CN103097159A - 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 PDFInfo
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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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/065—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with a plurality of driving or driven shafts
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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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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- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
- F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
- F16D7/024—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces
- F16D7/025—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs
- F16D7/027—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs with multiple lamellae
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Abstract
提供一种混合动力车辆用驱动装置,即能够抑制共振现象的发生又能够提高扭矩限制机构所占据的空间效率。在混合动力车辆用驱动装置(100A)中,在内周轴(2a)与发电机(60)之间的动力传递路径上,在发电机(60)与马达(70)之间设有扭矩限制器(TL)。扭矩限制器(TL)与发电机(60)的定子(65)的至少一部分和/或马达(70)的定子(75)的至少一部分在轴向重叠。
Description
技术领域
本发明涉及混合动力车辆用驱动装置,特别涉及具备发动机、马达以及发电机的混合动力车辆用驱动装置。
背景技术
作为具备发动机、马达以及发电机的混合动力车辆用驱动装置,已知例如专利文献1所述的混合动力车辆用驱动装置。如图6所示,该混合动力车辆用驱动装置100构成为具备下述部分:发动机50;发动机轴1,其通过曲轴51与发动机50连接;
马达/发电机轴2,其由通过发电机驱动齿轮系10与发动机轴1连接的内周轴2a和配置在内周轴2a的周围的中空的马达用外周轴2b构成;
发电机60,其与内周轴2a连接;
马达70,其与发电机60并排设置,并与马达用外周轴2b连接;
输出轴3,其通过马达动力传递齿轮系20与马达用外周轴2b连接,并且,与发动机轴1和马达/发电机轴2平行地进行配置;以及
差速装置45,其通过最终齿轮系40与输出轴3连接,并通过差速轴46将动力传递至驱动轮47、47。
另外,在发动机轴1设有离合器80,该离合器80通过发动机动力传递齿轮系30允许或禁止发动机轴1与输出轴3之间的动力传递。并且,能够进行所谓的串联行驶,在该串联行驶过程中,通过断开该离合器80,发动机轴1与输出轴3之间的动力传递被禁止,利用发动机50的动力使发电机60发电,将通过发电所获得的电力供给至马达70。另外,记载有还能够进行所谓的并联行驶的内容,在该并联行驶过程中,通过锁紧离合器80,由此允许发动机轴1与输出轴3之间的动力传递,将发动机50的动力传递至输出轴3,并且,还将马达70的动力传递至输出轴3。
可是,在专利文献1所述的混合动力车辆用驱动装置中,虽然为了使发动机50起动而使用了发电机60,但是,在该发动机起动时,装置自身的扭转固有振动频率和发动机扭矩变动频率一致而发生共振现象,从而存在过大的扭矩会作用于马达/发电机轴2等这样的担忧。为了防止因该共振现象所引起的马达/发电机轴2等的变形或折断等,需要使轴自身比较牢固。
另一方面,在专利文献2中记载有这样的内容:如图7所示,在具备发动机和马达的混合动力车辆用驱动装置中,在发动机的输出轴211所具备的减震器230设置扭矩限制机构235,由此,当发动机和马达的变动扭矩达到预定值时,将动力传递切断。
由此,为了防止共振现象所引起的马达/发电机轴2等的变形或折断等,在专利文献1所述的混合动力车辆用驱动装置中,也可以考虑在发动机的输出轴(曲轴)所具备的减震器上设置扭矩限制机构。
在先技术文献
专利文献
专利文献1:国际公开第2009/128288号
专利文献2:日本国特开2002-13547号
发明内容
发明要解决的课题
可是,在专利文献1所述的混合动力车辆用驱动装置中,如果在发动机的输出轴所具备的减震器上设置扭矩限制机构,则需要增大所述减震器的直径和容量,因此存在这样的问题:为了设置扭矩限制机构而需要较大的空间。
本发明是鉴于上述问题而完成的,其目的在于提供一种即能够抑制共振现象的发生又能够提高扭矩限制机构所占据的空间效率的混合动力车辆用驱动装置。
用于解决问题的方案
为了实现上述目的,技术方案1所述的发明是混合动力车辆用驱动装置(例如,后述的实施方式的混合动力车辆用驱动装置100A),其具备:
发动机(例如,后述的实施方式的发动机50);
第1轴(例如,后述的实施方式的发动机轴1),其与所述发动机的输出轴(例如,后述的实施方式的曲轴51)配置在同一轴线上,并传递所述发动机的动力;
第2轴(例如,后述的实施方式的马达/发电机轴2),其与所述第1轴平行地配置,并具有内周轴(例如,后述的实施方式的内周轴2a)和外周轴(例如,后述的实施方式的马达用外周轴2b),所述内周轴以与所述第1轴连动地转动的方式与所述第1轴连接,所述外周轴以能够相对于所述内周轴相对旋转的方式配置于所述内周轴的周围;
第1电动机(例如,后述的实施方式的发电机60),其以能够传递动力的方式与所述内周轴连接;以及
第2电动机(例如,后述的实施方式的马达70),其与所述第1电动机配置在同一轴线上,并以能够传递动力的方式与所述外周轴连接,技术方案1所述的发明的特征在于,
在所述内周轴与所述第1电动机的动力传递路径上,在所述第1电动机与所述第2电动机之间设有扭矩限制机构(例如,后述的实施方式的扭矩限制器TL),
所述扭矩限制机构与所述第1电动机的定子(例如,后述的实施方式的定子65)的至少一部分和/或所述第2电动机的定子(例如,后述的实施方式的定子75)的至少一部分在轴向重叠。
技术方案2所述的发明的特征在于,在技术方案1所述的结构的基础上,
所述第1轴与所述内周轴经由传递机构(例如,后述的实施方式的发电机驱动齿轮系10)连接,
所述传递装置具有输出构件(例如,后述的实施方式的输出齿轮11a)和输入构件(例如,后述的实施方式的输入齿轮11b),所述输出构件设于所述第1轴,所述输入构件设于所述内周轴并与所述输出构件连接,
所述输出构件和所述输入构件构成为,所述内周轴相对于所述第1轴增速。
技术方案3所述的发明的特征在于,在技术方案1或2所述的结构的基础上,所述内周轴具有与所述扭矩限制机构连通的第1油路(例如,后述的实施方式的扭矩限制器用油路114)。
技术方案4所述的发明的特征在于,在技术方案1~3中的任意一项所述的结构的基础上,
所述扭矩限制机构配置在设于壳体(例如,后述的实施方式的壳体52)的扭矩限制器收纳室(例如,后述的实施方式的扭矩限制器收纳室111)内,
所述扭矩限制器收纳室在其铅直方向下方部具有第2油路(例如,后述的实施方式的发电机用油路115或马达用油路),所述第2油路与所述第1电动机及所述第2电动机中的至少一方连通。
发明效果
根据技术方案1所述的发明的混合动力车辆用驱动装置,扭矩限制机构在第1电动机与第2电动机之间设置成与所述第1电动机的定子的至少一部分和/或所述第2电动机的定子的至少一部分在轴向上重叠,因此,能够缩短从扭矩限制机构至第1电动机的轴向距离,从而能够使扭矩限制机构所占据的空间缩小。另外,由于能够提高装置的扭转固有振动频率,因此,能够抑制因装置的扭转固有振动频率与发动机扭矩变动频率一致所导致的共振现象的发生。另外,即使发生共振现象,也能够通过扭矩限制机构限制过大的扭矩被输入到马达/发电机轴等。
根据技术方案2所述的发明的混合动力车辆用驱动装置,构成为内周轴相对于第1轴增速,并且,在内周轴与第1电动机之间的动力传递路径上设有扭矩限制机构,因此,与将扭矩限制机构配置于发动机的输出轴或第1轴的情况相比,作用于扭矩限制机构的扭矩变小,因此,能够减小扭矩限制机构的容量,从而能够减小设置用的空间。
另外,根据技术方案3所述的发明的混合动力车辆用驱动装置,由于内周轴具有与扭矩限制机构连通的第1油路,因此扭矩限制机构以湿式构成。因此,当扭矩限制机构工作时,能够抑制因其滑动所导致的温度上升。另外,当从工作状态向卡合状态过渡时,能够抑制产生过大的扭矩。
另外,根据技术方案4所述的发明的混合动力车辆用驱动装置,扭矩限制机构在其铅直方向下方部具有与第1电动机及第2电动机中的至少一方连通的第2油路,因此,能够利用从扭矩限制机构排出的油冷却第1和/或第2电动机。特别是,第2油路设在扭矩限制机构的铅直方向下方,因此能够借助于重力将油高效地供给至第1和/或第2电动机,从而能够进一步提高冷却效率。
附图说明
图1是本发明的一个实施方式的混合动力车辆用驱动装置的概略图。
图2是本发明的一个实施方式的混合动力车辆用驱动装置的剖视图。
图3是由图2的A所示的部分的放大图。
图4是图2的扭矩限制器的放大图。
图5是对在扭矩限制器从工作状态向卡合状态过渡时产生的扭矩进行说明的图,(a)是干式扭矩限制器的情况,(b)是湿式扭矩限制器的情况。
图6是专利文献1所述的混合动力车辆用驱动装置的概略图。
图7是专利文献2所述的混合动力驱动装置的减震器的剖视图。
具体实施方式
以下,参照附图对本发明的混合动力车辆用驱动装置的一个实施方式详细地进行说明。并且,对与图6所述的混合动力车辆用驱动装置的结构相同或等同的部分标记相同的标号。
图1是本发明的混合动力车辆用驱动装置的概略图,图2是本发明的混合动力车辆用驱动装置的剖视图,图3是由图2的A所示的部分的放大图,图4是图2中的扭矩限制器的放大图。
如图1所示,本实施方式的混合动力车辆用驱动装置100A具备发动机50、发电机60、马达70以及变速器90,变速器90构成为具备互相平行地配置的发动机轴1、马达/发电机轴2以及输出轴3。马达/发电机轴2还具有:内周轴2a,其以与发动机轴1连动地转动的方式、即以与发动机轴1不切断动力传递的关系通过发电机驱动齿轮系10与发动机轴1连接;中空的马达用外周轴2b,其配置在内周轴2a的周围,并与马达70连接;以及发电机轴2c,其与发电机60连接,内周轴2a通过发电机驱动齿轮系10与发动机轴1连接,并通过扭矩限制器TL与发电机轴2c连接,马达用外周轴2b通过马达动力传递齿轮系20与输出轴3连接。另外,发动机轴1通过发动机动力传递齿轮系30向输出轴3传递,在发动机轴1上设有用于连接或断开发动机轴1与输出轴3之间的动力传递的离合器80。
输出轴3通过最终齿轮系40与将动力传递至驱动轮47、47的差速装置45连接,从而能够将发动机50、马达70以及发电机60的动力传递至驱动轮47、47。
以这样的部件为主要构成部件的本发明的混合动力车辆用驱动装置100A具备将马达70的动力传递至驱动轮47、47以使车辆行驶的传递路径、和将发动机50的动力传递至驱动轮47、47以使车辆行驶的传递路径,从而构成为择一地选择或并用这两个传递路径进行行驶。
参照图1,对将马达70和发动机50的动力传递至驱动轮47、47以使车辆行驶的传递路径进行说明。
将马达70的动力传递至驱动轮47、47的传递路径是从马达70经由马达用外周轴2b→马达动力传递齿轮系20→输出轴3→差速装置45向驱动轮47、47传递的传递路径。
将发动机50的动力传递至驱动轮47、47的传递路径是经由发动机轴1→离合器80→发动机动力传递齿轮系30→输出轴3→差速装置45向驱动轮47、47传递的传递路径。为了确立该传递路径,需要连接离合器80。
另外,除了这两个传递路径之外,在变速器90中还确立连结发动机50和发电机60的传递路径、即从发动机轴1经由发电机驱动齿轮系10→内周轴2a→扭矩限制器TL→发电机轴2c到达发电机60的传递路径。因此,在经由将上述的马达70的动力传递至驱动轮47、47的传递路径进行的行驶的过程中,驱动发动机50以使发电机60发电,并将发出的电力供给至马达70,由此实现所谓的串联运转。
并且,在发动机停止期间使发动机50起动的情况下,通过驱动发电机60,能够利用发电机60的动力使发动机50转动从而起动。
另外,在连结发动机50和发电机60的传递路径、更具体来说是在内周轴2a与发电机轴2c之间的传递路径上设有扭矩限制器TL,经由该扭矩限制器TL互相传递动力,因此,当大于预定值的过大扭矩传递至扭矩限制器TL时,通过扭矩限制器TL的作用调整为预定值以下的扭矩。
另外,在混合动力车辆用驱动装置100A中,在经由将发动机50的动力传递至驱动轮47、47的传递路径进行的发动机行驶的过程中,通过进一步驱动马达70,由此还能够进行将发动机50和马达70的动力合并起来的所谓的并联运转。
接下来,参照图2~4,对本发明的混合动力车辆用驱动装置100A的结构具体地进行说明。
本发明的混合动力车辆用驱动装置100A从发动机50侧(在图中为右侧)起具备由第1、第2、第3壳体52a、52b、52c构成的壳体52,第1壳体52a固定于收纳减震器56的减震器外壳53,第1、第2、第3壳体52a、52b、52c通过多个螺栓54互相固定。另外,在壳体52内,互相平行地配置有发动机轴1、马达/发电机轴2以及输出轴3。
发动机轴1与发动机50的曲轴51配置在同一轴线上,发动机轴1的发动机50侧被轴承12支承于减震器外壳53,发动机轴1的与发动机50相反的一侧被轴承13、88支承于第1壳体52a。曲轴51的动力经由驱动板55、减震器56传递至发动机轴1。在发动机轴1的轴向中央部设有构成发电机驱动齿轮系10的输出齿轮11a,在输出齿轮11a的与发动机50相反的一侧设有离合器80。
离合器80是所谓的多板离合器,离合器80具有圆盘状的多张离合器盘81及离合器片82、和对这些离合器盘81及离合器片82施力的离合器活塞83,多张离合器盘81的外周部被保持于在第1离合器保持部件84的外缘部设置的圆筒状的外径毂85,并且多张离合器盘81能够沿轴向移动。另外,多张离合器片82的内周部被保持于在第2离合器保持部件86形成的圆筒状的内径毂87,并且多张离合器片82能够沿轴向移动。并且,离合器盘81与离合器片82以互相平行且沿轴向隔开间隔地交替重叠的方式配置。并且,在离合器活塞83与第1离合器保持部件84之间形成有与未图示的液压回路连接的工作室97。
在第2离合器保持部件86的外周缘部一体形成有构成发动机动力传递齿轮系30的输出齿轮21c,另外,第2离合器保持部件86在其基部内周面被轴承88支承于第1壳体52a。
因此,通过控制液压,工作室97内的压力释放,当压力降低至预定值时,离合器活塞83向发动机50侧移动。由此,使得相邻的离合器盘81与离合器片82分离,离合器80被切断。此时,发动机轴1的动力不经由离合器80传递至发动机动力传递齿轮系30。
另一方面,使工作室97内升压,当工作室97内的压力高于预定值时,离合器活塞83向与发动机50相反的一侧移动。与此相伴,离合器活塞83将这些离合器盘81和离合器片82夹持在该离合器活塞83与固定于外径毂85的止挡件89之间。由此,相邻的离合器盘81与离合器片82摩擦卡合,离合器80连接,第2离合器保持部件86与发动机轴1直接连结而被锁住。此时,由于构成发动机动力传递齿轮系30的输出齿轮21c与第2离合器保持部件86一体形成,因此,发动机轴1的动力借助离合器80经由发动机动力传递齿轮系30被传递至输出轴3。
马达70由下述部分构成:转子74,其内周侧端部固定于马达用外周轴2b;和定子75,其固定于第1壳体52a并与转子74对置配置。定子75由定子铁心76和线圈77构成,该线圈77由分布绕组卷绕于定子铁心76的周围。
发电机60由转子64和定子65构成,该转子64的内周侧端部固定于发电机轴2c,该定子65固定于第2壳体52b并与转子64对置配置。定子65由定子铁心66和线圈67构成,该线圈77由分布绕组卷绕于定子铁心66的周围。
马达/发电机轴2构成为具备:内周轴2a;马达用外周轴2b,其在发动机50侧配置于内周轴2a的周围;以及发电机轴2c,其配置在内周轴2a的至少一部分的周围。
具体进行说明,内周轴2a的发动机50侧的端部形成有输入齿轮11b,该输入齿轮11b设置成与发动机轴1的发电机驱动齿轮系10的输出齿轮11a啮合,且该输入齿轮11b的齿数比输出齿轮11a的齿数少。因此,发动机轴1的旋转被增速并传递至内周轴2a。另外,在内周轴2a的与发动机50侧相反的一侧的端部的、位于马达70与发电机60之间的位置,以与马达70的定子75的线圈77及发电机60的定子65的线圈67在轴向上重叠的方式设有扭矩限制器TL。并且,扭矩限制器TL并不限于上述结构,只要设置成与马达70的定子75的线圈77或发电机60的定子65的线圈67的至少一部分在轴向上重叠即可。
马达用外周轴2b具有双层结构,马达70以能够一体旋转的方式安装于马达用外周轴2b,在马达用外周轴2b的发动机50侧的端部设有构成马达动力传递齿轮系20的输出齿轮21a。另外,马达用外周轴2b被在马达70与输出齿轮21a之间配置的轴承71支承于第1壳体52a,马达用外周轴2b在与发动机50相反的一侧的端部被轴承72支承于扭矩限制器收纳室111的在第2壳体52b形成的第1壁部112。另外,在轴承71与马达70之间,用于检测马达用外周轴2b的旋转角度的旋转变压器73安装于马达用外周轴2b。并且,在图2中,标号120是驻车齿轮。
在发电机轴2c以能够一体旋转的方式安装有发电机60,发电机轴2c在发动机50侧的端部被轴承61支承于扭矩限制器收纳室111的在第2壳体52b形成的第2壁部113,发电机轴2c在与发动机50相反的一侧的端部被轴承62支承于第3壳体52c。另外,在轴承62与发电机60之间,用于检测发电机轴2c的旋转角度的旋转变压器63安装于发电机轴2c。
如图4所示,扭矩限制器TL构成为具备:第1扭矩限制器保持部件104,其与内周轴2a花键结合并一体地旋转;第2扭矩限制器保持部件106,其与发电机轴2c花键结合并一体地旋转;圆盘状的多张板101及多张盘102;碟形弹簧103,其对这些板101及盘102施力;以及端板109,其固定于第1扭矩限制器保持部件104,扭矩限制器TL收纳于扭矩限制器收纳室111,该扭矩限制器收纳室111通过利用螺栓110将第2壁部113紧固于在第2壳体52b形成的第1壁部112而形成。
多张板101的外周部保持于在第1扭矩限制器保持部件104的外缘部设置的圆筒状的外径毂105,并且多张板101能够沿轴向移动。多张盘102的内周部保持于在第2扭矩限制器保持部件106的外缘部设置的圆筒状的内径毂107,并且多张盘102能够沿轴向移动。并且,所述多张板101及多张盘102以互相平行且沿轴向隔开间隔地交替重叠的方式配置。
并且,碟形弹簧103通过其作用力对这些板101及盘102施力,使这些板101及盘102向发动机50的相反侧移动,从而将板101及这些盘102夹在该碟形弹簧103与固定于外径毂105的端板109之间。由此,相邻的板101与盘102摩擦卡合。
在这样构成的扭矩限制器TL中,在发动机起动时从发电机60经由发电机轴2c传递的旋转扭矩小于预定值的情况下,板101与盘102的摩擦力超过旋转扭矩,板101与盘102完全卡合而被锁住,由此发电机轴2c与内周轴2a直接连结(卡合状态)。并且,该旋转扭矩从内周轴2a经由发电机驱动齿轮系10传递至发动机轴1,并经由减震器56带动曲轴51转动,由此起动发动机50。
与此相对,在发动机起动时从发电机60经由发电机轴2c输入有过大的扭矩而使发电机轴2c的旋转扭矩达到预定值时,该旋转扭矩克服板101与盘102的摩擦力使得板101与盘102滑动卡合(工作状态)。因此,在第1扭矩限制器保持部件104与第2扭矩限制器保持部件106之间不会传递预定值以上的旋转扭矩,其结果是,经由内周轴2a传递至发动机轴1的旋转扭矩被限制在预定值以下。
这样,扭矩限制器TL配置在马达/发电机轴2的构成为相对于发动机轴1增速的内周轴2a与发电机60之间的动力传递路径上,因此,与配置在发动机50的曲轴51的情况相比,扭矩减小。并且,在发动机50的动力向发电机60传递的情况下,与发动机起动时的情况也同样。因此,能够减小扭矩限制器TL的容量,从而能够缩小设置用的空间。
内周轴2并不一定限于相对于发动机轴1进行增速的结构。即,只要将发电机驱动齿轮系10的输出齿轮11a与输入齿轮11b的齿轮比设定成能够将预定的输出传递至内周轴2即可,例如,也可以通过使输入齿轮11b的齿数比输出齿轮11a多,从而内周轴2构成为相对于发动机轴1减速。
另外,也可以构成为设置多个输入齿轮11b,以便能够根据驾驶员或行驶状态适当地变更齿轮比。
另外,由于扭矩限制器TL配置在马达70与发电机60之间,因此能够缩短从扭矩限制器TL至发电机60的轴向距离,从而能够提高变速器90的扭转固有振动频率,因此,能够抑制因变速器90的扭转固有振动频率与发动机扭矩变动频率一致所导致的共振现象的发生。另外,即使发生共振现象,也能够通过扭矩限制器TL限制过大的扭矩被输入到马达/发电机轴2等。
另外,由于扭矩限制器TL配置成与马达70的定子75的线圈77及发电机60的定子65的线圈67在轴向上重叠,因此,能够提高扭矩限制器TL所占据的空间效率。
另外,由于由分布绕组形成发电机60的定子65的线圈67和马达70的定子75的线圈77,因此,与由突极集中绕组形成的情况相比,发电机60的定子65的线圈67和马达70的定子75的线圈77在轴向变大。因此,在如本实施方式这样将发电机60和马达70并排配置在同一轴线上的情况下,在所述发电机60与马达70的轴向之间形成有闲置空间,因此,通过利用该闲置空间,配置扭矩限制器TL变得容易。
另外,由于由分布绕组形成发电机60的定子65的线圈67和马达70的定子75的线圈77,因此,与由突极集中绕组形成的情况相比,能够卷绕较多的磁极纤维,从而能够增大扭矩。
另外,在内周轴2a沿径向延伸设置有与扭矩限制器TL连通的扭矩限制器用油路114。由此,油被供给至扭矩限制器收纳室111内的扭矩限制器TL,从而扭矩限制器TL以湿式构成。因此,在扭矩限制器TL的板101与盘102滑动卡合时(工作状态),能够抑制因该滑动所导致的温度上升。
另外,在如图5(b)所示那样扭矩限制器TL以湿式构成的情况下,与扭矩限制器TL以干式构成的情况(图5(a))不同,当从板101与盘102滑动卡合的状态(工作状态)向完全卡合的状态(卡合状态)过渡时,由于油的μ-V特性能够防止产生过大的扭矩。另外,优选由湿式扭矩限制器构成扭矩限制器TL,但也可以由干式扭矩限制器构成。
另外,返回图2,在扭矩限制器TL的扭矩限制器收纳室111的第2壁部113的铅直方向下方(图中的下方)设有与发电机60连通的发电机用油路115。因此,供给至扭矩限制器收纳室111内的油被进一步供给至发电机60,因此能够利用油冷却发电机60。
特别是,由于发电机用油路115设在第2壁部113的铅直方向下方,因此能够借助于重力高效地将油供给至发电机60,从而能够提高冷却效率。
另外,在本实施例中,形成为将发电机用油路115设于第2壁部113的铅直方向下方的结构,但并不限于该结构,可以将与马达70连通的马达用油路设在第1壁部112的铅直方向下方,也可以将这些油路分别设在两个壁部112、113的铅直方向下方。
输出轴3从发动机50侧起依次与构成最终齿轮系40的输出齿轮41a、发动机轴1的输出齿轮21c以及马达用外周轴2b的输出齿轮21a都啮合,并与发动机动力传递齿轮系30共同构成马达动力传递齿轮系20。输出轴3的发动机50侧的端部被轴承57支承于减震器外壳53,输出轴3的与发动机50相反的一侧的端部被轴承58支承于第1壳体52a。
差速装置45的发动机50侧的端部被轴承59a支承于减震器外壳53,差速装置45的与发动机50相反的一侧的端部被轴承59b支承于第1壳体52a。差速装置45具备构成最终齿轮系40的输入齿轮41b,输入齿轮41b与输出轴3的输出齿轮41a啮合,将输入到输出轴3的马达70的动力和/或发动机50的动力传递至差速轴46,并经由差速轴46传递至驱动轮47、47。
另外,作为本发明的一个实施方式的上述混合动力车辆用驱动装置100A具备将马达70的动力传递至驱动轮47、47以使车辆行驶的传递路径、和将发动机50的动力传递至驱动轮47、47以使车辆行驶的传递路径,从而构成为择一地选择或并用这两个传递路径进行行驶,但本发明的混合动力车辆用驱动装置并不受上述的实施方式限定,能够适当地进行变形、改良等。例如,还可以应用于仅能够进行所谓的串联运转的混合动力车辆用驱动装置。
本申请为基于2010年10月21日提出的日本专利申请2010-236813的申请,在此引入在先申请的内容作为参考。
标号说明
1:发动机轴(第1轴);
2:马达/发电机轴(第2轴);
2a:内周轴;
2b:马达用外周轴(外周轴);
10:发电机驱动齿轮系(传递机构);
11a:输出齿轮(输出构件);
11b:输入齿轮(输入构件);
50:发动机;
51:曲轴(发动机的输出轴);
52:壳体;
60:发电机(第1电动机);
65:定子(固定件);
70:马达(第2电动机);
75:定子(固定件);
100A:混合动力车辆用驱动装置;
111:扭矩限制器收纳室;
114:扭矩限制器用油路(第1油路);
115:发电机用油路(第2油路);
TL:扭矩限制器(扭矩限制机构)。
Claims (4)
1.一种混合动力车辆用驱动装置,所述混合动力车辆用驱动装置具备:
发动机;
第1轴,其与所述发动机的输出轴配置在同一轴线上,所述第1轴传递所述发动机的动力;
第2轴,其与所述第1轴平行地配置,并且,所述第2轴具有内周轴和外周轴,所述内周轴以与所述第1轴连动地转动的方式与所述第1轴连接,所述外周轴以能够相对于所述内周轴相对旋转的方式配置于所述内周轴的周围;
第1电动机,其以能够传递动力的方式与所述内周轴连接;以及
第2电动机,其与所述第1电动机配置在同一轴线上,并以能够传递动力的方式与所述外周轴连接,
所述混合动力车辆用驱动装置的特征在于,
在所述内周轴与所述第1电动机之间的动力传递路径上,在所述第1电动机与所述第2电动机之间设有扭矩限制机构,
所述扭矩限制机构与所述第1电动机的定子的至少一部分和/或所述第2电动机的定子的至少一部分在轴向重叠。
2.根据权利要求1所述的混合动力车辆用驱动装置,其特征在于,
所述第1轴与所述内周轴经由传递机构连接,
所述传递装置具有输出构件和输入构件,所述输出构件设于所述第1轴,所述输入构件设于所述内周轴并与所述输出构件连接,
所述输出构件和所述输入构件构成为,所述内周轴相对于所述第1轴增速。
3.根据权利要求1或2所述的混合动力车辆用驱动装置,其特征在于,
所述内周轴具有与所述扭矩限制机构连通的第1油路。
4.根据权利要求1~3中的任意一项所述的混合动力车辆用驱动装置,其特征在于,
所述扭矩限制机构配置在设于壳体的扭矩限制器收纳室内,
所述扭矩限制器收纳室在其铅直方向下方部具有第2油路,所述第2油路与所述第1电动机及所述第2电动机中的至少一方连通。
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Also Published As
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US8869653B2 (en) | 2014-10-28 |
CN103097159B (zh) | 2016-04-27 |
DE112011103538T5 (de) | 2013-07-25 |
US20130192417A1 (en) | 2013-08-01 |
JPWO2012053361A1 (ja) | 2014-02-24 |
WO2012053361A1 (ja) | 2012-04-26 |
JP5640094B2 (ja) | 2014-12-10 |
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