JP2014118068A - Power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase components which can be shared among vehicles having different specifications.SOLUTION: A rotary member (530) is arranged between an engine (200) and a first motor generator (311), and connected to a rotor of the first motor generator (311). A brake (510) and a clutch (520) are arranged between the engine (200) and the first motor generator (311), and connected to the rotary member (530). A cover (800) is arranged between the brake (510) and the clutch (520), and the first motor generator (311), and supports the rotary member (530). A power splitting mechanism (310) is provided in the opposite side of the brake (510) and the clutch (520) with respect to the first motor generator (311), and includes a sun gear (322) connected to the rotor of the first motor generator (311) and a carrier (326) connected to the engine (200).

Description

  The present invention relates to a power transmission device, and more particularly to a power transmission device coupled to an engine and an electric motor in a vehicle in which an engine and an electric motor are mounted as drive sources.

  Vehicles equipped with an engine and an electric motor as drive sources are commercially available. Such a vehicle is called a hybrid vehicle or an electric vehicle with a cruising range extension function (range extender).

  As an example of such a vehicle, Japanese Patent Laying-Open No. 2006-89001 (Patent Document 1) discloses a differential device that divides an engine output into a first motor and a transmission member, and the differential device is electrically Disclosed is a configuration in which a switching clutch and a switching brake that are selectively switched between a differential state operable as a step transmission and a locked state are disposed between a first motor and a second motor.

JP 2006-89001 A

  In the vehicle described in Japanese Patent Laid-Open No. 2006-89001, the differential device, the clutch, and the brake are provided between the first electric motor and the second electric motor. In some cases, it is necessary to change the configuration around the differential device significantly.

  The present invention has been made in view of the above-described problems, and an object thereof is to increase the number of parts that can be used in common between vehicles having different specifications.

  In one embodiment, the power transmission device is coupled to the engine and the electric motor. This power transmission device is provided on one side of the electric motor in the rotation axis direction of the electric motor and between the engine and the electric motor, and is connected to the rotor of the electric motor, and the electric motor rotates. An engagement element provided on one side of the electric motor in the axial direction and between the engine and the electric motor and coupled to the rotating member, and between the engaging element and the electric motor in the rotation axis direction of the electric motor. A shielding member that supports the rotating member, and a first rotating element that is provided on the other side of the electric motor in the direction of the rotation axis of the electric motor and that is connected to the rotor of the electric motor and the engine. And a differential including two rotating elements.

  Since the engagement element is provided on the side opposite to the differential device (engine side), the vehicle around the differential device is configured to have a configuration around the differential device in a vehicle having no engagement element. It can be the same or substantially the same. Therefore, it is possible to increase the number of parts that can be used in common between vehicles having different specifications.

  In another embodiment, the power transmission device further includes a rotating shaft coupled to the engine and the second rotating element. The engaging element includes a brake that fixes the rotating member to the shielding member, and a clutch that connects the rotating member and the rotating shaft. The rotor of the electric motor can be fixed by the brake. Therefore, the differential device can transmit the torque output from the engine without generating a reaction force by the electric motor. The differential can be locked by the clutch. Therefore, when deceleration by the differential device is not necessary, the speed ratio can be set to “1” and the engine speed can be reduced.

  In yet another embodiment, the brake is positioned outside the clutch in the radial direction of the rotating member, and overlaps with the clutch in the rotating shaft direction of the rotating member. With this configuration, the lubricating oil supplied to the clutch can be scattered toward the brake using centrifugal force.

  In yet another embodiment, the power transmission device further includes a rotating shaft coupled to the engine and the second rotating element. The engaging element includes a clutch that connects the rotating member and the rotating shaft. The differential can be locked by the clutch. Therefore, when deceleration by the differential device is not necessary, the speed ratio can be set to “1” and the engine speed can be reduced.

  In yet another embodiment, the rotating member is coupled to a clutch hub. By connecting the rotating member to the hub of the clutch, the hub of the clutch can be rotated as the electric motor is driven. Since the hub (inner peripheral portion) rotates instead of the drum (outer peripheral portion), the lubricating oil supplied to the clutch by the rotation of the hub can be diffused throughout the clutch using centrifugal force.

  In yet another embodiment, the engagement element includes a brake that secures the rotating member to the shielding member. The rotor of the electric motor can be fixed by the brake. Therefore, the differential device can transmit the torque output from the engine without generating a reaction force by the electric motor.

  In yet another embodiment, the shielding member is provided at one end of a housing that houses the electric motor. Thus, the shielding member can prevent foreign matters from entering the housing.

It is a schematic block diagram which shows a hybrid vehicle. It is a figure which shows a hybrid system. It is a figure which shows the structure around a brake and a clutch.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A hybrid vehicle according to an embodiment of the present invention will be described with reference to FIG. This hybrid vehicle is an FR (Front engine Rear drive) vehicle. A vehicle other than FR may be used. A vehicle described as a hybrid vehicle in the present embodiment includes a plug-in hybrid vehicle that can be charged by an external power source and a cruising range extension function (range extender) that uses an engine mainly for power generation. Also included are electric vehicles.

  The hybrid vehicle includes a hybrid system 100, an automatic transmission (multi-stage transmission) 400, a propeller shaft 402, a differential gear 404, and a rear wheel 406.

  Hybrid system 100 includes an engine 200, a damper 202, a power split mechanism 310, a first motor generator 311, a second motor generator 312, and an engagement device 500.

  The damper 202 and the engagement device 500 are included in the extension housing 600. Power split device 310, first motor generator 311, and second motor generator 312 are included in housing 700. Engagement device 500 and first motor generator 311 are shielded by cover 800. The configuration of the hybrid system 100 will be described later in detail.

  Automatic transmission 400 is coupled to the output shaft of hybrid system 100. The driving force output from the automatic transmission 400 is transmitted to the left and right rear wheels 406 via the propeller shaft 402 and the differential gear 404.

The hybrid system 100 will be further described with reference to FIGS.
Engine 200 and input shaft 302 of power split device 310 are connected via damper 202 and rotating shaft 204. The damper 202 and the rotating shaft 204 are connected by spline fitting. Similarly, the rotating shaft 204 and the input shaft 302 are connected by spline fitting. Since the input shaft 302 is connected to the carrier 326, it can be said that the rotating shaft 204 is connected to the engine 200 and the carrier 326. The rotating shaft 204 is rotatably supported by the extension housing 600 and the cover 800 via a bearing or the like.

  Power split device 310 splits the output of engine 200 input to input shaft 302 into first motor generator 311 and output shaft 304. Power split device 310 includes planetary gear 320.

  Planetary gear 320 includes a sun gear 322, a pinion gear 324, a carrier 326 that supports the pinion gear 324 so as to rotate and revolve, and a ring gear 328 that meshes with the sun gear 322 via the pinion gear 324.

  In power split device 310, carrier 326 is connected to engine 200 via input shaft 302. Sun gear 322 is connected to first motor generator 311. Ring gear 328 is connected to second motor generator 312 and output shaft 304.

  Power split device 310 functions as a differential device by relatively rotating sun gear 322, carrier 326, and ring gear 328. Due to the differential function of power split device 310, the output of engine 200 is split into first motor generator 311 and output shaft 304.

  The first motor generator 311 generates electric power using a part of the output of the divided engine 200, or the second motor generator 312 is rotationally driven using electric power generated by the first motor generator 311. The dividing mechanism 310 functions as a continuously variable transmission.

  First motor generator 311 and second motor generator 312 are three-phase AC rotating electric machines. First motor generator 311 is connected to sun gear 322 of power split device 310. Second motor generator 312 is provided such that the rotor rotates integrally with output shaft 304. Output shaft 304 of power split device 310 is connected to the input shaft of automatic transmission 400.

  As shown in the figure, power split mechanism 310 is provided between first motor generator 311 and second motor generator 312. That is, power split device 310 is provided on the side opposite to engine 200 (second motor generator 312 side) with respect to first motor generator 311.

  On the other hand, engagement device 500 is provided on one side (engine 200 side) in the rotation axis direction of first motor generator 311 and between engine 200 and first motor generator 311. The engaging device 500 is connected to the rotating member 530. The rotation member 530 is provided on one side (engine 200 side) in the rotation axis direction of the first motor generator 311 and between the engine 200 and the first motor generator 311, and serves as a rotor of the first motor generator 311. Connected by spline fitting.

  Engagement device 500 includes a brake 510 and a clutch 520. The engaging device 500 may be configured to include only one of the brake 510 and the clutch 520. Both the hub 512 of the brake 510 and the hub 522 of the clutch 520 are connected to the rotating member 530. More specifically, the hub 512 of the brake 510, the hub 522 of the clutch 520, and the rotating member 530 are integrally formed by welding or the like.

  The other end of the brake 510 is connected to the cover 800. Therefore, when the brake 510 is engaged, the rotating member 530 is fixed to the cover 800. As a result, the rotational speed of the sun gear 322 of the power split mechanism 310 becomes zero. On the other hand, the other end of the clutch 520 is connected to the rotating shaft 204. Therefore, the clutch 520 connects the rotating member 530 and the rotating shaft 204 when engaged. As a result, the sun gear 322 of the power split mechanism 310 and the input shaft 302 (carrier 326) are connected. Therefore, power split mechanism 310 is locked.

  As illustrated, the brake 510 is positioned outside the clutch 520 in the radial direction of the rotating member 530 and overlaps the clutch 520 in the rotating shaft direction of the rotating member 530.

  The brake 510 is a general friction engagement element that is operated by hydraulic pressure. A piston 514 that engages the brake 510 is disposed in a hydraulic cylinder 516 formed in the extension housing 600.

  Similarly, the clutch 520 is a general friction engagement element operated by hydraulic pressure. A piston 524 with which the clutch 520 is engaged is disposed in a hydraulic cylinder 526 formed on the rotating shaft 204.

  Cover 800 is provided at one end of housing 700. More specifically, cover 800 is provided between engagement device 500 and first motor generator 311 in the rotational axis direction of first motor generator 311. Cover 800 rotatably supports rotating member 530 and the rotor of first motor generator 311 via a bearing or the like. Further, the cover 800 supports the rotating shaft 204 through the rotating member 530 so as to be rotatable.

  As shown in the drawing, the inner peripheral surface of the projecting portion 602 of the extension housing 600 is in contact with the outer peripheral surface of the cover 800 via a sealing material. Thereby, the space closed by the extension housing 600 and the cover 800 is kept oiltight.

  The extension housing 600 and the cover 800 will be further described with reference to FIG.

  The extension housing 600 is provided with an oil passage 604 that supplies hydraulic pressure to the hydraulic cylinder 516 of the brake 510.

  Similarly, the extension housing 600 is provided with an oil passage 606 for supplying hydraulic pressure to the hydraulic cylinder 526 of the clutch 520. The hydraulic pressure supplied to the oil passage 606 once enters the rotary shaft 204 from the outer peripheral surface of the rotary shaft 204. The hydraulic pressure is supplied to the hydraulic cylinder 526 of the clutch 520 from the outer peripheral surface of the rotary shaft 204 through an oil passage in the rotary shaft 204.

  The cover 800 is provided with an oil passage 802 that supplies lubricating oil to the clutch 520. The lubricating oil travels in the oil passage 802 in the radial direction, then proceeds in the axial direction, and then jets out from the cover 800 in the radial direction toward the outside. When the lubricating oil is applied to the inner peripheral surface of the hub 522 of the clutch 520, it moves toward the plate through a hole provided in the hub 522 by centrifugal force. The lubricating oil supplied to the clutch 520 is further scattered toward the inner peripheral surface of the hub 512 of the brake 510 by centrifugal force. The lubricating oil that has reached the hub 512 of the brake 510 moves toward the plate through a hole provided in the hub 512 by centrifugal force.

  In the present embodiment, since rotating member 530 is connected to hub 512 of clutch 520, hub 512 rotates as first motor generator 311 is driven to start engine 200, for example. Therefore, the lubricating oil can be diffused from the hub 512 toward the clutch 512 and the brake 510, whereby the clutch 520 and the brake 510 can be lubricated at an early stage.

  The hydraulic cylinder 526 in which the piston chamber of the clutch 520 is formed is formed in the extension housing 600, and the oil passage 606 for supplying hydraulic pressure to the hydraulic cylinder 526 is formed in the extension housing 600. Is easy.

  Furthermore, since the cover 800 is provided with an oil passage 802 for supplying the lubricating oil to the clutch 520, the lubricating oil can be easily supplied to the hub 522.

  Further, one end of the brake 510 is locked to the cover 800, and the piston 514 is disposed in the extension housing 600. The extension housing 600 is provided with an oil passage 604 for supplying hydraulic pressure to the hydraulic cylinder 516 of the brake 510. Is easy.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  100 hybrid system, 200 engine, 202 damper, 204 rotating shaft, 302 input shaft, 304 output shaft, 310 power split mechanism, 311 first motor generator, 312 second motor generator, 320 planetary gear, 322 sun gear, 324 pinion gear, 326 carrier 328 ring gear, 400 automatic transmission, 402 propeller shaft, 404 differential gear, 406 rear wheel, 500 engagement device, 510 brake, 512, 522 hub, 514, 524 piston, 516, 526 hydraulic cylinder, 520 clutch, 530 rotating member , 600 extension housing, 602 protrusion, 604, 606, 802 oil passage, 700 housing, 800 cover.

Claims (7)

A power transmission device connected to an engine and an electric motor,
A rotating member that is provided on one side of the electric motor in the direction of the rotation axis of the electric motor and is provided between the engine and the electric motor, and is connected to a rotor of the electric motor;
An engagement element that is provided on one side of the electric motor in the direction of the rotation axis of the electric motor and is provided between the engine and the electric motor and coupled to the rotating member;
A shielding member that is provided between the engagement element and the electric motor in the rotation axis direction of the electric motor, and supports the rotating member;
A differential device provided on the other side of the electric motor in the direction of the rotation axis of the electric motor and including a first rotating element connected to the rotor of the electric motor and a second rotating element connected to the engine; A power transmission device comprising: A rotating shaft coupled to the engine and the second rotating element;
The engagement element is
A brake for fixing the rotating member to the shielding member;
The power transmission device according to claim 1, comprising a clutch that connects the rotating member and the rotating shaft. The brake is positioned outside the clutch in the radial direction of the rotating member;
The power transmission device according to claim 2, wherein the power transmission device overlaps with the clutch in a rotation axis direction of the rotation member. A rotating shaft coupled to the engine and the second rotating element;
The power transmission device according to claim 1, wherein the engagement element includes a clutch that connects the rotating member and the rotating shaft.   The power transmission device according to claim 2, wherein the rotating member is coupled to a hub of the clutch.   The power transmission device according to claim 1, wherein the engagement element includes a brake that fixes the rotating member to the shielding member.   The power transmission device according to claim 1, wherein the shielding member is provided at one end of a housing that houses the electric motor.

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