JP3711850B2 - Hybrid drive device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid drive device applied to a hybrid car equipped with two drive sources of an engine and a motor generator.
[0002]
[Prior art]
In recent years, hybrid cars using two drive sources, an engine (internal combustion engine) and a motor generator, have been developed from the viewpoint of environmental pollution and energy saving. In this case, since various operation modes such as starting, starting, motor traveling, engine traveling, regenerative braking, and charging are set, it is necessary to appropriately change the power transmission route among the engine, the motor generator, and the transmission. For this reason, it is usual to use two clutches (see Japanese Patent Application Laid-Open No. 9-193676).
[0003]
[Problems to be solved by the invention]
By the way, in the layout of the hybrid car, there is a demand for compactly storing the engine, the motor generator, and the two clutches in a limited space. The conventional one does not necessarily meet this requirement, and has to be relatively large as a whole.
[0004]
Therefore, an object of the present invention is to provide a hybrid drive device that can realize a two-clutch mechanism with a compact configuration.
[0005]
[Means for Solving the Problems]
The present invention, the first shaft connected to the motor generator via the first clutch, in the hybrid drive apparatus connected to the motor-generator to the second shaft via a second clutch, the first clutch and the second The clutch casing of the two clutches is shared, the first shaft and the second shaft are arranged coaxially and in contact with each other, and the first clutch and the second clutch are connected to the first shaft and the second shaft. The two clutches are arranged adjacent to each other so as to be symmetrical with respect to the axial direction of the two shafts, and a common clutch plate support for supporting the plates of the first clutch and the second clutch from the axially inner side is formed on the clutch casing. In order to separately operate the first clutch and the second clutch separately at the axially outer portions of the first clutch and the second clutch, respectively. It is obtained by connecting the actuating device.
[0006]
Here, the first shaft may be connected to the crankshaft of the vehicle engine, and the second shaft may be connected to the input shaft of the transmission .
[0008]
DETAILED DESCRIPTION OF THE INVENTION
Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.
[0009]
The hybrid drive device of this embodiment is mounted on a vehicle, particularly a hybrid car. As shown in FIGS. 1 and 3, the hybrid drive device 1 is arranged in series between the engine E as a first drive source and the transmission T / M, and includes a casing 2. A motor generator M as a second drive source is provided in the casing 2 slightly forward (front side is the left side of the figure). The engine E is an internal combustion engine that generates driving force by burning fuel, and is a diesel engine here. The transmission T / M is a normal manual transmission, and its output shaft (not shown) is connected to drive wheels via a propeller shaft, a differential, and the like. The motor generator M is connected to a power storage device (not shown), receives power supplied from the power storage device, generates driving force, and is driven from the transmission T / M or the driving wheel side during braking to generate electric power. To do.
[0010]
In FIG. 1, a casing 2 has a front end portion (the left side in the drawing is the front) fastened to a cylinder block (not shown) of the engine E with a bolt (not shown), and a rear end portion of the casing 2 is a transmission. Fastened to the T / M casing 3 with bolts (not shown). Two clutches, that is, a first clutch C ₁ and a second clutch C ₂ are provided slightly toward the rear in the casing 2, and an input shaft 4 and an output shaft 5 are provided at the center position.
[0011]
The input shaft 4 (first shaft) is coaxially connected to the crankshaft 6 of the engine via a flywheel 7 and a damper device 8. A front end portion of the input shaft 4 is rotatably supported by a bearing 7 a attached to the center portion of the flywheel 7. The output shaft 5 (second shaft) is coaxially connected to the input shaft (not shown ) of the transmission T / M. The input shaft 4 and the output shaft 5 are also arranged coaxially with each other, so that the crankshaft 6, the input shaft 4, the output shaft 5 and the input shaft of the transmission T / M are all arranged in series on one reference shaft C. It will be.
[0012]
As shown in FIG. 2 in an enlarged manner, the rear end of the input shaft 4 and the front end of the output shaft 5 are abutted with each other, are inlay fitted, and are connected so as to be relatively rotatable. That is, a fitting hole 4 a is provided at the rear end of the input shaft 4, and a convex shaft 5 b provided at the center of the front end of the output shaft 5 is fitted through the needle bearing 9. In this butt connection portion, the input shaft 4 and the output shaft 5 have the same diameter, and a spline 10 is engraved on each outer peripheral portion.
[0013]
The first clutch C ₁ and the second clutch C ₂ are disposed adjacent to each other, have a common clutch casing 11 and can be made compact, and have a boundary position P between the input shaft 4 and the output shaft 5 as a boundary. It is configured to be symmetrical with each other, and the parts are shared. That is, the first clutch C ₁ and the second clutch C ₂ are configured as wet multi-plate clutches, and the inner plate hubs 12 ₁ and 12 ₂ , the inner plates 13 ₁ and 13 ₂ , and the outer plates 14 ₁ and 14 ₂ are configured as components. Clutch pistons 15 ₁ and 15 ₂ , clutch springs 16 ₁ and 16 _2, and spring receivers 17 ₁ and 17 ₂ , and these components are the same on the first clutch C ₁ side and the second clutch C ₂ side, In addition, the parts on one side are reversed and symmetrically arranged with respect to the parts on the other side, and are accommodated in a common clutch casing 11.
[0014]
For example, the inner plate hub 12 ₁ of the first clutch C ₁ and the inner plate hub 12 ₂ of the second clutch C _L1 exactly the same part, with the other hand 12 ₂ by inverting with respect to the other 12 _2, butt them They are arranged symmetrically with respect to the position P. The same applies to other components.
[0015]
The inner plate hubs 12 ₁ , 12 ₂ have splines on the inner periphery and are fitted to the splines 10 of the input shaft 4 and the output shaft 5 respectively, and are fixed in the rotational direction, and are axially moved by a restraining means (not shown). Also fixed. The inner plate hubs 12 ₁ , 12 ₂ are formed in a U shape in cross section and as a whole in a ring shape, and are disposed adjacent to each other via a small gap. The spring receivers 17 ₁ and 17 ₂ are formed in a simple ring plate shape and are supported by being sandwiched by the input outer cylinder shaft 18 or the output outer cylinder shaft 19 within the U-shape of the inner plate hubs 12 ₁ and 12 ₂ . The input outer cylinder shaft 18 and the output outer cylinder shaft 19 are part of the clutch casing 11, respectively, and are fitted to the outer peripheral sides of the input shaft 4 and the output shaft 5 so as to be relatively rotatable so as to form a double shaft. A needle bearing 20 is provided between the input shaft 4 and the input outer cylinder shaft 18.
[0016]
The inner plates 13 ₁ , 13 ₂ and the outer plates 14 ₁ , 14 ₂ are ring-shaped clutch plates for transmitting power, and are provided in multiple numbers and are alternately stacked, and the inner plate hubs 12 ₁ , 12. The outer peripheral part of ₂ and the inner peripheral part of the clutch casing 11 are respectively attached via splines. The clutch pistons 15 ₁ and 15 ₂ have a U-shaped cross section and are generally ring-shaped, and are fitted to the radially outer sides of the input outer cylinder shaft 18 and the output outer cylinder shaft 19 so as to be relatively rotatable, and the inner plate 13 _1. 13 ₂ and the outer plates 14 ₁ , 14 ₂ are opposed to each other so as to be sandwiched from both axially outer sides.
[0017]
The butt position P provided plates received 21 protruding from the clutch housing 11 radially inwards, which is the received common clutch plate in the first clutch C ₁ and the second clutch C _2. Clutch piston 15 _1, 15 ₂ respectively clutch spring 16 _1, 16 ₂ are provided by a plurality between the spring receiving 17 _1, 17 _2, thereby the clutch piston 15 ₁ of the first clutch C ₁ is the front of the return side is biased, the clutch piston 15 ₂ of the second clutch C ₂ is biased to the rear of the back side.
[0018]
The clutch casing 11 defines a common clutch chamber 22 for the first clutch C ₁ and the second clutch C _2, and the clutch chamber 22 is filled with common oil. The clutch casing 11 integrally has an input outer cylinder shaft 18 and an output outer cylinder shaft 19, and these input outer cylinder shaft 18 and output outer cylinder shaft 19 are connected from the outer peripheral side through a pair of bearings 23, 23 by the casing 2. By being supported, it is supported rotatably. A pair of seal members 24, 24 are provided adjacent to the bearings 23, 23 to prevent oil leakage as much as possible. First and second oil passages 25 ₁ , 25 ₂ for supplying the hydraulic pressure of the clutch pistons 15 ₁ , 15 _{2 to} the casing 2, the input outer cylinder shaft 18 and the output outer cylinder shaft 19 include clutch clutch 15 _1. , 15 ₂ are provided to be opened on the working surface side. These oil passages 25 ₁ , 25 ₂ are connected to an external hydraulic pressure supply device (not shown) by first and second pipes 26 ₁ , 26 _{2 in} different systems. As a result, the respective clutch pistons 15 ₁ and 15 ₂ can be operated independently and selectively.
[0019]
Incidentally, the oil supply passage 27 to the oil supply to the clutch chamber 22 in the casing 2 and the input outer cylinder shaft 18 is provided open to the non-operating surface side of the clutch piston 15 _1. Oil supply passage 27 is also connected to an external hydraulic pressure supply device via the third pipe 26 _3, and to be able to appropriately replenish oil leaked from the clutch chamber 22.
[0020]
The input outer cylinder shaft 18 extends forward until just after the damper device 8, the input side cylindrical portion 2 a which is a part of the casing 2 is positioned on the radially outer side, and the motor generator M is positioned on the radially outer side. Is located. The motor generator M includes a fixed portion m ₁ and a rotating portion m _{2. The} fixed portion m ₁ is fixed to the inner peripheral wall of the casing 2, and the rotating portion m ₂ is connected to the front end portion of the input outer cylinder shaft 18 via the mounting flange 28. Fixed to. As a result, the rotating part m ₂ and the clutch casing 11 rotate integrally.
[0021]
A water jacket 30 that surrounds and cools the motor generator M is provided inside the casing 2. Cooling water is introduced into the water jacket 30 from a lower inlet 31 and discharged from an upper outlet 32. A resolver 29 for detecting the rotation of the motor generator M is provided between the input side tubular portion 2 a and the mounting flange 28. The output outer cylinder shaft 19 is also extended rearward to the vicinity of the rear end, and the output side cylindrical portion 2b which is a part of the casing 2 is positioned on the outer side in the radial direction.
[0022]
Next, the operation of the hybrid drive device 1 will be described.
[0023]
First, the operation of the first clutch C ₁ will be described. When the hydraulic pressure from the hydraulic pressure supply device to the clutch piston 15 ₁ through the first pipe 26 ₁ and the first oil passage 25 ₁ is supplied, the clutch piston 15 ₁ is driven backwards, the inner plates 13 ₁ between the plate receiving 21 and mutually pressing the outer plate 14 ₁ to each other. Then friction plates to each other is generated, the first clutch C ₁ becomes connected to the fastening state, and be able to transmit driving force. On the other hand, this when the hydraulic pressure is discharged by the clutch spring 16 _first clutch piston 15 ₁ is returned to the front, this clutch engagement force is released by the first clutch C ₁ is disconnecting state.
[0024]
Actuation of the second clutch C _2, the operation direction of the clutch piston 15 ₂ at the time of connection and division are exactly the same as the first clutch C ₁ simply becomes the previous direction opposite. Therefore, detailed description is omitted. Since the hydraulic system of the first clutch C ₁ and the second clutch C ₂ is a separate system, these clutches can be operated independently. The hydraulic supply / discharge of these clutches is controlled by an electronic control device (not shown), and the first clutch C ₁ and the second clutch C ₂ are individually connected and disconnected.
[0025]
Next, a more specific operation of this apparatus will be described.
[0026]
(1) When starting the vehicle from an engine stopped state, the first clutch C ₁ is disconnected and the second clutch C ₂ is engaged, and electric power is supplied to the motor generator M. Then, the motor generator M is driven, and this driving force is transmitted to the clutch casing 11, the second clutch C ₂ , and the output shaft 5, and the vehicle is started only by the motor generator M. When the rotation of the rotating part m ₂ of the motor generator M corresponds to the idling rotation of the engine, the first clutch C ₁ is engaged. This starts the engine. The vehicle speed at this time is generally 5 km / h or less.
[0027]
When further accelerating, the driving force of the motor generator M is reduced while increasing the driving force of the engine. Finally, the driving force of the motor generator M is set to zero and acceleration is performed only by the engine driving force.
[0028]
(2) When starting the vehicle after starting the engine, the first clutch C ₁ is connected and the second clutch C ₂ is disconnected, and electric power is supplied to the motor generator M. Then, the rotational driving force of the motor generator M is transmitted to the clutch casing 11, the first clutch C ₁ , and the input shaft 4 and finally transmitted to the engine crankshaft 6. First, the engine is idled without fuel injection, and when the engine speed reaches or exceeds the idle speed, fuel is injected and the engine is started. By doing so, the discharge of black smoke can be prevented. Thereafter, the second clutch C ₂ is connected to start the vehicle.
[0029]
(3) When traveling only with the motor generator M, the first clutch C ₁ is disconnected, the second clutch C ₂ is engaged, the fuel injection of the engine is stopped, and only the motor generator M is driven. As a result, the driving force of the motor generator M is transmitted to the clutch casing 11, the second clutch C ₂ and the output shaft 5 to drive the vehicle. On the other hand, the driving force of the motor generator M is because it is cut off in the first clutch C _1, it is not transmitted to the engine. Thus, without driving the engine with the motor generator M, it is possible to completely stop the engine and prevent drive loss.
[0030]
(4) In normal running, both the first clutch C ₁ and the second clutch C ₂ are in contact and drive the engine, while the motor generator M is not supplied with power. Then, the engine driving force is transmitted to the input shaft 4, the first clutch C ₁ , the clutch casing 11, the second clutch C ₂ , and the output shaft 5, so that the vehicle travels only by the engine, and in the motor generator M, the rotating part m ₂ rotates freely. Only to do.
[0031]
(5) In the case of high load running (during fully open acceleration, etc.), both the first clutch C ₁ and the second clutch C ₂ are connected, and both the engine and the motor generator M are driven. Then the engine driving force input shaft 4, first clutch C _1, the clutch casing 11, the second clutch C _2, together with the transmitted and the output shaft 5, the clutch casing 11 driving force of the motor generator M is, the second clutch C _2, the output It is transmitted to the shaft 5. As a result, both driving forces are transmitted to the driving wheels, and high-load traveling is possible.
[0032]
(6) In the case of reduced speed / light braking, the first clutch C ₁ is disconnected and the second clutch C ₂ is engaged. Then the transmission T / M side of the driving force output shaft 5, the second clutch C _2, the clutch casing 11, transmitted to the motor generator M, the motor generator M is reversely driven. As a result, the motor generator M generates power, the deceleration energy is regenerated to charge the power storage device, and regenerative braking is realized. At this time, since the first clutch C ₁ is disengaged, no driving force is transmitted to the engine, and friction loss due to the rotation of the engine is prevented. Further, at this time, the fuel injection of the engine can be stopped, thereby eliminating the consumption of fuel for the idle, which is advantageous in terms of fuel consumption.
[0033]
(7) In the case of sudden deceleration / braking, both the first clutch C ₁ and the second clutch C ₂ are brought into contact, and both the motor generator M and the engine are driven reversely by the driving force on the transmission T / M side. As a result, in addition to regenerative braking, the friction loss of the engine can be used, and the deceleration force and braking force are further increased.
[0034]
(8) In the case of a normal vehicle stop, stop the engine fuel injection and stop the engine.
[0035]
(9) When the vehicle stops with power generation, the first clutch C ₁ is engaged and the second clutch C ₂ is disengaged, and the engine is driven. Then the driving force of the engine input shaft 4, first clutch C _1, the clutch casing 11, the motor generator M and transmitted to the motor generator M is reversely driven. As a result, the motor generator M generates power and can charge the power storage device.
[0036]
Thus, according to the present apparatus, various operation modes can be realized, which can greatly contribute to the improvement of fuel consumption and exhaust gas.
[0037]
In the present apparatus, the first clutch C ₁ and the second clutch C ₂ are adjacent to each other to form a common clutch casing 11, so that the entire clutch can be made compact as compared with the case where each is independent. And the number of parts and parts cost can be reduced. As a result of downsizing the clutch, the overall device can be made compact. In addition, the volume of the clutch chamber 22 and the required amount of clutch oil can be reduced, and the hydraulic supply device can be reduced in size. Furthermore, since the number of seal locations is reduced, it is possible to reduce the number of seal parts and facilitate sealing.
[0038]
Furthermore, the first clutch C ₁ and the second clutch C ₂ are configured symmetrically with the input shaft 4 and the output shaft 5 butting with respect to the butting position P, so that the same clutch components are used as described above. The cost of parts can be greatly reduced. Further, since the parts are concentrated near the butting position P, the overall clutch can be significantly reduced in size.
[0039]
Incidentally, the schematic layout of the apparatus of FIG. 1 is as shown in FIG. 3, but other embodiments as shown in FIGS. 4 and 5 are also conceivable. FIG. 4 shows an example in which the motor generator M is arranged outside the input outer cylinder shaft 18 instead of the output outer cylinder shaft 19, and FIG. 5 shows an example where the motor generator M is arranged outside the clutch casing 11 itself in the radial direction. is there. In the example of FIG. 4, the overall length of the apparatus and the radial distance are substantially the same as those of the above-described embodiment. In the example of FIG. 5, the radial distance is larger than that of the above-described embodiment. Are substantially the same size. Accordingly, none of the advantages and features of the embodiment are lost. Since the input outer cylinder shaft 18 and the output outer cylinder shaft 19 are part of the clutch casing 11, the motor generator M is not changed in any form in the radially outer side of the clutch casing 11.
[0040]
As described above, various other embodiments of the present invention are conceivable. For example, the engine is a gasoline engine. The present invention can be applied to vehicles of any engine layout and drive system, such as FR vehicles and FF vehicles. In the present embodiment, the crankshaft of the engine and the input shaft of the transmission are coaxial with the input shaft and the output shaft of the apparatus, but this is not necessarily limited thereto. The terms such as “front” and “rear” used in the above description are used only for convenience of description, and there is no particular intention to limit the direction or direction.
[0041]
【The invention's effect】
The present invention exhibits the following excellent effects.
[0042]
(1) A compact two-clutch mechanism can be realized.
[0043]
(2) Parts costs can be reduced.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view showing an embodiment of the present invention.
FIG. 2 is an enlarged view of a main part of FIG.
FIG. 3 is a schematic layout diagram of the embodiment of the present invention.
FIG. 4 is a schematic layout diagram according to another embodiment.
FIG. 5 is a schematic layout diagram according to still another embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Hybrid drive device 4 Input shaft 5 Output shaft 11 Clutch casing C Reference shaft C ₁ 1st clutch C ₂ 2nd clutch E Engine M Motor generator P Butt position T / M Transmission

Claims (2)

In the hybrid drive device in which the first shaft is connected to the motor generator via the first clutch, and the motor generator is connected to the second shaft via the second clutch.
The clutch casing of the first clutch and the second clutch is common,
The first axis and the second axis are arranged coaxially and in contact with each other,
The first clutch and the second clutch are arranged adjacent to each other so as to be symmetric in the axial direction of the first shaft and the second shaft,
Forming a common clutch plate receiver for supporting the plates of the first clutch and the second clutch from the axially inner side in the clutch casing;
The hybrid drive device characterized by connecting the operating device for operating separately the 1st clutch and the 2nd clutch separately to the axial direction outside part of the 1st clutch and the 2nd clutch, respectively . The hybrid drive apparatus according to claim 1, wherein the first shaft is connected to a crankshaft of a vehicle engine, and the second shaft is connected to an input shaft of a transmission .

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