JP3261939B2 - Generator cooling system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cooling device for a generator.

[0002]

2. Description of the Related Art Conventionally, there has been provided a hybrid vehicle having an internal combustion engine, an electric motor and a generator, wherein the internal combustion engine and the generator can be separated from an output shaft by a clutch. This type of hybrid vehicle can be driven in an engine drive mode that drives only the internal combustion engine, a motor drive mode that drives only the electric motor, and an engine / motor drive mode that drives both the internal combustion engine and the electric motor. . In the engine drive mode, electric power can be generated by the generator.

[0003] The generator includes a rotor that is rotated by receiving torque from an internal combustion engine, a stator that is fixed to a casing so as to face the rotor, and a coil that is wound around the stator. Then, heat is generated in the coil when power is generated by the generator, so that cooling oil is ejected from the wall surface of the casing.

[0004]

However, in the conventional hybrid type vehicle, cooling oil is jetted from the wall surface of the casing to cool the coil of the generator. It may be cooled, and the cooling of the inner diameter side of the coil may be insufficient.

Therefore, a method of arranging a cooling device inside the coil and cooling the inside of the coil by the cooling device is conceivable. However, a space for arranging the cooling device is required, and a driving device is required. It becomes large. An object of the present invention is to solve the problems of the conventional hybrid vehicle and to provide a cooling device for a generator that can sufficiently cool a coil and does not increase the size of a drive device. And

[0006]

In order to achieve the object, a cooling apparatus for a generator according to the present invention is provided with a generator having a rotor, a stator fixed to a casing, and a coil. And a brake for stopping rotation of the generator rotor when combined.

[0007] The brake is disposed on the inner diameter side of the end of the coil of the generator, and a notch is formed in an annular brake supporting portion for supporting the brake.
The oil after cooling the brake is scattered on the inner peripheral surface of the coil.

[0008]

According to the present invention, as described above, in the generator cooling device, the generator is provided with the rotor, the stator fixed to the casing, and the coil so as to be detachably engageable with each other. A brake for stopping the rotation of the rotor of the generator when pressed.

[0009]

In this case, when the power generation by the generator becomes unnecessary, the rotor can be fixed by the brake. Therefore, it is possible not only to prevent the generator loss from occurring, but also to increase the efficiency of the driving device. Then, the brake is disposed on the inner diameter side of the end of the coil of the generator, a notch is formed in an annular brake support portion that supports the brake, and the oil after cooling the brake is formed through the notch. Is scattered on the inner peripheral surface of the coil.

In this case, the oil after cooling the brake is scattered on the inner peripheral surface of the coil, so that the inside of the coil is cooled.

[0012]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 2 is a conceptual diagram of a drive device for a hybrid vehicle according to an embodiment of the present invention. In the figure, 11 is an internal combustion engine (E / G), 12 is an output shaft that outputs rotation generated by driving the internal combustion engine 11, and 13 is a rotation shaft that is input through the output shaft 12. Planetary gear unit for shifting
Reference numeral 14 denotes an output shaft from which the rotation of the planetary gear unit 13 after rotation is output, 15 denotes a first gear fixed to the output shaft 14, and 16 denotes a generator connected to the planetary gear unit 13 via a transmission shaft 17. (G).
The output shaft 14 has a sleeve shape and is disposed so as to surround the output shaft 12. Further, the first gear 15
Is disposed closer to the internal combustion engine 11 than the planetary gear unit 13.

The planetary gear unit 13 comprises a sun gear S, a pinion P meshing with the sun gear S, a ring gear R meshing with the pinion P, and a carrier CR rotatably supporting the pinion P. Also,
The sun gear S is connected to the generator 16 via the transmission shaft 17.
And the ring gear R is connected to the first gear 15 via the output shaft 14.
And the carrier CR is connected to the internal combustion engine 1 via the output shaft 12.
1, respectively.

Further, the generator 16 is provided with the transmission shaft 1.
7, a rotor 21 rotatably disposed, a stator 22 disposed around the rotor 21, and a coil 23 wound around the stator 22. The generator 16 generates electric power by rotation transmitted through a transmission shaft 17. The coil 23 is connected to a power supply device (not shown) and a battery, and supplies current to the battery to store power.

An electric motor (M) 25 is disposed on an axis parallel to the axis of the internal combustion engine 11 and receives electric current from the battery to generate rotation. An output shaft 27 for outputting is a second gear fixed to the output shaft 26. The electric motor 2
Reference numeral 5 denotes a rotor 37 fixed to the output shaft 26 and rotatably disposed, a stator 38 disposed around the rotor 37, and a coil 39 wound around the stator 38. The electric motor 25 generates torque by a current supplied to the coil 39. To this end, the coil 39 is connected to a power supply device (not shown) and a battery, and a current is supplied from the battery.

A counter shaft 31 is provided for rotating a drive wheel (not shown) in the same direction as the rotation direction of the internal combustion engine 11.
, The third gear 32 is fixed. Further, the third gear 32 and the first gear 15 are meshed with each other, and the third gear 32 and the second gear 27 are meshed with each other, and the rotation of the first gear 15 and the rotation of the second gear 27 are reversed. The power is transmitted to the third gear 32.

Further, a fourth gear 33 having fewer teeth than the third gear 32 is fixed to the counter shaft 31. The fifth gear 3 is engaged with the fourth gear 33.
5, a differential device 36 is fixed to the fifth gear 35, and the differential device 3
6, the rotation transmitted to the fifth gear 35 is made differential and transmitted to the drive wheels.

As described above, not only can the rotation generated by the internal combustion engine 11 be transmitted to the third gear 32, but also the rotation generated by the electric motor 25 can be transmitted to the third gear 32. Therefore, the hybrid vehicle is driven in the engine drive mode for driving only the internal combustion engine 11, the motor drive mode for driving only the electric motor 25, and the engine / motor drive mode for driving both the internal combustion engine 11 and the electric motor 25. Can be. Further, by controlling the electric power generated in the generator 16, the rotation speed of the transmission shaft 17 can be controlled, and the internal combustion engine 11 and the electric motor 25 can be driven at the maximum efficiency points.
Further, the internal combustion engine 11 can be started by the generator 16.

The rotation of the internal combustion engine 11 is controlled by the output shaft 1.
2 and transmitted to the first gear 15, while the rotation of the electric motor 25 is output to the output shaft 26 and
Therefore, the gear ratio in the first gear 15 and the third gear 32 and the gear ratio in the second gear 27 and the third gear 32 can be made different. Therefore, the degree of freedom of the capacity of the internal combustion engine 11 and the electric motor 25 is increased, and the design of the driving device is facilitated.

Next, the details of the drive device of the hybrid vehicle having the above-described configuration will be described. FIG. 3 is a first longitudinal sectional view of a drive device for a hybrid vehicle according to the embodiment of the present invention, and FIG. 4 is a second longitudinal sectional view of a drive device for the hybrid vehicle according to the embodiment of the present invention. In the figure, 12
Reference numeral denotes an output shaft for outputting rotation generated by driving the internal combustion engine 11 (FIG. 2), and a flywheel 51 is fixed to the output shaft 12. The rotation transmitted to the flywheel 51 is applied to the damper device 5.
2 and the planetary gear unit 13 via the transmission shaft 53
Is input to The planetary gear unit 13 includes a sun gear S, a pinion P meshing with the sun gear S, a ring gear R meshing with the pinion P, and a carrier CR rotatably supporting the pinion P.
R is fixed to the transmission shaft 53. The end of the transmission shaft 53 on the side of the internal combustion engine 11 (hereinafter referred to as “front end”)
That. ) Is a casing 55 by a bearing 54.
End portion of the transmission shaft 53 opposite to the internal combustion engine 11 (hereinafter referred to as “rear end”).
Are rotatably supported on the transmission shaft 17 by bearings 57.

The output shaft 14 is rotatably supported on the outer periphery of the transmission shaft 53 by a bearing 58.
The output shaft 14 has a sleeve shape. A front end of the output shaft 14 is in contact with a flange portion 60 formed on the transmission shaft 53 via a thrust bearing 59, and a rear end of the output shaft 14 is in contact with the carrier CR via a thrust bearing 61. Further, a ring gear flange 62 is fixed to the rear end of the output shaft 14,
The ring gear R is fixed to the ring gear flange 62. Further, a first gear 15 is fixed to a central portion of the output shaft 14.

An opening for receiving the rear end of the transmission shaft 53 is formed at the front end of the transmission shaft 17, and the transmission shaft 53 is rotatably supported by a bearing 57 disposed in the opening. . The transmission shaft 17 is rotatably supported by the casing 56 by a bearing 65 near the front end. Further, the transmission shaft 17 projects forward (to the right in the drawing) from the bearing 65,
The sun gear S is spline-engaged with the outer periphery of the protruding portion, and is rotatably supported by the casing 67 by a bearing 66 near the rear end.

The transmission shaft 17 projects rearward (to the left in the figure) from the bearing 66, and a resolver 70 is disposed on the outer periphery of the projecting portion. The resolver 70
Is connected to the transmission shaft 17 without using a gear or the like, so that it is possible to prevent the detection accuracy of the magnetic pole position from being reduced due to the backlash. In addition, the resolver 7
0 is disposed on the opposite side of the generator 16 with respect to the internal combustion engine 11, so that adjustment and detachment are easy.

Further, the generator 16 is connected to the transmission shaft 17.
The rotor 21 is fixed to the rotor 21 and rotatably disposed. The stator 21 is disposed around the rotor 21 and fixed to a casing 56. The coil 23 is wound around the stator 22. The generator 16 is formed of a magnet type generator, and the rotor 21 is formed by alternately arranging the north pole and the south pole of the permanent magnet 71.

The sun gear S of the planetary gear unit 13 and the generator 16 are connected to each other, and the carrier CR and the internal combustion engine 11 are connected to each other. Therefore, for example, if the number of teeth of the ring gear R is twice the number of teeth of the sun gear S, the torque of the generator 16 can be reduced to に す る of the torque of the internal combustion engine 11. Therefore, the generator 16
Can be reduced in size.

If the rotor 21 rotates when the power generation by the generator 16 is unnecessary, not only does the rotation speed of the first gear 15 decrease accordingly, but also a generator loss occurs. Therefore, the brake B is provided, and the rotor 21 is fixed by engaging the brake B, thereby preventing the generator loss. In this way, the efficiency of the driving device can be increased.

Further, bearings 75 and 76 are provided at the front end and the rear end of the counter shaft 31.
5 and 76, the counter shaft 31
6 rotatably supported. Then, a third gear 32 is fixed near the rear end of the countershaft 31, and the third gear 32 and the first gear 15 are meshed. On the other hand, the electric motor 25 includes a rotor 37 fixed to the output shaft 26 and rotatably disposed, a stator 38 disposed around the rotor 37, and a coil 39 wound around the stator 38. . The front end of the output shaft 26 is rotatably supported by the casing 55 by a bearing 78, and the rear end of the output shaft 26 is rotatably supported by the casing 67 by a bearing 79.

A resolver 80 is provided on the output shaft 26 on the side of the internal combustion engine 11 from the bearing 78. The second gear 27 is provided near the front end of the output shaft 26.
Is fixed, and the second gear 27 and the third gear 32 are engaged with each other. Therefore, the rotation generated by the electric motor 25 is controlled by the output shaft 26, the second gear 27,
The power is transmitted to the counter shaft 31 via the third gear 32.

Further, in the vicinity of the front end of the counter shaft 31, the fourth gear 3 is integrated with the counter shaft 31.
3 is formed, and the differential device 36 is fixed to the fourth gear 33. The differential device 36
Are a differential case 81 provided with a fifth gear 35 on the outer periphery, a pinion shaft 82 fixed to the differential case 81, a pinion 83 rotatably supported by the pinion shaft 82, and left and right meshes with the pinion 83. The rotation transmitted to the fifth gear 35 is differentially transmitted to the side gear 84, which includes a side gear 84 (only the right side gear is shown in the figure). Since the drive shaft 85 is fixed to the side gear 84, the differential rotation is transmitted to drive wheels (not shown).

Incidentally, the generator 16 has a transmission shaft 17.
Power is generated by the rotation transmitted through
When power is generated, heat is generated in the coil 23. Therefore, the coil 23 can be cooled by cooling oil. FIG. 1 is a sectional view of a main part of a drive device for a hybrid vehicle according to an embodiment of the present invention, and FIG. 5 is a sectional view taken along line XX of FIG.

In the figure, reference numeral 16 denotes a generator. The generator 16 is fixed to the transmission shaft 17 and is rotatably disposed, the rotor 21 is disposed around the rotor 21, and is fixed by the casing 56. And a coil 23 wound around the stator 22. In order to cool the coil 23 from the outside, a groove 131 extending in the axial direction is formed above the generator 16 in the casing 56, and a plurality of cooling oil tubes are formed in the groove 131 so as to face the generator 16. 132 is provided. The cooling oil tube 132 is formed of a closed-end cylindrical tube having a closed front end. An oil supply box 133 is connected to a rear end of the cooling oil tube 132. Cooling oil is supplied to the oil supply box 133 from an oil supply source (not shown). It is supposed to be.

Therefore, the oil supplied to the oil supply box 133 is distributed to each cooling oil tube 132,
The oil is injected toward the coil 23 from a plurality of oil holes (not shown) formed on the side surface of the cooling
3 is cooled from the outside. By the way, the stator 22
Is formed by laminating a plurality of iron plates 101 to prevent the occurrence of iron loss, and an insulating material (not shown) is provided between the plates 101. Similarly, the rotor 21 is also formed by laminating a plurality of iron plates 102 in order to prevent iron loss, and an insulating material (not shown) is provided between the plates 102.

Then, in order to sandwich each plate 102 from both sides and press it, an annular first fixing member 104 adjacent to the bearing 65 and the bearing 66
A second annular fixing member 105 is disposed adjacent to the first fixing member 104 and the second fixing member 10.
5 is spline-fitted to the transmission shaft 17.

The brake B is composed of a wet multi-plate type brake and has a hydraulic servo 73. The hydraulic servo 7
The brake B can be released by supplying hydraulic pressure to the brake lever 3 to engage the brake B and drain the hydraulic servo 73. The brake B is formed by alternately disposing outer thin plates 109 and inner thin plates 110,
The outer thin plate 109 and the inner thin plate 110 are pressed against each other by the hydraulic servo 73 to be engaged.

For this purpose, the outer thin plate 109 is spline-fitted to the casing 67, and the inner thin plate 110 is spline-fitted to the brake hub 113 formed integrally with the second fixing member 105. The brake hub 113 is connected to the second fixing member 10.
5 extends rearward from the outer peripheral edge and surrounds the support portion 114 of the bearing 66 in the casing 67.

In this case, the second fixing member 105 for fixing the plate 102 of the rotor 21 and the brake hub 11
3 is integrally formed, and the bearing 66 and the brake B are disposed so as to overlap in the axial direction, so that the axial size of the drive device can be reduced. Further, the brake B is disposed radially inward of the end of the coil 23, and the brake B and the end of the coil 23 are disposed so as to overlap in the axial direction. Can be smaller.

The bearing 66 is connected to the transmission shaft 17.
It is designed to be lubricated by oil supplied inside. For this purpose, an oil groove 135 extending in the axial direction is formed in the transmission shaft 17, and an oil hole 136 extending in the radial direction is formed near the rear end of the oil groove 135. And
An oil chamber 138 is formed by the transmission shaft 17, the bearing 66, and the support portion 114, and the oil supplied through the oil hole 136 is supplied to the oil chamber 138 to lubricate the bearing 66.

Further, the oil after lubricating the bearing 66 is formed by the second fixing member 105, the brake hub 113, and the support portion 114 through the oil groove 140 formed in the bearing 66 and outside the bearing 66. Oil chamber 1
It reaches 41. Subsequently, the oil enters the gap (gap) between the brake hub 113 and the support portion 114 from the oil chamber 141, passes through an oil hole 143 formed in the brake hub 113, and radially outside the brake hub 113. Leads to.

In this manner, the oil that has reached the outside in the radial direction of the brake hub 113 is removed by the outer thin plate 109 and the inner thin plate 11.
Then, the brake B is cooled as oil for cooling. Further, the outer thin plate 109 of the brake B is spline-engaged with an annular brake support 145 formed on the casing 67, and cutouts 147 are formed at four places in the circumferential direction of the brake support 145.

Therefore, the oil after cooling the brake B passes through the notch 147 and escapes radially outward of the brake support portion 145 to cool the inside of the coil 23. When the generator 16 is operated, the brake B is released, so that the rotor 21 rotates, and accordingly, the inner race of the bearing 66 and the second fixing member 10 are rotated.
5. The brake hub 113, the inner thin plate 110, etc. are rotated. As a result, the oil in the oil chambers 138 and 141, the oil in the gap between the support portion 114 and the brake hub 113, and the like are subjected to centrifugal force and injected radially outward from the notch 147 of the brake support portion 145. Then, it scatters on the inner peripheral surface of the coil 23 and cools the coil 23 from the inside.

Accordingly, the coil 23 is cooled not only from the outside but also from the inside, so that the coil 23 is sufficiently cooled. When the generator 16 is stopped, the scattering of oil also stops. However, since no heat is generated in the coil 23, cooling of the coil 23 is unnecessary.
Thus, the end of the coil 23 is disposed radially outward of the brake B, and the oil after cooling the brake B is scattered to the inner peripheral surface of the coil 23 by centrifugal force to cool the inside of the coil 23. Therefore, there is no need to separately provide a cooling device inside the coil 23. Therefore, a space for disposing the cooling device is not required, and the size of the driving device can be reduced.

[0042]

As described above in detail, according to the present invention, in the generator cooling device, the generator including the rotor, the stator fixed to the casing, and the coil is detachably disposed. And a brake for stopping rotation of the generator rotor when engaged.

Then, the brake is disposed on the inner diameter side of the end of the coil of the generator, a notch is formed in an annular brake supporting portion for supporting the brake, and the brake is cooled through the notch. The latter oil is scattered on the inner peripheral surface of the coil.

In this case, since the brake is provided on the inner diameter side of the end of the coil of the generator, the axial size of the drive device can be reduced. Further, the oil after cooling the brake is scattered on the inner peripheral surface of the coil, and the inside of the coil is cooled, so that it is not necessary to separately provide a cooling device inside the coil. Therefore, a space for disposing the cooling device is not required, and the size of the driving device can be reduced.

[Brief description of the drawings]

FIG. 1 is a sectional view of a main part of a drive device for a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is a conceptual diagram of a drive device for a hybrid vehicle according to an embodiment of the present invention.

FIG. 3 is a first longitudinal sectional view of a drive device of the hybrid vehicle according to the embodiment of the present invention.

FIG. 4 is a second vertical sectional view of the drive device of the hybrid vehicle according to the embodiment of the present invention.

FIG. 5 is a sectional view taken along line XX of FIG. 1;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 11 Internal combustion engine 16 Generator 17 Transmission shaft 21 Rotor 22 Stator 23 Coil 25 Electric motor 56 Casing 145 Brake support part 147 Notch B Brake

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ identification code FI H02K 9/19 B60K 9/00 C (58) Fields investigated (Int.Cl. ⁷ , DB name) H02K 7/102 B60K 6 / 02 B60K 7/00 B60L 11/14 B60T 5/00 H02K 9/19

Claims (1)

(57) [Claims] 1. A B over data, fixed stator in a casing, and a generator having a coil, is disengageably disposed, stops the rotation of the rotor of the generator when engaged Having a brake, and disposing the brake on the inner diameter side of the end of the coil of the generator, forming a notch in an annular brake support portion that supports the brake,
A cooling device for a generator , wherein oil after cooling the brake is scattered to the inner peripheral surface of the coil through the notch.
Place .