JP3711853B2 - Hybrid drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a compact hybrid drive unit having a small length of a shaft and allowing the use of an existing engine and transmission without changing their layout. SOLUTION: This hybrid drive unit 1 is constituted so that a first clutch C1 and a second clutch C2 arranged in series between the engine and the transmission T/M and consisting of wet multiple disc clutches and a motor generator M are stored in a housing 2 and unitized. The first clutch C1 and the second clutch C2 are adjacent to each other in the axial direction, and an input part 4 of the first clutch and an output part 5 of the second clutch are positioned on the same axis. A common clutch easing 11 forming an output part of the first clutch and an input part of the second clutch is arranged on an outer peripheral side of their input part and and output part, a rotary part m2 of the motor generator is attached to an outer peripheral part of the clutch easing 11, and a fixing part m1 of the motor generator is attached to an inner peripheral part of the housing 2.

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid drive device applied to a hybrid car or the like 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, it is necessary to set various operation modes such as starting, starting, motor traveling, engine traveling, regenerative braking, and charging, and it is necessary to appropriately change the power transmission route among the engine, the motor generator, and the transmission.
[0003]
[Problems to be solved by the invention]
By the way, as a mechanism for realizing this, conventionally, it has been exclusively designed for a specific hybrid car.
[0004]
For example, in JP-A-9-193676, an engine, a first clutch, a planetary gear device, a motor generator, and a second clutch are arranged in order along one direction, and the engine power is transmitted to the planetary gear device via the first clutch. At the same time, the power of the motor generator is transmitted to the planetary gear device via the second clutch. Then, these powers are appropriately combined and distributed by the planetary gear device, and are appropriately sent to the transmission via the transfer.
[0005]
Such a mechanism and layout are very special and can be large, and therefore cannot be applied to other than dedicated vehicles.
[0006]
In JP-A-11-98615, an engine, a motor generator, a clutch, and a transmission are arranged in series in this order. One cylinder of the four-cylinder engine is eliminated, and a motor generator and a clutch are arranged using this space. Since this cannot be installed without creating a space for one cylinder of the engine, it must be designed exclusively.
[0007]
As described above, since it was conventionally designed exclusively for a dedicated vehicle, it was almost impossible to install existing engines and transmissions without diverting them or changing their layout. It has never been possible to establish a hybrid car by applying it to existing vehicles or vehicles other than hybrid vehicles. Therefore, it was not necessarily ideal in terms of versatility.
[0008]
Accordingly, an object of the present invention is to provide a highly versatile hybrid drive device that can divert existing engines and transmissions without changing the layout.
[0009]
[Means for Solving the Problems]
The hybrid drive device according to the present invention is 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 one clutch and the second clutch is made common, the first shaft and the second shaft are arranged coaxially and face each other, and the first clutch and the second clutch are connected to the first clutch. Are arranged adjacent to each other so as to be symmetrical in the axial direction with respect to the abutting position of the second shaft and the second shaft, and the plates of the first clutch and the second clutch are axially disposed on the clutch casing. A plate stopper that is supported from the inside is provided, and the first clutch and the second clutch are respectively disposed at axially outer portions of the first clutch and the second clutch. A hydraulic pressure supply device for separately operating the clutches and connecting the first clutch and the second clutch with a wet multi-plate clutch, and the motor on the outer periphery of the first clutch and the second clutch. A generator is arranged .
[0010]
Here, it is preferable that a passage for supplying oil for cooling the first clutch and the second clutch and a passage for discharging the cooled oil are formed in the clutch casing .
[0011]
The first clutch and the second clutch each include a plurality of plates and a clutch piston disposed on the outer side in the axial direction of the plates, and each of the hydraulic pressure supply devices includes the first clutch and the second clutch. It is preferable that the first clutch and the second clutch are brought into contact with each other by moving the clutch piston of the two clutches inward in the axial direction .
[0012]
Further, the first shaft may be connected to a crankshaft of a vehicle engine, and the transmission input shaft may be shared as the second shaft.
[0013]
Further, the present invention is a hybrid drive device that is arranged in series between an engine and a transmission, and includes a first clutch and a second clutch made of a wet multi-plate clutch and a motor generator, which are unitized in a housing, The first clutch and the second clutch are arranged adjacent to each other in the axial direction, and the input portion of the first clutch and the output portion of the second clutch are positioned coaxially, and the outer periphery of the input portion and the output portion A common clutch casing that forms an output portion of the first clutch and an input portion of the second clutch is disposed on the side, and a rotating portion of the motor generator is attached to an outer peripheral portion of the clutch casing. A fixed portion of the motor generator is attached to the first clutch, and the first clutch is connected to an input shaft that forms the input portion. An output shaft having a first clutch plate and a first clutch piston provided on the outer peripheral side of the input shaft, the second clutch being an output portion thereof, and a second clutch provided on the outer peripheral side of the output shaft A plate and a second clutch piston, and the clutch casing surrounds the input shaft, the first clutch plate, the first clutch piston, the output shaft, the second clutch plate and the second clutch piston from the outer peripheral side, The output shaft of the second clutch is shared with the input shaft of the transmission, and the second clutch has an inner plate hub that holds the inner plate of the second clutch plate, and the inner plate hub serves as the input shaft of the transmission. It has a fitting hole for spline fitting.
[0014]
Further, the present invention is a hybrid drive device that is arranged in series between an engine and a transmission, and includes a first clutch and a second clutch made of a wet multi-plate clutch and a motor generator, which are unitized in a housing, The first clutch and the second clutch are arranged adjacent to each other in the axial direction, and the input portion of the first clutch and the output portion of the second clutch are positioned coaxially, and the outer periphery of the input portion and the output portion A common clutch casing that forms an output portion of the first clutch and an input portion of the second clutch is disposed on the side, and a rotating portion of the motor generator is attached to an outer peripheral portion of the clutch casing. A fixed portion of the motor generator is attached to the first clutch, and the first clutch is connected to an input shaft that forms the input portion. An output shaft having a first clutch plate and a first clutch piston provided on the outer peripheral side of the input shaft, the second clutch being an output portion thereof, and a second clutch provided on the outer peripheral side of the output shaft A plate and a second clutch piston, and the clutch casing surrounds the input shaft, the first clutch plate, the first clutch piston, the output shaft, the second clutch plate and the second clutch piston from the outer peripheral side, At least one axial end side of the clutch casing is supported by a ball bearing.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.
[0020]
FIG. 1 shows a hybrid drive apparatus according to this embodiment. This hybrid drive device is provided in a hybrid car and is configured as a two-clutch motor generator unit. As shown in FIG. 2, the hybrid drive device 1 is arranged in series between the engine E as a first drive source and the transmission T / M. A housing 2 is provided, and two clutches, that is, a first clutch C ₁ and a second clutch C _2, and a motor generator M as a second drive source are housed in the housing 2, and the whole is unitized. 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 the drive wheels DW via a propeller shaft PS and a differential DF. The motor generator M is connected to a power storage device (not shown), functions as a motor that receives power supplied from the power storage device and generates driving force, and generates power by being driven from the transmission T / M or the driving wheel side during braking. It functions as a generator. As shown in FIG. 4, the power storage device includes a battery BAT and an inverter circuit INV.
[0021]
As shown in FIG. 1, the front end of the housing 2 (the left side in the figure is the front and the right side is the rear) is fastened to the cylinder block (not shown) of the engine with a bolt (not shown). The rear end is fastened to the casing 3 of the transmission T / M with a bolt (not shown). The housing 2 is divided into three parts, that is, a front part 2a, an intermediate part 2b, and a rear part 2c, and each part is connected by a bolt 40. An input shaft 4 (first shaft) that forms the input portion of the first clutch C1 and an output shaft 5 (second shaft) that forms the output portion of the second clutch C2 are provided at the center of the device 1. In the present embodiment, the input shaft 5a of the transmission T / M is used as the output shaft 5 of the second clutch C2, and the number of components is reduced by sharing. Further, the input shaft 5a protruding from the transmission T / M is inserted into the device 1 to shorten the shaft length (front / rear length) L of the device 1. 41 is a bearing (ball bearing) on the transmission T / M side that supports the input shaft 5a, and 42 is a top gear attached to the input shaft 5a.
[0022]
An engine crankshaft 6, an input shaft 4, and an output shaft 5 are coaxially arranged in series along one reference axis C. The input shaft 4 is connected to the crankshaft 6 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 flywheel 7 is attached to the crankshaft 6 by bolts 7b, the flywheel 7 and the damper device 8 are coupled by bolts 7c, and the damper device 8 is attached to the input shaft 4 via a spline 8a.
[0023]
The input shaft 4 and the output shaft 5 are arranged such that their rear ends and front ends are abutted with each other. 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.
[0024]
The first clutch C ₁ and the second clutch C ₂ are arranged adjacent to each other in the axial direction, have a common clutch casing 11, can be made compact, and have a butting position P between the input shaft 4 and the output shaft 5. It is configured to be symmetrical in the axial direction with respect to the boundary, and the parts are shared. That is, the first clutch C ₁ and the second clutch C ₂ are configured as a hydraulically controlled wet type multi-plate clutch, and the inner plate hubs 12 ₁ and 12 ₂ , the inner plates 13 ₁ and 13 ₂ , and the outer plate 14 _{1 are used as components.} , 14 ₂ , clutch pistons 15 ₁ , 15 ₂ , clutch springs 16 ₁ , 16 ₂ and spring receivers 17 ₁ , 17 ₂ , and these components are arranged on the first clutch C ₁ side and the second clutch C ₂ side. The parts are the same, and the parts on one side are inverted with respect to the parts on the other side so as to be symmetrically arranged, and are accommodated in a common clutch casing 11. The combination of the inner plate 13 ₁ and the outer plate 14 ₁ is the first clutch plate, and the combination of the inner plate 13 ₂ and the outer plate 14 ₂ is the second clutch plate.
[0025]
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 ₂ is 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.
[0026]
The inner plate hubs 12 ₁ , 12 ₂ have splines on the inner periphery, are fitted into the splines 10 of the input shaft 4 and the output shaft 5, are fixed in the rotational direction, and are shafted by a plurality of roller bearings 43. Positioned in the direction. The inner plate hubs 12 ₁ and 12 ₂ are disposed adjacent to both sides of the butting position P, and extend radially outward to hold the inner plates 13 ₁ and 13 ₂ on the outer peripheral portion by spline fitting.
[0027]
A front end partition wall 44 is provided at the intermediate portion 2 b of the housing 2, and an input side cylindrical portion 45 that surrounds the input shaft 4 from the outer peripheral side is provided at the center of the front end partition wall 44. The input side cylindrical portion 45 rotatably supports the rear portion of the input shaft 4 through a ball bearing 46. An oil seal 47 is attached to the input side cylindrical portion 45 in front of the ball bearing 46.
[0028]
An output-side cylindrical portion 48 that surrounds the output shaft 5 from the outer peripheral side is also provided at the center of the rear portion 2c of the housing 2. The output side cylindrical portion 48 rotatably supports the front portion of the output shaft 5 via a ball bearing 49. Behind the ball bearing 49, oil seals 50 and 51 are attached to the output side cylindrical portion 48.
[0029]
The clutch casing 11 is rotatably attached to the outer peripheral side of the input side cylindrical portion 45 and the output side cylindrical portion 48. The clutch casing 11 is formed in a cylindrical shape as a whole, has a front end wall 11a and a rear end wall 11b, and has an input outer cylinder shaft 18 and an output outer cylinder shaft 19 in the center. The clutch casing 11 forms an output part of the first clutch C _{1 and} an input part of the second clutch C ₂ , and defines a clutch chamber 22 common to these clutches. The clutch chamber 22 is filled with common oil. The input outer cylinder shaft 18 and the output outer cylinder shaft 19 are rotatably fitted to the outer peripheral sides of the input side cylindrical portion 45 and the output side cylindrical portion 48, respectively. The front end portion and the rear end portion of the clutch casing 11 are pivotally supported by ball bearings 23c and 23b.
[0030]
The clutch pistons 15 ₁ and 15 ₂ have a ring shape, and are arranged close to the front and rear ends in the clutch chamber 22 so as to be slidable in the axial direction. The spring receivers 17 ₁ and 17 ₂ are formed in a ring shape with a crank section, and are fixed to the input outer cylinder shaft 18 and the output outer cylinder shaft 19, respectively. Clutch spring 16 _1, 16 ₂ are disposed in a compressed state between these clutch piston 15 _1, 15 ₂ and the spring receiving 17 _1, 17 _2, the first clutch piston 15 ₁ forward, the second clutch piston 15 ₂ Are energized backward.
[0031]
The outer plates 14 ₁ and 14 ₂ are spline-fitted to the inner peripheral portion of the clutch casing 11 and are held so as to be movable in the axial direction. The inner plates 13 ₁ and 13 ₂ and the outer plates 14 ₁ and 14 ₂ are alternately stacked. Plate stoppers 21 ₁ and 21 ₂ are provided near the butting position P. Both clutch pistons 15 ₁ and 15 ₂ are arranged opposite to each other so as to sandwich the entire clutch plate from both axially outer sides. In the first clutch C ₁ , the clutch piston 15 ₁ moves rearward to bring the inner plate 13 ₁ and the outer plate 14 ₁ into frictional contact, and generates a clutch fastening force. On the other hand, in the second clutch C ₂ , the clutch piston 15 ₂ moves forward to bring the inner plate 13 ₂ and the outer plate 14 ₂ into frictional contact with each other, thereby generating a clutch fastening force.
[0032]
First and second oil passages 25 ₁ and 25 ₂ for supplying clutch control oil pressure to the housing 2 and the clutch casing 11 are provided. 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. According to these hydraulic systems, the hydraulic pressure can be selectively supplied to the operating surfaces of the clutch pistons 15 ₁ and 15 ₂ , and the first clutch C ₁ and the second clutch C ₂ can be independently engaged and disengaged.
[0033]
On the other hand, the oil in the first and second oil passages 25 ₁ and 25 ₂ is supplied to the non-operating surface side of the clutch piston 15 ₁ via the throttles 52 ₁ and 52 ₂ . This is for cooling the clutch, and the cooled oil is discharged from oil discharge holes 53 ₁ and 53 ₂ provided in the clutch casing 11.
[0034]
The motor generator M is located on the outer peripheral side of the clutch casing 11. The motor generator M includes a fixed part m ₁ and a rotating part m _{2. The} fixed part m ₁ is attached to the inner peripheral part of the housing 2, and the rotating part m ₂ is attached to the outer peripheral part of the clutch casing 11. As a result, the rotating part m ₂ and the clutch casing 11 rotate integrally.
[0035]
A water jacket 30 that surrounds and cools the motor generator M from the outside is defined in the housing 2. A flywheel chamber 54 is defined by the front portion 2a of the housing 2 and the front end partition wall 44, and the flywheel 7 and the damper device 8 are disposed therein. An oil seal 55 that seals the gap with the crankshaft 6 is provided at the front portion 2a. A resolver for detecting the rotation of the motor generator M is not particularly provided. This is because the motor generator M itself has a function of detecting rotation.
[0036]
Next, the operation of the hybrid drive device 1 will be described.
[0037]
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 to the rear, inner plate between the plate stopper 21 ₁ 13 ₁ and the outer plate 14 ₁ are pressed against 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.
[0038]
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.
[0039]
Next, the operating state of the present apparatus in each operation mode will be described with reference to FIG. 4 as appropriate.
[0040]
(1) Motor start As shown in FIG. 4A, the first clutch C ₁ is disconnected and the second clutch C ₂ is connected, 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 E, the first clutch C ₁ is engaged. This starts the engine. The vehicle speed at this time is generally 5 km / h or less.
[0041]
(2) Acceleration (power assist)
As shown in FIG. 4 (b), when further accelerating, the driving force of the motor generator M is decreased while increasing the driving force of the engine E, and finally the driving force of the motor generator M is set to zero. Only accelerate.
[0042]
(3) Engine start and subsequent start Although not shown in FIG. 4, 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 crankshaft 6 of the engine E. Initially, the engine E is idled without fuel injection, and when the engine rotation reaches the idle rotation or more, fuel injection is performed and the engine E is started. By doing so, the discharge of black smoke can be prevented. Thereafter, the second clutch C ₂ is connected and the engine and / or the motor generator M starts the vehicle.
[0043]
(4) Slow traveling by only the motor generator As shown in FIG. 4 (e), 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, the engine friction can be separated to prevent drive loss. Since the speed can be finely adjusted by the rotation control of the motor generator M, and complicated half-clutch control is not required, the control can be simplified. In particular, in wet multi-plate clutches, the influence of viscosity changes with oil temperature changes is significant, so it is very advantageous not to perform clutch control.
[0044]
(5) Traveling only with the engine As shown in FIG. 4 (c), the first clutch C ₁ and the second clutch C ₂ are both in contact and drive the engine E, 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 is driven only by the engine. In the motor generator M, only the rotating part m ₂ rotates freely.
[0045]
(6) High-load running (when fully open)
As shown in FIG. 4B, both the first clutch C ₁ and the second clutch C ₂ are in contact, and both the engine E 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.
[0046]
(7) As shown in relief speed and light braking Figure 4 (d), the first clutch C ₁ disconnection, and against the second clutch C _2. 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 battery BAT, 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 reverse driving of the engine is prevented. Further, at this time, fuel injection of the engine is stopped, and fuel consumption for idle can be eliminated, which is advantageous in terms of fuel consumption.
[0047]
(8) Rapid deceleration / rapid braking Although not shown in FIG. 4, the first clutch C ₁ and the second clutch C ₂ are both in contact, and both the motor generator M and the engine E are driven by the driving force on the transmission T / M side. Reverse drive. As a result, engine friction can be used in addition to regenerative braking, and high deceleration and braking power can be obtained.
[0048]
(9) Power generation and charging while the vehicle is stopped Although not shown in FIG. 4, the first clutch C ₁ is connected and the second clutch C ₂ is disconnected, 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 the battery BAT can be charged. Further, this electricity can be taken out to drive an external PTO.
[0049]
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.
[0050]
On the other hand, this apparatus has the following advantages in structure. That is, this apparatus is a unit in which the two clutches C ₁ and C ₂ and the motor generator M are housed in the housing 2. Conventionally, there was a mechanism with such a two-clutch and motor generator, but it was designed exclusively for dedicated vehicles, and it was almost impossible to use existing engines and transmissions with the same layout. there were. Since this apparatus is unitized, existing engines and transmissions can be used as they are, and they can be installed without changing their layout at all or with only minor changes. Accordingly, the present invention can be applied to vehicles other than existing vehicles and hybrid vehicles, and vehicles that are not originally hybrid cars can be established as hybrid cars, and variations in one vehicle type can be increased. Thus, this apparatus has high versatility.
[0051]
More specifically, as shown in FIG. 3, the first clutch C ₁ and the second clutch C ₂ are adjacent to each other in the axial direction, and the input portion (input shaft 4) of the first clutch C ₁ and the second clutch C ₂ of the output unit (output shaft 5) is positioned coaxially on the outer peripheral side thereof inputs and outputs, a common clutch housing 11 which forms the output portion of the first clutch C ₁ and the input portion of the second clutch C ₂ Is arranged. As a result, the power transmission route from the input portion of the first clutch C _{1 to} the output portion of the second clutch C ₂ becomes such as center side → outer peripheral side → center side. Normally, even if two clutches are provided, the center side → the center side → the center side, etc., and the axial length is inevitably increased. In this apparatus, since the route for sending power to the outer peripheral side is provided, the axial length can be shortened by that amount, and the apparatus can be made compact. This made it possible to insert into existing spaces.
[0052]
In the assembly, by inserting the rearward transmission T / M in the apparatus 1, naturally input shaft 5a of the transmission T / M in the inner plate the hub 12 ₂ is spline-fitted, both the coupling state. Thus, the assembly is very simple.
[0053]
Further, the first clutch C ₁ and the second clutch C ₂ are wet multi-plate clutches, and are short in connecting / disconnecting strokes, which is advantageous for shortening the shaft length. Since the motor generator M is disposed on the outer peripheral side of the clutch casing 11, the axial length is not increased. The wet multi-plate clutch has a smaller diameter than the dry clutch, and therefore the outer diameter of the entire apparatus can be kept small.
[0054]
This device, which has been significantly shortened and compacted in this way, can enter the clutch space of an M / T vehicle or the torque converter space of an A / T vehicle, and can be easily applied without being a hybrid vehicle. It can be applied to vehicle types.
[0055]
Moreover, since the clutch casing 11 is common to the first clutch C ₁ and the second clutch C ₂ , the shaft length can be shortened as compared with the case where each of them is used alone. And the number of parts and parts cost can be reduced. Furthermore, 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. In addition, since the number of seal locations is reduced, the number of seal parts can be reduced and the seal can be facilitated.
[0056]
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.
[0057]
This equipment, which is interposed a first clutch C ₁ between the engine and the motor generator M, mitigate speed, it is possible to prevent the driving force transmission to the engine off the first clutch C ₁ when the regenerative braking, Engine friction can be cut off. This is particularly effective because of high friction when the engine is a diesel engine.
[0058]
In general, the motor generator is expensive. However, since this apparatus has only one motor generator, the cost can be reduced.
[0059]
In this apparatus, the front end portion and the rear end portion of the clutch casing 11 are supported by ball bearings 23c and 23b. If at least one end of the clutch casing 11 is supported by the ball bearing in this way, the axial positioning of the clutch casing 11 is facilitated and the assembly is facilitated as compared with the case where both ends are supported by the needle bearing. In particular, since the rotating part m ₂ of the motor generator M is attached to the clutch casing 11 and the centers of the rotating part m ₂ and the fixed part m ₁ do not exactly match each other, the performance of the motor generator M cannot be maximized. The axial positioning of the clutch casing 11 is important. Such a structure can meet such a demand. When both needle bearings are used, a thrust bearing is required for axial positioning. However, if at least one of them is a ball bearing, the thrust bearing becomes unnecessary, and the number of parts is reduced, which is advantageous in terms of cost.
[0060]
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.
[0061]
【The invention's effect】
The present invention exhibits the following excellent effects.
[0062]
(1) Existing engines and transmissions can be used without changing the layout, and high versatility is demonstrated.
[0063]
(2) A compact two-clutch mechanism with a short shaft length can be realized.
[0064]
(3) The cost of parts 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 a schematic layout diagram of the embodiment of the present invention.
FIG. 3 is a schematic layout diagram of the embodiment of the present invention.
FIG. 4 is a diagram for illustrating each operation mode.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Hybrid drive device 2 Housing 4 Input shaft 5 Output shaft 5a Transmission input shaft 6 Crankshaft 7 Flywheel 8 Damper device 10 Spline 11 Clutch casing 12 ₁ , 12 ₂ Inner plate hub 13 ₁ , 13 ₂ Inner plate 14 ₁ , 14 ₂ Outer plate 15 ₁ , 15 ₂ Clutch piston 23b, 23c Ball bearing C Reference shaft C ₁ First clutch C ₂ Second clutch E Engine M Motor generator m ₁ Fixed part m ₂ Rotating part P Butt position T / M Transmission

Claims (6)

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 symmetrical in the axial direction with respect to the butting position of the first shaft and the second shaft,
The clutch casing is provided with a plate stopper for supporting the plates of the first clutch and the second clutch from the inside in the axial direction,
A hydraulic pressure supply device for operating the first clutch and the second clutch separately and independently is connected to each of the axially outer portions of the first clutch and the second clutch,
A hybrid drive apparatus , wherein the first clutch and the second clutch are constituted by wet multi-plate clutches, and the motor generator is disposed on the outer periphery of the first clutch and the second clutch . The hybrid drive device according to claim 1 , wherein a passage for supplying oil for cooling the first clutch and the second clutch and a passage for discharging the cooled oil are formed in the clutch casing. . The first clutch and the second clutch have a plurality of plates, and a clutch piston disposed on the outer side in the axial direction of the plates,
2. Each of the hydraulic pressure supply devices contacts the first clutch and the second clutch by moving the clutch pistons of the first clutch and the second clutch inward in the axial direction. Or the hybrid drive device of 2 . The hybrid drive apparatus according to any one of claims 1 to 3, wherein the first shaft is connected to a crankshaft of a vehicle engine, and the input shaft of the transmission is shared as the second shaft . A hybrid drive device that is arranged in series between an engine and a transmission and unitizes a first clutch and a second clutch made of a wet multi-plate clutch and a motor generator into a housing,
The first clutch and the second clutch are arranged adjacent to each other in the axial direction, and the input portion of the first clutch and the output portion of the second clutch are positioned coaxially, and the outer periphery of the input portion and the output portion A common clutch casing that forms an output portion of the first clutch and an input portion of the second clutch is disposed on the side, and a rotating portion of the motor generator is attached to an outer peripheral portion of the clutch casing. The motor generator fixed part is attached to the part,
The first clutch has an input shaft forming an input portion thereof, and a first clutch plate and a first clutch piston provided on an outer peripheral side of the input shaft, and the second clutch outputs an output portion thereof. A shaft, and a second clutch plate and a second clutch piston provided on the outer peripheral side of the output shaft, and the clutch casing includes these input shaft, first clutch plate, first clutch piston, output shaft, second shaft Surrounding the clutch plate and the second clutch piston from the outer peripheral side,
The output shaft of the second clutch is shared with the input shaft of the transmission,
The second clutch has an inner plate hub that holds an inner plate of the second clutch plate, and the inner plate hub has a fitting hole for spline fitting the input shaft of the transmission.
A hybrid drive device characterized by that . A hybrid drive device that is arranged in series between an engine and a transmission and unitizes a first clutch and a second clutch made of a wet multi-plate clutch and a motor generator into a housing,
The first clutch and the second clutch are arranged adjacent to each other in the axial direction, and the input portion of the first clutch and the output portion of the second clutch are positioned coaxially, and the outer periphery of the input portion and the output portion A common clutch casing that forms an output portion of the first clutch and an input portion of the second clutch is disposed on the side, and a rotating portion of the motor generator is attached to an outer peripheral portion of the clutch casing. The motor generator fixed part is attached to the part,
The first clutch has an input shaft forming an input portion thereof, and a first clutch plate and a first clutch piston provided on an outer peripheral side of the input shaft, and the second clutch outputs an output portion thereof. A shaft, and a second clutch plate and a second clutch piston provided on the outer peripheral side of the output shaft, and the clutch casing includes these input shaft, first clutch plate, first clutch piston, output shaft, second shaft Surrounding the clutch plate and the second clutch piston from the outer peripheral side,
At least one axial end side of the clutch casing is supported by a ball bearing.
A hybrid drive device characterized by that .

Images