 26, and each of the ring gear 13 and the driving wheel W is connected. Power can be transmitted to That is, the second rotating electrical machine MG2 corresponds to the rotating electrical machine of the present invention.

  The first rotating electrical machine MG1 and the second rotating electrical machine MG2 each have a function as a motor (electric motor) and a function as a generator. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 are connected to a battery (not shown) via an inverter (not shown). The first rotating electrical machine MG1 and the second rotating electrical machine MG2 can convert the electric power supplied from the battery into mechanical power and output it, and are driven by the power input to the rotating shaft. Power can be converted into electric power (power generation). The electric power generated by the rotating electrical machines MG1 and MG2 can be stored in the battery via the inverter. As the first rotating electrical machine MG1 and the second rotating electrical machine MG2, for example, an AC synchronous type can be used.

  In the vehicle of the first embodiment, the planetary gear mechanism 10, the counter drive gear 25, and the first rotating electrical machine MG1 are arranged coaxially with the engine 1. In the vehicle power transmission device TM of the first embodiment, the input shaft 2 to which the output shaft of the engine 1 is connected and the rotary shaft 34 of the second rotary electric machine MG2 as the rotary electric machine of the present invention are arranged in parallel. It is set as the structure.

  Here, the parking lock mechanism 80 will be described with reference to FIGS. 2 and 1. FIG. 2 is a diagram for explaining the configuration of the parking lock mechanism 80, and the parking lock mechanism 80 has a configuration for mechanically blocking the rotation of the drive wheels W. In FIG. 2, a parking lock mechanism 80 includes a parking lock drive motor 82, and operates to prevent the vehicle from moving based on a control signal from an HV_ECU described later.

  The parking lock mechanism 80 includes a shaft 83 that is rotationally driven by a parking lock driving motor 82, a detent plate 84 that is fixed to the shaft 83 and functions as a parking lock positioning member by rotating integrally with the shaft 83, and the detent plate 84. A rod 85 that operates in accordance with the rotation is provided. In this parking lock mechanism 80, the parking lock position (meshing position) corresponding to the selection of the P range by rotating the detent plate 84 as the shaft 83 is driven to rotate by the parking lock driving motor 82, A non-parking lock position (non-meshing position) corresponding to each shift position other than is switched. The shift position includes a plurality of shift positions including a P range (parking range), an N range, a D range, and an R range, and the shift lever is one of the plurality of shift positions according to a driver's operation. It is associated with one. The parking lock mechanism 80 restricts the rotation of the detent plate 84 and fixes the shift position. The detent spring 88, the roller 89, the parking gear 86, and the parking lock pole for preventing (locking) the rotation of the parking gear 86. 87. The parking lock pole 87 corresponds to the parking engagement member of the present invention.

  As shown in FIG. 1, the parking gear 86 is provided coaxially and integrally with the ring gear 13 that is an output gear of the planetary gear mechanism 10, and includes a ring gear 13 and a counter drive gear 25 that rotates integrally with the ring gear 13. It is provided so as to rotate integrally with both, and also rotates in conjunction with the drive wheel W. A member that combines the ring gear 13 and the parking gear 86 and the counter drive gear 25 that rotate together with the ring gear 13 is referred to herein as a ring gear member 13R.

  Incidentally, FIG. 2 shows a state when the parking lock mechanism 80 is in the non-parking lock position (non-meshing position). In this state, the pawl portion 87a of the parking lock pole 87 is not engaged with the parking gear 86 (specifically, any tooth surface of the parking gear 86) and is not locked. 80 is not obstructed. The parking lock pole 87 is provided so as to be located on the outer side in the radial direction around the rotation axis of the parking gear 86. A torsion spring 87 c having an elastic force in a direction away from the parking gear 86 is attached to the support portion 87 b that rotatably supports the parking lock pole 87. The parking lock pole 87 moves inward in the radial direction against the elastic force of the torsion spring 87 c, so that the claw portion 87 a is a tooth groove of the plurality of teeth provided in the parking gear 86. It arrange | positions so that it may move toward either of these and it may engage with the tooth surface of this tooth space. That is, when the P range is not selected, the parking lock pole 87 is maintained at the non-parking lock position (non-meshing position) by the elastic force of the torsion spring 87c attached to the support portion 87b. It has become.

  From this state, when the shaft 83 is rotated in the direction of the arrow A1 by the parking lock drive motor 82 (actuated when the P range is selected), the detent plate 84 rotates in the same direction, and with that rotation The rod 85 is pushed in the direction of arrow A2. As a result, the parking lock pole 87 is pushed up against the elastic force of the torsion spring 87c in the direction of arrow A3 by the taper member 85a provided at the tip of the rod 85 (in the direction of arrow A2). Further, with the rotation of the detent plate 84, the roller 89 of the detent spring 88 that has been in the non-parking lock position so far gets over the peak portion 84a of the detent plate 84 and tries to move to the parking lock position (meshing position). When the detent plate 84 rotates until the roller 89 moves to the parking lock position, the claw portion 87a of the parking lock pole 87 is pushed up to a position where it engages with the parking gear 86. Thereby, the rotation of the parking gear 86 is mechanically blocked. Thus, at the parking lock position, the pawl portion 87a of the parking lock pole 87 as a predetermined non-rotating member (parking engagement member) is engaged with the parking gear 86 provided to rotate integrally with the ring gear 13. . As a result, in the parking lock position, in the power transmission system that transmits the power of the engine 1 to the driving wheels W, transmission of rotation between the ring gear 13 and the downstream driving wheels W is prevented, and the movement of the vehicle is limited.

  Here, returning to the description of the vehicle of the first embodiment.

  FIG. 3 is a block diagram illustrating a configuration of a control system in the vehicle according to the first embodiment. As shown in FIG. 3, the vehicle according to the first embodiment includes an HV_ECU 50, an MG_ECU 60, and an engine_ECU 70. Each ECU 50, 60, 70 is configured as an electronic control unit having a computer. The HV_ECU 50 has a function of integrally controlling the entire vehicle. The MG_ECU 60 and the engine_ECU 70 are electrically connected to the HV_ECU 50, respectively. The HV_ECU 50, the MG_ECU 60, and the engine_ECU 70 are substantially configured as a single electronic control unit (control device) as a whole, but may be configured as an integrated unit device from the beginning.

  The MG_ECU 60 can control the first rotating electrical machine MG1 and the second rotating electrical machine MG2. For example, the MG_ECU 60 controls the output torque by adjusting the current value supplied to the first rotating electrical machine MG1, and controls the output torque by adjusting the current value supplied to the second rotating electrical machine MG2. be able to. Further, for example, the MG_ECU 60 can control the amount of power generated when the first rotating electrical machine MG1 generates power.

  The engine_ECU 70 can control the engine 1. The engine_ECU 70 can, for example, control the opening of the electronic throttle valve of the engine 1, perform ignition control of the engine 1 by outputting an ignition signal, and perform fuel injection control on the engine 1. The engine_ECU 70 can control the output torque of the engine 1 by performing such control.

  The HV_ECU 50 is connected to a vehicle speed sensor, an accelerator opening sensor, a brake switch, a shift position sensor, an MG1 rotational speed sensor, an MG2 rotational speed sensor, an output shaft rotational speed sensor, a battery sensor, and the like. By these sensors, the HV_ECU 50 causes the vehicle speed, the accelerator opening, the brake pedal depression state, the selected range (shift position), the rotational speed of the first rotating electrical machine MG1, the rotational speed of the second rotating electrical machine MG2, and the power transmission device. Information such as the rotational speed of the TM output shaft (for example, counter shaft 27), SOC (State Of Charge), and the like can be acquired.

  The HV_ECU 50 calculates required values such as required driving force, required power, and required torque for the vehicle based on the acquired information. The HV_ECU 50 determines the output torque (MG1 torque) of the first rotating electrical machine MG1, the output torque (MG2 torque) of the second rotating electrical machine MG2, and the output torque (engine torque) of the engine 1 based on the calculated request value. The total output torque (output torque) by them is determined. After the determination, HV_ECU 50 outputs MG1 torque command (value) and MG2 torque command (value) to MG_ECU 60. Further, the HV_ECU 50 outputs an engine torque command (value) to the engine_ECU 70.

  Further, when the HV_ECU 50 detects that the P range is selected based on the output of the shift position sensor, the HV_ECU 50 instructs the parking lock drive motor 82 to set the parking lock mechanism 80 to the parking lock position (mesh position). A control signal for operating the motor. When the P range is selected by the driver's shift lever operation using the link mechanism mechanically connected to the shift lever, the parking lock pole 87 is directly operated by the link mechanism, and the claw portion The 87a may be engaged with the parking gear 86.

  As will be described later, when the resistance applying device is configured to move the resistance applying member by electronic control, the HV_ECU 50 (specifically, the control unit of the HV_ECU 50) causes the resistance applying member to contact the parking gear 86 / parking gear. An operation signal is output to an actuator (driving unit) 114 that drives the actuator so as to be in a non-contact manner away from the 86.

  By the way, in the parking lock mechanism 80 described above, the force in the direction of simply pressing against the parking gear 86 is applied to the claw portion 87a of the parking lock pole 87 when it is in the parking lock position. There is play, that is, so-called backlash, between the claw portion 87a and the tooth surface of the parking gear 86 with which the claw portion 87a is engaged. Therefore, when the engine 1 is in a self-sustaining operation state such as an idle operation state with the pawl portion 87a meshing with the parking gear 86 because the vehicle is stopped and the P range is selected, the engine 1 Due to this torque fluctuation, a force in a direction to rotate the ring gear 13, that is, the parking gear 86, acts on the ring gear member 13R. The self-sustained operation is a no-load operation of the engine 1. As a result, in the parking lock mechanism 80, a collision sound (tooth rattling sound) is generated between the claw portion 87a and the tooth surface of the parking gear 86 with which the claw portion 87a is engaged. FIG. 4 schematically shows a place where a collision sound is generated between the claw portion 87 a and the parking gear 86. This collision sound continues to be generated as the ring gear member 13R moves so as to switch the rotation direction as indicated by the arrow A5.

  Further, when the ring gear member 13R moves in such a manner, a collision sound (tooth rattling sound) is similarly generated at a position where the counter drive gear 25 and the counter driven gear 26 of the ring gear member 13R are engaged with each other. For example, when the backlash torque is generated by the second rotating electrical machine MG2, the backlash torque is transmitted from the counter driven gear 26 in the direction of the drive wheels W and the gears disposed between the drive wheels W are loosened. Then, the counter driven gear 26 will not move any more. Therefore, after the backlashing, the counter driven gear 26 is in a fixed state (a state in which the backlashing torque generated by the second rotating electrical machine MG2 is absorbed by the drive wheels W), and the third rotation of the planetary gear mechanism 10 is performed. The backlash torque is not transmitted to the ring gear member 13R, which is also an element, and it becomes impossible to close backlash between the ring gear member 13R and the ring gear member 13R. As a result, even when the backlash torque is generated by the second rotating electrical machine MG2, a collision sound is generated at the meshing position between the counter drive gear 25 and the counter driven gear 26 of the ring gear member 13R.

  Therefore, in order to suppress the occurrence of these collision sounds (tooth rattling sounds), the resistance applying device 100 is provided in the first embodiment. The resistance applying device 100 will be described with reference to FIG. FIG. 5 is a schematic view of a part of the power transmission device TM as viewed from the side perpendicular to the rotation axis of the planetary gear mechanism 10 as in FIG. 4, and in particular, a vehicle related to the generation of collision noise. FIG. 2 is a diagram showing configurations of an engine 1, a planetary gear mechanism 10, a parking lock mechanism 80, and a resistance applying device 100 that are constituent elements of FIG. In FIG. 5, the parking lock pole 87 in the non-parking lock position (non-meshing position) is indicated by a broken line.

  The resistance applying device 100 includes a contact member 102 as a resistance applying member, a first member 104 provided integrally with the parking lock pole 87 and provided with a slide hole 104a, and holds the contact member 102 and interlocks with the first member 104. A second member 106 and a shock absorber 108 coupled to the second member 106 are provided. The second member 106 is attached to the first member 104 so that one end thereof can slide along the slide hole 104a. As shown by a broken line in FIG. 5, when the parking lock pole 87 is in the non-parking lock position, the second member 106 is at a predetermined position of the slide hole 104a so as to separate the contact member 102 from the ring member 13R.

  When the P range is selected and the parking lock pole 87 is moved to the parking lock position (meshing position), the second member 106 moves toward the ring member 13R along the slide hole 104a. As a result, the contact member 102 held by the second member 106 approaches the parking gear 86 of the ring gear member 13R and comes into contact with the teeth 86a. Thus, the contact member 102 comes into contact with the parking gear 86, and friction is generated between the contact member 102 and the parking gear 86. Thereby, the movement of the ring gear member 13R (including the ring gear 13) is suppressed, and as a result, the relative movement between the claw portion 87a of the parking lock pole 87 and the parking gear 86 is suppressed. Note that the pressing force of the contact member 102 against the parking gear 86 at this time is suppressed to a certain level by the compression spring 108a of the shock absorber 108. Therefore, it is possible to prevent the parking gear 86 from receiving a load when the contact member 102 contacts the parking gear 86. Contact member 102 may be made of a material that does not damage parking gear 86 (preferably, a material having a hardness lower than that of ring gear member 13R). In general, when the P range is selected, the contact member 102 can be made of such a material because the vehicle speed is zero, that is, the vehicle is stopped.

  As described above, in the first embodiment, when the P range is selected and the claw portion 87a of the parking lock pole 87 is engaged with the parking gear 86, the contact member 102 of the resistance applying device 100 is engaged with the parking gear 86. The movement of the ring gear member 13 </ b> R (including the ring gear 13) is suppressed by contacting the ring gear member 13 </ b> R. Thereby, generation | occurrence | production of the collision sound between the nail | claw part 87a and the parking gear 86 can be suppressed, and also the generation | occurrence | production of the collision sound in the meshing location of the counter drive gear 25 and the counter driven gear 26 of the ring gear member 13R. Can be similarly suppressed.

[Second Embodiment]
A second embodiment of the present invention will be described with reference to FIG. The second embodiment is different from the first embodiment in the configuration of the resistance applying device. Therefore, in the following, the description will be omitted or briefly described for those skilled in the art by referring to the description of the first embodiment, and the characteristic configuration and function of the second embodiment will be described. In the following description, components having the same functions as those already described in the description of the first embodiment are denoted by the same reference numerals, and redundant description is omitted. However, modifications and changes as described in the first embodiment are similarly applied to the second embodiment as long as there is no contradiction.

  In the resistance applying device 200 of the second embodiment, a leaf spring friction member 202 is used as the resistance applying member. One end of the leaf spring-like friction member 202 is fixed to a fixing element (for example, a case member), and the other end is fixed to the parking lock pole 87 so that the movement of the parking lock pole 87 is interlocked. It is configured. The leaf spring-like friction member 202 has an elastic force in a direction away from the outside in the radial direction around the rotation axis of the ring gear member 13R. The ring gear member 13R is provided with an annular portion 204 with which the leaf spring friction member 202 can contact. The annular portion 204 is provided integrally with the ring gear member 13R so as to extend in the rotation axis direction of the ring gear member.

  As shown by a broken line in FIG. 6, when the parking lock pole 87 is in the non-parking lock position (non-meshing position) (that is, when the P range is not selected), the leaf spring friction member 202 is caused by its elastic force. The ring gear member 13R is not moved away from the ring gear member 13R and does not hinder the movement of each rotating element of the power transmission system. When the P range is selected, the parking lock pole 87 moves to the parking lock position (meshing position), whereby the leaf spring friction member 202 is pulled in the direction opposite to its elastic force, and the arrow A7 in FIG. As shown, the ring gear member 13R contacts the annular portion 204. The leaf spring friction member 202 suppresses the movement of the ring gear member 13R by the frictional force generated by the contact. That is, the leaf spring friction member 202 substantially suppresses the movement of the ring gear 13 and the movement of the parking gear 86. Thus, since the movement of the ring gear member 13R is suppressed by the leaf spring-like friction member 202, the collision noise between the claw portion 87a of the parking lock pole 87 and the parking gear 86 is also generated in the second embodiment. Further, it is possible to suppress the occurrence of a collision sound at the meshing position of the counter drive gear 25 and the counter driven gear 26 of the ring gear member 13R.

[Third Embodiment]
A third embodiment of the present invention will be described with reference to FIG. The third embodiment is different from the first and second embodiments in the configuration of the resistance applying device. Therefore, in the following description, the points that are apparent to those skilled in the art by referring to the description of each of the above embodiments will be omitted or briefly described, and the characteristic configuration and function of the third embodiment will be described. In the following description, components having the same functions as those already described in the description of the above embodiments will be given the same reference numerals, and redundant description will be omitted. However, the modifications and changes described in the above embodiments are similarly applied to the third embodiment as long as there is no contradiction.

  A resistance applying device 300 according to the third embodiment includes a ball-shaped member 302 as a resistance applying member. In addition to the ball-shaped member 302, the resistance applying device 300 further includes a housing member 304 that holds the ball-shaped member 302 so that substantially half of the ball-shaped member 302 protrudes to the outside, And a spring member 306 that is biased so as to protrude outward. The spring member 306 is a compression spring. The ball-shaped member 302 has a diameter larger than the width of the tooth gap of the parking gear 86 of the ring gear member 13R (that is, the interval between two adjacent teeth). Ball-shaped member 302 may be made of a material softer than ring gear member 13R (preferably, a material having a hardness lower than that of ring gear member 13R). Although not clearly shown in FIG. 7, the opening 304 a of the housing member 304 is reduced in diameter to be smaller than the outer diameter of the ball-shaped member 302 so that the ball-shaped member 302 does not fall off from the housing member 304. Processed to have a diameter. The housing member 304 is provided on a member 304 b extending from the free end 87 b side of the parking lock pole 87.

  As indicated by a broken line in FIG. 7, when the parking lock pole 87 is in the non-parking lock position (non-meshing position) (that is, when the P range is not selected), the ball-shaped member 302 is separated from the ring-shaped member 13R. Thus, the movement of each rotating element of the power transmission system is not hindered. When the P range is selected, as shown in FIG. 7, the parking lock pawl 87 moves to the parking lock position (meshing position), whereby the ball-shaped member 302 is engaged with the pawl portion 87a of the parking lock pawl 87. It meshes with the tooth surface of the tooth gap different from the tooth groove of 86 tooth surfaces. Due to the meshing friction, the movement of the ring gear member 13R is suppressed. Therefore, also in the third embodiment, it is possible to suppress the occurrence of a collision sound between the claw portion 87a and the parking gear 86, and further, the engagement position between the counter drive gear 25 and the counter driven gear 26 of the ring gear member 13R. It is also possible to suppress the occurrence of collision noise at

[Fourth Embodiment]
A fourth embodiment of the present invention will be described with reference to FIGS. The fourth embodiment corresponds to a modified version of the first embodiment. In the first embodiment, the contact member 102 as a resistance applying member is mechanically connected to the parking lock pole 87 and interlocked with the parking lock pole 87. On the other hand, in 4th Embodiment, the contact member 102 as a resistance provision member is moved by electronic control. Hereinafter, only differences of the fourth embodiment from the first embodiment will be described. As shown in FIG. 8, here, the contact member 102 is connected to an actuator (drive unit that drives the resistance applying member) 114 by an electric motor, and the actuator 114 controls the control unit of the HV_ECU 50 (operation of the drive unit). It is operated based on a control signal from the control unit). That is, in the fourth embodiment, the resistance applying device 100 ′ is configured by the contact member 102, the actuator 114, and the control unit of the HV_ECU 50. In the following description, components having the same functions as those already described in the description of the above embodiments are given the same reference numerals, and redundant description is omitted. However, the modifications and changes described in the above embodiments are similarly applied to the fourth embodiment as long as there is no contradiction.

  Each determination or control process from steps S901 to S909 in the flowchart shown in FIG. 9 is performed by the control unit of the HV_ECU 50.

  First, in step S901, it is determined whether or not the engine 1 is in a self-sustaining operation state. The control unit can determine whether or not the engine is in a self-sustaining operation based on an output signal of the accelerator opening sensor. Alternatively, when the autonomous operation control of the engine 1 is being performed in the HV_ECU 50, the control unit can determine that the autonomous operation state is established in step S901 based on the control command. When the engine 1 is not in a self-sustaining operation state, a negative determination is made in step S901, and after the suppression control for suppressing the occurrence of the collision sound is set to OFF in the next step S903, the routine is ended. In this case, since the suppression control is set to OFF, the contact member 102 is maintained at an initial position away from the parking gear 86. On the other hand, when the engine 1 is in the self-sustaining operation state, an affirmative determination is made in step S901, and the process proceeds to step S905. Here, it is assumed that the engine 1 is in a self-sustaining operation state, and the process proceeds to step S905.

  In step S905, it is determined whether or not the vehicle speed is equal to or lower than a predetermined speed. Preferably, the predetermined speed is 0 km / h. This vehicle speed is detected based on the output of the vehicle speed sensor. This step S905 is provided to prevent the suppression control for suppressing the generation of the collision sound when the driver accidentally moves the shift lever to the P range while the vehicle is traveling. In some cases, it may be omitted. When the vehicle speed exceeds the predetermined speed, that is, when the vehicle is running, a negative determination is made in step S905, and the process proceeds to step S903 described above. On the other hand, when the vehicle speed is equal to or lower than the predetermined speed, an affirmative determination is made in step S905, and the process proceeds to the next step S907. Here, it is assumed that the vehicle speed is equal to or lower than the predetermined speed, and the process proceeds to step S907.

  In step S907, it is determined whether the P range is selected. When the current shift position indicated by the information acquired using the shift position sensor is in the P range, an affirmative determination is made in step S907 and the process proceeds to the next step S909. On the other hand, when it is not in the P range, a negative determination is made in step S907, and the process proceeds to step S903 described above. Here, assuming that the current shift position is in the P range, the process proceeds to step S909. In this case, since it is the P range, the parking lock mechanism 80 is in the parking lock position (meshing position), and the claw portion 87a of the parking lock pole 87 is engaged with the parking gear 86.

  In step S909, the suppression control for suppressing the occurrence of the collision sound is set to ON. That is, suppression control is executed. Specifically, the control unit of the HV_ECU 50 outputs an operation signal to the actuator 114 that drives the contact member 102 so as to contact the parking gear 86 so that the suppression control is executed. As a result, the contact member 102 is pressed against the parking gear 86, and the same effects as described in the first embodiment can be obtained in the configuration of the fourth embodiment. Then, the routine is finished. If the execution condition of the suppression control is not satisfied when the process of this flowchart is executed again after the execution of the suppression control, the control unit of the HV_ECU 50 is in contact with the parking gear 86 in the process of step S903. An operation signal is output to the actuator 114 that drives the contact member 102 so that the contact member 102 is separated from the parking gear 86 and is not in contact.

  Electronic control using such an actuator can also be applied to control of the leaf spring-like friction member of the second embodiment and the ball-like member of the third embodiment. Further description of these modified versions is omitted.

  In the present embodiment, as a result of the determination in step S901, the resistance applying member (contact member 102 or the like) contacts the ring gear member 13R only at a necessary timing during the self-sustaining operation. Even in some cases, the contact time can be shortened compared to contact, that is, the chance of wear due to contact can be reduced, so that the life of the resistance imparting member can be extended.

[Fifth Embodiment]
A fifth embodiment of the present invention will be described with reference to FIG. The fifth embodiment is different from any of the above embodiments in terms of the configuration of the resistance applying device. Therefore, in the following description, the features that are obvious to those skilled in the art by referring to the description of the above embodiment will be omitted or briefly described, and the characteristic configuration and function of the fifth embodiment will be described. In the following description, components having the same functions as those already described in the description of the above embodiment are given the same reference numerals, and redundant description is omitted. However, the modifications and changes described in the above embodiment are similarly applied to the fifth embodiment as long as there is no contradiction.

  A resistance applying device 500 according to the fifth embodiment includes a rotation suppressing member 502 provided so as to rotate integrally with the ring gear 13, a clutch 506 as a resistance applying member, and a drive device 504. The clutch 506 is connected to the rotation suppressing member 502 so as to suppress rotation with respect to the pressed member by a rotating body that is a pressed member that rotates together with the rotation suppressing member 502 and a frictional force generated by contacting the pressed member. And a pressing member that gives rotational resistance, and the operation of abutment or non-contact of the pressing member with respect to the pressed member is controlled by hydraulic pressure. The driving device 504 includes a hydraulic actuator that controls the contact and non-contact operations of the pressing member with the pressed member in the clutch 506 based on a control signal from the HV_ECU 50. Therefore, in the fifth embodiment, as in the fourth embodiment, when the parking lock pole 87 is moved to the parking lock position (meshing position), the machine directly moves to the rotation suppressing member 502 in conjunction with the movement of the parking lock pole 87. There is no real power. Also in the fifth embodiment, as in the fourth embodiment, when the control according to the flowchart of FIG. 9 is executed and the suppression control for suppressing the generation of the collision sound is executed in step S909, the HV_ECU 50 Based on the control signal, the driving device 504 operates. By the operation of this hydraulic actuator, the hydraulic pressure is applied to the clutch 506 so that the pressing member abuts against the pressed member (rotating body) connected to the rotation suppressing member 502 in order to give the rotation suppressing member 502 rotational resistance. Affected. As a result, the pressing member of the clutch 506 abuts (contacts) the pressed member (rotating body), and rotation resistance is applied to the rotation suppressing member 502 to which the pressed member is connected by the frictional force. Therefore, the rotation of the ring gear 13 that rotates integrally with the rotation suppressing member 502 is suppressed, and the movement of the ring gear member 13R is suppressed. The rotation suppressing member 502 is a part of the ring gear 13 that is the third rotating element, and the pressing member of the clutch 506 that is a resistance applying member against the pressed member (rotary body) connected to the rotation suppressing member 502. The contact (contact) means that the resistance applying member comes into contact with the third rotating element.

  Therefore, also in the fifth embodiment, it is possible to suppress the occurrence of a collision sound between the claw portion 87a of the parking lock pole 87 and the parking gear 86, and further, the counter drive gear 25 and the counter driven gear of the ring gear member 13R. It is also possible to suppress the occurrence of a collision sound at the position of meshing with 26. As described above, when the rotation suppression member 502 is given rotational resistance, the P range is selected. Therefore, the parking lock pole 87 is moved to the parking lock position (meshing position), and the pawl portion 87a is moved to the parking gear. 86 is engaged.

  In each of the above embodiments, the strength of pressing the resistance applying member against the ring gear member 13R may be changed depending on the state of engagement between the pawl portion 87a of the parking lock pole 87 and the parking gear 86. Specifically, in a state where the claw portion 87a is not meshed with the parking gear 86 (only when the vehicle is stopped), the resistance applying member contacts the ring gear member 13R that is the third rotating element with a weak force, On the other hand, in the state where the claw portion 87a is engaged with the parking gear 86, the pressing strength is changed so that the resistance applying member comes into contact with the ring gear member 13R with a strong force.

  In the above, in the hybrid vehicle, when the parking range is selected and the parking mechanism is working, the method for suppressing the generation of rattling noise in the parking mechanism based on the torque fluctuation of the engine has been described. The cause of the occurrence of rattling noise to be solved by the present invention will be described.

  The generation of rattling noise occurs when the backlash torque generated by the rotating electrical machine is transmitted to the third rotating element, before the gear engaging portion between the third rotating element and the rotating electrical machine is clogged, that is, This is because before the torque is transmitted to the third rotating element, the backlash of the meshing portion of the gear between the rotating electrical machine and the driving wheel is clogged, and the torque of the rotating electrical machine is transmitted only to the driving wheel.

  That is, in the power transmission system of the hybrid vehicle of the first embodiment shown in FIG. 1, before the backlash between the counter drive gear 25 and the counter driven gear 26 is clogged, the gap between the drive pinion gear 28 and the diff ring gear 29 is reduced. This is a configuration where backlash is clogged. In this case, as described above, the backlash torque output from the rotating shaft 34 of the second rotating electrical machine MG2 is transmitted to the counter drive gear 25 via the counter driven gear 26 before the counter driven gear 26 and the drive pinion gear 28. This is transmitted to the drive wheel W via. For this reason, rattling noise (collision noise) is generated at the meshing position between the counter drive gear 25 and the counter driven gear 26. By using each of the suppression methods described above, the rattling noise is generated at these meshing positions. Can be suppressed.

  Note that the gear of the present invention that transmits power through the third rotating element, the drive wheel, and the rotating shaft of the rotating electrical machine transmits torque generated by the rotating electrical machine to the third rotating element. Each of the gear for transmitting and the gear for transmitting to the driving wheel is indicated. That is, the gear of the present invention is interposed between the counter drive gear 25 (which rotates integrally with the ring gear 13 of the third rotating element), the drive wheel W, and the rotating shaft 34 of the second rotating electrical machine MG2. It is a gear that transmits power. In the power transmission system of the hybrid vehicle of the first embodiment, the counter driven gear 26 that transmits torque to the third rotating element and the drive pinion gear 28 that transmits torque to the drive wheels W correspond to the gears of the present invention.

  Incidentally, there is a case where rattling noise is generated even in a configuration in which the power transmission system shown in the first embodiment is partially deformed. Hereinafter, each structure of the modification of the power transmission system which generates the rattling noise will be described. In the following, the description will be omitted or briefly given to those skilled in the art by referring to the description of the first embodiment, and the characteristic configuration of each modification will be described. Components having the same functions as those already described in the description of the first embodiment are denoted by the same reference numerals, and redundant description is omitted. However, the modifications and changes described above are similarly applied to the following modifications as long as there is no contradiction.

[Modification 1 of the power transmission system]
With reference to the skeleton diagram of FIG. 11, the power transmission system of the hybrid vehicle of Modification 1 will be described. Modification 1 is an example of a configuration in which the reduction gear 35 of the second rotating electrical machine MG2 is directly meshed with the ring gear member 13R.

  As shown in FIG. 11, in the power transmission system of the hybrid vehicle of the first modification, the counter drive gear 25 of the ring gear member 13 </ b> R meshes with the reduction gear 35. The reduction gear 35 is fixed to the rotating shaft 34 of the second rotating electrical machine MG2. A drive pinion gear 28 that meshes with the diff ring gear 29 of the differential device 30 is fixed to the rotating shaft 34. Thereby, the ring gear 13 is connected to the rotating shaft 34 of the second rotating electrical machine MG2 via the counter drive gear 25 and the reduction gear 35, and at the same time, the rotating shaft 34, the drive pinion gear 28, the differential device 30 and the driving shaft. The drive wheel W is connected via 31. Therefore, torque (power) output from the rotary shaft 34 of the second rotating electrical machine MG2 is transmitted to the drive wheels W via the drive pinion gear 28. At the same time, torque (power) output from the rotating shaft 34 of the second rotating electrical machine MG2 is also transmitted to the counter drive gear 25 (and the ring gear 13) of the ring gear member 13R via the reduction gear 35.

  In the power transmission system of the hybrid vehicle of Modification 1 as described above, the backlash between the drive pinion gear 28 and the diff ring gear 29 is clogged before the backlash between the counter drive gear 25 and the reduction gear 35 is clogged. It is. In this case, the backlash torque output from the rotating shaft 34 of the second rotating electrical machine MG2 is transmitted to the drive wheels W via the drive pinion gear 28 before being transmitted to the counter drive gear 25 via the reduction gear 35. Will be. For this reason, rattling noises are generated at the meshing locations of the counter drive gear 25 and the reduction gear 35. By using the above-described suppression methods, the generation of rattling noises at these meshing locations is suppressed. Can do.

  Note that the gear of the present invention is a gear that is interposed between the counter drive gear 25, the drive wheel W, and the rotating shaft 34 of the second rotating electrical machine MG2, and transmits the power. In the power transmission system of the vehicle, they correspond to a reduction gear 35 that transmits torque to the third rotating element and a drive pinion gear 28 that transmits torque to the drive wheels W.

[Modification 2 of the power transmission system]
With reference to the skeleton diagram of FIG. 12, the power transmission system of the hybrid vehicle of Modification 2 will be described. This modified example 2 is also an example of a configuration in which the reduction gear 35 of the second rotating electrical machine MG2 is directly meshed with the ring gear member 13R.

  As shown in FIG. 12, in the power transmission system of the hybrid vehicle according to the second modification, the counter drive gear 25 of the ring gear member 13 </ b> R meshes with the reduction gear 35. The reduction gear 35 is fixed to the rotating shaft 34 of the second rotating electrical machine MG2. The counter driven gear 26 meshes with the reduction gear 35. The counter driven gear 26 is connected via a counter shaft 27 to a drive pinion gear 28 that meshes with a diff ring gear 29 of the differential device 30. The counter driven gear 26 and the drive pinion gear 28 rotate integrally. Thereby, the ring gear 13 is connected to the rotating shaft 34 of the second rotating electrical machine MG2 via the counter drive gear 25 and the reduction gear 35, and at the same time, the reduction gear 35, the counter driven gear 26, the drive pinion gear 28, the differential device. 30 and the drive shaft 31 are connected to the drive wheels W. Therefore, torque (power) output from the rotating shaft 34 of the second rotating electrical machine MG2 is transmitted to the drive wheels W via the reduction gear 35, the counter driven gear 26, and the drive pinion gear 28. At the same time, torque (power) output from the rotating shaft 34 of the second rotating electrical machine MG2 is also transmitted to the counter drive gear 25 (and the ring gear 13) of the ring gear member 13R via the reduction gear 35.

  In the power transmission system of the hybrid vehicle of Modification 2 as described above, the backlash between the reduction gear 35 and the counter driven gear 26 is clogged before the backlash between the counter drive gear 25 and the reduction gear 35 is clogged. It is. In this case, the backlash torque output from the rotating shaft 34 of the second rotating electrical machine MG2 is driven via the reduction gear 35 and the counter driven gear 26 before being transmitted to the counter drive gear 25 via the reduction gear 35. It is transmitted to the wheel W. For this reason, rattling noises are generated at the meshing locations of the counter drive gear 25 and the reduction gear 35. By using the above-described suppression methods, the generation of rattling noises at these meshing locations is suppressed. Can do.

  The gear of the present invention is a gear that transmits power through the counter drive gear 25, the drive wheel W, and the rotating shaft 34 of the second rotating electrical machine MG2, and is a hybrid of the second modification. In the power transmission system of the vehicle, it corresponds to a reduction gear 35 that transmits torque to the third rotating element and the drive wheels W.

[Modification 3 of the power transmission system]
With reference to the skeleton diagram of FIG. 13, the power transmission system of the hybrid vehicle of Modification 3 will be described. Modification 3 is an example of a configuration in which the reduction gear 35 of the second rotating electrical machine MG <b> 2 meshes with a gear other than the counter driven gear 26 provided on the counter shaft 27.

  As shown in FIG. 13, in the power transmission system of the hybrid vehicle of Modification 3, the counter drive gear 25 of the ring gear member 13 </ b> R is engaged with the counter driven gear 26. The counter driven gear 26 is connected via a counter shaft 27 to a drive pinion gear 28 that meshes with a diff ring gear 29 of the differential device 30. The counter driven gear 26 is also connected to a second counter driven gear 36 that meshes with the reduction gear 35 via the counter shaft 27. The counter driven gear 26, the second counter driven gear 36, and the drive pinion gear 28 are configured to rotate integrally. The rotation shaft 34 of the second rotating electrical machine MG2 is fixed to the reduction gear 35. Thus, the ring gear 13 is connected to the drive wheels W via the counter drive gear 25, the counter driven gear 26, the drive pinion gear 28, the differential device 30 and the drive shaft 31. The rotating shaft 34 of the second rotating electrical machine MG2 is connected to the power transmission path between the ring gear 13 and the driving wheel W via the counter driven gear 26, and torque is applied to each of the ring gear 13 and the driving wheel W. (Power) can be transmitted. Therefore, torque (power) output from the rotary shaft 34 of the second rotating electrical machine MG2 is transmitted to the drive wheels W via the drive pinion gear 28. At the same time, torque (power) output from the rotating shaft 34 of the second rotating electrical machine MG2 is transmitted to the counter drive gear 25 (and the ring gear 13) of the ring gear member 13R via the counter driven gear 26.

  In the power transmission system of the hybrid vehicle of Modification 3 as described above, the backlash between the drive pinion gear 28 and the diff ring gear 29 is clogged before the backlash between the counter drive gear 25 and the counter driven gear 26 is clogged. It is. In this case, the backlash torque output from the rotating shaft 34 of the second rotating electrical machine MG2 is transmitted to the drive wheels W via the drive pinion gear 28 before being transmitted to the counter drive gear 25 via the counter driven gear 26. Will be. For this reason, rattling noises are generated at the meshing locations of the counter drive gear 25 and the counter driven gear 26. By using each of the above-described suppression methods, the generation of rattling noises at those meshing locations is suppressed. Can do.

  The gear of the present invention is a gear that transmits power through the counter drive gear 25, the drive wheel W, and the rotating shaft 34 of the second rotating electrical machine MG2, and is a hybrid of the third modification. In the power transmission system of the vehicle, this corresponds to a counter driven gear 26 that transmits torque to the third rotating element and a drive pinion gear 28 that transmits torque to the drive wheels W.

  Embodiments of the present invention are not limited to the above-described embodiments. All modifications, applications, and equivalents included in the spirit of the present invention defined by the claims are included in the present invention.

  1 engine, MG1 first rotating electrical machine, MG2 second rotating electrical machine, TM power transmission device, 10 planetary gear mechanism, 11 sun gear, 12 planetary gear, 13 ring gear, 13R ring gear member, 14 carrier, 25 counter drive gear, 26 counter driven gear, 35 reduction gear, 50 HV_ECU, 80 parking lock mechanism, 86 parking gear, 86a teeth, 87 parking lock pole (parking engagement member), 87a claw, 100, 100 ′, 200, 300, 500 resistance applying device, 102 contact member (Resistance applying member), 114 actuator, 202 leaf spring friction member (resistance applying member), 204 annular portion, 302 ball member (resistance applying member), 502 rotation suppression member, 506 clutch (resistance applying portion) ).

Claims (7)

A power transmission device for a hybrid vehicle,
A planetary gear mechanism comprising: a first rotating element coupled to the engine; a second rotating element; and a third rotating element coupled to the rotating electrical machine and the driving wheel so as to be capable of transmitting power.
A gear that is interposed between the third rotating element, the driving wheel, and a rotating shaft of the rotating electrical machine to transmit power;
A parking gear provided to rotate integrally with the third rotating element; and a claw portion capable of meshing with the parking gear, wherein the claw portion is connected to the parking gear according to a selected state of a parking range. A parking lock member that operates to switch between a meshed state and a non-engaged state; and a parking lock mechanism comprising:
A resistance applying member capable of giving a rotational resistance to the parking gear or the third rotating element by contacting the parking gear or the third rotating element; and the pawl portion of the parking meshing member A resistance applying device for bringing the resistance applying member into contact with the parking gear or the third rotating element so as to increase the rotational resistance in a state in which the parking gear is engaged, compared to a state in which the parking gear is not engaged;
A power transmission device for a hybrid vehicle comprising: The resistance applying member is interlocked with the operation of the parking meshing member, and is separated from the parking gear or the third rotating element when the pawl is not meshed with the parking gear, and the pawl is connected to the parking gear. In the engaged state, it contacts the parking gear or the third rotating element,
The power transmission device for a hybrid vehicle according to claim 1. The resistance applying member is mechanically coupled to the parking engagement member.
The power transmission device for a hybrid vehicle according to claim 2. The resistance applying device further includes a drive unit that drives the resistance applying member so as to change a contact state with the parking gear or the third rotating element, and a control unit that controls the operation of the drive unit. ,
In the state where the claw portion is engaged with the parking gear, the control unit is configured such that the resistance applying member is connected to the parking gear or the third rotating element compared to a state where the claw portion is not engaged with the parking gear. Actuating the drive unit to increase the rotational resistance applied;
The power transmission device for a hybrid vehicle according to claim 1. The control unit operates the drive unit so as to increase the rotation resistance that the resistance applying member gives to the parking gear or the third rotation element when the engine is operating independently.
The power transmission device for a hybrid vehicle according to claim 4. The resistance applying member is interlocked with the operation of the parking meshing member, and contacts the tooth surface of the tooth gap different from the tooth groove of the tooth surface with which the pawl portion meshes with the pawl portion meshing with the parking gear. To
The power transmission device for a hybrid vehicle according to claim 1. The third rotating element further includes a rotation suppressing member provided to rotate integrally with the parking gear,
The resistance applying member can give the rotation resistance to the third rotating element by contacting the rotation suppressing member,
The resistance applying device increases the rotational resistance applied to the third rotating element in a state where the claw portion is engaged with the parking gear, compared to a state where the claw portion is not engaged with the parking gear. Actuating the resistance applying member
The power transmission device for a hybrid vehicle according to claim 1.

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