JP2011106601A - Vehicular driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular driving device further enhancing the responsiveness of a clutch device. <P>SOLUTION: The vehicular driving device includes a biasing element 3 having biasing force for keeping the clutch device 2 in one of a connection state and a disconnection state, and a switching hydraulic mechanism 4 switching the clutch device 2 from one of the connection state and the disconnection state to the other by operating an operation part 36 of the clutch device 2. The switching hydraulic mechanism 4 includes a liquid passage 43 fixed to a case 9 and forming a closed passage, a piston 44 receiving hydraulic pressure supplied to the liquid passage 43 and switching the clutch device 2 upon receiving the hydraulic pressure by operating the operation part 36 in a switching direction against the biasing force of the biasing element 3, a liquid supply source 46 supplying liquid to the liquid passage 43 and advancing the piston 44 toward the switching direction of the operation part 36 against the biasing force of the biasing element 3, and a bearing 47 provided between the operation part 36 and the piston 44. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle drive device. The present invention is applicable to, for example, a hybrid vehicle having both an engine and an electric motor as a vehicle drive source, or a non-hybrid vehicle having an engine but no electric motor.

  Patent Document 1 discloses a vehicle drive device having an engine, a transmission to which driving force of an output shaft of the engine is transmitted, and a clutch device provided between the output shaft of the engine and the input shaft of the transmission. Is disclosed. According to this, the clutch device has a first clutch portion provided on the output shaft side of the engine and a second clutch portion provided on the input shaft side of the transmission. The clutch device engages the first clutch portion and the second clutch portion to transmit the driving force of the engine to the transmission, and releases the engagement of the first clutch portion and the second clutch portion to drive the driving force. It is possible to switch to a cut-off state that cuts off transmission. In such a technique, switching between the connected state and the disconnected state of the clutch device is performed by supplying oil to the hydraulic chamber or discharging oil from the hydraulic chamber.

JP 2006-137406 A

  According to the above-described technique, it is required to improve the responsiveness of switching the clutch device and to switch the connected state and the disconnected state of the clutch device in a short time. Not always enough.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to provide a vehicle drive device that can further improve the responsiveness of the clutch device.

In order to solve the above problems, a vehicle drive device according to claim 1 includes an engine having an output shaft, a transmission having an input shaft to which a driving force of the output shaft of the engine is transmitted, and connected to a wheel, and an engine A first clutch portion provided on the output shaft side of the engine and a second clutch portion provided on the input shaft side of the transmission. A connection state in which the first clutch portion and the second clutch portion are engaged to transmit the driving force of the engine to the transmission, and the engagement of the first clutch portion and the second clutch portion is released to interrupt the transmission of the driving force. A clutch device that has an operation portion that can be switched to a shut-off state and that can rotate about an axis;
A biasing element having a biasing force for maintaining the clutch device in one of a connected state and a disconnected state;
A switching hydraulic mechanism that switches the clutch device from one of the connected state and the disconnected state to the other against the biasing force of the biasing element by operating the operation part of the clutch device in the switching direction;
A case for accommodating at least the clutch device,
The switching hydraulic pressure mechanism receives a hydraulic pressure supplied from the hydraulic passage of the cylinder portion to the hydraulic pressure chamber and a cylinder portion having a hydraulic passage that is fixed to the case and serves as a closed passage when pressure is increased. A piston for switching the clutch device from one of the connected state and the shut-off state to the other by moving forward and moving the operating portion in the switching direction against the biasing force of the biasing element. ,
A liquid supply source for supplying liquid to the liquid passage to advance the piston in order to operate the operation portion in the switching direction against the urging force of the urging element, and an operation that rotates together with the clutch device And a bearing which is provided between the part and the piston and maintains the piston and the operation part so as to be relatively rotatable.

  According to the vehicle drive device of claim 2, the piston is formed by being divided into a plurality of divided bodies in the forward direction of the piston.

  According to the vehicle drive device of the third aspect, the clutch device is a normally closed type that is connected by the urging force of the urging element, and the generator is provided in the driving force transmission path that connects the clutch device and the transmission. The electric motor has a stator fixed to the case, and a rotor that rotates with respect to the stator and that is connected to the input shaft of the transmission, and the rotor is a clutch device. It arrange | positions coaxially on the outer peripheral side of this.

  According to the vehicle drive device of the first aspect, when liquid such as oil is supplied from the liquid supply source to the hydraulic pressure chamber through the liquid passage fixed to the case, the hydraulic pressure chamber is increased and the liquid passage is increased. Becomes a closed passage, and the piston receives the hydraulic pressure in the hydraulic chamber. As the pressure is received, the piston moves forward against the urging force of the urging element, and operates the operating portion in the switching direction. As a result, the clutch device is switched from one of the connected state and the disconnected state to the other.

  Since the cylinder part and the liquid passage are fixed to the case, even if the clutch device rotates, the centrifugal force does not act on the oil in the hydraulic chamber and the liquid passage. For this reason, it is possible to suppress the oil in the hydraulic chamber and the liquid passage from being discharged outward by the centrifugal force, and the oil can remain in the hydraulic chamber and the liquid passage. Thus, when the clutch device is switched from one of the connected state and the disconnected state to the other, only a small amount of oil is newly supplied to the liquid passage to advance the piston. Therefore, a piston can be advanced with sufficient responsiveness and the responsiveness of a clutch apparatus can be improved.

  When the clutch device rotates about the axis, the operation unit rotates together with the clutch device. In this case, relative rotation of the operating portion and the piston is allowed by the bearing. Therefore, the piston can move forward against the biasing force of the biasing element, operate the operating portion in the switching direction, and switch the clutch device with high responsiveness.

  According to the vehicle drive device of the second aspect, the piston is formed by being divided into a plurality of divided bodies in the forward direction of the piston. For this reason, even when an abnormal load is applied to the piston from the operating portion of the clutch device, the load is absorbed or alleviated by the relative displacement of the divided members constituting the piston, and the piston is smoothed by the pressure generated in the hydraulic chamber. Therefore, the responsiveness of clutch switching can be improved.

  According to the vehicle drive device of the third aspect, the clutch device is a normally closed type, and since the electric motor is provided in the drive force transmission path that connects the clutch device and the transmission, the engine drive is stopped. In this state, the vehicle can be driven by the rotational driving force of the electric motor. Furthermore, since the rotor of the electric motor is coaxially arranged on the outer peripheral side of the clutch device, the size can be reduced in the direction along the axis of the clutch device. Furthermore, the clutch device is a normally closed type, and when the clutch device is in the shut-off state, only a small amount of oil is supplied to the liquid passage to advance the piston, and the piston can be advanced with good responsiveness. Therefore, the load during regeneration is reduced, and the regeneration efficiency is increased.

FIG. 3 is a cross-sectional view illustrating the upper half of the vehicle drive device according to the first embodiment. FIG. 3 is an enlarged cross-sectional view illustrating the vicinity of a switching hydraulic mechanism according to the first embodiment. FIG. 3 is a cross-sectional view illustrating, in an enlarged manner, the vicinity of a piston and a bearing of a switching hydraulic mechanism according to the first embodiment. It is a system diagram of a vehicle drive system. FIG. 6 is a cross-sectional view showing the vicinity of a piston and a bearing of a switching hydraulic mechanism according to a second embodiment. FIG. 10 is a cross-sectional view illustrating the vicinity of a piston and a bearing of a switching hydraulic mechanism according to a third embodiment. FIG. 10 is a diagram schematically illustrating the vicinity of a movable part of an oil supply source according to the fourth embodiment. FIG. 10 is a diagram schematically illustrating the vicinity of a movable part of an oil supply source according to the fifth embodiment.

(Embodiment 1)
Embodiments of the present invention are applied to hybrid vehicles such as passenger cars and large vehicles. The drawings illustrate the concept of the embodiment. 1 shows a cross-sectional view of the upper half of the vehicle drive device, FIG. 2 shows a cross-sectional view of the main part, and FIG. 3 shows an enlarged main part. FIG. 4 shows a block diagram representing the vehicle drive system. As shown in FIG. 4, the vehicle drive system includes an electric motor (hereinafter also referred to as a motor) formed of an engine 1 that functions as a first drive source, a clutch device 2, and an electric motor that functions as a second drive source. 8, a transmission 6, and a control device 7. The control device 7 controls the engine 1, the motor 8, the transmission 6, and the oil supply source 46. Since the oil supply source 46 is an electric type, the pumping action of supplying oil can be exhibited even when the engine 1 is not driven. In FIG. 4, a solid line arrow indicates a hydraulic passage connected to the oil supply source 46, and a broken line indicates a signal line connected to the control device 7.

  As shown in FIG. 1, the engine 1 has an output shaft 10 rotated about the axis P1 by the engine 1 and a ring-shaped flywheel 14 that is coaxially connected to the output shaft 10 by a fixture 10w. . The ring gear 12 formed on the outer peripheral portion of the flywheel 14 meshes with a drive shaft of a starter motor (not shown). When the starter motor is driven, the flywheel 14 rotates. A torque converter 61 provided in the transmission 6 has an input shaft 60 that is rotated by the driving force of the output shaft 10 of the engine 1. The input shaft 60 is connected to a traveling wheel (not shown) via a transmission gear mechanism (not shown) of the transmission 6 to rotate the traveling wheel.

  The clutch device 2 will be further described. As shown in FIG. 1, the clutch device 2 forms a wet multi-plate clutch, and includes an input member 20, an output member 22 coaxial with the input member 20, and a first clutch portion held by the input member 20. It has a friction plate 23 that functions, a separate plate 24 that functions as a second clutch portion held by the output member 22, and a pressure plate 226. The friction plate 23 and the separate plate 24 have a ring shape around the axis P1, are alternately arranged facing each other, and can be brought into an engaged state (connected state) by being crimped to each other, and They can be separated from each other to be disengaged (blocked state), which is a pressure-release.

  Each of the friction plate 23, the separate plate 24, the input member 20, the output member 22, and the pressure plate 226 is coaxially disposed so as to make one turn around the axis P <b> 1 of the clutch device 2. The input member 20 is connected to the flywheel 14 via the damper 13. When the engine 1 is driven, the output shaft 10, the flywheel 14, the damper 13, the input member 20, and the friction plate 23 rotate integrally around the axis P1.

  As shown in FIG. 1, the input member 20 includes a shaft portion 201 disposed coaxially with the output shaft 10, and extends radially outward from the shaft end on the transmission 6 side of the shaft portion 201. And a ring-shaped extending portion 202 that holds the friction plate 23 and a ring-shaped holding portion 203 that is formed along the axis P1. A plurality of friction plates 23 are fitted to the outer peripheral portion of the holding portion 203 so as to be relatively movable along the axis P <b> 1 while the relative rotation is restricted.

  The clutch device 2 can be switched between a connected state in which the driving force of the engine 1 is transmitted to the input shaft 60 of the transmission 6 and a disconnected state in which the transmission of the driving force of the engine 1 is interrupted. In the connected state, the adjacent friction plate 23 and the separate plate 24 are pressed and engaged with each other, and the driving force of the engine 1 can be transmitted to the input shaft 60 of the transmission 6. In the cut-off state, the engagement between the adjacent friction plate 23 and the separate plate 24 is released, and transmission of the driving force from the engine 1 to the transmission 6 is cut off.

  The clutch device 2 is a normally closed type, and in a normal state in which the driving force of the engine 1 is transmitted to the input shaft 60 of the transmission 6, the clutch device 2 is maintained in a connected state by a spring force of a diaphragm spring 34 described later. For this reason, in a normal state, an oil pressure for pressing the adjacent friction plate 23 and the separate plate 24 together is not particularly required, and an advantage of energy saving can be obtained. Furthermore, even when a malfunction occurs in the hydraulic system, the friction plate 23 and the separate plate 24 that constitute the clutch device 2 are in a pressure-bonded state so that the driving force of the engine 1 is changed. The advantage of being able to transmit to the machine 6 and driving the vehicle is obtained.

  As shown in FIG. 2, the output member 22 includes a cylindrical fixed portion 220 that is spline fitted to the outer peripheral portion of the input shaft 60 of the transmission 6 and rotates integrally with the input shaft 60, and the engine 1 of the fixed portion 220. A first extending portion 221 extending radially outward from an end on the side, an inner cylindrical portion 222 formed along the axis P1 from the outer end of the first extending portion 221, and an inner cylindrical portion 222 Of these, a second extending portion 223 extending radially outward from the end on the transmission 6 side, and extending from the outer end of the second extending portion 223 toward the clutch device 2 along the axis P1. The outer cylinder part 224 is provided. A pressure plate 226 and a plurality of separate plates 24 are fitted to the distal end portion of the outer cylindrical portion 224 so as to be relatively movable along the axis P <b> 1 while the relative rotation is restricted. The pressure plate 226 has a ring-shaped pressed portion 227 that protrudes in a direction away from the plates 23 and 24. Here, the fixing part 220, the inner cylinder part 222, the outer cylinder part 224, the pressure plate 226, and the pressed part 227 constituting the output member 22 are each formed to make one round around the axis P1 of the clutch device 2. ing.

  As shown in FIG. 2, a biasing element 3 is provided for maintaining the clutch device 2 in a normally connected state. As shown in FIGS. 2 and 3, the urging element 3 includes a support member 30 that is bent toward the plates 23 and 24 and has a cross-section fishhook-shaped receiving portion 31 at a small diameter portion, and a receiving portion 31 of the supporting member 30. The O-shaped first pivot ring 32 and the second pivot ring 33 that are held in the ring, and the ring shape that is held between the first pivot ring 32 and the second pivot ring 33 by the receiving portion 31 of the support member 30. And a diaphragm spring 34 formed. In the diaphragm spring 34, the radially outer end portion of the diaphragm spring 34 is a pressurizing portion 35, and the radially inner end portion of the diaphragm spring 34 is an operating portion 36. Here, the support member 30, the pivot rings 32 and 33, the diaphragm spring 34, the pressure unit 35, and the operation unit 36 have a ring shape so as to make one round around the axis P1. The support member 30 is fitted to the outer cylindrical portion 224 of the output member 22 with its relative rotation being restricted, and a bending portion in the radial direction of the L-shaped retaining ring 301 fitted to the outer periphery of the outer cylindrical portion 224 is interposed. The snap ring 302 prevents it from coming off and is integrally fixed to the opening of the outer cylinder 224. The diaphragm spring 34 is inserted into the receiving part 31 by passing the other protrusion through the slit formed in the operation part 36 and the recess 31x of the receiving part 31 of the support member 30, and is attached to the receiving part 31 after being expanded. The pivot rings 32 and 33 are prevented from coming off in the axial direction.

  In a normal state, due to the spring load of the diaphragm spring 34, the pressurizing portion 35 of the diaphragm spring 34 pressurizes the pressed portion 227 of the pressure plate 226 in the direction of arrow F1 (see FIG. 2). Yes. As a result, the friction engagement surfaces of the adjacent friction plate 23 and the separate plate 24 are brought into pressure contact with each other and engaged. In this case, since the diaphragm spring 34 uses the pivot rings 32 and 33 as swing fulcrums, the operating portion 36 of the diaphragm spring 34 is urged toward the direction of arrow F4 (see FIG. 2).

  Here, the direction of the arrow F1 and the direction of the arrow F4 correspond to directions in which the friction plate 23 and the separate plate 24 are pressed and engaged with each other and the clutch 2 is maintained in the connected state. Therefore, the direction of the arrow F2 that is opposite to the direction of the arrow F1 and the direction of the arrow F5 that is opposite to the direction of the arrow F4 release the pressure-bonding between the friction engagement surfaces of the friction plate 23 and the separate plate 24. This corresponds to the direction of maintaining the shut-off state.

  According to the present embodiment, the clutch device 2 is a normally closed type, and in a normal state, the friction engagement surfaces of the adjacent friction plate 23 and the separate plate 24 are brought into pressure contact with each other to engage the clutch device 2. The connection is maintained. When the clutch device 2 is maintained in the connected state in this way, the output shaft 10 of the engine 1 is connected to the input shaft 60 of the transmission 6 through the crimping engagement between the plates 23 and 24 of the clutch device 2. . When the engine 1 is driven at this time, the output shaft 10 rotates, so that the input member 20 of the clutch device 2 rotates about the axis P1, and the friction plate 23 and the separate plate 24 in the crimped state rotate about the axis P1. Then, the output member 22 rotates around the axis line P1, and the input shaft 60 of the transmission 6 rotates. Thus, when the driving force of the engine 1 is transmitted to the input shaft 60 of the transmission 6 via the clutch device 2, the clutch device 2 rotates around the axis P <b> 1, so that the support member 30 constituting the clutch device 2, The pivot rings 32 and 33 and the diaphragm spring 34 also rotate about the axis P1 in the same direction.

  As shown in FIG. 1, the case 9 houses the clutch device 2, the urging element 3, the motor 8, the torque converter 61, and the like. The case 9 includes, from the engine 1 side, a first case 91, a second case 92 connected to the first case 91, and a third case 93 connected to the second case 92. The first case 91 includes a first wall 910 extending along the radially inner side, and a cylindrical portion 912 extending along the axis P1 from the inner end of the first wall 910. The second case 92 includes a second wall 920 that extends along the inner side in the radial direction, and a fixed cylinder portion 922 that extends from the inner end of the second wall 920 along the axis P1. A stator 80 of the motor 8 is fixed inside the outer wall cylindrical portion 92 x of the second case 92. The first wall 910 and the second wall 920 face each other. A bearing 96 a is interposed between the fixed cylinder portion 922 of the second wall 920 and the input member 60 of the transmission 6. For this reason, the output member 22 and the input shaft 60 can be easily rotated integrally around the axis P1 with respect to the fixed cylindrical portion 922 of the second case 92. Further, a bearing 96 c is interposed between the cylindrical portion 912 of the first wall 910 of the first case 91 and the input member 20. For this reason, the input member 20 can rotate integrally around the axis P <b> 1 with respect to the first case 91.

  In the case 9 described above, the clutch device 2 and the clutch operating mechanism 3 are coaxially arranged on the inner peripheral side of the motor 8. Therefore, the clutch device 2 and the urging element 3 can be compactly arranged on the inner peripheral side of the motor 8 while effectively using the width D (see FIG. 1) of the motor 8 in the axial direction. In this case, it can contribute to reducing the size along the direction of the axis P1.

  As shown in FIG. 3, a switching hydraulic mechanism 4 that functions as a switching hydraulic mechanism for operating the operation unit 36 of the clutch device 2 to switch the clutch device 2 from the connected state to the disconnected state is provided. The switching hydraulic mechanism 4 receives the hydraulic pressure of the oil passage 43, the cylinder portion 40 fixed to the first wall 910 of the case 9, the oil passage 43 that is formed in the cylinder portion 40 and functions as a liquid passage serving as a closed passage. It has a piston 44, a seal member 45 provided on the pressure receiving side of the piston 44, an oil supply source 46 as a liquid supply source for moving the piston 44 forward, and a rolling bearing 47. The oil supply source 46 is preferably held on the outer peripheral portion or the inner peripheral portion of the case 9. As shown in FIG. 3, the bearing 47 includes a ring-shaped inner ring 48 and an outer ring 49 arranged coaxially around the axis P <b> 1, and a plurality of rolling elements 50 having a spherical shape interposed between the inner ring 48 and the outer ring 49. And have.

  As shown in FIG. 3, the inner ring 48 has ring-shaped shaft end faces 48r and 48t facing each other. The outer ring 49 has ring-shaped shaft end faces 49r and 49t facing each other. By the rolling operation of the rolling element 50, relative rotation in the circumferential direction around the axis P1 of the inner ring 48 and the outer ring 49 is allowed. Between the rolling element 50 and the operation portion 36 of the diaphragm spring 34, an intermediate ring 51 that makes one round around the axis P1 is interposed. The intermediate ring 51 is a first member that forms a ring shape that abuts against the ring body 510 positioned between the operation portion 36 and the bearing 47 and the operation portion 36 of the diaphragm spring 34 of the clutch device 2 so as to be relatively movable. It has a joint part 511 and a second engagement part 512 having a ring shape that faces and engages with the shaft end surface 49r on the opposite side of the piston 44 of the outer ring 49. As described above, the diaphragm spring 34 rotates together with the support member 30 around the axis P1. The intermediate ring 51 and the outer ring 49 rotate relative to each other in the circumferential direction around the axis P1, but the fixed inner ring 48 and piston 44 are connected to the cylinder portion 40. Since it is held, it does not rotate in the circumferential direction around the axis P1.

  As shown in FIG. 3, the oil supply source 46 includes a cylinder 461 having a cylinder chamber 460 capable of delivering oil, and a movable portion having a piston shape fitted to the cylinder chamber 460 so as to be movable in the directions of arrows M1 and M2. 462, a function of pressing the movable portion 462 toward the forward end 466 side thereof with a predetermined force and a backward direction toward the backward end 467, and an forward end 466 where the distal end surface of the movable portion 462 is positioned forward of the supply path 464. A pressing mechanism 463 having a stop function for continuously stopping the movable portion 462 on the side, and an oil storage portion 465 that can function as a reservoir having a supply path 464 for storing oil and supplying the oil to the cylinder chamber 460. .

  The supply path 464 is located between the forward end 466 and the backward end 467 on the distal end surface of the movable portion 462. When the distal end surface of the movable portion 462 is positioned in front of the supply passage 464, the communication between the cylinder chamber 460 and the supply passage 464 is blocked, and the oil in the cylinder chamber 460 cannot return to the oil storage portion 465 via the supply passage 464. . When the distal end surface of the movable portion 462 is positioned behind the supply passage 464, the communication between the cylinder chamber 460 and the supply passage 464 is maintained, and the oil in the oil storage portion 465 is supplied to the cylinder chamber 460 via the supply passage 464, and hence the oil. It can be supplied to the passage 43.

  Here, as shown in FIG. 3, the annular cylinder portion 40 surrounds the cylindrical portion 912 of the first case 91 and is attached to a wall surface of the first wall 910 facing the clutch device 2 by a fixture (not shown). It has an outer peripheral member 410 attached and an inner peripheral member 414 having an L-shaped cross section. The inner peripheral member 414 is fitted to a cylindrical portion 912 provided on the side of the first wall 910 of the first case facing the clutch device 2 in the first wall 910, and the radially extending portion 414 g is connected to the outer peripheral member 410. It is sandwiched between the first wall 910 and fixed to the first case 91. A seal member 401 is interposed between the outer peripheral member 410 and the radially extending portion 414g of the inner peripheral member 414, and an annular cylinder 402 is formed between the inner peripheral surface of the outer peripheral member 410 and the inner peripheral member 414. The An annular piston 44 and a seal member 45 are fitted into the annular cylinder 402, and a hydraulic pressure chamber 403 is defined at the bottom of the cylinder 402. A passage 413 communicating with the hydraulic chamber 403 is formed in the outer peripheral member 410 in the radial direction so as to open to the outer peripheral surface, and a screw hole 411 is engraved at a predetermined depth coaxially with the passage 413 from the outer peripheral surface. . The pipe 420 penetrates the male screw member 412 that is screwed into the screw hole 411, and a tip end portion thereof is liquid-tightly pressure-bonded to a step portion between the passage 413 and the screw hole 411.

  As shown in FIG. 3, the piston 44 is formed of a first divided body 441 and a second divided body 445 arranged in series so as to be adjacent to each other along the axis P1. The second divided body 445 has a ring shape and can move in the direction of the arrows W1 and W2 along the axis P1 in the cylinder 402. An annular seal member 45 is fitted to the cylinder 402 so as to be movable along the axis P <b> 1 on the bottom side of the second divided body 445. The second divided body 445 has a bottomed annular groove 446 formed on the surface facing the seal member 45, and the seal member 45 has a protrusion 451 inserted into the annular groove 446 and a pressure receiving surface 452 for receiving hydraulic pressure. When the pressure receiving surface 452 receives the hydraulic pressure, a lip portion 453 that expands outward and enhances the sealing performance is formed. A protrusion 451 is inserted into the annular groove 446 and the seal member 45 is connected to the second divided body 445. As a result, an annular hydraulic chamber 403 is defined between the bottom of the cylinder 402 and the seal member 45. The oil passage 43 connecting the annular hydraulic chamber 403 and the oil supply source 46 includes a pipe passage 421 of a pipe 420 fixed to the outer peripheral member 410 by a male screw member 412, and a passage formed in the outer peripheral member 410. 413 and a passage 43s formed between the outer peripheral member 410 and the radially extending portion 414g of the inner peripheral member 414.

  As shown in FIG. 3, the first divided body 441 that contacts the second divided body 445 on the opposite side of the hydraulic chamber 403 is fitted to the cylindrical portion 414f of the inner peripheral member 414 so as to be movable along the axis P1. The inner ring 48 of the bearing 47 is supported. The engaging portion 442 of the first divided body 441 comes into contact with and engages with the shaft end surface 48 t on the piston 44 side of the inner ring 48. A compression spring 449 is interposed between the engaging portion 442 and the side surface of the outer peripheral member 410 on the clutch device 2 side. The compression spring 449 is a coil spring around the axis P1, but is not limited thereto, and may be a disc spring or a leaf spring. Even when oil pressure does not act on the oil passage 43 due to the spring force of the compression spring 449, the engaging portion 442 of the first divided body 441 of the piston 44 is pressed against the shaft end surface 48t of the inner ring 48 of the bearing 47, Stagnation is suppressed.

  As shown in FIG. 1, a motor 8 is provided in a driving force transmission path that connects the clutch device 2 and the transmission 6. The motor 8 has a stator 80 and a rotor 82. The stator 80 is fixed to the inner peripheral side of the outer wall cylindrical portion 92x of the second case 92, and has an excitation winding 80c wound around an iron core. The rotor 82 is coaxially disposed on the inner peripheral side of the stator 80 via a gap 80x. Since the rotor 82 is connected to the outer peripheral side of the outer cylindrical portion 224 of the output member 22, the rotor 82 and the output member 22 rotate integrally around the axis P1. When an excitation current is supplied to the excitation winding 80c of the stator 80, a rotating magnetic field is generated around the axis P1, the rotor 82 and the output member 22 rotate around the axis P1, and the input shaft 60 of the transmission 6 rotates. As a result, the output drive shaft 62 of the transmission 6 rotates, and the traveling wheel of the vehicle rotates.

  Next, a typical operation of the above-described hybrid vehicle drive device will be described. When the ignition switch (not shown) is turned on and the driver steps on the accelerator pedal (at the time of low throttle opening), the electric oil supply source 46 that uses a battery as a power source operates to supply hydraulic pressure to the hydraulic chamber 403. While the clutch device 2 is turned off, a current flows through the excitation winding 80c of the motor 8 and the rotor 82 rotates. When the rotor 82 rotates, the output member 22 connected to the rotor 82 rotates around the axis P1, the traveling wheel rotates via the transmission 6, and the vehicle starts. Thus, when the vehicle starts, the engine 1 may not be started but may be stopped. In this case, the vehicle starts by only the driving force of the motor 8.

  When starting the vehicle in this way, based on a command from the control device 7, the movable portion 462 of the oil supply source 46 (see FIG. 3) moves in the direction of the arrow M1 from the backward end 467 toward the forward end 466 (see FIG. 3). The pressing mechanism 463 moves forward in the direction of releasing the crimping engagement of the plates 23 and 24 of the clutch device 2. As a result, the oil in the cylinder chamber 460 is supplied to the hydraulic pressure chamber 403 through the oil passage 43, and the second divided body 445 is moved in the direction of the arrow W2 via the seal member 45.

  When the movable portion 462 moves forward from the supply path 464, the oil passage 43 and the hydraulic chamber 403 are closed. As a result, the second divided body 445 is moved by the first divided body 441 being pushed by the second divided body 445 in the direction of the arrow W2 via the seal member 45, and the engaging portion 442 is moved to the shaft of the inner ring 48 of the bearing 47. The end surface 48t is pressed. As a result, the bearing 47 is displaced together with the first divided body 441 in the arrow W2 direction (direction in which the pressure bonding of the plates 23 and 24 is released). As a result, the intermediate ring 51 moves in the same direction, and the operation part 36 of the diaphragm spring 34 moves in the direction of arrow F5 (direction in which the pressure bonding of the plates 23 and 24 is released). Then, the pressurizing part 35 of the diaphragm spring 34 moves in the direction of arrow F2 (see FIG. 2) using the pivot rings 32 and 33 as swinging fulcrums. Therefore, the friction engagement surfaces of the adjacent friction plate 23 and the separate plate 24 are separated from each other, and the clutch device 2 is switched from the connected state to the disconnected state while resisting the urging force of the diaphragm spring 34. Since the movable portion 462 is continuously stopped ahead of the supply path 464 by the pressing mechanism 463, the oil passage 43 and the hydraulic pressure chamber 403 are maintained in the closed state, and the clutch device 2 is maintained in the disconnected state.

  Here, the bearing 47 is an angular bearing, and the piston 44 smoothly moves the operation portion 36 of the diaphragm spring 34 in the direction of the arrow F5 while allowing relative rotation between the first divided body 441 and the intermediate ring 51. be able to. Here, since the piston 44, the bearing 47, the intermediate ring 51, and the diaphragm spring 34 each have a ring shape centered on the axis P1, they can move as evenly as possible in their circumferential directions. The bearing 47 is not limited to an angular bearing, and a normal ball bearing, a thrust bearing, a tapered roller bearing, or the like can be used.

  Thus, when the drive of the engine 1 is stopped, the normally closed type clutch device 2 is switched from the connected state to the disconnected state as described above. Here, in order to put the clutch device 2 in the disengaged state, as described above, the movable portion 462 of the oil supply source 46 is advanced in the direction of the arrow M1 (the pressurizing direction of the oil passage 43) by the pressing mechanism 463, and the oil is oiled. The fluid is supplied to the hydraulic chamber 403 through the passage 43.

  In contrast, when the vehicle accelerates or climbs, the engine 1 is driven, and the driving force of the engine 1 is transmitted to the transmission 6. In this case, when the accelerator pedal is depressed to accelerate or climb up and the throttle is opened more than a certain degree of opening, the fuel injection device is activated and a spark plug (not shown) is ignited. Further, the drive shaft of a starter motor (not shown) is driven. As a result, the ring gear 12 of the flywheel 14 meshing with the drive shaft of the starter motor is rotated together with the flywheel 14 and the output shaft 10, and the engine 1 is started. Thus, when the engine 1 is driven, the clutch device 2 is maintained in the connected state.

  In this case, based on a command from the control device 7, the movable portion 462 of the oil supply source 46 is moved backward in the direction of the arrow M <b> 2 (see FIG. 3) from the forward end 466 to the reverse end 467 by the pressing mechanism 463. Reduce the oil pressure inside. At this time, the distal end surface of the movable portion 462 is retracted in the direction of the arrow M2 from the supply passage 464, so that the oil passage 43 communicates with the oil storage portion 465 from the supply passage 464. As described above, when the oil passage 43 and the hydraulic chamber 403 are depressurized by the retreat of the movable portion 462, the force for pressurizing the piston 44 in the arrow W2 direction (the direction in which the pressure bonding of the plates 23 and 24 is released) decreases. Or disappear. As a result, as can be understood from FIG. 2, due to the spring force of the diaphragm spring 34, the pressurizing portion 35 of the diaphragm spring 34 is directed in the direction of the arrow F1 with the first pivot ring 32 and the second pivot ring 33 as swing fulcrums. Thus, the pressed portion 227 of the pressure plate 226 is pressurized. Therefore, the friction engagement surfaces of the adjacent friction plate 23 and the separate plate 24 are pressed against each other, and the clutch device 2 is switched from the disconnected state to the connected state. As a result, the rotational driving force of the output shaft 10 of the engine 1 is transmitted to the input shaft 60 of the transmission 6 via the input member 20 of the clutch device 2 and the friction plate 23 and the separate plate 24 being pressed together. As a result, the driving forces of both the engine 1 and the motor 8 are added, and the vehicle travels with a large driving force. Then, the operating portion 36 of the diaphragm spring 34 moves in the F4 direction with the first pivot ring 32 and the second pivot ring 33 as the swing fulcrum, and the piston 44 and the seal member 45 are moved to the arrow W1 via the intermediate ring 51 and the bearing 47. The oil in the hydraulic chamber 403 and the oil passage 43 is returned to the cylinder chamber 460.

  Since the engine efficiency is high when the vehicle is in a steady high-speed running state, it is preferable to idle the motor 8 while driving the engine 1. In this case, the clutch device 2 is maintained in the connected state, and the driving force of the output shaft 10 of the engine 1 is transmitted to the input shaft 60 of the transmission 6 via the friction plate 23 and the separate plate 24 of the clutch device 2. The vehicle travels by the driving force of the engine 1.

  When regenerating electrical energy, such as when the vehicle decelerates, power supply to the excitation winding 80c of the motor 8 is stopped and the clutch device 2 is switched from the connected state to the disconnected state. In order to switch the clutch device 2 from the connected state to the disconnected state in this manner, as described above, the movable portion 462 of the oil supply portion 46 is advanced in the direction of the arrow M1 (see FIG. 3) by the pressing mechanism 463, and the cylinder The oil in the chamber 460 is supplied to the hydraulic chamber 403 through the oil passage 43, and the piston 44 is moved in the arrow W2 direction. Since the cylinder portion 40 and the oil passage 43 are fixed together with the pipe 420 to the first wall 910 side of the case 9, centrifugal force acts on the oil in the hydraulic chamber 403 and the oil passage 43 even if the clutch device 2 rotates. Is suppressed. Therefore, the oil in the hydraulic chamber 403 and the oil passage 43 is prevented from being discharged to the outside of the oil passage 43 by centrifugal force. Therefore, oil can remain in the hydraulic pressure chamber 403 and the oil passage 43, and when the clutch device 2 is in the disconnected state, a small amount of oil is newly supplied to the oil passage 43 to advance the piston 44. Therefore, if the movable part 462 of the oil supply part 46 advances in the direction of the arrow M1 (see FIG. 3), the piston 44 can be advanced in the direction of the arrow W2 with high responsiveness, and as a result, the responsiveness of the clutch device 2 is improved. Can do.

  When the clutch device 2 is switched from the connected state to the disconnected state with good responsiveness, the output shaft 10 of the engine 1, the flywheel 14, the input member 20 of the clutch device 2, and the output member 22 to which the rotor 82 of the motor 8 is fixed. The connection is quickly released, the load during regeneration is reduced, and the regeneration efficiency is increased. Thus, when regenerating electric energy, the motor 8 functions as a generator to generate electric energy. The generated electric energy is stored in the battery.

  As described above, according to the present embodiment, when the hydraulic pressure is supplied from the oil supply source 46 to the hydraulic chamber 403 through the oil passage 43 that is a closed passage fixed to the case 9, the second divided body. Reference numeral 445 receives the supplied hydraulic pressure via the seal member 45. As the pressure is received, the piston 44 moves forward in the direction of the arrow W2, and moves the operating portion 36 in the switching direction (the direction of the arrow F5) against the urging force of the diaphragm spring 34. As a result, the clutch device 2 is switched from the connected state to the disconnected state. Here, in FIG. 3, when the movable part 462 moves forward in the direction of the arrow M1 from the supply path 464 and stops, the oil path 43 becomes a closed path, and the clutch device 2 can be maintained in the disconnected state. Although the operation unit 36 rotates around the axis P <b> 1 together with the clutch device 2, relative rotation between the operation unit 36 and the piston 44 is permitted by the bearing 47.

  According to the present embodiment, when hydraulic pressure acts on the hydraulic chamber 403, the lip portion 453 of the seal member 45 is displaced outward by hydraulic pressure, so that the sealing performance of the hydraulic chamber 403 is enhanced. As a result, the piston 44 moving forward in the direction of the arrow W2 can quickly press the operating portion 36 with good responsiveness, and the responsiveness of the clutch device 2 can be improved, and the clutch device 2 can be quickly moved from the connected state to the disconnected state. It can be switched and the regeneration efficiency can be increased.

  According to the present embodiment, as shown in FIG. 3, the piston 44 is formed by being divided into a first divided body 441 and a second divided body 445 in the forward direction of the piston 44. For this reason, even when an abnormal load is applied to the first divided body 441, relative displacement between the first divided body 441 and the second divided body 445 constituting the piston 44 is allowed, and the second divided body 445 is smooth. Also in this sense, the piston 44 that moves forward in the direction of the arrow W2 can press the operating portion 36 quickly with good responsiveness.

  In addition, according to the present embodiment, as shown in FIG. 1, the cylinder portion 40, the pipe 420, and the like of the switching hydraulic mechanism 4 are mounted on the first wall 910 on the engine 1 side of the first case 91. In this case, the oil passage 43 can be as close as possible to the engine 1. Therefore, even when the viscosity of the oil in the oil passage 43 becomes excessively high due to a low temperature in a cold region or in winter, the oil passage 43 can be brought closer to the engine 1 that is at a high temperature during driving. And the fluidity of oil in the hydraulic chamber 403 can be ensured. In this case, it is possible to increase the response of the piston 44 and contribute to increasing the regeneration efficiency.

(Embodiment 2)
FIG. 5 shows a second embodiment. This embodiment has basically the same functions and effects as those of the first embodiment. Hereinafter, the description will focus on the different parts. As shown in FIG. 5, the piston 44 that directly receives the oil pressure of the oil passage 43 is integrated, and has an inclined surface 44 a that has a conical shape facing the oil passage 43. The inclined surface 44a makes one round around the axis P1. When the oil pressure in the oil passage 43 acts on the piston 44, the alignment operation of the piston 44 is obtained. The seal member 45 is abolished.

(Embodiment 3)
FIG. 6 shows a third embodiment. This embodiment has basically the same functions and effects as those of the first embodiment. Hereinafter, the description will focus on the different parts. As shown in FIG. 6, the cylinder portion 40, the pipe 420, and the like of the switching hydraulic mechanism 4 are mounted on the opposite side of the engine 1 with the clutch device 2 sandwiched between the second wall 920 of the second case 92. In this case, as can be understood from FIG. 1, the clutch device 2 is positioned between the engine 1 and the cylinder portion 40. Therefore, the oil passage 43 and the hydraulic chamber 403 can be kept away from the heat of the engine 1 that becomes high temperature during driving. For this reason, even in an extremely hot region or the like, excessive oil temperature rise in the oil passage 43 and the like due to the temperature of the engine 1 can be suppressed, and the viscosity of the oil can be optimized.

(Embodiment 4)
FIG. 7 shows a fourth embodiment. This embodiment has basically the same functions and effects as those of the first embodiment. Hereinafter, the description will focus on the different parts. Rack teeth 55 are formed on the rod portion of the movable portion 462. The drive mechanism 56 includes a pinion 560 that meshes with the rack teeth 55 formed on the outer wall of the rod portion of the movable portion 462, a worm wheel 561 that is coaxially fixed to the pinion 560, an outer diameter smaller than that of the worm wheel 561, and a worm A worm 562 that meshes with the teeth of the wheel 561 and a motor 564 that rotates the worm 562 about its axis 563. When the motor 564 is driven to rotate in one direction, the pinion 560 rotates around the center of the pinion 560 in the direction of the arrow S1 via the worm 562 and the worm wheel 561, and the movable portion 462 is arrowed so as to increase the hydraulic pressure in the cylinder chamber 460. Advance in the M1 direction. On the other hand, when the motor 564 is driven to rotate in the other direction, the worm 562 rotates in the other direction around the axis 563 thereof, and the pinion 560 rotates in the direction of the arrow S2 around the center thereof so that the hydraulic pressure in the cylinder chamber 460 is increased. The movable portion 462 is moved backward in the direction of the arrow M2 so that the pressure is reduced. The combination of the worm wheel 561 and the worm 562 has a high reduction ratio. According to such a drive mechanism 56, when the motor 564 stops, the engagement between the worm wheel 561 and the worm 562 is maintained at that position even if the movable portion 462 tries to move backward in the direction of the arrow M2, and the movable portion 462 The movable portion 462 can be continuously stopped at that position while suppressing the backward movement. Therefore, the drive mechanism 56 having the worm wheel 561 and the worm 562 has a function of moving the movable part 462 forward and backward, and also has a stop function capable of continuously stopping the movable part 462 in the cylinder chamber 460. .

(Embodiment 5)
FIG. 8 shows a fifth embodiment. A link mechanism 580 is connected to the rod portion of the movable portion 462. The link mechanism 580 is connected to a rotation link 582 that rotates around the rotation center 581, a motor 583 that functions as a drive source that rotates the rotation link 582, and one end of which is swingably connected to an outer end of the rotation link 582. Further, the other end portion has a connecting link 584 that is swingably connected to the rod portion of the movable portion 462. When the rotation link 582 is rotated in one direction by the motor 583, the movable portion 462 moves forward in the direction of the arrow M1 toward the forward end 466 so as to increase the pressure of the cylinder chamber 460 via the connection link 584. If the motor 583 is stopped in a state where the rod portion of the movable portion 462, the connecting link 584, and the rotation link 582 are substantially in a straight line, the movable portion 462 can be continuously stopped at the forward end 466 in the cylinder chamber 460. Further, after the movable portion 462 is positioned at the forward end 466, if the rotary link 582 is rotated in the reverse direction by the motor 583, the movable portion 462 moves backward in the arrow M2 direction via the connection link 584 and reaches the reverse end 467. . The link mechanism 580 has a function capable of moving the movable portion 462 forward and backward, and a stop function capable of continuously stopping the movable portion 462 at the forward end 466.

(Other)
Although the above-described first embodiment is applied to a hybrid vehicle having both the engine 1 and the motor 8, it may be applied to a vehicle in which the engine 1 is mounted but the motor 8 is not mounted. The clutch device 2 is a normally closed type in which the plates 23 and 24 are pressed and engaged with each other by the urging force of the urging element 3, but this is not a limitation, and the plates 23 and 24 are not connected to each other by the urging force of the urging element. It is good also as a normally open type made to contact. Although the 1st clutch part and the 2nd clutch part which comprise the clutch apparatus 2 are made into plate shape, it is not limited to plate shape. Although the clutch device 2 constitutes a wet multi-plate clutch, it may be a dry clutch depending on circumstances.

  The biasing element 3 includes the support member 30, the first pivot ring 32 and the second pivot ring 33, and the diaphragm spring 34, but is not limited thereto. In short, the urging element only needs to have an urging force for maintaining the clutch device in one of the connected state and the disconnected state, and may be configured using a coil spring or the like. The oil supply source 46 is an electric type, but is not limited thereto, and may be a mechanical type that operates on the engine 1 or the like. In this case, the engine 1 is driven when the vehicle is started. When the vehicle is started by the motor 8, the clutch device 2 is switched from the connected state to the disconnected state, and the vehicle is started by the driving force of the motor 8 while the engine 1 is stopped. Alternatively, the driving force of the engine 1 may be used. The present invention is not limited to the embodiments described above and shown in the drawings, and can be implemented with appropriate modifications within the scope not departing from the gist.

1 is an engine, 10 is an output shaft, 2 is a clutch device, 20 is an input member, 22 is an output member, 222 is an inner cylinder portion, 224 is an outer cylinder portion, 23 is a friction plate (first clutch portion), and 24 is a separate member. Plate (second clutch part), 3 is an urging element, 30 is a support member, 32 and 33 are pivot rings, 34 is a diaphragm spring, 35 is a pressurizing part, 36 is an operating part, 4 is a switching hydraulic mechanism (switching fluid) Pressure mechanism), 40 is a cylinder part, 410 is an outer peripheral member, 412 is a male screw member, 414 is an inner peripheral member, 43 is an oil passage (liquid passage), 420 is a pipe, 421 is a pipe passage, 44 is a piston, 441 is 1st division body, 442 is an engaging part, 445 is a 2nd division body, 45 is a sealing member, 451 is a protrusion, 452 is a pressure receiving surface, 453 is a lip part, 46 is an oil supply source (liquid supply source), 460 is Cylinder chamber, 461 Linda, 462 is a movable portion, 47 is a bearing, 48 is an inner ring, 48r and 48t are shaft end surfaces, 49 is an outer ring, 49r and 49t are shaft end surfaces, 50 is a rolling element, 51 is an intermediate ring, and 511 is a first engaging portion. 512 is a second engaging portion, 6 is a transmission, 60 is an input shaft, 7 is a control device, 8 is an electric motor, 80 is a stator, 82 is a rotor, 96a and 96c are bearings, 9 is a case, 91 is a first 1 case, 92 is the second case, 93 is the third case, 910 is the first wall, and 920 is the second wall.

Claims (3)

An engine with an output shaft;
A transmission having an input shaft to which a driving force of the output shaft of the engine is transmitted and connected to a wheel;
A first clutch provided between the output shaft of the engine and the input shaft of the transmission; provided on the output shaft side of the engine; and provided on the input shaft side of the transmission. A connection state in which the first clutch portion and the second clutch portion are engaged to transmit the driving force of the engine to the transmission, and the first clutch portion and the second clutch portion. A clutch device that has an operation part that can be switched to a cut-off state in which the engagement of the clutch part is released and the transmission of the driving force is cut off, and is rotatable around an axis;
A biasing element having a biasing force for maintaining the clutch device in one of a connected state and a disconnected state;
A switching hydraulic mechanism that switches the clutch device from one of a connected state and a disconnected state to the other against the biasing force of the biasing element by operating the operation portion of the clutch device in a switching direction;
A housing for accommodating at least the clutch device;
The switching hydraulic mechanism is
A cylinder portion having a liquid passage which is fixed to the case and serves as a closed passage when pressure is increased;
Receiving the hydraulic pressure supplied from the fluid passage of the cylinder portion to the hydraulic pressure chamber, and moving forward in response to the received pressure to operate the operating portion in the switching direction against the biasing force of the biasing element. A piston that switches the clutch device from one of the connected state and the disconnected state to the other;
A liquid supply source for supplying the liquid to the liquid passage and moving the piston forward in order to operate the operation portion in the switching direction against the urging force of the urging element;
A vehicle drive device comprising: a bearing provided between the operating portion that rotates together with the clutch device and the piston, and that maintains the piston and the operating portion so as to be relatively rotatable.   2. The vehicle drive device according to claim 1, wherein the piston is divided into a plurality of divided bodies in a forward direction of the piston. The clutch device according to claim 1 or 2, wherein the clutch device is a normally closed type that is connected by an urging force of the urging element,
An electric motor that can also be used as a generator is provided in a driving force transmission path that connects the clutch device and the transmission, and the electric motor rotates with respect to the stator fixed to the case and the stator. And a rotor connected to the input shaft of the transmission,
The vehicle drive device according to claim 1, wherein the rotor is coaxially disposed on an outer peripheral side of the clutch device.

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