CN102649463A - 混合动力车辆用驱动装置 - Google Patents

混合动力车辆用驱动装置 Download PDF

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Publication number
CN102649463A
CN102649463A CN2012100406209A CN201210040620A CN102649463A CN 102649463 A CN102649463 A CN 102649463A CN 2012100406209 A CN2012100406209 A CN 2012100406209A CN 201210040620 A CN201210040620 A CN 201210040620A CN 102649463 A CN102649463 A CN 102649463A
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China
Prior art keywords
clutch
change
propulsive effort
speed box
electrical motor
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Granted
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CN2012100406209A
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CN102649463B (zh
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野村明史
大森谦一
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
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Abstract

提供一种混合动力车辆用驱动装置，能够仅使用发电效率高的转速范围来进行再生发电。具备：发动机驱动系统，其把发动机(7)的驱动力经由单向离合器(14)而向变速器(17)传递，把被该变速器(17)变速后的驱动力向后轮(WR)传递；电动机驱动系统，其把电动机(15)的驱动力向所述后轮(WR)传递，其中，使电动机驱动系统的电动机(15)的驱动力在发动机驱动系统的变速器(17)的上游且是单向离合器(14)的下游汇合。变速器(17)具备有通过交替切换一侧离合器(CL1)和另一侧离合器(CL2)的连接状态而能够进行相邻变速齿轮之间变速的双离合器(18)，在进行电动机(15)的再生控制时进行自动变速，以产生发电效率高的任意转速和电动机扭矩。

Description

混合动力车辆用驱动装置
技术领域
本发明涉及混合动力车辆用驱动装置，特别是涉及把发动机和电动机作为车辆的驱动源而协同动作的混合动力车辆的混合动力车辆用驱动装置。
背景技术
现有知道把发动机和电动机作为车辆的驱动源而协同动作的混合动力车辆。在车体安装有向电动机供给电力的蓄电池，在减速时和下坡行驶时等使电动机再生发电来向蓄电池充电，以谋求更加提高能量效率。
专利文献1公开了在小型摩托车型混合动力两轮车辆中，在自由摇动地安装在车体架且支承后轮的摆动单元，收容发动机和电动机的结构。该混合动力两轮车辆把发动机的驱动力经由带式无级变速器向后轮传递，另一方面，配设在后轮车轴附近的电动机的驱动力则不经由无级变速器而向后轮传递。
专利文献1：(日本)特许第3967309号公报
如上所述，在混合动力车辆中，在减速时和下坡行驶时等把电动机作为发电机使用，通过进行再生发电而能够谋求提高能量效率，但知道再生发电时的发电效率根据电动机的特性在特定的转速范围高，而越从该转速范围离开则越低。但在专利文献1记载的技术中，由于电动机与后轮之间的减速比率是固定的，所以再生充电时的电动机转速与后轮的转速成正比，不能够积极地选择发电效率高的转速范围以进行再生充电。
发明内容
本发明的目的在于解决上述现有技术的课题而提供一种混合动力车辆用驱动装置，能够仅使用发电效率高的转速范围来进行再生发电。
为了达到上述目的，本发明的混合动力车辆用驱动装置具备：发动机驱动系统，其把发动机(7)的驱动力经由驱动力断接机构(14、90、100)向变速器(17)传递，把被该变速器(17)变速后的驱动力向后轮(WR)传递；电动机驱动系统，其把电动机(15)的驱动力向所述后轮(WR)传递，其中，使所述电动机驱动系统的所述电动机(15)的驱动力在所述发动机驱动系统的所述变速器(17)的上游且是所述驱动力断接机构(14、90、100)的下游汇合。这点是第一特点。
所述驱动力断接机构(14)由单向离合器构成，该单向离合器能够把从所述发动机(7)侧输入的驱动力向所述变速器(17)侧传递，而不能把从所述变速器(17)侧输入的驱动力向所述发动机(7)侧传递。这点是第二特点。
所述驱动力断接机构(90、100)由能够被控制部(10)任意控制断开和连接的多片离合器(90)或爪形离合器(100)构成。这点是第三特点。
所述变速器(17)是能够根据控制部(10)的指令而任意切换变速齿轮的自动变速器，所述控制部(10)在进行所述电动机(15)的再生控制时对所述变速器(17)进行自动控制，以产生发电效率变高的任意转速和电动机扭矩。这点是第四特点。
所述变速器(17)具备有通过交替切换一侧离合器(CL1)和另一侧离合器(CL2)的连接状态而能够进行相邻变速齿轮之间变速的双离合器(18)。这点是第五特点。
从车体侧面看把所述电动机(15)配设在所述发动机(7)的曲轴(13)的车体后方且是所述变速器(17)的车体上方。这点是第六特点。
所述驱动力断接机构(14、90、100)被安装在所述发动机(7)的曲轴(13)的一端侧，在所述曲轴(13)的另一端侧安装有发电机(12)，把所述双离合器(18)安装在所述变速器(17)的主轴(80、81)上相对所述发电机(12)的轴向相反侧端部。这点是第七特点。
所述双离合器(18)设置在所述变速器(17)的主轴(80、81)上，所述驱动力断接机构(14、90、100)向设置在所述主轴(80、81)上的初级从动齿轮(67)传递驱动力，所述初级从动齿轮(67)向所述双离合器(18)传递驱动力，所述电动机(15)的电动机输出齿轮(84)与所述初级从动齿轮(67)啮合。这点是第八特点。
根据第一特点，由于使电动机驱动系统的电动机的驱动力在发动机驱动系统的变速器的上游且是驱动力断接机构的下游汇合，所以能够仅使用发动机或电动机，或者使用发动机和电动机这双方来向后轮传递旋转驱动力以进行混合动力行驶，而且在减速时等进行电动机的再生控制时，能够把从后轮输入的旋转驱动力由变速器变速而使电动机以任意的转速旋转。由此，即使在再生控制时的行驶状态不同的情况下，也能够自动控制变速器以产生任意的转速和扭矩来提高电动机的发电效率。且能够根据需要来变更再生控制的电动机扭矩，还能够产生与发动机车的发动机制动同样的减速感觉。
根据第二特点，由于驱动力断接机构是能够把从发动机侧输入的驱动力向变速器侧传递，但不能把从变速器侧输入的驱动力向发动机侧传递的单向离合器，所以在由电动机驱动后轮时就成为向发动机侧的驱动力传递被断开，例如能够在停止发动机的状态下驱动后轮。即使在对电动机进行再生控制的情况下，发动机也不会随同旋转，能够减少驱动力的传递损失而提高能量效率。
根据第三特点，由于驱动力断接机构由能够被控制部任意控制断开和连接的多片离合器或爪形离合器构成，所以能够把发动机和变速器之间的驱动力传递任意地断开和连接，例如在由电动机驱动后轮时把向发动机侧的驱动力传递断开，能够在停止发动机的状态下行驶。
根据第四特点，由于变速器是能够根据控制部的指令而任意切换变速齿轮的自动变速器，控制部在进行电动机的再生控制时对变速器进行自动控制，以产生发电效率高的任意转速和电动机扭矩，所以利用自动变速器的变速控制就能够提高再生控制时的发电效率。
根据第五特点，由于变速器具备有通过交替切换一侧离合器和另一侧离合器的连接状态而能够进行相邻变速齿轮之间变速的双离合器，所以能够不断开旋转驱动力就进行变速，因此，再生控制时的变速顺利，容易提高发电效率。
根据第六特点，由于从车体侧面看是把电动机配设在发动机的曲轴的车体后方且是变速器的车体上方，所以从车体侧面看是把电动机配设在发动机前后方向的大致中央位置，能够谋求动力单元的质量集中。
根据第七特点，由于驱动力断接机构被安装在发动机的曲轴的一端侧，在曲轴的另一端侧安装有发电机，把双离合器安装在变速器的主轴上且相对发电机的轴向相反侧端部，所以把重物即发电机和双离合器分散配置在车宽度方向的左右，能够调整车辆的车宽度方向的重量平衡。
根据第八特点，由于把双离合器设置在变速器的主轴上，驱动力断接机构向设置在主轴上的初级从动齿轮传递驱动力，初级从动齿轮向双离合器传递驱动力，电动机的电动机输出齿轮与初级从动齿轮啮合，所以能够把发动机侧的驱动力断接机构和电动机侧的电动机输出齿轮与一个初级从动齿轮连结，能够减少零件个数和重量。容易把电动机配设在变速器的上方，能够防止由于设置电动机而引起发动机的曲轴箱大型化。
附图说明
图1是适用本发明一实施例混合动力车辆用驱动装置的两轮机动车的左视图；
图2是混合动力两轮车辆的发动机的剖视图；
图3是表示驱动力断接机构结构的图2局部放大图；
图4是表示驱动力断接机构第一变形例的放大图；
图5是表示驱动力断接机构第二变形例的放大图；
图6是表示混合动力车辆用驱动装置整体结构的框图；
图7(a)和(b)是表示电动机驱动时驱动力的传递路径和电动机再生控制时驱动力的传递路径的框图；
图8是表示本实施例在减速时进行再生控制顺序的流程图；
图9是表示电动机转速和电动机扭矩与发电效率关系的曲线。
附图标记说明
1两轮机动车(混合动力车辆)    7发动机    10控制部
11蓄电池    12发电机    13曲轴
14单向离合器(驱动力断接机构)    15电动机
16变速电动机    17变速器    18双离合器(离合器机构)
19离合器驱动机构    67初级从动齿轮
90多片离合器(驱动力断接机构)
100爪形离合器(驱动力断接机构)
WR后轮
具体实施方式
以下，参照附图详细说明本发明优选的实施例。图1是适用本发明一实施例混合动力车辆用驱动装置的两轮机动车1的左视图。鞍乘型的两轮机动车1是使发动机7和电动机15协同动作来驱动后轮(WR)的鞍乘型混合动力两轮车辆。
在车体架2的前方侧设置有能够转向地轴支承左右一对前叉4的头管3。在前叉4的下端部自由转动地轴支承着前轮WF，在上端部安装着转向车把8。在转向车把8的车体前方侧配设有与前叉4一体进行摇动动作的仪表装置5和前照灯6。
车体架2具备具有桁架结构的左右一对主车架，在其车体下部悬挂地支承着包含并列两气缸的发动机7和电动机15的动力单元整体。在发动机7的曲轴箱24的大致中央配设有朝向车宽度方向的曲轴13。在曲轴13的车体前方侧安装有气缸体21。在气缸体21的上部安装有具有气门机构的气缸头22和气缸头盖23。在气缸头22的进气口侧安装有利用连结管25而与空气滤清器盒27连结的节气门本体26，在排气口侧安装有与消音器41连结的排气管42。在节气门本体26的内部具备节气门阀和燃料喷射装置的喷射器(未图示)，在排气管42内部配设有三元催化剂。
与发动机7协同动作来驱动后轮WR的电动机15在曲轴13的后部上方且是包含主轴81和中间轴82的变速器(自动变速器)17的上方位置被固定在曲轴箱24的上面部。
在曲轴箱24的后端部固定着左右一对枢轴板37。自由旋转地轴支承后轮WR的摆动臂39经由摆动臂枢轴36而被支承在枢轴板37。且在枢轴板37支承有停车时使车体直立的中心支地架38和支承乘员放脚的脚踏板的左右一对脚踏板用板30。摆动臂39的车体后方侧利用左右一对缓冲单元33而被悬挂在车体。发动机7和电动机15的旋转驱动力经由驱动链条40向后轮WR传递。
在车体架2的上方配设有燃料箱29和左右一对侧罩28。空气滤清器盒27被收容在形成于燃料箱29前方下部的凹部。在车体架2的后部固定着左右一对后车架32。在后车架32的上部配设有车座31，在其后部安装着支承尾灯装置35的后罩34。
在车座31的下部配设有：蓄电池11，其在电动机15驱动时供给电力且在电动机15再生发电时利用该发电的电力进行充电；控制部(ECU)10，其进行电动机15的驱动控制和发动机7的变速器17的变速控制等。
图2是本实施例混合动力两轮车1的发动机7的剖视图。与上述相同的符号则表示相同或同等的部分。在曲轴13的曲臂56之间自由旋转地安装有连杆55的大端部，在连杆55的小端部安装着在形成于气缸体21的气缸内进行往复动作的活塞54。
在气缸头22配设有驱动进气排气阀(未图示)的凸轮轴50。在凸轮轴50的图示右端部固定有卷绕着环状凸轮链条53的凸轮链轮51。凸轮链条53的另一侧被卷绕在形成于曲轴13的驱动齿轮57。凸轮轴50的图示左端侧与使发动机冷却水循环的水泵52连接。
在曲轴13的图示左端部安装有与曲轴13同步旋转的发电机12。发电机12是由固定在曲轴箱24侧的定子66和在其外周侧旋转的转子65构成的外转子式。
在发电机12的图示右侧经由单向离合器63而安装有起动用链轮62，其用于通过发动机起动用起动电动机(未图示)而使曲轴13旋转。
在曲轴13的图示右端部安装有作为驱动力断接机构的单向离合器14。单向离合器14包括：被螺栓61固定在曲轴13的外侧环59、相对外侧环59被自由旋转地轴支承的发动机输出齿轮58、配设在外侧环59与发动机输出齿轮58之间的凸轮机构60。单向离合器14在从曲轴13有驱动力输入的情况下把该驱动力向发动机输出齿轮58传递，而在从发动机输出齿轮58有驱动力输入的情况下，不把该驱动力向曲轴13传递。
发动机输出齿轮58与安装在作为变速器17输入轴的主轴且作为驱动力断接机构的初级从动齿轮67啮合。在初级从动齿轮67的轴向两侧配设有由第一离合器CL1和第二离合器CL2构成的作为离合器机构的双离合器18。与之对应，变速器17的主轴具有由筒状的外侧轴80和被轴支承为能够相对该外侧轴80旋转的内侧轴81构成的双重结构。
双离合器18的第一离合器CL1和第二离合器CL2利用分别被控制部10(参照图6)控制的离合器驱动机构19而能够自动地进行断开和连接动作。第一离合器CL1的第一离合器壳体68a和第二离合器CL2的第二离合器壳体68b分别被构成与初级从动齿轮67一体旋转。且当在第一离合器CL1的离合器片69a产生有摩擦力，则第一离合器壳体68a的旋转驱动力就经由第一离合器支承部件70a而向内侧轴81传递，另一方面，当在和第二离合器CL2的离合器片69b产生有摩擦力，则第二离合器壳体68b的旋转驱动力就经由第二离合器支承部件70b而向外侧轴80传递。
变速器17是前进6级的有级变速器，1、3、5速的奇数级驱动侧齿轮不能旋转地被支承在内侧轴81，另一方面，2、4、6速的偶数级驱动侧齿轮不能旋转地被支承在外侧轴80。向初级从动齿轮67输入的旋转驱动力在是连接第一离合器CL1的情况下，向内侧轴81传递，在是连接第二离合器CL2的情况下，仅向外侧轴80传递。
变速器17的变速齿轮啮合由变速电动机16(参照图6)来变更，从中间轴82输出以与规定的变速齿轮对对应的减速比被减速了的旋转驱动力。变速电动机16进行的变速动作是根据发动机转速、车速、节气门开度等信息来自动实行，另外还能够按照设置在转向车把8等的变速开关(未图示)的操作而任意进行。
该双离合器式变速器例如在由3速齿轮传递旋转驱动力期间为了能够成为由4速齿轮来进行驱动传递，能够实行预先变更啮合的预备变速。由此，在预备变速完成的状态下，能够相互切换第一离合器CL1和第二离合器CL2的连接状态，即通过进行离合器连接状态的切换而能够完成向相邻变速级的变速动作。在中间轴82的图示左端部利用螺栓83固定有向驱动链条40(参照图1)传递驱动力的驱动链轮20。
在变速器17的车体上方位置而配设在曲轴箱24上面部的电动机15是由固定在旋转轴85的转子86和配设在该转子86周围的定子87构成的内转子式。在旋转轴85的一端部固定有电动机输出齿轮84，该电动机输出齿轮84与初级从动齿轮67啮合。
由此，安装在变速器17主轴的初级从动齿轮67成为与上述的发动机输出齿轮58和电动机输出齿轮84这两个齿轮啮合。即本实施例的混合动力车辆用驱动装置的特点是：在把曲轴13的旋转驱动力向后轮WR传递的发动机驱动系统中，使电动机15的驱动力在变速器17的上游且是单向离合器(驱动力断接机构)14的下游位置汇合。根据该特点则以下所示的动作被实现。
(1)在利用发动机的驱动力行驶时，经由单向离合器而向变速器传递驱动力。这时，电动机与曲轴随同旋转。
(2)在利用电动机的驱动力行驶时，从电动机向变速器传递驱动力。这时，由于电动机的驱动力通过单向离合器的作用不能向曲轴传递，所以曲轴不会随同旋转。
(3)在减速时和下坡行驶时而不需要驱动力时，利用从后轮侧输入的旋转驱动力而能够使电动机进行再生发电。在该情况下，通过进行变速器的变速控制而能够任意变更电动机的转速。且在再生发电时，曲轴也不会随同旋转。
图3是表示驱动力断接机构结构的图2局部放大图。与上述相同的符号则表示相同或同等的部分。如上所述，本实施例的混合动力车辆用驱动装置具备：发动机驱动系统，其把发动机7的驱动力经由单向离合器14而向变速器17传递，把被该变速器17变速后的驱动力向后轮WR传递；电动机驱动系统，其把电动机15的驱动力向后轮WR传递，其中，使电动机驱动系统的电动机15的驱动力在发动机驱动系统的变速器17的上游且是单向离合器14的下游汇合。
更详细说就是，在曲轴13的图示右端部使外侧环59进行花键配合，并经由垫圈88用螺栓61固定。在外侧环59自由旋转地安装有发动机输出齿轮58。在外侧环59与发动机输出齿轮58之间配设有凸轮机构60，其能够仅把从外侧环59侧输入的单向的旋转驱动力向发动机输出齿轮58传递。凸轮机构60也可以被由球和滚轮构成的单向驱动机构代替。
初级从动齿轮67经由多个减震器89而被安装在离合器壳体支承部件89a。第一离合器壳体68a和第二离合器壳体68b夹着初级从动齿轮67地以背面相对固定在离合器壳体支承部件89a。本实施例的双离合器18是通过被供给液压泵(未图示)产生的液压来切换连接状态的常开式液压离合器，离合器驱动机构19(参照图6)由开闭液压通路的电磁阀构成。离合器的形态能够有各种变形，随之，离合器驱动机构也能够由机械按压驱动离合器支承部件的驱动器等构成。
上述实施例中对于驱动力断接机构是使用的单向离合器14，但也可以代替单向离合器而使用其他机构。以下参照图4、图5来说明驱动力断接机构的变形例。
图4是表示驱动力断接机构第一变形例的放大图。与上述相同的符号则表示相同或同等的部分。该第一变形例作为驱动力断接机构而适用由控制部10能够任意进行断开和连接控制的常开式多片离合器90。
在曲轴13的图示右端部使离合器支承部件94进行花键配合，并经由垫圈97用螺栓96固定。在离合器支承部件94的图示左侧自由旋转地轴支承有发动机输出齿轮95，在发动机输出齿轮95的圆筒部外周固定着离合器壳体91。在离合器壳体91的内周部经由密封部件而插入有液压活塞92。液压活塞92利用被供给的连接液压而克服复位弹簧93的作用力向图示右侧滑动，由此而使在离合器片98产生摩擦力，使曲轴13的旋转驱动力向发动机输出齿轮95传递。
根据该多片离合器90的驱动力断接机构，除了能够有与上述单向离合器14同样的动作之外，还能够在离合器断开和连接时作出半离合状态而减少断开和连接时驱动力的变动。
图5是表示驱动力断接机构第二变形例的放大图。与上述相同的符号则表示相同或同等的部分。该第二变形例作为驱动力断接机构而适用由控制部10能够任意进行断开和连接控制的爪形离合器100。
在曲轴13的图示右端部使具有向轴向突出的多个爪104的套筒102能够向轴向滑动地进行花键配合，并经由垫圈107用螺栓106固定。在套筒102的图示左侧固定着形成有多个爪孔103的发动机输出齿轮105。当套筒102利用驱动器等的驱动力而向图示左侧滑动时，则爪104与爪孔103卡合，被切换成驱动力传递状态。利用该爪形离合器100的驱动力断接机构能够实现损失少的驱动力传递。
图6是表示混合动力车辆用驱动装置整体结构的框图。与上述相同的符号则表示相同或同等的部分。如使用图2说明的那样，在曲轴13的一端部设置有发电机12，在另一端部设置有驱动力断接机构14。驱动力断接机构14与初级从动齿轮67啮合，该初级从动齿轮67连结有离合器机构(双离合器)18且与电动机15的输出齿轮啮合。
双离合器18利用由控制部10控制的离合器驱动机构19来控制断开和连接，变速器17利用由控制部10控制的变速电动机16来控制变速。蓄电池11与发电机12和电动机15连接，控制部10进行电动机15的驱动和再生发电控制，且进行发电机12的发电控制。
图7是表示电动机驱动时驱动力的传递路径(a)和电动机再生控制时驱动力的传递路径(b)的框图。与上述相同的符号则表示相同或同等的部分。在(a)所示的电动机驱动时，利用来自蓄电池11的供给电力而电动机15被驱动，其旋转驱动力按照初级从动齿轮67→双离合器18→变速器17→后轮WR的顺序来传递驱动力。这时，由于驱动力断接机构14的作用而电动机15的驱动力不会向曲轴13传递。
另一方面，在(b)所示的电动机再生控制时，是按照后轮WR→变速器17→离合器机构18→初级从动齿轮67→电动机15的顺序来传递驱动力。这时，控制部10能够利用电动机15的再生发电而对蓄电池11进行充电。这时由于驱动力断接机构14的作用也不会向曲轴13传递驱动力，所以能够减少由于曲轴13的随同旋转而引起的损失。
本发明的混合动力车辆用驱动装置，即使在利用电动机15的驱动力行驶中或是在电动机15的再生控制中任一情况下，都能够进行变速器17的变速动作。由此，特别是通过再生控制中变速成任意变速级来调整电动机15的转速，能够提高再生控制时的发电效率。
图8是表示本实施例在减速时进行再生控制顺序的流程图。当在步骤S1有减速要求，则向步骤S2前进来进行所要求的减速度计算。所谓的减速要求例如是节气门关闭或进行制动操作等，要求的减速度还要考虑车速传感器和坡度角度传感器等的信息来计算。
在步骤S3，计算与要求的减速度对应的电动机转速和电动机扭矩的组合，接着在步骤S4，从计算出的组合选择成为发电效率最大的一个。在此，参照图9的曲线。
图9是表示电动机转速和电动机扭矩与发电效率关系的曲线。如上所述，电动机15再生控制时的发电效率与电动机转速(旋转速度)和电动机扭矩相关，该曲线表示一方面在电动机转速N1～N2的规定范围内能够发挥最高效率区域K1的效率，另一方面，电动机转速越是从N1～N2的规定范围离开，则发电效率就以K2＞K3＞K4＞K5的关系降低。
相对于此，本实施例的混合动力车辆用驱动装置利用变速器17的自动变速控制而能够把发电效率经常保持在良好状态。具体说就是，在图8的步骤S3中，把与要求的减速度对应的电动机转速和电动机扭矩的组合作为该曲线的C1～C5来计算，在步骤S4从该五个组合选择发电效率成为最高的C3。
返回到图8的流程图，在步骤S5由控制部10根据发电效率成为最大的组合C3来向电动机15指示发电扭矩。在步骤S6向自动变速器17指示向合适的变速级的变速，在步骤S7开始电动机15的再生控制，完成一连串的控制。
如上所述，根据本发明的混合动力车辆用驱动装置，由于具备：发动机驱动系统，其把发动机7的驱动力经由单向离合器14或能够任意进行断开和连接的驱动力断接机构而向变速器17传递，把被该变速器17变速后的驱动力向后轮WR传递；电动机驱动系统，其把电动机15的驱动力向后轮WR传递，其中，使电动机驱动系统的电动机15的驱动力在发动机驱动系统的变速器17的上游且是单向离合器14或能够任意进行断开和连接的驱动力断接机构的下游汇合，所以在减速时等进行电动机的再生控制时，能够把后轮WR的旋转驱动力由变速器17变速而使电动机以任意的转速旋转。由此，即使在再生控制时的行驶状态不同的情况下，也能够自动控制变速器以使产生任意的转速和扭矩来提高电动机的发电效率。
变速器、离合器机构、驱动力断接机构的结构等并不限定于上述实施例，而是能够有各种变形。本发明的混合动力车辆用驱动装置并不限定于混合动力两轮车辆，而是能够适用在鞍乘型的三/四轮车等各种混合动力车辆。

Claims (8)

1.一种混合动力车辆用驱动装置，具备：发动机驱动系统，其把发动机(7)的驱动力经由驱动力断接机构(14)向变速器(17)传递，把被该变速器(17)变速后的驱动力向后轮(WR)传递；电动机驱动系统，其把电动机(15)的驱动力向所述后轮(WR)传递，其特征在于，
使所述电动机驱动系统的所述电动机(15)的驱动力在所述发动机驱动系统的所述变速器(17)的上游且是所述驱动力断接机构(14、90、100)的下游汇合。
2.如权利要求1所述的混合动力车辆用驱动装置，其特征在于，所述驱动力断接机构(14)由单向离合器构成，该单向离合器能够把从所述发动机(7)侧输入的驱动力向所述变速器(17)侧传递，而不能把从所述变速器(17)侧输入的驱动力向所述发动机(7)侧传递。
3.如权利要求1所述的混合动力车辆用驱动装置，其特征在于，所述驱动力断接机构(90、100)由能够被控制部(10)任意控制断开和连接的多片离合器(90)或爪形离合器(100)构成。
4.如权利要求1到3任一项所述的混合动力车辆用驱动装置，其特征在于，所述变速器(17)是能够根据控制部(10)的指令而任意切换变速齿轮的自动变速器，
所述控制部(10)在进行所述电动机(15)的再生控制时对所述变速器(17)进行自动控制，以产生发电效率变高的任意转速和扭矩。
5.如权利要求1到4任一项所述的混合动力车辆用驱动装置，其特征在于，所述变速器(17)具备有通过交替切换一侧离合器(CL1)和另一侧离合器(CL2)的连接状态而能够进行相邻变速齿轮之间变速的双离合器(18)。
6.如权利要求1到5任一项所述的混合动力车辆用驱动装置，其特征在于，从车体侧面看把所述电动机(15)配设在所述发动机(7)的曲轴(13)的车体后方且是所述变速器(17)的车体上方。
7.如权利要求5所述的混合动力车辆用驱动装置，其特征在于，所述驱动力断接机构(14、90、100)被安装在所述发动机(7)的曲轴(13)的一端侧，
在所述曲轴(13)的另一端侧安装有发电机(12)，
把所述双离合器(18)安装在所述变速器(17)的主轴(80、81)上相对所述发电机(12)的轴向相反侧端部。
8.如权利要求5所述的混合动力车辆用驱动装置，其特征在于，所述双离合器(18)设置在所述变速器(17)的主轴(80、81)上，
所述驱动力断接机构(14、90、100)向设置在所述主轴(80、81)上的初级从动齿轮(67)传递驱动力，
所述初级从动齿轮(67)向所述双离合器(18)传递驱动力，
所述电动机(15)的电动机输出齿轮(84)与所述初级从动齿轮(67)啮合。
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