JP2011168142A - Automatic transmission for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a problem that the automatic transmission of a hybrid vehicle which includes a first motor device which drives a torque converter and a second motor device which drives a differential mechanism is complicated in structure. <P>SOLUTION: A hybrid vehicle having an internal combustion engine and an electric motor transmits the torque of the internal combustion engine via a torque converter, a forward and backward clutch, an automatic transmission and a differential gear to a drive wheel, and is provided with: a first clutch for transmitting the torque of the electric motor to the internal combustion engine side of the forward and backward clutch; and a second clutch for transmitting the torque of the electric motor to the drive wheel side of the forward and backward clutch where the first and second clutches are arranged so as to face each other on the axis of the output shaft of the electric motor. The hybrid vehicle is also provided with: an oil pressure piston for operating the first and second clutches; and a clutch switching means for selectively fastening the first clutch when the oil pressure piston does not operate and fastening the second clutch by cutting the first clutch when the oil pressure piston operates by oil pressure. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an automatic transmission device for a hybrid vehicle that uses both an internal combustion engine and an electric motor as a power source, and more particularly to a structure of a portion that transmits power from the electric motor.

  Conventionally, a hybrid vehicle has one motor between the engine and the transmission, and is equipped with a spacer type that assists the engine torque, and a conventional transmission that eliminates the conventional transmission and has a generator and a drive motor. There is a two-motor type that runs on a motor.

  The spacer type often performs driving and regeneration via a torque converter, and its performance depends on the efficiency of the torque converter. Since the two-motor type is driven by a driving motor, the motor is large, heavy, and expensive.

  In order to solve such a problem, in Patent Document 1, a motor device is arranged in parallel with an engine, a first motor device that drives a torque converter, and a conventional transmission differential mechanism without a torque converter. The first and second motor devices are arranged side by side so that the input / output shaft of the first motor device and the input / output shaft of the second motor device are concentric. Propose to arrange.

JP 2007-22112 A

  However, with such a configuration, since two motor devices are provided, the structure becomes complicated, and in addition, the entire power source combining the engine and the motor device becomes large, and the control However, there arises a problem that the cost is increased and the cost is increased.

  Therefore, the present invention aims to eliminate such problems.

  That is, the automatic transmission apparatus for a hybrid vehicle according to the present invention is a hybrid vehicle including an internal combustion engine and an electric motor. The torque of the internal combustion engine is applied to drive wheels via a torque converter, a forward / reverse clutch, an automatic transmission, and a differential gear. A first clutch for transmitting the torque of the electric motor to the internal combustion engine side relative to the forward / reverse clutch, and a second clutch for transmitting the torque of the electric motor to the drive wheel side relative to the forward / backward clutch, And the second clutch is arranged opposite to the output shaft of the electric motor, and includes a hydraulic piston for operating the first and second clutches. When the hydraulic piston is inoperative, the first clutch Clutch switching means for selectively performing disengagement of the first clutch and engagement of the second clutch when the hydraulic piston is hydraulically operated. Characterized in that it comprises.

  According to such a configuration, the first clutch and the second clutch can be selectively connected / disconnected by the hydraulic piston and the clutch switching means. As a result, the first clutch and the second clutch are connected at the same time, and it is possible to avoid that the driving force of the electric motor is simultaneously transmitted to two places in the automatic transmission and the driving wheels are locked.

  In order to make the operation of such a clutch switching means more reliable, the clutch switching means includes first and second hydraulic pistons arranged in series, and by supplying hydraulic pressure to the first hydraulic piston. It is preferable to disengage only the second clutch by releasing the first clutch and supplying hydraulic pressure to the first and second pistons.

  In addition, in order to improve the safety during the regenerative operation of the electric motor, the automatic transmission transmits power between the first and second pulleys having variable diameters and the first and second pulleys. Preferably, the continuously variable transmission includes a transmission member, and the second clutch transmits the torque of the electric motor to the rotating shaft of the first pulley.

  The present invention is configured as described above, and it is possible to start the internal combustion engine and drive / regenerate behind the torque converter with a single electric motor, thereby avoiding the loss of the torque converter and improving fuel efficiency. Furthermore, it can be avoided that the first clutch and the second clutch are simultaneously engaged to lock the driving wheel.

BRIEF DESCRIPTION OF THE DRAWINGS Structure explanatory drawing which shows the whole structure of 1st Embodiment of this invention. The end view which expands and shows the principal part of the 1st Embodiment. The end view which expands and shows the principal part of 2nd Embodiment of this invention. Structure explanatory drawing which shows the modification of the 2nd Embodiment.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS. In addition, about the same component, even if embodiment differs, the same code | symbol shall be attached | subjected.

  As shown in FIG. 1, the hybrid vehicle to which the first embodiment is applied includes an engine 1 that generates torque for vehicle travel, and an electric motor 2 that generates torque for vehicle travel and regenerates surplus torque. Power source. A continuously variable transmission 3 that is an automatic transmission is connected to such a power source.

  The continuously variable transmission 3 includes a torque converter 5 whose input shaft 4 is connected to the output shaft of the engine 1, a forward / reverse clutch 6 for switching the direction of rotation by the engine 1, and a torque converter whose input shaft 7 is driven by the forward / backward clutch 6. 5, a continuously variable transmission 9 as an automatic transmission selectively connected to the output shaft 8, a clutch device 10 for transmitting the power of the motor 2 to a predetermined portion, the power of the engine 1 and the power of the motor 2 Is provided with a differential gear 11 for transmitting the power to the axle WS, a chain 13 for transmitting the power of the electric motor 2 via the clutch device 10 to a sprocket 12 coupled to the torque converter 5 and the like. Note that power transmission between the continuously variable transmission 9 and the differential gear 11, the clutch device 10 and the differential gear 11 and the like is performed by gears as in the prior art. As for configurations other than the clutch device 10, the sprocket 12, and the chain 13, those known in this field can be applied. For example, the continuously variable transmission 9 is a belt such as a steel belt that is a transmission member that transmits power between the first pulley 14 and the second pulley 15 having a variable diameter and between the first pulley 14 and the second pulley 15. 16.

  The clutch device 10 includes a first clutch 17 for transmitting torque of the electric motor 2, a second clutch 18 for transmitting to the drive wheel side from the forward / reverse clutch 6, and first and second clutches 17, 18. A hydraulic piston 19 for operation (shown in FIG. 2), the first clutch 17 is fastened when the hydraulic piston 19 is inactive, and the first clutch when the hydraulic piston 19 is hydraulically operated. And clutch switching means 20 for selectively performing the disconnection of the clutch 17 and the engagement of the second clutch 18. The first and second clutches 17 and 18 are disposed on the shaft of the output shaft 21 of the electric motor 2 so as to be interlocked by the operation of the clutch switching means 20. The hydraulic piston 19 is attached in the vicinity of an end portion of the spline shaft 22 that faces the electric motor 2, which will be described later, in a cylinder 23 provided integrally with the spline shaft 22 so as to be oil tight and to be operated by hydraulic pressure. . The edge of the cylinder 23 is always in contact with one end of the first clutch 17.

  The clutch switching means 20 is attached between the first member 24 and the second member 25 that are spline-engaged with the spline shaft 22 fixed to the output shaft 21 of the electric motor 2, and between the first member 24 and the second member 25. The first member 24 is biased in the direction of the first clutch 17 to provide a spring 26 for fastening the first clutch 17 when the hydraulic piston 19 is not operated. The first clutch 17 is spline engaged with the outer periphery of the first member 24, and the second clutch 18 is spline engaged with the outer periphery of the second member 25.

  The clutch device 10 further includes a drive sprocket 27 at the end of the spline shaft 22 on the first member 24 side, and a drive gear 28 at the end of the second member 25 side. The drive sprocket 27 and the first clutch 17 are connected to a first connection member 29 fixed to the drive sprocket 27 and engaged with the first clutch 17 by a spline. Similarly, the drive gear 28 and the second clutch 18 are connected to each other. Is connected to the second clutch 18 by a second connection member 30 fixed to the drive gear 28 and spline-engaged. The drive sprocket 27 and the drive gear 28 are attached to the spline shaft 22 so as to rotate independently of the spline shaft 22 via the needle bearing 31 while the corresponding clutch is disengaged.

  In such a configuration, when the engine 1 is stopped including a so-called idle stop or the like, the oil pump (not shown) of the continuously variable transmission 3 does not operate, so there is no hydraulic pressure of the hydraulic oil. Accordingly, the hydraulic piston 19 is in an inoperative state, and the first clutch 17 is engaged by the spring 26 urging the first clutch 17 via the first member 24 by the urging force in the direction of the drive sprocket 27. . On the other hand, since the second clutch 18 is not pressed by the first member 24, the fastening is released.

  In order to start the engine 1 in this state, when the electric motor 2 is operated, the first clutch 17 is engaged. Therefore, when the electric motor 2 rotates, the spline shaft 22 rotates, and the first member 24, the first clutch 17. And the rotation is transmitted to the first connecting member 29 and the drive sprocket 27 is rotated. As the drive sprocket 27 rotates, the driving force of the electric motor 2 is transmitted to the sprocket 12 of the torque converter 5 via the chain 13 and rotates the engine 1 via the torque converter 5. When the engine 1 is started, the operation of the electric motor 2 is stopped.

  Thereafter, when the engine 1 rotates, the oil pump in the continuously variable transmission 3 is driven to increase the hydraulic pressure of the hydraulic oil. As a result, when the hydraulic oil flows into the cylinder 23 via the high-pressure oil passage 32 of the spline shaft 22, the hydraulic piston 19 is operated by the supplied hydraulic pressure. When the hydraulic piston 19 is operated by hydraulic pressure, the first member 24 moves in the direction of the second member 25 against the urging force of the spring 26. As a result, the first member 24 does not press the first clutch 17 and the engagement of the first clutch 17 is released. In a state where the first clutch 17 is released, the hydraulic oil is further supplied to the cylinder 23 and the first member 24 moves without stopping, and the first member 24 presses the second clutch 18, thereby The clutch 18 is engaged.

  After the engine 1 is started, the second clutch 18 is in the engaged state when the hydraulic oil is supplied to the cylinder 23 and the hydraulic piston 19 is pressurized. Therefore, by operating the electric motor 2, during driving, the driving force is transmitted to the differential gear 11 via the driving gear 28 and the transmission gear body 33 to assist the driving force of the engine 1. On the other hand, when it is detected that the charging rate of the battery is reduced during traveling or when the vehicle travels at a reduced speed, the energization to the electric motor 2 is stopped, and the electric motor 2 moves from the axle WS to the differential gear 11. It functions as a generator by being driven by the driving force obtained through the.

  In order to charge the battery when the vehicle stops and the engine 1 is in the idling operation state, the supply of hydraulic pressure to the hydraulic piston 19 is stopped. Thereby, the pressing force of the hydraulic piston 19 is eliminated, and instead, the first member 24 and the hydraulic piston 19 are pushed back toward the cylinder 23 by the biasing force of the spring 26. As a result, the second clutch 18 is released, and the first clutch 17 that has been released is engaged instead. When the first clutch 17 is engaged, the driving force from the engine 1 during idling operation is transmitted to the electric motor 2 via the sprocket 12, the chain 13, the driving sprocket 27, the first clutch 17, and the first member 24, The electric motor 2 functions as a generator.

  Thus, when the engine 1 is stopped, the first clutch 17 is fastened by the spring 26, so that the engine 1 can be started by operating the electric motor 2. Therefore, it is not necessary to equip a starter motor or starter, and the cost can be reduced by reducing the number of parts.

  After the engine 1 is started, by operating the hydraulic piston 19 with hydraulic pressure, the first clutch 17 is released and the second clutch 18 is engaged. Therefore, the first clutch 17 and the second clutch 18 are simultaneously engaged. It is possible to prevent the situation from occurring. When the vehicle travels, the second clutch 18 is engaged, so that the electric motor 2 can selectively function as a generator. That is, by energizing the motor 2, the driving force of the motor 2 can be transmitted to the differential gear 11 to assist the driving force of the engine 1, and the driving force is transmitted to the motor 2 via the differential gear 11. By supplying, the electric motor 2 can function as a generator.

  Further, when the vehicle is stopped, the supply of hydraulic oil to the cylinder 23 is stopped and the operation of the hydraulic piston 19 is stopped, whereby the second clutch 18 is released and the first clutch 17 is engaged, The driving force of the engine 1 can be transmitted to the electric motor 2 via the one clutch 17 to charge the battery.

  Next, a second embodiment in which the configuration of the clutch device 10 is mainly different from the above-described first embodiment will be described. In the second embodiment, the driving force of the electric motor 2 is the same as that of the first embodiment except for the clutch device 10, that is, when the first clutch 17 is engaged, the drive sprocket 27, the chain 13, and the sprocket 12. The driving force of the electric motor 2 is supplied to the differential gear 11 via the drive gear 28 when the first clutch 17 is released and the second clutch 18 is engaged. The description and the illustration of the overall structure of the automatic transmission will be omitted.

  In the second embodiment, the hydraulic piston 19 in the first embodiment is divided into first and second hydraulic pistons 34 and 35 and arranged inside the cylinder 23. Specifically, the first hydraulic piston 34 is arranged in an oil-tight state in the cylinder 23, and the second hydraulic piston 35 is arranged in an oil-tight state inside the first hydraulic piston 34. The first hydraulic piston 34 includes a pressing portion 36 at an end portion on the first clutch 17 side, and the pressing portion 36 presses the first member 24 when hydraulic pressure is applied to the first hydraulic piston 34. is there. The second hydraulic piston 35 is arranged inside the first hydraulic piston 34 in a state separated from the first hydraulic piston 34, and in a state where the second hydraulic piston 35 is not operated by hydraulic pressure, a step portion 37 provided on the spline shaft 22 is provided. Movement in the direction of the first hydraulic piston 34 is restricted by contact. In addition, as in the first embodiment, the edge portion of the cylinder 23 is always in contact with the first clutch 17.

  In addition to such a hydraulic piston structure, a stop member 38 that stops the movement of the first hydraulic piston 34 when attached to the first hydraulic piston 34 is attached to a predetermined position inside the cylinder 23. It is. The stop member 38 restricts the first hydraulic piston 34 from contacting the second hydraulic piston 35 when the hydraulic pressure acts on the first hydraulic piston 34.

  In such a configuration, when the engine 1 is stopped, there is no hydraulic pressure of the hydraulic oil in the continuously variable transmission 3, so the first and second hydraulic pistons 34, 35 are in the non-operating state, and the spring 26 By urging the first member 24 toward the drive sprocket 27, the first member 17 presses the first clutch 17 and the first clutch 17 is fastened. On the other hand, since the second clutch 18 is not pressed by the first member 24, the fastening is released.

  In order to start the engine 1 in this state, when the electric motor 2 is operated, the spline shaft 22 rotates, and the driving force of the electric motor 2 is driven by the first clutch 17 that is fastened, so that the first member 24 and the first clutch 17 are driven. The first connection member 29 is transmitted to the drive sprocket 27. As the drive sprocket 27 rotates, the driving force of the electric motor 2 is transmitted to the sprocket 12 coupled to the torque converter 5 via the chain 13 and rotates the engine 1 via the torque converter 5. When the engine 1 is started, the operation of the electric motor 2 is stopped.

  Thereafter, when the engine 1 rotates, the oil pump in the continuously variable transmission 3 is driven to increase the hydraulic pressure of the hydraulic oil. Accordingly, when hydraulic fluid flows into the cylinder 23 via the first high-pressure oil passage 39 of the spline shaft 22, the first hydraulic piston 34 is operated by the supplied hydraulic pressure. When the first hydraulic piston 34 is operated by hydraulic pressure, the first member 24 is pressed by the pressing portion 36, and the first member 24 moves in the direction of the second member 25 against the urging force of the spring 26. As a result, the first member 24 does not press the first clutch 17 and the engagement of the first clutch 17 is released. The first hydraulic piston 34 moves in the direction of the second hydraulic piston 35 by hydraulic pressure, but before the pressing portion 36 of the first hydraulic piston 34 contacts the first clutch 17 by the stop member 38 and the first hydraulic piston 34 2 The movement of the hydraulic piston 35 is restricted before it comes into contact. Accordingly, the first clutch 17 is released, but the second clutch 18 is not engaged at this time.

  When the engine 1 is started and the first hydraulic piston 34 is stopped at the stop position by the stop member 38, for example, when the electric motor 2 assists the output of the engine 1 to start or accelerate, the second high pressure When hydraulic fluid is supplied from the oil passage 40 to the space between the first hydraulic piston 34 and the second hydraulic piston 35 to apply the hydraulic pressure to the second hydraulic piston 35, the second hydraulic piston 35 is stopped. The member 24 is pushed. Thus, the first member 24 presses the second clutch 18, whereby the second clutch 18 is fastened and the driving force of the electric motor 2 is transmitted to the differential gear 11. Moreover, when charging a battery at the time of deceleration driving | running | working, the 2nd clutch 18 may be fastened in this way and the electric motor 2 should just function as a generator.

  In order to charge the battery when the vehicle is stopped and the engine 1 is in the idling operation state, the supply of hydraulic pressure to the first and second hydraulic pistons 34 and 35 is stopped. Accordingly, the pressing force of the first and second hydraulic pistons 34 and 35 is eliminated, the second clutch 18 is released, and the first member 24 and the first hydraulic piston 34 are moved in the direction of the cylinder 23 by the urging force of the spring 26. And the first clutch 17 is engaged. As a result, the driving force from the engine 1 during idling operation is transmitted to the electric motor 2 via the sprocket 12, the chain 13, the driving sprocket 27, the first clutch 17 and the first member 24, and the electric motor 2 functions as a generator. To do.

  As described above, in this second embodiment, the hydraulic piston 19 described in the first embodiment is divided into two parts so that the speeds when the first clutch 17 and the second clutch 18 are engaged can be made different. it can. That is, the first clutch 17 is mainly operated when the engine 1 is started, and is desirably released immediately after the engine 1 is started. Therefore, after the engine 1 is started, the hydraulic pressure is applied to the first hydraulic piston 34 and moved at once, and the first clutch 17 is quickly released. In this case, since the operation of the first hydraulic piston 34 is completely independent from the second hydraulic piston 35, the operation of the second hydraulic piston 35 is not affected at all.

  On the other hand, the operation speed of the second hydraulic piston 35 can be slowed by gradually supplying the hydraulic pressure while the first hydraulic piston 34 is stopped. As a result, for example, when the electric motor 2 is stopped and functions as a generator, if the second clutch 18 is suddenly engaged, an impact is generated at the time of engagement, but the hydraulic pressure supplied to the second hydraulic piston 35 is increased. By controlling, that is, gradually increasing, the occurrence of such an impact can be suppressed.

  In the second embodiment, when the second clutch 18 is engaged, the driving force of the electric motor 2 is supplied to the differential gear 11 via the drive gear 28 and the transmission gear body 33. As shown, the rotation shaft 41 of the transmission gear body 32 is extended to provide a sprocket 43 on the rotation 42 of the first pulley 14 and the end portion of the transmission gear body 32 in the direction opposite to the drive gear 28 of the clutch device 10. The sprocket 44 may be provided on the two and the chain 45 may be hung on both the sprockets 43 and 44 to transmit the driving force of the electric motor 2.

  With such a configuration, when the second clutch 18 is engaged and the electric motor 2 is regeneratively operated during deceleration traveling, the electric motor 2 can be prevented from being over-rotated.

  Further, the chain 13 in the above-described embodiment may be replaced with a gear.

  Furthermore, instead of the continuously variable transmission 9, a multi-stage transmission using gears may be provided.

  In addition, the specific configuration of each part is not limited to the above embodiment, and various modifications can be made without departing from the spirit of the present invention.

  As an application example of the present invention, it can be applied to a so-called internal combustion engine horizontal type front wheel drive hybrid vehicle.

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Electric motor 5 ... Torque converter 6 ... Forward / backward travel 9 ... Continuously variable transmission 11 ... Differential gear 17 ... 1st clutch 18 ... 2nd clutch 19 ... Hydraulic piston 20 ... Clutch switching means 21 ... Output shaft

Claims (3)

In a hybrid vehicle including an internal combustion engine and an electric motor, the torque of the internal combustion engine is transmitted to drive wheels via a torque converter, a forward / reverse clutch, an automatic transmission, and a differential gear,
A first clutch for transmitting the torque of the electric motor to the internal combustion engine side relative to the forward / reverse clutch; and a second clutch for transmitting the torque of the electric motor to the drive wheel side relative to the forward / backward clutch. It is arranged opposite to the output shaft,
A hydraulic piston for operating the first and second clutches is provided, the first clutch is engaged when the hydraulic piston is not operated, and the first clutch is disconnected when the hydraulic piston is operated by hydraulic pressure. An automatic transmission for a hybrid vehicle, comprising clutch switching means for selectively engaging a second clutch.   The clutch switching means includes first and second hydraulic pistons arranged in series, and releases the first clutch by supplying hydraulic pressure to the first hydraulic piston, and supplies hydraulic pressure to the first and second pistons. The automatic transmission for a hybrid vehicle according to claim 1, wherein only the second clutch is engaged.   The automatic transmission is a continuously variable transmission that includes first and second pulleys having variable diameters, and a transmission member that transmits power between the first pulley and the second pulley. 2. The automatic transmission for a hybrid vehicle according to claim 1, wherein torque of the electric motor is transmitted to a rotating shaft of one pulley.

Images