JP2019001220A - Hybrid vehicle - Google Patents

Abstract

To easily arrange a motor with a simple structure in a hybrid vehicle.SOLUTION: A hybrid vehicle includes: an engine 10 serving as a power source; a transmission 12 provided at the downstream side of the engine 10 in a power transmission path; a propeller shaft 13 connected to an output shaft of the transmission 12; a differential device 20 connected to a downstream end of the propeller shaft 13 in a power transmission direction; driving wheels 15L, R connected to the differential device 20 through driving shafts 14L, R; and a motor 30 which is fixed to an upstream end of the differential device 20 in the power transmission direction and can transmit driving force to the propeller shaft 13.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, a hybrid vehicle using an engine such as an internal combustion engine and a motor driven by electric power supplied from a battery or the like as a power source of the vehicle has been widely put into practical use.

  As this type of hybrid vehicle, for example, Patent Document 1 discloses a hybrid vehicle in which a motor is disposed at a substantially intermediate position of a propeller shaft that connects a transmission and a differential device. Patent Document 2 discloses a hybrid vehicle in which a motor is disposed between a clutch device and a transmission.

JP 09-287490 A Japanese Patent Laying-Open No. 2015-123926

  By the way, in the hybrid vehicle described in Patent Document 1, the motor is arranged at a substantially intermediate position of the propeller shaft. For this reason, a bracket for fixing the motor to the vehicle body side (for example, a chassis frame) is required, and there is a problem in that the cost increases due to the increase in the number of parts and the assembling workability deteriorates.

  Further, in the hybrid vehicle described in Patent Document 2, the motor is disposed upstream of the power transmission path from the transmission. For this reason, at the time of upshifting, for example, the drive torque of the motor cannot be transmitted to the propeller shaft during the period from the gear removal by the synchro mechanism to the completion of the detent, and there is a problem that so-called torque loss occurs.

  An object of the technology of the present disclosure is to provide a hybrid vehicle in which a motor can be easily fixed and arranged with a simple configuration.

  A hybrid vehicle according to the present disclosure includes an internal combustion engine as a power source, a transmission provided downstream of the internal combustion engine in a power transmission direction, a propeller shaft connected to an output shaft of the transmission, and power of the propeller shaft A differential device connected to the downstream end in the transmission direction, a drive wheel connected to the differential device via a drive shaft, and a drive force transmitted to the propeller shaft are fixed to the upstream end in the power transmission direction of the differential device. And a possible motor.

  Further, a fixed flange is formed at the upstream end of the differential device in the power transmission direction, and a fixed flange is formed at the downstream end of the motor in the power transmission direction, which is joined to the fixed flange and fastened with bolts, and the rotor of the motor May be fixed to the outer periphery of the propeller shaft on the downstream side in the power transmission direction, and the stator of the motor may be fixed to the inner periphery of the motor case so as to face the rotor.

  A hybrid vehicle according to the present disclosure includes an internal combustion engine as a power source, a transmission provided downstream of the internal combustion engine in a power transmission path, a propeller shaft connected to an output shaft of the transmission, and the propeller shaft. A differential device connected to the downstream end in the power transmission direction, a drive wheel connected to the differential device via a drive shaft, and fixed to the downstream end in the power transmission direction of the transmission, to the propeller shaft or the output shaft And a motor capable of transmitting a driving force.

  Further, a fixed flange is formed at the downstream end in the power transmission direction of the transmission, a fixed flange is formed at the upstream end in the power transmission direction of the motor and is fastened to the fixed flange by bolting, and the rotor of the motor is The propeller shaft may be fixed to the outer periphery on the upstream side in the power transmission direction, and the stator of the motor may be fixed to the inner periphery of the motor case so as to face the rotor.

  In addition, a driven gear is provided at the downstream end of the output shaft in the power transmission direction, a drive gear is provided on the drive shaft of the motor and meshes with the driven gear directly or via an idler gear, and the motor transmits power to the transmission. You may fix to the side part of a direction downstream end.

  Further, a planetary gear mechanism is provided on the downstream side of the power transmission path from the transmission, the motor is interposed between the transmission and the planetary gear mechanism, and the rotor of the motor is interposed via the planetary gear mechanism. The stator of the motor may be fixed to the outer periphery of the output shaft, and the stator of the motor may be fixed to the inner periphery of the motor case so as to face the rotor.

  The control unit further controls the driving of the motor, and the control unit is configured to maintain the rotation speed of the propeller shaft from the start of the shift up to the end of the shift up when the transmission is shifted up. It is preferable to apply a driving force to the driving wheel by driving a motor.

  The controller preferably drives the motor as a generator to apply a braking force to the drive wheels so that the deceleration of the vehicle becomes a predetermined target deceleration when the vehicle decelerates. .

  According to the hybrid vehicle of the present disclosure, the motor can be easily fixed and arranged with a simple configuration.

(A) is a schematic side view showing the hybrid vehicle according to the first embodiment, and (B) is a schematic plan view showing the hybrid vehicle according to the first embodiment. (A) is a schematic side view showing the hybrid vehicle according to the second embodiment, and (B) is a schematic plan view showing the hybrid vehicle according to the second embodiment. It is a typical top view which shows the hybrid vehicle which concerns on other embodiment. It is a typical top view which shows the hybrid vehicle which concerns on other embodiment.

  Hereinafter, based on an accompanying drawing, a hybrid vehicle concerning an embodiment of the present invention is explained. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

[First embodiment]
FIG. 1 is a schematic diagram showing a hybrid vehicle 1 according to the present embodiment. A hybrid vehicle (hereinafter simply referred to as a vehicle) 1 is equipped with an engine 10 as an example of a power source. A transmission 12 is connected to the engine 10 via a clutch device 11 so as to be capable of being connected and disconnected.

  The transmission 12 is, for example, an automated manual transmission (AMT) or a manual transmission (MT), and an input shaft of a propeller shaft 13 extending in the longitudinal direction of the vehicle body is connected to an output shaft (output shaft) (not shown). ing. A drive pinion shaft (not shown) of the differential device 20 is connected to the output end of the propeller shaft 13. Further, a motor (motor generator) 30 is provided adjacent to the differential device 20 on the output end side of the propeller shaft 13.

  The differential device 20 includes a differential carrier 21 that houses various gears such as a drive pinion shaft, a drive pinion gear, and a side gear (not shown), and an axle case 22 that is joined to the differential carrier 21 with a bolt (not shown). ing. In the axle case 22, left and right drive shafts 14L and R that are spline-fitted to a side gear (not shown) in the differential carrier 21 are rotatably inserted and supported. Left and right drive wheels 15L and R are connected to the left and right drive shafts 14L and R, respectively.

  As shown in FIG. 1A, the axle case 22 is fixedly supported at a substantially center position in the front-rear direction of the leaf spring 23 through a U-bolt or the like. The leaf spring 23 is rotatably supported by a pair of front and rear brackets 3 and 4 fixed to the chassis frame 2 via pin members (not shown).

  The motor 30 is provided adjacent to the upstream end (input end) of the differential device 20 in the power transmission direction. More specifically, the motor 30 includes a motor case 31, a rotor 32 (shown only in FIG. 1B), and a stator 33 (shown only in FIG. 1B). The rotor 32 is fixed to the outer periphery of the output end side of the propeller shaft 13 (or the input end side of a drive pinion shaft (not shown)). The stator 33 is fixed to the inner periphery of the motor case 31 and is disposed to face the rotor 32.

  The motor 30 is electrically connected to a battery 35 (shown only in FIG. 1 (B)) via an inverter 34 (shown only in FIG. 1 (B)). For example, when the output torque of the engine 10 is insufficient for the required torque corresponding to the amount of operation of an accelerator pedal (not shown) by the driver, the motor 30 is powered by the electric power supplied from the battery 35 via the inverter 34. Driven as an electric motor, torque is applied to each drive wheel 15L, R. On the other hand, the motor 30 is driven as a generator using the rotational force transmitted from the left and right drive wheels 15L, R via the drive shafts 14L, R, the differential device 20, and the propeller shaft 13 when the vehicle 1 is braked. The regenerative power accompanying this power generation drive is stored in the battery 35 via the inverter 34.

  In the present embodiment, the motor 30 includes a motor side flange (fixed flange) 37 formed at the output side end of the motor case 31 and a differential side flange (fixed flange) 24 formed at the input side end of the differential carrier 21. The flanges 37 and 24 are fixed by bolts and nuts. Thus, by directly fixing the motor case 31 to the differential carrier 21, it is not necessary to attach the motor 30 to the chassis frame 2 via a bracket or the like, and the fixing structure can be simplified. Further, by simplifying the fixing structure, it is possible to effectively prevent an increase in cost and deterioration of workability due to an increase in the number of parts.

  The vehicle speed sensor 60 detects the vehicle speed of the vehicle 1 from the rotation speed of the propeller shaft 13. The stroke sensor 61 detects the clutch stroke amount of the clutch device 11. The shift position sensor 62 detects a shift position of a shift operation device (not shown). The accelerator opening sensor 63 detects the fuel injection amount of the engine 10 according to the depression amount of an accelerator pedal (not shown). The brake pedal sensor 64 detects the amount of depression of a brake pedal (not shown). The sensor values of these various sensors 60 to 64 are output to an electrically connected electronic control unit (hereinafter referred to as ECU) 100.

  The ECU 100 performs various controls of the vehicle 1 and includes a known CPU, ROM, RAM, input port, output port, and the like. The ECU 100 also includes a torque loss prevention control unit 110 and a braking assist control unit 120 as a part of functional elements. Each of these functional elements will be described as being included in the ECU 100 that is an integral piece of hardware, but any one of these may be provided in separate hardware.

  The torque loss prevention control unit 110 performs torque loss prevention control for preventing torque loss when the transmission 12 is upshifted. Specifically, when the torque loss prevention control unit 110 detects the shift-up operation of the transmission 12 based on the sensor values of the stroke sensor 61 and the shift position sensor 62, the rotation of the propeller shaft 13 detected by the vehicle speed sensor 60 is detected. The motor 30 is driven as an electric motor so that the number is maintained from the start of shift up (clutch disengagement) to the completion of shift up (clutch engagement). The amount of electric power supplied from the battery 35 to the motor 30 via the inverter 34 during torque loss prevention control is, for example, the difference between the target rotational speed of the propeller shaft 13 and the actual rotational speed of the propeller shaft 13 detected by the vehicle speed sensor 60. Based on this, feedback control may be performed. As described above, when shifting up, the motor 30 is driven as an electric motor to transmit a desired torque to the drive wheels 15L, R, so that torque loss at the time of shifting up is effectively prevented.

  The braking assist control unit 120 performs braking assist control that applies braking force to the drive wheels 15L and R when the vehicle 1 travels at a reduced speed to decelerate the vehicle 1. Specifically, when the braking assist control unit 120 detects deceleration traveling of the vehicle 1 based on the sensor values of the vehicle speed sensor 60, the accelerator opening sensor 63, and the brake pedal sensor 64, the deceleration of the vehicle 1 is predetermined. The motor 30 is driven as a generator so as to achieve the target deceleration, and a braking force is applied to each drive wheel 15R, L. The target deceleration may be set to an optimal target value as appropriate according to the amount of depression of a brake pedal (not shown), the vehicle speed, and the like. As described above, when the vehicle 1 travels at a reduced speed, the motor 30 can be driven to generate power and a braking force is applied to each of the drive wheels 15R, L, so that the motor 30 can function as an auxiliary brake. The distance can be shortened effectively.

  As described above in detail, according to the present embodiment, the motor 30 is disposed adjacent to the upstream end of the differential device 20 in the power transmission direction, and the motor case 31 is directly fixed to the differential carrier 21, thereby Simplification is intended. Thereby, it is not necessary to attach the motor 30 to the vehicle body side such as the chassis frame 2 via a bracket or the like, and it is possible to effectively prevent an increase in cost and deterioration of assembling workability due to an increase in the number of parts.

  Further, when the transmission 12 is shifted up, the motor 30 is driven as an electric motor so that the rotation speed of the propeller shaft 13 is maintained from the start of the shift up to the completion of the shift up. As a result, torque loss during upshifting can be reliably prevented, and the driver's shift feeling and acceleration response of the vehicle 1 can be effectively improved.

  Further, when the vehicle 1 travels at a reduced speed, the motor 30 is driven to generate electricity, and a braking force is applied to each of the drive wheels 15R, L, so that the motor 30 functions as an auxiliary brake. Thereby, the vehicle 1 can be decelerated quickly to the target deceleration, and the braking distance of the vehicle 1 can be effectively shortened.

  Further, since the motor 30 is arranged downstream of the power transmission path from the transmission 12, during the regenerative power generation of the motor 30, the rotational force transmitted from each drive wheel 15L, R is transmitted to the gear-in stage of the transmission 12 or the clutch device 11. Thus, it is possible to directly convert the electric power into regenerative power without being affected by the connection / disconnection state, and it is possible to improve the regenerative efficiency.

[Second Embodiment]
Next, based on FIG. 2, the detail of the vehicle 1 which concerns on 2nd embodiment is demonstrated. The vehicle 1 of 2nd embodiment provides the motor 30 adjacent to the power transmission direction downstream end of the transmission 12 in 1st embodiment.

  Specifically, the motor 30 includes a motor case 31, a rotor 32 (shown only in FIG. 2B), and a stator 33 (shown only in FIG. 2B). The rotor 32 is fixed to the outer periphery of the input end side of the propeller shaft 13 (or the output end side of the output shaft (not shown)). The stator 33 is fixed to the inner periphery of the motor case 31 and is disposed to face the rotor 32.

  The motor 30 joins a motor side flange (fixed flange) 37 formed at the input side end of the motor case 31 to a transmission side flange (fixed flange) 12B formed at the output side end of the transmission case 12A. The flanges 37 and 12B are fixed by fastening with bolts and nuts. Thus, by directly fixing the motor case 31 to the transmission case 12A, the fixing structure can be simplified, and the same effects as those of the first embodiment can be achieved.

[Others]
The present invention is not limited to the above-described embodiments, and can be appropriately modified and implemented without departing from the spirit of the present invention.

  For example, as shown in FIG. 3, the motor case 31 may be directly fixed to the side of the output side end of the transmission case 12A. In this case, the driven gear G1 is fixed to the output shaft 12C of the transmission 12, and the drive gear G3 is fixed to the drive shaft of the motor 30, and these gears G1 and G3 are connected to the idle gear G2 or the idle gear G2. It can be omitted and meshed directly.

  In the modification shown in FIG. 3, if the transmission 12 is an output reduction type, the driven gear G1 may be provided on a counter shaft (not shown).

  In each of the above-described embodiments, the transmission 12 has been described as AMT or MT. However, the transmission 12 may be an automated transmission (AT). Also in this case, the fixing structure can be simplified by applying the fixing structure of the motor 30 of the above embodiment.

  Further, as shown in FIG. 4, the transmission 12 is a primary reduction mechanism, and a planetary gear mechanism 19 as a secondary reduction mechanism is disposed downstream of the motor 30 in the power transmission path, and the driving force of the motor 30 is changed to planetary. After decelerating with the gear mechanism 19, you may comprise so that it may transmit to the propeller shaft 13 from the output shaft 12C. In this case, the rotor 32 of the motor 30 may be fixed to the outer periphery of the output shaft 12C via the planetary gear mechanism 19.

1 Vehicle 10 Engine 11 Clutch 12 Transmission 12A Mission Case 12B Mission Side Flange (Fixed Flange)
12C output shaft (output shaft)
13 Propeller shaft 14L, R Left / right drive shaft 15L, R Left / right drive wheel 19 Planetary gear mechanism 20 Differential device 24 Differential side flange (fixed flange)
30 Motor 31 Motor case 32 Rotor 33 Stator 34 Inverter 35 Battery 37 Motor side flange (fixed flange)
100 ECU (control unit)

Claims (8)

An internal combustion engine as a power source;
A transmission provided on the downstream side of the power transmission path from the internal combustion engine;
A propeller shaft connected to the output shaft of the transmission;
A differential device connected to the downstream end of the propeller shaft in the power transmission direction;
A drive wheel connected to the differential device via a drive shaft;
A hybrid vehicle, comprising: a motor fixed to an upstream end in a power transmission direction of the differential device and capable of transmitting a driving force to the propeller shaft. A fixed flange is formed at the upstream end in the power transmission direction of the differential device, a fixed flange is formed at the downstream end in the power transmission direction of the motor and is fastened to the fixed flange by bolting, and the rotor of the motor is The hybrid vehicle according to claim 1, wherein the hybrid vehicle is fixed to an outer periphery of the propeller shaft on a downstream side in a power transmission direction, and a stator of the motor is fixed to an inner periphery of a motor case so as to face the rotor. An internal combustion engine as a power source;
A transmission provided on the downstream side of the power transmission path from the internal combustion engine;
A propeller shaft connected to the output shaft of the transmission;
A differential device connected to the downstream end of the propeller shaft in the power transmission direction;
A drive wheel connected to the differential device via a drive shaft;
A hybrid vehicle, comprising: a motor fixed to a downstream end in a power transmission direction of the transmission and capable of transmitting a driving force to the propeller shaft or the output shaft. A fixed flange is formed at the downstream end in the power transmission direction of the transmission, a fixed flange is formed at the upstream end in the power transmission direction of the motor and is fastened to the fixed flange by bolting, and the rotor of the motor is the propeller. The hybrid vehicle according to claim 3, wherein the hybrid vehicle is fixed to the outer periphery of the shaft on the upstream side in the power transmission direction, and the stator of the motor is fixed to the inner periphery of the motor case so as to face the rotor. A driven gear is provided at the downstream end in the power transmission direction of the output shaft, a drive gear that meshes with the driven gear directly or via an idler gear is provided on the drive shaft of the motor, and the motor is downstream in the power transmission direction of the transmission. The hybrid vehicle according to claim 3, wherein the hybrid vehicle is fixed to an end side portion. A planetary gear mechanism is provided downstream of the transmission in the power transmission path, the motor is interposed between the transmission and the planetary gear mechanism, and the rotor of the motor is connected to the output via the planetary gear mechanism. The hybrid vehicle according to claim 3, wherein the hybrid vehicle is fixed to an outer periphery of a shaft, and a stator of the motor is fixed to an inner periphery of a motor case so as to face the rotor. A control unit for controlling the driving of the motor;
The control unit drives the motor to apply a driving force to the driving wheels so that the rotation speed of the propeller shaft is maintained from the start of the shift up to the end of the shift up when the transmission is shifted up. Item 7. The hybrid vehicle according to any one of Items 1 to 6. The said control part drives the said motor as a generator so that the deceleration of this vehicle may become predetermined | prescribed target deceleration at the time of the deceleration driving | running | working of the said vehicle, and gives braking force to the said driving wheel. Hybrid vehicle.

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