JP2016078624A - Hybrid vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle drive device that can alleviate shock caused by engagement of a clutch installed in a power transmission path for transmitting engine torque to a drive shaft.SOLUTION: A hybrid vehicle drive device 100 includes: an engine output shaft 61; a drive shaft 66 coupled to driving wheels 70a, 70b; a reduction gear mechanism 4 coupled to the drive shaft 66; a rotating electric machine 1 having an inner rotor 10, an outer rotor 20 and a stator 30; a first power transmission path R1 for transmitting torque of the engine output shaft 61 to the inner rotor 10; a second power transmission path R2 for transmitting torque of the outer rotor 20 to the reduction gear mechanism 4; a third power transmission path R3 for transmitting torque of the engine output shaft 61 to the reduction gear mechanism 4 without interposing the first power transmission path R1 and the second power transmission path R2; a speed increase gear mechanism 5 of the first power transmission path R1; and a clutch 81 of the third power transmission path R3.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a hybrid vehicle drive device, and more particularly to a hybrid vehicle drive device having a double rotor type rotating electrical machine.

  In general, a rotating electrical machine mounted on a hybrid vehicle includes an inner rotor, an outer rotor disposed around the inner rotor, and a stator disposed around the outer rotor. The outer rotor is mechanically connected to the drive shaft of the drive wheel of the vehicle, and the inner rotor is mechanically connected to the output shaft of the engine.

  Here, in the power transmission device described in FIG. 1 of Patent Document 1, a clutch is provided between the inner rotor and the outer rotor of the rotating electrical machine. A clutch is also provided between the outer rotor and the axle, that is, the drive shaft. And when transmitting the torque of an engine directly to the drive shaft of a drive wheel, these two clutches are connected. On the other hand, when driving the drive wheels of the vehicle only by the rotation of the outer rotor of the rotating electrical machine, the clutch between the outer rotor and the drive shaft is connected, and the clutch between the inner rotor and the outer rotor is disconnected.

JP 2010-12937 A

However, in the power transmission device of Patent Document 1, two clutches are provided from the engine to the drive shaft of the vehicle. Accordingly, since a plurality of clutches are interposed between the engine and the drive shaft, it is difficult to match the rotational speed of the input shaft and the rotational speed of the output shaft of each clutch. Differences are likely to occur between them.
As described above, when the difference between the rotational speed of the input shaft and the rotational speed of the output shaft is large, there is a problem that a shock generated when the clutch is connected is increased.

  The present invention has been made to solve such problems, and provides a hybrid vehicle drive device that can alleviate a shock when a clutch provided in a power transmission path for transmitting engine torque to a drive shaft is connected. The purpose is to do.

  In order to solve the above problems, a hybrid vehicle drive device according to the present invention includes an engine output shaft provided in a vehicle engine, a drive shaft mechanically coupled to a drive wheel of the vehicle, and a mechanical drive shaft. A reduction gear mechanism coupled to the engine, an inner rotor mechanically coupled to the engine output shaft, an outer rotor provided radially outside the inner rotor and mechanically coupled to the reduction gear mechanism, and a diameter of the outer rotor A rotating electrical machine having a stator provided on the outer side in the direction, a first power transmission path for transmitting the torque of the engine output shaft to the inner rotor of the rotating electrical machine, and a second for transmitting the torque of the outer rotor of the rotating electrical machine to the reduction gear mechanism. A third power transmitting the torque of the engine output shaft to the reduction gear mechanism without going through the power transmission path, the first power transmission path, and the second power transmission path. A speed increasing gear mechanism provided in the force transmission path, the first power transmission path, and disposed between the engine output shaft and the inner rotor, and a third power transmission path, the engine output shaft and the reduction gear mechanism. And a clutch that can be switched between a connected state in which the two are mechanically connected and a disconnected state in which the two are disconnected.

  The third power transmission path of the hybrid vehicle drive device according to the present invention includes a clutch input shaft coupled to the clutch and coupled to the engine output shaft, and a clutch output coupled to the clutch and coupled to the speed reducer. The outer rotor and the clutch output shaft are mechanically coupled via a reduction gear mechanism, the clutch output shaft is driven to rotate as the outer rotor rotates, and the clutch output shaft rotates. When in the engaged state, the clutch may be switched from the disconnected state to the connected state.

Further, the engine output shaft and the clutch input shaft may be coupled so as to be always rotatable integrally.
The engine output shaft and the clutch input shaft may be provided coaxially.

  Further, the engine output shaft and the inner rotor may be coupled so as to be always rotatable relative to each other.

  According to the hybrid vehicle drive device of the present invention, it is possible to alleviate a shock when a clutch provided in a power transmission path for transmitting engine torque to the drive shaft is connected.

It is a figure which shows the outline of the hybrid vehicle drive device which concerns on embodiment of this invention.

Hereinafter, a hybrid vehicle drive apparatus 100 according to an embodiment of the present invention will be described with reference to FIG.
In the hybrid vehicle driving apparatus 100, the engine 2 is provided with an engine output shaft 61. Further, a clutch input shaft 62 is connected to the engine output shaft 61 so as to be integrally rotatable. The engine output shaft 61 and the clutch input shaft 62 are provided coaxially. Further, the speed increasing gear mechanism 5 is disposed between the engine output shaft 61 and the clutch input shaft 62. Here, the engine output shaft 61 functions as an input shaft of the speed increasing gear mechanism 5. The clutch input shaft 62 is coupled to the clutch 81 and is coupled to the clutch output shaft 63 via the clutch 81. The reduction gear mechanism 4 is further connected to the other end of the clutch output shaft 63. The reduction gear mechanism 4 and the speed increasing gear mechanism 5 are each configured by a combination of a plurality of gears. The clutch 81 can be switched between a connected state in which the engine output shaft 61 and the reduction gear mechanism 4 are mechanically connected and a disconnected state in which the clutch 81 is disconnected. Here, the connected state refers to a state in which the clutch 81 is engaged and the torque of the engine output shaft 61 is transmitted to the speed reduction mechanism 4 via the clutch input shaft 62, the clutch 81, and the clutch output shaft 63. The disconnected state refers to a state in which the clutch 81 is disconnected and the power of the engine output shaft 61 is not transmitted to the speed reduction mechanism 4.
Further, the clutch input shaft 62 and the clutch output shaft 63 constitute a third power transmission path R <b> 3 that transmits the torque of the engine output shaft 61 to the reduction gear mechanism 4. That is, the clutch 81 is provided in the third power transmission path R3.

  A propeller shaft 65 is connected to the output side of the reduction gear mechanism 4. Further, a drive shaft 66 is connected to the propeller shaft 65 via a differential device 82. That is, the drive shaft 66 is mechanically connected to the reduction gear mechanism 4 via the propeller shaft 65 and the differential device 82. A pair of drive wheels 70 a and 70 b are mechanically connected to both ends of the drive shaft 66.

A motor rotating shaft 40 is connected to the output side of the speed increasing gear mechanism 5 as an output shaft of the speed increasing gear mechanism 5. Therefore, depending on the rotational speed of the engine output shaft 61 on the input side of the speed increasing gear mechanism 5 and the gear ratio set in the speed increasing gear mechanism 5, the rotational speed of the motor rotating shaft 40 is greater than the rotational speed of the engine output shaft 61. Also grows. The rotating electrical machine 1 is attached to the motor rotating shaft 40. The rotating electrical machine 1 includes an inner rotor 10 provided to be rotatable integrally with the motor rotating shaft 40, an outer rotor 20 provided on the radially outer side of the inner rotor 10, and a stator 30 provided on the radially outer side of the outer rotor 20. Have. Here, the inner rotor 10 is connected to the engine output shaft 61 via the motor rotating shaft 40 and the speed increasing gear mechanism 5 so as to be always relatively rotatable. That is, the inner rotor 10 is mechanically connected to the engine output shaft 61. A motor output shaft 64 is connected to the outer rotor 20. The motor output shaft 64 is connected to the reduction gear mechanism 4. Thus, the outer rotor 20 is mechanically connected to the reduction gear mechanism 4 via the motor output shaft 64 and mechanically connected to the clutch output shaft 63 via the motor output shaft 64 and the reduction gear mechanism 4. . The first rotor 6 a is electrically connected to the inner rotor 10, and the second inverter 6 b is electrically connected to the stator 30. Further, a storage battery 7 is electrically connected to the first inverter 6a and the second inverter 6b. The ECU 3 is electrically connected to the engine 2, the clutch 81, the first inverter 6a, and the second inverter 6b.
The propeller shaft 65 is decelerated with respect to the rotation speed of the motor output shaft 64 via the reduction gear mechanism 4. Further, the rotational speed of the clutch output shaft 63 is uniquely determined via the reduction gear mechanism 4 according to the rotational speed of the motor output shaft 64 and the rotational speed of the propeller shaft 65. Therefore, the ECU 3 controls the first inverter 6a and the second inverter 6b to change the rotation speed of the motor output shaft 64, whereby the rotation speed of the clutch output shaft 63 can be adjusted.
Here, the motor rotation shaft 40 constitutes a first power transmission path R <b> 1 that transmits the torque of the engine output shaft 61 to the inner rotor 10 of the rotating electrical machine 1. That is, the speed increasing gear mechanism 5 is provided in the first power transmission path R1.
The motor output shaft 64 constitutes a second power transmission path R <b> 2 that transmits the torque of the outer rotor 20 of the rotating electrical machine 1 to the reduction gear mechanism 4.

Next, the operation of the hybrid vehicle drive device 100 will be described.
First, during normal times, torque generated in the rotating electrical machine 1 is transmitted to the drive shaft 66 via the reduction gear mechanism 4, the propeller shaft 65, and the differential device 82, and the drive wheels 70a and 70b are driven. Specifically, electric power is supplied from the storage battery 7 to the stator 30 via the second inverter 6b, a rotating magnetic field is generated between the outer rotor 20 and the stator 30, and the outer rotor 20 is rotationally driven. The torque of the outer rotor 20 is transmitted to the reduction gear mechanism 4 through the motor output shaft 64. At this time, the rotation speed of the propeller shaft 65 is smaller than the rotation speed of the motor output shaft 64 across the reduction gear mechanism 4, but the propeller shaft is connected via the reduction gear mechanism 4 rather than the torque of the motor output shaft 64. The torque transmitted to 65 becomes larger. Then, torque is transmitted to the drive shaft 66 via the differential device 82, and the drive wheels 70a and 70b are rotationally driven. At this time, the clutch 81 of the third power transmission path R3 is disconnected, and the torque of the engine 2 is not transmitted to the reduction gear mechanism 4 when the engine 2 is in an operating state.

When the power of the storage battery 7 is insufficient, the engine 2 is in an operating state, and the torque of the engine 2 is transmitted to the motor rotating shaft 40 via the engine output shaft 61 and the speed increasing gear mechanism 5 to rotate the motor. The shaft 40 rotates. Furthermore, the inner rotor 10 also rotates integrally with the rotation of the motor rotating shaft 40. Therefore, the rotation speed of the inner rotor 10 is always rotating in a state where it is larger than the rotation speed of the engine output shaft 61. That is, the engine output shaft 61 and the inner rotor 10 are connected so as to be always relatively rotatable. And when the rotation speed of this inner rotor 10 is larger than the rotation speed of the outer rotor 20, an induced current is generated in the inner rotor 10, and electric power is stored in the storage battery 7 via the first inverter 6a.
Electric power is supplied not only to the stator 30 but also to the inner rotor 10 to generate rotating magnetic fields between the inner rotor 10 and the outer rotor 20 and between the outer rotor 20 and the stator 30, respectively. The rotor 20 may be driven.

Next, when the drive wheels 70a and 70b are rotated at high speed to cause the vehicle to cruise at high speed, the ECU 3 controls the clutch 81 to be engaged in order to transmit the torque generated by the engine 2 directly to the drive shaft 66. At this time, since the clutch input shaft 62 is connected to the engine output shaft 61 so as to be integrally rotatable, the clutch input shaft 62 is also rotated with the rotation of the engine output shaft 61. Also. The clutch output shaft 63 also rotates with the rotation of the outer rotor 20 of the rotating electrical machine 1 via the reduction gear mechanism 4.
Therefore, when the clutch 81 is engaged and it is going to be switched from the disconnected state to the connected state, the clutch input shaft 62 and the clutch output shaft 63 are in a state of rotating with each other. Further, torque as a driving force is transmitted from the engine 2 to the clutch input shaft 62, and the ECU 3 controls the first inverter 6 a to control the rotation speed of the inner rotor 10, thereby rotating the clutch input shaft 62. Adjust the number.
Therefore, the ECU 3 adjusts the rotational speed of the clutch input shaft 62 to be close to the rotational speed of the clutch output shaft 63 and then connects the clutch 81.
The clutch output shaft 63 transmits torque to the reduction gear mechanism 4. That is, the torque of the engine 2 is directly transmitted to the reduction gear mechanism 4 through the third power transmission path R3. Then, the drive wheels 70a and 70b are driven by the torque directly transmitted from the engine 2 to the reduction gear mechanism 4 through the third power transmission path R3.

As described above, in the hybrid vehicle driving apparatus 100 according to this embodiment, torque is transmitted from the engine 2 to the reduction gear mechanism 4 through the third power transmission path R3 not via the first power transmission path R1 and the second power transmission path R2. Has been. In addition, since the speed increasing gear mechanism 5 is provided in the first power transmission path R1, the speed increasing gear mechanism 5 connects the clutch 81 without increasing the rotation speed of the clutch input shaft 62.
Therefore, compared with the case where the clutch is provided on the output side of the speed increasing gear mechanism, in the hybrid vehicle drive device 100 of this embodiment, the difference in the rotational speed of the clutch input shaft 62 with respect to the rotational speed of the clutch output shaft 63 is reduced. Can be small. Therefore, the shock at the time of engaging the clutch 81 can be reduced.
In addition, the clutch input shaft 62 rotates without the rotation speed being increased by the speed increasing gear mechanism 5. Therefore, compared with the case where the clutch is provided on the output side of the speed increasing gear mechanism, in the hybrid vehicle drive device 100 of this embodiment, the rotational speed of the clutch input shaft 62 can be reduced. Therefore, when the clutch 81 is lubricated with lubricating oil or the like, the stirring torque associated with the lubricating oil in the clutch 81 can be reduced. Thereby, the load of the engine 2 at the time of the action | operation of the engine 2 can be reduced.

The clutch output shaft 63 is rotationally driven with the rotation of the outer rotor 20 of the rotating electrical machine 1 via the reduction gear mechanism 4. By switching the clutch 81 from the disconnected state to the connected state when the clutch output shaft 63 is rotating as described above, the number of rotations of the clutch input shaft 62 that is originally rotating and the number of rotations of the clutch output shaft 63 are determined. And the difference can be made smaller.
Therefore, the shock at the time of engaging the clutch 81 can be further reduced.

Furthermore, since the engine output shaft 61 and the clutch input shaft 62 are integrally connected, they always rotate integrally with each other.
Therefore, when the clutch 81 is connected, the rotational speed of the clutch input shaft 62 and the rotational speed of the clutch output shaft 63 can be quickly matched, and the controllability of the ECU 3 is improved.

The engine output shaft 61 and the clutch input shaft 62 are arranged coaxially.
Therefore, the integral rotation of both of the engine output shaft 61 and the clutch input shaft 62 can be maintained without using a gear mechanism or the like. Therefore, the load applied to the engine output shaft 61 during operation of the engine 2 in a state where the clutch 81 is not connected is reduced by the amount of no gear mechanism or the like provided between the engine output shaft 61 and the clutch input shaft 62. Can do.

In addition, the engine output shaft 61 and the inner rotor 10 of the rotating electrical machine 1 are connected to each other via the speed increasing gear mechanism 5 so as to be always relatively rotatable.
Therefore, it is not necessary to provide a clutch between the engine output shaft 61 and the inner rotor 10 to control the connection state of the clutch. Therefore, in the hybrid vehicle drive device 100, one clutch 81 may be provided on the third power transmission path R3, and the number of clutches can be reduced as compared with the conventional configuration. Therefore, the configuration of the hybrid vehicle drive device 100 can be simplified correspondingly, and the control mechanism for controlling the clutch can also be reduced.

  DESCRIPTION OF SYMBOLS 1 Rotating electric machine, 2 Engine, 4 Reduction gear mechanism, 5 Speed increasing gear mechanism, 10 Inner rotor, 20 Outer rotor, 30 Stator, 40 Motor rotating shaft (1st power transmission path), 61 Engine output shaft, 62 Clutch input shaft (Third power transmission path), 63 clutch output shaft (third power transmission path), 64 motor output shaft (second power transmission path), 65 drive shaft, 70a, 70b drive wheel, 81 clutch, 100 hybrid vehicle drive device , R1 first power transmission path, R2 second power transmission path, R3 third power transmission path.

Claims (5)

An engine output shaft provided in the engine of the vehicle;
A drive shaft mechanically coupled to the drive wheels of the vehicle;
A reduction gear mechanism mechanically coupled to the drive shaft;
An inner rotor that is mechanically connected to the engine output shaft, an outer rotor that is provided radially outside the inner rotor and mechanically connected to the reduction gear mechanism, and is provided radially outside the outer rotor. A rotating electric machine having a stator;
A first power transmission path for transmitting torque of the engine output shaft to the inner rotor of the rotating electrical machine;
A second power transmission path for transmitting torque of the outer rotor of the rotating electrical machine to the reduction gear mechanism;
A third power transmission path for transmitting the torque of the engine output shaft to the reduction gear mechanism without going through the first power transmission path and the second power transmission path;
A speed increasing gear mechanism provided in the first power transmission path and disposed between the engine output shaft and the inner rotor;
A hybrid vehicle drive apparatus comprising a clutch provided in the third power transmission path and switched between a connection state in which the engine output shaft and the reduction gear mechanism are mechanically connected and a disconnection state in which the engine output shaft is disconnected. The third power transmission path includes a clutch input shaft coupled to the clutch and coupled to the engine output shaft, and a clutch output shaft coupled to the clutch and coupled to the reduction gear mechanism. ,
The outer rotor and the clutch output shaft are mechanically coupled via the reduction gear mechanism, and the clutch output shaft is rotationally driven along with the rotation of the outer rotor,
The hybrid vehicle drive device according to claim 1, wherein when the clutch output shaft is rotating, the clutch is switched from the disconnected state to the connected state.   The hybrid vehicle drive device according to claim 2, wherein the engine output shaft and the clutch input shaft are connected so as to be integrally rotatable.   The hybrid vehicle drive device according to claim 3, wherein the engine output shaft and the clutch input shaft are provided coaxially.   The hybrid vehicle drive device according to any one of claims 1 to 4, wherein the engine output shaft and the inner rotor are coupled so as to be always relatively rotatable.

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