JP2000309226A - Power generating electric unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To abolish a starter also serving as alternator used in an existing automobile, while making an existing power train line available and also existing production line with inexpensive configuration available, reduce the size of a power generating electric motor by improving the power generation capacity and regenerating capability, and improve controllability by restraining the angular velocity change. SOLUTION: This power generating unit (a) is installed between an engine and a transmission provided with a clutch (c) and an power generating electric motor (b). An absorbing plate (d) for absorbing bending vibration of the output shaft is provided between an engine output shaft and the power generating electric motor (b). A damper e2 is provided between a member at the transmission side with respect to the fastening surface of the clutch (c) and an input shaft of the transmission for absorbing the twisting vibration.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a generator motor unit having a generator motor capable of transmitting and receiving torque between a rotating element of a clutch interposed between an engine and a transmission.

[0002]

2. Description of the Related Art In recent years, it has been desired to improve fuel efficiency of automobiles in consideration of environment and limited resources. As one of the technologies for improving the fuel efficiency, a technology has been proposed in which a generator motor is provided in a driving force transmission system of an engine, for example, regeneration for extracting running energy as electric power, or assisting engine torque by output torque of the motor. Have been.

As such a conventional technique, for example, a technique described in JP-A-7-123509 and a technique disclosed in
The technique described in Japanese Patent Publication No. 225058 is known. In the former prior art, a generator motor is provided so as to be able to exchange torque with the output shaft of the engine, and when there is sufficient remaining battery power, the generator motor functions as a motor to assist the driving force of the engine. During braking, the generator motor functions as a generator to regenerate running energy as electric power within a range not exceeding the battery capacity. As a result, fuel efficiency can be improved while using the conventional power train.

The latter prior art is a so-called hybrid car, which comprises an engine, a clutch motor and an assist motor, and controls the driving of these to generate running energy and generate power during running. Thus, regeneration during braking can be efficiently performed.

[0005]

However, the above-mentioned prior art has the following problems to be solved. That is, in the former prior art, although there are few changes to the existing power train, a manual transmission is used as a transmission, and an automatic transmission having a torque converter that is currently mainstream as a transmission is used. Is applied, during deceleration, input torque is not transmitted from the drive wheel side between the turbine runner connected to the input shaft of the transmission and the converter cover connected to the output shaft of the engine. , Can not regenerate. In the former prior art,
Since torque is directly transmitted from the output shaft of the engine to the generator motor, stable rotation cannot be obtained due to vibrations of the engine crankshaft, etc., and torque fluctuations caused by input from the drive wheels. In order to prevent interference between the rotor and the stator of the generator motor, the distance between the rotor and the stator must be widened, which causes a problem that the generator motor becomes larger. Also, during control, torque fluctuations occur when torque is input from the engine side or driving wheel side, but the angular speed of the generator motor fluctuates greatly. This reduces control accuracy due to this angular speed fluctuation during drive assist or regeneration. There was such a problem. In addition, the number of electrical components mounted on vehicles has increased rapidly due to the recent rise of high-tech technology, and air conditioners and power steering systems that have conventionally obtained power via a belt or the like on the crankshaft of the engine in order to improve fuel efficiency. In such a case, it has been proposed to operate with an electric actuator, and the load on the battery tends to increase. In order to cope with this, it is expected that the battery voltage is increased from 12V to a high voltage of about 42V. For this reason, it is necessary to increase the capacity of the alternator, but it is irrational to increase the capacity of the alternator separately from the generator motor, and if a large-capacity alternator is always operated by the engine, fuel efficiency will deteriorate. There was a problem.

[0006] In contrast to the above-mentioned problems of the prior art, the latter prior art controls the operation of the engine, the clutch motor, and the assist motor so that the vehicle can be driven by the motor drive and the engine assist / regeneration can be performed. -Power generation can be performed efficiently. However, this latter prior art has a completely different configuration from a power train having an existing engine and transmission, and cannot use an existing power train or an existing production line. Therefore, there is a problem that it becomes very expensive.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems. The present invention eliminates the use of a starter and an alternator in an existing vehicle, allows the use of an existing power train, and enables the use of an existing production line. A new structure that can be inexpensive, can reduce the size of the generator motor by improving the power generation capacity and the regenerative capacity, and can control the angular velocity change to improve controllability. An object is to provide a generator motor unit.

[0008]

In order to achieve the above-mentioned object, according to the first aspect of the present invention, as shown in the claim correspondence diagram of FIG. 1, the output shaft of the engine, the neutral state and the forward / backward traveling state are changed. An electric generator unit interposed between an input shaft of a transmission that is switchable and capable of changing a transmission ratio, wherein a driving force is disconnected between an output shaft of the engine and an input shaft of the transmission. And a transmission motor b provided closer to the output shaft of the engine than the clutch c and capable of transmitting and receiving torque to and from the engine output shaft. An absorption plate d that absorbs bending vibration of the output shaft is provided between the output shaft and the generator motor b, and is provided between a member closer to the transmission than the engagement surface of the clutch c and the input shaft of the transmission. , Twist It was that the damper e2 for absorbing the dynamic is provided.

Therefore, when the engine is stopped, the generator motor b can function as a starter. In addition, when the generator motor b functions as a generator while the engine is driving, the generator motor b can be used as an alternator. When the generator motor b functions as an electric motor, the driving force of the engine can be assisted.

Also, when the clutch c is in the directly connected state, even if bending vibration or torsional vibration is input to the clutch c from the engine side and the transmission side, these vibrations are absorbed by the absorbing plate d and the damper e2. Can be absorbed. Therefore, since the rotational force input to the generator motor b is stabilized, relative displacement in the direction perpendicular to the axis is less likely to occur, thereby improving the input / output efficiency of the generator motor b.

According to the second aspect of the present invention, the engine is interposed between an output shaft of the engine and an input shaft of a transmission capable of switching between a neutral state and a forward / reverse traveling state and capable of changing a gear ratio. A generator / motor unit, a clutch c for disconnecting and transmitting a driving force between an output shaft of the engine and an input shaft of a transmission, and a clutch c provided on an output shaft side of the engine relative to the clutch c; A generator motor b provided so as to be capable of transmitting and receiving torque to and from an engine output shaft, wherein an absorption plate d for absorbing bending vibration of the output shaft is provided between the output shaft of the engine and the generator motor b. A damper e1 for absorbing torsional vibration is provided on a member closer to the engine than the fastening surface of the clutch c.

Therefore, when the engine is stopped, the generator motor b can function as a starter. In addition, when the generator motor b functions as a generator while the engine is driving, the generator motor b can be used as an alternator. When the generator motor b functions as an electric motor, the driving force of the engine can be assisted.

Further, even when bending vibration or torsional vibration is input to the clutch c from the engine side and the transmission side when the clutch is directly connected, the vibration is absorbed by the absorbing plate d and the damper e1. can do. Therefore, when a stable rotation is input to the generator motor b, relative displacement in the direction orthogonal to the axis is less likely to occur, thereby improving the input / output efficiency of the generator motor b.

Further, the damper e1 is provided so as to be directly connected to the generator motor b even when the engine output torque fluctuates or the torque fluctuates due to the engagement of the clutch c. Of the angular velocity fluctuations described above, whereby a stable control operation can be performed.

According to a third aspect of the present invention, the generator motor includes a stator b1 and a coil provided on an inner peripheral surface of an outer housing covering the generator motor unit, and an outer peripheral surface of a clutch case covering the clutch c. And the rotor b2 provided in the above.

Therefore, in order to increase the capacity of the generator motor b, it is necessary to secure the radial length and the axial length of the rotor b2. However, without providing a member for supporting the rotor b2, The radial length and the axial length can be ensured, and both the power generation capacity and the driving force can be increased.

In the invention described in claim 4, an electromagnetic clutch is provided as the clutch c.

Therefore, it is possible to connect or disconnect the engine and the drive shaft in any state without being restricted by conditions such as hydraulic pressure.

According to the invention described in claim 5, a hydraulic clutch is provided as the clutch c.

According to a sixth aspect of the present invention, the generator-motor unit is provided with a torque converter, and the clutch c is a lock-up clutch provided so as to be able to form a lock-up state of the torque converter. did.

Therefore, even in a vehicle having a small output of the engine, it is possible to generate sufficient starting torque and the like, and at the time of a regenerative operation, by inputting the lock-up clutch, the torque is input to the torque converter from the driving wheel side. The rotor of the generator motor is rotated by the driving torque, so that regenerative energy can be obtained. Further, it is not necessary to separately provide a clutch.

In the invention described in claim 7, a jacket through which a refrigerant passes is provided on the fixed surface of the stator b1 of the generator motor b in the outer housing.

Accordingly, the stator of the generator motor b is cooled, so that the function of the generator motor b due to heat can be prevented from deteriorating.

In the present invention, an oil pump for supplying a fastening force of a hydraulic clutch is provided in the electric power generating unit.

Therefore, there is no need to provide an oil pump outside, and the configuration can be made compact.

According to the ninth aspect of the present invention, an electric oil pump for supplying the engaging force of the hydraulic clutch and the control pressure of the transmission is provided outside the generator motor unit.

Therefore, even when the engine is stopped, the hydraulic pressure can be constantly generated, and the hydraulic clutch can be connected at an arbitrary timing.

[0028]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Each embodiment of the present invention will be described below in more detail. (Embodiment 1) FIG. 2 is a sectional view showing a generator motor unit 102 according to Embodiment 1 of the present invention. The generator motor unit 102 is interposed between the output shaft 13 of the engine 23 and the input shaft 105a of the transmission 105.

The engine 23 is driven by gasoline, and the rotational force output from the crankshaft 18 of the engine 23 is output via the engine output shaft 13 to the generator motor unit 102 fixed to the side of the engine 23.
The transmission 105 is a well-known continuously variable transmission,
It includes a forward / reverse switching unit 103 composed of a planetary gear and a belt-pulley type transmission mechanism unit 104.

The generator motor unit 102 is formed into two independent chambers by the outer housing 5 and the converter case 3, and the motor room 32 partitioned by the outer housing 5 and the converter case 3 has a power generator functioning as a motor and a generator. Motor (STR in the flowchart described later)
Notation / ALT. ) 102b, a torque converter 102a is provided in the converter case 3, and a lock-up electromagnetic clutch 102d is provided in the torque converter 102a. The converter case 3 of the torque converter 102a has a partition wall 3d formed therein, thereby having a two-chamber configuration. Each of the two chambers includes a torque converter section which is an oil chamber and an electromagnetic clutch section which is a drying chamber. The electromagnetic clutch 102d is configured to perform engagement and disengagement operations by energizing and deenergizing the coil 16b from the 42V electromagnetic lock-up clutch terminal 19 via the slip ring 19a.

The converter cover 3 is connected to an oil pump drive shaft 3a, and a rotation force is input to the oil pump drive shaft 3a by the rotation of the converter cover 3 to drive the built-in oil pump 4 to generate a hydraulic pressure. At this time, a space defined by the converter cover 3 and the outer housing 5 is a drying chamber so as not to hinder the rotation of the converter cover 3, and an oil seal 7 is provided between the oil pump case 30a and the oil pump drive shaft 3a. Is provided.

The outer housing 5 is fixedly supported by the engine 23 and includes an oil pump case 30a and a stator fixed shaft 30b. The stator fixed shaft 30b has a hollow shaft structure, and a drive shaft 17 is supported through the hollow shaft. The oil pump drive shaft 3a is rotatably supported on the stator fixed shaft 30b, and the stator blade 11 is fixedly supported via a one-way clutch 9. The one-way clutch 9 does not rotate the stator blade 11 in the same direction as the rotation direction of the converter cover 3, but when the torque is generated in the opposite direction by hydraulic pressure, the stator blade 11 is rotatably supported in that direction. is there.

The turbine runner 12 and the lock-up piston 16 are connected to a drive shaft 17 supported through the stator fixed shaft 30b. The drive shaft 17 penetrates through the partition wall 3d.
Is configured in a drying chamber, so that the partition 3d and the drive shaft 1
7, an oil seal 7a is formed. The lock-up piston 16 is serrated and slidable on a drive shaft 17. An oil passage 22 is provided in the drive shaft 17, and the oil passage 22 supplies the torque converter operating pressure of the torque converter 102a. Also,
The drive shaft 17 is supported by a positioning hole 70 provided in the output shaft 13 so as to be relatively rotatable. However, the drive shaft 17 is not fixed via a bearing or the like, and has a structure in which vibration of an engine crankshaft or the like is not transmitted.

FIG. 3 is an enlarged cross-sectional view of the serration-coupled joint. The lock-up piston 16 includes an input plate 40 and an output plate 41, and the two plates 40 and 41
Are coupled through. Also, these two plates 4
Reference numerals 0 and 41 rotate relatively to absorb torsional vibration. A disc spring 38 and a friction plate 37 are provided to generate a torsional hiss torque during relative rotation.

Thus, the direction of expansion and contraction of the torsion spring 15 connecting the two plates 40 and 41 is defined, and a sudden torque fluctuation is accurately absorbed. The output plate 41 is serrated and connected to the drive shaft 17,
Normally, the lock-up release state is maintained by the spring 39.

The drive shaft 17 passes through the stator fixed shaft 30b of the outer housing 5 and is output to the motor chamber 32. At this time, the motor chamber 32 is a drying chamber so as not to hinder the rotation of the rotor 8. Further, the stator 1 of the generator motor 102 b is fixed to the outer housing 5 so as to face the rotor 8. By arranging the rotor 8 outside the converter case 3, it is possible to secure the radial length of the rotor 8 and to secure the axial length of the rotor 8 without extending the axial length of the entire unit at all. Becomes possible,
The capacity of the generator motor 102b as a motor and a generator can be set high.

Outside the outer housing 5, the generator motor 1
Power supply unit 44 for supplying or recovering power to the power supply 02b
Is installed. The stator 1 and the coil 2 are fixed along the inner peripheral surface of the housing 5. Further, a jacket for performing water cooling or cooling with a heat pipe filled with a refrigerant is provided on the fixed contact surface between the outer housing 5 and the stator 1 so that the power supply unit 44 and the vicinity of the stator 1 can be simultaneously cooled. It is configured. The drive shaft 17 penetrates the outer housing 5 and is integrally connected to the input shaft 105a of the transmission 105.

The forward / reverse switching mechanism 103 comprises a planetary gear, and includes a ring gear 25, a clutch 29 provided in the ring gear 25, a pinion gear 26, a clutch 28 for fixing the pinion gear 26, and a rotation. It comprises a sun gear 27 connected to a shaft 33, and the driving force transmitted from the drive shaft 17 is transmitted to the ring gear 25. Here, clutches 28 and 2
The reverse state, the neutral state, and the forward state are determined by the connection pattern 9 and the driving force is transmitted to the transmission mechanism 104 via the rotating shaft 33. In the first embodiment, a continuously variable transmission is used as the transmission mechanism 104, and the driving force transmitted to the primary pulley 34 is transmitted to the secondary pulley 35 via the belt 36, and the idler gear and the final gear (not shown) Are transmitted to the drive wheels via differential gears to drive the wheels.

FIG. 4 shows a control unit C1 according to the first embodiment of the present invention. The control unit C1 is connected to an ignition switch S1, and a vehicle speed sensor S2, a brake SWS3, an accelerator opening sensor S4, an AT position sensor S5, a voltmeter S6,
Various sensor signals of the engine speed sensor S7 are input, and various calculations are performed based on the sensor signals, and the electromagnetic clutch portion of the electromagnetic clutch 102d, the generator motor 102
b, output a control signal to the solenoid valve 43 and the engine control unit C2. The engine control unit C2 controls the driving of the engine 23. In the present embodiment, the engine control unit C2 uses a signal from the control unit C1 to control a variable valve mechanism A described later.
1. Output control signals to the fuel injection device A2, the ignition device A3, etc.

Next, the contents of control by the control unit C1 of the first embodiment will be described with reference to flowcharts. FIG. 5 shows a flowchart of an engine start process 400 from a stopped state in the first embodiment of the present invention. In step 401, it is determined whether or not the vehicle speed is 0 km / h. If YES, the process proceeds to step 402, and if NO, the process ends. Step 402
To determine if the ignition is ON,
If S, the process proceeds to step 403, and if NO, this process ends. In step 403, it is determined whether or not the brake is ON. If YES, the process proceeds to step 404, and if NO, the process ends. Step 404
It is determined whether or not the accelerator is OFF. If YES, the process proceeds to step 405, and if NO, the process ends. In step 405, it is checked whether the AT position is in the P range.
The process proceeds to 06, and if NO, this process ends. In step 406, the generator motor 102b is operated as a motor. At step 407, the completion of the engine start is confirmed. In step 408, the operation of the generator motor 102b as the motor is stopped. At step 410, the electromagnetic clutch 102d
Is released.

That is, in this engine start control, it is confirmed that the vehicle speed is 0 km / h, the ignition is on, the brake is on, the accelerator is off, and the AT position is in the parking position.
Is driven as an electric motor. With this drive, the engine 2
The output shaft 13 of No. 3 rotates and the engine 23 starts. After confirming the completion of the engine start, the generator motor 102b is stopped.

The operation will now be described.
When the engine 23 enters the idling state, the engine 2
The driving force output from the output shaft 13 is transmitted to the converter cover 3 of the torque converter 102a provided on the generator motor unit 102 via the flexible plate 14 provided for suppressing the bending vibration of the crankshaft. The converter cover 3 is driven to rotate. Converter cover 3
Is connected to the oil pump drive shaft 3a, the oil pump 4 generates hydraulic pressure.

At the same time, the pump impeller 10 fixed inside the converter cover 3 is rotationally driven to stir the oil inside the converter cover 3. The direction in which the oil hits the stator blade 11 and changes is changed. This changed oil flow has a torque increasing effect due to the sum of the engine torque and the reaction force of the stator blade 11, and the increased torque is applied to the turbine runner 1
The drive force is transmitted to the drive shaft 17 via the drive shaft 2.

When the engine is started by the rotation of the output shaft 13, the rotor 8 and the converter cover 3, which function as starters, can function as a generator by being rotationally driven by the driving force from the engine. The ring gear 25 of the forward / reverse switching mechanism 103 is driven by the driving force of the drive shaft 17. At this time, if the clutches 28 and 29 are released, no driving force is transmitted to the transmission 104.

FIG. 6 shows a flowchart of the engine creep process 500. In step 501, it is determined whether the AT position is in the D range. If YES, the process proceeds to step 502, and if NO, the process ends. At step 502, it is determined whether or not the brake is OFF. If YES, the process proceeds to step 503, and if NO, the process ends. Accelerator is O in step 503
It is determined whether it is FF, and if YES, step 504 is executed.
If NO, the normal accelerator acceleration process is performed.
In step 504, a normal engine creep operation is performed.
The engine creep is to drive the engine 23 and output a slight driving force by the creep force of the torque converter 102a. In the D range, the clutch 29 is engaged.

When moving forward, the driver steps on the brake and puts the select lever in the D range. At this time, the clutch 29 of the forward / reverse switching mechanism 103 is connected. Since the driver is stepping on the brake, the drive shaft 17 is fixed, and the drive force transmitted from the engine output shaft 13 rotates the pump impeller 10 in the converter cover 3 to generate a creep force in the torque converter 102a. Is accumulated as Therefore, when the driver releases the brake, the vehicle is slightly propelled by the creep force.

FIG. 7 shows a flowchart of the steady running process 600. In step 601, it is confirmed whether the AT position is in the D range. In step 602, it is determined whether or not the brake is off. If YES, the process proceeds to step 603, and if NO, the process ends.
In step 603, it is determined whether or not the accelerator opening is in a steady state. If it is steady, the process proceeds to step 604, and if it is accelerated, the process proceeds to step 700 to perform acceleration processing. In step 604, the engine speed is 1000 to 3000
It is determined whether the rotation speed is within the range of rpm. If YES, the process proceeds to step 605. If NO, the process proceeds to step 606. In step 605, it is determined whether or not the SOC (a quantity indicating the state of charge of the battery, for example, the battery output voltage) is within a set value. If YES, the process proceeds to step 607, and if NO, the process proceeds to step 606. Step 60
In 6, the generator motor 102b stops generating power. In step 607, the generator motor 102b operates to generate power.
In step 608, power generation deceleration correction by the electronic control throttle is performed.

That is, when the vehicle is running at a steady state, that is, when it is determined that the accelerator opening is in a steady state, if the engine speed is in the range of 1000 to 3000 rpm and the SOC is within the set value, the generator motor 102b is turned off. The alternator is operated for power generation, and the torque lost by the power generation operation is decelerated and corrected by an electronically controlled throttle, so that the power generation operation is performed without giving the driver an uncomfortable feeling.

FIG. 8 is a flowchart showing an acceleration process from a steady running. In step 701, the power generation of the generator motor 102b is stopped.

When it is determined that acceleration is required from the accelerator opening during steady running, the power generation operation by the generator motor 102b is immediately stopped and the operation is shifted to the normal engine acceleration operation.
Thus, even when the engine output or the like is small, the acceleration operation can be performed without impairing the driver's request.

FIG. 9 shows a flowchart of a steady running process when the engine 23 is provided with a variable valve mechanism (hereinafter referred to as VEL) 60. Here, first, V
The configuration of the EL 60 will be described with reference to FIG. 5 in the figure
Reference numeral 1 denotes an intake valve (actually, the upper end of the intake valve is shown), and the intake valve 51 is urged in a valve closing direction by an urging force input to a valve lifter 50 from a spring (not shown). . In the figure, reference numeral 52 denotes a camshaft. When the camshaft 52 rotates, a cam 49 provided integrally with the camshaft 52 rotates. When the cam 49 rotates, the left end of the swing arm 47 in the figure moves up and down in accordance with the rotation, and the swing arm 47 moves the control shaft 45 so that the right end in the figure moves up and down in the opposite direction. Repeat the pendulum movement around the center. Then, the upper end of the swing cam 48 moves up and down accordingly. Therefore, when the swing cam 48 is displaced downward, the valve lifter 50 is pushed downward and the intake valve 51 is displaced.
Opens. In the drawing, reference numeral 53 denotes a torsion spring for urging the swing cam 48 to swing counterclockwise.

The control shaft 45 is supported so as to be rotatable about a point indicated by P2 in the drawing as an axis, and the rotation is performed by a VEL actuator (electromagnetic actuator) A1 shown in FIG. . That is, when the control shaft 45 is rotated by the VEL actuator A1 to move the pressure portion, the amount of depression of the swing cam 48 by the swing arm 47 is changed, so that the opening / closing timing of the valve mechanism and the valve lift amount are reduced. Has changed. In this way, the opening and closing timing of the intake / exhaust valves is improved in order to improve fuel efficiency and stable operation at low engine speed and low load, and to secure sufficient output by improving intake charging efficiency at high speed and high load. The valve lift amount is variably controlled according to the engine operating state. In the first embodiment, the so-called Atkinson cycle is used to improve the combustion efficiency.

Further, in the first embodiment, the intake valve 5 is driven based on the driving of the VEL actuator A1.
1 is configured to be able to form a state in which the valve is not opened at all, that is, a valve stop state. When the valve is stopped in this manner, the air in the cylinder of the engine 23 is sealed, and the loss of moving energy due to the inflow and outflow of gas is eliminated.

Hereinafter, the flowchart of FIG. 9 will be described. In step 801, it is checked whether the AT position is in the D range. In step 802, it is determined whether or not the brake is OFF. If YES, the process proceeds to step 803, and if NO, the process ends. In step 803, it is determined whether or not the accelerator opening is in a steady state. If it is steady, the process proceeds to step 804, and if it is accelerated, the process proceeds to step 700 to perform acceleration processing. In step 804, the engine speed is set to 1000 to 3000 rpm.
It is determined whether it is between m and m. If YES, the process proceeds to step 805, and if NO, the process proceeds to step 806.
In step 805, it is determined whether or not the SOC is within the set value. If YES, the process proceeds to step 807, and if NO, the process proceeds to step 806. In step 806, the power generation of the generator motor 102b is stopped. In step 807,
The power generation of the generator motor 102b is activated. Step 808
Then, an Atkinson cycle is performed by controlling the intake / exhaust valve phase by VEL.

The basic control flow in this steady running process is the same as the control in FIG. 7 described above. In this control, instead of performing the regenerative deceleration correction by the electronic control throttle, the VEL 60 The difference is that by setting the intake and exhaust valve phase to the Atkinson cycle, the combustion efficiency is improved, and the increased combustion efficiency is generated.

FIG. 10A shows an engine restart process 9.
00 is shown. Note that basically the same processing is performed in other embodiments described later, but in step 906, different processing is performed for each embodiment.
Please refer to the table also shown in FIG. In step 901, the vehicle speed is determined. If the speed is 0 km / h, the process proceeds to step 902. If the speed is other than 0 km / h, the process ends.

In step 902, it is determined whether or not the brake is off. If YES, the process proceeds to step 903, and if NO, the process ends. Step 903
Then, it is determined whether or not the accelerator is ON. If YES, the process proceeds to step 904, and if NO, the process ends. In step 904, it is determined whether or not the SOC is equal to or more than the set value.
If O, this process ends.

In step 905, it is determined whether the acceleration is gentle or rapid based on the accelerator opening. If the acceleration is gentle, the process proceeds to step 906. If the acceleration is rapid, the process proceeds to step 912. In step 906, the forward / reverse switching mechanism 103 outputs a signal for switching to the N range. Step 907
Then, the generator motor 102b is operated as a motor.
In step 908, the engine start is confirmed from the engine speed. In step 909, the generator motor 102b
The operation as an electric motor is stopped. In step 910, the forward / reverse switching mechanism 103 outputs a signal for switching to the D range.

That is, when the engine restart processing is performed, that is, when the engine 23 is stopped and then restarted, there are two situations as follows. The first is a case where the AT position is in the D range, the engine 23 is stopped, and the vehicle speed is 0 km / h. In this case, if it is confirmed that the brake is off, the accelerator is turned on, and the SOC> setting is performed. When the value is a value, it is determined whether the acceleration is gentle acceleration or rapid acceleration based on the accelerator opening. If the acceleration is rapid, the driving speed of the generator motor 102b as a motor is increased to increase the vehicle speed. Number one
When the rotation speed becomes 400 rpm or more, the motor is driven as a starter, and after confirming engine start from the engine speed, the generator motor 1
The operation of the electric motor 02b is stopped.

If the acceleration is moderate, the forward / reverse switching mechanism 103
Outputs a signal to switch from D range to N range,
The connection between the drive shaft 17 and the transmission 104 is temporarily released.
Next, the generator motor 102b is operated as a starter (operates as an electric motor), the engine 23 is started, and the engine start is confirmed from the engine speed.
b to stop the function as a starter, output a signal for switching from the N range to the D range to the forward / reverse switching mechanism 103, connect the drive shaft 17 and the transmission 104, and return to the normal engine running state. Transition. Here, the switching from D to N to D in the forward / reverse switching mechanism 103 at the time of engine start is performed because a change in torque or the like for starting the engine is transmitted to the drive wheels, thereby giving the driver an uncomfortable feeling. This is because there was no consideration.

FIG. 13 shows the structure of the shift valve 42 for performing D → N → D switching in the forward / reverse switching mechanism 103. The shift valve 42 is connected to a shift lever (not shown), and based on the operation of the shift lever,
It switches to each position of P, R, N, D, 2, 1.
When the shift valve 42 is located in the D range, the line pressure is supplied to the oil path shown in the figure D, and when the shift valve 42 is in the R range, the line pressure is supplied to the oil path shown in the figure R. In response to this hydraulic signal, the forward / reverse switching mechanism 1
03 is configured to switch back and forth. Also, N
No line pressure is supplied to any oil passages during range.

An electromagnetic valve 43 is provided in the middle of the oil passage of D. When the solenoid valve 43 is not driven, the line pressure is supplied to the oil passage of D. The road is blocked, and a signal in the N range is output to the forward / reverse switching mechanism 103. Therefore, the shift range is changed from D → N → by the processing of steps 906 and 910.
When changing to D, switching from D to N is performed by driving the electromagnetic valve 43, and switching from N to D is performed by stopping the driving of the electromagnetic valve 43. By providing the solenoid valve 43, D → N → D switching with high responsiveness becomes possible.

Second, when the vehicle speed is other than 0 km / h,
In this case, the process ends.

FIG. 11A shows a flowchart of the deceleration / re-acceleration processing when switching from the deceleration state to the acceleration state. Note that basically the same processing is performed in other embodiments described later, but steps 1011 and 1
In step 015, since different processing is performed for each embodiment, step 101 described as processing S1 and processing S2 is performed.
For 1 and 1015, refer to the table also shown in FIG. In step 1001, it is determined whether or not the accelerator is OFF. If YES, the process proceeds to step 1002, and if NO, the process ends.
In step 1002, the fuel injection to the engine 23 is cut. In step 1003, the valve is stopped by the VEL 60. In step 1005, the generator motor 102
The regeneration operation by b is performed. In step 1006, SO
It is determined whether or not C is within the set value. If YES, the process proceeds to step 1006. If NO, the process proceeds to step 1007. In step 1007, the regenerative operation by the generator motor 102b is stopped, and this process ends. Step 10
In step 08, it is determined whether the vehicle is accelerating or gently accelerating based on the accelerator opening. If the acceleration is abrupt, the process proceeds to step 1009. If the acceleration is a gradual acceleration, the process proceeds to step 1013.

In step 1009, the generator motor 102
The regenerative operation by b is stopped. In step 1010,
The fuel injection of the engine 23 is restarted. Step 1011
Then, in addition to transmitting the driving force by the torque converter, the electromagnetic clutch is controlled and connected from the half clutch to the lockup state. In step 1012, accelerator acceleration by a normal engine is performed. In step 1013, the regenerative operation by the generator motor 102b is stopped. In step 1014, fuel injection to the engine is restarted. In step 1015, the connection of the electromagnetic clutch is released, and the driving force is transmitted by the torque converter. Step 101
In step 6, the normal accelerator acceleration by the engine 23 is performed.

That is, when the accelerator is O
At the time of FF, the fuel injection is cut, the valve is stopped by the VEL 60, that is, the intake valve 51 is closed, and the engine 23
Keep the inside of the cylinder closed. As a result, a so-called engine braking state is established, and power is transmitted from the output shaft 13 to the crankshaft 18. When the piston is driven, no air flows in or out of the cylinder, so that there is no energy loss due to gas movement. As a result, the braking force for the engine brake decreases. By regenerating that amount by the generator motor 102b, regeneration can be performed without discomfort. If the SOC is not within the set value, the generator motor 102b
The regenerative operation due to is stopped. When the SOC is within the set value and the accelerator is ON, that is, when the vehicle shifts to the acceleration state, it is determined from this accelerator opening degree whether rapid acceleration or gentle acceleration is to be performed.
In the case of sudden acceleration, the regenerative operation is stopped, engine fuel injection is restarted, and in addition to the transmission of driving force by the torque converter, the electromagnetic clutch is controlled and connected from the half-clutch to the lock-up state, and normal engine drive Accelerate with the accelerator as at times.

If the acceleration is moderate, the regenerative operation of the generator motor 102b is stopped, the fuel injection of the engine is restarted, and the driving force is transmitted by the torque converter 102a without connecting the electromagnetic clutch 102d. Accelerate with the accelerator as in driving.

In the first embodiment, the regenerative engine is stopped. In this case, the transmission 1
The oil pressure required for the fuel cell 05 or the like is supplied by a separately provided oil pressure generating means. When the engine is not stopped (when fuel cut is limited), the oil pressure generating means is unnecessary.

As described above, in the first embodiment of the present invention, the electromagnetic clutch 102d is provided as a clutch that locks the torque converter 102a, and the generator motor 102b is provided in the outer housing 5 of the torque converter 102a. Generator motor 1
02b can exhibit any of the functions of starter, alternator, drive assist, and regenerative means.
It is not necessary to significantly change the configuration of the existing power train, and the production line does not need to be significantly changed.
It can be a low cost means. Therefore, it is possible to provide an inexpensive power generator unit having the functions of the starter / alternator / drive assist / regeneration. Further, since an existing product can be used as it is as the housing of the torque converter 102a, there are two types of settings, a specification using the existing torque converter 102a as it is as a power train, and a specification using the generator motor unit of the present invention. And the degree of freedom in design can be improved.

Further, when the torque converter 102a is in the lock-up state, even if bending vibration or torsional vibration is input to the torque converter 102a from the engine side and the transmission side, these vibrations are transmitted to the flexible plate 14 and the torsion spring. 15 can be absorbed. Therefore, the drive shaft 1 output from the torque converter 102a
7, the relative displacement in the direction perpendicular to the axis is less likely to occur between the rotor 8 connected to the outer housing 5 and the outer housing 5. As a result, even if the distance between the rotor 8 and the stator 1 is reduced in the generator motor 102b, they are less likely to interfere with each other. The generator motor 102b
Input / output efficiency can be improved. Further, since the rotor 8 is provided outside the converter case 3, the radial and axial lengths of the generator motor 102b can be secured,
The drive capacity and the regenerative capacity can be increased.
Further, since the outer housing 5 is provided with a jacket through which the refrigerant flows, the stator 1 can be cooled by this,
Functional deterioration due to heat can be prevented. In addition, since the built-in oil pump 4 is provided, there is no need to provide an oil pump outside, and the configuration can be made compact. Further, the resistance on the engine side is reduced by an amount corresponding to the suppression of the energy loss of the engine 23 due to the valve stop by the VEL 60,
By regenerating as much as the resistance is reduced, regeneration can be performed without discomfort, and regenerative performance can be improved. That is, conventionally, in a state where the engine 23 and the generator motor 102b are directly connected, when the regenerative operation is performed, the braking force for the regenerative braking is generated in addition to the braking force equivalent to the normal engine brake, so that the braking force increases. I feel uncomfortable. However, in the first embodiment, in this directly connected state, the energy loss of the engine 23 is suppressed to reduce the braking force of the engine brake, and the reduced amount is regenerated. Does not occur.

(Second Embodiment) FIG. 14 is a sectional view showing a second embodiment of the present invention. This Embodiment 2
The basic configuration is the same as that of the first embodiment except that the configuration of the generator motor 102 is different from that of the first embodiment. Therefore, the same components are denoted by the same reference numerals and the description thereof will be omitted, and only the differences will be described.

The generator motor unit 102 is formed into two independent chambers by the outer housing 5 and the clutch case 3a. The motor room 32 partitioned by the outer housing 5 and the clutch case 3a has a power generator functioning as a motor and a generator. An electric motor 102b is provided, and only a hydraulic clutch 102c is provided in the clutch case 3a. In the hydraulic clutch 102c, the lock-up piston 16 performs engagement and disengagement operations by hydraulic pressure.

An oil pump drive shaft 30b is connected to the clutch case 3a. The rotation of the clutch case 3a drives the built-in oil pump 4 to generate a hydraulic pressure. An oil seal 7 is provided between the oil pump drive shaft 30b and the outer housing 5 to keep the motor chamber 32 as a drying chamber. A lock-up piston 16 is serrated and slidable on the drive shaft 17 to the drive shaft 17 supported through the oil pump drive shaft 30b. The description of the serration coupling part is the same as that of the first embodiment, and will not be repeated. An oil passage 22 is provided in the drive shaft 17, and the oil passage 22 can adjust the oil pressure of the hydraulic chamber 21. Thereby, a fastening force as the hydraulic clutch 102c is generated. FIG. 15 shows a control unit C1 according to the first embodiment of the present invention. The control unit C1 is connected to an ignition switch S1, and a vehicle speed sensor S2, a brake SWS3, an accelerator opening sensor S4, an AT position sensor S5, a voltmeter S6,
The respective sensor signals of the engine speed sensor S7 are input, various calculations are performed based on the sensor signals, and control signals are output to the hydraulic clutch 102c, the generator motor 102b, the solenoid valve 43, and the engine control unit C2.
The engine control unit C2 controls the driving of the engine 23. In the present embodiment, the engine control unit C2 uses a signal from the control unit C1 to control a variable valve mechanism A1, a fuel injection device A2,
A control signal is output to the ignition device A3 and the like. In the first embodiment, the control signal is output to the electromagnetic clutch. However, in the second embodiment, the control from the half clutch to the lockup state is performed by the output signal to the hydraulic clutch 102c instead of the electromagnetic clutch. .

Next, the contents of control by the control unit C1 of the second embodiment will be described. The control flow according to the second embodiment of the present invention is the same as that of the first embodiment, except that a hydraulic motor 102b provided between the engine output shaft 13 and the drive shaft 17 and a generator motor 102b are provided between the engine 23. In this point, basically the same control as in the first embodiment can be performed. However, since there is no torque converter provided in the first embodiment,
The control during acceleration in the deceleration / re-acceleration processing 1000 shown in FIG. 11 is different. Hereinafter, this difference will be described in detail.

In step 1011 of FIG. 11, it is determined from the accelerator opening that rapid acceleration has occurred, the regenerative operation of the generator motor 102b is stopped, and engine fuel injection is restarted.
The hydraulic clutch 102c is controlled and connected from the half clutch to the lockup state. This makes it possible to obtain a smooth starting torque even with a small engine torque. Further, it is possible to transmit the engine torque to the drive shaft 17 again without giving the driver an uncomfortable feeling.

Next, also at step 1015, by controlling from the above-mentioned half-clutch to the lock-up state, it is possible to transmit torque smoothly similarly.

As described above, in the second embodiment of the present invention, the hydraulic clutch 102c is provided as a clutch,
Since the generator motor 102b is provided between the engine 23 and the hydraulic clutch 102c, the generator motor 102b
Can function as a starter, alternator, drive assist, and regenerative means.In addition, it is not necessary to significantly change the configuration of the existing power train, and it is not necessary to significantly change the production line. , Low cost means. Further, since no torque converter is provided, the cost can be further reduced.
Further, since the configuration can be made more compact, the range of applicable vehicle types can be expanded.

(Third Embodiment) FIG. 16 is a sectional view showing a third embodiment of the present invention. This Embodiment 3
The basic configuration is the same as that of the first embodiment except that the configuration of the generator motor unit 102 is different from that of the first embodiment. Therefore, the same components are denoted by the same reference numerals, and description thereof will be omitted, and only differences will be described. .

The generator motor unit 102 is composed of two chambers independent of each other by the outer housing 5 and the converter case 3, and the motor room 32 partitioned by the outer housing 5 and the converter case 3 has a power generator functioning as a motor and a generator. An electric motor 102b is provided, and a torque converter 102a is provided in the converter case 3. The torque converter 102a includes a hydraulic clutch 102c, which can form a lock-up state. The hydraulic clutch 10
2c is slidably connected to the drive shaft 17 in a serrated manner. This serrated connection is the same as that shown in FIG. 3 in the first embodiment.

An input shaft 90 is provided on the engine side of the converter case 3, and the rotor support member 8a is connected to the input shaft 90. The structure of the rotor support member 8a is the same as the structure of the lockup piston 16 in the first embodiment (see FIG. 3), but the relationship between the input shaft 90 and the rotor support member 8a is the same as in the first embodiment.
Unlike what was serrated in
They are linked in a non-slidable manner. The rotor 8 is provided on the rotor support member 8a, and together with the stator 1 and the coil 2 provided on the inner peripheral surface of the outer housing 5, constitutes a generator motor 102b.

Further, an electric oil pump 80 for generating oil pressure by a motor is provided outside the generator motor unit 102. At the same time with the ignition switch, the required oil pressure from the electric oil pump 80 is transmitted to the transmission 105,
It is supplied to the hydraulic clutch 102c and the torque converter 102a. Therefore, it is possible to always supply the required hydraulic pressure regardless of whether the engine is stopped or started.

With the above configuration, the rotational force output from the crankshaft 18 of the engine 23 is output via the engine output shaft 13 to the generator motor unit 102 fixed to the side surface of the engine 23. This rotational force is transmitted via a flexible plate 14 provided to suppress crankshaft bending vibration, and rotates the rotor support member 8a. This causes the rotor 8 to rotate, and this rotational force is input to the input shaft 90 via the rotor support member 8 a having the abrupt torque fluctuation torsion angle absorption hysteresis, thereby rotating the converter case 3. Pump impeller 1 fixed to converter case 3
The rotation of 0 causes the turbine runner 12 to rotate, and this rotation drives the drive shaft 17 to rotate.

Since the control unit according to the third embodiment of the present invention is the same as that of the second embodiment, see FIG.

Next, a control flow according to the third embodiment will be described. In this control flow, only differences from the first embodiment will be described. Engine restart processing 90 in FIG.
At 0, when it is determined that the acceleration is moderate from the accelerator opening,
Since the electric oil pump 80 is provided outside, the hydraulic pressure is always supplied, and the line pressure is supplied to the forward / reverse switching device, and by switching to the N range, D → N
→ Perform D switching.

In the deceleration / re-acceleration processing 1000 shown in FIG. 11, when the mode shifts from deceleration to acceleration and it is determined that the accelerator opening is sudden acceleration, the regenerative operation of the generator motor 102b is stopped and injection of engine fuel is restarted. Step 101
In 1, in addition to the torque transmission by the torque converter 102a, the hydraulic clutch 102c is controlled from the half-clutch to the lock-up state to transmit the torque more reliably. If it is determined that the acceleration is moderate, the regenerative operation of the generator motor 102b is stopped, and the fuel injection of the engine is restarted.
2c is not connected, and torque transmission is performed only by the torque converter 102a.

Thus, it is possible to smoothly meet the demand without giving the driver a feeling of strangeness.

As described above, according to the third embodiment of the present invention, the hydraulic clutch 102c is provided as the lock-up clutch of the torque converter 102a, and the electric oil pump 80 is provided outside the motor generator unit 102. The hydraulic pressure can always be supplied to the hydraulic clutch 102c, and connection can be made at an arbitrary timing. In this respect, there is no operational difference from the electromagnetic clutch in the first embodiment. However, in the first embodiment, the inside of the torque converter 102a is divided into an oil chamber and a drying chamber, whereas in the third embodiment, the torque converter 102a can be constituted only by the oil chamber. There is no need to provide an oil seal or the like inside, and the configuration can be simplified.

Further, by providing the rotor support member 8a with a damper mechanism having an abrupt torque fluctuation torsion angle absorption hysteresis, it is possible to minimize the angular velocity fluctuation due to the torque fluctuation, thereby achieving stable rotation of the rotor 8. be able to.

(Embodiment 4) FIG. 17 is a sectional view showing Embodiment 4 of the present invention. This Embodiment 4
The basic configuration is the same as that of the first embodiment except that the configuration of the generator motor unit 102 is different from that of the first embodiment. Therefore, the same components are denoted by the same reference numerals, and description thereof will be omitted, and only differences will be described. .

The generator motor unit 102 is formed into two independent chambers by the outer housing 5 and the converter case 3, and the motor room 32 partitioned by the outer housing 5 and the converter case 3 has a power generator functioning as a motor and a generator. An electric motor 102b is provided, and a torque converter 102a is provided in the converter case 3. The torque converter 102a includes a hydraulic clutch 102c, which can form a lock-up state.

A rotor 8 is provided outside the converter case 3. The stator 8 and the coil 2 are provided on the inner peripheral surface of the outer housing 5.
02b.

An electric oil pump 80 for generating oil pressure by a motor is provided outside the generator motor unit 102. The required oil pressure from the electric oil pump 80 is simultaneously transmitted to the transmission 105 and the ignition switch.
It is supplied to the hydraulic clutch 102c and the torque converter 102a. Therefore, it is possible to always supply the required hydraulic pressure regardless of whether the engine is stopped or started.

With the above configuration, the rotational force output from the crankshaft 18 of the engine 23 is output via the engine output shaft 13 to the generator motor unit 102 fixed to the side surface of the engine 23. This torque is transmitted via a flexible plate 14 provided to suppress crankshaft bending vibration, and rotates the converter case 3. Thereby, the rotor 8 rotates and can function as a generator. The rotation of the pump impeller 10 fixed to the converter case 3 causes the turbine runner 12 to rotate,
This rotation drives the drive shaft 17 to rotate.

Since the control unit according to the fourth embodiment of the present invention is the same as that of the second embodiment, see FIG.

Next, a control flow according to the third embodiment will be described. In this control flow, only differences from the first embodiment will be described. Engine restart processing 90 in FIG.
At 0, when it is determined that the acceleration is moderate from the accelerator opening,
Since the electric oil pump 80 is provided outside, the hydraulic pressure is always supplied, and the line pressure is supplied to the forward / reverse switching device, and by switching to the N range, D → N
→ Perform D switching.

In the deceleration / re-acceleration processing 1000 shown in FIG. 11, when the mode shifts from deceleration to acceleration and it is determined from the accelerator opening that rapid acceleration has occurred, the regenerative operation of the generator motor 102b is stopped, and engine fuel injection is restarted. Step 101
In 1, in addition to the torque transmission by the torque converter 102a, the hydraulic clutch 102c is controlled from the half-clutch to the lock-up state to transmit the torque more reliably. When it is determined that the acceleration is moderate, the regenerative operation of the generator motor 102b is stopped, and the injection of the engine fuel is restarted.
2c is not connected, and torque transmission is performed only by the torque converter 102a.

Thus, it is possible to smoothly meet the demand without giving the driver an uncomfortable feeling.

As described above, by adopting the structure of the fourth embodiment, the conventional torque converter with a hydraulic lock-up clutch is applied as it is, and the generator motor 102b is formed around the outer periphery of the torque converter 102a. The generator motor unit 102 can be configured without any extension in the axial direction, and can be applied to a conventional vehicle without any design change. In addition, by using the electric oil pump 80 that generates oil pressure by a motor outside the generator motor unit 102,
The connection and disconnection of the hydraulic clutch 102c can be performed at an arbitrary timing regardless of the driving state of the engine.

[0099]

As described above, the first aspect of the present invention is as follows.
According to the invention described in the above, a clutch is provided between the engine and the transmission, and an absorbing plate that absorbs bending vibration of the output shaft is provided between the output shaft of the engine and the generator motor,
By providing a damper that absorbs torsional vibration between a member on the transmission side with respect to the engagement surface of the clutch and the input shaft of the transmission, when the clutch is in a directly connected state, it is connected to the engine side. Even if bending vibrations and torsional vibrations are input to the generator motor from the transmission side, these vibrations can be absorbed by the absorbing plate and the damper. Thus, by inputting stable rotation to the generator motor, relative displacement in the direction perpendicular to the axis is less likely to occur, thereby improving the input / output efficiency of the generator motor.

According to the second aspect of the present invention, since the absorbing plate for absorbing bending vibration and the damper for absorbing torsional vibration are provided so as to be directly connected to the generator motor, the angular velocity fluctuation of the generator motor can be further absorbed. Thus, a stable control operation can be performed.

According to the third aspect of the present invention, when increasing the capacity of the generator motor, it is necessary to ensure the radial length and the axial length of the rotor, but a member for supporting the rotor is provided. Therefore, the radial length of the rotor can be ensured, and both the power generation capacity and the driving force can be increased.

According to the fourth aspect of the present invention, it is possible to connect or disconnect the engine and the drive shaft in any state without being restricted by conditions such as hydraulic pressure.

According to the sixth aspect of the present invention, it is possible to generate sufficient starting torque and the like even in a vehicle having a small engine output, and to drive the vehicle by regenerating the lock-up clutch during regenerative operation. The rotor of the generator motor is rotated by the driving torque input to the torque converter from the wheel side, so that regenerative energy can be obtained.

According to the seventh aspect of the present invention, as the rotor rotates, air flows in the housing and the generator motor is cooled, so that the function of the generator motor due to heat can be prevented from deteriorating.

According to the present invention, the stator of the generator motor is cooled, so that the function of the generator motor can be prevented from deteriorating due to heat.

According to the ninth aspect of the present invention, there is no need to provide an external oil pump, and the configuration can be made compact.

According to the tenth aspect of the present invention, it is possible to always supply the hydraulic pressure regardless of the state of the engine, whereby the hydraulic clutch can function in the same manner as the electromagnetic clutch. In addition, since the required hydraulic pressure can always be supplied to the transmission and the like, there is no need to provide another hydraulic pressure generating means, so that the configuration can be simplified.

[Brief description of the drawings]

FIG. 1 shows a claim correspondence diagram illustrating the present invention.

FIG. 2 is a sectional view showing a configuration of the first embodiment of the present invention.

FIG. 3 is an enlarged sectional view of a serration coupling portion according to the first embodiment of the present invention.

FIG. 4 is a block diagram of a control unit according to the first embodiment of the present invention.

FIG. 5 is a flowchart of an engine start process according to the first embodiment of the present invention.

FIG. 6 is a flowchart of an engine creep process according to the first embodiment of the present invention.

FIG. 7 is a flowchart of a steady traveling process according to the first embodiment of the present invention.

FIG. 8 is a flowchart of an acceleration process according to the first embodiment of the present invention.

FIG. 9 is a flowchart of a steady running process when there is a variable valve mechanism according to the first embodiment of the present invention.

FIG. 10 is a flowchart of an engine restart process according to the first embodiment of the present invention.

FIG. 11 is a flowchart of a deceleration / re-acceleration process according to the first embodiment of the present invention.

FIG. 12 is an enlarged sectional view of the variable valve mechanism according to Embodiment 1 of the present invention.

FIG. 13 is a sectional view showing a shift valve according to the first embodiment of the present invention.

FIG. 14 is a sectional view showing a configuration of a second embodiment of the present invention.

FIG. 15 is a block diagram of a control unit according to the second embodiment of the present invention.

FIG. 16 is a sectional view showing a configuration of a third embodiment of the present invention.

FIG. 17 is a sectional view showing a configuration of a fourth embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Stator 2 Coil 3 Converter cover 3a Oil pump drive shaft 3b Partition wall 3c Clutch case 4 Built-in oil pump 5 Outer housing 6 Fin 7 Oil seal 8 Rotor 8a Rotor support member 9 One-way clutch 10 Pump impeller 10a Impeller shell 10b Impeller blade 11 Stator blade DESCRIPTION OF SYMBOLS 12 Turbine runner 13 Output shaft 14 Flexible plate 15 Torsion spring 16 Lockup piston 16a Friction material 16b Coil 17 Drive shaft 18 Crankshaft 19 42V Electromagnetic lockup clutch terminal 19a Slip ring 21 Hydraulic chamber 22 Oil passage 23 Engine 24 Transmission case 25 Ring gear 26 Pinion gear 27 Sun gear 28 Clutch 29 Clutch 30 Inner housing 30a Oil Pump case 30b Stator fixed shaft 31 Lock-up piston coupling part 32 Motor chamber 33 Rotary shaft 34 Primary pulley 35 Secondary pulley 36 Belt 37 Friction plate 38 Disc spring 39 Spring 40 Input plate 41 Output plate 42 Shift valve 43 Solenoid valve 44 Power supply unit 45 Control Shaft 46 Control cam 47 Swing arm 48 Swing cam 49 Cam 50 Valve lifter 51 Intake valve 52 Camshaft 60 Variable valve mechanism 70 Positioning hole 80 Electric oil pump 90 Input shaft 102 Generator motor unit 102a Torque converter 102b Generator motor 102c Hydraulic pressure Clutch 102d Electromagnetic clutch 103 Forward / reverse switching mechanism 104 Transmission mechanism 105 Transmission 105a Input shaft a Generator motor unit b Generator motor c Clutch Absorbing plate e1 damper e2 damper

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (reference) // H02K 7/10 B60K 9/00 EF term (reference) 3D039 AA02 AA31 AB01 AB27 AC03 AC07 AC15 AC34 AC45 AD01 AD06 AD53 5H115 PA01 PA08 PA11 PA12 PC06 PG04 PI16 PI29 PI30 PO02 PO17 PU01 PU23 PU25 PV01 QA10 QE01 QE02 QE10 QE13 QH08 QI04 QN03 RB08 RE02 RE03 RE05 RE06 RE07 SE04 SE05 SE08 SE09 TB01 TE02 TI02 TO13 TO21 TO23 TO03 TO13 TO21 TOBB TO30 TO13 TO21 TO23 TO03 TO21 TO23 TO02 CC09 DD03 EE02 EE03 EE04 EE33 FF24

Claims (9)

[Claims] 1. A generator-motor unit interposed between an output shaft of an engine and an input shaft of a transmission capable of switching between a neutral state and a forward / reverse traveling state and capable of changing a gear ratio, A clutch that disconnects and transmits a driving force between an output shaft of the engine and an input shaft of the transmission; and a clutch that is provided closer to the output shaft of the engine than the clutch and transfers torque between the output shaft of the engine and the clutch. A generator motor provided so as to be capable of being provided, an absorption plate is provided between the output shaft of the engine and the generator motor for absorbing bending vibration of the output shaft, and the transmission is closer to the transmission surface than the engagement surface of the clutch. And a damper for absorbing torsional vibration is provided between the member and the input shaft of the transmission. 2. A generator-motor unit interposed between an output shaft of an engine and an input shaft of a transmission capable of switching between a neutral state and a forward / reverse traveling state and capable of changing a gear ratio, A clutch for disconnecting and transmitting a driving force between an output shaft of the engine and an input shaft of the transmission; and a clutch provided on the output shaft side of the engine relative to the clutch, for transmitting and receiving torque to and from the engine output shaft. A generator motor provided so as to be capable of being provided, an absorption plate for absorbing bending vibration of an output shaft is provided between the output shaft of the engine and the generator motor, A power generation unit comprising a member provided with a damper for absorbing torsional vibration. 3. The generator motor comprises: a stator and a coil provided on an inner peripheral surface of an outer housing covering the generator motor unit; and a rotor provided on an outer peripheral surface of a clutch case covering the clutch. 2. The method according to claim 1, wherein
Or the generator electric unit according to 2. 4. The power generation unit according to claim 1, wherein an electromagnetic clutch is provided as the clutch. 5. The electric power generation unit according to claim 1, wherein a hydraulic clutch is provided as the clutch. 6. The power generation motor unit according to claim 1, wherein a torque converter is provided, and said clutch is a lock-up clutch provided so as to be able to form a lock-up state of said torque converter. A power generation unit according to any of the preceding claims. 7. The generator motor unit according to claim 1, wherein a jacket through which a refrigerant passes is provided on a fixing surface of the stator of the generator motor in the outer housing. 8. The generator / motor unit according to claim 1, wherein an oil pump for supplying a fastening force of a hydraulic clutch is incorporated in the generator / motor unit. 9. The electric power generator according to claim 1, further comprising an electric oil pump that supplies a coupling force of the hydraulic clutch and a control pressure of the transmission to the outside of the electric generator unit. Electric unit.