CN100500465C - 混合驱动型汽车用驱动装置 - Google Patents
混合驱动型汽车用驱动装置 Download PDFInfo
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- CN100500465C CN100500465C CNB028028686A CN02802868A CN100500465C CN 100500465 C CN100500465 C CN 100500465C CN B028028686 A CNB028028686 A CN B028028686A CN 02802868 A CN02802868 A CN 02802868A CN 100500465 C CN100500465 C CN 100500465C
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
本发明提供一种混合驱动型汽车用驱动装置。在该装置中,转子支撑板(15)具有平板状的圆板部(15b),在该圆板部上通过定位块(67)以及螺钉(69)固定变矩器等起动装置(5)的前部盖体(32)。该起动装置的前方部通过将中心部件(33)嵌接在曲轴(3)中而形成同心支撑。在圆板部(15b)和定位块(67)的固定平面P附近的狭窄范围(33c)内,通过支撑板毂(15a)与中心部件(33)的靠接,使转子(13)形成同心。由此,可以缩短轴方向上的尺寸、提高转子的同心精度、防止电动机性能的降低。
Description
技术领域
本发明涉及一种在把构成连结的发动机和电动机作为动力源的并行混合驱动型汽车中的驱动装置,特别涉及在自动变速机中附设电动机的混合驱动型汽车用驱动装置。
背景技术
目前,在自动变速机中附设发动机以及电动机·发电机两者,在发动和加速时等将发动机以及电动机·发电机两者的驱动力传递给变速机,而在下坡路行驶和制动等情况下,使电动机·发电机作为发电机来增加负荷以补偿发动机制动效果,并且将制动能量回收,以便提高燃气效率,同时降低尾气的排出量的并行混合驱动型汽车用驱动装置,例如已在特開平5—24447号公报(现有技术1)、美国专利第5,789,823号公报(现有技术2)、特開2000—272362号公报(现有技术3)中被提出。
在所述现有技术1以及2的装置中,在变矩器的环路外径部上直接固定电动机的转子,在其外径侧配置定子,又,在所述现有技术3的装置中,在电动机壳体的侧壁上通过轴承支撑转子,在该转子的外径侧上固定电动机壳体,配置定子。
在在所述变矩器的环路上直接固定转子的情况下,该转子与变矩器的中心位置对准(同心),由转子内周面和环路外径面进行,由于变矩器的环路外径面的直径大,加工精度差,转子内周面和变矩器外径的加工精度的误差直接引起转子和变矩器之间的转动中心偏离,并且,当由于离心油压和负载压力引起变矩器变形时,使得转子的位置移动。因此,为了避免干扰,在转子和定子之间需要增大其间的空隙,这样将降低电动机的性能。
另一方面,在现有技术3的装置中,由于转子通过轴承被支撑在电动机壳体的侧壁上,虽然可以可靠确定定子和转子之间的位置关系,避免由于增大所述空隙所引起的电动机性能的降低,但由于转子由电动机壳体所支撑,需要使电动机壳体的侧壁在与发动机之间向内径方向延伸设置,与轴承的配置相互结合,造成混合汽车用驱动装置的大型化,特别是在轴方向上成比较长的结构。
再者,在JP2001—163071A(现有技术4)中,公开了由中心部件和发动机输出轴从两侧支撑转子的技术,但仍然存在转子偏心的问题。
发明内容
为此,本发明的目的在于提供一种可以缩短驱动装置在轴方向上的尺寸并且提高转子的同心精度、防止降低电动机性能的混合汽车用驱动装置
为此,本发明之1是在包括具有起动装置552的自动变速机1、具有定子12和转子13的电动机2、该电动机以及发动机的输出被输入到所述起动装置中所构成的混合驱动型汽车用驱动装置中,所述起动装置552、具有前部盖体32以及该前部盖体的向前方凸出设置的中心部件33,其特征是包括该中心部件与所述发动机输出轴3靠接而被支撑成与所述发动机输出轴3同心,所述转子13具有支撑该转子的支撑板15,并且该支撑板具有向内径方向延伸的圆板部15b,通过由该圆板部的小径侧部15a与所述中心部件的靠接而形成同心,同时通过该圆板部上被固定所述前部盖体上。
依据本发明之1,由于电动机的转子由支撑板的圆板部上小径部的中心部件进行同心,和在变矩器等起动装置的外径侧上支撑转子的情况相比,可以缩小转子的偏心量。
并且,起动装置的中心部件,由发动机输出轴进行同心,起动装置的振幅由于在发动机侧比较小,可以缩小由该中心部件同心的转子的偏心量。由此,可以对混合驱动型汽车用驱动装置紧凑化,特别是可以缩短在轴方向上的尺寸,同时可以减小转子的偏心量、减小转子和定子之间的空隙,提高电动机的性能。
本发明之2是在本发明之1的混合驱动型汽车用驱动装置中,所述转子支撑板15的圆板部15b和中心部件33的靠接部33c是在所述前部盖体32上固定所述圆板部15b的平面延长线P附近的比较狭窄部分。
依据本发明之2,由于转子支撑板圆板部在与前部盖体的固定平面延长线附近的狭窄范围上与中心部件靠接进行同心,转子支撑板不会强制向中心部件相对倾斜,即使由于前部盖体以及圆板部的固定面的平面精度等引起与中心部件之间的相对倾斜,该倾斜是被允许的,可以防止由于强制倾斜而对转子的支撑精度的不良影响,提高同心的精度。
本发明之3是在本发明之1或2的混合驱动型汽车用驱动装置中,所述前部盖体32包括与所述转子支撑板15的圆板部15b对向大致平行配置的内径部分32a,在该内径部分的外径侧固定67、69所述转子支撑板15的圆板部15b。
依据本发明之3,由于在起动装置的前部盖体内径部的外径侧上固定转子支撑板,可以在偏离中心的部分进行力矩传递,在该前部盖体和支撑板之间采用较小的固定、连接强度就足够,可以使该连接部分紧凑并且轻量。
本发明之4是在本发明之1~3中任意一项发明的混合驱动型汽车用驱动装置中,包括与发动机主体固定成一体、同时固定所述电动机2的定子12的固定部件4、26、52,具有所述中心部件33的所述起动装置的外壳32、57,其一方由所述中心部件33被靠接支撑在所述发动机的输出轴上,而另一方59被支撑在所述固定部件上。
依据本发明之4,起动装置的外壳,由两端支撑结构支撑在发动机以及与该发动机成一体的固定部件上,与该外壳成一体的转子以高同心精度被支撑在固定部件上,与固定在该固定部件上的定子相依,可以减少转子和定子之间的空隙,提高电动机性能。
本发明之5是在本发明之1~4中任意一项的混合驱动型汽车用驱动装置中,从发动机所处位置侧,依次配置电动机壳体4、起动装置壳体26262以及变速箱壳体19,形成一体壳体,在所述电动机壳体4上固定所述定子12,所述发动机输出轴3可自由转动地被支撑在发动机主体上,在所述一体壳体的内周面26a上嵌接配置油泵壳体52,同时该油泵壳体被固定在所述一体壳体上,所述起动装置5具有由所述前部盖体以及与所述前部盖体固定成一体的后部盖体57572所构成外壳,该外壳的前方部由所述中心部件33被靠接支撑在所述发动机输出轴3上,同时该外壳的后方部由与所述后部盖体成一体的毂59592被支撑在所述油泵壳体上。
依据本发明之5,由于起动装置,其前方部由中心部件支撑在发动机输出轴上,其后方部由后部盖体的毂支撑在油泵壳体上,并且发动机输出轴以及油泵壳体被支撑在一体连接的发动机主体、电动机壳体、起动装置壳体、变速箱壳体上,因此与起动装置一体固定的转子不太会受到起动装置自身的偏心量的影响,可以以高同心精度支撑,并且与固定在电动机壳体上的定子相依,减少所述转子和定子之间的空隙,提高电动机性能。
本发明之6是在本发明之1~5中任意一项的混合驱动型汽车用驱动装置中,所述转子支撑板15的圆板部15b,从固定在所述前部盖体32上的部分15e向内径侧的部分15b2形成为比外径侧部1′5b1的厚度要薄。
依据本发明之6,转子支撑板的圆板,使在电动机与起动装置之间作用力矩的外径侧部具有足够强度的厚壁,而使不作用所述力矩的内径侧部具有只要能适应同心负载强度就足够的薄壁,可以减轻转子的重量。
本发明之7是在本发明之1~6中任意一项的混合驱动型汽车用驱动装置中,所述转子支撑板的圆板部15b,从固定在所述前部盖体32上的部分15e向内径侧的部分15b2中形成穿通孔15f。
依据本发明之7,所述转子支撑板的圆板部内径侧部由于不参与传递力矩,开设穿通孔,可以减轻转子的重量。
本发明之8是在本发明之3所述的混合驱动型汽车用驱动装置中,在所述发动机输出轴3和所述转子支撑板15之间介入力矩传递部件7,发动机输出轴的力矩通过该力矩传递部件以及所述圆板部与前部盖体之间的固定部分传递所述起动装置。
依据本发明之8,由于向连接、固定转子支撑板和起动装置的固定部分传递发动机输出轴所输出的通过力矩传递部件传递力矩,圆板部的靠近所述固定部分的内径侧,发动机输出轴输出的力矩不作用,只要能承受同心负载就足够,不需要强度,可以进行轻量化。
本发明之9是在本发明之8的混合驱动型汽车用驱动装置中,所述力矩传递部件由具有可挠性的挠性板710构成。
依据本发明之9,由于所述力矩传递部件由挠性板构成,可以降低发动机输出轴的爆发振动等,可以连接转子支撑板和发动机输出轴,可以降低与该发动机输出轴的连接引起的对转子支撑精度的影响。
本发明之10是在本发明之1~9中任意一项的混合驱动型汽车用驱动装置中,所述起动装置具有流体传动装置5。
此外,所述流体传动装置,优选是变矩器,但并不限定于此,可以包含流体中继液体耦合器等。
依据本发明之10,作为起动装置,由于采用流体传动装置,车辆停止时可以使发动机成停止状态和转动状态的任一种状态,同时不需要对这两种状态切换就可以自动读英对应,即使车辆停止时使发动机也停止,由电动机产生蠕变,容易产生和从前的自动变速机同样的感觉,并且由于变矩器等的流体传动装置的可靠性高,可以提高混合驱动型汽车用驱动装置的可靠性。
本发明之11是在本发明之1~9中任意一项的混合驱动型汽车用驱动装置中,所述起动装置具有起动离合器90以及减震装置91。
依据本发明之11,由于起动装置具有起动离合器以及减震装置,和变矩器等流体传动装置相比可以小型化,并且不需要搭载变矩器,在发动时由电动机力矩辅助,起到增大力矩的作用。
此外,在本发明中,电动机并不是仅指将电能变换成转动的所谓狭义的电动机,而是也包括将转动变换成电能的所谓发电机的概念,又,发动机是指将燃烧燃料的能量变换成转动的装置,包括汽油发动机、内燃发动机等。
附图说明
图1是表示适用本发明的混合汽车用驱动装置的剖面图。
图2是表示其主要部位的放大剖面图。
图3是表示转子的支撑精度的概略图。
图4是表示在具有湿式多板离合器以及减震弹簧的起动装置中适用的实施方案的剖面图。
具体实施方式
以下根据附图详细说明本发明的第1实施方案。图1表示本发明的混合汽车用驱动装置的结构的一例的剖面图,图2表示所述混合汽车用驱动装置的主要部位的剖面图。图中所示的混合汽车用驱动装置1是在现有技术的自动变速机(A/T)的变矩器(起动装置)部分上附设电动机·发电机2后的装置,包括输入汽油发动机等的内燃发动机(图中只画出了发动机输出轴3)的输出、同时被收容在电动机壳体4中的由无刷DC电动机等构成的电动机·发电机(电动机)2、对这些发动机以及电动机·发电机2所输出的驱动力进行传递的自动变速机A。即,本发明的混合汽车用驱动装置1,从发动机侧开始,依次配置电动机·发电机2、自动变速机A的变矩器5以及多级变速机构部6。
从内燃发动机向自动变速机A延伸设置曲轴(发动机输出轴)3,在该曲轴3的前端部分上利用螺钉9固定可挠性的传动板7。又,在与该传动板7对向的位置上配置可挠性的输入板10,相互的前端部通过螺钉11进行固定、连接,由这些板7、10构成挠性板。此外,在内燃发动机的曲轴3的端面上穿通设置孔部(凹部)3a(在后面详细说明)。
另一方面,电动机·发电机2具有定子12和转子13。其中的转子13由埋入永磁铁的多个积层板13a、固定、支撑这些积层板13a的支撑板15构成。该支撑板15由配置在该转动中心的筒状毂15a、与该毂15a连接并且沿所述传动板7配置的圆板部15b、与圆板部15b的外缘部连接的筒状保持部15c所构成,在保持部15c上使其在轴方向上并排的状态下保持所述积层板13a。
所述转子的积层板13a上存在微小的间隔,在电动机壳体4上对向固定多个铁心12a,在这些铁心12a上缠绕线圈12b,构成所述定子12。此外,该定子12,在不超出车辆距地最低高度的范围内可以尽可能增大设定,并且通过多极化,确保得到规定的输出功率。又,理想的是,对向配置转子13的积层板13a,使其具有能足够承受离心力的强度,同时在对所述定子12不产生干扰的情况下使空隙C尽可能小(参见图2)。
所述输入板10的一部分通过电动机·发电机2的定子12的侧方向外径侧延伸出来,该板延伸部的前端10a形成为梳齿状。在电动机壳体4在与所述板切口部10a对向的位置上配置传感器17,根据由该传感器17检测所述板的延伸部,可以检测所述电动机·发电机2的转子的相位。该传感器17在电动机壳体4的前端(发动机侧)面向外径方向配置,其检测部配置在形成在电动机壳体4的外径凸出部4a上的凹部中。该传感器17正确检测所述转子13的转动位置,用于控制流入定子12中的电流的时序,这样,通过由传感器17检测转子13的转动位置,可以确保电动机·发电机2的性能,同时可以可靠阻止在开始起动时的反转动,而且不需要为配置所述传感器17的在轴方向上的特别空间,不会增加整体的长度。
另一方面,所述自动变速机A,由变矩器(液体传动装置)5以及多级变速机构6构成。其中,多级变速机构6由被收容在变速箱体19以及齿轮箱体20中并被配置成与输入轴21同轴状态的主变速机构部22、配置成与所述输入轴平行的副轴23同轴状态的副变速机构部25、以及配置成与前轮驱动轴同轴状态的差速装置26所构成,这些被收容在可分割的一体箱体19中,构成FF(前置发动机前轮驱动型)型的装置。
又,起动装置的变矩器5,如图2所示,被收容在变矩器(起动装置)壳体26中,包括锁止离合器27、涡轮29、泵轮30、导轮31、以及覆盖这些部件而配置的前部盖体(环路外壳部前部)32,在该盖体32中的转动中心部分上,在其外侧固定中心部件33。
其中的前部盖体32由沿转子的圆板部15b配置的圆板形状的内径部分32a、与该内径部分32a的外缘部连接设置并沿所述保持部15c配置的筒状形的中间部分32b、与该中间部分32b连接设置并沿涡轮29的外形而形成的、同时被固定在泵轮30上的外径部分32c所构成。此外,所述定子12以及转子13,被配置在所述前部盖体32的中间部分32b的外径侧的大致在轴方向上排列(交叠)的位置上,并且由转子支撑板15同心支撑,使其在所述转子支撑板15的保持部15内周面和所述前部盖体中间部分32b的外周面之间具有规定的间隙D。
又,所述锁止离合器27,被收容配置在前部盖体32的中间部分32b的内径侧,在该前部盖体的中间部分32b的内周面上一体形成在轴方向上延伸的花键35。在该花键上结合多个外摩擦板37,由扣环39阻止外摩擦板37的脱出。进一步,在所述中间部分32b的内周面和与中心部件33成一体的锁止活塞毂33a的外周面之间,成油密封状配置活塞板40,并且可以移动。又,在锁止活塞毂33a的附近的输入轴21上花键连接与所述涡轮29连接的毂41。在该毂41上固定2张盘42。然后,在该盘上支撑离合器毂43,在这些盘以及离合器毂43之间介入减震弹簧45,构成吸收冲击转动的弹簧减震器。所述离合器毂43在外径方向上延伸设置并向轴方向弯曲,该弯曲部上形成的花键与内摩擦板46结合。即,通过这些外摩擦板37以及内摩擦板46构成所述锁止离合器用的多板离合器。
然后,通过向在所述活塞板40以及前部盖体内径部分32a上形成的油室供给规定的油压,或者释放油压,使活塞板40移动,控制向活塞板40的外摩擦板37的按压力,可以控制摩擦板37、46的连接、释放或者滑移。
此外,该锁止离合器27,构成为比由所述变矩器5的涡轮29以及泵轮30的外部轮廓所构成的环路的直径要小,具体讲是将其配置成使所述摩擦板位于环路的半径方向大致中央部位上。又,锁止离合器27虽然具有可以被收容在电动机·发电机2的内侧的小直径,但由于是多板离合器,却具有即使电动机·发电机2以及内燃发动机的两者驱动时也可以将这些驱动力可靠传递给输入轴21的力矩容量。
另一方面,在所述变矩器5和多级变速机构6之间配置油泵50。变矩器壳体26和变速箱体19采用多个螺钉51连接成一体,与电动机壳体4一起构成一体壳体,并且在变速箱体上采用多个螺钉53将油泵壳体52一体连接,并且在该油泵壳体上采用螺钉56将油泵盖体55一体连接。所述油泵壳体52,使其外周面52a与变矩器壳体26的内周面26a嵌接进行定位,同时通过介入O圈构成油密封状。又,在所述泵轮30的外壳上一体设置焊接在所述前部盖体32上后部盖体57,并且在后部盖体的内径部分上通过焊接一体固定套筒状的泵轮毂59。又,该后部盖体57通过焊接与所述前部盖体32固定成一体,构成变矩器5的外部轮廓(环路)。
然后,与该后部盖体成一体的泵轮毂59,通过在与所述壳体26、19成一体的油泵壳体52的圆筒部52a的内周面上介入轴套60,可自由转动地被支撑,同时在其前端部上与所述油泵50的转轮50a连接。即,变矩器5的外壳后方部分,通过在与变矩器壳体26成一体的油泵壳体52上介入轴套60,可自由转动地被支撑。
又,所述导轮31被连接在单向离合器61上,该单向离合器的内座圈61a与套筒轴62花键连接,该套筒轴的前端部分与所述油泵盖体55花键连接进行固定。进一步,所述泵轮毂59和油泵壳体52之间插入密封圈63,又,在所述油泵50的内径部分上,在所述套筒轴62和输入轴21之间介入轴套或滚针65,在一体的油泵壳体52以及盖体55上介入套筒轴62间接支撑输入轴21。另一方面,输入轴21的后端部分通过轴承66被支撑在后部壳体20形成的毂20a上(参见图1)。
又,把该输入轴21的前端部分嵌插在变矩器的中心部件33上形成的孔33b内,使其与O圈形成接触,因此,中心部件33,在其后孔部33b中嵌入输入轴21同时将其前部嵌接在曲轴3的孔部3a中,横跨输入轴21和曲轴3之间形成支撑。即,变矩器5的外壳前方部分,通过中心部件被支撑在曲轴3上。此外,曲轴3,通过金属等轴承可以自由转动地支撑在发动机主体(包含发动机机组以及发动机壳体,图中未画出)上。
然后,中心部件33,其凸出部的中央部分鼓出,在该鼓出部33c上靠接所述转子支撑板15的毂15a,支撑该支撑板15。又,中央部件33的凸出部前端部分也鼓出,该鼓出部33d靠接在曲轴3的孔部3a上,支撑中心部分33。即,转子支撑板15大致为平板状,通过与所述中心部件33的鼓出部33c和毂15a在轴方向上比较狭窄的范围靠接,不限制相互倾斜(不是向压入那样一体倾斜),使沿转子的内径延伸的小径部分对准中央位置(同心)形成支撑。又,中心部件33也由于所述鼓出部33d许可规定的倾斜,与曲轴3对准中央位置(同心)进行支撑。
又,所述前部盖体32的内径部分32a的外径侧部分上固定定位块67。在该定位块67上形成的螺纹孔67a与所述转子支撑板15的孔15e以及输入板10的孔10b通过螺钉69螺接,将前部盖体32、转子支撑板15以及输入板10固定成一体。此外,转子支撑板15和输入板10也通过螺钉70固定成一体。这样,转子13连接在前部盖体32的外径侧,与连接在中心部的情况相比,用较小的力就可以传递较大的力矩,定位块67以及螺钉69等固定部(连接部)紧凑构成,可以轻量化。
转子支撑板15的圆板部15b,用所述螺钉69固定的地方(15e)的外径侧15b1形成为厚壁,而其内径侧15b2形成为比较薄的薄壁,并且形成规定的数量的通孔15f。这样,电动机·发电机2和变矩器5之间的力矩传递通过支撑板15的厚壁15b1进行,并且不参与力矩传递的固定地方附近的内径侧,只要确保转子13的同心有充分的强度就足够了,而且通过做成薄壁,并且形成通孔15f,可以轻量化。
以下对所述本混合驱动型汽车用驱动装置1的作用进行说明。
当车辆处于停止状态时,将图中未画出的点火开关打开,如果驾驶员脚踩加速踏板(调节阀低开度时),由图中未画出的电池向电动机·发电机2流入电流,电动机·发电机2作为电动机作用。即,图中未画出的控制器根据来自传感器17的信号(转子13的位置)以适当的时序在定子12的线圈中流入电流,转子13向前进方向上高效率转动,其转动驱动力,通过支撑板15、螺钉69以及定位块67向变矩器5传递,在该变矩器5按规定的力矩增大后,传递给输入轴21。
该车辆发动时,内燃发动机的燃料喷射装置不动作,处于发动机停止状态,只由电动机·发电机2的驱动力发动车辆。此外,如上所述,由于支撑板15转动,其结果,活塞反复进行气缸室的空气压缩、释放,进行往返运动。
在此,电动机·发电机2具有低转速时输出高力矩的驱动特性,根据变矩器5的力矩比增大以及多级变速机构6的1速挡的高力矩比,车辆平滑并且以规定的力矩发动、行驶。
然后,车辆在刚发动后的速度比较小,为了加速或者上坡,脚踩加速踏板,使调节阀打开到一定开度以上,燃料喷射装置动作,同时电动机·发电机2作为起动电机作用,火花塞点火,内燃发动机开始动作。这样,曲轴3转动,其转动驱动力通过传动板7以及输入板10传递给支撑板15。然后,内燃发动机以及作为电动机作用的电动机·发电机2两者的驱动力相加后传递给变矩器5,以较大的驱动力使车辆行驶。这时,多级变速机构6向上挡移动,所希望的转动速度的转动传递给驱动车轮。
然后,当车辆处于正常高速行驶状态时,电动机·发电机2为无负载运动(控制电动机输出与在电动机中所产生的反电势力形成的力矩相抵消),电动机·发电机2空转。这样,车辆只有内燃发动机的驱动力驱动行驶。
此外,电池的充电量(SOC)较少时,电动机·发电机2作为发电机作用给电池充电。在由所述内燃发动机驱动的状态或者由内燃发动机辅助电动机的驱动状态(有时是只有电动机驱动的状态)下,通过供给锁止ON油压使活塞板40移动,连接多板离合器(外摩擦板37以及内摩擦板36)。这样,传递给前部盖体32的力矩,通过花键35、外摩擦板37、内摩擦板36、毂43、减震弹簧45、盘42以及涡轮毂41,在不通过变矩器的油流的情况下直接传递给输入轴21。
又,在正常低中速行驶时或者下坡路行驶时等情况下,内燃发动机的输出具有余量,根据电池的SOC,电动机·发电机2作为发电机作用,给电池充电。特别是,在下坡路行驶时需要发动机制动时,增大作为所述发电机的电动机·发电机2的发电电力,可以获得充分的发动机制动效果。
又,当驾驶员脚踩脚刹车使车辆减速时,更加增大所述电动机·发电机2的发电电力,使该电动机·发电机2作为发电制动器动作,使车辆的惯性能力作为发电电力,可以降低摩擦制动器所产生的制动,力,降低散热对能量的消耗。又,即使在中速区域,为了能使发动机能在高输出、高效率区域下运行,电动机·发电机2作为发电状态,这样可以提高发动机的效率,同时使所述发电对电池充电,增大电动机运行,可以提高能量效率。
然后,车辆由于信号灯等而处于停止状态时,电动机·发电机2停止,并且燃料喷射装置处于OFF状态,内燃发动机也停止。即,没有现有技术的发动机的空转状态。又,从该停止状态进行的车辆的发动,如上所述,首先,由电动机·发电机2的电动机驱动力发动,刚发动后处于比较低速的状态,由所述电动机驱动力使发动机开始起动,由于电动机2的驱动力的辅助,发动机不会产生急剧的驱动力变动,平滑运行,然后,在需要发动机制动时或者制动停止时,电动机·发电机2作为发电制动器将车辆的惯性能量变换成电能。又,在发动机低负载、极低负载时的发动机效率差的区域,由电动机行驶。这样相辅相成,本混合驱动型汽车可以实现节省燃料费以及减少气体排放。
此外,本混合驱动型汽车用驱动装置1,并不限定于所述的使用形式,当然也可以在车辆停止时,同样使内燃发动机停止,而在车辆发动时,由电动机·发电机2起动内燃发动机,在该内燃发动机驱动力上加上电动机·发电机2的驱动力进行发动灯其它使用形式下进行使用。又,在所述实施方案中虽然示出的是将本发明适用于FF型自动变速机A中的例子,当然并不限定于此,也可以适用于FR型自动变速机和CVT型自动变速机中。
而且,本混合驱动型汽车用驱动装置1,如上所述,是在自动变速机A上附设电动机·发电机2后构成,在向车辆搭载时,希望能收容在和现有技术的自动变速机同样的空间中,又,电动机·发电机2希望能在所限定的空间中发挥所述功能,为此,要减少转子和定子之间的空隙、提高电动机性能,提高转子13的支撑精度就变得重要了。
因此,在对电动机·发电机2的转子13的支撑进行说明时,支撑转子13的支撑板15,由大致平板状构成的圆板部15b的小径部分的毂15a与中心部件33靠接进行同心,并且中心部件33由发动机曲轴3所支撑。因此,所述转子13由于由变矩器5的内径小的中心部件所支撑,与在变矩器的环路外径部上进行同心的情况相比,可以减少变矩器和转子的偏心量,减少转子13和定子12之间的空隙,提高电动机·发电机2的效率。
此外,将转子支撑板15插入中心部件33进行组装时,转子支撑板15,在该毂15a的内周面与中心部件33的外周面靠接部分以外的部分上,该转子支撑板15与变矩器不接触。如果,转子支撑板15在所述中心部件33以外的径方向上有与变矩器接触的部分时,该部分先接触,而被同心,有可能使同心精度变差,如上所述,转子支撑板,可靠靠接在用于同心部分的同心部件上,可以正确进行同心。然后,该转子支撑板,在所述同心的状态下,用螺钉69通过孔15e被固定在定位块67上。
进一步,沿用图3说明电动机转子的支撑。电动机壳体5采用锁止栓进行定位固定,以该锁止栓为基准,计算变矩器5、即一体连接的构成其外壳(环路)的前部盖体32以及后部盖体57的前侧(发动机侧)以及后侧(多级变速机构侧)的偏心量最大值。前侧由中心部件33的鼓出部33d和曲轴3同心,后侧通过在固定在变速箱体19上的油泵壳体52介入轴套60由泵轮毂59同心。
因此,在前侧,假定电动机壳体的锁止孔位置精度为a,锁止栓间隙为b,所述锁止栓位置基准的引擎曲轴3的振幅为c、曲轴间隙引起的偏心量为d,其相加后的值D(=a+b+c+d)则为前侧的最大偏心量。另一方面,在后侧,假定泵轮毂59的振幅为e,油泵壳体内周面52a和轴套60之间的间隙为f、该轴套的内径振幅为g、油泵壳体5和变矩器壳体26之间的间隙引起的偏心为h,该变矩器壳体26的内径位置为i,该变矩器壳体和电动机壳体4的锁止孔位置精度为j,锁止栓间隙为k,将这些值相加后的值E(=e+f+g+h+i+j+k)则为后侧的最大偏心量。根据所述计算,前侧偏心量D比后侧偏心量E要小规定的值(D<E)。
然后,假定从中心部件33和曲轴3的支撑部(33d)到转子支撑板15之间的距离为n,到轴套60的距离为q,由转子支撑板(毂15a)和中心部件(鼓出部)之间的间隙以及所述中心部件的同轴度引起的偏心量为m,计算出转子13的偏心量F,加上所述偏心量m后作为偏心量G,进一步根据该转子的宽度(轴方向长度)形成的倾斜,计算出量H,这些值相加后的量(G+H)则为转子偏心量。
因此,转子支撑板15配置在前侧、即发动机侧时,可以提高转子的轴支撑精度,并且通过螺钉69将转子支撑板15连接在定位块67上进行固定时,即使由于成为靠接面的定位块端面和支撑板圆板部15b侧面的平面精度引起支撑板15向中心部件33的外周面倾斜时,由于所述中心部件鼓出部33c以及支撑板毂15a是在与定位块端面(所述靠接面)成同一平面P附近的狭窄范围靠接,不会产生对所述倾斜妨碍的强制力,可以保持精度高的同心。
又,转子支撑板的毂15a在轴方向上可以自由相对移动地插入到中心部件33中,使转子13相对于变矩器5同心。变矩器5,由于离心油压以及负载压力的变化引起其外壳(前部盖体32灯)变形,特别是其变形量在转动中心部的轴方向变形大,因此,中心部件33向轴方向移动,如上所述,由于中心部件33和转子支撑板15可自由相对移动进行支撑,即使所述中心部件33在轴方向上移动,也不会对转子13的支撑精度有影响。
进一步,转子13固定设置在前部盖体32的内径部分32a上。即转子支撑板的圆板部15b,与该圆板部15b对向配置前部盖体32的内径部分32a,该前部盖体32的外径侧通过螺钉69固定在定位块67上。因此,由于变矩器5的变形,如上所述,其转动方向中心部大,而在前部盖体32的外径侧小,在所述前部盖体外径侧安装的转子13,由于变矩器5的变形对其支撑精度的影响比较小。
然后,参照图4说明本发明的第2实施方案。此外,本实施方案相当于上面说明的第1实施方案,起动装置不同,而电动机以及其转子的支撑结构和第1实施方案相同,采用相同的符号,并省略其说明。
本混合驱动型汽车用驱动装置12,和上面的实施方案同样,自动变速机的起动装置52部分上附加有电动机·发动机2,从发动机输出轴3以及电动机·发动机2的转子13,通过起动装置52向自动变速机的多级变速机构部分传递动力。电动机·发动机2以及起动装置52被收容在相互凸出连接形成一体的电动机壳体4以及起动装置壳体262内,所述转子13,由圆板部15b、毂15a以及保持部15c所构成转子支撑板15所支撑。此外,所述起动装置壳体262,可以和收容多级变速机构部的变速箱体形成一体,也可以分体形成。
又,在所述转子支撑板15上,由螺钉11直接连接传动板7。因此,来自发动机输出轴3的力矩,通过传动板7、转子支撑板15以及螺钉69、定位块67灯的固定部分向起动装置52前部盖体32传递,所述传动板构成挠性板。又,所述固定部分(15e)的内径侧的圆板部15b不由来自发动机以及电动机2的力矩作用,而专门用于电动机转子13的同心支撑用。
起动装置52具有起动离合器90以及减震装置91,并且被收容在构成外壳的壳体93内。壳体93通过将前部盖体32和后部盖体572焊接固定成一体后构成,并且在前部盖体32的前面中央部上将中央部件33固定成一体,同时在后部盖体57的后面中央部上将毂592固定成一体。然后,和所述实施方案同样,构成所述外壳的壳体93由中央部件33将其前方部支撑在发动机输出轴3上,同时由毂592将其后方部通过轴套60支撑在油泵壳体52上。
中心部件33具有与发动机曲轴3嵌接的凸出部33g、毂部33h以及平板状向外径方向延伸的圆板部(前侧面部)33i。又,前部盖体32由焊接在所述圆板部33i的外周面上的前侧面部32a、将该前侧面部弯曲大致成90度后沿轴方向后方延伸的中间筒状部32b、从该中间筒状部的后端弯折大致90度向外径方向立起的大致沿轴方向后方的外径部32c构成。
后部盖体572被焊接在所述前部盖体32的外径部32c的一端上,具有腕状的后侧面部572a。又,后部毂592被焊接在所述后侧部572a内周面上并沿轴方向延伸。
在所述壳体93内收容起动离合器90、该离合器操作用的油压传动机构94以及减震装置91。起动离合器90由多个离合器板95以及离合器盘96在轴方向上交互配置的多板离合器(WSC)构成,具有可以收容在电动机·发动机2内侧的小直径,由于是多板离合器,即使电动机·发动机2以及内燃发动机3两者驱动时,可以可靠将这些驱动力传递给输入轴21。
又,在所述前部盖体32的中间筒状部32b的内周面上直接形成花键35,在该花键35上连接所述外摩擦板的离合器板95,由扣环阻止脱落。另一方面,在所述中间筒状部32b的内径侧上配置筒状的离合器毂97,在形成在该毂97的外周面上的花键上连接所述内摩擦板的离合器盘96。
所述中心部件33,在位于前部盖体32的内侧的圆板部33i的外周面上形成密封用的环状凹槽,并且在毂部33h的外周面上形成环状凹槽。然后,活塞99由分别装入到所述2个环状凹槽的O圈100、101嵌接成油密封状,在该活塞99和由圆板部33i以及毂部33h构成的气缸之间,形成构成所述油压传动机构94的油压室。所述活塞具有向外径方向上延伸的离合器操作部99c,该离合器操作部的面向轴方向前方的侧面,通过与在前部盖体32的前侧面部32a的轴方向后方侧的面上形成的凸部32e靠接,对活塞99的收缩侧(起动离合器释放位置)进行定位。
在中心部件33的毂部33h,由扣环阻止脱落,固定挡板102,该挡板102和活塞99的背面之间收缩设置回动弹簧103。另一方面,中心部件33在毂部33h侧形成有凹部105,在该凹部上嵌接自动变速机的输入轴21。在该输入轴21上,贯通轴方向形成油孔21a,该油孔21a在轴前端部上开口,同时在该输入轴21和凹部105之间安装密封圈106。
然后,在中心部件33上,从所述凹部105开始向大致外径方向上穿通设置油孔107,来自所述输入轴21的轴孔21a的油压,从其前端开口部通过油孔(油路)106b导入到传动机构94的油压室中。
在所述输入轴21上,成为起动装置90的输出侧的轮毂109构成花键结合,在该轮毂的外径侧上,在由所述前部盖体外径部32c以及后部盖体572等构成的大径收容部分E中收容所述减震装置91。此外,在前部盖体32中的中间圆筒部32b的内径侧的小径收容部分F上,配置所述起动装置90以及油压传动机构94。
另一方面,轮毂109被支撑为,在所述后部毂592的前侧面以及中心部件33的后端面之间介入止推轴承110、111,通过这两个止推轴承,限制轮毂109以及与其成一体的减震装置91相对于壳体93在轴方向上的移动。
又,在所述轮毂109的内周面上形成的花键与在输入轴21上形成的花键卡接,并且在该输入轴21上通过介入轴套113支撑套轴112。该套轴112的前端部分,在介入密封圈后油密封状嵌入到所述轮毂109上。又,在该套轴112的外径侧上,留出规定的空隙地配置所述后部毂592,并且该后部毂通过在被固定在变速箱体(参见图1)上的油泵壳体52上配置轴套60,而构成可自由转动的支撑。
因此,在所述套轴112和输入轴21之间,通过所述空隙以及缺少一部分齿的花键等,构成变速箱体内地油路和与所述起动装置52的壳体93内连通的第1油路,又,在所述套轴112和后部毂592的圆筒部之间,由所述空隙构成第2油路,来自变速箱壳体的润滑油,从所述第1以及第2油路的一方向壳体93内供给,而从另一方排出,构成循环油路。所供给的润滑油,在壳体93内,对止推轴承110、111、起动离合器90、减震装置91等各部件进行润滑后被排出。
又,所述减震装置21包括,通过起动离合器23可以与发动机3以及电动机·发动机2的输出连接的传动板120、中间板121、与输入轴21连接的从动板122、在从传动板120到中间板121之间以及从该中间板121到从动板122之间配置的线圈弹簧(第1以及第2弹簧)125、126,通过这些线圈弹簧125、126,可以吸收起动离合器挂接时的冲击转动,将电动机·发动机2和发动机3的驱动力良好传递给自动变速机。
即,减震装置93,具有相互不同直径的大致环状的中间板121以及从动板122、配置在两板121、122的两侧并且用栓相互连接固定的传动板120,从动板122由铆钉127与轮毂109固定成一体。所述中间板121在其内周面上具有向内径方向凸出的凸部(图中未画出),该凸部和后述的从动板122的向外周方向凸出的凸部之间,收缩设置由双重线圈弹簧构成的大径的第1(线圈)弹簧125。
又,从动板122构成为环状,在该环状的外周侧上具有向外径方向凸出的所述凸部(图中未画出),又,在所述环状部分上形成的孔(图中未画出)中将小径的第2(线圈)弹簧126按规定的量压缩后收容。进一步,在所述同一平面上配置的中间板121以及从动板122的两侧上相互连接固定后配置的传动板120,具有收容第1弹簧52以及第2弹簧53的弹簧壳体120a、120b,弹簧壳体120a例如具有将相邻2个第1弹簧125均收容的周方向长度,而弹簧壳体120b具有相当于所述第2弹簧126具有规定的游隙的周方向长度。
因此,本减震装置91,首先从离合器毂97传递来的传动板120的转动力在压缩传动板的邻近弹簧壳体120a的一方的第1弹簧125的情况下传递给中间板121,进一步传递给该中间板121的凸部的转动力在压缩邻近的另一方的第1弹簧125的情况下通过从动板122的凸部传递给该板。这样,圆周上的2个第1弹簧125在介入中间板121后成直列状作用,作用在传动板120上的冲击力由长冲程吸收,可以传递给从动板122。
又,如果由于2个作用成所述直列状的第1弹簧125在传动板120和从动板122之间产生相对转动,将弹簧壳体120b的一端和第2弹簧126之间的游隙吸收,在由该壳体端压缩第2弹簧126的情况下,将传动板120的转动力传递给从动板122。这样,在根据所述第1弹簧125的压缩吸收规定的力矩的基础上,从所述冲程的中途作用第2弹簧126的压缩变形力,从冲程的中途由大抵抗吸收冲击力。这样,通过中间板121作用成直列状的2个第1弹簧125以及从冲程中途作用的第2弹簧126,在起动离合器挂接时地冲击转动可以有效吸收,可以将电动机·发动机2以及发动机3的驱动力良好传递给自动变速机。
以下,说明本实施方案中起动装置52以及电动机·发动机2等的配置构成。即,如上所述,在前部盖体32内外径侧的大径收容部分E中收容减震装置91,在内径侧的小径收容部分F中收容起动离合器90。进一步,在壳体93的外部上方、即前部盖体32的中间圆筒部32b的外径侧中形成空间,在该空间内收容所述电动机·发动机2。
所述起动装置52具有构成为以发动机输出轴3的轴线为中心的环状并且在轴方向上相互相隔规定的距离配置的起动离合器90以及减震装置91。该起动离合器90与电动机·发动机2在轴方向上交叠配置。起动离合器90,在径方向上位于减震装置91的第1以及第2弹簧125、126之间,配置成靠近减震装置向内径侧后退。又,电动机·发动机2,如上所述,由转子13和定子12构成,该转子13与起动离合器23在轴方向位置内交叠。
在具有以上构成的本混合驱动型汽车用驱动装置12中,由于起动离合器90以及减震装置91在轴方向上相互相隔规定的位置进行配置,与减震装置91以及起动离合器90在径方向上配置成直列状的现有结构相比,可以充实减震装置的构成。因此,通过对该减震装置91和所述起动离合器90之间的适当组合,以及由电动机·发动机2产生车辆发动时的力矩那样构成,可以获得将发动时的电动机·发动机2的力矩,通过起动离合器90以及减震装置91圆滑传递给自动变速机构的结构。这时,即使不搭载设置在现有装置中的变矩器,由于可以采用电动机·发动机2完成其力矩增大作用,在发动机3上搭载电动机·发动机2的情况下,可以去除搭载变矩器时的布局空间,可以缩短装置整体在轴方向上的尺寸。特别是,在本实施方案中,不仅起动离合器90,由于起动离合器90以及减震装置91的两者可以收容在定子12的大致轴方向尺寸内,可以进一步提高轴方向尺寸的紧凑化。
一般,变矩器具有在泵轮和涡轮相随转动的速度的时刻挂接锁止离合器的构成,在本驱动装置12中,和使用变矩器的情况相比,由起动装置52可以提早到达成为直接连接状态的时刻,发动机3以及自动变速机构的直接连接状态下可以使用的车速区域,与搭载变矩器时的情况相比,可以扩大,提高传递效率,可以提高燃气效率。
又,通过使起动离合器90以及减震装置91在轴方向上相隔规定的距离进行配置,可以抑制配置电动机所引起的在径方向尺寸上的增大。然后,起动离合器90以及减震装置91分别与电动机2在轴方向上交叠配置,可以增大在轴方向尺寸上的紧凑化。进一步,通过使起动离合器90靠近减震装置91位于内径侧上,由于可以实现在减震装置91以及起动离合器90之间的段差部的中间筒状部32b上支撑电动机·发动机2的结构,可以获得电动机·发动机2向外径侧的凸出量被抑制到可及的程度的结构。同样,由于电动机·发动机2在径方向上位于第1以及第2弹簧125、126之间,在减震装置91和其相邻的起动离合器52之间,如上所述设置段差部(32b),在该段差部上适当连接电动机·发动机2的转子支撑部件15等,可以简化与电动机·发动机2之间的连接结构。
这样,可以实现装置的车辆搭载工艺的简略化以及容易实现制造线共用等,由此也可以实现成本降低。又,起动离合器90的挂接时的冲击转动由于可以由所述充实构成的减震装置91可靠吸收,可以实现不搭载变矩器的装置构成,这时,在发动机3以及自动变速机构直接连接状态下可以使用的车速区域,与搭载变矩器时的情况相比,可以扩大,因此,提高传递效率,可以提高燃气效率。
进一步,起动装置52包括内包起动离合器90以及减震装置91的输入部件的壳体93,电动机2由定子12以及转子13构成,该转子13具有转子支撑部件15,由于在起动装置52的输入部件(壳体93)以及发动机输出轴3上连接转子13的支撑部件15的状态下,进行起动装置52以及发动机输出轴3和转子13之间的驱动力传递,不需要直接转动支撑转子13的固定部件(图中未画出),可以缩短装置在轴方向上的尺寸,可以实现装置的小型化。
如上所述,本发明的混合驱动型汽车用驱动装置,可以适用于轿车、卡车等包括内燃发动机的所有汽车中,特别适用于通过在具有自动变速机的汽车中附加电动机·发动机而构成的混合驱动型汽车的驱动装置中。
Claims (11)
1.一种混合驱动型汽车用驱动装置,是一种包括具有起动装置的自动变速机、具有定子和转子的电动机,把该电动机以及发动机的输出输入到所述起动装置中的混合驱动型汽车用驱动装置,所述起动装置具有前部盖体以及向该前部盖体的前方凸出设置的中心部件,其特征是:
所述中心部件与所述发动机输出轴靠接而被支撑成与所述发动机输出轴同心,
所述转子具有支撑该转子的支撑板,并且该支撑板具有向内径方向延伸的圆板部,通过由该圆板部的小径侧部与所述中心部件的靠接而形成同心,同时通过该圆板部被固定在所述前部盖体上。
2.根据权利要求1所述的混合驱动型汽车用驱动装置,其特征是:所述转子支撑板的圆板部和中心部件的靠接部是在所述前部盖体上的固定所述圆板部的平面延长线附近的比较窄的部分。
3.根据权利要求1或2所述的混合驱动型汽车用驱动装置,其特征是:所述前部盖体包括与所述转子支撑板的圆板部对向且大致平行配置的内径部分,在该内径部分的外径侧固定所述转子支撑板的圆板部。
4.根据权利要求1所述的混合驱动型汽车用驱动装置,其特征是:具有与发动机主体固定成一体的,并且同时固定所述电动机的定子的固定部件,
把具有所述中心部件的所述起动装置的外壳的一方通过所述中心部件靠接而支撑在所述发动机的输出轴上,把其另一方支撑在所述固定部件上。
5.根据权利要求1所述的混合驱动型汽车用驱动装置,其特征是:通过从发动机所处位置侧,依次配置电动机壳体、起动装置壳体以及变速箱壳体,而形成一体壳体,
在所述电动机壳体上固定所述定子,所述发动机输出轴可自由转动地被支撑在发动机主体上,
在所述一体壳体的内周面上嵌接配置油泵壳体,并且该油泵壳体被固定在所述一体壳体上,
所述起动装置具有由所述前部盖体以及与所述前部盖体被固定成一体的后部盖体所构成外壳,该外壳的前方部通过所述中心部件被靠接支撑在所述发动机输出轴上,同时该外壳的后方部通过与所述后部盖体成一体的毂被支撑在所述油泵壳体上。
6.根据权利要求1所述的混合驱动型汽车用驱动装置,其特征是:所述转子支撑板的圆板部,从被固定在所述前部盖体上的部分的向内径侧的部分的形成厚度比外径侧部的厚度薄。
7.根据权利要求1所述的混合驱动型汽车用驱动装置,其特征是:所述转子支撑板的圆板部,从固定在所述前部盖体上的部分的向内径侧的部分上形成凹孔。
8.根据权利要求3所述的混合驱动型汽车用驱动装置,其特征是:在所述发动机输出轴和所述转子支撑板之间介入力矩传递部件,发动机输出轴的力矩通过该力矩传递部件以及所述圆板部与前部盖体的固定部分传递所述起动装置。
9.根据权利要求8所述的混合驱动型汽车用驱动装置,其特征是:所述力矩传递部件由具有可挠性的挠性板构成。
10.根据权利要求1所述的混合驱动型汽车用驱动装置,其特征是:所述起动装置具有流体传动装置。
11.根据权利要求1所述的混合驱动型汽车用驱动装置,其特征是:所述起动装置具有起动离合器以及减震装置。
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JP2001244888 | 2001-08-10 | ||
JP244888/2001 | 2001-08-10 | ||
JP244888/01 | 2001-08-10 |
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US (1) | US7017693B2 (zh) |
EP (1) | EP1415840B1 (zh) |
JP (1) | JP3864955B2 (zh) |
KR (1) | KR100964174B1 (zh) |
CN (1) | CN100500465C (zh) |
DE (1) | DE60234104D1 (zh) |
WO (1) | WO2003013893A1 (zh) |
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2002
- 2002-08-09 EP EP02760597A patent/EP1415840B1/en not_active Expired - Lifetime
- 2002-08-09 DE DE60234104T patent/DE60234104D1/de not_active Expired - Lifetime
- 2002-08-09 WO PCT/JP2002/008174 patent/WO2003013893A1/ja active Application Filing
- 2002-08-09 JP JP2003518859A patent/JP3864955B2/ja not_active Expired - Fee Related
- 2002-08-09 US US10/433,978 patent/US7017693B2/en not_active Expired - Lifetime
- 2002-08-09 CN CNB028028686A patent/CN100500465C/zh not_active Expired - Fee Related
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US7017693B2 (en) | 2006-03-28 |
WO2003013893A1 (fr) | 2003-02-20 |
EP1415840A4 (en) | 2007-10-03 |
JP3864955B2 (ja) | 2007-01-10 |
DE60234104D1 (de) | 2009-12-03 |
KR100964174B1 (ko) | 2010-06-17 |
KR20040030427A (ko) | 2004-04-09 |
EP1415840A1 (en) | 2004-05-06 |
US20040045752A1 (en) | 2004-03-11 |
JPWO2003013893A1 (ja) | 2004-11-25 |
EP1415840B1 (en) | 2009-10-21 |
CN1473119A (zh) | 2004-02-04 |
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