JP3284185B2 - Hybrid vehicle drive - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle drive system in which a motor generator is directly connected to an internal combustion engine.

[0002]

2. Description of the Related Art An internal combustion engine that generates a driving force by combustion of gasoline, and a motor generator that generates a driving force by power generation and electric power by regeneration and is used as a motor for assisting the output of the internal combustion engine, are provided. A hybrid vehicle that drives the vehicle by combining the driving forces of these as necessary has been proposed (see Japanese Patent Application Laid-Open No. 9-156388).

A flywheel is connected to a crankshaft of an internal combustion engine to maintain a stable rotation state. In this case, when a motor generator is further connected to the crankshaft,
Since the rotation of a relatively heavy rotor constituting the motor generator may affect the rotation of the crankshaft, it is desirable to arrange the motor generator as close to the crankshaft as possible. In addition,
By bringing the motor generator closer to the crankshaft, rigidity is also improved.

However, when the motor generator is brought closer to the internal combustion engine, leakage current and leakage magnetic flux from the coil affect the internal combustion engine made of a metal body.
This may adversely affect the rotation of the crankshaft.

[0005]

SUMMARY OF THE INVENTION The present invention has been made in consideration of the above-mentioned problems, and it is an object of the present invention to dispose a motor generator in close proximity to an internal combustion engine to realize a favorable rotation state of a crankshaft. It is an object of the present invention to provide a hybrid vehicle drive device that can be made and has no adverse effect on an internal combustion engine due to leakage current or leakage magnetic flux from a motor generator.

[0006]

In the hybrid vehicle drive system according to the present invention, a shielding member is provided between the internal combustion engine and the coil of the motor generator, so that a leakage current and a leakage magnetic flux from the coil to the internal combustion engine side are provided. The effect of is avoided. As a result, the operation of the engine is not adversely affected, and the motor generator can be arranged closer to the internal combustion engine, so that a stable rotation state of the crankshaft can be realized.

Further, by providing the shielding member with a projection, a function of fixing the coil via a connection ring electrically connected to the coil of the motor generator can be provided. Further, by providing the shielding member on the internal combustion engine side and on the side facing the internal combustion engine, it is possible to avoid the influence of leakage current and leakage magnetic flux on other components, for example, a flywheel disposed on the transmission side, and achieve good rotation. State can be maintained.

Further, by interposing the shielding member, the internal combustion engine and the motor generator can be arranged close to each other, so that the rigidity can be improved and the entire driving device can be made compact.

The shielding member may be an insulating plate capable of interrupting a current or a magnetic shielding plate capable of interrupting a magnetic flux.

[0010]

FIG. 1 schematically shows a hybrid vehicle V to which a hybrid vehicle drive device of the present embodiment is applied.

The hybrid vehicle V includes, for example, an internal combustion engine E that generates a driving force by burning gasoline, a motor generator M that generates a driving force by power generation and electric power by regeneration and assists the output of the internal combustion engine E, Clutch mechanism C including flywheel
And a transmission T for switching the driving force and transmitting the driving force to the drive shaft 10.

The motor generator M is driven and controlled by a motor drive circuit 12. The motor drive circuit 12 supplies / charges high-voltage power, for example, a first capacitor 13 comprising a capacitor, A second power storage device 15 that stores power via a downverter 14 is connected. Further, the hybrid vehicle V has a management control circuit 16.
Is connected to a motor control circuit 17 for controlling the motor generator M via the motor drive circuit 12 and an engine control circuit 18 for controlling the internal combustion engine E.

Next, the structures of the internal combustion engine E, the motor generator M, the clutch mechanism C and the transmission T will be described in detail.

2 to 4 show a driving device for a manual vehicle. The internal combustion engine E having three cylinders includes an oil pan 22, a cylinder block 24, and a cylinder head 26. In addition, on the upper part of the cylinder head 26,
The head cover 27 is attached. Journal bearings 30 a to 30 d and 3 that support the crankshaft 28 are provided at the joint between the oil pan 22 and the cylinder block 24.
2a to 32d are formed. Crankshaft 28
Are the journals 34a to 34d and the crank pin 36a
36a and counter weights 38a to 38f, and the journals 34a to 34d
It is pivotally supported by 0a-30d and 32a-32d. Connecting rods 40 are attached to the crank pins 36a to 36c.
a to 40c are connected at one end. Connecting rod 40a-
The other ends of the pistons 40c have pistons 44a-44 displaced along the cylinders 42a-42c of the cylinder block 24.
c is concatenated.

The motor generator M and the clutch mechanism C are connected to a housing 4 connected to a side of the internal combustion engine E.
6.

FIG. 5 is a view of the motor generator M viewed from the internal combustion engine E side, and FIG. 6 is a view of the motor generator M viewed from the transmission T side. The motor generator M includes a circular rotor 48 and a donut-shaped stator 50 mounted on an outer peripheral portion thereof. The rotor 48 is directly fixed to the end of the crankshaft 28 by bolts 56 (see FIG. 4). Rotor 48
Is provided with a plurality of fins 58 and 60 on both side surfaces thereof, and a plurality of magnets 62 are alternately arranged on the outer peripheral portion of the N pole and the S pole.

The stator 50 includes a plurality of coil units 6
4 are arranged in the circumferential direction. The coil unit 64 is provided with a coil 70 on the outer periphery of a core 66 formed by laminating a plurality of metal plates via a guide member 68 having a substantially U-shaped cross section.
Is wound. The stator 50 is fixed to a side portion of the internal combustion engine E via a mounting member 72 disposed on an outer peripheral portion of the coil unit 64.

As shown in FIG. 7, grooves 74 and 76 are formed on the guide member 68 on the side of the internal combustion engine E along the outer peripheral side and the inner peripheral side of the stator 50. Connection rings 78a-
78c is superimposed and mounted. Connection rings 78a-78
c has an insulating layer formed on each surface, and is connected to every third coil 70 wound around the coil unit 64 so as to be driven by three-phase alternating current.

On the side surface of the stator 50 on the side of the internal combustion engine E, a disk-shaped shielding member 80 for avoiding leakage of current or magnetic flux to the internal combustion engine E is mounted. The shielding member 80 is fixed to the mounting member 72, and projections 82 and 84 that engage with the grooves 74 and 76 of the guide member 68 are formed on the outer peripheral side and the inner peripheral side. In this case, the protrusions 82 that engage with the grooves 74 are connected to the connection rings 78a to 78c.
Is pressed to position and fix the groove 74. Further, a connector 86 is formed on the shielding member 80. In this connector 86, the connection rings 78a through 78
Terminal portions 88a to 88c protruding outward from 8c are connected to terminal plates 92a to 92c introduced from a connector 90 provided in the housing 46.

When the shielding member 80 is to function as an insulating plate, the material may be a resin material or SUS.
(Stainless steel) may be used after insulating coating with resin, fluorine or the like. When the shielding member 80 functions as a magnetic shielding plate, a metal material can be used. Further, the shielding member 80
As shown in FIG. 8 or 9, the upper or lower part is fixed to the cylinder block 24 side by bolts B, or as shown in FIG. 10, the upper part is fixed to the cylinder block 24 with bolts B bent. You may do so. Further, the shielding member 80 may be fixed to the rotor 48 side instead of the stator 50 side.

On the other hand, a donut-shaped first partition wall 94 fixed to the housing 46 is arranged on a side surface of the stator 50 on the transmission T side. The first partition wall 94 functions as a shielding member, and has an inner peripheral side curved toward the transmission T. Note that a position detection sensor 96 that detects the rotational position of the rotor 48 with respect to the stator 50 is mounted on the first partition 94. in this case,
A signal line from the position detection sensor 96 is led out from a signal line outlet 51 provided in the housing 46 (see FIG. 6).

In the clutch mechanism C, the rotor 4
A disc-shaped flywheel 100 is fixed to 8 via bolts 98 (see FIG. 4) from a transmission T side via positioning pins 99. Flywheel 10
0 is a gear 104 of the starter motor 102
A ring gear 106 that meshes with the drive plate 107 is formed on the side surface on the motor generator M side.
And the second partition 108 having a donut shape are fixed. The second partition 108 has a shape in which the inner peripheral side is curved toward the first partition 94 and is configured to overlap the first partition in the radial direction. The starter motor 102 is provided with a bolt B on the transmission case 137 of the transmission T.
Has been mounted by.

A hole (not shown) is formed in the drive plate 107 at a position facing the position detection sensor 96, and the rotation position of the drive plate 107 that rotates with the rotation of the rotor 48 is determined by the position detection sensor 96. It is detected by detecting the hole. In this case, the magnet 62 mounted on the rotor 48 and the drive plate 107
Are aligned with each other by a positioning pin 99 that engages between the rotor 48 and the flywheel 100.

On the other hand, a friction disk 112 is provided on a side surface of the flywheel 100 on the transmission T side.
Is arranged. The friction disk 112 includes a boss 116 having a spline formed on an inner periphery thereof and the boss 1.
The plate 120 includes a plate 120 disposed on an outer peripheral portion thereof via a torsion spring 118, and friction plates 122a and 122b joined to both surfaces of the plate 120.

The friction plate 112b constituting the friction disk 112 has a pressure plate 12
4 are arranged. On the transmission T side of the pressure plate 124, an outer peripheral portion of a diaphragm spring 130 held by a wire spring 128 in a housing 126 fixed to the flywheel 100 is arranged. On the other hand, a piston 132 is disposed on the transmission T side of the inner peripheral portion of the diaphragm spring 130. The piston 132 is disposed on the outer periphery of a boss 134 formed in the housing 46, and is displaced along the boss 134 by a hydraulic mechanism (not shown) to press the diaphragm spring 130. The boss 134 and the friction disk 11
The shaft 136 from the transmission T is inserted into the second boss 116.

The hybrid vehicle drive system according to the present embodiment is basically configured as described above, and the operation and effect thereof will be described below.

First, the case where the hybrid vehicle V is driven by the internal combustion engine E will be described. In this case, when gasoline is supplied to the cylinder head 26 and ignited, the pistons 44a to 44c are displaced in the cylinders 42a to 42c, and the crankshaft 28 rotates accordingly. Crankshaft 28 rotates rotor 48 and flywheel 100 of motor generator M directly connected thereto.

Here, when the gears forming the transmission T are set to a predetermined gear ratio by the driver and a clutch engagement operation is performed, the piston 132 forming the clutch mechanism C is driven, and is separated from the diaphragm spring 130. In the direction of Therefore, the diaphragm spring 130 is displaced following the piston 132, and the outer peripheral surface presses the pressure plate 124. As a result, the friction plates 122a and 122b constituting the friction disk 112 are
The transmission T and the internal combustion engine E are connected to each other through the rotor 48 of the motor generator M.

Then, when the internal combustion engine E and the transmission T are connected by the clutch mechanism C, the driving force is transmitted to the drive shaft 10, and the hybrid vehicle V is driven. Since the rotor 48 of the motor generator M made of a relatively heavy material is directly connected to the crankshaft 28, stable rotation is transmitted to the transmission T side.

Next, a case where the hybrid vehicle V is driven by the motor generator M will be described. In this case, electric power is stored in the first storage device 13 by a regenerative action during deceleration or idling of the internal combustion engine E by the motor generator M, and this electric power is supplied to the coil 7 of the motor generator M via the motor drive circuit 12.
0, the rotor 48 and the flywheel 100 rotate due to the magnetic field generated thereby, the driving force is transmitted to the drive shaft 10 via the clutch mechanism C and the transmission T, and the hybrid vehicle V is driven. Note that the driving force by the motor generator M can be simultaneously generated as an assisting force with respect to the driving force by the internal combustion engine E.

On the other hand, when the clutch is disengaged by the driver, the piston 132 is displaced toward the internal combustion engine E, whereby the outer peripheral surface of the diaphragm spring 130 is separated from the pressure plate 124. The gripping operation of the friction plates 122a and 122b between the transmission T and the flywheel 100 is released, and the connection state between the internal combustion engine E or the motor generator M and the transmission T is released.

As described above, when current or magnetic flux leaks from the coil 70 to the internal combustion engine E when the coil 70 constituting the motor generator M is energized, the cylinder block 24 and the like are made of metal. Therefore, there is a possibility that a current may flow or be magnetized and adversely affect the operation of the pistons 44a to 44c.

However, in this embodiment, since the shielding member 80 is provided between the internal combustion engine E and the motor generator M, the current and magnetic flux generated in the coil 70 are suitably shielded by the shielding member 80. Thus, there is no leakage to the internal combustion engine E side. Therefore, the cylinder block 24 and the like are not affected by the current or are not magnetized, so that the operation thereof is not hindered. Also, a first partition 94 that functions as a shielding member between the motor generator M and the flywheel 100.
Is provided, there is no leakage of current or magnetic flux to the flywheel 100 side, and there is no possibility that the operation of the flywheel 100 will be hindered. As a result, the rotation of the flywheel 100 is not hindered.

In the present embodiment, the motor generator M, the flywheel 100,
The transmission T is connected in order. in this case,
Since the mounting structure of the clutch mechanism C to the flywheel 100 is not restricted by the motor generator M, such a configuration can be easily realized using the conventional mounting structure as it is.

Further, the first partition wall 94 functioning as a shielding member also functions as a member for preventing metal powder generated from the friction plates 122a and 122b from entering the motor generator M.

That is, when the transmission T is connected to the internal combustion engine E or the motor generator M via the clutch mechanism C, the metal powder generated from the friction plates 122a and 122b constituting the friction disk 112 has a tip portion of the motor. It is blocked by the second partition wall 108 curved toward the generator M, and further blocked by the first partition wall 94 curved at the tip end toward the flywheel 100. Further, since the rotating rotor 48 is provided with the fins 58 and 60 on the side surfaces, the airflow generated by the fins 60 on the flywheel 100 side particularly prevents the metal powder from entering the motor generator M side. Therefore, motor generator M can be maintained in a good state without being affected by the metal powder.
Note that the fins 58 and 60 prevent the intrusion of the metal powder and can simultaneously release the heat of the motor generator M.

FIG. 11 shows a drive device for an automatic vehicle according to another embodiment. Components that are the same as those shown in FIG. 4 are given the same reference numerals, and descriptions thereof will be omitted.

A flywheel mechanism F is arranged between the motor generator M and the transmission T 'for an automatic vehicle. The flywheel mechanism F is connected to the rotor 48 of the motor generator M via a connection plate 150, and a drive plate 152 is mounted on the connection plate 150. In connection plate 150,
A primary flywheel 156 having a ring gear 154 on the outer periphery is connected. A secondary flywheel 158 is arranged in parallel with the primary flywheel 156. Secondary flywheel 1
58 has a boss portion 160 formed with a spline at the center thereof for engagement with the shaft 136 of the transmission T '. The primary flywheel 156 is supported by the boss portion 160 via a bearing 162,
The torsion spring 164 is connected to the secondary flywheel 158.

In the driving device configured as described above, the primary flywheel 156 is rotated by the rotation of the rotor 48 of the motor generator M, and the rotation is transmitted to the secondary flywheel 158 via the torsion spring 164. Secondary flywheel 1
The rotation of 58 is transmitted to transmission T 'via shaft 136. The transmission T ′ drives an automatic transmission mechanism according to the rotation speed of the shaft 136,
The drive shaft 10 is rotated.

In the driving device constructed and operated as described above, the shielding member 80 and the first partition wall 94 shield the current and the magnetic flux generated from the coil 70 of the motor generator M, so that the shielding member 80 and the first partition wall 94 are connected to the internal combustion engine E side and the flywheel mechanism F side. In order to prevent leakage of current or magnetic flux, for example, the cylinder block 24, the primary flywheel 156,
Unnecessary current flows through the secondary flywheel 158 or the like, or a magnetized state can be easily avoided. Therefore, the crankshaft 28 can be smoothly rotated.

[0041]

As described above, according to the hybrid vehicle drive system of the present invention, the influence of the leakage current and the leakage magnetic flux from the motor generator on the internal combustion engine, the flywheel and the like can be avoided. The shaft can be rotated very smoothly.

[Brief description of the drawings]

FIG. 1 is a schematic explanatory diagram of a hybrid vehicle to which a hybrid vehicle drive device according to an embodiment is applied.

FIG. 2 is an external perspective view of the hybrid vehicle drive device of the embodiment.

FIG. 3 is an external side view of the hybrid vehicle drive device of the embodiment.

FIG. 4 is a side sectional view of the hybrid vehicle drive device of the embodiment.

FIG. 5 is a partially cut-away configuration view of the motor generator as viewed from the internal combustion engine side.

FIG. 6 is a configuration diagram of a motor generator viewed from a transmission side.

FIG. 7 is a sectional view of a main part of a motor generator and a clutch mechanism.

FIG. 8 is an explanatory cross-sectional view of a main part of another installation state of the shielding member.

FIG. 9 is an explanatory cross-sectional view of a relevant part of the shield member in still another mounted state.

FIG. 10 is an explanatory cross-sectional view of a main part of still another attachment state of the shielding member.

FIG. 11 is a side sectional view of a hybrid vehicle drive device according to another embodiment.

[Explanation of symbols]

V ... Hybrid vehicle E ... Internal combustion engine M ... Motor generator C ... Clutch mechanism T ... Transmission 10 ... Drive shaft 12 ... Motor drive circuit 13 ... First power storage 15 ... Second power storage 16 ... Management control circuit 22 ... Oil pan 24 ... Cylinder Block 26: Cylinder head 28: Crank shaft 46: Housing 48: Rotor 50: Stator 58, 60: Fin 64: Coil unit 80: Shielding member 94: First partition 100: Flywheel 112: Friction disks 122a, 122
b: friction plate 130: diaphragm spring 132: piston 136: shaft

Claims (4)

(57) [Claims] 1. A hybrid vehicle drive system comprising an internal combustion engine and a motor generator as a drive source for traveling, and outputting a driving force from the internal combustion engine and / or the motor generator to a drive shaft via a transmission. Via the rotor of the motor generator directly connected to the output shaft of the internal combustion engine and / or
Others a transmission for transmitting the driving force of the motor generator to the drive shaft of the vehicle, and the internal combustion engine, the stay of the motor-generator
A shielding member disposed between the coil unit and the coil unit fixed to the motor, and shielding a current, a magnetic flux, and the like from the motor generator , the shielding member constituting the coil unit.
Via a connection ring electrically connected to the coil
The hybrid vehicle drive system according to claim Rukoto which having a protrusion for fixing the coil unit on the stator. 2. The apparatus according to claim 1, wherein a flywheel connected to the rotor is provided between the motor generator and the transmission, and the shield member is provided between the internal combustion engine and the coil.
Between the units, and a hybrid vehicle drive device, characterized in that it is disposed between the flywheel and the coil unit. 3. The hybrid vehicle drive device according to claim 1, wherein said shielding member is an insulating plate. 4. The hybrid vehicle drive device according to claim 1, wherein said shielding member is a magnetic shielding plate.