JP5826129B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including an internal combustion engine and a drive device that has an electric motor and is spaced apart from the internal combustion engine.

  In a hybrid vehicle in which front wheels are driven by an internal combustion engine and rear wheels are driven by an electric motor, an exhaust pipe extending from the internal combustion engine in the front-rear direction of the vehicle is disposed on the opposite side of the power storage unit and the power drive unit with a fuel tank in between. And what suppresses the bad influence by the heat | fever of the exhaust pipe to an electrical storage apparatus, a power drive unit, a cooling system, etc. is devised (for example, refer patent document 1).

  Further, in a hybrid vehicle equipped with an exhaust purification catalyst in the engine exhaust system and appropriately driven by the engine or motor, the engine is temporarily stopped and the temperature of the exhaust purification catalyst falls below a predetermined lower limit necessary for maintaining the purification function. There has been devised a system in which the engine is operated for catalyst heating when the threshold is lowered (see, for example, Patent Document 2).

Japanese Patent Laid-Open No. 2002-144888 (FIG. 2) Japanese Patent Laid-Open No. 2002-285878 (FIG. 1)

  In general, although the temperature of the drive device rises due to friction caused by driving or heat generated from the drive source, it is better to warm up in an extremely low temperature state or the like in order to quickly enter a steady operation state. In the hybrid vehicle described in Patent Document 1, the exhaust pipe is disposed close to the electric motor and the differential differential by the above arrangement, but the temperature rise effect due to the heat of the exhaust pipe is considered. In order to obtain a sufficient temperature rise effect, further improvement is desired. In Patent Document 2, the stop of the internal combustion engine is controlled according to the temperature of the catalyst in the exhaust passage, but the temperature rise effect of the drive device due to the temperature of the drive device outside the exhaust passage and the heat of the exhaust pipe. Is not considered.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a hybrid vehicle capable of adjusting a drive device to an arbitrary temperature by heat of exhaust gas passing through an exhaust path. is there.

In order to achieve the above object, the invention according to claim 1
An internal combustion engine (for example, an internal combustion engine 4 in an embodiment described later);
An exhaust passage through which the exhaust gas of the internal combustion engine passes (for example, an exhaust passage 80 in an embodiment described later);
Electric motors (for example, first and second electric motors 2A and 2B in later-described embodiments) connected to vehicle wheels (for example, left and right rear wheels LWr, RWr in later-described embodiments) and the electric motors A housing (for example, a case 11 in the embodiment described later), and a drive device (for example, rearward from the internal combustion engine in the longitudinal direction of the vehicle and spaced apart from the internal combustion engine (for example, A rear wheel drive device 1) in an embodiment described later;
Drive device temperature acquisition means (for example, a temperature sensor 87 in an embodiment described later) for acquiring the temperature of the drive device;
An internal combustion engine control device (for example, an ECU 90 in an embodiment described later) having automatic stop means for automatically stopping the internal combustion engine according to the situation of the vehicle;
A hybrid vehicle (for example, a vehicle 3 in an embodiment described later),
The exhaust passage extends in the front-rear direction from the internal combustion engine toward the rear of the vehicle,
The exhaust passage and the drive device are arranged close to each other with a gap so that the heat of the exhaust passage can be transmitted to the drive device,
The drive device is heated by the heat of the exhaust passage,
The internal combustion engine control device controls the automatic stop means based on the drive device temperature acquired by the drive device temperature acquisition means,
The electric motor includes first and second electric motors (for example, first and second electric motors 2A and 2B in the embodiments described later),
One end side of the exhaust passage is connected to the internal combustion engine, and
A first exhaust passage (for example, a first exhaust passage 81A in an embodiment described later) passing through a distal side with respect to the second motor of the first motor in the direction in which the first and second motors are arranged;
A second exhaust passage (for example, a second exhaust passage 81B in an embodiment described later) passing through a distal side of the second motor with respect to the first motor in the arrangement direction.
In addition to the configuration of claim 1, the invention according to claim 2
The first exhaust passage and the second exhaust passage are located closer to the internal combustion engine than the first plane passing through the front end of the housing and perpendicular to the front-rear direction of the vehicle. A common part that forms a common flow path (for example, a common part 82 in an embodiment described later),
The common portion is orthogonal to the arrangement direction of the first and second motors and intersects a virtual plane (for example, a virtual plane P in an embodiment described later) that is equidistant from the first and second motors. It is characterized by being arranged in.

Invention, in addition to the first aspect according to claim 3,
The drive device temperature acquisition unit acquires the drive device temperature based on a temperature of the housing.

In addition to the configuration of claim 1, the invention according to claim 4
The hybrid vehicle according to claim 1, wherein the drive device temperature acquisition unit acquires the drive device temperature based on a temperature of the electric motor.

In addition to the structure of claim 1, the invention according to claim 5
The drive device includes a cooling lubrication medium (for example, lubricating oil in an embodiment described later) for performing cooling lubrication in the housing,
The drive device temperature acquisition means acquires the drive device temperature based on the temperature of the cooling lubrication medium.

In addition to the configuration of claim 1, the invention according to claim 6
The exhaust passage passes through the front end of the casing and passes through a first plane (for example, a first plane S1 in an embodiment described later) orthogonal to the front-rear direction of the vehicle and the front and rear of the vehicle through the rear end of the casing. A second plane (for example, a second plane S2 in the embodiment described later) orthogonal to the direction and a third plane (for example, a third plane in the embodiment described later) passing through the left end of the housing and orthogonal to the left-right direction of the vehicle. And a fourth plane (for example, a fourth plane S4 in an embodiment described later) passing through the right end of the housing and orthogonal to the left-right direction of the vehicle. To do.
In the present invention, the exhaust passage may surround the first plane to the fourth plane as long as it is formed so as to surround at least a part of each plane, that is, the exhaust path is at least one of the planes. What is necessary is just to have a part which opposes a part.

In addition to the structure of any one of claims 1 to 6 , the invention according to claim 7
The internal combustion engine control device prohibits automatic stop of the internal combustion engine when the drive device temperature acquired by the drive device temperature acquisition means is lower than a predetermined value or lower than a predetermined value.

In addition to the structure of claim 7 , the invention according to claim 8
The drive device includes a cooling lubrication medium that performs cooling lubrication in the housing,
The predetermined value is determined based on a viscosity of the cooling lubricating medium.

The invention according to claim 9 includes, in addition to the structure according to any one of claims 1 to 8 ,
The internal combustion engine is connected to wheels of the vehicle so as to be able to transmit power.

According to the first aspect of the present invention, the exhaust passage and the drive device are arranged close to each other with a gap to the extent that the heat of the exhaust passage can be transmitted to the drive device, so that overheating of the drive device is suppressed. The drive device can be heated by the heat of the exhaust gas. Further, since the internal combustion engine is controlled based on the drive device temperature, the temperature of the drive device can be arbitrarily adjusted. Further, since the drive device is spaced apart from the internal combustion engine and is disposed with a clearance from the exhaust passage, the drive device temperature has a small correlation with the internal combustion engine temperature and the exhaust passage temperature. For this reason, since the internal combustion engine is controlled based on the drive device temperature, not the temperature of the internal combustion engine or the exhaust passage, the temperature of the drive device can be adjusted more accurately. Also, two electric motors housed in the housing are provided, and the exhaust passages are arranged on the distal side of the first motor with respect to the second motor and the distal side of the second motor with respect to the first motor in the direction in which the two motors are arranged. Therefore, compared to the case where the exhaust passage is arranged only on one side of the housing that houses the motor, the housing that houses the motor is the amount of heat received in the arrangement direction of the first motor and the second motor. Heating can be performed while reducing the difference.
According to the second aspect of the present invention, the common portion is arranged at an equal distance from the first and second motors and closer to the internal combustion engine than the first and second motors. The amount of heat received can be made uniform.

According to the invention of claim 3 , since the temperature of the drive device is acquired based on the temperature of the housing that houses the electric motor, the temperature close to the overall average temperature of the housing formed over the entire circumference of the drive device. The internal combustion engine can be controlled based on the temperature of the entire drive device.

According to the invention of claim 4 , since the temperature of the drive device is acquired based on the temperature of the electric motor, the internal combustion engine can be controlled based on the temperature of the portion that is housed in the housing and is difficult to transmit the heat of the exhaust passage. It is possible to control the internal combustion engine in consideration of the temperature inside the drive device.

According to the invention of claim 5 , since the temperature of the drive device is acquired based on the temperature of the cooling lubricating medium that can flow in the housing, the entire drive device is compared with the case where the temperature is acquired at one point in the drive device. The internal combustion engine can be controlled based on the temperature.

According to the invention of claim 6 , the exhaust passage is arranged so as to surround the four surfaces around the casing. As a result, it is possible to heat the casing from four directions by the heat of the exhaust passage and to efficiently raise the temperature of the first and second motors housed in the casing.

According to the seventh aspect of the present invention, the internal combustion engine is stopped according to the state of the vehicle, and the stop is prohibited only when the drive device temperature is low. Therefore, the drive device is suppressed while suppressing fuel consumption in the internal combustion engine. Can be raised.

According to the invention of claim 8 , since the predetermined value is determined based on the viscosity of the cooling lubricating medium, the internal temperature engine is prohibited from being automatically stopped according to the viscosity of the cooling lubricating medium, and the temperature of the drive device is increased. It is possible to reduce the resistance caused by the cooling lubrication medium at an early stage.

According to the ninth aspect of the present invention, the internal combustion engine connected to the exhaust passage for warming the casing serves as a drive source for the vehicle. As a result, the temperature of the driving device can be increased by the heat of the internal combustion engine when generating the driving force of the vehicle, and there is no need to arrange a separate member such as a heater.

1 is a block diagram illustrating a schematic configuration of a hybrid vehicle according to an embodiment of the present invention. It is a longitudinal cross-sectional view of a rear-wheel drive device. FIG. 3 is an enlarged partial sectional view of an upper portion of the rear wheel drive device shown in FIG. 2. It is the perspective view which looked at the rear-wheel drive device supported with the support apparatus from diagonally forward and downward. It is a bottom view of the hybrid vehicle around a rear wheel drive device. (A) And (b) is the schematic of the hybrid vehicle which concerns on the modification of this invention. It is the schematic of the hybrid vehicle which concerns on the other modification of this invention.

  Hereinafter, as a hybrid vehicle according to an embodiment of the present invention, an internal combustion engine disposed at the front of the vehicle, and a rear wheel drive device that includes an electric motor and is disposed at the rear of the vehicle apart from the internal combustion engine. I will explain things.

  A hybrid vehicle 3 shown in FIG. 1 has a drive device 6 (hereinafter referred to as a front wheel drive device) in which an internal combustion engine 4 and an electric motor 5 are connected in series at the front portion of the vehicle. While being transmitted to the front wheel Wf via the transmission 7, the power of the drive device 1 (hereinafter referred to as a rear wheel drive device) provided at the rear of the vehicle separately from the front wheel drive device 6 is the rear wheel Wr (RWr). , LWr). The rear wheel drive device 1 includes first and second electric motors 2A and 2B. The power of the first electric motor 2A is transmitted to the left rear wheel LWr, and the power of the second electric motor 2B is transmitted to the right rear wheel RWr. The electric motor 5 of the front wheel drive device 6 and the first and second electric motors 2A and 2B of the rear wheel drive device 1 are connected to a battery 9 via a PDU (power drive unit) 8, and supply power from the battery 9 and the battery 9. Energy regeneration is performed via the PDU 8. The PDU 8 is connected to an ECU 90 described later.

  FIG. 2 is a longitudinal sectional view of the entire rear wheel drive device 1, and FIG. 3 is an enlarged partial sectional view of the upper part of FIG. A case 11 that is a housing of the rear wheel drive device 1 includes a central case 11M disposed substantially in the vehicle width direction (hereinafter also referred to as a left-right direction of the vehicle) and left and right sides of the central case 11M so as to sandwich the central case 11M. The left side case 11 </ b> A and the right side case 11 </ b> B are arranged in a substantially cylindrical shape. Inside the case 11 are axles 10A and 10B for the rear wheels Wr, first and second electric motors 2A and 2B for driving the axles, and first and second shifts for decelerating the driving rotation of the electric motors 2A and 2B. The 1st and 2nd planetary gear type reduction gears 12A and 12B as a machine are accommodated. The first planetary gear type speed reducer 12A is disposed on the power transmission path between the first electric motor 2A and the left rear wheel LWr, and the second planetary gear type speed reducer 12B transmits the power between the second electric motor 2B and the right rear wheel RWr. Placed on the path. The axle 10A, the first electric motor 2A, and the first planetary gear type speed reducer 12A are connected to the left rear wheel LWr so as to be able to transmit power, and drive-control the left rear wheel LWr. The axle 10B, the second electric motor 2B, and the second planetary gear type speed reducer 12B are connected to the right rear wheel RWr so as to be able to transmit power, and drive-control the right rear wheel RWr.

  The rotation axes of the first electric motor 2A, the first planetary gear speed reducer 12A, the second electric motor 2B, and the second planetary gear speed reducer 12B are arranged side by side on the same axis line x. The first electric motor 2 </ b> A and the first planetary gear speed reducer 12 </ b> A are arranged in this order from the outer side in the left-right direction of the vehicle 3. The second electric motor 2B and the second planetary gear type speed reducer 12B are arranged in this order from the outer side in the left-right direction of the vehicle 3. Accordingly, the first and second electric motors 2A and 2B are disposed outside the first and second planetary gear speed reducers 12A and 12B. The axle 10A, the first electric motor 2A and the first planetary gear speed reducer 12A, and the axle 10B, the second electric motor 2B and the second planetary gear speed reducer 12B are arranged symmetrically in the vehicle width direction in the case 11. Has been.

  The side cases 11A and 11B are respectively provided with partition walls 18A and 18B extending radially inward on the central case 11M side. Between the side cases 11A and 11B and the partition walls 18A and 18B, first and first partitions are provided. Two electric motors 2A and 2B are arranged. Further, first and second planetary gear speed reducers 12A and 12B are arranged in a space surrounded by the central case 11M and the partition walls 18A and 18B. As shown in FIG. 2, in this embodiment, the left side case 11A and the central case 11M constitute a first case 11L that houses the first electric motor 2A and the first planetary gear type speed reducer 12A. The right side case 11B and the central case 11M constitute a second case 11R that accommodates the second electric motor 2B and the second planetary gear speed reducer 12B. The first case 11L has a left reservoir RL that stores oil (hereinafter also referred to as “lubricating oil”) that is used for lubrication and / or cooling of at least one of the first electric motor 2A and the power transmission path. The second case 11R has a right reservoir RR that stores oil used for lubrication and / or cooling of at least one of the second electric motor 2B and the power transmission path.

  The rear wheel drive device 1 is provided with a breather device 40 that communicates the inside and outside of the case 11 so that the air inside the case 11 escapes to the outside through the breather chamber 41 so that the air does not become excessively high temperature and pressure. Configured as follows. The breather chamber 41 is disposed at the upper part in the vertical direction of the case 11, and includes an outer wall of the central case 11M, a first cylindrical wall 43 extending substantially horizontally in the central case 11M on the left side case 11A side, and a right side case. A second cylindrical wall 44 extending substantially horizontally on the 11B side, a left and right dividing wall 45 connecting the inner ends of the first and second cylindrical walls 43, 44, and a left side case 11A of the first cylindrical wall 43. A space formed by a baffle plate 47A attached so as to abut on the side tip, and a baffle plate 47B attached so as to abut on the right side case 11B side tip of the second cylindrical wall 44. The

  The first and second cylindrical walls 43, 44 and the left and right dividing walls 45 that form the lower surface of the breather chamber 41 are such that the first cylindrical wall 43 is positioned radially inward from the second cylindrical wall 44, and the left and right dividing walls 45 are A third cylinder that extends from the inner end of the second cylindrical wall 44 to the inner end of the first cylindrical wall 43 while being bent while reducing the diameter, and further extends radially inward and extends substantially horizontally. Reach wall 46. The third cylindrical wall 46 is located on the inner side of both outer end portions of the first cylindrical wall 43 and the second cylindrical wall 44 and substantially in the center thereof.

  In the central case 11M, baffle plates 47A, 47B are planetary gear type in a space between the first cylindrical wall 43 and the outer wall of the central case 11M or a space between the second cylindrical wall 44 and the outer wall of the central case 11M. It is fixed so as to be separated from the speed reducer 12A or the planetary gear type speed reducer 12B.

  In addition, an external communication path 49 that connects the breather chamber 41 and the outside is connected to the central case 11M on the upper surface in the vertical direction of the breather chamber 41. The breather chamber side end portion 49a of the external communication passage 49 is arranged so as to be directed downward in the vertical direction. Accordingly, the oil is prevented from being discharged to the outside through the external communication passage 49.

  In the first and second motors 2A and 2B, the stators 14A and 14B are fixed to the side cases 11A and 11B, respectively, and annular rotors 15A and 15B are provided on the inner peripheral sides of the stators 14A and 14B with respect to the stators 14A and 14B. Are arranged so as to be relatively rotatable. Cylindrical shafts 16A and 16B surrounding the outer periphery of the axles 10A and 10B are coupled to the inner peripheral portions of the rotors 15A and 15B, and the cylindrical shafts 16A and 16B can be relatively rotated coaxially with the axles 10A and 10B. The side cases 11A and 11B are supported by end walls 17A and 17B and partition walls 18A and 18B via bearings 19A and 19B. That is, in this embodiment, the power transmission path between the first electric motor 2A and the first planetary gear type reduction gear 12A has a hollow structure by the cylindrical shaft 16A, and the first planetary gear type reduction gear 12A and the left rear wheel LWr. The axle 10A constituting the power transmission path is inserted through the hollow structure. Similarly, the power transmission path between the second electric motor 2B and the second planetary gear speed reducer 12B has another hollow structure by the cylindrical shaft 16B, and the power between the second planetary gear speed reducer 12B and the right rear wheel RWr. The axle 10B constituting the transmission path is inserted through another hollow structure. Further, the rotation position information of the rotors 15A and 15B is fed back to the control controllers (not shown) of the electric motors 2A and 2B on the end walls 17A and 17B on the outer periphery on one end side of the cylindrical shafts 16A and 16B. Resolvers 20A and 20B are provided.

  The first and second planetary gear speed reducers 12A and 12B include sun gears 21A and 21B, a plurality of planetary gears 22A and 22B meshed with the sun gear 21, and planetary carriers 23A that support these planetary gears 22A and 22B. , 23B and ring gears 24A, 24B meshed with the outer peripheral sides of the planetary gears 22A, 22B. The driving forces of the electric motors 2A, 2B are input from the sun gears 21A, 21B, and the decelerated driving forces are transmitted to the planetary carrier 23A, It is output to the axles 10A and 10B through 23B.

  The sun gears 21A and 21B are formed integrally with the cylindrical shafts 16A and 16B. The planetary gears 22A and 22B are double pinions having first pinions 26A and 26B having large diameters directly meshed with the sun gears 21A and 21B, and second pinions 27A and 27B having smaller diameters than the first pinions 26A and 26B. The first pinions 26A and 26B and the second pinions 27A and 27B are integrally formed in a state of being coaxial and offset in the axial direction. The planetary gears 22A and 22B are supported by the pinion shafts 32A and 32B of the planetary carriers 23A and 23B via needle bearings 31A and 31B, and the planetary carriers 23A and 23B have an axially inner end extending radially inward to the axle 10A. 10B and is supported by the partition walls 18A and 18B via bearings 33A and 33B.

  The ring gears 24A and 24B have gear portions 28A and 28B that are meshed with the second pinions 27A and 27B whose inner peripheral surfaces are small diameters, and small diameters that are smaller than the gear portions 28A and 28B and that are opposed to each other at an intermediate position of the case 11. Parts 29A, 29B, and connecting parts 30A, 30B for connecting the axially inner ends of the gear parts 28A, 28B and the axially outer ends of the small diameter parts 29A, 29B in the radial direction.

  The gear portions 28A and 28B face each other in the axial direction with a third cylindrical wall 46 formed at the inner diameter side end portion of the left and right dividing wall 45 of the central case 11M. The outer diameter surfaces of the small diameter portions 29A and 29B are spline-fitted to an inner race 51 of a one-way clutch 50, which will be described later, and the ring gears 24A and 24B are connected to each other so as to rotate integrally with the inner race 51 of the one-way clutch 50. Configured.

  On the planetary gear type speed reducer 12B side, between the second cylindrical wall 44 of the central case 11M constituting the case 11 and the gear portion 28B of the ring gear 24B, a hydraulic brake 60 constituting braking means for the ring gear 24B is provided. It arrange | positions so that it may overlap with the 1st pinion 26B in radial direction, and it may overlap with the 2nd pinion 27B in an axial direction. The hydraulic brake 60 includes a plurality of fixed plates 35 that are spline-fitted to the inner peripheral surface of the second cylindrical wall 44 and a plurality of rotary plates 36 that are spline-fitted to the outer peripheral surface of the gear portion 28B of the ring gear 24B. These plates 35 and 36 are arranged to be fastened and released by an annular piston 37. The piston 37 is accommodated in an annular cylinder chamber formed between the left and right dividing walls 45 of the central case 11M and the third cylindrical wall 46, and is further provided with a receiving provided on the outer peripheral surface of the third cylindrical wall 46. The elastic member 39 supported by the seat 38 is constantly urged in a direction to release the fixed plate 35 and the rotating plate 36.

  More specifically, the working chamber S into which oil is directly introduced is defined between the left and right dividing walls 45 and the piston 37, and when the pressure of the oil introduced into the working chamber S exceeds the urging force of the elastic member 39, The piston 37 moves forward (to the right), and the fixed plate 35 and the rotating plate 36 are pressed against each other and fastened. When the urging force of the elastic member 39 exceeds the pressure of the oil introduced into the working chamber S, the piston 37 moves backward (leftward movement), and the fixed plate 35 and the rotating plate 36 are separated and released. . The hydraulic brake 60 is connected to an oil pump 70 (see FIG. 4) described later.

  In the case of this hydraulic brake 60, the fixed plate 35 is supported by the second cylindrical wall 44 extending from the left and right dividing walls 45 of the central case 11M constituting the case 11, while the rotating plate 36 is supported by the gear portion 28B of the ring gear 24B. Therefore, when the plates 35 and 36 are pressed by the piston 37, a braking force is applied to the ring gear 24B by the frictional engagement between the plates 35 and 36, and is fixed. When the fastening by the piston 37 is released from this state, the ring gear 24B is allowed to rotate freely. As described above, since the ring gears 24A and 24B are connected to each other, the braking force is also applied to the ring gear 24A when the hydraulic brake 60 is fastened, and the ring gear 24A is fixed when the hydraulic brake 60 is released. Free rotation is allowed.

  Also, a space is secured between the coupling portions 30A and 30B of the ring gears 24A and 24B facing each other in the axial direction, and only power in one direction is transmitted to the ring gears 24A and 24B in the space to transmit power in the other direction. A one-way clutch 50 is arranged to be shut off. The one-way clutch 50 has a large number of sprags 53 interposed between an inner race 51 and an outer race 52. The inner race 51 is connected to the small diameter portions 29A, 29B of the ring gears 24A, 24B by spline fitting. It is configured to rotate integrally. The outer race 52 is positioned by the third cylindrical wall 46 and is prevented from rotating.

  The one-way clutch 50 is configured to engage and lock the rotation of the ring gears 24A and 24B when the vehicle 3 moves forward with the power of the electric motors 2A and 2B. More specifically, the one-way clutch 50 is engaged when rotational power in the forward direction on the motors 2A, 2B side (rotation direction when the vehicle 3 is advanced) is input to the wheel Wr side. When the rotational power in the reverse direction on the electric motors 2A and 2B is input to the wheels Wr, the non-engagement state is established, and when the rotational power in the forward direction on the wheels Wr is input to the electric motors 2A and 2B, it is not engaged. The engaged state is established when the rotating power in the reverse direction on the wheel Wr side is input to the electric motors 2A, 2B while being engaged.

  Further, as shown in FIG. 4, an oil pump 70 as an auxiliary machine is fixed to the front side surface 11f of the central case 11M. The oil pump 70 is, for example, a trochoid pump, which is driven by an electric motor (not shown) such as a position sensorless / brushless DC motor and sucks oil stored in the left and right reservoirs RL, RR, and the case 11 and axles 10A, 10B, etc. Each part is lubricated and cooled via lubrication flow paths 71A and 71B provided in each of the mechanical parts.

  Thus, in the rear wheel drive device 1 of the present embodiment, the one-way clutch 50 and the hydraulic brake 60 are provided in parallel on the power transmission path between the electric motors 2A, 2B and the wheels Wr. It should be noted that the hydraulic brake 60 is released, weakly engaged, or engaged by the pressure of oil supplied from the oil pump 70 according to the running state of the vehicle and the engaged / disengaged state of the one-way clutch 50. Be controlled. For example, when the vehicle 3 moves forward by powering drive of the electric motors 2A and 2B (at low vehicle speed and medium vehicle speed), the one-way clutch 50 is engaged, so that power can be transmitted but the hydraulic brake 60 is weakly engaged. Therefore, even when the input of forward rotational power from the motors 2A and 2B side temporarily decreases and the one-way clutch 50 is disengaged, the motors 2A and 2B Inability to transmit power to the wheel Wr side is suppressed. Further, when the vehicle 3 moves forward by power driving of the internal combustion engine 4 and / or the electric motor 5 (at the time of high vehicle speed), the one-way clutch 50 is disengaged and the hydraulic brake 60 is controlled to be in a released state, Over-rotation of the electric motors 2A and 2B is prevented. On the other hand, when the vehicle 3 moves backward or regenerates, the one-way clutch 50 is disengaged, so that the hydraulic brake 60 is controlled to be in the engaged state, so that the rotational power in the reverse direction from the electric motors 2A and 2B is changed to the wheels Wr. Or forward rotational power on the wheel Wr side is input to the electric motors 2A and 2B.

  As shown in FIG. 4, the rear wheel drive device 1 is supported by the subframe 13 by mount members 13 a and 13 b and is fixed below the floor panel 72 (see FIG. 5) of the vehicle 3 through the subframe 13. The Also, on the front side surface 11f of the left side case 11A and the right side case 11B, three-phase wires of a stator coil wound around the stators 14A and 14B are connected to conductive cables 103A and 103B extending from an external device (not shown). The first and second connectors 101A and 101B are provided for electrical connection with each other.

  As shown in FIG. 1, the rear wheel drive device 1 is arranged behind the internal combustion engine 4 in the front-rear direction of the vehicle 3. The internal combustion engine 4 connected to the front wheel Wf of the vehicle so as to be able to transmit power is orthogonal to the arrangement direction of the first and second electric motors 2A and 2B and is located at an equal distance from the first and second electric motors 2A and 2B. It arrange | positions in the position which cross | intersects the virtual plane P (refer FIG. 2).

Further, as shown in FIGS. 1 and 5, one end side is connected to the internal combustion engine 4, and an exhaust passage 80 through which the exhaust gas of the internal combustion engine 4 passes extends from the internal combustion engine 4 to the rear of the vehicle 3. In the direction in which the second electric motors 2A and 2B are arranged, the first exhaust passage 81A passing through the distal side with respect to the second electric motor 2B in the first electric motor 2A and the first electric motor 2A in the second electric motor 2B in the arrangement direction. And a second exhaust passage 81B passing through the distal side. The first exhaust passage 81A and the second exhaust passage 81B are arranged in parallel on the first motor side and the second motor side of the rear wheel drive device 1.
Further, the exhaust passage 80 is disposed at one end side of the first exhaust passage 81A and the second exhaust passage 81B and at a position intersecting the virtual plane P, and is a common flow path for the first and second exhaust passages 81A and 81B. The common part 82 which forms is provided.

  Among the exhaust passages 80 configured in this way, the first exhaust passage 81A and the second exhaust passage 81B are such that the heat of the exhaust gas passing through the exhaust passage 80 can be transmitted to the electric motors 2A and 2B. Are arranged close to each other with a gap. Further, the exhaust passage 80 is arranged so as to surround the four surfaces around the case 11. That is, the exhaust passage 80 passes through the front end of the case 11 and is perpendicular to the front-rear direction of the vehicle 3. The exhaust passage 80 passes through the rear end of the case 11 and is perpendicular to the front-rear direction of the vehicle 3. Is disposed so as to surround a third plane S3 that passes through the left end of the vehicle 3 and orthogonal to the left-right direction of the vehicle 3 and a fourth plane S4 that passes through the right end of the case 11 and orthogonal to the left-right direction of the vehicle 3.

Specifically, the first exhaust passage 81A branches from the common portion 82 and extends outward in the left-right direction, the branch portion 83a opposed to the first plane S1, and the rear from the branch portion 83a. An axially extending portion 84a that faces S3, an inwardly extending portion 85a that extends inward in the left-right direction toward the rear from the axially extending portion 84a, and that faces the second plane S2, and this inwardly extending portion And a bending portion 86a that is further bent outward from the left and right direction from 85a. Further, the second exhaust passage 81B also branches from the common portion 82 and extends outward in the left-right direction, and extends from the branch portion 83b facing the first plane S1 to the rear and from the branch portion 83b to the fourth plane S4. From the facing axially extending portion 84b, the inwardly extending portion 85b that extends inward in the left-right direction toward the rear from the axially extending portion 84b, and that faces the second plane S2, and the inwardly extending portion 85b And a curved portion 86b that is curved outward in the left-right direction.
Thereby, the case 11 can be heated from four directions by the heat of the exhaust passage 80, and the temperature of the first and second electric motors 2A and 2B accommodated in the case 11 can be increased.

  Returning to FIG. 1, in the case 11 of the rear wheel drive device 1, as a drive device temperature acquisition means for acquiring the temperature of the rear wheel drive device 1, a lubricating oil that is a cooling lubricating medium that performs cooling lubrication in the case 11. A temperature sensor 87 is provided to measure the temperature. The temperature sensor 87 can be installed at any position in the case 11 as long as the temperature of the lubricating oil can be measured at any time.

  The ECU 90 is a control device for performing various controls of the entire vehicle. The ECU 90 is obtained from the rotation speed, steering angle, accelerator pedal opening AP, shift position, state of charge SOC in the battery 9, and temperature sensor 87 obtained from the resolvers 20A and 20B. The temperature of the lubricating oil is entered. On the other hand, the ECU 90 includes a signal for controlling the internal combustion engine 4 and a signal for controlling the PDU 8, including the idling stop control for automatically stopping the internal combustion engine 4, that is, the electric motor 5 and the rear wheel drive device of the front wheel drive device 6. Signals for controlling the first and second electric motors 2A and 2B are output. Therefore, the ECU 90 constitutes an internal combustion engine control device having automatic stop means for automatically stopping the internal combustion engine 4 in accordance with the state of the vehicle.

  Furthermore, the ECU 90 performs control so as to perform an idling stop function that automatically stops the internal combustion engine 4 in response to the stop of the vehicle 3, for example, but the rear wheel drive device 1 is used in a cryogenic state. In this case, the automatic stop of the internal combustion engine 4 is prohibited, and the temperature rise of the rear wheel drive device 1 using the heat of the exhaust gas passing through the exhaust passage 80 is prioritized.

That is, when the temperature of the lubricating oil as the drive device temperature acquired by the temperature sensor 87 is less than a predetermined value, the automatic stop of the internal combustion engine 4 is prohibited and the internal combustion engine 4 continues to operate. Is transmitted to the rear wheel drive device 1 that is disposed close to the exhaust passage 80 with a gap. As a result, the temperature of the rear wheel drive device 1 can be raised in the extremely low temperature state of the rear wheel drive device 1 while suppressing fuel consumption in the internal combustion engine 4 by the idling stop function at normal times.
Note that the ECU 90 may perform control so that automatic stop of the internal combustion engine 4 is prohibited when the temperature of the lubricating oil is equal to or lower than a predetermined value.

  The predetermined value is preferably determined based on the viscosity of the lubricating oil, and it is possible to determine that the temperature of the lubricating oil is substantially equal to the temperature of the rear wheel drive device 1, and the fluidity of the lubricating oil is ensured. It is preferable that the temperature is determined. Thereby, the internal combustion engine 4 can be more accurately controlled based on the drive device temperature by setting the predetermined value to the temperature at which the fluidity of the lubricating oil can be secured based on the viscosity.

  Further, when the temperature of the lubricating oil exceeds a predetermined value, the ECU 90 cancels the prohibition of the automatic stop of the internal combustion engine 4 by the automatic stop means and controls the internal combustion engine 4 to perform the idling stop function.

  As described above, according to the hybrid vehicle 3 according to the present embodiment, power can be transmitted to the internal combustion engine 4, the exhaust passage 80 through which the exhaust gas of the internal combustion engine 4 passes, and the left and right rear wheels LWr, RWr of the vehicle 3. The first and second electric motors 2A and 2B connected to each other, and a case 11 for accommodating the first and second electric motors 2A and 2B. A rear wheel drive device 1 that is arranged away from the engine 4, a temperature sensor 87 that acquires the temperature of the rear wheel drive device 1, and an automatic stop that automatically stops the internal combustion engine 4 according to the situation of the vehicle 3. ECU 90 having means. The exhaust passage 80 extends in the front-rear direction from the internal combustion engine 4 toward the rear of the vehicle 3, and the exhaust passage 80 and the rear wheel drive device 1 can transfer heat from the exhaust passage 80 to the rear wheel drive device 1. Since they are arranged close to each other with a gap therebetween, it is possible to raise the temperature of the rear wheel drive device 1 by the heat of the exhaust gas while suppressing overheating of the rear wheel drive device 1. Moreover, since ECU90 controls an automatic stop means based on the temperature of lubricating oil, it can adjust the temperature of the rear-wheel drive device 1 arbitrarily. Further, since the rear wheel drive device 1 is spaced apart from the internal combustion engine 4 and is disposed with a clearance from the exhaust passage 80, the temperature of the lubricating oil correlates with the internal combustion engine temperature and the exhaust passage temperature. Becomes smaller. For this reason, since the internal combustion engine 4 is controlled not based on the temperature of the internal combustion engine 4 or the exhaust passage 80 but on the drive device temperature, the temperature of the rear wheel drive device 1 can be adjusted more accurately.

  Further, the rear wheel drive device 1 includes a lubricating oil that cools and lubricates the inside of the case 11, and acquires the temperature of the rear wheel drive device 1 based on the temperature of the lubricating oil that can flow in the electric motors 2A and 2B. Compared to the case where the temperature is acquired at one point in the rear wheel drive device 1, a value close to the temperature of the entire rear wheel drive device 1 can be acquired.

  The exhaust passage 80 extends from the internal combustion engine 4 toward the rear of the vehicle 3, passes through the front end of the case 11, and passes through the first plane S <b> 1 orthogonal to the front-rear direction of the vehicle 3 and the rear end of the case 11. A second plane S2 orthogonal to the front-rear direction of the vehicle 3, a third plane S3 orthogonal to the left-right direction of the vehicle 3 passing through the left end of the case 11, and a fourth orthogonal to the left-right direction of the vehicle 3 passing through the right end of the case 11 It arrange | positions so that plane S4 may be surrounded. Thereby, the case 11 can be heated from four directions by the heat of the exhaust passage 80, and the temperature of the first and second electric motors 2A and 2B accommodated in the case 11 can be increased efficiently.

  Further, the exhaust passage 80 is connected to the internal combustion engine 4 at one end side, and is a first passing through the distal side with respect to the second electric motor 2B of the first electric motor 2A in the arrangement direction of the first and second electric motors 2A, 2B. An exhaust passage 81A and a second exhaust passage 81B passing through the distal side with respect to the first electric motor 2A of the second electric motor 2B in the arrangement direction are included. Therefore, since the first exhaust passage 81A and the second exhaust passage 81B are arranged in parallel on the first motor side and the second motor side of the rear wheel drive device 1, the first exhaust passage 81A and the second exhaust passage are arranged. Compared with the case where the passage 81B is arranged in series on the first electric motor side and the second electric motor side of the rear wheel drive device 1, the case 11 is heated while reducing the difference in the amount of heat received in the arrangement direction. Can do.

  Furthermore, the first exhaust passage 81A and the second exhaust passage 81B include a common portion 82 that forms a common flow path for the first and second exhaust passages on the proximal side of the internal combustion engine 4 with respect to the first plane S1. The common part 82 is arranged at a position that intersects the virtual plane P that is orthogonal to the arrangement direction and is equidistant from the first and second electric motors 2A, 2B. Accordingly, since the common portion 82 is disposed at a distance closer to the internal combustion engine 4 than the first and second electric motors 2A and 2B at an equal distance from the first and second electric motors 2A and 2B, the first and second electric motors are disposed. The amount of heat received by 2A and 2B can be made uniform.

  Further, since the ECU 90 prohibits the automatic stop of the internal combustion engine 4 when the temperature of the lubricating oil correlated with the temperature of the rear wheel drive device 1 is less than a predetermined value, the ECU 90 stops the internal combustion engine 4 according to the state of the vehicle. On the other hand, since the stop is prohibited only when the temperature of the rear wheel drive device 1 is low, it is possible to raise the temperature of the rear wheel drive device 1 while suppressing fuel consumption in the internal combustion engine 4.

  Further, since the predetermined value is determined based on the viscosity of the lubricating oil, it is possible to raise the temperature of the rear wheel drive device 1 by prohibiting the automatic stop of the internal combustion engine 4 in accordance with the viscosity of the lubricating oil. Resistance can be reduced early.

  The internal combustion engine 4 is connected to the front wheel Wf of the vehicle 3 so that power can be transmitted, and the internal combustion engine 4 connected to the exhaust passage 80 for warming the case 11 serves as a drive source of the vehicle 3. Thereby, the temperature of the rear-wheel drive device 1 can be raised by the heat of the internal combustion engine 4 when generating the driving force of the vehicle 3, and it is not necessary to arrange a separate member such as a heater.

  In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.

In the present embodiment, a temperature sensor that measures the temperature of the lubricating oil is used as the drive device temperature obtaining unit that obtains the temperature of the rear wheel drive device 1, but is not limited thereto, and the temperature of the case 11 is measured. A temperature sensor may be used, a temperature sensor that measures the temperature of either the stator or the rotor of the first and second electric motors 2A, 2B may be used, and the temperature of the refrigerant that cools the electric motor is measured. A temperature sensor may be used. When the temperature of the rear wheel drive device 1 is acquired based on the temperature of the case 11, it is possible to acquire a temperature close to the overall average temperature of the case 11 formed over the entire circumference of the rear wheel drive device 1. Thus, the internal combustion engine 4 can be controlled based on the temperature of the entire rear wheel drive device 1. Moreover, when acquiring the temperature of the rear-wheel drive device 1 based on the temperature of 1st and 2nd electric motor 2A, 2B, based on the temperature of the part which is accommodated in the case 11 and the heat | fever of the exhaust passage 80 cannot transmit easily. Thus, the internal combustion engine 4 can be controlled, and the internal combustion engine 4 can be controlled in consideration of the temperature inside the rear wheel drive device 1.
Further, the temperature detected by the temperature sensor may be used as it is for the driving device temperature, or a temperature estimated from the temperature detected by the temperature sensor may be used.

  In the above-described embodiment, the front wheel drive device 6 provided with the internal combustion engine 4 and the electric motor 5 at the front part of the vehicle, and the first and second electric motors 2A and 2B and the first and second motors at the rear part of the vehicle separated from the internal combustion engine 4 are provided. Although the hybrid vehicle having the rear wheel drive device 1 including the planetary gear type reduction gears 12A and 12B has been described, the present invention is separated from the internal combustion engine 4 and the internal combustion engine 4 to which the exhaust passage 80 is connected. And if it has the 1st and 2nd electric motor 2A, 2B and the drive device provided with the case 11, it will not be limited to this.

  For example, as shown in FIG. 6 (a), the drive device 1 disposed at the rear of the vehicle does not pass through the first and second transmissions, and the first and second electric motors 2A and 2B and the left and right rear wheels LWr, The RWr may be connected to be able to transmit power. Further, as shown in FIG. 6B, the front wheel drive device 1a having the first and second electric motors 2A and 2B and the first and second transmissions 12A and 12B has an internal combustion engine 4 in front of the drive device 1a. It is possible to adopt a configuration in which the left and right front wheels LWf and RWf are driven by being spaced apart from each other.

  Further, in the above embodiment, the internal combustion engine 4 is connected to the front wheel Wf of the vehicle 3 so as to be able to transmit power, but as shown in FIG. 7, the internal combustion engine 4 is configured to be used for power generation. May be. In this case, the electric power generated by the generator 91 by the power of the internal combustion engine 4 is charged in the battery 9 or supplied to the electric motor 2, and the power of the driving device 1b including the electric motor 2 is transmitted through the transmission 7 to the front wheels Wf. Is transmitted to. Also in this case, the exhaust passage 80 and the housing 11 are disposed close to each other to such an extent that the heat of the exhaust passage 80 can be transmitted to the electric motor 2, and the present invention can be applied.

  The exhaust passage 80 only needs to extend in the front-rear direction from the internal combustion engine 4 toward the rear of the vehicle. The exhaust passage 80 extends from the internal combustion engine 4 to the front of the vehicle and then extends in the front-rear direction toward the rear of the vehicle. It may be extended.

  Furthermore, although the exhaust passage 80 of the present invention is configured by an exhaust pipe, the exhaust path 80 may include a catalyst device and a silencer connected to the exhaust pipe, and the catalyst device and the silencer may be first to first. It may be configured to partially surround the four planes.

Further, the exhaust passage 80 is not limited to the one in the above embodiment as long as it is formed so as to surround the first to fourth planes. What is necessary is just to design according to a shape.
For example, in the first and second exhaust passages 81A and 81B, the axially extending portions 84a and 84b are swelled most in the vicinity of the axles 10A and 10B, that is, the position intersecting the axis line x in the longitudinal direction of the vehicle. However, it may be formed linearly along the front-rear direction.

1 Rear wheel drive device (drive device)
1a Front wheel drive device (drive device)
1b Drive device 2 Electric motor 2A First electric motor 2B Second electric motor 3 Hybrid vehicle 4 Internal combustion engine 11 Case (housing)
12A First planetary gear type speed reducer (first transmission)
12B Second planetary gear type speed reducer (second transmission)
80 Exhaust passage 81A First exhaust passage 81B Second exhaust passage 82 Common part P Virtual plane S1 First plane S2 Second plane S3 Third plane S4 Fourth plane

Claims (9)

An internal combustion engine;
An exhaust passage through which the exhaust gas of the internal combustion engine passes;
An electric motor connected to a wheel of the vehicle so as to be capable of transmitting power; and a housing that houses the electric motor, and is disposed rearward of the internal combustion engine in the front-rear direction of the vehicle and separated from the internal combustion engine. A driving device,
Driving device temperature acquisition means for acquiring the temperature of the driving device;
An internal combustion engine control device having automatic stop means for automatically stopping the internal combustion engine in accordance with the state of the vehicle;
A hybrid vehicle having
The exhaust passage extends in the front-rear direction from the internal combustion engine toward the rear of the vehicle,
The exhaust passage and the drive device are arranged close to each other with a gap so that the heat of the exhaust passage can be transmitted to the drive device,
The drive device is heated by the heat of the exhaust passage,
The internal combustion engine control device controls the automatic stop means based on the drive device temperature acquired by the drive device temperature acquisition means,
The electric motor includes first and second electric motors,
One end side of the exhaust passage is connected to the internal combustion engine, and
A first exhaust passage passing through a distal side with respect to the second motor of the first motor in the direction in which the first and second motors are arranged;
A hybrid vehicle comprising: a second exhaust passage that passes in a distal direction with respect to the first motor of the second motor in the arrangement direction. The first exhaust passage and the second exhaust passage are located closer to the internal combustion engine than the first plane passing through the front end of the housing and perpendicular to the front-rear direction of the vehicle. It has a common part that forms a common flow path,
The common portion is disposed at a position that is orthogonal to the direction in which the first and second motors are aligned and intersects a virtual plane that is equidistant from the first and second motors. The hybrid vehicle described in 1.   The hybrid vehicle according to claim 1, wherein the driving device temperature acquisition unit acquires the driving device temperature based on a temperature of the housing.   The hybrid vehicle according to claim 1, wherein the drive device temperature acquisition unit acquires the drive device temperature based on a temperature of the electric motor. The drive device includes a cooling lubrication medium that performs cooling lubrication in the housing,
The hybrid vehicle according to claim 1, wherein the drive device temperature acquisition unit acquires the drive device temperature based on a temperature of the cooling lubrication medium. The exhaust passage includes a first plane that passes through the front end of the casing and is orthogonal to the front-rear direction of the vehicle, a second plane that passes through the rear end of the casing and is orthogonal to the front-rear direction of the vehicle, The third plane passing through the left end and orthogonal to the left-right direction of the vehicle and the fourth plane passing through the right end of the housing and orthogonal to the left-right direction of the vehicle are arranged to surround the third plane. Item 2. The hybrid vehicle according to Item 1 .   The internal combustion engine control device prohibits automatic stop of the internal combustion engine when the drive device temperature acquired by the drive device temperature acquisition means is lower than a predetermined value or lower than a predetermined value. The hybrid vehicle according to any one of the above. The drive device includes a cooling lubrication medium that performs cooling lubrication in the housing,
The hybrid vehicle according to claim 7, wherein the predetermined value is determined based on a viscosity of the cooling lubricating medium.   The hybrid vehicle according to any one of claims 1 to 8, wherein the internal combustion engine is connected to wheels of the vehicle so as to be able to transmit power.

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