JP5508835B2 - Drive device for hybrid vehicle - Google Patents

Description

  The present invention relates to a drive device that is attached to a hybrid vehicle and has a short shaft length and is compact and improves performance.

  A hybrid vehicle has two types of power sources, an engine and a motor. When the vehicle travels, the engine and the motor are selectively connected to the wheel side, and the drive output is transmitted to the drive wheels so that the vehicle can travel. I can do it. When the engine is running and running, the battery is charged by the generator at the same time. If the battery is charged to some extent, the engine is stopped and the motor is run and the vehicle can run. Further, when decelerating, the engine is stopped and the battery is charged by the generator.

  When the charge amount of the battery decreases or when accelerating during traveling, the motor is switched to the engine drive, and a clutch is attached for this purpose. That is, when the wheels are driven by the engine and the generator is turned, the clutch is turned on. When the wheels are driven by the engine and the motor, the clutch is turned on.

  When the wheels are driven by the motor and the engine is stopped, the clutch is turned off. When the engine is also decelerated, the clutch is turned off when the engine is stopped and power is generated by the generator. That is, the driving force is transmitted or cut off between the engine and the motor by connecting or disconnecting the clutch. By the way, various techniques related to a drive device for a hybrid vehicle have been conventionally known.

“Hybrid drive” according to Japanese Patent Application Laid-Open No. 2009-1127 is one of the prior arts, and is a hybrid drive device that is miniaturized in a direction along the axis of the rotating member of the electric motor.
Therefore, the hybrid is configured such that the power of the engine is transmitted to the first torque transmission member through the clutch, and the power of the motor is transmitted to the first torque transmission member without passing through the clutch. It is a drive device, and has a structure in which the clutch is arranged inside the electric motor in a radial direction centering on the axis of the rotating member of the electric motor.

However, in the hybrid drive device, although the clutch is arranged inside the motor in the radial direction centering on the axis of the rotating member of the motor, the drive device as a whole has two clutches and two dampers. The shaft length is not so short. Of course, the manufacturing cost is increased by providing the dampers at two locations.

And since the torque from the engine is received on the inner diameter side near the axis, the torque fluctuation of the engine acts on the inner diameter side near the axis as a large load, in order to alleviate this shock load However, a damper is required at the clutch part. And the electric motor (motor) is attached to the outer periphery of the outer shell of the torque converter, but if the outer shell of the torque converter is deformed due to the influence of internal pressure or the like, a change occurs in the gap between the stator and the rotor of the electric motor, The gap must be set large in advance so as not to contact at least. However, there remains a problem that the performance of the electric motor decreases when the gap becomes large.
"Hybrid drive" according to JP2009-1127

  As described above, the conventional “hybrid drive device” according to Japanese Patent Application Laid-Open No. 2009-1127 has the above-described problems. The problem to be solved by the present invention is this problem, and the damper between the engine and the torque converter is eliminated to shorten the shaft length and reduce the manufacturing cost, and the gap between the stator and rotor of the motor is reduced. Provided is a drive device for a hybrid vehicle that is not affected by deformation of an outer shell of a torque converter.

  In the drive device of the present invention, a first clutch capable of separating the front cover and the pump is disposed in the torque converter, and the motor and the pump are coupled so as to transmit torque. As in the case of the conventional torque converter, the input torque from the engine is connected to the front cover via the drive plate at the position on the outer peripheral side, and therefore no damper is provided at this portion.

  Further, a second clutch (lock-up clutch) is provided in the torque converter so as to lock up when the turbine runner rotated by the pump reaches a predetermined rotational speed. A damper is provided to alleviate impact torque generated when the second clutch locks up and engine torque fluctuation. Here, the specific structures of the first clutch and the second clutch are not particularly limited, and the structure of the damper is also free.

  The motor (motor) is arranged behind the torque converter (in the direction away from the engine), and the stator is concentric with the sleeve that accommodates the torque converter, either directly or from the rear center of the torque converter outer shell. To the outer peripheral holder of the fixed frame attached to the housing. One rotor is attached to a holder of a rotating frame attached to a sleeve extending backward from the pump.

  The drive device for a hybrid vehicle according to the present invention includes a damper that locks up when the turbine runner of the torque converter exceeds a predetermined rotational speed, and can reduce an impact at this time. However, there is no damper at the portion where the first clutch that connects the engine and the front side of the torque converter is attached, and the shaft length of the drive device is shortened accordingly, and the size is further reduced. And the manufacturing cost becomes cheap by not providing a damper.

  On the other hand, in the present invention, the electric motor (motor) is not attached to the outer shell of the torque converter, and the electric motor is not adversely affected by the deformation of the outer shell. That is, the stator is attached to a fixed frame attached concentrically with a sleeve extending rearward of the outer shell, and the rotor is attached to a rotating frame attached to a sleeve extending rearward from the pump. Therefore, the stator and the rotor are concentric, the gap between them can be made small, and it is not affected by the deformation of the outer shell of the torque converter, so that the performance of the electric motor is improved. Then, by turning on and off the first clutch, the vehicle can be driven by selectively using the engine and the electric motor.

The layout which shows the outline | summary of the fluid transmission apparatus of the hybrid vehicle which concerns on this invention. 1 shows an embodiment of a fluid transmission device for a hybrid vehicle according to the present invention. 4 shows another embodiment of a fluid transmission device for a hybrid vehicle according to the present invention.

  FIG. 1 is a layout showing an outline of a hybrid vehicle drive device according to the present invention. The engine power is transmitted to the torque converter (T / C). However, when the clutch (first clutch) is not turned on, the outer shell only rotates and cannot be transmitted to the shaft (output shaft). That is, the power for rotating the wheels is not transmitted via the transmission.

  When the clutch (first clutch) is turned on, the pump rotates together with the outer shell of the torque converter, and as a result, the turbine runner rotates through the hydraulic oil filled in the outer shell. When the rotational speed of the turbine runner exceeds a predetermined region, the lockup clutch (second clutch) is turned on to transmit the rotation of the pump directly to the shaft (output shaft). At this time, the impact torque generated when the lockup clutch (second clutch) is turned on is reduced by the damper.

  On the other hand, the drive device includes a motor, and the engine and the motor can be selected and used properly. The motor is mounted outside the outer shell filled with hydraulic oil, and if the motor operates, the shaft (output shaft) can be rotated via a torque converter. That is, when the lockup clutch (second clutch) is OFF, torque is transmitted to the shaft via the hydraulic oil between the pump and the turbine runner, and when the lockup clutch (second clutch) is ON, the shaft is directly Torque is transmitted to When the pump is rotated by the engine, the motor also rotates and functions as a generator.

  FIG. 2 shows an embodiment showing a drive device according to the present invention. Reference numeral 1 denotes a first clutch, 2 denotes a torque converter, 3 denotes a motor (electric motor), 4 denotes an output shaft, 5 denotes a second clutch (lock-up clutch), and 6 denotes a damper. A drive plate 8 is attached to the front end of the crankshaft 7 of the engine, and the outer periphery of the drive plate 8 is screwed and connected to fixing nuts 10, 10... Welded to the front cover 9 of the torque converter 2. ing.

  Here, a center piece 11 is welded to the center of the front cover 9 and fits into a center hole 12 formed at the tip of the crankshaft 7, and the torque converter 2 is centered. When the engine operates and the crankshaft 7 rotates, the outer shell 13 of the torque converter 2 rotates. However, when the piston 14 operates and the first clutch 1 is turned on, the pump 15 also rotates. That is, when the first clutch 1 is turned off, the pump 15 is disconnected from the engine.

  The first clutch 1 includes a piston 14, an outer drum 16, an inner drum 17, clutch outer plates 18 and 18, and a clutch inner plate 19. The outer drum 16 is welded to the inner periphery of the front cover 9, the inner drum 17 is welded to the front portion 21 of the inner shell 20, and the outer periphery of the clutch outer plates 18, 18 is engaged with the outer drum 16. Yes. That is, the clutch outer plates 18 and 18 cannot rotate but can move in the axial direction. However, a stopper is provided at a predetermined position at the tip of the outer drum 16, and the movement of the clutch outer plates 18, 18 pressed by the piston 14 is restricted by the stopper.

  The clutch inner plate 19 is sandwiched between the clutch outer plates 18 and 18, and the inner periphery thereof is engaged with the inner drum 17. The clutch inner plate 19 cannot rotate with respect to the inner drum 17 but is allowed to move in the axial direction. Therefore, if the piston 14 is actuated and moves rightward in the figure, the clutch inner plate 19 is sandwiched between the clutch outer plates 18, 18, and the rotation of the front cover 9 is transmitted to the front portion 21, and The pump 15 rotates with the inner shell 20. That is, the pump 15 of the torque converter 2 rotates in the engine.

  The pump 15 is configured in the inner shell 20, and a turbine runner 22 is disposed to face the stator 15. A stator 23 is attached between the pump 15 and the turbine runner 22. The front portion 21 of the inner shell 20 is provided with a second clutch 5 (lock-up clutch), and the second clutch 5 can be turned on and off by the operation of the lock-up piston 24. Yes.

  By the way, since the inside of the outer shell 13 is filled with hydraulic oil, if the pump 15 rotates, the hydraulic oil flows and the turbine runner 22 can also rotate. The stator 23 is pivotally supported via a one-way clutch, and when the rotational speed of the turbine runner 22 is low, the stator 23 does not rotate and acts to return the hydraulic oil flowing out of the turbine runner 22 to the pump 15. If the rotation speed of the runner 22 increases, the stator 23 can also rotate.

  When the rotational speed of the turbine runner 22 increases and reaches a predetermined region, the second clutch 5 is operated and the rotation of the pump 15 can be directly transmitted to the output shaft 4. The second clutch 5 includes a lock-up piston 24, an outer drum 25 welded to the inner shell 20, an inner drum 26 riveted to the lock-up piston 24, and a clutch outer plate that engages with the outer drum 25. The clutch inner plate is engaged with the drum 26.

  Therefore, if the lock-up piston 24 operates and moves to the left, the clutch outer plate and the clutch inner plate are sandwiched between the front portion 21 and the rotational torque of the front portion 21 is transmitted to the output shaft 4. Is done. Here, the damper 6 is interposed between the inner drum 26 and the turbine hub 27. That is, when the lock-up piston 24 is actuated and the second clutch 5 is turned on, the rotational speed of the turbine runner 22 attached to the turbine hub 27 and the front portion 21 is slightly different, and the slightly faster front portion 21 is engaged. When combined, impact torque is generated.

  In order to mitigate this impact torque, the damper 6 is provided. The damper 6 includes a central disk 28, both side plates 29a and 29b, and a plurality of damper springs 30, 30. Damper springs 30, 30... Are accommodated in spring accommodating portions formed on both side plates 29a, 29b, and spring retainers are provided on the inner peripheral side of the ring-shaped central disk 28. The central disk 28 is sandwiched between the side plates 29a and 29b, and the damper springs 30, 30... Are interposed between the spring pressers.

  The outer periphery of the central disk 28 is engaged with the inner drum 26, and both side plates 29 a and 29 b are connected to the turbine hub 27. That is, the spline teeth formed on the outer periphery of the turbine hub 27 are engaged with the teeth formed on the inner periphery of the plate 29b, so that relative rotation cannot be achieved. Therefore, the impact torque when the piston 24 is operated and the second clutch 5 is turned on is alleviated by the compression deformation of the damper springs 30, 30. Of course, not only the impact torque when the second clutch 5 is turned on, but also the torque fluctuation of the engine in the lock-up state can be absorbed by the damper 6.

  On the other hand, the drive device of the present invention is mounted on a hybrid vehicle, and a motor 3 (electric motor) is provided behind the torque converter 2. The motor 3 includes a ring-shaped stator 31 that does not rotate and a rotor 32 that rotates. The motor 3 also functions as a generator that converts kinetic energy into electrical energy.

  Therefore, the stator 31 is composed of a plurality of electromagnetic steel plates laminated along the axial direction and a coil wound around the electromagnetic steel plates, and the rotor is composed of a plurality of electromagnetic steel plates laminated along the axial direction. In this state, it is attached to the outer periphery of the holder 34 and fitted into the hole of the stator 31.

  By the way, the stator 31 is attached to a holder 36 of a fixed frame 35, the fixed frame 35 is attached concentrically to a sleeve 37 extending in the rear center of the outer shell 13 of the torque converter 2, and the outer periphery is attached to a housing 38. It is fixed. Here, the fixed frame 35 does not rotate, but the sleeve 37 can rotate.

The rotor 32 is attached to a holder 34 provided on the outer periphery of the rotating frame 39. The rotating frame 39 is attached to a sleeve 40 extending from the rear center of the inner shell 20, and the sleeve 40 is formed in a spline hole of the rotating frame 39. The spline shaft is fitted. Therefore, the rotor 32, the sleeve 40, and the pump 15 have a structure that can rotate in synchronization.

  Here, the rotor 32 can fit into the hole of the stator 31 and rotate, but the gap 41 formed between the stator 31 and the rotor 32 is small. That is, since the fixed frame 35 to which the stator 31 is attached is concentric with the sleeve 37 and the rotary frame 39 to which the rotor 32 is attached is concentric with the sleeve 40, the outer shell 13 of the torque converter 2 is There is no displacement due to deformation, and the gap 41 between the two can be reduced, and the performance of the motor 3 is enhanced.

That is, a bearing 46 is interposed between the fixed frame 35 and the rotating frame 39 so as to be concentric. Further, a bearing 48 is interposed between the rotary frame 39 and a frame 47 to which a pump is attached. However, it is not necessary to limit the bearing 48 that supports the rotating frame 39 to the frame 47, and it is also possible to provide a bearing between the housing side. For example, the bearing 34 can be attached to the boss 49 formed on the housing 38 by extending the holder 34 of the rotating frame 39 rearward.

By the way, the operation of the fluid transmission device of the present invention will be described below.
(1) When only the engine operates.
When the engine is operated, the front cover 9 and the outer shell 13 are rotated by the crankshaft 7 via the drive plate 8. Then, the hydraulic oil flows through the shaft hole 42 of the output shaft 4 and enters the oil chamber 44 from the oil passage 43 to move the piston 14 to turn on the first clutch 1.

  Therefore, when the first clutch 1 is turned on, the pump 15 is rotated, and the turbine runner 22 is rotated by the pump 15 using hydraulic oil as a medium. The turbine runner 22 is attached to the turbine hub 27. For this reason, the output shaft 4 fitted in the shaft hole of the turbine hub 27 rotates, and power is transmitted to the transmission. When the rotational speed of the turbine runner 22 increases and exceeds a predetermined range, the lockup piston 24 is moved by controlling the hydraulic pressure in the inner shell 20 or between the outer shell 13 and the inner shell 20 to move to the second position. Turn on clutch 5 (lock-up clutch).

  Accordingly, the rotation of the pump 15 is directly transmitted to the turbine hub 27, but when the second clutch 5 is turned on and locked up, the damper 6 provided between the pump 15 and the turbine runner 22 causes a speed difference between the two. The impact torque based on can be reduced. Of course, it is possible to absorb engine torque fluctuations in the lock-up state as well as in the lock-up state.

  Here, a sleeve 40 extends from the rear center of the pump 15, and a rotating frame 39 is attached to the sleeve 40. The rotor 32 rotates together with the pump 15, and as a result, power can be generated. In other words, when the engine is operated, the output shaft 4 is rotated to transmit power to the wheels, while the motor 3 functions as a generator to charge the battery.

(2) When the engine and motor operate.
When accelerating at the start of the vehicle, the motor can be operated simultaneously with the engine. Accordingly, in this case, the rotational torque of the rotor 32 is transmitted to the sleeve 40 via the rotating frame 39, which facilitates the rotation of the pump 15, and can be transmitted to the output shaft 4 in addition to the engine power.
The power transmission of the engine is the same as that described in (1) above.

(3) When only the motor operates.
When only the motor 3 operates, the engine stops and the outer shell 13 of the torque converter 2 does not rotate. However, the sleeve 3 is rotated by the motor 3 via the rotating frame 39, the pump 15 connected to the sleeve 40 is rotated, and the rotation of the pump 15 causes the damper 6 to be turned on when the second clutch 5 is turned on. Rotational torque is transmitted to the turbine hub 27 via the output shaft 4 and the output shaft 4 rotates. When the rotational speed is low, the second clutch 5 is not turned on, and the turbine runner 22 rotates as the pump 15 rotates, whereby the turbine hub 27 and the output shaft 4 can rotate. Here, the first clutch 1 is turned off so that the rotation of the pump 15 is not transmitted to the outer shell 13.

(4) When decelerating.
When the vehicle decelerates or travels downhill, the engine stops and the motor 3 functions to transmit the rotation of the output shaft 4 to the rotor 32 to generate power. That is, the motor 3 functions as a generator. In this case, the rotation of the output shaft 4 is transmitted through the turbine hub 27 and the pump 15 is rotated via the damper 6. Accordingly, the second clutch 5 is turned on. If the pump 15 rotates, the sleeve 40 extending from the rear center of the inner shell 20 rotates, and the rotating frame 39 fitted and attached to the sleeve 40 rotates, so that the rotor 32 rotates to generate electricity.

(5) When starting the engine with a motor.
When the vehicle is stopped, or when the vehicle is running by the motor 3, the engine can be started by the motor 3. In this case, the rotational force of the motor 3 is transmitted to the engine by turning on the first clutch 1. That is, the rotation of the motor 3 is transmitted from the pump 15 to the first clutch 1, the outer shell 13, the drive plate 8, and the crankshaft 7, and is started by rotating the engine.

  Thus, in the hybrid car, the engine and the motor are selectively operated so that the vehicle can travel. FIG. 3 shows another embodiment according to the present invention, and a part of the structure is different from that shown in FIG. That is, the inner shell has a shape extending toward the front cover side of the outer shell, and for this reason, the lock-up damper and the lock-up piston are accommodated in the inner shell.

  The clutch outer plate 18 of the first clutch 1 is engaged with the outer drum 16, and the clutch inner plate 19 is engaged with an inner shell drum 45 formed by welding to the inner shell 20. The clutch outer plate 18 rotates with the outer shell 13, and the clutch inner plate 19 rotates with the inner shell 20. However, when the piston 14 operates and the first clutch 1 is turned on, the clutch outer plate 18 and the clutch inner plate 19 are mutually connected. The inner shell 20 rotates with the outer shell 13 engaged and rotationally driven by the engine, and the pump 15 can rotate.

  The second clutch 5 is formed between the inner drum 45 and the inner drum 26 attached to the lock-up piston 24. The clutch outer plate is engaged with the inner drum 45, and the clutch inner plate is connected to the inner drum 26. Is engaged. Therefore, if the lock-up piston 24 operates, the rotation of the inner drum 45 can be transmitted to the turbine hub 27. In this case, the damper 6 is attached between the lockup piston 24 and the turbine hub 27 in order to relieve the impact torque when the lockup piston 24 is activated and locked up.

DESCRIPTION OF SYMBOLS 1 1st clutch 2 Torque converter 3 Motor 4 Output shaft 5 2nd clutch 6 Damper 7 Crankshaft 8 Drive plate 9 Front cover
10 Fixing nut
11 Centerpiece
12 Center hole
13 outer shell
14 Piston
15 Pump
16 Outside drum
17 inner drum
18 Clutch outer plate
19 Clutch inner plate
20 inner shell
21 Front
22 Turbine runner
23 Stator
24 Lock-up piston
25 Outside drum
26 Inner drum
27 Turbine hub
28 Central disk
29 plates
30 Damper spring
31 Stator
32 rotor
33 Fastener
34 Holder
35 Fixed frame
36 holder
37 sleeve
38 Housing
39 Rotating frame
40 sleeves
41 Clearance
42 Shaft hole
43 Oilway
44 Oil chamber
45 Inner shell drum
46 Bearing
47 frames
48 bearings
49 Boss

Claims (7)

In a hybrid vehicle drive device that selectively uses an engine and a motor to transmit power to an output shaft extending to the transmission side, a torque converter is disposed on the engine side and a motor is disposed behind the torque converter. The torque converter includes a first clutch for connecting the outer shell and the pump, a turbine hub for receiving the output shaft, and a second clutch for connecting the pump, and a sleeve extending from the rear center of the pump of the torque converter. A rotor is attached to the holder of the rotating frame and a fixed frame is concentrically attached to a sleeve extending from the rear center of the torque converter outer shell , and the outer periphery is fixed to the housing. The holder or housing provided on the Install the coater of the stator, further driving device for a hybrid vehicle, characterized in that the said fixed frame and a rotating frame is interposed a bearing between so as to form a concentric. 2. The drive device for a hybrid vehicle according to claim 1, wherein a drive plate attached to a tip of the crankshaft of the engine and a front cover of the torque converter are connected. The drive device for a hybrid vehicle according to claim 1, wherein a damper is attached between the second clutch and the turbine hub. In a hybrid vehicle drive device that selectively uses an engine and a motor to transmit power to an output shaft extending to the transmission side, a torque converter is disposed on the engine side and a motor is disposed behind the torque converter. The drive plate attached to the tip of the crankshaft is connected to the front cover of the torque converter, and the first clutch for connecting the outer shell and the pump, the turbine hub for fitting the output shaft, and the pump are connected in the torque converter. A damper is attached between the second clutch and the turbine hub, and a fixed frame is concentrically attached to the sleeve extending from the rear center of the torque converter outer shell, and the outer periphery is fixed to the housing. The holder provided on this fixed frame or Mounting the motor stator Ujingu, also the sleeve extending from the rear center of the torque converter pump mounting a rotor to a holder of the rotary frame with mounting the rotary frame, further, a rotating frame and said fixed frame forms a concentric A drive device for a hybrid vehicle, characterized in that a bearing is interposed therebetween . The first clutch engages a clutch outer plate and a clutch inner plate between an outer drum fixed to the front cover of the outer shell and an inner drum attached to the front portion of the inner shell, and the clutch outer plate and the clutch The drive device for a hybrid vehicle according to claim 4, wherein the inner plates are constituted by pistons that are pressed against each other. The first clutch engages a clutch outer plate and a clutch inner plate between an outer drum fixed to the front cover of the outer shell and an inner drum formed on the inner shell, and the clutch outer plate and the clutch inner plate are connected to each other. The drive device for a hybrid vehicle according to claim 4, wherein the drive device is composed of pistons that are in pressure contact with each other. The second clutch engages a clutch outer plate and a clutch inner plate between a drum formed on an inner shell and an inner drum attached to a lock-up piston, and presses the clutch outer plate and the clutch inner plate against each other. The drive device for a hybrid vehicle according to claim 4, wherein the drive device is configured by a lock-up piston.

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