JP2003191761A - Driving device for hybrid vehicle - Google Patents

Driving device for hybrid vehicle

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Publication number
JP2003191761A
JP2003191761A JP2001394459A JP2001394459A JP2003191761A JP 2003191761 A JP2003191761 A JP 2003191761A JP 2001394459 A JP2001394459 A JP 2001394459A JP 2001394459 A JP2001394459 A JP 2001394459A JP 2003191761 A JP2003191761 A JP 2003191761A
Authority
JP
Japan
Prior art keywords
drive
engine
case
motor
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2001394459A
Other languages
Japanese (ja)
Other versions
JP3536837B2 (en
Inventor
Masatoshi Adachi
Jiro Kaneko
Masahiro Kojima
Kazutoshi Motoike
Yutaka Taga
豊 多賀
昌洋 小嶋
一利 本池
昌俊 足立
二郎 金子
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP2001394459A priority Critical patent/JP3536837B2/en
Priority claimed from ES08002055T external-priority patent/ES2399998T3/en
Publication of JP2003191761A publication Critical patent/JP2003191761A/en
Application granted granted Critical
Publication of JP3536837B2 publication Critical patent/JP3536837B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies in electromobility
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving device for a hybrid vehicle that downsizes the whole device and incorporates a reduction gears mechanism. <P>SOLUTION: This driving device 14 for hybrid vehicle includes an MG1 (first motor generator), a power dividing mechanism 27 and an MG2 (second motor generator). The MG1 functions mainly as a power generator. The power dividing mechanism 27 divides power generated in an engine into the MG1 and a driving wheel. The MG2 has a smaller outer diameter than that of the MG1 and placed on the opposite side of the engine against the MG1. The MG2 functions mainly as an electric motor and generates auxiliary power for driving the driving wheel separately from engine power. Further, in the driving device 14, the reduction gear mechanism 28 that has a smaller outer diameter than that of the MG2 and that decelerates the rotation of the MG2 is placed on the opposite side of the engine against the MG2. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is suitable for use in a hybrid vehicle equipped with two types of power sources having different characteristics, that is, an engine and an electric motor, and adapted to travel by optimally combining driving forces according to the situation. The present invention relates to a drive device for a hybrid vehicle.

[0002]

2. Description of the Related Art In recent years, a hybrid vehicle equipped with two types of power sources having different characteristics, an engine and an electric motor, has been developed.
It has been put to practical use. In this hybrid vehicle, the driving forces of the two types of power sources described above are optimally combined according to the situation, and the advantages of each power source are utilized to compensate for the disadvantages. Therefore, it is possible to significantly improve the fuel consumption rate and the emission performance while sufficiently ensuring the power performance of the vehicle.

Various drive devices have been proposed in the past for use in such hybrid vehicles. One of them includes a first motor generator (MG1), a power split mechanism, and a second motor generator (MG2). MG1 mainly functions as a generator. The power split mechanism is a planetary gear mechanism and splits the power generated by the engine into the MG1 and the drive wheels. MG2 mainly functions as an electric motor, and generates auxiliary power for driving the drive wheels separately from the power of the engine. In this drive device, one of the power split by the power split mechanism is mechanically transmitted to the drive wheels to rotate the drive wheels. Further, the other of the divided powers is transmitted to MG1. In response to this transmission, MG1 functions as a generator, and the generated power is M
It is supplied to G2. When MG2 functions as an electric motor in response to this supply, the power generated in MG2 is added to one power split by the power split mechanism described above, and the output of the engine is assisted.

As a technique related to the arrangement (layout) of each component in the above-described hybrid vehicle drive device, for example, in JP-A-6-144020, MG1, MG2, and a planetary gear mechanism are arranged in series. Things are disclosed. According to this arrangement, the physique, especially the outer diameter, becomes smaller in order as the distance from the portion closer to the engine increases, which is advantageous in that the entire device can be made compact.

[0005]

By the way, as a drive device for a hybrid vehicle, it is conceivable to add a reduction mechanism for reducing the rotational speed of MG2 (electric motor). However, the drive device described in the above-mentioned publication does not show a specific layout when the reduction gear mechanism is arranged in addition to the planetary gear mechanism. Therefore, the advent of a drive device that can make the entire device compact including the speed reduction mechanism is desired.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a drive device for a hybrid vehicle in which a reduction mechanism can be incorporated while making the entire device compact. .

[0007]

[Means for Solving the Problems] Means for achieving the above-mentioned objects and their effects will be described below. In the invention according to claim 1, a first motor-generator that functions as an electric motor or a generator, a power split mechanism that splits power generated by an engine into the first motor-generator and drive wheels, and the first motor-generator are provided. On the other hand, a second motor-generator, which is arranged on the opposite side of the engine, functions as an electric motor or a generator, and generates power for driving the drive wheels separately from the power of the engine. In the hybrid vehicle drive device, the outer diameter of the motor generator is smaller than the outer diameter of the first motor generator.
The outer diameter is smaller than that of the motor generator, and the second
A deceleration mechanism for decelerating the rotation of the motor generator is arranged on the opposite side of the engine with respect to the second motor generator.

According to the above structure, the power generated by the engine is split into two by the power split mechanism. One of the divided powers is mechanically transmitted to the drive wheel, and the drive wheel is rotated. Further, the other of the divided powers is transmitted to the first motor generator. When the first motor generator functions as a generator in response to this transmission,
The generated electric power is supplied to the second motor generator. When the second motor-generator functions as an electric motor in response to this supply, the power generated by the second motor-generator is added to one power split by the power split mechanism described above, and the output of the engine is assisted.

By the way, in the drive device, at least both motor generators and the speed reducing mechanism among the constituent parts are arranged in the order of the first motor generator, the second motor generator and the speed reducing mechanism from the side closer to the engine to the side away from the engine. Has been done. The outer diameter of the second motor generator is smaller than the outer diameter of the first motor generator, and the outer diameter of the reduction mechanism is smaller than the outer diameter of the second motor generator. Therefore, if the outer diameter of the power split mechanism is smaller than the outer diameter of the first motor generator, the drive device has a tapered shape in which the outer diameter becomes smaller as the distance from the engine increases. As described above, according to the first aspect of the present invention, it is possible to incorporate the reduction mechanism into the drive device while making the entire device compact.

The above-described compact drive device is excellent in mountability in a hybrid vehicle. In particular, the shape of the entire drive device described above is substantially the same as the shape of a general automatic transmission including a torque converter and a speed change mechanism. For this reason, if the drive device is designed to be approximately the same size as the automatic transmission, the drive device will fit in the existing floor tunnel of the vehicle in which the automatic transmission is housed. Therefore, by using this floor tunnel, it becomes possible to dispose the drive device in place of the automatic transmission.

According to a second aspect of the invention, there is provided a core case according to the first aspect of the invention, which has an outer shape that becomes narrower with distance from the engine, and in which the both motor generators and the power split mechanism are incorporated. Further, a case provided separately from the core case and incorporating the speed reduction mechanism, and a coupling means for coupling the case to the core case are further provided.

According to the above configuration, when the drive device is applied to various hybrid vehicles, the motor generator, the power split mechanism, etc. are common if the specifications such as the gear ratio of the reduction mechanism can be adapted to the vehicle. It can be used as it is as a part. Here, the case in which the speed reduction mechanism is incorporated is independent of the core case in which both the motor generators and the power split mechanism are incorporated, and both cases can be coupled and separated from each other. Therefore, if a unit part in which the speed reduction mechanism is incorporated in the case is prepared for each type of hybrid vehicle, the unit (core unit) in which both motor generators and the power split mechanism are incorporated in the core case becomes the type of hybrid vehicle. However, only one type is required. Then, when assembling a plurality of types of drive devices in an assembly plant or the like, it is possible to cope with this by selecting a unit portion incorporating a speed reduction mechanism suitable for the type and attaching it to a common core unit.

According to a third aspect of the present invention, in the first or second aspect of the invention, the power split mechanism has a ring gear having an outer diameter smaller than that of the both motor-generators, and between the both motor-generators. And a second connecting portion for electrically connecting a first cable to the first motor-generator and a second connecting cable for the second motor-generator. And a second connecting portion for performing the operation are provided in a space radially outward of the ring gear between the motor generators.

According to the above structure, the power split mechanism is composed of the planetary gear mechanism arranged between both motor generators. Moreover, the outer diameter of the ring gear that determines the outer shape of the entire planetary gear mechanism is smaller than the outer diameters of the two motor generators. As a result, a space is created between the two motor-generators radially outward of the ring gear. In the invention according to claim 3, a first motor for electrically connecting the first cable to the first motor generator is provided.
The connection is provided in this space. In addition, a second connecting part for electrically connecting the second cable to the second motor generator is also provided in this space. In this way, by collectively providing both connecting portions in the space between the two motor generators, it is possible to effectively utilize the space and to arrange both connecting portions without impairing the compactness of the drive device.

According to the invention described in claim 4,
In the invention described in any one of 1, the both motor generators are incorporated in a drive case having an outer shape that becomes narrower as the distance from the engine increases, and the drive case is connected to the first motor generator. A first take-out portion for taking out the first cable to the outside of the drive case is provided, and the drive case is connected to the second motor generator on the side opposite to the engine with respect to the first take-out portion. A second take-out portion for taking out the second cable to the outside of the drive case is provided, and the first take-out portion and the second take-out portion are formed to be bent in a direction away from the engine in a parallel state. And

According to the above structure, the first cable connected to the first motor generator is taken out of the drive case through the first take-out portion. Further, the second cable connected to the second motor generator is taken out of the drive case through the second take-out portion. Here, both the first take-out portion and the second take-out portion are provided in the drive case that becomes thinner as the distance from the engine increases. Further, the second take-out portion is located on the opposite side of the engine with the first take-out portion in between, that is, at a portion of the drive case having a smaller diameter than the first take-out portion. In addition, the two take-out portions are bent in a direction away from the engine in parallel with each other. Therefore, if the connection destination of both cables is located on the side opposite to the engine side of the drive unit, both cables can be taken out of the drive case without interfering with each other and wired toward the connection destination. Becomes

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is embodied in a hybrid vehicle having a front engine rear drive (FR) drive system will be described below with reference to the drawings. FIG. 1 shows a schematic view of the hybrid vehicle 11 as seen from below. Hybrid vehicle 11 here
Is a vehicle of a type that includes two types of power sources having different characteristics, that is, an engine 12 and an electric motor, and that optimally combines the driving forces according to the situation and transmits the driving forces to the driving wheels 13. In FIG. 1, the left side is the front in the traveling direction of the hybrid vehicle 11, and the right side is the rear in the traveling direction.

A drive unit 14, a propeller shaft 15, a differential 16, a pair of axle shafts 17 and the like are provided between the engine 12 and the drive wheels 13. Details of the drive device 14 will be described later. The propeller shaft 15 is a shaft that transmits the output of the drive device 14 to the differential 16. Differential 16
Is an operating device that transmits the power from the propeller shaft 15 to both axle shafts 17 separately. Each axle shaft 17 is a shaft that transmits the power divided by the differential 16 to the drive wheels 13. Among these components, the drive device 14 and the propeller shaft 15
Are arranged in a floor tunnel 19 provided on the floor (floor portion) 18 of the hybrid vehicle 11. In the portion of the floor tunnel 19 where the drive device 14 is arranged, the width is widest at a position near the engine 12 and becomes narrower as the distance from the engine 12 increases.

As shown in FIG. 2, the outer shell (outer layer) portion of the drive unit 14 is constituted by a drive case 21. The drive case 21 is composed of a core case 22 including a first case 23 and a second case 24, and a third case 25. First case 23 and second case 2
4 has a substantially cylindrical outer shape (see FIG. 3). In the core case 22, the outer diameter of the second case 24 is set to be slightly smaller than the outer diameter of the first case 23. Therefore, the core case 22 has an outer shape that gradually becomes thinner as the distance from the engine 12 increases. In the core case 22, the first case 23 and the second case 24 are connected to each other. The first case 23 of the core case 22 is coupled to the output side of the engine 12. The third case 25 has a tapered shape whose outer diameter becomes smaller as the distance from the engine 12 increases, and is connected to the second case 24 of the core case 22.

Fastening parts 26 such as bolts are used to connect the first case 23 to the engine 12, the second case 24 to the first case 23, and the third case 25 to the second case 24, respectively. Used as a coupling means.

On the same axis in the drive case 21, the first motor generator (hereinafter referred to as MG1), the power split mechanism 27, and the first motor generator (hereinafter referred to as MG1) are arranged in order from the side closer to the engine 12 to the side away from the engine 12 (the side of the drive wheels 13). A two-motor generator (hereinafter referred to as MG2) and a speed reduction mechanism 28 are arranged in series. MG1 and MG2 function as electric motors or generators, and are configured by electric motors whose functions can be switched according to the situation, for example, AC synchronous electric motors. However, during normal traveling of the vehicle, the MG 1 mainly plays a role as a power generator that generates power by the power of the engine 12. The MG 2 mainly plays a role as an electric motor that generates auxiliary power for the engine 12. In other words, when the MG2 functions as an electric motor, the engine 12
The power of the engine 12 is assisted (assisted) as necessary as an auxiliary power source to increase the driving force. Note that MG1,
MG2 does not have the functions of both generator and motor,
Needless to say, it may have only one of the functions.

Next, these MG1 and MG2 will be described. As shown in FIG. 4, a first cover 29 is attached to a portion of the first case 23 near the engine 12. Further, in the first case 23, the first cover 29
A first support wall 31 is formed on the drive wheel 13 side. The MG 1 includes a first stator (stator) 32 and a first rotor (rotor) 33. The first stator 32 is
It is arranged in a space sandwiched by the first cover 29 and the first support wall 31, and is fixed to the first case 23 by a fastening component 34 such as a bolt. In addition, the first rotor 33,
A bearing 35 rotatably supports the first cover 29 and the first support wall 31. Then, in the MG1 incorporated in the first case 23 as described above, the first rotor 33 rotates by energizing the stator coil 36 of the first stator 32.

As shown in FIGS. 5 and 6, the second case 2
A second cover 37 is attached to a portion of the unit 4 near the first case 23. In the second case 24,
A second support wall 38 is provided on the drive wheel 13 side of the second cover 37.
Are formed. MG2 is the first stator 3 of MG1.
2, a second stator 39 having a slightly smaller outer diameter and a longer length, and a second rotor 41 having a slightly smaller outer diameter and a longer length than the first rotor 33 of MG1.
The second stator 39 includes the second cover 37 and the second support wall 38.
It is arranged in a space sandwiched by and and is fixed to the second case 24 by a fastening component 42 such as a bolt. The second rotor 41 is arranged coaxially with the first rotor 33 of the MG1, and has a second cover 37 and a second support wall 38.
On the other hand, it is rotatably supported by the bearing 43.
Then, the M assembled in the second case 24 as described above.
In G2, the second rotor 41 rotates by energizing the stator coil 44 of the second stator 39.

As shown in FIG. 2, an input shaft 45 is relatively rotatably inserted through the axial center portion of the first rotor 33.
The input shaft 45, via the transaxle damper 46,
It is connected to a crankshaft 47 which is an output shaft of the engine 12. Similarly, the intermediate shaft 48 is relatively rotatably inserted through the axial center portion of the second rotor 41. On the other hand, an output shaft 49, which is thicker than the input shaft 45 and the intermediate shaft 48, is inserted into the third case 25, and the output shaft 49 is rotatably supported by the third case 25 by bearings 51 and the like.
The output shaft 49 is connected to the drive wheels 13 via the above-mentioned propeller shaft 15, differential 16, axle shaft 17, and the like. The intermediate shaft 48 is connected to the output shaft 49 via a reduction mechanism 28 described later.

The power split mechanism 27 transfers the power of the engine 12 to the vehicle drive force for directly driving the drive wheels 13 and M
This is a mechanism for appropriately dividing into a power generation driving force for operating G1 to generate power. Power split mechanism 27
Are arranged in the space between MG1 and MG2 in core case 22. As shown in FIG. 5, the power split mechanism 27 is composed of a planetary gear mechanism in which a sun gear 52, a ring gear 53, and a planetary carrier 54, which have the same axis, are rotatably connected. The sun gear 52 is mounted on the input shaft 45 by the first rotor 33 of the MG1.
Is integrally rotatably connected to. The ring gear 53 is
The diameter is smaller than the outer diameters of the stators 32 and 39 of MG1 and MG2, and is provided at the end of the intermediate shaft 48 on the engine 12 side. The planetary carrier 54 includes the input shaft 4
5 is attached so as to be integrally rotatable. A pinion gear 55 is rotatably supported by the planetary carrier 54. The pinion gear 55 is located between the sun gear 52 and the ring gear 53, and is rotatably meshed between the gears 52 and 53.

In the power split device 27 thus constructed, the power generated in the engine 12 and transmitted to the input shaft 45 is transmitted through the planetary carrier 54, the pinion gear 55 and the sun gear 52 to the first rotor of the MG1. 33
Be transmitted to. The power transmitted to the input shaft 45 is also transmitted to the ring gear 53 (intermediate shaft 48) via the planetary carrier 54 and the pinion gear 55.

As described above, in the power split device 27, the outer diameter of the ring gear 53 is smaller than the outer diameters of MG1 and MG2.
Spaces S1 and S2 having a predetermined size are sandwiched between the two and radially outward of the ring gear 53 of the power split mechanism 27.
Will occur.

As shown in FIG. 6, the speed reduction mechanism 28 is composed of a planetary gear mechanism in which a sun gear 56, a ring gear 57 and a planetary carrier 58 are rotatably connected to each other, like the power split mechanism 27 described above. The whole is arranged in the third case 25. Sun gear 56 is M
The G2 second rotor 41 is integrally rotatably connected, and the ring gear 57 is integrally rotatably connected to the intermediate shaft 48 and the output shaft 49. The planetary carrier 58 is fixed to the second support wall 38 of the second case 24. A pinion gear 59 is rotatably supported by the planetary carrier 58. The pinion gear 59 is located between the sun gear 56 and the ring gear 57 and is meshed with both gears 56, 57 so as to be rotatable (spinnable). In the speed reduction mechanism 28 thus configured, the rotation of the second rotor 41 of the MG2 is transmitted to the output shaft 49 via the sun gear 56, the pinion gear 59 and the ring gear 57. In the process of this transmission, deceleration is performed. Rotation with increased torque is applied to the output shaft 49 by deceleration, and the driving force of the engine 12 is assisted.

As shown in FIG. 2, the above-mentioned MG1 and M
Both G2 are connected to the high voltage battery 6 via the inverter 61.
Connected to 2. The inverter 61 and the high voltage battery 62 are arranged behind the drive device 14 in the vehicle traveling direction. The inverter 61 is a high voltage battery 62.
Is a device for controlling the current while converting the high-voltage DC current and the AC current of MG1 and MG2.

A first cable 63 is used to electrically connect MG1 to inverter 61. Also, M
A second cable 64 is used to electrically connect G2 to the inverter 61. These cables 63,
A material that can withstand a high voltage is used as 64.
Furthermore, the connection between the first cable 63 and the MG1 and the second cable
The space S1 in the core case 22 is used for the connection between the cable 64 and the MG2.

More specifically, as shown in FIG. 5, a first connecting portion 65 is provided on the first supporting wall 31. Here, the first connection portion 65 is connected to the MG from the top of the first support wall 31.
It is configured by a protrusion protruding to the 2 side. And
In the first connecting portion 65, the MG1 stator coil 36
And the first connection terminal 68 of the first cable 63 are electrically connected. Similarly, the above-mentioned second cover 37 is provided with the second connecting portion 66. Here, the second connecting portion 66 is configured by a protrusion protruding from the upper portion of the second cover 37 toward the MG1 side. Then, the second connecting portion 66
In, the stator coil 44 of MG2 and the second connection terminal 71 of the second cable 64 are electrically connected.

As shown in FIGS. 3 and 5, the core case 2
In No. 2, in the portion on the drive wheel 13 side of MG1, the first
A take-out portion 67 is attached. Then, the first connection terminal 68 is passed through the first take-out portion 67, and the core case 2
It has been taken out of 2. Further, in the core case 22, a second take-out portion 69 similar to the first take-out portion 67 is attached at a position closer to the drive wheel 13 than the first take-out portion 67. The second connection terminal 71 is passed through the second take-out portion 69 and taken out of the core case 22. The first take-out portion 67 and the second take-out portion 69 are formed in a bent state in a direction away from the engine 12 in parallel with each other.

Further, as shown in FIG. 2, the drive case 2
An oil pump 72 is used to supply oil to the movable parts within 1, such as the input shaft 45 and the first rotor 33, the intermediate shaft 48 and the second rotor 41, and the like. The oil pump 72 has MG1,
Of the space sandwiched by MG2, power split mechanism 27
It is arranged in the space S2 below and is attached to the second cover 37. An oil sump 73 is provided below the second case 24, and an oil strainer 7 that filters oil sucked into the oil pump 72 is provided.
4 is arranged in the oil sump 73.

The drive unit 14 constructed as described above is
For example, the following operation is performed according to the traveling state of the hybrid vehicle 11. <Start-up, low-speed running> In a range where the rotation of the drive wheels 13 is low and the load is low and engine efficiency is low, such as during start-up and low-speed running, the operation of the engine 12 is stopped and the high-voltage battery 62 Power is supplied to MG2. MG2
The second rotor 41 rotates, and the rotation is transmitted to the output shaft 49 via the sun gear 56, the pinion gear 59, and the ring gear 57 of the reduction mechanism 28. The rotation of the output shaft 49 is transmitted to the drive wheels 13 through the propeller shaft 15 and the like. In this way, the drive wheels 13 are driven only by the power of MG2. At this time, in MG1, the first rotor 33 idles.

<During Normal Travel> During normal travel, the engine 12 is operated, and the power thereof is split into two paths by the power split mechanism 27 and then transmitted to the drive wheels 13.
One path is a path for transmitting the power input to the input shaft 45 to the pinion gear 55 and the ring gear 53. The power split in this path is transmitted to the output shaft 49 via the intermediate shaft 48 and the ring gear 57. The other route is a route for driving a generator to generate electricity. For more information,
This is a path for transmitting the power input to the input shaft 45 to the first rotor 33 of the MG 1 via the pinion gear 55 and the sun gear 56. By this power transmission, in MG1, the first rotor 33 rotates and power is generated. The generated power is supplied to MG2, which is used as an auxiliary power source for engine 12. That is, the second rotor 4 of the MG2
1 rotates, and the rotation is transmitted to the output shaft 49 after being decelerated by the reduction mechanism 28. Then, the drive wheels 13 are driven by the power transmitted through both paths and finally output from the output shaft 49.

<High Load> During high load, electric power is supplied from the high voltage battery 62 to the MG 2 in addition to the above-described normal running. Therefore, the auxiliary power by MG2 is further increased.

<During deceleration and braking> During deceleration and braking, the MG2 is driven by the rotation of the drive wheels 13. MG2 functions as a power generator, regenerative power generation is performed, kinetic energy at the time of vehicle deceleration is converted into electric energy, and is recovered (stored) in high-voltage battery 62.

According to this embodiment described in detail above, the following effects can be obtained. (1) In the drive device 14, the MG1, the power split mechanism 27, and the MG2 from the side closer to the engine 12 to the side away from the engine 12.
And the speed reduction mechanism 28 are arranged in series in this order. And
The outer diameter of MG2 is smaller than the outer diameter of MG1, the outer diameter of power split device 27 is smaller than the outer diameters of MG1 and MG2, and the outer diameter of reduction mechanism 28 is smaller than the outer diameter of MG2. There is. For this reason, the drive device 14 operates in the engine 1
The outer diameter decreases with increasing distance from 2. Drive device 1
4 has a tapered shape, which makes it compact. As described above, in the present embodiment, the speed reduction mechanism 28 can be incorporated in the drive device 14 while the overall device is made compact.

The drive unit 14 which is compactly assembled as described above is excellent in mountability on the hybrid vehicle 11. In particular, the shape described above is substantially the same as the shape of a general automatic transmission mounted on a vehicle having a conventional FR type drive system and equipped with a fluid type torque converter and a speed change mechanism. Therefore, if the drive device 14 is further designed to have substantially the same size as the automatic transmission,
The drive device 14 fits into an existing floor tunnel 19 of the vehicle in which the automatic transmission is housed (mounted). Therefore, by utilizing this floor tunnel 19, the drive device 14 can be arranged in place of the automatic transmission. In other words, the automatic transmission and the drive unit 14 can be mounted on the same floor 18 including the floor tunnel 19,
The floor 18 can be shared. Apart from the existing floor tunnel in which the automatic transmission is housed, the floor tunnel in which the drive device 14 is housed does not have to be newly designed.

(2) When the drive unit 14 is deployed in various hybrid vehicles 11, if the specifications such as the gear ratio of the reduction mechanism 28 can be adapted to the vehicle, MG1 and M
The G2, the power split mechanism 27, etc. can be used as they are as common parts. Here, the third case 25 in which the speed reduction mechanism 28 is incorporated is independent of the core case 22 in which the MG1 and MG2 and the power split mechanism 27 are incorporated,
Both cases 25 and 22 can be joined and separated.
Therefore, if the unit portion in which the reduction gear mechanism 28 is incorporated in the third case 25 is prepared for each type of the hybrid vehicle 11, MG1 and MG2 and the power split mechanism 27 are incorporated in the core case 22 (core unit). ) Is only one type regardless of the type of hybrid vehicle 11.
Then, in an assembly plant or the like, a plurality of types of drive devices 14
When assembling, it is only necessary to select the unit portion incorporating the reduction mechanism 28 suitable for the type and attach it to the common core unit. As a result, the work of changing to another reduction mechanism 28 having a different gear ratio becomes easier.

(3) Since the power split mechanism 27 is composed of a planetary gear mechanism, and the ring gear 53 that determines the overall size of the power split mechanism 27 has a smaller outer diameter than MG1 and MG2, the ring gear between MG1 and MG2 is small. 53
Spaces S1 and S2 are formed outward in the radial direction. this house,
The first space 63 for electrically connecting the first cable 63 to the stator coil 36 of the MG1 using the space S1.
The connecting portion 65 is provided in the same space S1. In addition, MG2
A second connecting portion 66 for electrically connecting the second cable 64 to the stator coil 44 is also provided in this space S2. As described above, by collecting both the connecting portions 65 and 66 in the space S1 between the MG1 and the MG2, the space can be effectively used. Further, the oil pump 72 is arranged in the space S2. From this viewpoint, it is possible to effectively use the space. Therefore, by using these spaces S1 and S2, the connecting portions 65 and 66 and the oil pump 7 can be provided without impairing the compactness of the drive device 14.
2 can be provided.

(4) The first connecting terminal 68 connected to the stator coil 36 of the MG1 is taken out of the drive case 21 through the first take-out portion 67. Further, the second connection terminal 71 connected to the MG2 is taken out of the drive case 21 through the second take-out portion 69. Here, both the first take-out portion 67 and the second take-out portion 69 are provided in the drive case 21 that becomes thinner as the distance from the engine 12 increases. Further, the second take-out portion 69 is located on the side opposite to the engine 12 with respect to the first take-out portion 67, that is, in the drive case 21 at a portion having an outer diameter smaller than that of the first take-out portion 67. In addition, both take-out parts 67, 6
9 are bent parallel to each other in a direction away from the engine 12. Therefore, in the present embodiment in which the inverter 61, which is the connection destination of the both cables 63 and 64, is arranged behind the drive device 14 in the vehicle traveling direction, the both cables 63 and 64 are put together without interfering with each other. It is possible to take it out of the drive case 21 and wire it toward the inverter 61.

(5) Ring gear 53 of the power split mechanism 27
In order to transmit the rotation of the shaft to the reduction mechanism 28 and the output shaft 49,
It is also conceivable to provide a transmission mechanism outside MG2. In this case, for example, a shaft different from the input shaft 45 and the output shaft 49 is arranged in parallel with them, and a rotation transmitting component such as a gear is provided on each shaft. The shaft here corresponds to a counter shaft used in a manual transmission. With this configuration, the rotation of the input shaft 45 can be transmitted to the output shaft 49 via the reduction mechanism 28 such as a shaft (counter shaft) and a gear. On the other hand, since gears are used, there is a problem that noise and vibration occur when the gears mesh with each other.

On the other hand, in the present embodiment, the intermediate shaft 48 for transmitting the rotation of the ring gear 53 to the output shaft 49 is provided integrally with the ring gear 53. Then, the intermediate shaft 48 is inserted into the second rotor 41 of the MG2, and the reduction mechanism 2
8 is connected to the ring gear 57. Therefore, the counter shaft as described above becomes unnecessary. Since no sound or vibration is generated due to the meshing of gears, the characteristics relating to vibration or noise are improved.

(6) The torque after deceleration by the deceleration mechanism 28 is larger than that before deceleration. Therefore, high strength is required for the parts to which the increased torque is transmitted.
In the present embodiment, in order to satisfy this requirement, the output shaft 49
As the shaft, a shaft thicker than the input shaft 45 and the intermediate shaft 48 is used.

Here, if the reduction mechanism 28 is arranged closer to the engine 12 than the MG2, such a thick output shaft 49 is inserted, so that the diameter of the MG2 must be increased accordingly. As a result, the entire driving device 14 becomes large. On the other hand, in the present embodiment, as described above, the reduction mechanism 28 is arranged closer to the drive wheels 13 than the MG2. Therefore, the shaft that is inserted into the MG 2 (the intermediate shaft 4
8) does not need to be thick, and MG2 and by extension drive device 1
4 can be avoided.

(7) By making the outer diameter of MG2 smaller than the outer diameter of MG1, a space is formed below MG2.
Utilizing this space, the oil sump 73 is installed,
It is possible to minimize the increase in size of the drive unit 14 due to the incorporation of the oil sump 73. In other words, the oil sump 73 can be provided without impairing the mountability of the drive device 14.

The present invention can be embodied in another embodiment shown below. -MG1 and MG2 should just be a thing which can perform both regeneration operation and power running operation. Therefore, in addition to the AC synchronous motor of the type used in the above embodiment, a VR (variable reluctance type) synchronous motor, a vernier motor, a DC motor, an induction motor, a super electric motor, a step motor, or the like can be used.

The drive device of the present invention is not limited to the FR type,
It can also be applied to a hybrid vehicle having another drive system such as a front engine front drive (FF) drive system.

In the above embodiment, the planetary carrier 58 of the reduction mechanism 28 is fixed, but instead of this, the ring gear 57 may be fixed to the third case 25 or the like. In addition, technical ideas that can be understood from each of the above-described embodiments will be described together with their effects.

(A) In the hybrid vehicle drive device according to any one of claims 1 to 4, the power split mechanism has a ring gear having an outer diameter smaller than those of the motor generators, and The planetary gear mechanism is arranged between the motor generators, and an oil pump for supplying oil to the movable parts is provided in a space radially outward of the ring gear between the motor generators.

According to the above construction, the space between the motor-generators is effectively utilized, so that the oil pump can be incorporated without impairing the compactness of the drive unit. (B) The hybrid vehicle drive device according to any one of claims 1 to 4 and (A), further including an oil sump below the second motor generator.

According to the above construction, since the space generated below the second motor generator is used, it is possible to minimize the increase in size of the drive unit due to the arrangement of the oil sump.

[Brief description of drawings]

FIG. 1 is a schematic bottom view of a hybrid vehicle equipped with a drive device according to an embodiment of the present invention.

FIG. 2 is a sectional view of a driving device.

FIG. 3 is a side view showing a state in which the core case is viewed from the output shaft side.

FIG. 4 is a partially enlarged view of the drive device in FIG.

5 is a partially enlarged view of the driving device in FIG.

FIG. 6 is a partially enlarged view of the driving device in FIG.

[Explanation of symbols]

11 ... Hybrid vehicle, 12 ... Engine, 13 ... Drive wheel, 14 ... Drive device, 21 ... Drive case, 22 ... Core case, 25 ... Third case, 26 ... Fastening parts (coupling means), 27 ... Power split mechanism, 28 ... Reduction mechanism, 53 ... Ring gear, 63 ... First cable, 64 ... Second cable,
65 ... 1st connection part, 66 ... 2nd connection part, 67 ... 1st extraction part, 69 ... 2nd extraction part, MG1 ... 1st motor generator, MG2 ... 2nd motor generator, S1 ... space.

Continued front page    (72) Inventor Masahiro Kojima             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Masatoshi Adachi             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Jiro Kaneko             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. F-term (reference) 3D039 AA03 AA05 AB26 AC24 AD11                 3J027 FA36 FB02 GC13 GC22 GD04                       GD07 GD13 GE27 GE29                 5H115 PC06 PG04 PI16 PI24 PI29                       PO02 PO06 PO09 PO17 PU10                       PU11 PU24 PU28 PV09 SE04                       SE05 SE09 UI32 UI38

Claims (4)

[Claims]
1. A first functioning as an electric motor or a generator
A motor generator, a power split mechanism that splits the power generated by the engine into the first motor generator and the drive wheels, and is arranged on the opposite side of the engine with respect to the first motor generator and functions as an electric motor or a generator. And a second motor generator that generates power for driving the drive wheels separately from the power of the engine, and the outer diameter of the second motor generator is smaller than the outer diameter of the first motor generator. In the hybrid vehicle drive device, a reduction mechanism having an outer diameter smaller than that of the second motor generator and reducing the rotation of the second motor generator is arranged on the opposite side of the engine from the second motor generator. A drive device for a hybrid vehicle, comprising:
2. A core case having an outer shape that becomes narrower as it goes away from the engine, and in which the both motor generators and the power split mechanism are incorporated; and a core case which is provided separately from the core case and in which the reduction mechanism is incorporated. The drive device for a hybrid vehicle according to claim 1, further comprising: a case, and a coupling means for coupling the case to the core case.
3. The power split mechanism has a ring gear having an outer diameter smaller than that of the both motor generators, and is constituted by a planetary gear mechanism arranged between the both motor generators. A first connecting portion for electrically connecting the first cable to the second motor and a second connecting portion for electrically connecting the second cable to the second motor generator, and the ring gear between the both motor generators. The drive device for a hybrid vehicle according to claim 1 or 2, wherein the drive device is provided in a space radially outward of the.
4. The both motor-generators are incorporated in a drive case having an outer shape that becomes narrower with distance from the engine, and the drive case is provided with a first cable connected to the first motor-generator. A first take-out portion for taking out the case is provided, and in the drive case, a second take-out portion connected to the second motor generator is provided on the opposite side of the engine with respect to the first take-out portion.
A second take-out portion for taking out the cable to the outside of the drive case is provided, and the first take-out portion and the second take-out portion are formed to be bent in a direction away from the engine in a parallel state to each other. The drive device for a hybrid vehicle according to any one of 1 to 3.
JP2001394459A 2001-12-26 2001-12-26 Drive unit for hybrid vehicle Active JP3536837B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
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Applications Claiming Priority (17)

Application Number Priority Date Filing Date Title
JP2001394459A JP3536837B2 (en) 2001-12-26 2001-12-26 Drive unit for hybrid vehicle
CNB028264169A CN100469612C (en) 2001-12-26 2002-12-23 Drive apparatus for hybrid vehicle
ES08002055T ES2399998T3 (en) 2001-12-26 2002-12-23 Driving device for a hybrid vehicle
AT02788419T AT393046T (en) 2001-12-26 2002-12-23 Drive device of a hybrid vehicle
DE60226272T DE60226272T2 (en) 2001-12-26 2002-12-23 Drive device of a hybrid vehicle
PL370199A PL209306B1 (en) 2001-12-26 2002-12-23 Drive apparatus for hybrid vehicle
EP02788419A EP1458583B1 (en) 2001-12-26 2002-12-23 Drive apparatus for hybrid vehicle
US10/498,828 US7239033B2 (en) 2001-12-26 2002-12-23 Drive apparatus for hybrid vehicle
KR1020047010073A KR100551927B1 (en) 2001-12-26 2002-12-23 Drive apparatus for hybrid vehicle
CA002471811A CA2471811C (en) 2001-12-26 2002-12-23 Drive apparatus for hybrid vehicle
PL393689A PL212046B1 (en) 2001-12-26 2002-12-23 Propulsion device for hybrid vehicle
BRPI0215353-0A BR0215353B1 (en) 2001-12-26 2002-12-23 drive device for hybrid vehicle.
EP08002055A EP1918150B1 (en) 2001-12-26 2002-12-23 Drive apparatus for hybrid vehicle
ES02788419T ES2303863T3 (en) 2001-12-26 2002-12-23 Motor device for hybrid vehicle.
AU2002353395A AU2002353395A1 (en) 2001-12-26 2002-12-23 Drive apparatus for hybrid vehicle
PCT/IB2002/005582 WO2003055709A1 (en) 2001-12-26 2002-12-23 Drive apparatus for hybrid vehicle
US11/680,269 US7582980B2 (en) 2001-12-26 2007-02-28 Drive apparatus for hybrid vehicle

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