JPH0624248A - Hybrid type vehicle - Google Patents

Abstract

PURPOSE:To utilize a conventional transmission case almost left as it is and further to improve assembling workability by decreasing axial directional dimension of a driving gear. CONSTITUTION:An engine, driving gear case 19 and a motor 12 are provided, to fix a stator to the driving gear case 19, and a rotor 12c is rotatably arranged in an internal peripheral side of the stator. A vehicle has an output shaft 26 directly supported with the driving gear case 19 in the one end side of the rotor 12c to integrally rotate therewith and an input shaft 24 directly supported with the driving gear case 19 in the other end side of the rotor 12c to input rotation transmitted from the engine. A planetary gear unit 18 is supported on the input shaft 24, and also providing a means for relatively rotatably and further concentrically supporting the input and output shafts 24, 26.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle.

[0002]

2. Description of the Related Art Conventionally, a vehicle generally shifts the rotation generated by operating an engine, which is a gasoline engine, through a transmission such as an automatic transmission or a manual transmission and transmits the rotation to driving wheels. There is. Since the gasoline engine burns a mixture of gasoline and air in a compressed state and converts the energy generated at this time into torque, not only noise accompanying combustion is generated, but also the environment is polluted by exhaust gas. Will end up.

On the other hand, there is provided an electric vehicle in which the engine is replaced with an electric motor, that is, a motor, and noise and exhaust gas are prevented from being generated. In this case, a vehicle is equipped with a motor and a battery, and the drive wheels are rotated by the motor to drive the vehicle. Therefore, almost no noise is generated when the vehicle runs, and no exhaust gas is generated.

However, in the case of an electric vehicle, the amount of electricity with which the battery can be charged is limited, and the cruising range becomes short. Therefore, it is necessary to mount a large battery to obtain a sufficient cruising range. In addition, when a motor that is large enough to be mounted on a normal vehicle is used, the torque generated is smaller than when an engine is used, and sudden start, high load running, high speed running, etc. cannot be performed. .

Therefore, a hybrid type vehicle using both an engine and a motor is provided. Various kinds of hybrid vehicles of this kind are provided, and a series (series) type vehicle in which a generator drives an engine to generate electric energy, a motor is rotated by the electric energy, and the rotation is transmitted to drive wheels is provided. (See Japanese Patent Laid-Open No. 62-104403) and parallel type in which driving wheels are directly rotated by an engine and a motor (Japanese Laid-Open Patent Publication No. 59-63901, US Pat. 533
011).

The parallel type is a one-system type in which an engine drive system and a motor drive system are further connected, and a two-system type in which front wheels and rear wheels are independently driven by an engine and a motor. Are classified as In the case of the one-system type, the engine, the motor and the transmission are sequentially connected in series, and the engine and the motor and the motor and the transmission are all connected by a clutch mechanism including a one-way clutch.

Further, in the case of the series type, since the drive wheels are driven only by the motor, it cannot travel at a high speed for a long distance. Therefore, the parallel type is used when traveling a long distance at high speed.

[0008]

However, in the above-mentioned conventional hybrid type vehicle, in the case of the one-system type in which the drive system of the engine and the drive system of the motor are connected, the torque generated by the engine and the motor are both The transmission, the one-way clutch, and the clutch mechanism are connected to the drive wheels through the transmission, and the engine and the motor and the motor and the transmission are connected by a clutch mechanism including a one-way clutch. The axial dimension of the drive device increases due to the provision of the above components.

Therefore, it is conceivable that the torque of the engine is output via the transmission and the torque of the motor is combined with the torque of the motor so that the axial dimension of the drive device is reduced. In that case, if the motor and the transmission can be arranged in a drive case having a shape similar to that of a conventional automatic transmission case, many technologies related to automatic transmission can be used, and the manufacturing cost can be reduced. it can.

Therefore, the engine torque is received from one end side of the drive unit case, output through the transmission, and combined with the motor torque, the torque is returned to the torque converter side and taken out from the middle of the torque converter and the motor. It is possible that
By the way, when the rotor of the motor is fixed to the output side of the transmission, the gap between the rotor and the stator core is preferably the same in the axial direction and the circumferential direction. Therefore, it is necessary to accurately position the output shaft, to which the rotor is fixed, with respect to the drive device case in the axial direction and the circumferential direction.

However, in order to accurately position the output shaft, if both ends of the rotor are to be supported by the drive unit case, it is necessary to provide supporting members at both ends of the rotor. The size becomes large. Therefore, it becomes impossible to dispose the motor and the transmission in the conventional automatic transmission case, and the manufacturing cost increases.

Further, if both ends of the rotor are supported, it is necessary to form walls for supporting the rotor at two positions inside the drive unit case, and the rotor is arranged in a partitioned room. For convenience of assembly, it becomes necessary to divide the drive case into many compartments. The present invention solves the problems of the conventional hybrid vehicle, reduces the axial dimension of the drive device, and allows the conventional transmission case to be used almost as it is.
It is an object of the present invention to provide a hybrid vehicle that can improve the assemblability.

[0013]

Therefore, in the hybrid vehicle of the present invention, an engine, a drive unit case, and a motor are provided, and the stator of the motor is fixed to the drive unit case. A rotor is rotatably arranged on the circumferential side. Rotates integrally with the rotor,
The rotor has an output shaft directly supported by the drive unit case at one end side and an input shaft directly supported by the drive unit case at the other end side of the rotor to which the rotation transmitted from the engine is input.

A planetary gear unit is supported on the input shaft, the first element is connected to the rotor,
A second element is connected to the input shaft and a third element is selectively connected to the drive case. Means are provided for supporting the output shaft and the input shaft relatively rotatably and concentrically between a support point of the drive unit case of the output shaft and a support point of the drive unit case of the input shaft.

[0015]

According to the present invention, the engine, the drive unit case, and the motor are provided as described above, and the stator of the motor is fixed to the drive unit case, and is provided on the inner peripheral side of the stator. A rotor is rotatably arranged.
The output shaft that rotates integrally with the rotor and is directly supported on the drive unit case at one end side of the rotor and the rotation transmitted from the engine that is directly supported on the drive unit case at the other end side of the rotor. It has an input axis to be input.

A planetary gear unit is supported on the input shaft, the first element is connected to the rotor,
A second element is connected to the input shaft and a third element is selectively connected to the drive case. Therefore, the torque of the engine is input to the second element of the planetary gear unit via the input shaft, the rotation of the engine is changed by the planetary gear unit, and output from the first element. Then, the torque output from the planetary gear unit is transmitted to the drive wheels via the output means.

The torque of the motor is also transmitted to the driving wheels via the output means. Means are provided for supporting the output shaft and the input shaft relatively rotatably and concentrically between a support point of the drive unit case of the output shaft and a support point of the drive unit case of the input shaft.

Therefore, the span for supporting the rotor can be made substantially long. Moreover, it is possible to accurately position the output shaft in the axial direction and the circumferential direction with respect to the drive device case without directly supporting both ends of the output shaft to the drive device case. Further, the output shaft is directly supported by the drive unit case only at one end side of the rotor. Therefore, the rotor can be disposed adjacent to the planetary gear unit, and the axial dimension thereof can be reduced.

Moreover, since the planetary gear unit can be housed on the inner peripheral side of the coil end of the stator, the axial dimension can be reduced by the amount that the two overlap. Further, on one end side of the rotor, since the output shaft is directly supported by the drive device case, a partition wall is required at a position adjacent to the rotor. On the other hand, on the other end side of the rotor, since the output shaft is supported by the drive device case via the input shaft, it is not necessary to provide a partition wall at a position adjacent to the rotor. Therefore, it is not necessary to divide the drive unit case for the convenience of assembly.

[0020]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 2 is a sectional view of a hybrid type vehicle showing a first embodiment of the present invention. In the figure,
11 is an engine driven selectively, 12 is a motor driven selectively, 14 is a differential device, 15
Is a torque converter as a fluid transmission device, C is a clutch engaged when traveling by the torque generated by the engine 11, that is, in the engine drive mode, 16 is a planetary gear unit, and 17 is an oil pump.

The planetary gear unit 16 is of a simple planetary type and comprises a ring gear R, a pinion P, a sun gear S and a carrier CR supporting the pinion P. The ring gear R, the sun gear S and the carrier CR constitute three elements. To do. Further, B is a brake for selectively engaging and disengaging the sun gear S, and F is a one-way clutch. The planetary gear unit 16, the brake B, and the one-way clutch F form a transmission 18.

Reference numeral 19 denotes a drive device case, and the drive device case 19 accommodates the motor 12, the differential device 14, the torque converter 15, the clutch C, and the transmission 18. Reference numeral 20 is a drive shaft for transmitting the rotation that has been decelerated by the differential device 14 and has been made differential to the left and right drive wheels (not shown).

Reference numeral 22 denotes the output shaft of the engine 11, 2
3 is the output shaft of the torque converter 15, 24 is the input shaft of the transmission 18, and 25 is the transmission 18
Is an output shaft, and 26 is an output shaft of the motor 12. The output shaft 26 rotates integrally with the output shaft 25. The motor 1
2 is a stator core 1 fixed to a drive unit case 1
2a, a stator coil 12b wound around the stator core 12a, and a rotor 12c connected to the output shaft 26. The rotor 12c can be rotated by supplying a motor current to the stator coil 12b.

Then, the engine 11 or the motor 12
Is transmitted to the counter drive gear 31 fixed at a position closer to the engine than the motor 12 of the output shaft 26. A counter drive shaft 32 is arranged in parallel with the output shaft 26, and a counter driven gear 33 is provided on the counter drive shaft 32. The counter driven gear 33 is the counter drive gear 31.
And the rotation of the counter drive gear 31 is transmitted to the output gear 34.

The rotation of the output gear 34 is transmitted to the output gear 35 which meshes with the output gear 34. The number of teeth of the output gear 35 is larger than the number of teeth of the output gear 34, and the output gear 34 and the output gear 35 form a final reduction gear. The rotation of the output large gear 35 decelerated by the final reduction gear is transmitted to the differential device 14 and is made to be differential and transmitted to the left and right drive shafts 20.

In the hybrid vehicle having the above structure,
In the engine drive mode in which only the engine 11 is driven,
Only the engine 11 is operated without supplying the motor current to the motor 12. In this case, the rotation of the engine 11 is transmitted to the torque converter 15 via the output shaft 22 and further transmitted to the clutch C via the output shaft 23. And
When the clutch C is engaged, the rotation transmitted to the output shaft 23 is transmitted via the input shaft 24 to the planetary gear unit 16
Of the carrier CR.

In the planetary gear unit 16, when the brake B is released, the one-way clutch F is locked by the rotation input to the carrier CR to be in the direct connection state. Therefore, the rotation of the input shaft 24 is directly transmitted to the output shafts 25 and 26. Also, brake B
When is engaged, the sun gear S is fixed, and the increased rotation is output from the ring gear R and transmitted to the counter drive gear 31 via the output shafts 25 and 26.

The rotation transmitted to the counter drive gear 31 as described above is applied to the counter driven gear 3
Is transmitted to the counter drive shaft 32 via 3,
The final reduction gear composed of the output gear 34 and the output large gear 35 reduces the speed and transmits it to the differential device 14. At this time, the hybrid vehicle has an engine 11
Drive only by.

Next, in the motor drive mode in which the engine 11 is stopped and only the motor 12 is driven, the motor 1
2 produces torque. The torque generated by the motor 12 is output to the output shaft 26 and similarly transmitted to the counter drive gear 31. At this time, the hybrid vehicle runs only by the motor 12. In addition, the engine 11
And the clutch C is engaged to operate the motor 12
In the engine / motor drive mode for driving the vehicle, the hybrid vehicle is driven by the engine 11 and the motor 12. Therefore, even if the motor 12 or the motor controller (not shown) fails, the engine 11 can start and run.

Next, a motor support structure in the first embodiment of the present invention will be described. FIG. 1 is a diagram showing a motor support structure in a hybrid vehicle showing a first embodiment of the present invention. In the figure, 12 is a motor, 12
a is a stator iron core, 12b is a stator coil wound around the stator iron core 12a, 12c is a rotor, 16 is a planetary gear unit, 18 is a transmission, 19
Is a drive unit case.

The planetary gear unit 16 is of a simple planetary type and comprises a ring gear R, a pinion P, a sun gear S and a carrier CR for supporting the pinion P. Further, B is a brake for selectively engaging and disengaging the sun gear S and the drive unit case 19, and F is a sun gear S.
And a one-way clutch disposed between the carrier CR and the carrier CR. The planetary gear unit 16, the brake B and the one-way clutch F are used for transmission 18
Is configured.

Reference numeral 24 is an input shaft of the transmission 18 connected to the carrier CR, and the planetary gear unit 16 is supported on the input shaft 24. Reference numeral 25 is an output shaft of the transmission 18 connected to the ring gear R, and 26 is an output shaft of the motor 12. The output shaft 26
Rotates integrally with the output shaft 25. In the planetary gear unit 16, when the brake B is released, the one-way clutch F is locked by the rotation input to the carrier CR, and is brought into a direct connection state. Therefore, the rotation of the input shaft 24 is directly transmitted to the output shafts 25 and 26. When the brake B is engaged, the sun gear S
Is fixed, the increased rotation is output from the ring gear R, and the counter drive gear 3 is output via the output shafts 25 and 26.
1 (FIG. 2).

Here, the output shaft 26 is directly supported by the drive unit case 19 via a bearing 45 on one end side of the rotor 12c. In addition, the transmission 18
Of the input shaft 24 is disposed concentrically with the output shaft 26, and the input shaft 24 has the bearing 4 at the other end of the rotor 12c.
It is directly supported by the drive unit case 19 via 6. Then, the output shaft 2 between the bearings 45 and 46.
A pair of bearings 48 and 49 are provided between the input shaft 24 and the input shaft 24 to support the output shaft 26 so as to be rotatable relative to the input shaft 24.

Thus, the output shaft 26 is directly supported by the drive unit case 19 via the bearing 45 on one end side of the rotor 12c, and the input shaft 24 is supported on the drive unit case by the bearing 46 on the other end side of the rotor 12c. 19
Is directly supported by the output shaft 26 and the input shaft 24.
Since the bearings 48 and 49 are provided between the rotor 1 and the rotor 1,
The span for supporting 2c can be made substantially longer. Moreover, both ends of the output shaft 26 are connected to the drive unit case 19
Even if it is not directly supported on the drive device case, the drive device case 19 can be accurately positioned in the axial direction and the circumferential direction.

As described above, the direct support of the output shaft 26 by the drive unit case 19 may be performed only on one end side of the rotor 12c. Therefore, the rotor 12c can be disposed adjacent to the planetary gear unit 16, and the axial dimension thereof can be reduced. Moreover, the planetary gear unit 16 is attached to the stator coil 12
Since it can be accommodated on the inner peripheral side of the coil end of b, the axial dimension can be reduced by the amount that the two overlap.

On the one end side of the rotor 12c, the output shaft 26 is directly supported by the drive unit case 19, so that the drive unit case 1 is provided adjacent to the rotor 12c.
A partition wall extending from the outer peripheral side of 9 toward the center is required.
On the other hand, on the other end side of the rotor 12c, since the output shaft 26 is supported by the drive device case 19 via the input shaft 24, it is not necessary to provide a partition wall adjacent to the rotor 12c. Therefore, it is not necessary to divide the drive unit case 19 for the convenience of assembly.

Next, a second embodiment of the present invention will be described. FIG. 3 is a diagram showing a motor support structure in a hybrid vehicle showing a second embodiment of the present invention. In the figure, 12 is a motor, 12a is a stator iron core, and 12b.
Is a stator coil wound around the stator core 12a,
12c is a rotor, 16 is a planetary gear unit, 51
Is a transmission, and 19 is a drive unit case.
Further, 45, 46, 48 and 49 are bearings.

The planetary gear unit 16 is of a simple planetary type and comprises a ring gear R, a pinion P, a sun gear S and a carrier CR for supporting the pinion P. Further, B is a brake for selectively engaging and disengaging the sun gear S and the drive unit case 19, and F is a sun gear S.
Is a one-way clutch disposed between the drive device case 19 and the drive device case 19, and C2 is a second clutch for selectively engaging and disengaging the sun gear S and the carrier CR. The planetary gear unit 1
The transmission 51 is composed of 6, the brake B, the one-way clutch F, and the second clutch C2.

Further, 24 is an input shaft of the transmission 51 connected to the ring gear R, 25 is an output shaft of the transmission 51 connected to the carrier CR, and 26 is an output shaft of the motor 12. The output shaft 26 is the output shaft 25.
Rotates integrally with. In the transmission 51, when the second clutch C2 is released, the sun gear S tries to rotate in the opposite direction due to the rotation input to the ring gear R, but the one-way clutch F is locked and rotation is blocked. As a result, the carrier CR outputs the decelerated rotation. Further, when the second clutch C2 is engaged, the planetary gear unit 16 is in the directly connected state. Therefore, the rotation of the input shaft 24 remains unchanged as the output shaft 2
5, 26 is transmitted. When the brake B is engaged, the sun gear S is fixed and the engine brake can be activated.

Next, a third embodiment of the present invention will be described. FIG. 4 is a diagram showing a motor support structure in a hybrid vehicle showing a third embodiment of the present invention. In the figure, 12 is a motor, 12a is a stator iron core, and 12b.
Is a stator coil wound around the stator core 12a,
12c is a rotor, 16 is a planetary gear unit, 52
Is a transmission, and 19 is a drive unit case.
Further, 45, 46, 48 and 49 are bearings.

The planetary gear unit 16 is of a simple planetary type and comprises a ring gear R, a pinion P, a sun gear S and a carrier CR for supporting the pinion P. Further, B is a brake for selectively engaging and disengaging the ring gear R and the drive unit case 19, F is a one-way clutch arranged between the ring gear R and the drive unit case 19, and C2 is a carrier CR and the ring gear R selectively. It is the second clutch that engages and disengages. The planetary gear unit 16, the brake B, the one-way clutch F and the second
The clutch C2 constitutes the transmission 52.

Further, 24 is an input shaft of the transmission 52 connected to the sun gear S, 25 is an output shaft of the transmission 52 connected to the carrier CR, and 26 is an output shaft of the motor 12. The output shaft 26 rotates integrally with the output shaft 25. In the transmission 52, when the second clutch C2 is released, the ring gear R tries to rotate in the opposite direction due to the rotation input to the sun gear S, but the rotation is blocked because the one-way clutch F is locked. As a result, the carrier CR outputs the decelerated rotation. Further, when the second clutch C2 is engaged, the planetary gear unit 16 is in the directly connected state. Therefore, the rotation of the input shaft 24 remains unchanged as the output shaft 2
5, 26 is transmitted. When the brake B is engaged, the ring gear R is fixed and the engine brake can be activated.

Next, a fourth embodiment of the present invention will be described. FIG. 5 is a diagram showing a motor support structure in a hybrid vehicle showing a fourth embodiment of the present invention. In the figure, 12 is a motor, 12a is a stator iron core, and 12b.
Is a stator coil wound around the stator core 12a,
12c is a rotor, 16 is a planetary gear unit, 53
Is a transmission, and 19 is a drive unit case.
Further, 45, 46, 48 and 49 are bearings.

The planetary gear unit 16 is of a simple planetary type and comprises a ring gear R, a pinion P, a sun gear S and a carrier CR supporting the pinion P. Further, B is a brake for selectively engaging and disengaging the ring gear R and the drive device case 19, F is a one-way clutch arranged between the carrier CR and the ring gear R, and C2 is selectively engaging and disengaging the carrier CR and the ring gear R. It is the second clutch that does. The planetary gear unit 16, the brake B, the one-way clutch F, and the second clutch C2 form a transmission 53.

Further, 24 is an input shaft of the transmission 53 connected to the carrier CR, 25 is an output shaft of the transmission 53 connected to the sun gear S, and 26 is an output shaft of the motor 12. The output shaft 26 rotates integrally with the output shaft 25. In the transmission 53, when the brake B is engaged and the second clutch C2 is released, the ring gear R tries to rotate in the same direction by the rotation input to the carrier CR.
Are prevented from rotating because they are engaged. As a result, the sun gear S outputs the decelerated rotation. Further, when the brake B is released and the second clutch C2 is engaged, the planetary gear unit 16 is in the directly connected state. Therefore, the rotation of the input shaft 24 is directly transmitted to the output shafts 25 and 26.

[Brief description of drawings]

FIG. 1 is a diagram showing a motor support structure in a hybrid vehicle showing a first embodiment of the present invention.

FIG. 2 is a cross-sectional view of a hybrid vehicle showing a first embodiment of the present invention.

FIG. 3 is a diagram showing a motor support structure in a hybrid vehicle showing a second embodiment of the present invention.

FIG. 4 is a diagram showing a motor support structure in a hybrid vehicle showing a third embodiment of the present invention.

FIG. 5 is a view showing a motor support structure in a hybrid vehicle showing a fourth embodiment of the present invention.

[Explanation of symbols]

 11 Engine 12 Motor 12a Stator Iron Core 12b Stator Coil 12c Rotor 18,51-53 Planetary Gear Unit 19 Drive Unit Case 22,23,25,26 Output Shaft 24 Input Shaft 45,46,48,49 Bearing

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yoshinori Miyaishi 2-19-12 Sotokanda, Chiyoda-ku, Tokyo Equus Research Co., Ltd.

Claims (1)

[Claims] 1. An engine, (b) a drive unit case, (c) a stator fixed to the drive unit case,
A motor in which a rotor is rotatably disposed on the inner peripheral side of the stator, and (d) an output shaft which rotates integrally with the rotor and is directly supported by the drive unit case on one end side of the rotor, e) an input shaft that is directly supported by the drive unit case on the other end side of the rotor and receives the rotation transmitted from the engine; and (f) is supported on the input shaft,
A planetary gear unit in which a first element is connected to the rotor, a second element is connected to the input shaft, and a third element is selectively connected to a drive unit case; and (g) a drive for the output shaft. A hybrid vehicle including means for supporting the output shaft and the input shaft in a relatively rotatable and concentric manner between a support point of the device case and a support point of the drive device case of the input shaft. .