JP5439935B2 - Driving force transmission device - Google Patents

Description

  The present invention relates to a hybrid vehicle capable of running using an engine and an electric motor as a power source, and is capable of absorbing torque fluctuations generated in the driving force transmission path when the driving force of the engine or electric motor is transmitted to driving wheels. The present invention relates to a driving force transmission device having a limiter mechanism.

  In a typical hybrid vehicle, driving and stopping of the engine and electric motor are controlled according to the driving state, so that the wheel is driven only by the torque of the electric motor, or the wheel is driven by the torque of both the engine and the electric motor. The electric motor can be driven by the electric power stored in the battery. When the energy of the battery decreases, the engine is driven to charge the battery.

  In this hybrid vehicle, an engine, a planetary gear mechanism that mechanically distributes engine output transmitted via a damper device to the first motor generator (generator) and the drive wheel side, and rotational force to the drive wheel side are applied. A second motor generator (electric motor). The engine, the damper device, the planetary gear mechanism, and the first motor generator are arranged side by side in the axial direction on the same axis, and the second motor generator is concentric on the outer peripheral side of the damper device and the planetary gear mechanism. It is arranged.

  The damper device in the hybrid vehicle described above is provided with a torque limiter mechanism capable of absorbing torque fluctuations generated in the driving force transmission path when the driving force of the engine or the electric motor is transmitted to the driving wheels. An example of such a torque limiter mechanism arranged in a damper device is described in Patent Document 1 below.

  The torque fluctuation absorber disclosed in Patent Document 1 includes a torque limiter disposed on the outer peripheral portion of a flywheel, that is, on the outer peripheral side of a coil spring as a damper portion, and the torque limiter is configured by a friction material and a leaf spring. doing.

  Further, in the driving force distribution device described in Patent Document 2 below, between the planetary carrier and the motor constituting the input element of the motor torque in the planetary gear mechanism, that is, between the speed reduction mechanism and the motor interposed therebetween. Further, a friction clutch capable of transmitting torque within a predetermined torque range set in advance is provided.

JP 2004-019834 A JP 2008-064281 A

  However, in the torque fluctuation absorbing device of Patent Document 1, since the torque limiter is disposed on the outer peripheral portion of the flywheel, the outer diameter of the friction material becomes large for torque transmission, which increases the size and the size of the torque fluctuation absorber. Incurs cost. Further, since the torque limiter is arranged on the outer peripheral side of the damper portion, the arrangement space of the coil spring is limited, and the performance of the damper device is restricted.

  In addition, the driving force distribution device described in Patent Document 2 can be reduced in size in the radial direction as compared with the torque fluctuation absorbing device in Patent Document 1, but is increased in size in the axial direction. The downsizing is desired.

  The present invention is intended to solve such problems, and an object thereof is to provide a driving force transmission device that enables downsizing of the device.

  In order to solve the above-described problems and achieve the object, a driving force transmission device according to the present invention is a hybrid vehicle having a driving force transmission path for transmitting the driving force of an engine and an electric motor to driving wheels. A torque limiter mechanism is disposed on the path and inside the rotor of the electric motor.

  In the driving force transmission device according to the present invention, the hybrid vehicle can rotate as the electric motor using a generator that can generate power using at least a part of the output of the engine, and receiving electric power from the generator. A power distribution mechanism for transmitting power from the engine to the drive wheels and the generator and transmitting power from the motor to the drive wheels, and the torque limiter mechanism It is provided on the output shaft of the machine.

  In the driving force transmission device according to the present invention, the power distribution mechanism includes a sun gear of an external gear, a ring gear of an internal gear disposed concentrically with the sun gear, and a plurality of gears meshed with the sun gear and the ring gear. A pinion gear, and a carrier that holds the plurality of pinion gears so as to rotate and revolve freely. The output shaft of the engine is connected to the carrier, and the output shaft of the generator is connected to the sun gear. An output shaft of the electric motor is connected to a ring gear, and the torque limiter mechanism is interposed between the generator and the sun gear.

  In the driving force transmission device of the present invention, a cylindrical rotor shaft connected to the sun gear is rotatably disposed on an outer peripheral portion of the input shaft connected to the engine, and the rotor is disposed on an outer peripheral side of the rotor shaft. Is arranged, and the torque limiter mechanism is arranged between the rotor shaft and the rotor.

  In the driving force transmission device of the present invention, the torque limiter mechanism includes a friction material provided on one of the rotor shaft and the rotor, and a pressure that presses the friction material against the other of the rotor shaft and the rotor. And a mechanism.

  In the driving force transmission device according to the present invention, the torque limiter mechanism includes a torque cam mechanism interposed between the rotor shaft and the rotor, and a pressing mechanism for operating the torque cam mechanism.

  In the driving force transmission device of the present invention, a bearing is disposed between the rotor shaft and the rotor so as to face the torque limiter mechanism in the axial direction.

  According to the driving force transmission device of the present invention, in a hybrid vehicle having a driving force transmission path for transmitting the driving forces of the engine and the electric motor to the driving wheels, torque is generated inside the rotor of the electric motor on the driving force transmission path. A limiter mechanism is provided. Accordingly, it is possible to reduce the size of the apparatus while suppressing an increase in size in the radial direction and the axial direction.

FIG. 1 is a cross-sectional view of a main part showing a driving force transmission apparatus according to Embodiment 1 of the present invention. FIG. 2 is a schematic configuration diagram of a hybrid vehicle to which the driving force transmission device of the first embodiment is applied. FIG. 3 is a cross-sectional view of a main part showing a driving force transmission apparatus according to Embodiment 2 of the present invention. FIG. 4 is a cross-sectional view of a main part showing a driving force transmission apparatus according to Embodiment 3 of the present invention. FIG. 5 is a detailed view illustrating a friction material in the driving force transmission device according to the third embodiment. FIG. 6 is a cross-sectional view of a main part illustrating a driving force transmission apparatus according to Embodiment 4 of the present invention.

  Embodiments of a driving force transmission device according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this Example.

  FIG. 1 is a cross-sectional view of a main part illustrating a driving force transmission apparatus according to a first embodiment of the present invention, and FIG.

  In the hybrid vehicle to which the driving force transmission device of the first embodiment is applied, as shown in FIG. 2, 11 is an engine (internal combustion engine), 12 is a transaxle, and 13 is a drive wheel. Therefore, when the crankshaft 11a that is the output shaft of the engine 11 is rotationally driven, the driving force is transmitted to each drive wheel 13 via the transaxle 12, and the hybrid vehicle moves forward or forward by rotating each drive wheel 13. Can retreat.

  The transaxle 12 includes a damper 14, a first motor generator (MG1) 15 that mainly functions as a generator, a second motor generator (MG2) 16 that mainly functions as an electric motor, a power distribution mechanism 17, and a speed change mechanism. 18 and a differential 19. In this case, the first motor generator 15 and the second motor generator 16 function as the electric motor of the present invention.

  The first and second motor generators 15 and 16 are opposed to the rotor, which is externally fixed to the rotor shafts 15 a and 16 a coaxially positioned with the input shaft 21, and the case of the transaxle 12 without contact with the rotor. And a stator fixedly arranged in a state. The power distribution mechanism 17 has a single pinion type planetary gear mechanism, and drives the drive force output from at least one of the engine 11 and the second motor generator 16 from the counter drive gear 22 and the counter driven gear 23 to the drive pinion. It is transmitted to the final gear 25 via the shaft 24 and further transmitted to the differential 19.

  The speed change mechanism 18 has a single pinion type planetary gear mechanism, which reduces the driving force output from at least one of the engine 11 and the second motor generator 16 at a predetermined reduction ratio, The signal is transmitted from the counter driven gear 23 to the final gear 25 through the drive pinion shaft 24 and further transmitted to the differential 19. That is, the speed change mechanism 18 is configured to use the planetary gear mechanism as a speed reducer.

  The differential 19 is a two-pinion type, and distributes and transmits the power input from the final gear 25 to the left and right drive wheels 13 via the drive shaft 26 as necessary. And in the case which accommodates each component of the transaxle 12 as mentioned above, the oil for lubricating the lubrication required part is enclosed.

  In the hybrid vehicle according to the first embodiment configured as described above, a driving force transmission path for transmitting the driving force of the engine 11 and the first and second motor generators 15 and 16 to the driving wheel 13 is configured. A torque limiter mechanism 31 is arranged on the transmission path and inside the rotor of the first motor generator 15. Specifically, the torque limiter mechanism 31 is provided on the rotor shaft (output shaft) 15 a of the first motor generator 15. Here, the driving force transmission path includes the crankshaft 11a, the input shaft 21, the rotor shafts 15a and 16a, the power distribution mechanism 17, the transmission mechanism 18, the counter drive gear 22, the counter driven gear 23, the drive pinion shaft 24, The final gear 25, the drive shaft 26, etc. are comprised.

  That is, as shown in FIG. 1, in the first motor generator 15, a cylindrical rotor shaft 15 a is disposed on the outer periphery of the input shaft 21 so as to be relatively rotatable, and the transaxle 12 has a hollow shape. The rotor shaft 15a is rotatably supported by 12a via a pair of bearings 32a and 32b. On the other hand, in the case 12a of the transaxle 12, a ring-shaped stator 15b is fixed by a plurality of fixing bolts 12b, and a rotor 15c is disposed inside the stator 15b and outside the rotor shaft 15a. Has been. A torque limiter mechanism 31 is interposed between the rotor shaft 15a and the rotor 15c.

  The power distribution mechanism 17 includes a sun gear 27, a ring gear 28, a plurality of pinion gears 29, and a carrier 30. The sun gear 27 is an external gear, and an internal gear ring gear 28 is arranged concentrically with the sun gear 27. A plurality of pinion gears 29 that mesh with the sun gear 27 and mesh with the ring gear 28 are disposed between the sun gear 27 and the ring gear 28. Carriers 30 that hold the plurality of pinion gears 29 so as to rotate and revolve freely are provided on both sides in the axial direction of the gears 27, 28, and 29. In this case, the power distribution mechanism 17 is configured as a planetary gear mechanism that performs a differential action with the sun gear 27, the ring gear 28, and the carrier 30 as rotational elements.

  In the power distribution mechanism 17 configured as described above, the end of the input shaft 21 is integrally connected to the carrier 30, and the end of the rotor shaft 15 a of the first motor generator 15 is integrally connected to the sun gear 27. ing. Further, the second motor generator 16 is connected to the ring gear 28 via the speed change mechanism 18. The torque limiter mechanism 31 is interposed between the first motor generator 15 and the sun gear 27, specifically, between the rotor 15c and the rotor shaft 15a.

  When the first motor generator 15 functions as a generator, the power from the engine 11 input from the carrier 30 is distributed to the sun gear 27 side and the ring gear 28 side according to the gear ratio, and the first motor generator 15 When the motor functions as an electric motor, the power from the engine 11 input from the carrier 30 and the power from the first motor generator 15 input from the sun gear 27 are integrated and output to the ring gear 28 side. The power output to the ring gear 28 is output via the speed change mechanism 18.

  In the torque limiter mechanism 31, the rotor shaft 15a is integrally formed with a disc-shaped flange 33 on the outer peripheral portion. On the other hand, a bracket 34 having a U-shaped cross section is fixed to the inner peripheral side of the rotor 15c, and a disk-shaped friction flange 35 is integrally formed on the inner peripheral portion of the bracket 34. The flange 35 is disposed so as to face the flange 35 of the rotor shaft 15a in the axial direction.

  In addition, the rotor shaft 15 a is connected to two support plates 37 and 38 having a ring shape on the outer peripheral portion via a spline 36. In this case, the support plates 37 and 38 can be moved relative to the rotor shaft 15a in the axial direction by the spline 36, and can be integrally rotated in the circumferential direction. On the other hand, the rotor 15 c has a ring-shaped friction plate 40 connected to the inner peripheral portion of the bracket 34 via a pre-line 39. In this case, the support plate 40 can be moved relative to the rotor 15c in the axial direction by the spline 39, and can rotate integrally in the circumferential direction.

  In this case, the support plate 37 is disposed so as to face the friction flange 35, and the friction plate 40 is located between the support plates 37 and 38 so as to face both of them. The friction flange 35 and the friction plate 40 function as friction materials whose surfaces have a predetermined friction coefficient.

  The rotor shaft 15a is loosely fitted with a ring-shaped support plate 41 on the outer peripheral portion, and a disc spring 42 is interposed between the support plates 38 and 41. The rotor shaft 15 a has a screw portion 43 formed on the outer peripheral portion, and a pressing screw 44 is screwed to the screw portion 43. The disc spring 42 functions as a pressing mechanism.

  Along the axial direction of the rotor shaft 15a, a flange 33, a friction flange 35, a support plate 37, a friction plate 40, a support plate 38, a disc spring 42, a support plate 41, and a pressing screw 44 are sequentially assembled. Therefore, the disc spring 42 is elastically deformed by screwing the pressing screw 44 into the threaded portion 43 of the rotor shaft 15a and moving to the flange 33 side, and the flange 33, the friction flange 35, the support plate 37, the friction plate 40, and the like. The support plate 38 can be pressed with a predetermined pressing force.

  That is, the pressing force of the flange 33, the friction flange 35, the support plate 37, the friction plate 40, and the support plate 38, that is, the friction engagement force, is determined by the tightening force of the pressing screw 44, and thus the torque limiter mechanism 31 is operated. The operating torque to be set can be set.

  Here, the operation of the driving force transmission device according to the first embodiment will be described.

  As shown in FIGS. 1 and 2, when an excessive torque is generated from the engine 11, the excessive torque is input from the input shaft 21 to the torque limiter mechanism 31 via the power distribution mechanism 17. When an excessive torque is generated from the drive wheel 13 (road surface), the excessive torque is input from the transmission mechanism 18 to the torque limiter mechanism 31 via the power distribution mechanism 17. In this case, if the gear ratio in the power distribution mechanism 17 is ρ (the number of teeth of the sun gear 27 / the number of teeth of the ring gear 28), the rotor shaft 15a of the first motor generator 15 is multiplied by ρ (1 + ρ) times that of the input shaft 21. Torque is input. At this time, the input shaft 21 and the rotor shafts 15a and 16a are twisted to absorb excessive torque and can be absorbed by the torque limiter mechanism 31. That is, excessive torque can be absorbed by the occurrence of slipping between the flange 33, the friction flange 35, the support plate 37, the friction plate 40, and the support plate 38.

  An excessive torque is input to the input shaft 21 when the vehicle travels fully open on a rough road or suddenly brakes. Conventionally, this excessive torque is absorbed by the torque limiter mechanism provided on the input shaft 21, but in the first embodiment, this excessive torque is absorbed by the torque limiter mechanism 31 provided on the rotor shaft 15a side. Torque can be absorbed, and part of the excessive torque is absorbed by the gear ratio of the power distribution mechanism 17, whereby the torque limiter mechanism 31 can be reduced in size.

  Further, since the first motor generator 15 is responsible for the reaction force when outputting the maximum torque, the torque of the rotor shaft 15a is ρ (1 + ρ) times that of the input shaft 21 as described above. That is, the rotor shaft 15a only needs to be able to transmit torque smaller than that of the input shaft 21, and in this respect also, the torque limiter mechanism 31 can be reduced in size.

  In addition, since the torque limiter mechanism 31 is disposed in the transaxle 12, it is possible to employ a wet process, reduce the occurrence of rust and variation in the coefficient of friction, ensure stable performance, and improve reliability. Further, the damper 14 does not require a torque limiter mechanism, and the damper 14 can be downsized. And the restriction | limiting of the center distance of the engine 11 and the differential 19 is eased, and the freedom degree of design in a gear train improves.

  Thus, in the driving force transmission device of the first embodiment, a hybrid vehicle having a driving force transmission path for transmitting the driving force of the engine 11 and the motor generators 15 and 16 to the driving wheels 13 is configured. A torque limiter mechanism 31 is arranged on the transmission path and inside the rotor 15 c of the first motor generator 15.

  Accordingly, the torque limiter mechanism 31 is arranged without efficiently extending the space in the axial direction of the input shaft 21 that constitutes a part of the driving force transmission path and efficiently using the space inside the rotor 15c. The size of the apparatus can be reduced by suppressing the increase in size in the radial direction and the axial direction.

  In the driving force transmission apparatus according to the first embodiment, the hybrid vehicle includes a first motor generator 15 that mainly functions as a generator, a second motor generator 16 that mainly functions as an electric motor, and a power distribution mechanism 17. The torque limiter mechanism 31 is provided between the rotor shaft 15a and the rotor 15c of the first motor generator 15. Therefore, by arranging the torque limiter mechanism 31 using an effective space between the rotor shaft 15a and the rotor 15c, it is possible to suppress an increase in the size of the device.

  In the driving force transmission device of the first embodiment, the power distribution mechanism 17 includes a sun gear 27, a ring gear 28 arranged concentrically with the sun gear 27, and a plurality of pinion gears meshed with the sun gear 27 and the ring gear 28. 29 and a carrier 30 that holds a plurality of pinion gears 29 so as to rotate and revolve freely. The input shaft 21 is connected to the carrier 30, the rotor shaft 15a is connected to the sun gear 27, and the rotor shaft 16 is connected to the ring gear 28. And a torque limiter mechanism 31 is provided between the rotor shaft 15a and the rotor 15a. Therefore, by arranging the torque limiter mechanism 31 using the effective space between the rotor shaft 15a, the rotor 15a, and the sun gear 27, the size of the apparatus can be suppressed.

  In the driving force transmission device of the first embodiment, the rotor shaft 15a connected to the sun gear 27 is rotatably disposed on the outer peripheral portion of the input shaft 21, and the rotor 15c is disposed on the outer peripheral side of the rotor shaft 15a. A torque limiter mechanism 31 is disposed between the shaft 15a and the rotor 15c. Therefore, the structure can be simplified by efficiently arranging the rotor shaft 15a, the rotor 15c, and the torque limiter mechanism 31.

  In the driving force transmission device of the embodiment, as the torque limiter mechanism 31, the friction flange 35 and the friction plate 40 are provided on the rotor 15c side, the support plates 37 and 38 are provided on the rotor shaft 15a side, and the friction flange 35 and the friction plate are provided. A disc spring 42 is provided as a pressing mechanism that presses 40 and the support plates 37 and 38 alternately arranged, and is supported by a pressing screw 44. Therefore, the limit value of the excessive torque can be easily set by the disc spring 42 and the pressing screw 44.

  FIG. 3 is a cross-sectional view of a main part showing a driving force transmission apparatus according to Embodiment 2 of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the hybrid vehicle of the second embodiment, as shown in FIGS. 2 and 3, a driving force transmission path for transmitting the driving force of the engine 11 and the first and second motor generators 15 and 16 to the driving wheels 13 is configured. The torque limiter mechanism 51 is disposed on the driving force transmission path and inside the rotor of the first motor generator 15. Specifically, the torque limiter mechanism 51 is interposed between the rotor shaft 15 a and the rotor 15 c of the first motor generator 15.

  In this torque limiter mechanism 51, the rotor shaft 15a is integrally formed with a flange 33 on the outer peripheral portion. On the other hand, the rotor shaft 15 a is connected to two support plates 37 and 38 having a ring shape on the outer peripheral portion via a spline 36. Further, in this case, the rotor 15c is alternately arranged with the flange 33 and the support plates 37, 38 and the friction plates 35a, 40 on the inner peripheral portion of the bracket 34. The friction plates 35a and 40 function as a friction material whose surface has a predetermined friction coefficient. Frictional plates 35 a and 40 having a ring shape are connected via a plastic line 39.

  The rotor shaft 15a is loosely fitted with a ring-shaped support plate 41 on the outer peripheral portion, and a disc spring 42 is interposed between the support plates 38 and 41. The rotor shaft 15a has a threaded portion 43 formed on the outer peripheral portion, and a pressing screw 44 is screwed to the threaded portion 43. The pressing screw 44 is screwed to the threaded portion 43 of the rotor shaft 15a to form a flange. By moving to the 33 side, the disc spring 42 is elastically deformed, and the flange 33, the friction plate 35a, the support plate 37, the friction plate 40, and the support plate 38 can be pressed with a predetermined pressing force.

  Further, a bearing 52 is disposed between the rotor shaft 15a and the rotor 15c so as to face the torque limiter mechanism 51 and the rotor shaft 15a in the axial direction. The bearing 52 has an inner ring 52a fixed to the rotor shaft 15a, an outer ring 52b fixed to the rotor 15c, and a plurality of balls 52c interposed between the inner ring 52a and the outer ring 52b. The bearing 52 may be a roller bearing instead of a plurality of balls 52c interposed between the inner ring 52a and the outer ring 52b.

  Here, the operation of the driving force transmission device according to the second embodiment will be described.

  When an excessive torque is generated from the engine 11, the excessive torque is input from the input shaft 21 to the torque limiter mechanism 51 via the power distribution mechanism 17. When excessive torque is generated from the drive wheels 13 (road surface), the excessive torque is input from the transmission mechanism 18 to the torque limiter mechanism 51 via the power distribution mechanism 17. At this time, the input shaft 21 and the rotor shafts 15a and 16a are twisted to absorb excessive torque and can be absorbed by the torque limiter mechanism 51. That is, excessive torque can be absorbed by the occurrence of slipping between the flange 33, the friction plate 35a, the support plate 37, the friction plate 40, and the support plate 38.

  In addition, since the bearing 52 is arranged opposite to the axial direction in the torque limiter mechanism 51, the first motor generator 15 can maintain the distance between the rotor shaft 15a and the rotor 15c properly, and can also be axially centered. Misalignment is prevented.

  As described above, in the driving force transmission apparatus according to the second embodiment, the torque limiter mechanism 51 is disposed between the rotor shaft 15a and the rotor 15c of the first motor generator 15, and faces the axial direction of the torque limiter mechanism 51. The bearing 52 is arranged.

  Therefore, the torque limiter mechanism 51 can be arranged without efficiently extending the space in the axial direction of the input shaft 21 that constitutes a part of the driving force transmission path and efficiently using the space inside the rotor 15c. It is possible to reduce the size of the apparatus while suppressing the increase in size in the radial direction and the axial direction. Further, the bearing 52 can prevent the axial misalignment between the rotor shaft 15a and the rotor 15c, and the rotation balance in the first motor generator 15 can be properly maintained to ensure a predetermined driving force.

  FIG. 4 is a cross-sectional view illustrating a main part of a driving force transmission device according to a third embodiment of the present invention, and FIG. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the hybrid vehicle of the third embodiment, as shown in FIGS. 2 and 4, a driving force transmission path for transmitting the driving force of the engine 11 and the first and second motor generators 15 and 16 to the driving wheels 13 is configured. The torque limiter mechanism 51 is disposed on the driving force transmission path and inside the rotor of the first motor generator 15. Specifically, the torque limiter mechanism 51 is interposed between the rotor shaft 15 a and the rotor 15 c of the first motor generator 15.

  Since the torque limiter mechanism 51 has the same configuration and operation as those of the second embodiment, detailed description thereof is omitted.

  In the torque limiter mechanism 51, the input shaft 21 is formed with a first lubricating hole 21a along the axial direction at the axial center position, and along the radial direction penetrating from the first lubricating hole 21a to the outer peripheral surface. A plurality of second lubricating holes 21b and 21c are formed at predetermined intervals in the circumferential direction. The rotor shaft 15a is formed with a plurality of first lubricating holes 55 along the radial direction penetrating from the inner peripheral surface toward the inner peripheral portion of the friction plate 35a on the outer peripheral surface at a predetermined interval in the circumferential direction. A plurality of second lubricating holes 56 extending in the radial direction penetrating from the inner peripheral surface toward the inner peripheral portion of the friction plate 40 on the outer peripheral surface are formed at predetermined intervals in the circumferential direction.

  Further, a plurality of lubricating holes 57 penetrating in the axial direction are formed in the support plate 37 positioned between the friction plates 35a, 40 at a predetermined interval in the circumferential direction. The rotor shaft 15a is formed with a plurality of third lubricating holes 58 along the radial direction that penetrate from the inner peripheral surface toward the end surface of the bearing 52 on the outer peripheral surface at predetermined intervals in the circumferential direction. Furthermore, as shown in FIG. 5, each friction plate 35a, 40 is formed with a plurality of lubrication holes 59 in the circumferential direction at predetermined intervals in each planar portion.

  Accordingly, the lubricating oil supplied to the first lubricating hole 21a of the input shaft 21 is supplied from the second lubricating holes 21b and 21c to the inner peripheral surface of the rotor shaft 15a by centrifugal force, and the first and second lubricating holes 55, 56 is supplied to the surfaces of the friction plates 35 a and 40 and is supplied to the bearing 52 through the third lubricating hole 58. The lubricating oil is supplied to the flange 33, the friction plate 35 a, the support plate 37, the friction plate 40, and the support plate 38 through the lubrication hole 57 and the lubrication hole 59.

  As described above, in the driving force transmission device according to the third embodiment, the torque limiter mechanism 51 is provided with the first lubrication hole 21a and the second lubrication holes 21b and 21c in the input shaft 21, and the first lubrication is provided in the rotor shaft 15a. A hole 55, a second lubricating hole 56, and a third lubricating hole 58 are provided, a lubricating hole 57 is provided in the support plate 37, and a lubricating hole 59 is provided in the friction plates 35a and 40.

  Accordingly, the lubricating oil can be constantly supplied to the flange 33, the friction plate 35a, the support plate 37, the friction plate 40, and the support plate 38 in the torque limiter mechanism 51, and the friction plates 35a and 40 can be maintained in a good lubricating state. And seizure during operation can be prevented.

  FIG. 6 is a cross-sectional view of a main part illustrating a driving force transmission apparatus according to Embodiment 4 of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the hybrid vehicle of the fourth embodiment, as shown in FIGS. 2 and 6, a driving force transmission path for transmitting the driving force of the engine 11 and the first and second motor generators 15 and 16 to the driving wheels 13 is configured. The torque limiter mechanism 61 is disposed on the driving force transmission path and inside the rotor of the first motor generator 15. Specifically, the torque limiter mechanism 61 is provided on the rotor shaft 15 a of the first motor generator 15. The torque limiter mechanism 61 has a torque cam mechanism 62 interposed between the rotor shaft 15a and the rotor 15c.

  In the torque limiter mechanism 61, the rotor shaft 15a is integrally formed with a disc-shaped flange 63 on the outer peripheral portion, and a plurality of engagement grooves 64 along the radial direction are formed in the flange 63 at equal intervals in the circumferential direction. Is formed. On the other hand, the rotor 15c is integrally formed with a disk-shaped flange 65 on the inner peripheral portion of the bracket 34, and a plurality of engagement grooves 66 along the axial direction are formed in the flange 65 at equal intervals in the circumferential direction. Yes.

  Further, the rotor shaft 15 a is connected to a support plate 68 having a ring shape and an L-shaped cross section through a spline 67 on the outer peripheral portion, and an inclined surface 69 is formed on the support plate 68. In this case, the support plate 68 can be moved relative to the rotor shaft 15a in the axial direction by the spline 67, and can be integrally rotated in the circumferential direction. A plurality of balls 70 are interposed between the engagement groove 64 of the rotor shaft 15a, the engagement groove 66 of the rotor 15c, and the inclined surface 69 of the support plate 68. In this case, the torque cam mechanism 62 is configured by the engagement groove 64, the engagement groove 66, the inclined surface 69, and the ball 70.

  The rotor shaft 15 a has a ring-shaped support plate 71 loosely fitted on the outer peripheral portion, and a disc spring (pressing mechanism) 72 is interposed between the support plates 68 and 71. The rotor shaft 15 a has a threaded portion 73 formed on the outer peripheral portion, and a pressing screw 74 is screwed to the threaded portion 73. The disc spring 72 functions as a pressing mechanism.

  An engagement groove 64, an engagement groove 66, a ball 70, an inclined surface 69, a support plate 68, a disc spring 72, a support plate 71, and a pressing screw 74 are assembled in this order along the axial direction of the rotor shaft 15a. For this reason, the disc spring 72 is elastically deformed by screwing the pressing screw 74 into the threaded portion 73 of the rotor shaft 15a and moving it toward the flange 63, whereby the engaging groove 64 and the engaging groove 66 for the ball 70 are elastically deformed. The inclined surface 69 can be pressed with a predetermined pressing force.

  That is, since the pressing force of the engaging groove 64, the engaging groove 66, the ball 70, and the inclined surface 69, that is, the friction engaging force is determined by the tightening force of the pressing screw 74, the torque cam mechanism 62 (torque limiter mechanism 61) is thereby determined. ) Can be set.

  Here, the operation of the driving force transmission apparatus according to the fourth embodiment will be described.

  When an excessive torque is generated from the engine 11, the excessive torque is input from the input shaft 21 to the torque limiter mechanism 61 via the power distribution mechanism 17. When excessive torque is generated from the drive wheels 13 (road surface), the excessive torque is input from the transmission mechanism 18 to the torque limiter mechanism 61 via the power distribution mechanism 17. At this time, the input shaft 21 and the rotor shafts 15 a and 16 a are twisted to absorb excessive torque and can be absorbed by the torque limiter mechanism 61. That is, when a torque acts in the reverse direction in the rotational direction between the rotor shaft 15a and the rotor 15c, the flange 63 on the rotor shaft 15a side resists the elastic force of the disc spring 72, and the ball 70 and the support plate 68 are moved. The disk spring 72 is pressed. At this time, the ball 70 moves in the axial direction along the engagement groove 66 on the rotor 15c side, moves away from the engagement groove 64, and moves in the circumferential direction. That is, when the ball 70 overcomes the elastic force of the disc spring 72 and moves to another engagement groove 64, the rotor shaft 15a and the rotor 15c rotate relative to each other, and excessive torque can be absorbed.

  Further, the torque cam mechanism 62 is provided with the ball 70 functioning as a bearing, so that the first motor generator 15 can maintain the distance between the rotor shaft 15a and the rotor 15c properly, and the axial misalignment can be prevented. Is prevented.

  As described above, in the driving force transmission apparatus according to the fourth embodiment, the torque limiter mechanism 61 is disposed between the rotor shaft 15a and the rotor 15c of the first motor generator 15, and the rotor shaft 15a is used as the torque limiter mechanism 61. And a torque cam mechanism 62 interposed between the rotor 15c and a disc spring 72 as a pressing mechanism for operating the torque cam mechanism.

  Therefore, the torque limiter mechanism 61 can be arranged by efficiently using the space inside the rotor 15c without extending the space in the axial direction, and the device can be prevented from being enlarged in the radial direction and the axial direction. Can be miniaturized.

  In the driving force transmission device according to the fourth embodiment, the ball 70 is disposed as a part of the torque cam mechanism 62, so that the ball 70 functions as a bearing and prevents the axial deviation between the rotor shaft 15a and the rotor 15c. Thus, the rotation balance in the first motor generator 15 can be properly maintained and a predetermined driving force can be ensured.

  As described above, the driving force transmission device according to the present invention can reduce the size of the device by arranging the torque limiter mechanism inside the rotor of the electric motor. It is also suitable for use in an apparatus.

DESCRIPTION OF SYMBOLS 11 Engine 12 Transaxle 13 Drive wheel 15 1st motor generator (electric motor, generator)
15a Rotor shaft 15b Stator 15c Rotor 16 Second motor generator (electric motor, electric motor)
DESCRIPTION OF SYMBOLS 17 Power distribution mechanism 18 Transmission mechanism 27 Sun gear 28 Ring gear 29 Pinion gear 30 Carrier 31, 51, 61 Torque limiter mechanism 32a, 32b, 52 Bearing 33 Flange 35 Friction flange 37, 38 Support plate 40 Friction plate 42 Disc spring (Pressing mechanism )
44 Pressing screw 62 Torque cam mechanism 72 Disc spring (pressing mechanism)

Claims (2)

In a hybrid vehicle having a driving force transmission path for transmitting the driving force of an engine and an electric motor to driving wheels,
A torque limiter mechanism is disposed on the driving force transmission path and inside the rotor of the electric motor ,
The hybrid vehicle includes, as the electric motor, a generator that can generate power using at least a part of the output of the engine, and an electric motor that can rotate by receiving power supply from the generator. A power distribution mechanism is provided that transmits power to the drive wheels and the generator and transmits power from the motor to the drive wheels.
The power distribution mechanism includes an external gear sun gear, an internal gear ring gear arranged concentrically with the sun gear, a plurality of pinion gears meshed with the sun gear and the ring gear, and the plurality of pinion gears. And an output shaft of the generator is connected to the sun gear, and an output shaft of the motor is connected to the ring gear. Concatenated,
A cylindrical rotor shaft connected to the sun gear is rotatably disposed on an outer peripheral portion of an input shaft connected to the engine, and the rotor is disposed on an outer peripheral side of the rotor shaft,
The torque limiter mechanism is disposed between the generator and the sun gear, and between the rotor shaft and the rotor ,
The torque limiter mechanism includes a torque cam mechanism interposed between the rotor shaft and the rotor, and a pressing mechanism for operating the torque cam mechanism . In a hybrid vehicle having a driving force transmission path for transmitting the driving force of an engine and an electric motor to driving wheels,
A torque limiter mechanism is disposed on the driving force transmission path and inside the rotor of the electric motor,
The hybrid vehicle includes, as the electric motor, a generator that can generate power using at least a part of the output of the engine, and an electric motor that can rotate by receiving power supply from the generator. A power distribution mechanism is provided that transmits power to the drive wheels and the generator and transmits power from the motor to the drive wheels.
The power distribution mechanism includes an external gear sun gear, an internal gear ring gear arranged concentrically with the sun gear, a plurality of pinion gears meshed with the sun gear and the ring gear, and the plurality of pinion gears. And an output shaft of the generator is connected to the sun gear, and an output shaft of the motor is connected to the ring gear. Concatenated,
A cylindrical rotor shaft connected to the sun gear is rotatably disposed on an outer peripheral portion of an input shaft connected to the engine, and the rotor is disposed on an outer peripheral side of the rotor shaft,
The torque limiter mechanism is disposed between the generator and the sun gear, and between the rotor shaft and the rotor,
A driving force transmission device, wherein a bearing is disposed between the rotor shaft and the rotor so as to face the torque limiter mechanism in the axial direction.

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