JP2009001128A - Hybrid driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device having engine and electric motor constituted to transmit power to a continuously variable transmission and requiring no exclusive clutch in addition to a forward/backward switching device when interrupting a power transmission path between the engine and the electric motor. <P>SOLUTION: In this hybrid driving device, power outputted from the engine 2 and the electric motor 10 is transmitted to the continuously variable transmission 8, and the forward/backward switching device 7 for switching a rotating direction of an input member 47 of the continuously variable transmission 8 to a normal/reverse direction is provided. The forward/backward switching device 7 has a forward clutch 58 for controlling transmission torque between rotating members 21 and 52 with each other constituting the power transmission path. In the power transmission path from the engine 2 to the continuously variable transmission 8, the forward clutch 58 is arranged on a downstream side of a power transmitting direction of the engine 2. In the power transmission path, the electric motor 10 is arranged on a downstream side of the forward clutch 58. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid drive device capable of transmitting power output from an engine and an electric motor to an input member of a continuously variable transmission.

  Conventionally, a hybrid drive device in which an engine and an electric motor are provided so that power can be transmitted to an input member of a continuously variable transmission is known, and an example of a technique using such a hybrid drive device in a vehicle is disclosed in Patents. It is described in Document 1. The hybrid vehicle described in Patent Document 1 is provided with an engine and a motor as driving force sources. In addition, an engine separation clutch for connecting or separating the two is interposed between the engine and the motor. The engine separation clutch is connected to the crankshaft of the engine. The engine separation clutch is connected to a flywheel with a damper, and the flywheel with a damper is connected to a main shaft. The main shaft is connected to the rotor of the motor. Further, a forward / reverse switching mechanism is provided in a path from the main shaft to the continuously variable transmission.

  The continuously variable transmission has a drive pulley and a driven pulley, and a belt is wound around the drive pulley and the driven pulley. The forward / reverse switching mechanism includes a planetary gear mechanism, a forward clutch, and a reverse brake. First, a planetary gear mechanism includes a sun gear provided on the main shaft, a planetary gear rotatably supported by a carrier and meshing with the sun gear, and a ring gear disposed outside the planetary gear and meshing with the planetary gear. I have. The carrier is directly connected to the drive pulley, and the ring gear is configured to be capable of intermittent operation with respect to a casing serving as a fixed portion by a reverse brake. The forward clutch is configured to directly connect the sun gear and the carrier. Then, by connecting or disconnecting the forward clutch or the reverse brake, the rotational force of the engine or motor is transmitted to the drive pulley in the same direction or in the reverse direction. Further, when the EV start mode, the EV cruise mode, or the EV reverse mode is selected, the engine is stopped, the engine separation clutch is released, and the vehicle travels only with the driving force of the motor. An example of a hybrid drive device in which an engine and an electric motor are connected to an input member of a continuously variable transmission is also described in Patent Document 2.

JP 2003-200743 A JP 2001-260672 A

  However, in the hybrid drive apparatus described in the above-mentioned Patent Document 1, in addition to the forward / reverse switching mechanism, the engine separation clutch is selected in order to perform control for selecting any EV mode and releasing the engine separation clutch. It was necessary to prepare.

  The present invention has been made against the background of the above circumstances, and can transmit the power of the electric motor to the input member of the continuously variable transmission and cut off the power transmission path between the engine and the electric motor. An object of the present invention is to provide a hybrid drive device that does not require a dedicated clutch in addition to the forward / reverse switching device when the power transmission path is configured.

  In order to achieve the above object, an invention according to claim 1 is directed to an engine that converts thermal energy into kinetic energy and outputs power, an electric motor that converts electric energy into kinetic energy and outputs power, and an input member. And a continuously variable transmission capable of steplessly changing a gear ratio between the output member and the output member, and the power output from the engine and the electric motor is transmitted to the input member, A forward / reverse switching device is provided in the power transmission path from the engine to the input member to switch the rotation direction of the input member between forward and reverse. In the hybrid drive device having a forward clutch for controlling the transmission torque between the rotating members constituting the power transmission path when switching in reverse, The forward clutch is arranged downstream of the engine in the power transmission direction in the power transmission path from the engine to the input member, and the electric motor is arranged downstream of the forward clutch in the power transmission path. It is characterized by being.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the electric motor has a rotor that outputs power, and the front and rear sides are arranged inside the rotor in a radial direction centering on a rotation axis of the rotor. At least a part of the advance switching device is arranged.

  According to a third aspect of the invention, in addition to the configuration of the first or second aspect, a torque converter that amplifies and outputs torque is provided in a power transmission path from the engine to the forward clutch. Is.

  According to a fourth aspect of the present invention, in addition to the structure of any one of the first to third aspects, a casing housing the electric motor and the forward / reverse switching device, a casing provided in the casing, and driven by the power of the engine The oil pump includes an oil pump body that is fixed to the casing, and the electric motor is supported by the casing and the oil pump body. It is.

  According to a fifth aspect of the present invention, in addition to the structure of any one of the first to fourth aspects, the forward clutch has a structure for connecting the first rotating member and the second rotating member so as to transmit power, The second rotating member is disposed downstream of the first rotating member in the power transmission path, and a rotor of the motor is connected to the second rotating member. .

  According to a sixth aspect of the present invention, in addition to the configuration of any of the first to fifth aspects, a part of the casing is disposed on an outer periphery of a stator of the electric motor, and the suction oil passage of the oil pump is the casing. It is characterized by being provided in a part of.

  According to a seventh aspect of the invention, in addition to the configuration of the sixth aspect, when the oil sucked into the oil pump is at a low temperature, the efficiency of converting the electric energy into kinetic energy is reduced. The output is controlled.

  According to the first aspect of the present invention, engine power is transmitted to the input member of the continuously variable transmission via the power transmission path. In addition, by controlling the forward clutch that constitutes the forward / reverse switching device, it is possible to reduce the torque transmitted between the rotating members that constitute the power transmission path. More specifically, the power transmission path from the engine to the input member of the continuously variable transmission can be interrupted. Therefore, it is not necessary to provide a dedicated clutch in order to cut off the power transmission path from the engine to the input member. Further, when the power of the electric motor is transmitted to the input member of the continuously variable transmission, or when regenerative control is performed with the electric power transmitted from the continuously variable transmission to the electric motor, By reducing the transmission torque, drag loss due to the engine can be reduced. Furthermore, the gear ratio can be changed by the continuously variable transmission while the power transmission path from the engine to the input member of the continuously variable transmission is cut off.

  According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, in the direction along the rotation axis of the rotor of the electric motor, the arrangement area of the rotor of the electric motor and the forward clutch The arrangement area can be overlapped, and the hybrid drive apparatus can be reduced in size.

  According to the invention of claim 3, in addition to obtaining the same effect as the invention of claim 1 or 2, the torque of the engine is amplified by a torque converter and transmitted to the input member of the continuously variable transmission. Can do.

  According to the invention of claim 4, in addition to obtaining the same effect as that of any of the inventions of claims 1 to 3, the electric motor can be supported by the casing and the oil pump body. That is, the oil pump body can be shared as a part of the support mechanism of the electric motor.

  According to the invention of claim 5, in addition to obtaining the same effect as that of any of the inventions of claims 1 to 4, the second rotating member can be shared as a power transmission path of the electric motor.

  According to the sixth aspect of the invention, in addition to obtaining the same effect as that of any of the first to fifth aspects, the oil pump is driven by the power of the engine, and the oil is sucked into the oil pump. Further, the heat of the electric motor is transmitted to the oil via the casing, so that the oil is warmed. Accordingly, the viscosity of the oil is reduced, and the driving loss of the oil pump is reduced (torque required for driving is reduced).

  According to the invention of claim 7, in addition to obtaining the same effect as that of the invention of claim 6, when the oil is at a low temperature, the efficiency of converting the electrical energy into kinetic energy is reduced. The output of the electric motor is controlled. Accordingly, the heat generation of the electric motor is promoted, the viscosity of the oil is lowered, and the driving loss of the oil pump can be further reduced.

  In the present invention, the engine is a power device that converts thermal energy when fuel is burned into kinetic energy, and an internal combustion engine such as a gasoline engine, an LPG engine, or a methanol engine can be used as the engine. is there. In the present invention, the electric motor is a power device that converts electric energy into kinetic energy and outputs it, and may be either a DC motor or an AC motor. Further, as the electric motor, it is possible to use a motor / generator having both a function as a motor (power running function) and a function as a generator (regenerative function). In this invention, it is comprised so that the motive power output from the engine and the electric motor may be transmitted to a driven member. The driven member is a mechanism that generates a driving force that performs an operation such as a rotational motion, a reciprocating motion, and a linear motion by an input torque. The present invention can be used in passenger cars, transport vehicles, machine tools, and the like. When the present invention is used in vehicles, rotating elements such as shafts, gears, and wheels correspond to driven members.

  When the present invention is used in a vehicle, it may be a vehicle having a power train configured to transmit the torque of the engine and the electric motor to either the front wheels or the rear wheels, that is, a two-wheel drive vehicle. Further, a vehicle having a power train configured to transmit the power of the power source to both the front wheels and the rear wheels, that is, a four-wheel drive vehicle may be used. Furthermore, when this invention is used for a machine tool, a cutting tool for cutting a workpiece, a chuck for holding the workpiece, and the like correspond to the driven member. Further, the continuously variable transmission according to the present invention is a transmission that can change the transmission gear ratio between the input member and the output member in a stepless (continuous) manner. The continuously variable transmission includes a belt-type continuously variable transmission. A transmission or a toroidal type continuously variable transmission can be used. In this invention, the input member and the output member are rotating elements constituting a power transmission path, and the input member and the output member include a rotating shaft, a gear, a planetary gear mechanism carrier, a connecting drum, a pulley, a disk, and the like. It is. In this invention, the forward / reverse switching mechanism is a device that switches the rotational direction of the input member between forward and reverse, and as this forward / backward switching device, a planetary mechanism having three rotational elements capable of differential rotation is used. Is possible. Examples of such a planetary mechanism include a planetary gear mechanism and a planetary roller mechanism. This planetary gear mechanism has three elements capable of differential rotation, that is, an input element, a reaction force element, and an output element, and power is transmitted by the meshing force between the gears. On the other hand, the planetary roller mechanism has three elements capable of differential rotation, that is, an input element, a reaction force element, and an output element. Specifically, the planetary roller mechanism can be composed of a sun roller and a ring roller, and a carrier that holds a pinion roller that contacts the sun roller and the ring roller. In this planetary roller mechanism, power transmission (traction transmission) is performed by the shearing force of the hydraulic oil interposed between the rollers.

  In the present invention, the forward clutch is a device that controls transmission torque between the first rotating member and the second rotating member constituting the power transmission path, and the forward clutch includes a friction clutch, an electromagnetic clutch, and the like. Can be used. In the present invention, the electric motor is supported by the casing and the oil pump body. Here, being supported means that the stator of the electric motor is fixed and the rotor of the electric motor is positioned and fixed in the direction along the rotation axis and in the radial direction. Further, the rotation axis of the electric motor may be arranged along either the front-rear direction or the left-right direction (width direction) of the vehicle. Furthermore, in the present invention, the suction oil passage is a passage through which oil passes, and the suction oil passage includes elements such as a hole, a hole, an opening, a port, a recess, a recess, and a passage. In the present invention, an oil temperature detecting device (temperature sensor) for detecting the temperature of oil sucked into the oil pump is provided. The oil temperature detection device can be configured to estimate the oil temperature based on the outside air temperature, the engine coolant temperature, and the like, in addition to the configuration for directly detecting the oil temperature.

  Next, the hybrid drive device of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram showing an outline when the present invention is used in a vehicle 1, and FIGS. 2 and 3 are cross-sectional views showing a main part of a power train of the vehicle shown in FIG. First, an engine 2 is provided as a first driving force source in the vehicle 1. As the engine 2, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, or the like is used. The engine 2 is a power unit that burns fuel and outputs thermal energy as kinetic energy of the crankshaft 3. A crankshaft 3 that is an output shaft of the engine 2 is disposed in the width direction (left-right direction) of the vehicle 1. The rotation axis A1 of the crankshaft 3 is disposed substantially horizontally. A transaxle 4 is provided on the output side of the engine 2. The transaxle 4 is a unit in which a fluid transmission device 6, a forward / reverse switching device 7, a belt-type continuously variable transmission 8 and a differential 9 are incorporated in a casing 5. A motor generator 10 as a second driving force source is disposed between the engine 2 and the belt-type continuously variable transmission 8 in a direction along the rotational axis A1, and the rotational axis A1 The fluid transmission device 6 is provided between the motor / generator 10 and the engine 2 in the direction along. A casing 5 constituting the outer shell of the transaxle 4 includes a transaxle housing 11, a transaxle case 12, and a rear cover 13.

  The transaxle housing 11 is attached to the outer wall of the engine 2. In addition, the transaxle housing 11 is disposed between the engine 2 and the transaxle case 12 in a direction along the rotational axis A1. Further, the transaxle housing 11 and the transaxle case 12 are fastened and fixed by bolts 14. Further, the transaxle case 12 is disposed between the transaxle housing 11 and the rear cover 13 in a direction along the rotational axis A1, and the transaxle case 12 and the rear cover 13 are fixed members (not shown). For example, it is fastened and fixed by bolts or nuts. The transaxle housing 11 and the transaxle case 12 are configured in a cylindrical shape, and the rear cover 13 is configured in a dish shape.

  For example, cast iron, aluminum, aluminum alloy, or the like is selected as the metal material constituting the transaxle housing 11, the transaxle case 12, and the rear cover 13. That is, the casing 5 is made of a metal material having excellent heat conductivity. The fluid transmission device 6 is provided in the transaxle housing 11, and the motor / generator 10 and the forward / reverse switching device 7 are provided in the transaxle case 12 and the transaxle housing 10. Yes. Further, the belt type continuously variable transmission 8 is provided in the transaxle case 12 and the rear cover 13. First, the configuration of the fluid transmission device 6 will be described. The fluid transmission device 6 is a device capable of transmitting power by the kinetic energy of the fluid. In this embodiment, a torque converter is used as the fluid transmission device 6. Hereinafter, the fluid transmission device 6 is referred to as “torque converter 6” for convenience. The torque converter 6 has a pump impeller 15 and a turbine runner 16. A front cover 17 is connected to the pump impeller 15 so as to rotate integrally therewith, and the front cover 17 and the crankshaft 3 are connected so as to transmit torque. The turbine runner 16 and the pump impeller 15 are arranged to face each other. The pump impeller 15 is provided with blades 18, and the turbine runner 16 is provided with blades 19. A stator 20 is provided inside the turbine runner 16 and the pump impeller 15.

  An input shaft 21 is provided coaxially with the crankshaft 3, and the input shaft 21 is disposed over the transaxle housing 11 and the transaxle case 12. A hub 22 that rotates integrally with the input shaft 21 is provided. Specifically, the hub 22 is splined to the outer periphery of the input shaft 21. The hub 22 and the turbine runner 16 are connected to rotate integrally. A lock-up clutch 23 is provided to connect the input shaft 21 and the front cover 17 so that power can be transmitted. A damper mechanism 24 is provided in a path from the lock-up clutch 23 to the input shaft 21. Yes. The lockup clutch 23 is a transmission device that transmits power by frictional force.

  The input shaft 21 is disposed inside a cylindrical member 25, and the cylindrical member 25 and the input shaft 21 are configured to be relatively rotatable. The cylindrical member 25 and the stator 20 are connected by a one-way clutch 26. An oil pump 27 is provided on the outer peripheral side of the cylindrical member 25. The oil pump 27 includes an oil pump body 28 fixed to the transaxle case 12, a rotor 29 rotatably provided in the oil pump body 28, and an oil pump cover 30 fixed to the oil pump body 28. And have. The oil pump cover 30 is fastened and fixed by bolts 31. Further, the oil pump cover 30 is fixed to the outer periphery of the cylindrical member 25. That is, the cylindrical member 25 is fixed so as not to rotate. The rotor 29 and the inner peripheral end of the pump impeller 15 are connected by a cylindrical connecting member 32. That is, the torque of the pump impeller 32 is transmitted to the rotor 29 of the oil pump 28. The oil pump 28 has a suction port 33 and a discharge port 34. An oil pan 35 is provided at the lower part of the casing 5, and oil is stored in the oil pan 35. A wall portion 36 that is continuous with the inner surface of the transaxle case 12 is provided, and an oil passage 38 that connects the oil pan 35 and the suction port 33 is formed between the wall portion 36 and the oil pump body 28. It is provided over both. The oil passage 38 can be constituted by, for example, a passage, a hole, a groove, a recess, a depression, and the like.

  Next, the motor / generator 10 provided over the transaxle case 12 and the transaxle housing 11 will be described. As this motor generator 10, for example, a three-phase AC type can be used, and this motor generator 10 is connected to an electric power device (not shown) via an inverter (not shown), for example, It is connected to a power storage device or a fuel cell. As the power storage device, a secondary battery such as a battery or a capacitor can be used. The motor / generator 10 includes a stator 39 fixed so as not to rotate, and a rotor 40 provided inside the stator 39 in a radial direction centered on the rotation axis A1. The stator 39 is configured by winding an electromagnetic coil 42 around a plurality of electromagnetic steel plates 41 stacked in a direction along the rotational axis A1, and the stator 39 is formed by the transaxle case 12 and the valve body 28. It is sandwiched and positioned and fixed in the direction along the rotation axis A1 and in the radial direction. The rotor 40 includes a cylindrical holder 43 and an electromagnetic steel plate 44 attached to the outside of the holder 43. The electromagnetic steel plates 44 are laminated in a direction along the rotation axis A1. The laminated thickness of the electromagnetic steel plates 44 and the laminated thickness of the electromagnetic steel plates 41 are the same in the direction along the rotation axis A1.

  Further, the rotor 40 is rotatably held by two bearings 45 and 46. The two bearings 45 and 46 are arranged at different positions in the direction along the rotation axis A1. Specifically, two bearings 45 and 46 are arranged on both sides of the electromagnetic steel plate 44 in the direction along the rotation axis A1. The inner ring of one bearing 45 is fixed to the rotor 40, and the outer ring of the bearing 45 is held by the transaxle case 12. The inner ring of the other bearing 46 is fixed to the rotor 40, and the outer ring of the bearing 46 is held by the oil pump body 28. In this way, the rotor 40 causes the transaxle case 12 and the oil pump body 28 to pass along the rotation axis A1 and the rotation axis A1 with the two bearings 45 and 46 interposed therebetween. Positioned and fixed in the radial direction with the center.

  Next, the configuration of the forward / reverse switching device 7 will be described. The forward / reverse switching device 7 is a device that changes the rotational direction of the primary shaft 47 of the belt-type continuously variable transmission 8 to normal or reverse with respect to the rotational direction of the input shaft 21. The forward / reverse switching device 7 has a double pinion type planetary gear mechanism. The planetary gear mechanism includes a sun gear 48 that rotates integrally with the input shaft 21, a ring gear 49 that is arranged coaxially with the sun gear 48 on the outer peripheral side of the sun gear 48, and a pinion gear 50 that meshes with the sun gear 48. A pinion gear 51 meshed with the pinion gear 50 and the ring gear 49 and a carrier 52 that holds the two pinion gears 50 and 51 so as to be capable of rotating and revolving are provided. The carrier 52 and the primary shaft 47 of the belt type continuously variable transmission 8 are connected so as to rotate together. The carrier 52 includes a plate 53 having a substantially L-shaped cross section, a cylindrical hub 54, and a pinion pin 55 that connects the plate 53 and the hub 54. The pinion gears 50 and 51 are supported by 55. One end of the input shaft 21 is inserted into the cylindrical portion of the plate 53, and a needle bearing 56 is disposed between the inner peripheral surface of the cylindrical portion and the outer peripheral surface of the input shaft 21. A needle bearing 57 is also disposed between the input shaft 21 and the cylindrical portion.

  The forward / reverse switching device 7 has a forward clutch 58 and a reverse brake 59. The forward clutch 58 selectively connects and releases the input shaft 21 and the carrier 52, and a friction clutch, an electromagnetic clutch, or the like can be used. In this specific example, a case where a hydraulically controlled friction clutch is used as the forward clutch 58 will be described. The forward clutch 58 has a cylinder 60 that rotates integrally with the input shaft 21. The cylinder 60 is an annular member fixed to the outer periphery of the input shaft 21. The cylinder 60 includes an inner cylinder portion 61, an outer cylinder portion 62 disposed outside the inner cylinder portion 61, and an inner cylinder portion 61. And a radial portion 63 connected to the outer cylindrical portion 62. And the said inner cylinder part 61 is arrange | positioned at the outer periphery of the cylindrical part of the said oil pump cover 20, and the said inner cylinder part 61 and the said oil pump cover 20 are comprised so that relative rotation is possible. In addition, a plurality of annular clutch disks 64 are spline-fitted to the inner periphery of the outer cylindrical portion 62.

  On the other hand, a plurality of clutch plates 65 are splined to the outer periphery of the hub 54. The clutch disks 64 and the clutch plates 65 are alternately arranged in the direction along the rotation axis A1. A piston 66 is disposed between the inner cylinder portion 61 and the outer cylinder portion 62, and the piston 66 can operate in a direction along the rotation axis A1. Further, a clutch hydraulic chamber 67 is formed in the cylinder 60. Based on the hydraulic pressure of the clutch hydraulic chamber 67, the piston 66 is moved in one direction along the rotation axis A1 (in FIGS. 2 and 3). A pressing force is generated on the left side). A return spring 68 is provided in the cylinder 60, and the piston 66 is pressed in a direction opposite to the force corresponding to the hydraulic pressure of the clutch hydraulic chamber 67 by the pressing force of the return spring 68. Furthermore, the holder 43 of the rotor 40 is spline-fitted to the outer periphery of the hub 54 so that the rotor 40 and the carrier 52 rotate together. In this way, the hub 54 has a function of holding the clutch plate 65 and a function of connecting the rotor 40 to the carrier 52. The forward clutch 58 configured as described above is disposed on the inner side of the rotor 40 in the radial direction centered on the rotation axis A1. Further, the arrangement area of the motor / generator 10 and the arrangement area of the forward clutch 58 overlap each other in the direction along the rotation axis A1.

  Next, the reverse brake 59 will be described. The reverse brake 59 selectively fixes the ring gear, and a friction brake, an electromagnetic brake, or the like can be used. In this specific example, a case where a hydraulically controlled friction brake is used as the reverse brake 59 will be described. A partition wall 69 is provided on the inner surface of the transaxle case 12. The partition wall 69 is disposed so as to partition the space in which the motor / generator 10 is disposed from the space in which the belt type continuously variable transmission 8 is disposed. The reverse brake 59 is disposed between the partition wall 69 and the motor / generator 10 in a direction along the rotational axis A1. The reverse brake 59 has a cylinder 70 formed in the partition wall 69 and a piston 71 disposed in the cylinder 70, and the piston 71 is operable in a direction along the rotation axis A1. is there. Also, a brake hydraulic chamber 72 that generates a force for pressing the piston 71 in the direction along the rotation axis A1 is provided. Further, a return spring 73 is provided that generates a force that presses the piston 71 in a direction along the rotation axis A1 and in a direction opposite to the force of the brake hydraulic chamber 72. Further, a plurality of brake discs 74 are spline fitted to the transaxle case 12. On the other hand, a plurality of brake plates 75 are splined to the outer periphery of the ring gear 49. Brake disks 74 and brake plates 75 are alternately arranged.

  In the forward / reverse switching device 7 configured as described above, when the hydraulic pressure of the clutch hydraulic chamber 67 rises, the transmission torque of the forward clutch 58 is increased, and the input shaft 21 and the carrier 52 can rotate integrally. It becomes. That is, the forward clutch 58 is engaged. On the other hand, when the hydraulic pressure in the clutch hydraulic chamber 67 is lowered, the transmission torque of the forward clutch 58 is lowered, and the power transmission between the input shaft 21 and the carrier 52 is interrupted. That is, the forward clutch 58 is released. On the other hand, when the hydraulic pressure in the brake hydraulic chamber 72 rises, the reverse brake 59 is engaged, the braking force applied to the ring gear 49 is increased, and the ring gear 49 is fixed. On the other hand, when the hydraulic pressure in the brake hydraulic chamber 72 is reduced, the reverse brake 59 is released, the braking force applied to the ring gear 49 is reduced, and the ring gear 49 can rotate.

  Next, the configuration of the belt type continuously variable transmission 8 will be described. This belt-type continuously variable transmission 8 has a secondary shaft 76 in addition to the primary shaft 47, and the rotation axis A1 of the primary shaft 47 is common to the rotation axis A1 of the input shaft 21. The rotation axis B1 of the secondary shaft 76 and the rotation axis B1 of the primary shaft 47 are arranged in parallel. Further, the primary shaft 47 is coupled to rotate integrally with the carrier 52. A primary pulley 77 that rotates integrally with the primary shaft 47 is provided. As shown in FIGS. 2 and 3, the primary pulley 77 is attached to the outer periphery of the primary shaft 47, the fixed piece 78 continuously formed so as to protrude in the radial direction, and the outer periphery of the primary shaft 47. And a movable piece 79 configured to be movable in a direction along the rotation axis A1 with respect to the primary shaft 47. A V-shaped groove 80 is formed between the fixed piece 78 and the movable piece 79.

  The primary shaft 47 is supported by two bearings 81, 82, the outer ring of one bearing 81 is supported by the rear cover 13, and the outer ring of the other bearing 82 is supported by the partition wall 69. ing. The primary pulley 77 is disposed between the two bearings 81 and 82 in the direction along the rotational axis A1. The fixed piece 78 is disposed between the forward / reverse switching device 7 and the movable piece 79 in the direction along the rotational axis A1. Next, a mechanism for controlling the width of the groove 80 of the primary pulley 77 will be described. A primary cylinder 83 that rotates integrally with the primary shaft 47 is provided, and the primary cylinder 83 is formed in an annular shape. A primary hydraulic chamber 84 is formed between the primary cylinder 83 and the movable piece 79. Based on the hydraulic pressure of the primary hydraulic chamber 84, a thrust in a direction along the rotation axis A1 is applied to the movable piece 79. Specifically, when the amount of pressure oil in the primary hydraulic chamber 84 increases and the hydraulic pressure in the primary hydraulic chamber 84 rises, the thrust in the direction to bring the movable piece 79 closer to the fixed piece 78 increases. On the other hand, when the amount of pressure oil in the primary hydraulic chamber 84 decreases and the hydraulic pressure in the primary hydraulic chamber 84 decreases, the thrust in the direction to bring the movable piece 79 closer to the fixed piece 78 decreases. Further, when the hydraulic pressure in the primary hydraulic chamber 84 is substantially constant, the thrust in the direction in which the movable piece 79 approaches the fixed piece 78 is controlled to be substantially constant.

  On the other hand, the secondary shaft 76 is provided with a secondary pulley 85 that rotates integrally with the secondary shaft 76. An endless belt 104 is wound around the primary pulley 77 and the secondary pulley 85. As shown in FIG. 3, the secondary pulley 85 is attached to the outer periphery of the secondary shaft 76, the fixed piece 86 continuously formed so as to protrude in the radial direction, the outer periphery of the secondary shaft 76, and And a movable piece 87 configured to be movable in a direction along the rotation axis A1 with respect to the secondary shaft 76. A V-shaped groove 88 is formed between the fixed piece 86 and the movable piece 87.

  The secondary shaft 76 is supported by two bearings 89 and 90, the outer ring of one bearing 89 is supported by the rear cover 13, and the outer ring of the other bearing 90 is supported by the transaxle housing 10. It is supported. The secondary pulley 85 is disposed between the two bearings 89 and 90 in the direction along the rotational axis B1. The movable piece 87 is disposed between the motor / generator 10 and the fixed piece 86 in a direction along the rotation axis B1. Next, a mechanism for controlling the clamping force applied to the belt 104 from the secondary pulley 85 will be described. A secondary cylinder 91 that rotates integrally with the secondary shaft 76 is provided, and the secondary cylinder 91 is formed in an annular shape. Yes. And the arrangement area of the motor / generator 10 and the arrangement area of the secondary cylinder 91 partially overlap in the direction along the rotation axis B1. Specifically, the secondary cylinder 91 includes a cylindrical portion 92 having a substantially constant outer diameter, and a tapered portion 93 that is continuous with the cylindrical portion 92 and is inclined so that the outer diameter increases. The arrangement area of the cylindrical portion 92 and the arrangement area of the motor / generator 10 overlap each other. A secondary hydraulic chamber 94 is formed between the secondary cylinder 91 and the movable piece 87. The secondary hydraulic chamber 94 is provided with a compression coil spring 95.

  Thus, based on the hydraulic pressure of the secondary hydraulic chamber 94 and the pressing force of the compression coil spring 95, a thrust in a direction along the rotation axis B1 is applied to the movable piece 87. . When the hydraulic pressure in the secondary hydraulic chamber 94 is increased, the thrust in the direction to bring the movable piece 87 closer to the fixed piece 86 increases, and the clamping force (or clamping pressure) applied to the belt 104 from the secondary pulley 85 is increased. ) Is enhanced. On the other hand, when the hydraulic pressure in the secondary hydraulic chamber 94 decreases, the thrust in the direction to bring the movable piece 87 closer to the fixed piece 86 decreases, and the clamping force applied from the secondary pulley 85 to the belt 104 decreases. To do. Further, when the hydraulic pressure in the secondary hydraulic chamber 94 is controlled to be substantially constant, the thrust in the direction in which the movable piece 87 is brought close to the fixed piece 86 becomes substantially constant, and the clamping force applied from the secondary pulley 85 to the belt 104 Is constant.

  Further, a counter drive gear 96 is provided at one end of the secondary shaft 76, specifically, at an end disposed in the transaxle housing 11. Further, a counter shaft 97 is disposed inside the transaxle housing 11 and the transaxle case 12, and the counter shaft 97 is provided with a counter driven gear 98 and a final drive gear 99. And the counter drive gear 96 are meshed with each other. The differential 9 has a differential case 100, and a ring gear 101 is formed in the differential case 100. The ring gear 101 and the final drive gear 99 mesh with each other to constitute a final reduction gear. A wheel 103 is attached to a drive shaft 102 provided in the differential case 100 so that torque can be transmitted. In the hybrid drive device having the above configuration, the positional relationship of each element in the direction along the rotation axis A1 will be described. The motor / generator 10 is provided between the engine 2 and the belt-type continuously variable transmission 8. The oil pump 27 is disposed between the motor / generator 10 and the engine 2. A torque converter 6 is disposed between the oil pump 27 and the engine 2. A planetary gear mechanism of a forward / reverse switching device 7 is disposed between the belt type continuously variable transmission 8 and the motor / generator 10.

  Next, a hydraulic control device (not shown) for supplying oil (pressure oil / hydraulic oil) to oil required parts such as the torque converter 6, the forward / reverse switching device 7, and the belt type continuously variable transmission 8. explain. First, the oil discharged from the oil pump 27 is configured to be supplied to the hydraulic control device. The hydraulic control device includes a hydraulic circuit, a pressure control valve, a flow rate control valve, and the like, and is configured to be able to control the amount of oil supplied to each oil required portion and the hydraulic pressure. Further, an electronic control device (not shown) for controlling the engine 12, the forward / reverse switching device 7, the belt-type continuously variable transmission 8 and the lock-up clutch 23 is provided and input to this electronic control device. Various control signals are output from the electronic control unit based on the signal and data stored in the electronic control unit.

  Next, the operation and control of the hybrid drive apparatus shown in FIGS. 1 to 3 will be described. For example, signals such as the vehicle speed and the accelerator opening are input to the electronic control device, and the required driving force in the vehicle 1 is obtained by the electronic control device based on the input signal and data or a map stored in advance. Based on this requested driving force, the target engine output and the target output of the motor / generator are controlled. First, when the engine 2 is operated, the torque of the crankshaft 3 is transmitted to the front cover 17. On the other hand, the lockup clutch 23 is controlled based on a map for controlling the lockup clutch 23. When the lock-up clutch 23 is released, power is transmitted between the pump impeller 15 and the turbine runner 16 by the kinetic energy of the hydraulic oil. Further, when the lock-up clutch 23 is released, torque amplification is performed by the action of the stator 20 when the speed ratio between the pump impeller 15 and the turbine runner 16 is not more than a predetermined value. On the other hand, when the lockup clutch 23 is engaged, power is transmitted between the front cover 7 and the input shaft 21 by a frictional force. In this way, engine torque is transmitted to the input shaft 21. Further, when the engine torque is transmitted to the input shaft 21 via the lock-up clutch 23, the torque fluctuation is attenuated by the damper mechanism 24.

  Next, the control of the forward / reverse switching device 7 will be described with reference to FIG. In FIG. 4, “◯” indicates that the forward clutch 58 or the reverse brake 59 is engaged, and “X” indicates that the forward clutch 58 or the reverse brake 59 is released. Modes for controlling the forward / reverse switching device 7 include a first mode to a third mode. These modes are used based on the selected shift position, required driving force, and the like. For example, when the forward position is selected, the first mode can be selected. When the first mode is selected, the forward clutch 58 is engaged and the reverse brake 59 is released. As described above, when the first mode is selected and the engine torque is transmitted to the input shaft 21, the carrier 52 and the sun gear 48 rotate together, and the torque of the input shaft 21 causes the carrier 52 to rotate. And transmitted to the primary shaft 47. That is, the sun gear 48 serves as an input element, and the carrier 52 serves as an output element. When the first mode is selected, it is possible to supply electric power to the motor / generator 10 to drive the motor / generator 10 as an electric motor, and to transmit the torque of the motor / generator 10 to the carrier 52. That is, when the first mode is selected, at least one of the torque of the engine 2 or the torque of the motor / generator 10 can be transmitted to the primary shaft 47. When the engine torque is transmitted to the primary shaft 47, if no electric power is supplied to the motor / generator 10 and power generation is not performed, the rotor 43 of the motor / generator 10 rotates idly.

  Next, control of the gear ratio of the belt type continuously variable transmission 8 will be described. As described above, the target engine output is obtained based on the required driving force, and the target engine speed and the target engine torque are obtained so as to achieve the target engine output with the optimum fuel consumption. The gear ratio of the belt type continuously variable transmission 8 is controlled so that the actual engine speed approaches the target engine speed. Specifically, by controlling the hydraulic pressure in the primary hydraulic chamber 84, the winding radius of the belt 104 in the primary pulley 77 changes, and the rotation speed of the primary shaft 47 and the rotation speed of the secondary shaft 76 are changed. The ratio, i.e., the gear ratio, is controlled steplessly (continuously). Further, by controlling the hydraulic pressure in the secondary hydraulic chamber 94, the clamping pressure (in other words, clamping force) of the secondary pulley 85 with respect to the belt 104 is controlled, and the transmission torque is controlled. The torque transmitted from the primary shaft 47 to the secondary shaft 76 is transmitted to the wheel 103 via the counter shaft 97 and the differential 9, and a driving force is generated.

  Next, the second mode used when controlling the forward / reverse switching device 7 will be described. This second mode can be used when the forward position is selected or when the reverse position is selected. When the second mode is selected, both the forward clutch 58 and the reverse brake 59 are released as shown in FIG. That is, power transmission between the input shaft 21 and the carrier 52 is interrupted. When the second mode is selected, electric power is supplied to the motor / generator 10 to drive it as an electric motor, and torque output from the motor / generator 10 can be transmitted to the primary shaft 47. Further, in the case of using the second mode, the rotation direction of the motor / generator 10 is controlled reversely when the forward position is selected and when the reverse position is selected.

  Thus, when the second mode is selected, it is possible to drive the motor / generator 10 as an electric motor and transmit the torque to the wheels 103. When the second mode is selected, the power transmission between the input shaft 21 and the carrier 52 is interrupted. Therefore, even if the second mode is selected and the engine 2 is operated, the engine Torque is not transmitted to the primary shaft 47. Thus, the second mode is used when the mode in which the vehicle 1 is driven by the torque of the motor / generator 10, that is, the electric vehicle mode (EV driving mode) is selected. When this second mode is selected and the vehicle 1 travels by repulsion, the power generated by the kinetic energy of the vehicle 1 is transmitted through the differential 100 and the belt type continuously variable transmission 8 to the motor It is also possible to transmit the generated power to the power storage device by transmitting to the generator 10 and driving the motor / generator 10 as a generator.

  Next, the third mode used when controlling the forward / reverse switching device 7 will be described. This third mode is used when the reverse position is selected. When the third mode is selected, the forward clutch 58 is released and the reverse brake 59 is engaged as shown in FIG. When the third mode is selected and the engine torque is transmitted to the input shaft 21, the fixed ring gear 49 serves as a reaction force element, and the engine torque is transmitted to the carrier 52. When the third mode is selected, the rotation direction of the carrier 52 is opposite to that when the second mode is selected. When the third mode is selected, it is possible to drive the motor / generator 10 as an electric motor and transmit the torque to the primary shaft 47. Even when the third mode is selected, torque is transmitted to the wheels 103 as in the first mode, and driving force is generated.

  As described above, according to the hybrid drive apparatus shown in FIGS. 1 to 3, the forward clutch 58 is arranged downstream of the engine 2 in the power transmission direction in the power transmission path from the engine 2 to the primary shaft 47. And the motor / generator 10 is disposed between the forward clutch 58 and the primary shaft 47 so that power can be transmitted. For this reason, by using the forward / reverse switching device 7 that switches the rotation direction of the primary shaft 47 between forward and reverse, specifically, by releasing the forward clutch 58 of the forward / backward switching device 7, the engine 2 and the motor The power transmission path with the generator 10 can be interrupted. Therefore, it is not necessary to provide a dedicated clutch in order to cut off the power transmission path between the engine 2 and the motor / generator 10.

  Further, when the electric vehicle mode is selected and the second mode is used, it is possible to suppress “the power of the motor / generator 10 being transmitted to the engine 2 to cause drag loss”. Further, when the vehicle 1 travels in a repulsive manner and the kinetic energy is transmitted to the motor / generator 10 to perform regenerative control, the forward clutch 58 is disengaged, so that a part of the power is transferred to the engine 2. It is possible to avoid being transmitted. Therefore, “an increase in drag loss due to engine braking force” can be suppressed. Further, when the electric vehicle mode is selected, torque amplification can be performed by controlling the transmission ratio of the belt type continuously variable transmission 8, and the torque of the motor / generator 10 can be reduced. Furthermore, when the vehicle 1 travels by repulsive force and performs regenerative control, the rotational speed of the motor / generator 10 that performs regenerative control is increased by controlling the speed ratio of the belt type continuously variable transmission 8, Regeneration efficiency can be increased. Therefore, the motor / generator 10 can be downsized (the size of the body can be reduced), and the motor / generator 10 can be prevented from being driven at a high rotation speed and a low torque, thereby reducing loss. .

  Further, according to the hybrid drive apparatus shown in FIGS. 1 to 3, when the first mode or the third mode is selected, when the lockup clutch 23 is released, the torque converter 6 generates a transmission torque. It is possible to amplify. Therefore, the driving force of the vehicle 1 can be increased and the startability of the vehicle 1 is improved. Further, if the lock-up clutch 23 is released, power transmission is performed by the kinetic energy of the fluid in the torque converter 6, so that fluctuations in engine torque are less likely to be transmitted to the input shaft 21, and the vehicle 1 is started. Become smooth. Further, although the control range of the gear ratio by the belt type continuously variable transmission 8 is limited, the power performance and the fuel consumption can be achieved at a high level by increasing the speed reduction ratio of the final reduction gear.

  Further, according to the specific example of FIG. 1, the stator 39 is sandwiched between the transaxle case 12 and the oil pump body 28, and positioned and fixed in the direction along the rotation axis A1 and in the radial direction. Yes. Further, the rotor 40 of the motor / generator 10 is indirectly supported by the transaxle case 12 and the oil pump body 28 via the bearings 45 and 46, and the direction along the rotation axis A1. The positioning is fixed in the radial direction. Therefore, it is not necessary to provide a dedicated mechanism (case or cover) for positioning and fixing the motor / generator 10 in the casing 10. Therefore, it can suppress that a hybrid drive device enlarges in the direction along rotation axis A1, and can suppress the fall of vehicle mounting property. Specifically, it is possible to avoid the hybrid drive device from interfering with the side member or wheel 103 provided along the longitudinal direction of the vehicle body. Furthermore, an increase in manufacturing cost of the hybrid drive device can be suppressed, and an increase in weight of the hybrid drive device can be suppressed.

  Further, the hub 54 constituting a part of the forward clutch 58 is shared as an element for connecting the motor / generator 10 and the carrier 52 so that power can be transmitted. Therefore, it is not necessary to provide a dedicated element for connecting the motor / generator 10 and the carrier 52 so as to transmit power. Therefore, it can suppress that a hybrid drive device enlarges in the direction along rotation axis A1, and can suppress the fall of vehicle mounting property. Specifically, it is possible to avoid the hybrid drive device from interfering with the side member or wheel 103 provided along the longitudinal direction of the vehicle body.

  By the way, when the engine torque is transmitted to the pump impeller 15, the oil pump 27 is driven by the torque to suck in the oil, and the oil discharged from the oil pump 27 is supplied to the hydraulic control device. A suction oil passage 38 extending from the oil pan 35 to the oil pump 27 and a discharge oil passage are provided on the outer peripheral side of the stator 39 of the motor / generator 10. For this reason, when the temperature of the motor / generator 10 is higher than the temperature of the oil, the heat of the motor / generator is transmitted to the oil via the casing 5 to warm the oil. For this reason, the viscosity of the oil is lowered, the suction resistance is lowered, an increase in the driving loss of the oil pump 27 can be suppressed, and the fuel efficiency of the engine 2 is improved. Further, overheating of the motor / generator 10 can be suppressed.

  On the other hand, when the oil temperature can be detected by a signal input to the electronic control unit, the electric vehicle mode is selected, and the second mode is used, the oil actually detected When the temperature is equal to or lower than the reference oil temperature stored in advance in the electronic control unit, it is possible to control the output of the motor / generator 10 so that the efficiency of converting electric energy into kinetic energy is lowered. . In the output control of the motor / generator 10, for example, the map shown in FIG. 5 can be used. In FIG. 5, the horizontal axis represents the rotational speed of the motor / generator 10, and the vertical axis represents the torque of the motor / generator 10. The efficiency of the motor / generator 10 is indicated by a curve. The closer to the center of the curve, the higher the efficiency. FIG. 5 shows a region with an efficiency of 90%, a region with an efficiency of 80%, and a region with an efficiency of 70%. Further, FIG. 5 shows the isopower lines of the motor / generator 10. On this equal power line, the power of the motor / generator 10 is constant, and the rotational speed and torque are different.

  For example, when the torque and the rotational speed of the motor / generator 10 are at the operating point C1 on the equal power line, the efficiency of the motor / generator 10 is lowered by changing to the operating point 2. Note that when the operating point 1 is changed to the operating point 2, the torque increases and the rotational speed decreases. It is also possible to change the operating point 1 to the operating point 2 to reduce the efficiency of the motor / generator 10. Note that when the operating point 1 is changed to the operating point 3, the torque decreases and the rotational speed increases. Thus, when the output of the motor / generator 10 is changed, the torque of the motor / generator 10 is controlled by controlling the energization current by the inverter. Specifically, when the energization current is increased, the torque of the motor / generator 10 is increased, and when the energization current is decreased, the torque of the motor / generator 10 is decreased. The rotational speed of the motor / generator 10 is controlled by controlling the speed ratio of the belt type continuously variable transmission 8. More specifically, when a shift that increases the gear ratio of the belt type continuously variable transmission 8 is performed, the rotational speed of the motor / generator 10 increases. On the other hand, if a gear change is performed to reduce the gear ratio of the belt type continuously variable transmission 8, the rotational speed of the motor / generator 10 decreases. In this way, by controlling the rotation speed and torque of the motor / generator 10 using the map of FIG. 5 and reducing its efficiency, the temperature rise of the motor / generator 10 is promoted. Therefore, the function of transmitting the heat of the motor / generator 10 to the oil and heating the temperature of the oil is further improved.

  Here, the correspondence between the configuration described in this specific example and the configuration of the present invention will be described. The motor / generator 10 corresponds to the electric motor of the present invention, and the primary shaft 47 and the primary pulley 77 correspond to the present invention. The secondary shaft 76 and the secondary pulley 85 correspond to the output member of the present invention, the belt type continuously variable transmission 8 corresponds to the continuously variable transmission of the present invention, the input shaft 21 and the carrier. 52 corresponds to “rotating members” in the present invention, the input shaft 21 corresponds to the first rotating member of the present invention, the carrier 52 corresponds to the second rotating member of the present invention, the forward clutch 58 and The hub 54 corresponds to “at least part of the forward / reverse switching device” in the present invention, and the transaxle housing 11 and Lance axle case 12 corresponds to the "part of the casing" of the present invention.

  In the above embodiment, all the rotation axes are arranged in the vehicle width direction (left-right direction), but the present invention is also applied to a power train having a configuration in which all the rotation axes are arranged in the vehicle front-rear direction. Can be used. In the hybrid drive device of the present invention, a fluid coupling that does not have a torque amplification function can be used as the fluid transmission device. Further, as the forward / reverse switching device, a single pinion type planetary gear mechanism can be used instead of the double pinion type planetary gear mechanism.

It is a skeleton figure which shows the power train of the vehicle which has the hybrid drive device in this invention. FIG. 2 is a cross-sectional view showing the main part of the hybrid drive device according to the present invention and mainly showing the configurations of a primary shaft, a motor / generator, and a forward / reverse switching device of a belt type continuously variable transmission. It is sectional drawing which shows the principal part of the hybrid drive device in this invention, and mainly shows the structure of a secondary shaft and a motor generator. 4 is a chart showing a relationship between a control mode of the forward / reverse switching device shown in FIGS. 1 to 3 and control of a forward clutch and a reverse brake. It is an example of the map used for control of the motor generator shown by FIG. 1 thru | or FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Engine, 5 ... Casing, 6 ... Torque converter, 7 ... Forward / reverse switching device, 8 ... Belt type continuously variable transmission, 10 ... Motor generator, 11 ... Transaxle housing, 12 ... Transaxle case 21 ... Input shaft, 27 ... Oil pump, 28 ... Oil pump body, 38 ... Suction oil passage, 40 ... Rotor, 47 ... Primary shaft, 52 ... Carrier, 54 ... Hub, 58 ... Forward clutch, 76 ... Secondary shaft, 77 ... primary pulley, 85 ... secondary pulley, A1 ... rotation axis.

Claims (7)

The speed ratio between the input member and the output member can be changed steplessly, the engine that converts heat energy into kinetic energy and outputs power, the electric motor that converts electric energy into kinetic energy and outputs power, and A continuously variable transmission, configured to transmit power output from the engine and the electric motor to the input member, and in the power transmission path from the engine to the input member, the input member A forward / reverse switching device for switching the rotational direction of the input member to the forward / reverse direction, and the forward / reverse switching device is configured to switch between the rotational members constituting the power transmission path when the rotational direction of the input member is switched to the forward / reverse direction. In a hybrid drive device having a forward clutch for controlling the transmission torque between
The forward clutch is arranged downstream of the engine in the power transmission direction in the power transmission path from the engine to the input member, and the electric motor is arranged downstream of the forward clutch in the power transmission path. The hybrid drive device characterized by the above-mentioned.   The electric motor has a rotor for outputting power, and at least a part of the forward / reverse switching device is disposed inside the rotor in a radial direction centering on a rotation axis of the rotor. The hybrid drive device according to claim 1.   The hybrid drive apparatus according to claim 1, wherein a torque converter that amplifies and outputs torque is provided in a power transmission path from the engine to the forward clutch.   An oil having a casing housing the electric motor and the forward / reverse switching device, and an oil pump provided in the casing and driven by power of the engine, the oil pump being fixed to the casing 4. The hybrid drive apparatus according to claim 1, further comprising a pump body, wherein the electric motor is supported by the casing and the oil pump body.   The forward clutch has a configuration in which the first rotating member and the second rotating member are connected so as to be capable of transmitting power, and the second rotating member is downstream of the first rotating member in the power transmission path. The hybrid drive device according to claim 1, wherein the rotor of the motor is connected to the second rotating member.   6. A part of the casing is disposed on an outer periphery of a stator of the electric motor, and a suction oil passage of the oil pump is provided in a part of the casing. The hybrid drive device described in 1.   7. The hybrid according to claim 6, wherein when the oil sucked into the oil pump is at a low temperature, the output of the electric motor is controlled so that the efficiency of converting the electric energy into kinetic energy is lowered. Drive device.

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