JP5418334B2 - Drive device - Google Patents

Description

  The present invention relates to a drive device having a mechanism for switching whether to transmit power.

  In recent years, there is a hybrid vehicle having an engine and an electric motor (electric motor) as drive sources. Moreover, in such a hybrid vehicle, there is a vehicle that uses an electric motor as a drive source as a starter.

  For example, Patent Document 1 describes a drive device that includes an engine, a motor generator, and a friction clutch that switches between engagement (fastening) and release (release) of the engine and the motor generator. Further, the friction clutch is a hydraulic clutch, and a compression spring that urges the clutch in a direction in which the clutch is engaged is disposed.

JP 2009-1165 A

  As described in Patent Document 1, the clutch is engaged (connected) with a spring, and the crankshaft of the engine and the intermediate output shaft are connected to each other, thereby making it easier to control the half clutch. Can do. However, the apparatus described in Patent Document 1 has a problem that the size of the motor cannot be increased and the torque converter cannot be disposed because of space limitations.

  The present invention has been made in view of the above, and it is an object of the present invention to provide a drive device that can appropriately arrange each part constituting the device and can reduce the size of the device.

In order to solve the above-described problems and achieve the object, a drive device of the present invention includes an internal combustion engine, an electric motor including a rotor and a stator, an input shaft rotated by the internal combustion engine, and an output shaft that transmits power. And in the axial direction of the input shaft, the torque converter is disposed on the side opposite to the internal combustion engine side of the electric motor, a circulating fluid is flowed therein, and transmits power from the input shaft to the output shaft, a clutch mechanism for switching between engagement state between the input shaft and the electric motor and the released state, similar between the torque converter and the motor, in a plane perpendicular to the axis of the input shaft, extends to the vicinity of the input shaft arranged Mashimashi has a support wall for supporting the stator and the input shaft of the motor, the clutch mechanism is arranged inside the torque converter flows in the torque converter The circulating fluid is supplied, and, and switches the the pressure of the fluid supplied engaged and disengaged state.

  The torque converter includes a lockup mechanism that switches between an engaged state and a released state of the input shaft and the output shaft, and the clutch mechanism is at least partially in a direction parallel to the central axis of the input shaft. It is preferable to be disposed at a position overlapping the lockup mechanism.

  The torque converter includes a lock-up mechanism that switches between an engaged state and a released state of the input shaft and the output shaft, and the movable portion of the clutch mechanism is in a direction perpendicular to the central axis of the input shaft. The movable part of the lockup mechanism is preferably arranged at a different position.

  A bearing that supports the rotor of the electric motor so as to be rotatable with respect to the support wall; and an oil seal disposed between the rotor and the support wall and closer to the internal combustion engine than the bearing. Furthermore, it is preferable to have.

  Further, it is preferable that the clutch mechanism is engaged when no working fluid is supplied, and the electric motor has a starter ring gear disposed on the internal combustion engine side of the rotor.

Furthermore, it is preferable to further include a damper disposed on a path through which power between the internal combustion engine and the clutch mechanism is transmitted.
The damper is preferably disposed inside the rotor of the electric motor, and connects the internal combustion engine and the input shaft.

  The clutch mechanism includes a first friction member coupled to the input shaft, and a second friction member coupled to the rotor and disposed to face the first friction member. An engagement portion that brings the internal combustion engine and the rotor into an engaged state by contacting the member and the second friction member, and a contact portion that can contact the first friction member or the second friction member. A rigid body movable from a position where the contact portion contacts the first friction member or the second friction member to a position where the contact portion does not contact the first friction member and the second friction member; and An elastic body that applies a force in a direction in which the contact portion moves to a position in contact with the first friction member or the second friction member; and the rigid body, the contact portion is the first friction member or the At the position where it contacts the second friction member A first pressing mechanism for applying a liquid pressure in a moving direction, and a liquid pressure in a direction in which the contact portion moves to a position not in contact with the first friction member and the second friction member with respect to the rigid body. It is preferable that a second pressing mechanism is provided, and that one of the first pressing mechanism and the second pressing mechanism is supplied with a working fluid from the torque converter.

  Moreover, it is preferable that the said rigid body is arrange | positioned in the position which contacts the said 1st friction member and makes the said 1st friction member and the said 2nd friction member contact.

  Further, the first friction member is constituted by a plurality of plate-like first friction bodies, and the second friction member is constituted by a plurality of plate-like second friction bodies, and the first friction body and the first friction body The two friction bodies are preferably arranged alternately.

  The first pressing mechanism and the second pressing mechanism are preferably capable of adjusting the force applied to the rigid body by adjusting at least one of the amount of liquid to be supplied and the pressure of the liquid.

  Moreover, it is preferable that the said 1st press mechanism uses the pressure which the circulating fluid of the said torque converter adds to the said rigid body as a pressure of the said liquid.

  Moreover, it is preferable that the said 2nd press mechanism uses the pressure which the circulating fluid of the said torque converter adds to the said rigid body as a pressure of the said liquid.

  Further, it is preferable that the engaging portion, the rigid body, and the elastic body are disposed inside the torque converter.

  The first pressing mechanism is configured to set a liquid pressure in a direction in which the contact portion moves to a position in contact with the first friction member or the second friction member when the engagement portion is in a released state. It is preferable that the pressure value be less than or equal to.

  Moreover, it is preferable that the said input shaft and the said motor will be in an engagement state when the said engaging part is the state which only the force in which the said elastic body pushes the said rigid body acts.

  The drive device according to the present invention has an effect that each part constituting the device can be appropriately arranged and the device can be miniaturized.

FIG. 1 is a schematic diagram illustrating a schematic configuration of an example of a driving device. FIG. 2 is a schematic diagram showing a circulation path of hydraulic oil of the drive device.

  Hereinafter, embodiments of the driving device will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. The drive device described below is mainly used as a drive device for a four-wheeled vehicle, but can also be used as a drive device for a vehicle other than a four-wheeled vehicle, for example, a two-wheeled vehicle. Moreover, it can also be used as a drive device of various apparatuses, such as a ship and a drive device of an airplane.

  FIG. 1 is a schematic diagram illustrating a schematic configuration of an example of a drive device, and FIG. 2 is a schematic diagram illustrating a circulation path of hydraulic oil in the drive device. The drive device 1 includes an engine 2, a motor 3, a power transmission device 4, and a support body 5. Here, the engine 2 and the motor 3 are drive sources, and the power transmission device 4 transmits the driving force output from the engine 2 and the motor 3 to other members. Examples of other members include a speed change mechanism. The driving device 1 transmits the driving force output from the engine 2 and the motor 3 to other members via the power transmission device 4, and rotates and operates the other members. As a result, the device including the driving device 1 is driven and becomes movable or output.

  The engine 2 burns fuel such as gasoline, light oil, and bioethanol, and outputs heat as mechanical power. In addition, as the engine 2, various combustion engines, such as an internal combustion engine and an external combustion engine, can be used. The engine 2 transmits power to the power transmission device 4.

  The motor 3 is a so-called motor generator, and functions as an electric motor that converts supplied electric power into mechanical power, functions as a generator that converts input mechanical power into electric power, and starts the engine 2. It has a function as a starter. The motor 3 includes a stator 10 and a rotor 12 that is rotatable with respect to the stator 10. The motor 3 rotates the rotor 12 with respect to the stator 10 by being supplied with electric power. Further, when the rotor 12 is rotated with respect to the stator 10 by external power, mechanical power generated by the rotation is taken out as electric power. In the motor 3, the rotor 12 is connected to the power transmission device 4. A ring gear 13 is disposed at the end of the rotor 12 on the engine 2 side. The ring gear 13 is a starter ring gear that is rotated when the engine 2 is started.

  The power transmission device 4 is a device that transmits mechanical power output from the engine 2 and the motor 3 to other members. The power transmission device 4 operates the input shaft 20, the output shaft 22, the torque converter 24, the damper 25, the oil seals 26 a and 26 b, the bearing 27, the clutch mechanism 28, and each part of the power transmission device 4. ECU (Electronic Control Unit) 29 to control. Further, the power transmission device 4 transmits mechanical power output from the motor 3 to the engine 2 as necessary. The power transmission device 4 will be described later.

  The support 5 is a member that supports each part of the drive device 1 from the outer peripheral side, and includes a support wall 6. The support 5 is connected to a vehicle casing or the like that holds the drive device 1, and supports non-rotating members on the outer periphery of the engine 2, the motor 3, and the power transmission device 4, and the rotating member is a bearing. Etc., and is supported rotatably.

  The support wall 6 is disposed between the motor 3 and the torque converter 24 of the power transmission device 4. That is, the drive device 1 is arranged in the order of the motor 3, the support wall 6, and the torque converter 24 from the engine 2 side in the axial direction of the input shaft 20. Further, the support wall 6 is disposed so as to extend to the vicinity of the outer periphery of the input shaft 20 in a plane perpendicular to the axis of the input shaft 20. As will be described later, the rotor 12 of the motor 3 and a part of the torque converter 24 are connected to each other and rotate together. Therefore, one of the rotor 12 of the motor 3 and the torque converter 24 (a part of the rotor 12 in this embodiment) passes between the outer periphery of the input shaft 20 and the support wall 6 and reaches the torque converter 24 side. It is extended.

  Next, each part of the power transmission device 4 will be described in detail. The input shaft 20 is connected to the engine 2 and rotates together with the rotating portion of the engine 2.

  The output shaft 22 is connected to another member and the torque converter 24, rotates together with a part of the torque converter 24, and transmits the mechanical power transmitted from the torque converter 24 to the other member.

  The torque converter 24 includes a pump impeller 30, a turbine runner 32, a stator 34, a lockup clutch mechanism 36, a damper 38, a circulating oil supply means 39, a lockup oil supply means 40, and a front cover 49. Have. Each part of the torque converter 24 is disposed in an area covered with the front cover 49. The front cover 49 is connected to the rotor 12 of the motor 3 and rotates together with the rotor 12.

  The torque converter 24 is a fluid transmission mechanism that can transmit the mechanical power from the pump impeller 30 to the turbine runner 32 by increasing the torque. Specifically, the torque converter 24 transmits mechanical power received by the pump impeller 30 to the turbine runner 32 via a working fluid (circulated oil, for example, ATF: fluid for automatic transmission). The working fluid that has flowed from the pump impeller 30 to the turbine runner 32 is changed in flow direction by the stator 34 and flows into the pump impeller 30 again. Thus, the torque converter 24 transmits power while increasing the torque transmitted from the pump impeller 30 to the turbine runner 32 (decreasing the rotational speed in proportion to the increase in torque). The working fluid (circulated oil) flowing through the torque converter 24 is supplied by the circulating oil supply means 39.

  The pump impeller 30 is connected to the rotor 12 of the motor 3 via the front cover 49 and rotates together with the rotor 12. That is, the pump impeller 30, the front cover 49, and the rotor 12 rotate together. The turbine runner 32 is connected to the output shaft 22 and rotates together with the output shaft 22.

  The lock-up clutch mechanism 36 transmits the mechanical driving force transmitted to the front cover 49 (more precisely, a first holding portion 62 described later fixed to the front cover 49) without using the working fluid in the torque converter 24. This is a mechanism that enables transmission to the output shaft 22 directly. The lockup clutch mechanism 36 includes a friction engagement portion 36a and a support portion 36b that supports the friction engagement portion 36a. Here, the support part 36 b is movable in a direction perpendicular to the rotational direction with respect to the turbine runner 32. An oil chamber 36 c is formed between the wall surface of the support portion 36 b and the wall surface of the turbine runner 32. Further, although not shown, the lock-up clutch mechanism 36 may be provided with a spring that biases the support portion 36b toward the turbine runner 32 side.

  When the hydraulic oil (lock-up oil) is supplied to the oil chamber 36c by a lock-up oil supply means 40, which will be described later, and the pressure in the oil chamber 36c becomes equal to or higher than a certain pressure, the lock-up clutch mechanism 36 has a pressure in the oil chamber 36c. As a result, the support portion 36 b is moved away from the turbine runner 32. As a result, the frictional engagement portion 36a comes into contact with the front cover 49 or a member that rotates together with the front cover 49 (first holding portion 62 described later).

  Here, a friction engagement portion 37 is disposed in a portion that contacts the friction engagement portion 36a on the front cover 49 side. The friction engagement portion 37 has the same configuration as the friction engagement portion 36a. Therefore, when the frictional engagement portion 36a is moved, the frictional engagement portion 36a and the frictional engagement portion 37 come into contact with each other and are pressed and pressed at a predetermined pressure or higher, so that both are engaged and connected. Since this configuration is the same as that of a friction member of the engaging portion 50 described later, the detailed description will be given by the engaging portion 50.

  In this way, the friction engagement portion 36a and the front cover 49 are connected directly or indirectly, so that the pump impeller 30 and the turbine runner 32 rotate together. Thereby, the driving force transmitted to the front cover 49 is transmitted to the output shaft 22 as it is.

  Further, since the lock-up clutch mechanism 36 is not in contact with the front cover 49 when not in the lock-up state, the driving force transmitted to the front cover 49 is the pump impeller 30, the working fluid, It is transmitted to the output shaft 22 via the turbine runner 32.

  The hydraulic oil supplied to the oil chamber 36c is filled only in the oil chamber 36c of the torque converter 24 and is not supplied to other portions. That is, it is supplied to a region different from the working fluid (circulated oil).

The damper 38 is disposed at a connection portion between the front cover 49 and the friction engagement portion 36 a of the lockup clutch mechanism 36. More specifically, it is disposed between the friction engagement portion 37 on the front cover 49 side and a first holding portion 62 described later. The damper 38 is disposed on the inner side (that is, on the inner diameter side) in the circumferential direction than the friction engagement portion 36 a and the friction engagement portion 37. Further, the damper 38, the friction engagement portion 36a, and the friction engagement portion 37 are disposed at substantially the same position in the axial direction (the axial direction of the input shaft 20, the rotation axis). In other words, the friction engagement portion 36 a and the friction engagement portion 37 are disposed at a position where at least a portion thereof overlaps the damper 38 in the axial direction (direction parallel to the central axis of the input shaft). That is, the damper 38, the friction engagement part 36a, and the friction engagement part 37 are arrange | positioned on one surface perpendicular | vertical to a rotating shaft.

The damper 38 transmits the power transmitted from the front cover 49 to the lockup clutch mechanism 36 in the lockup state. The damper 38 is a mechanism that absorbs an impact at the time of engagement, and reduces (absorbs) an impact applied to the front cover 49 and the lockup clutch mechanism 36 at the time of lockup. The damper 38 thus reduces the impact that occurs during lockup.

  Next, the circulating oil supply means 39 is a supply device that supplies working fluid (circulated oil) to the inside covered with the front cover 49 of the torque converter 24, and is connected to the supply port 42 and the supply port 42. An oil passage 44 and a circulating oil supply pump 48 that supplies a working fluid to the oil passage 44 are provided. The circulating oil supply means 39 supplies the working fluid from the circulating oil supply pump 48 through the oil passage 44 and the supply port 42 into the front cover 49 of the torque converter 24, so It becomes a state filled with oil. The front cover 49 is configured such that the working fluid does not come out from other than the working fluid supply port 42 and the discharge port. By continuing to supply the working fluid from the circulating oil supply means 39 into the front cover 49 of the torque converter 24, the working fluid in the front cover 49 can be circulated.

  The lockup oil supply means 40 is a supply device that supplies hydraulic oil (lockup oil) to the oil chamber 36c, and has a supply port 46 connected to the oil chamber 36c. Although not shown, the lockup oil supply means 40 includes an oil passage connected to the supply port 46 and a supply pump for supplying hydraulic oil.

  Next, the damper 25 is disposed between the engine 2 and the input shaft 20. Further, the damper 25 is disposed at substantially the same position as the motor 3 in the axial direction (the axial direction of the input shaft 20, the rotating shaft). That is, the damper 25 is disposed at a position where at least a portion thereof overlaps the motor 3 in the axial direction (direction parallel to the central axis of the input shaft). That is, the damper 25 and the motor 3 are disposed on one surface perpendicular to the rotation axis. Further, the damper 25 is disposed on the inner side (that is, on the inner diameter side) in the circumferential direction than the motor 3. Further, the damper 25 is arranged on the outer side (that is, the outer diameter side) in the circumferential direction than the input shaft 20.

  The damper 25 transmits power transmitted from the engine 2 to the input shaft 20. Conversely, the damper 25 may transmit power transmitted from the input shaft 20 to the engine 2. The damper 25 is a mechanism that absorbs an impact at the time of engagement, and reduces (absorbs) an impact applied to the engine 2 and the input shaft 20 during power transmission. In other words, when there is a difference in the rotational speed between the engine 2 and the input shaft 20, the damper 25 reduces the amount of torque fluctuation acting on the other even when torque fluctuation occurs on one side, and gradually transmits the force. .

  The oil seals 26a and 26b are members that suppress the leakage of fluid (working oil and lubricating oil) at the connection between the rotating elements. The oil seal 26 a is disposed between the rotor 12 and the input shaft 20. The oil seal 26 b is disposed between the support wall 6 and the rotor 12. The portion of the rotor 12 where the oil seal 26b is provided extends from the position where the stator 10 of the motor 3 is disposed toward the connecting portion with the front cover 49 of the torque converter 24 in the rotation axis direction. It is the part which is doing.

  The bearing 27 is a member that supports the rotating member in a rotatable state, and is disposed between the support wall 6 and the rotor 12. The bearing 27 is disposed closer to the torque converter 24 than the oil seal 26b. As described above, the support wall 6 rotatably supports the rotor 12 via the bearing 27.

  Next, the clutch mechanism 28 is a switching mechanism that switches between engagement and release of the front cover 49 and the input shaft 20. That is, the clutch mechanism 28 is a mechanism that switches between the engaged state and the disengaged state of the motor 3 connected to the front cover 49 and the engine 2 connected to the input shaft 20. It is. Further, it is also a mechanism for switching between a state where the engine 2 connected to the input shaft 20 and the torque converter 24 (front cover 49) are engaged and a state where they are not engaged. The clutch mechanism 28 includes an engagement portion 50, a piston 52, an elastic body 54, and hydraulic oil supply means 56. Here, the engaging portion 50, the piston 52, and the elastic body 54 are disposed inside the front cover 49.

  The engaging part 50 includes a first friction member 58, a second friction member 60, a first holding part 62, and a second holding part 64. The first friction member 58 is composed of a plurality of first friction plates. The second friction member 60 is also composed of a plurality of second friction plates, and is arranged to face the first friction member 58. Specifically, the plurality of first friction plates and the plurality of second friction plates are alternately arranged, that is, alternately stacked. Accordingly, the two surfaces of the first friction plate (the two surfaces having the widest area of the plate-like member) are arranged so as to face the second friction plate, respectively.

  The first holding portion 62 holds (fixes) the first friction member 58, specifically, the end portion of the first friction plate, and is fixed to the front cover 49. As a result, the first holding part 62 and the first friction member 58 rotate together with the front cover 49. The second holding portion 64 holds (fixes) the second friction member 60, specifically, the end portion of the second friction plate, and is fixed to the input shaft 20. The second holding portion 64 may be provided integrally with the input shaft 20 or may be provided by connecting another member. As a result, the second holding portion 64 and the second friction member 60 rotate together with the input shaft 20. In the engagement portion 50, the first friction member 58 and the second friction member 60 are not in contact with each other or substantially not in contact with each other when no external force is applied. In this state, no force is transmitted between the first friction member 58 and the second friction member 60, and each rotates independently. On the other hand, when an external force acts, specifically, when the first friction member 58 is pushed by a piston 52 described later and the first friction member 58 and the second friction member 60 come into contact with each other, the first friction member 58 is brought into contact. Friction is generated between the member 58 and the second friction member 60, and force is transmitted between the first friction member 58 and the second friction member 60. When transmission of force occurs in this way, the first friction member 58 and the second friction member 60 are rotated and rotate together. In addition, depending on the magnitude of the external force, when a rotational difference occurs between the first friction member 58 and the second friction member 60, a so-called half-clutch state may occur. In the engaging portion 50, a portion on which the first friction member 58 and the second friction member 60 are laminated and the surface opposite to the surface in contact with the piston 52 is provided with a highly rigid member. The first friction member 58 and the second friction member 60 are prevented from being bent by the force pushed by the piston 52.

  The piston 52 is formed of a rigid body, and one end of the piston 52 is a first friction plate at the end of the first friction member 58 (specifically, the second friction plate of the first friction plate farthest from the turbine runner 32) The end (the other end) opposite to the side in contact with the first friction member 58 is supported by the front cover 49. The piston 52 is supported by the front cover 49 such that at least an end portion in contact with the first friction member 58 is movable in a direction orthogonal to the rotation direction. The surface of the piston 52 on the turbine runner 32 side is filled with a working fluid that flows in the front cover 49.

  The elastic body 54 is disposed between the piston 52 and the front cover 49 and pushes the piston 52 in a direction away from the front cover 49. That is, the elastic body 54 exerts an urging force in a direction in which the distance between the piston 52 and the front cover 49 increases, and in a direction in which the piston 52 pushes the first friction member 58. As the elastic body 54, various elastic members such as a leaf spring and a spring can be used.

  Further, a space formed by the surface of the piston 52 on the front cover 49 side, the front cover 49, and the first holding portion 62 is an oil chamber 66. The oil chamber 66 is filled with hydraulic oil supplied from the hydraulic oil supply means 56. That is, the working fluid supplied from the circulating oil supply means 39 does not enter the oil chamber 66 formed by being surrounded by the piston 52, the front cover 49, and the first holding part 62.

  The hydraulic oil supply means 56 includes a supply port 70, an oil passage 72, and a hydraulic oil supply pump 74. The supply port 70 is an opening formed in the front cover 49, and connects the oil chamber 66 and the oil passage 72 formed in the support wall 6. In addition, a seal ring 71 is disposed at a connection portion between the supply port 70 and the oil passage 72. Thereby, it is possible to prevent the hydraulic oil from leaking between the supply port 70 formed in the rotating front cover 49 and the oil passage 72 formed in the fixed support wall 6. The oil passage 72 has one end connected to the hydraulic oil supply pump 74. The other end of the oil passage 72 is branched, one branch is connected to the supply port 70, and the other branch is closed by a plug 73. The hydraulic oil supply means 56 supplies the hydraulic oil discharged from the hydraulic oil supply pump 74 to the oil chamber 66 through the oil passage 72 and the supply port 70. Thus, by supplying the hydraulic oil to the oil chamber 66 by the hydraulic oil supply means 56, the oil chamber 66 can be in a state filled with the hydraulic oil. Each part of the clutch mechanism 28 is configured as described above.

  The clutch mechanism 28 is filled with the hydraulic oil supplied from the hydraulic oil supply means 56 between the piston 52 and the front cover 49, and is supplied from the circulating oil supply means 39 to the surface of the piston 52 on the turbine runner 32 side. The working fluid (working fluid circulating through the torque converter 24) is filled. As a result, the piston 52 is pushed in the direction of pushing the first friction member 58 by the hydraulic oil supplied from the hydraulic oil supply means 56, and the first friction member 58 is supplied by the hydraulic fluid supplied from the circulating oil supply means 39. It is pushed away from Further, the piston 52 is pushed by the elastic body 54 in the direction of pushing the first friction member 58. The first friction member 58 and the second friction member 60 are brought into contact with and engaged with the engagement portion 50 when the first friction member 58 is pushed by the piston 52.

Thus, the friction coefficient of the friction plate and mu, the number of friction plates (total number of first friction plate and the second friction plate) and N, the inner diameter of the friction plate and D _1, the outer diameter of the friction plate D _2, and the force which the elastic member 54 pushes the piston 52 and F _sp, the pressure in the oil chamber 66 which is supplied from the working oil supply means 56 and P _a, the working fluid supplied from the circulating oil supply means 39 is filled _Assuming that the indoor pressure is P _K0 , the torque T generated by the clutch mechanism 28 (torque generated when the engaging portion 50 is engaged) T is:
T = (2/3) × μ × N × (D ₂ ³ −D ₁ ³ ) / (D ₂ ² −D ₁ ² ) × (F _sp + P _a × A−P _K0 × A) (Equation 1 )
It can be expressed as.

Here, the force F _sp which the elastic member 54 pushes the piston 52, because determined by design, the clutch mechanism 28, the pressure P _a of the oil chamber 66 which is supplied from the working oil supply means 56, the circulating oil supply means 39 The torque of the clutch mechanism 28 can be controlled by adjusting the pressure P _K0 in the chamber filled with the working fluid supplied from the engine. For example, the clutch mechanism 28, increase the pressure P _a, by reducing the pressure P _K0, it is possible to increase the torque T. That is, the torque T can be increased by increasing the amount of hydraulic oil supplied from the hydraulic oil supply unit 56 or increasing the supply pressure, or decreasing the amount of hydraulic fluid supplied from the circulating oil supply unit 39 or reducing the supply pressure. Can be increased. The clutch mechanism 28, reduce the pressure P _a, by increasing the pressure P _K0, it can be made smaller torque T. In addition, by setting the torque T to 0, the engaging portion 50 can be brought into a non-contact state as described above, and the power can not be transmitted.

Further, the clutch mechanism 28 has a force F _sp that the elastic body 54 pushes the piston 52, so that the first friction member 58 is pushed by the piston 52 with a constant force when no hydraulic oil is supplied. Thus, the engaged state is established, and power is transmitted between the front cover 49 and the input shaft 20.

  As described above, the drive device 1 is configured such that the motor 3 is disposed closer to the engine 2 than the support wall 6, that is, the support wall 6 is disposed between the motor 3 and the torque converter 24. The diameter of the motor 3 can be further increased. That is, the support wall 6 that supports the rotating shaft such as the input shaft 20 is arranged on the output (other equipment) side of the motor 3, and the support body 5 is not provided between the motor 3 and the engine 2. The outer periphery of the body 5 can be enlarged, and the diameter of the motor 3 can be increased. Moreover, it can reduce in size by enlarging the motor 3 in diameter. That is, since the diameter of the motor 3 can be increased, coils and the like can be efficiently arranged, and a necessary output can be obtained while reducing the volume of the apparatus.

  Further, by providing the support wall 6 between the motor 3 and the torque converter 24, the configuration in which the working fluid is basically supplied to the engine 2 side (front side) from the support wall 6 can be basically eliminated. it can. Thereby, the seal structure can be simplified. Further, in this embodiment, since the portion to which the working fluid and the working oil are supplied is disposed inside the front cover 49, the seal structure can be simplified.

  Furthermore, by providing the support wall 6 between the motor 3 and the torque converter 24, it is possible to separate the two portions that generate a large amount of heat during driving with the wall. Thereby, heat generation can be reduced. Moreover, it can suppress that the other is heated by one heat_generation | fever.

Further, in the driving device 1, particularly the power transmission device 4, the force F _sp that the elastic body 54 pushes the piston 52 is acting even when the fluid pressure is not acting. can do. Thus, when the engine 2 is started, the mechanical driving force output from the motor 3 is transmitted to the engine 2 via the front cover 49, the clutch mechanism 28, and the input shaft 20 without operating each oil supply means. be able to. Thereby, the engine 2 can be rotated and the engine 2 can be started.

  During driving, the torque of the clutch mechanism 28 can be adjusted by adjusting the hydraulic oil (or hydraulic fluid) supplied from the hydraulic oil supply means 56 and the circulating oil supply means 39. That is, the torque can be increased or decreased. Thereby, the torque allowable amount of the clutch mechanism 28 can be increased, and a large torque can be transmitted by the clutch mechanism 28.

Further, since the torque of the clutch mechanism 28 can be increased by the hydraulic oil supply means 56, the pushing force of the elastic body 54 can be reduced. Specifically, it may be a pressing force that can transmit a necessary torque at the starter. Thus, since the pushing force of the elastic body 54 can be reduced, the elastic body 54 can be reduced. Moreover, the influence which the error of the pushing force for every elastic body 54 has on control can be made small. For example, since F _sp can be set to 1000 N units and P _a × A can be set to tens of thousands N units, even if there is an error of about 10% in F _sp (a difference in performance of the elastic body 54), the clutch mechanism 28 The influence on the engagement / release operation can be reduced. Thereby, control with high accuracy, that is, switching of the power transmission path by releasing the clutch and switching the engagement is possible.

  Further, by providing the elastic body 54, the clutch mechanism 28 can be engaged when normally closed, that is, when there is no control signal. As a result, the power generated by the motor 3 during the starter where no hydraulic pressure is applied can be transmitted to the engine 2 as described above. As a result, the motor 3 can be used as a starter, and there is no need to provide a separate starter motor. Furthermore, since it is normally closed, it is not necessary to drive the hydraulic system at the time of start-up, so that the power source for driving the hydraulic system can be omitted. Moreover, since it is normally closed, the power generated by the engine 2 can be transmitted to the output shaft 22 via the input shaft 20 and the torque converter 24 even when the means for supplying hydraulic oil is out of order. It becomes possible to run.

In addition, since the pressing force of the elastic body 54 can be reduced and the pressure of the working fluid supplied from the hydraulic oil supply means 56 can be reduced by adjustment, the clutch mechanism 28 is released during driving. The required pressure of the circulating oil (operating oil) supplied from the circulating oil supply means 39 can be reduced. That is, when the pressure in one direction is the pressing force of the elastic body 54 and the pressure in the other direction is the force of the hydraulic oil, (F _sp + P _a × A−P _K0 × A) in (Equation 1) is (F _sp −P _K0 × A). Here, in order to enable the engagement force to transmit the maximum torque of the clutch mechanism 28, it is necessary to increase F _sp in the configuration of (F _sp −P _K0 × A). For this reason, P _K0 for releasing the clutch also needs to have a large force. In contrast, in the present embodiment, since as shown in (Equation 1) _{(F sp + P a × A} -P K0 × A), the force to engage the clutch can be adjusted by _{P a,} the _{F sp} The power can be reduced. Further, when releasing the clutch, by reducing P _a , it is possible to reduce P _K0 necessary for releasing, that is, the force overcoming F _sp + P _a × A. Thus, the pressure generated by the pump can be reduced by reducing the pressure. Thereby, the energy consumed by the power transmission device 4 can be reduced, and the energy generated by the driving device 1 and the stored energy can be used efficiently.

  Further, as in this embodiment, the clutch mechanism 28 is provided in the torque converter 24 and the working fluid supplied by the circulating oil supply means 39 is used, so that the required hydraulic pressure supply means can be reduced. Thereby, the apparatus configuration can be simplified.

  Further, by adopting a configuration in which the piston 52 is brought into contact with the first friction member 58 of the engaging portion 50, the piston 52 can be brought into contact without rotational difference, and wear of the piston 52 and the first friction member 58 is suppressed. Can do. In other words, the wear that occurs during driving can be reduced by bringing the members that are connected to the front cover 49 and rotate together into contact with each other.

  Further, as in the present embodiment, the frictional engagement portion 36a and the frictional engagement portion 37 of the lockup clutch mechanism 36 and the engagement portion 50 are at least partially overlapped in a direction parallel to the axial direction, that is, The length in the axial direction of the driving device can be shortened by overlapping the positions in the axial direction (direction parallel to the rotation axis). Thereby, the apparatus can be reduced in size. In other words, by arranging the engaging portion 50 at a position where at least a part thereof overlaps with the friction engaging portion 36a and the friction engaging portion 37 of the lockup clutch mechanism 36 in the direction parallel to the axial direction, the above effect is obtained. Can be obtained.

  Further, as in the present embodiment, the friction engagement portion 36a and the friction engagement portion 37 of the lockup clutch mechanism 36, the damper 38, and the engagement portion 50 are arranged on the same plane in a plane perpendicular to the axial direction. Thus, in other words, the axial length of the drive device can be further shortened by overlapping the positions in the axial direction (direction parallel to the rotation axis). Thereby, the apparatus can be further downsized.

  Further, as in the present embodiment, the friction engagement portion 36a and the friction engagement portion 37 of the lockup clutch mechanism 36 and the engagement portion 50 are arranged at different positions on the plane perpendicular to the axial direction. That is, it is arranged at a position where the distance from the rotation axis is different, or at a position where the angle in the rotation axis direction is different, in other words, the movable part of the clutch mechanism is perpendicular to the central axis of the input shaft. In the direction, each part can be driven more smoothly by being arranged at a position different from the movable part of the lock-up clutch mechanism. Specifically, the movement of one friction engagement part (friction member), that is, the movement in the axial direction affects the hydraulic pressure of the other member, and boosts (pressurizes) the hydraulic pressure to interfere with the torque capacity. Can be suppressed. That is, the fluctuation of the torque generated in the other member due to the movement of one member can be reduced. Thereby, each part can be engaged smoothly.

  Moreover, the axial length of the apparatus can be further shortened by arranging the damper 25 inside the rotor 12 as in the present embodiment. As a result, the space of the apparatus can be used effectively, and the apparatus can be reduced in size.

  Further, by providing the oil seal 26b closer to the engine 2 than the bearing 27 as in the present embodiment, it is possible to suppress the lubricating oil in the bearing 27 from leaking to the engine 2 side. Thereby, the engine 2 side from the support wall 6 can be made into an air chamber, that is, a space into which hydraulic oil and hydraulic fluid do not enter, and the apparatus configuration can be simplified.

  Further, by arranging the ring gear 13 on the engine 2 side of the rotor 12 as in this embodiment, the overall length of the device can be further shortened. As in this embodiment, the motor 3 can be increased in diameter by arranging the motor 3 on the engine 2 side of the support wall 6. As a result, the ring gear 13 having a larger diameter can be attached to the rotor 12, and the ring gear 13 can be efficiently arranged without moving the position of the motor 3 by arranging the ring gear 13 on the engine 2 side of the rotor 12. it can. Thereby, the full length of an apparatus can be shortened.

  Further, as in the present embodiment, by providing the damper 25 between the input shaft 20 and the engine 2, the damper 25 can be disposed between the engine 2 and the clutch mechanism 28. As a result, it is possible to prevent the torque variation of the engine 2 from being directly input to the clutch mechanism 28. In other words, fluctuations input to the clutch mechanism 28 can be reduced by the damper 25. Thereby, durability of the clutch mechanism 28 can be made high.

  In addition, the structure of the clutch mechanism 28 is not limited to the said Example, The position where a piston contacts an engaging part and the arrangement position of an elastic body can be made into various arrangement positions. Moreover, the arrangement method of an oil path is not specifically limited, It can be set as various paths by design. The oil passage is preferably sealed so that fluid does not leak at the connection between the rotating members.

  In addition, the clutch mechanism 28 of the above-described embodiment is configured so that the hydraulic oil supply means 56 is provided on the surface of the oil chamber 66 on the front cover 49 side of the piston 52 (the side on which the force is applied in the direction in which the piston 52 is pressed against the first friction member 58). The supplied working fluid is supplied, and the circulating oil supplied from the circulating oil supply means 39 is applied to the surface of the piston 52 on the turbine runner 32 side (the side on which the piston 52 is subjected to a force away from the first friction member 58). However, the present invention is not limited to this.

  For example, the pressure generated by supplying the circulating oil may be applied as a force in a direction in which the piston 52 is pressed against the first friction member 58. That is, the circulating oil supply means 39 may supply the circulating oil to the oil chamber 66. In this case, the oil chamber is configured so that the circulating oil does not reach the surface of the piston 52 on the turbine runner 32 side (the side on which the force in the direction away from the first friction member 58 acts on the piston 52). What is necessary is just to supply the working fluid supplied from the hydraulic oil supply means 56 to an oil chamber. In the oil chamber, a plate-like member serving as a partition plate supported by the piston 52 and the front cover 49 may be disposed on the surface of the piston 52 opposite to the surface on which the elastic body 54 is disposed. By disposing the partition plate, an oil chamber can be formed in a region surrounded by a surface of the partition plate facing the piston 52 and a portion between the partition plate of the front cover 49 and the piston 52.

  When the pressure generated by supplying the circulating oil is applied as a force in the direction of pressing the piston 52 against the first friction member 58 to release the engaging portion 50, the hydraulic oil is supplied from the hydraulic oil supply means 56. It becomes the composition to supply. Thereby, the opportunity which supplies hydraulic pressure with the hydraulic-oil supply means 56 can be decreased, and the energy of the whole apparatus can be utilized efficiently.

  Here, it is preferable that the clutch mechanism adjusts the pressure (hydraulic pressure) applied to the piston by adjusting the supply amount of the hydraulic pressure supply means for supplying the working oil or the working fluid according to the required torque. That is, when the required torque is large, the supply amount of the hydraulic pressure supply means that applies the force in the direction of pressing the piston against the first friction member is increased, or the force in the direction of separating the piston from the first friction member is applied. Reduce the amount of hydraulic pressure supply. Further, when the required torque is small, the supply amount of the hydraulic pressure supply means that applies the force in the direction of pressing the piston against the first friction member is reduced, or the force in the direction of separating the piston from the first friction member is applied. Increase the supply amount of the hydraulic pressure supply means. As a result, it is possible to suppress applying a torque more than necessary to the clutch mechanism, and to reduce the amount of hydraulic oil and hydraulic fluid to be supplied. Thereby, the energy which drives a clutch mechanism can be utilized efficiently, and energy consumption can be reduced.

  Here, at the time of the release operation of the clutch mechanism, it is preferable that the hydraulic oil is not supplied or the supply amount of the hydraulic oil is reduced by a hydraulic pressure supply unit that applies a force in a direction of pressing the piston against the first friction member. That is, it is preferable to reduce or reduce the hydraulic pressure that pushes the piston in the direction in which the piston is pressed against the first friction member, and it is more preferable that the pressure be equal to or less than a set reference value. Specifically, in the embodiment, it is preferable to reduce the hydraulic oil supplied from the hydraulic oil supply means 56. Thereby, the hydraulic pressure of the hydraulic oil supplied for releasing the clutch mechanism can be reduced, and the clutch mechanism can be released with a smaller force.

  In the above embodiments, the number of mechanisms for supplying the fluid can be reduced, and the energy required for driving the device can be reduced. The force for moving the piston in one direction is not limited to this. For example, two hydraulic oil supply means may be provided, and the piston may be moved in both directions by the hydraulic oil supplied from the respective hydraulic oil supply means. In addition, by supplying hydraulic oil independently, it is not necessary to connect the torque converter and the clutch mechanism with an oil passage, and the clutch mechanism can be arranged away from the torque converter.

  In the above-described embodiment, since the various effects described above can be obtained, the clutch mechanism 28 is disposed inside the front cover 49. However, the clutch mechanism 28 may be disposed closer to the engine 2 than the support wall 6. . When the clutch mechanism 28 is disposed on the engine 2 side, the clutch mechanism 28 is preferably disposed on the inner side (inner diameter side) of the rotor 12. Thereby, the total axial length of the apparatus can be shortened.

  In addition, when the clutch mechanism 28 is disposed on the engine 3 side with respect to the support wall 6, it is preferable to provide the damper 25 between the clutch mechanism 28 and the engine 2. Thereby, durability of a clutch mechanism can be made high. Further, it is preferable that the clutch mechanism 28 and the damper 25 are offset in the radial direction, that is, the positions in the plane perpendicular to the rotation axis are different positions (distances from the rotation axis are different distances). Thereby, the full length of an apparatus can be shortened.

  As described above, the drive device according to the present invention is suitable for use as a drive source for an automobile or the like.

DESCRIPTION OF SYMBOLS 1 Drive device 2 Engine 3 Motor 4 Power transmission device 5 Support body 6 Support wall 28 Clutch mechanism

Claims (16)

An internal combustion engine;
An electric motor comprising a rotor and a stator;
An input shaft rotated by the internal combustion engine;
An output shaft for transmitting power;
A torque converter that is disposed on the side opposite to the internal combustion engine side of the electric motor in the axial direction of the input shaft, in which a circulating fluid is flowed, and that transmits power from the input shaft to the output shaft;
A clutch mechanism for switching between an engaged state and a released state between the input shaft and the electric motor;
Boil between the torque converter and the motor, in a plane perpendicular to the axis of the input shaft, is arranged extending to the vicinity of the input shaft, a supporting wall for supporting the stator and the input shaft of the electric motor Have
The clutch mechanism is disposed inside the torque converter, is supplied with the circulating fluid flowing through the torque converter, and switches between an engaged state and a released state depending on the pressure of the supplied fluid. apparatus. The torque converter includes a lockup mechanism that switches between an engaged state and a released state of the input shaft and the output shaft,
The drive device according to claim 1, wherein the clutch mechanism is disposed at a position where at least a part of the clutch mechanism overlaps with the lockup mechanism in a direction parallel to the central axis of the input shaft. The torque converter includes a lockup mechanism that switches between an engaged state and a released state of the input shaft and the output shaft,
2. The driving device according to claim 1, wherein the movable portion of the clutch mechanism is disposed at a position different from the movable portion of the lockup mechanism in a direction perpendicular to the central axis of the input shaft. . A bearing that rotatably supports the rotor of the electric motor with respect to the support wall;
The drive device according to any one of claims 1 to 3 , further comprising an oil seal disposed between the rotor and the support wall on the side of the internal combustion engine with respect to the bearing. The clutch mechanism is engaged when no working fluid is supplied,
The motor drive apparatus according to any one of claims 1 to 4, characterized in that it comprises the starter ring gear which is arranged on the internal combustion engine side of the rotor. The drive device according to any one of claims 1 to 5 , further comprising a damper disposed on a path through which power between the internal combustion engine and the clutch mechanism is transmitted. The damper, the disposed inside the rotor of the motor driving apparatus according to claim 6, wherein the benzalkonium to connecting the internal combustion engine and the input shaft. The clutch mechanism is
A first friction member coupled to the input shaft; and a second friction member coupled to the rotor and disposed to face the first friction member, the first friction member and the second friction member And an engagement portion that brings the internal combustion engine and the rotor into engagement with each other,
A contact portion capable of contacting the first friction member or the second friction member is provided, and the first friction member and the second friction member are arranged from a position where the contact portion contacts the first friction member or the second friction member. A rigid body movable to a position not contacting the friction member;
An elastic body that applies a force in a direction in which the contact portion moves to a position in contact with the first friction member or the second friction member with respect to the rigid body;
A first pressing mechanism that applies liquid pressure in a direction in which the contact portion moves to a position in contact with the first friction member or the second friction member with respect to the rigid body;
A second pressing mechanism that applies a pressure of liquid in a direction in which the contact portion moves to a position not in contact with the first friction member and the second friction member with respect to the rigid body;
8. The driving device according to claim 1, wherein a working fluid is supplied from the torque converter to any one of the first pressing mechanism and the second pressing mechanism. 9.   The drive device according to claim 8, wherein the rigid body is disposed at a position where the rigid body is in contact with the first friction member and is in contact with the first friction member and the second friction member. The first friction member is composed of a plurality of plate-like first friction bodies,
The second friction member is composed of a plurality of plate-like second friction bodies,
The drive device according to claim 8 or 9, wherein the first friction body and the second friction body are alternately arranged.   9. The force applied to the rigid body can be adjusted by adjusting at least one of an amount of liquid to be supplied and a pressure of the liquid between the first pressing mechanism and the second pressing mechanism. The driving device according to any one of 1 to 10.   The drive device according to any one of claims 8 to 11, wherein the first pressing mechanism uses a pressure applied to the rigid body by a circulating fluid of the torque converter as the pressure of the liquid.   The drive device according to any one of claims 8 to 11, wherein the second pressing mechanism uses a pressure applied to the rigid body by a circulating fluid of the torque converter as the pressure of the liquid.   The drive device according to any one of claims 8 to 13, wherein the engagement portion, the rigid body, and the elastic body are disposed inside the torque converter.   In the first pressing mechanism, when the engagement portion is in the released state, the pressure of the liquid in the direction in which the contact portion moves to a position in contact with the first friction member or the second friction member is set. The driving device according to claim 8, wherein the driving device is not more than a value.   16. The engagement portion according to any one of claims 8 to 15, wherein the input shaft and the electric motor are in an engaged state when only the force by which the elastic body pushes the rigid body acts. The drive device according to item.

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