WO2011033719A1 - ハイブリッド駆動装置 - Google Patents
ハイブリッド駆動装置 Download PDFInfo
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- WO2011033719A1 WO2011033719A1 PCT/JP2010/005104 JP2010005104W WO2011033719A1 WO 2011033719 A1 WO2011033719 A1 WO 2011033719A1 JP 2010005104 W JP2010005104 W JP 2010005104W WO 2011033719 A1 WO2011033719 A1 WO 2011033719A1
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- Prior art keywords
- gear
- output
- continuously variable
- variable transmission
- shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H15/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
- F16H15/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members without members having orbital motion
- F16H15/04—Gearings providing a continuous range of gear ratios
- F16H15/42—Gearings providing a continuous range of gear ratios in which two members co-operate by means of rings or by means of parts of endless flexible members pressed between the first mentioned members
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
- B60K6/405—Housings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/048—Type of gearings to be lubricated, cooled or heated
- F16H57/0487—Friction gearings
- F16H57/0491—Friction gearings of the cone ring type
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19014—Plural prime movers selectively coupled to common output
Definitions
- the present invention relates to a hybrid drive device that can drive wheels with an engine and an electric motor, and more specifically, a hybrid drive in which an electric motor and a friction type continuously variable transmission such as a cone ring continuously variable transmission are integrated. Relates to the device.
- a hybrid drive device that drives wheels by an engine and an electric motor, in which one electric motor and a continuously variable transmission are combined.
- a continuously variable transmission for the hybrid drive device is composed of a pair of pulleys and a metal belt (or chain) wound around the pulleys, and the belt continuously variable by changing the effective diameter of the pulleys.
- a continuously variable transmission is used.
- JP 2006-501425 A JP 2006-501425A
- an electric motor is coaxially arranged on the engine output shaft, and a belt-type continuously variable transmission and a gear transmission made up of a plurality of gears are housed in the same case so that the same ATF, etc. It is lubricated with the lubricating oil.
- the cone ring type continuously variable transmission to the continuously variable transmission for the hybrid drive device.
- the contact area between the pulley and the metal belt is relatively large, and a desired transmission torque can be obtained even if lubricating oil is interposed.
- the contact area between the vehicle and the metal ring is small, and it is difficult to obtain a desired transmission torque with the lubricating oil, and it is preferable to interpose a dedicated traction oil that can obtain a sufficient shear torque.
- the belt type continuously variable transmission has a relatively small axial dimension, and the electric motor can be arranged coaxially with the engine output shaft. It becomes longer in the axial direction, and it is necessary to devise the layout of the entire hybrid drive device, such as the arrangement of the electric motor, due to restrictions on mounting in the automobile.
- the present invention stores the cone ring friction continuously variable transmission in a sealed space partitioned from the space in which the gear transmission is stored, and fills the sealed space with traction oil, thereby having a compact configuration.
- An object of the present invention is to provide a hybrid drive device that enables reliable torque transmission and speed change.
- the present invention comprises an input shaft (6) interlocking with an engine, An input member (22) and an output member (23) drivingly connected to the input shaft are provided, the contact position between the input member and the output member is changed, and the input by the shear force of the oil film interposed in the contact position
- a friction-type continuously variable transmission (3) for continuously changing the rotation of the member and transmitting it to the output member
- An electric motor (2) having a dedicated output shaft (4);
- the gear includes gears (toothed gears) and sprockets (sprockets), and means a rotation transmission means by meshing. Therefore, the gear transmission is transmitted by the meshing rotation transmission means.
- the dedicated output shaft (4) of the electric motor includes the input shaft (6), the input member (22) of the continuously variable transmission, the output member (23), and the shafts (39l, 39r) of the differential device (5). ) Means a different axis.
- the output shaft (4) of the electric motor (2) is the first shaft (I)
- the input shaft (6) arranged coaxially and the input member (22) of the friction type continuously variable transmission (3) are defined as a second shaft (II)
- the output member (23) of the friction type continuously variable transmission is the third shaft (III)
- the left and right axle shafts (39l, 39r) connected to the differential device (5) are defined as the fourth shaft (IV)
- the first axis, the second axis, the third axis, and the fourth axis are arranged in parallel to each other and rotatably supported by the case (11), and the first axis (I) and the second axis (II).
- the gears (16, 16 ', 19, 19'44, 41) constituting the gear transmission (7) are arranged on the third shaft (III) and the fourth shaft (IV), With respect to the gear transmission (7), the electric motor (2) and the friction type continuously variable transmission (3) may be arranged on one side in the axial direction, and the engine may be connected on the other side.
- the gear transmission (7) transmits the rotation of the output shaft (4) of the electric motor (2) to the input member (22) of the friction-type continuously variable transmission (3) and the output member ( 23) is transmitted to the differential device (5).
- the case (11) One end (13) of the output shaft (4) of the electric motor (2), one end (26) of the input member (22) and the output member (23) of the friction type continuously variable transmission (3). , 29) and a first case member (9) for supporting one side (35) of the differential case (33) of the differential device (5); An output shaft (15) on which the other end (15) of the output shaft (4) of the electric motor (2), the input shaft (6), and the output member (23) of the friction type continuously variable transmission (3) are mounted.
- the first case member (9) and the second case member (10) are connected, and the first space (A) and the second space (B) are connected by the partition wall (12). It is partitioned in an oil-tight manner.
- the gear transmission (7) includes an output gear (16, 16 ') provided on an output shaft (4) of the electric motor (2) and a diff ring gear (41) serving as an input part of the differential device (5). ), And the output gear and the diff ring gear are arranged so as to overlap in the axial direction.
- the gear transmission (7) is provided on the input shaft (6) and includes an intermediate gear (19) interlocking with the output gear (16, 16 ') and the friction flat type continuously variable transmission (3).
- An output member (23) and a continuously variable transmission output gear (44) provided integrally in the rotational direction;
- the intermediate gear (19) and the continuously variable transmission output gear (44) are arranged so as to overlap the output gear (16, 16 ') and the diff ring gear (41) in the axial direction.
- the output gear (16) and the intermediate gear (19) are gears, and power is transmitted between these gears via an idler gear (17).
- the output gear (16) and the intermediate gear (19 ') are sprockets, and a chain (17') is wound between these sprockets to transmit power.
- the idler gear (19) is arranged to overlap the electric motor (2) in the radial direction.
- the input member and the output member have conical friction wheels (22, 22) arranged such that the axes thereof are parallel to each other and the large diameter portion and the small diameter portion are reversed in the axial direction.
- a cone ring type continuously variable transmission (3) that moves in a stepless manner by moving a ring (25) sandwiched between opposed inclined surfaces of these friction wheels in the axial direction.
- the input shaft (6) and the input member (22) of the friction type continuously variable transmission (3) are drivingly connected by a spline (S).
- the case has a first space filled with traction oil and a second space filled with lubricating oil, which are partitioned in an oil-tight manner, Since the friction type continuously variable transmission is accommodated in the space and the gear transmission is accommodated in the second space, the friction type continuously variable transmission is an oil for traction having a large shearing force, particularly in an extreme pressure state.
- the oil film is interposed at the contact position, torque is transmitted by the shearing force, the desired torque is transmitted without wearing the friction transmission members such as the input member and the output member at an early stage, and a quick and smooth speed change is achieved.
- the gear transmission can smoothly transmit power with high transmission efficiency without causing a large power loss by interposing lubricating oil.
- Friction-type continuously variable transmission consisting of a simple structure by controlling the engine to quickly and appropriately output while assisting the electric motor appropriately and transmitting it to the differential device by shifting it quickly and smoothly continuously. It is possible to provide a hybrid drive device capable of sufficiently improving fuel consumption and reducing CO 2 with a relatively inexpensive configuration by using the device.
- the input shaft interlocked with the engine and the input shaft of the continuously variable transmission are arranged coaxially, and the electric motor is arranged on a first shaft different from the second shaft, It is possible to employ an electric motor with a margin in the axial direction by securing an arrangement space for the motor.
- the gears of the gear transmission device are arranged on each shaft, and the electric motor and the one side in the axial direction with respect to the gear transmission device. Since the continuously variable transmission is arranged and the engine is connected on the other side, the layout of the entire hybrid drive unit is compactly combined, and the friction type continuously variable transmission that is relatively long in the axial direction is used. In particular, it is possible to mount a small passenger car with severe restrictions.
- the case is composed of a matching (split) case for combining the first case member and the second case member, and is oil-tight in the first space and the second space by the partition wall. Since it has been partitioned, each shaft of a friction type continuously variable transmission or the like on which a relatively large thrust force acts is properly supported so that the first and second spaces can be securely oil-tight with a robust and compact configuration. A partitioned case can be obtained.
- the electric motor output gear and the diff ring gear are arranged so as to overlap in the axial direction.
- the intermediate gear and the continuously variable transmission output gear are further provided.
- the gear transmission can be made compact, particularly in the axial direction.
- the entire hybrid drive system can be made compact, and the second space can be made narrower (small capacity) to reduce the filling amount of lubricating oil, while the oil is pumped up by the diff ring gear. It is possible to reliably supply the lubricating oil to the other overlapping gears.
- the idler gear since the idler gear is provided, a small-diameter gear such as a pinion can be used as the motor output gear, the reduction ratio to the intermediate gear is increased, and the electric motor has a small capacity and a small size.
- the hybrid drive device can be further downsized.
- the shaft between the electric motor and the input shaft and the input member of the continuously variable transmission is provided.
- the degree of freedom in setting the inter-distance can be improved.
- the idler gear is arranged so as to overlap the electric motor in the radial direction, the input member of the continuously variable transmission can be provided without interfering with the shaft support portion of the partition wall of the idler shaft. It becomes possible to arrange the electric motor close to each other, and the hybrid drive device can be further downsized.
- the friction type continuously variable transmission employs a cone ring type continuously variable transmission including two conical friction wheels and a ring
- a desired gear ratio is set to a predetermined space. (Size)
- the friction contact / separation position becomes an extreme pressure state, and the traction oil functions effectively.
- the input side friction wheel and the output side friction wheel are arranged in parallel to each other, and gears can be mounted on these shafts (second shaft and third shaft) to make the gear transmission compact.
- the vibration of the input shaft interlocked with the engine is absorbed by the spline and is not transmitted to the input member of the continuously variable transmission, and the input member can be supported with high accuracy.
- the friction type continuously variable transmission can perform smooth and reliable power transmission and gear shifting while being used in a hybrid drive device that transmits engine power by applying a large contact pressure to the contact position with high accuracy. .
- the hybrid drive device 1 includes an electric motor 2, a cone ring type continuously variable transmission (friction type continuously variable transmission) 3, a differential device 5, and an output shaft of an engine (not shown). And an input shaft 6 interlocking with the gear transmission 7.
- Each of the above devices and shafts is housed in a case 11 configured by combining two case members 9 and 10, and the case 11 is divided into a first space A and a second space B by a partition wall 12. It is partitioned in an oil-tight manner.
- the electric motor 2 has a stator 2 a fixed to the first case member 9 and a rotor 2 b provided on the output shaft 4, and the output shaft 4 has a bearing on the first case member 9 at one end. 13, and the other end is rotatably supported by the second case member 10 via a bearing 15.
- An output gear 16 composed of a gear (pinion) is formed on one side of the output shaft 4, and the output gear 16 meshes with an intermediate gear (gear) 19 provided on the input shaft 6 via an idler gear 17. ing.
- the idler gear 17 is arranged in a state of being partially overlapped with the electric motor 2 in a side view (when viewed from the axial direction). That is, the output gear 16 made of a pinion has a small diameter, the intermediate gear 19 of the input shaft 6 has a large diameter, and the gear ratio transmitted from the output gear (gear) 16 to the intermediate gear 19 via the idler gear 17 is increased. (Large reduction ratio) is possible.
- the bearing 20 that supports one end of the idler gear shaft 17a can be disposed close to the output shaft 2a of the electric motor 2, and the bearing support portion of the partition wall 12 is connected to the support portion of the cone ring type continuously variable transmission 3.
- the continuously variable transmission 3 can be disposed close to the electric motor 2 without interference.
- the cone ring type continuously variable transmission 3 includes a conical friction wheel 22 that is an input member, a conical friction wheel 23 that is an output member, and a metal ring 25.
- the friction wheels 22 and 23 are arranged so that the large diameter portion and the small diameter portion are opposite to each other in the axial direction in parallel to each other, and the ring 25 is inclined so that the friction wheels 22 and 23 face each other. It is arranged so as to be sandwiched between the surfaces and to surround one of the two friction wheels, for example, the input side friction wheel 22.
- a large thrust force acts on at least one of the two friction wheels, and the ring 25 is clamped by a relatively large clamping pressure based on the thrust force.
- a cam mechanism is formed between the output-side friction wheel 23 and the output shaft 23a on the surface facing in the axial direction, and the output-side friction wheel 23 has an arrow D direction corresponding to the transmission torque. Thrust force is generated, and a large clamping force is generated in the ring 25 between the input side friction wheel 22 supported in a direction opposed to the thrust force.
- the input side friction wheel 22 has one end (large diameter side) end supported by the first case member 9 via a roller bearing 26 and the other side (small diameter side) end tapered. It is supported on the partition wall 12 via a roller bearing 27.
- the output side friction wheel 23 is supported by the first case member 9 through a roller bearing 29 at one end (small diameter portion side), and the other side (large diameter portion side) end portion is a roller.
- a (radial) bearing 30 supports the partition 12.
- the other end of the output shaft 23 a in which the thrust force in the direction of arrow D is applied to the output side friction wheel 23 is supported by the second case member 10 via a tapered roller bearing 31.
- the other end of the input side friction wheel 22 is sandwiched between the inner race of the bearing 27 by a stepped portion and a nut 32, and from the output side friction wheel 23 acting on the input side friction wheel 22 via the ring 25.
- a thrust force in the direction of arrow D is carried by the tapered roller bearing 27.
- the reaction force of the thrust force acting on the output side friction wheel 23 acts on the output shaft 23 a in the counter arrow D direction, and the thrust reaction force is carried by the tapered roller bearing 31.
- the ring 25 is moved in the axial direction by an axial movement means such as a ball screw to change the contact position between the input side friction wheel 22 and the output side friction wheel 23, and between the input member 22 and the output member 23.
- the speed ratio is continuously variable.
- the thrust force D corresponding to the transmission torque is canceled out in the integrated case 11 via the tapered roller bearings 27 and 31 and does not require an equilibrium force as an external force such as hydraulic pressure.
- the differential device 5 has a differential case 33.
- One end of the differential case 33 is supported by the first case member 9 via a bearing 35, and the other end is a second case member. 10 through a bearing 36.
- a shaft orthogonal to the axial direction is mounted inside the differential case 33, bevel gears 37 and 37 serving as differential carriers are engaged with the shaft, and left and right axle shafts 39l and 39r are supported.
- Bevel gears 40 and 40 that mesh with the differential carrier are fixed to the shaft.
- a large-diameter differential ring gear (gear) 41 is attached to the outside of the differential case 33.
- a gear (pinion) 44 is formed on the continuously variable transmission output shaft 23a, and the gear 44 is engaged with the diff ring gear 41.
- the motor output gear (pinion) 16, idler gear 17 and intermediate gear (gear) 19, continuously variable transmission output gear (pinion) 44, and diff ring gear (gear) 41 constitute the gear transmission 7.
- the motor output gear 16 and the diff ring gear 41 are arranged so as to overlap in the axial direction, and the intermediate gear 19 and the continuously variable transmission output gear 44 are further in the axial direction with the motor output gear 16 and the diff ring gear. They are arranged to overlap.
- the gear 45 that is spline-engaged with the continuously variable transmission output shaft 23a is a parking gear that locks the output shaft at the parking position of the shift lever.
- the gear means a meshing rotation transmission means including a gear and a sprocket.
- the gear transmission means a gear transmission consisting of all gears.
- the input shaft 6 is engaged (drive coupled) with the input member 22 of the continuously variable transmission 3 at one end by a spline S, and the other end is formed by a second case member 10. 3 is interlocked with the output shaft of the engine via a clutch (not shown) housed in the space C.
- the third space C side of the second case member 10 is open and connected to an engine (not shown).
- the gear transmission 7 is accommodated in the electric motor 2 and a second space B which is a portion between the first space A and the third space C in the axial direction, and the second space B is
- the second case member 10 and the partition wall 12 are formed.
- the shaft support portions (27, 30) of the partition wall 12 are oil-tightly partitioned by oil seals 47, 49, and the shaft support portions of the second case member 10 and the first case member 9 are also oil seals.
- the second space B is sealed with a shaft 50, 51, 52, and is configured to be oil-tight, and the second space B is filled with a predetermined amount of lubricating oil such as ATF.
- the first space A formed by the first case member 9 and the partition wall 12 is similarly configured to be oil-tight, and the first space A has a shearing force, particularly a shearing force in an extreme pressure state. Is filled with a predetermined amount of large traction oil.
- the output shaft 4 of the electric motor 2 is a first shaft I
- the input shaft 6 and the continuously variable transmission input member 22 arranged coaxially are the second shaft II
- the transmission output member 23 and its output shaft 23a are the third axis III
- the left and right axle shafts 391 and 39r are the fourth axis IV
- the idler gear shaft 17a is the fifth axis V.
- gears (gears) 16, 17, 19, 44, 41 of the gear transmission 7 are arranged.
- the electric motor 2 and the continuously variable transmission 3 are arranged in one axial direction, and the engine is connected to the other.
- first axis I coaxial with the electric motor 2 is positioned at the uppermost position
- fourth axis IV coaxial with the differential apparatus 5 is positioned at the lowest position
- a part of the ring gear 41 of the differential apparatus 5 is part of the above-mentioned. It is immersed in an oil reservoir of lubricating oil in the second space B.
- the hybrid drive device 1 is used in such a manner that the third space C side of the case 11 is coupled to an internal combustion engine, and the output shaft of the engine is linked to the input shaft 6 via a clutch.
- the rotation of the input shaft 6 to which power from the engine is transmitted is transmitted to the input side friction wheel 22 of the cone ring type continuously variable transmission 3 via the spline S, and further to the output side friction wheel 23 via the ring 25. Communicated.
- the continuously variable speed rotation of the output side friction wheel 23 is transmitted to the differential case 33 of the differential device 5 via the output shaft 23a, the output gear 44 and the differential ring gear 41, and is distributed to the left and right axle shafts 39l and 39r. Drive the wheels (front wheels).
- the power of the electric motor 2 is transmitted to the input shaft 6 via the output gear 16, the idler gear 17 and the intermediate gear 19.
- the rotation of the input shaft 6 is continuously variable via the cone ring type continuously variable transmission 3 and further transmitted to the differential device 5 via the output gear 44 and the diff ring gear 41 as described above.
- the gear transmission 7 composed of the gears 16, 17, 19, 44, 41, 37, 40 is accommodated in the second cavity B filled with lubricating oil, and the lubricating oil is engaged when the gears are engaged. Smoothly transmits power.
- the differential ring gear 41 (see FIG. 2) disposed at a position below the second space B scoops up the lubricating oil in combination with the large-diameter gear, and other gears (gears). A sufficient amount of lubricating oil is supplied to 16, 17, 19, and 44 reliably.
- the operation modes of the engine and the electric motor that is, the operation modes of the hybrid drive device 1 can be variously adopted as necessary.
- the clutch is disengaged and the engine is stopped, the engine is started only by the torque of the electric motor 2, and when the vehicle reaches a predetermined speed, the engine is started and accelerated by the power of the engine and the electric motor.
- the electric motor is set to the free rotation or regenerative mode and travels only by the engine. During deceleration and braking, the electric motor is regenerated to charge the battery.
- the clutch may be used as a starting clutch, and may be used to start while using the motor torque as an assist by the power of the engine.
- the electric motor 2 is disposed on a first shaft that is different from the second shaft II such as the input shaft 6 and is disposed at a position that overlaps the continuously variable transmission 3 in the axial direction, and the gear transmission 7 is
- the continuously variable transmission 3 and the electric motor 2 are disposed in a relatively narrow space between the engine and the continuously variable transmission requires a relatively axial space like the cone ring type continuously variable transmission. Even in the case of a vehicle type continuously variable transmission, the entire hybrid drive device 1 can be compactly assembled and installed even in a relatively small installation space such as a small passenger car.
- the gears 16, 17, 19, 44, 41 overlap in the axial direction, and in combination with the arrangement of the electric motor 2, the axial dimension is made compact, and the idler gear 17 is arranged in the radial direction of the electric motor 2.
- the electric motor and the continuously variable transmission can be arranged close to each other, and the radial dimension can be made compact.
- an idler gear 17 is interposed between the motor output gear 16 and the intermediate gear 19 so that power can be transmitted from the output gear 16 to the intermediate gear 19 with a large reduction ratio, and the required torque can be transmitted to the small motor 2. Which contributes to compactness and cost reduction.
- the motor output gear 16 'and the intermediate gear 19' are sprockets (chain gears), and a silent chain 17 'is wound between the sprockets 16' and 19 '.
- the output gear 16 ′ is spline-engaged with the motor output shaft 4.
- the rotation of the electric motor 2 is transmitted to the input shaft 6 through the output gear 16 'made of a sprocket, the silent chain 17', and the intermediate gear 19 'made of a sprocket.
- another chain such as a roller chain may be used.
- an idler gear is not required as compared with the previous embodiment, and the shaft support structure is simplified correspondingly (deletion of the fifth shaft V), and the electric motor 2 and the continuously variable transmission 3 ( In particular, the degree of freedom in designing the arrangement with the input member 22) is increased, but there is a limit in reducing the diameter of the output gear sprocket 16 '.
- the cone ring type friction type continuously variable transmission is used as the continuously variable transmission.
- the present invention is not limited to this, and the ring is disposed so as to surround both of the two conical friction wheels.
- Continuously variable transmission (ring cone type), a continuously variable transmission, a toroidal, etc. with a spherical shape between two conical friction wheels, with a friction wheel in contact with both friction wheels and moving in the axial direction
- a continuously variable transmission using a friction wheel, and an input side and an output side friction disk are arranged so as to be sandwiched by a pulley-like friction wheel consisting of a pair of sheaves biased toward each other.
- Other friction type continuously variable transmissions such as a continuously variable transmission that moves and changes gears so as to change the distance between the axes of both friction disks may be used.
- the transmission path of the gear transmission is configured to pass through the continuously variable transmission.
- the present invention is not limited to this, and the rotation of the electric motor is transmitted to the diff ring gear 41 without passing through the continuously variable transmission. You may make it do.
- the intermediate gear 19 is rotatably supported by the input shaft 6, and the rotation of the intermediate gear is transmitted to the continuously variable transmission output shaft 23a directly or via an idler gear.
- the present invention is a hybrid drive device incorporating a friction type continuously variable transmission such as a cone ring continuously variable transmission and an electric motor, and is used by being mounted on an automobile.
Abstract
Description
該入力軸に駆動連結する入力部材(22)及び出力部材(23)を有し、これら入力部材と出力部材との接触位置を変更すると共に、該接触位置に介在する油膜の剪断力により前記入力部材の回転を無段に変速して前記出力部材に伝達する摩擦式無段変速装置(3)と、
専用の出力軸(4)を有する電気モータ(2)と、
ディファレンシャル装置(5)と、
前記電気モータ(2)の出力軸(4)の回転を前記ディファレンシャル装置(5)に伝達する動力伝達経路の少なくとも一部であり、噛合による回転伝達手段(16,17,19,41,44,16’,17’,19’)から構成されるギヤ伝動装置(7)と、
前記摩擦式無段変速装置(3)を収納しかつトラクション用オイルが充填された第1の空間(A)と、前記ギヤ伝動装置(7)を収納しかつ潤滑用オイルが充填された第2の空間(B)とを少なくとも有し、これら第1の空間と第2の空間とを油密状に区画(12)してなるケース(11)と、
を備えたことを特徴とするハイブリッド駆動装置にある。
同軸状に配置された前記入力軸(6)及び前記摩擦式無段変速装置(3)の入力部材(22)を第2軸(II)とし、
前記摩擦式無段変速装置の出力部材(23)を第3軸(III)とし、
前記ディファレンシャル装置(5)に連結する左右アクスル軸(39l,39r)を第4軸(IV)とし、
前記第1軸、第2軸、第3軸及び第4軸を互いに平行に配置して前記ケース(11)に回転自在に支持すると共に、これら第1軸(I)、第2軸(II)、第3軸(III)及び第4軸(IV)に、前記ギヤ伝動装置(7)を構成する各ギヤ(16,16’,19,19’44,41)を配置し、
前記ギヤ伝動装置(7)に対して、前記電気モータ(2)及び前記摩擦式無段変速装置(3)を軸方向一方に配置し、他方にてエンジンを連結し得る。
前記電気モータ(2)の出力軸(4)の一方側端部(13)、前記摩擦式無段変速装置(3)の入力部材(22)及び出力部材(23)の一方側端部(26,29)並びに前記ディファレンシャル装置(5)のデフケース(33)の一方側部(35)を支持する第1のケース部材(9)と、
前記電気モータ(2)の出力軸(4)の他方側端部(15)、前記入力軸(6)、前記摩擦式無段変速装置(3)の出力部材(23)を装着した出力軸(23a)及び前記ディファレンシャル装置(5)のデフケース(33)の他方側部(36)を支持する第2のケース部材(10)と、
前記摩擦式無段変速装置(3)の入力部材(22)及び出力部材(23)の他方側端部(27,30)を支持する隔壁(12)と、を有し、
前記第1のケース部材(9)と前記第2のケース部材(10)とを連結すると共に、前記隔壁(12)にて前記第1の空間(A)と第2の空間(B)とを油密状に区画してなる。
前記中間ギヤ(19)及び無段変速装置出力ギヤ(44)が、前記出力ギヤ(16,16’)及び前記デフリングギヤ(41)と軸方向でオーバラップするように配置されてなる。
2 電気モータ
3 摩擦式(コーンリング式)無段変速装置
4 出力軸
5 ディファレンシャル装置
6 入力軸
7 ギヤ伝動装置
9 第1のケース部材
10 第2のケース部材
11 ケース
12 隔壁
16 出力ギヤ(歯車)
16’ 出力ギヤ(スプロケット)
17 アイドラ歯車
19 中間ギヤ(歯車)
19’ 中間ギヤ(スプロケット)
22 入力部材(摩擦車)
23 出力部材(摩擦車)
23a 無段変速装置出力軸
41 デフリングギヤ
44 無段変速装置出力ギヤ
A 第1の空間
B 第2の空間
S スプライン
Claims (11)
- エンジンに連動する入力軸と、
該入力軸に駆動連結する入力部材及び出力部材を有し、これら入力部材と出力部材との接触位置を変更すると共に、該接触位置に介在する油膜の剪断力により前記入力部材の回転を無段に変速して前記出力部材に伝達する摩擦式無段変速装置と、
専用の出力軸を有する電気モータと、
ディファレンシャル装置と、
前記電気モータの出力軸の回転を前記ディファレンシャル装置に伝達する動力伝達経路の少なくとも一部であり、噛合による回転伝達手段から構成されるギヤ伝動装置と、
前記摩擦式無段変速装置を収納しかつトラクション用オイルが充填された第1の空間と、前記ギヤ伝動装置を収納しかつ潤滑用オイルが充填された第2の空間とを少なくとも有し、これら第1の空間と第2の空間とを油密状に区画してなるケースと、
を備えたことを特徴とするハイブリッド駆動装置。 - 前記電気モータの出力軸を第1軸とし、
一軸状に配置された前記入力軸及び前記摩擦式無段変速装置の入力部材を第2軸とし、
前記摩擦式無段変速装置の出力部材を第3軸とし、
前記ディファレンシャル装置に連結する左右アクスル軸を第4軸とし、
前記第1軸、第2軸、第3軸及び第4軸を互いに平行に配置して前記ケースに回転自在に支持すると共に、これら第1軸、第2軸、第3軸及び第4軸に、前記ギヤ伝動装置を構成する各ギヤを配置し、
前記ギヤ伝動装置に対して、前記電気モータ及び前記摩擦式無段変速装置を軸方向一方に配置し、他方にてエンジンを連結し得る、
請求項1記載のハイブリッド駆動装置。 - 前記ギヤ伝動装置は、前記電気モータの出力軸の回転を前記摩擦式無段変速装置の前記入力部材に伝達すると共に、前記出力部材の回転を前記ディファレンシャル装置に伝達してなる、
請求項1又は2記載のハイブリッド駆動装置。 - 前記ケースは、
前記電気モータの出力軸の一方側端部、前記摩擦式無段変速装置の入力部材及び出力部材の一方側端部並びに前記ディファレンシャル装置のデフケースの一方側部を支持する第1のケース部材と、
前記電気モータの出力軸の他方側端部、前記入力軸、前記摩擦式無段変速装置の出力部材を装着した出力軸及び前記ディファレンシャル装置のデフケースの他方側部を支持する第2のケース部材と、
前記摩擦式無段変速装置の入力部材及び出力部材の他方側端部を支持する隔壁と、を有し、
前記第1のケース部材と前記第2のケース部材とを連結すると共に、前記隔壁にて前記第1の空間と第2の空間とを油密状に区画してなる、
請求項1ないし3のいずれか記載のハイブリッド駆動装置。 - 前記ギヤ伝動装置は、前記電気モータの出力軸に設けられた出力ギヤと、前記ディファレンシャル装置の入力部となるデフリングギヤとを有し、前記出力ギヤとデフリングギヤとが、軸方向でオーバラップするように配置されてなる、
請求項1ないし4のいずれか記載のハイブリッド駆動装置。 - 前記ギヤ伝動装置は、前記入力軸に設けられ、前記出力ギヤに連動する中間ギヤと、前記摩擦平式無段変速装置の出力部材と回転方向に一体的に設けられた無段変速装置出力ギヤと、を有し、
前記中間ギヤ及び無段変速装置出力ギヤが、前記出力ギヤ及び前記デフリングギヤと軸方向でオーバラップするように配置されてなる、
請求項5記載のハイブリッド駆動装置。 - 前記出力ギヤ及び前記中間ギヤが歯車であり、これら両歯車の間にアイドラ歯車を介して動力伝達してなる、
請求項6記載のハイブリッド駆動装置。 - 前記出力ギヤ及び前記中間ギヤがスプロケットであり、これら両スプロケットの間にチェーンを巻掛けて動力伝達してなる、
請求項6記載のハイブリッド駆動装置。 - 前記アイドラ歯車が、前記電気モータと径方向でオーバラップして配置されてなる、
請求項7記載のハイブリッド駆動装置。 - 前記摩擦式無段変速装置は、前記入力部材及び前記出力部材がその軸線を互いに平行かつ径大部と径小部が軸方向に逆になるように配置された円錐形状の摩擦車からなり、これら両摩擦車の対向する傾斜面に挟持されるリングを軸方向に移動して無段に変速するコーンリング式無段変速装置である、
請求項1ないし9のいずれか記載のハイブリッド駆動装置。 - 前記入力軸と前記摩擦式無段変速装置の入力部材とがスプラインにより駆動連結されてなる、
請求項1ないし10のいずれか記載のハイブリッド駆動装置。
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WO2004031620A2 (de) * | 2002-09-30 | 2004-04-15 | Ulrich Rohs | Getriebe |
FR2871110B1 (fr) | 2004-06-03 | 2006-09-22 | Peugeot Citroen Automobiles Sa | Element de transmission pour une chaine de traction de type hybride parallele |
JP4222302B2 (ja) * | 2004-12-27 | 2009-02-12 | 日産自動車株式会社 | ハイブリッド自動車の変速機 |
JP5256783B2 (ja) | 2008-03-06 | 2013-08-07 | 日産自動車株式会社 | ハイブリッド駆動装置 |
-
2010
- 2010-08-05 US US12/851,058 patent/US20110070995A1/en not_active Abandoned
- 2010-08-18 CN CN2010800150988A patent/CN102378702A/zh active Pending
- 2010-08-18 WO PCT/JP2010/005104 patent/WO2011033719A1/ja active Application Filing
- 2010-08-18 DE DE112010000470T patent/DE112010000470T5/de not_active Withdrawn
- 2010-09-17 WO PCT/JP2010/066262 patent/WO2011034191A1/ja active Application Filing
- 2010-09-17 JP JP2010210233A patent/JP5163722B2/ja not_active Expired - Fee Related
- 2010-09-17 DE DE112010002982T patent/DE112010002982T5/de not_active Ceased
- 2010-09-17 US US13/379,153 patent/US8549959B2/en not_active Expired - Fee Related
- 2010-09-17 JP JP2010210234A patent/JP5120432B2/ja not_active Expired - Fee Related
- 2010-09-17 CN CN201080031917.8A patent/CN102470743B/zh not_active Expired - Fee Related
Patent Citations (3)
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JP2005265069A (ja) * | 2004-03-18 | 2005-09-29 | Toyota Motor Corp | 変速機の制御装置 |
JP2008132812A (ja) * | 2006-11-27 | 2008-06-12 | Aisin Aw Co Ltd | ハイブリッド駆動装置 |
JP2009101729A (ja) * | 2007-10-19 | 2009-05-14 | Aisin Aw Co Ltd | ハイブリッド駆動装置 |
Also Published As
Publication number | Publication date |
---|---|
CN102470743A (zh) | 2012-05-23 |
WO2011034191A1 (ja) | 2011-03-24 |
JP2011084267A (ja) | 2011-04-28 |
DE112010000470T5 (de) | 2012-05-24 |
US8549959B2 (en) | 2013-10-08 |
CN102378702A (zh) | 2012-03-14 |
US20120096985A1 (en) | 2012-04-26 |
CN102470743B (zh) | 2014-08-20 |
JP5163722B2 (ja) | 2013-03-13 |
JP2011084266A (ja) | 2011-04-28 |
JP5120432B2 (ja) | 2013-01-16 |
DE112010002982T5 (de) | 2012-12-27 |
US20110070995A1 (en) | 2011-03-24 |
WO2011034191A9 (ja) | 2012-02-02 |
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