WO2011111478A1 - Dispositif d'entraînement hybride - Google Patents

Dispositif d'entraînement hybride Download PDF

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Publication number
WO2011111478A1
WO2011111478A1 PCT/JP2011/053115 JP2011053115W WO2011111478A1 WO 2011111478 A1 WO2011111478 A1 WO 2011111478A1 JP 2011053115 W JP2011053115 W JP 2011053115W WO 2011111478 A1 WO2011111478 A1 WO 2011111478A1
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WO
WIPO (PCT)
Prior art keywords
gear
drive device
hybrid drive
input
space
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PCT/JP2011/053115
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English (en)
Japanese (ja)
Inventor
貢 山下
昭次 高橋
秀行 梅田
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アイシン・エィ・ダブリュ株式会社
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Publication of WO2011111478A1 publication Critical patent/WO2011111478A1/fr

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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
    • 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

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
  • the axial dimension of the hybrid drive device is increased.
  • the axial dimension is larger than that of a belt type continuously variable transmission.
  • the step transmission is disposed so as to overlap with the axial direction, and the axial dimension becomes larger. It is not preferable that the dimension in the axial direction is increased due to the limitation of the space of the vehicle on which the hybrid drive device is mounted.
  • the electric motor and the friction type continuously variable transmission are shifted in the radial direction so as not to overlap in the axial direction.
  • a configuration in which the electric motor is disposed above the friction type continuously variable transmission can be considered.
  • a plurality of gears for transmitting power are arranged between the motor shaft of the electric motor, the output shaft of the friction continuously variable transmission, and the differential device of the vehicle.
  • the space in which these gears are arranged is filled with lubricating oil, but since each gear is arranged at a position shifted in the radial direction, a device for supplying the lubricating oil to each gear is provided. I need it.
  • the gear existing above the oil level of the lubricating oil reservoir will be sufficiently lubricated if there is no contrivance. Oil cannot be supplied.
  • the lubricating oil is difficult to be supplied to the motor output gear that rotates about the motor shaft.
  • a separate pump may be provided and the bottom lubricating oil may be pumped by this pump. The size increases and the weight also increases. Furthermore, it is not efficient because the fuel consumption of the vehicle deteriorates as much as the power of the pump is required.
  • the present invention realizes a structure in which an electric motor and a friction continuously variable transmission are combined, can be made compact, and can supply lubricating oil to each gear appropriately and efficiently. Invented as much as possible.
  • the present invention has an input member (22) and an output member (23) which are drivingly connected to an input shaft (6) interlocked with the engine, and the contact position between the input member (22) and the output member (23) is changed.
  • a friction type continuously variable transmission (3) for continuously changing the rotation of the input member (22) and transmitting it to the output member (23);
  • a diff ring gear (41) rotating around a central axis (391, 39r, IV) of a differential device (5) arranged in parallel with the input shaft (6, II);
  • Case (B) that houses the input gear (19, 19 '), the motor output gear (16, 16'), and the diff ring gear (41) and that constitutes a gear space (B) filled with lubricating oil.
  • the motor shaft (I) is between the input shaft (II) and the central shaft (IV) of the differential device in the horizontal direction when viewed from the axial direction, and the input shaft (II) and the central shaft (IV )
  • the differential ring gear (41) is disposed so that a part thereof is immersed in the oil reservoir of the lubricating oil, and a part thereof protrudes above the oil surface ( ⁇ ) of the oil reservoir, By rotating the diff ring gear (41) in a predetermined rotational direction ( ⁇ ), the lubricating oil can be lifted and supplied to the motor output gear (16, 16 ′) via the space portion (X).
  • the hybrid drive apparatus is characterized by the above.
  • 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 diff ring gear is preferably a gear.
  • the space portion (X) is a space surrounded by the differential ring gear (41), the gear train (Y), and the guide wall surface (62).
  • the differential ring gear (41) is arranged so that at least a part thereof overlaps the motor output gear (16, 16 ') and the input gear (19, 19') in the axial direction.
  • the predetermined rotation direction ( ⁇ ) is the rotation direction when the vehicle moves forward.
  • An output gear (44) for transmitting power output from the output member (23) to the diff ring gear (41) is disposed in the space portion (X), and the motor output gears (16, 16 '). ), Smaller diameter than the input gear (19, 19 ') and the diff ring gear (41).
  • the idler gear (17) is disposed between the motor output gear (16) and the input gear (19), and constitutes the gear train (Y).
  • the case (11) has a continuously variable transmission space (A) that houses the friction type continuously variable transmission (3) and is filled with traction oil, and the gear space (B).
  • the step transmission space (A) and the gear space (B) are partitioned in an oil-tight manner (12).
  • the motor shaft of the electric motor is not arranged coaxially with the input shaft, the axial dimension of the apparatus can be reduced.
  • the lubricating oil is swept up by the rotation of the diff ring gear disposed below and supplied to the motor output gear, the lubricating oil is sufficiently supplied to the motor output gear without providing a separate member such as a pump. Can supply.
  • the input gear is disposed below the motor output gear, at least the lubricating oil that has reached the motor output gear flows downward, and the lubricating oil is also supplied to the input gear. Further, there is no need for a special member for supplying lubricating oil to the motor output gear, and the cost can be reduced.
  • the space portion is a space surrounded by the diff ring gear, the gear train, and the guide wall surface, the space for the lubricating oil to fly by rotation of the diff ring gear is appropriately secured. Lubricating oil can be reliably supplied to the motor output gear.
  • the diff ring gear is arranged so that at least a part thereof overlaps the motor output gear and the plurality of gears in the axial direction, the def ring gear rotates in the direction in which the centrifugal force acts. It is easy to supply the lubricating oil to be blown to each of these gears.
  • the lubricating oil is sufficiently supplied to each gear by the rotation of the diff ring gear.
  • lubricating oil can be sufficiently supplied to the output gear.
  • the lubricating oil can be sufficiently supplied to the idler gear.
  • the case has a continuously variable transmission space filled with traction oil and a gear space filled with lubricating oil, which are partitioned in an oil-tight manner, and in the continuously variable transmission space. Since the friction type continuously variable transmission is housed and the gear transmission is housed in the gear space, the friction type continuously variable transmission contacts the oil film of traction oil having a large shearing force, particularly in the extreme pressure state. Intervening the position, transmitting torque by the shearing force, transmitting desired torque without wearing the friction transmission members such as the input member and the output member at an early stage, and enabling a quick and smooth speed change; and The gear transmission can smoothly transmit power with high transmission efficiency without causing a large power loss by interposing lubricating oil.
  • the continuously variable transmission space in which the friction type continuously variable transmission is accommodated can be filled with traction oil. Torque transmission by the continuously variable transmission can be performed appropriately, and early wear of the friction transmission member can be prevented. Further, the gear space in which the gear transmission is accommodated can be filled with lubricating oil, and appropriate power transmission can be achieved.
  • FIG. The front sectional view showing the hybrid drive device to which the present invention is applied.
  • FIG. The front sectional view showing the hybrid drive device of the embodiment which changed partially.
  • 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.
  • the above devices and shafts are housed in a case 11 configured by combining two case members 9 and 10, and the case 11 is separated from the first space A which is a continuously variable transmission space by a partition wall 12. It is oil-tightly partitioned into a second space B that is a gear space.
  • the electric motor 2 has a stator 2a fixed to the first case member 9 and a rotor 2b provided on the motor output shaft 4 which is a motor shaft.
  • the motor output shaft 4 has a first end on the first side.
  • One case member 9 is rotatably supported via a bearing 13 and the other end is rotatably supported by a second case member 10 via a bearing 15.
  • a motor output gear 16 composed of a gear (pinion) is formed on one side of the motor output shaft 4, and the motor output gear 16 is an input gear provided on the input shaft 6 via an idler gear (gear) 17. It is meshed with an intermediate gear (gear) 19.
  • 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 motor 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 interferes with the support portion of the cone ring type continuously variable transmission 3. Without this, the continuously variable transmission 3 can be disposed close to the electric motor 2.
  • 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 wavy cam is formed between the output-side friction wheel 23 and the output shaft 23a on the surfaces facing each other in the axial direction, and the output-side friction wheel 23 has an arrow D direction corresponding to the transmission torque.
  • a large pinching force is generated on the ring 25 with 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. It is supported by the partition wall 12 through a bearing 30.
  • the output shaft 23a in which the thrust force in the direction of arrow D described above is applied to the output side friction wheel 23, the other side end is supported by the second case member 10 via the tapered roller bearing 31.
  • the other end of the wheel 22 has an inner race of a bearing 27 sandwiched between a stepped portion and a nut 32, and the direction of the arrow D from the output-side friction wheel 23 acting on the input-side friction wheel 22 via a ring 25.
  • the thrust force 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.
  • the diff ring gear 41 rotates around the central axis of the differential device 5 (the rotation axis of the axle shafts 39l and 39r).
  • 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, the idler gear 17 and the intermediate gear (gear) 19, the continuously variable transmission output gear (pinion) 44, and the diff ring gear (gear) 41 constitute the gear transmission 5.
  • the motor output gear 16 and the diff ring gear 41 are arranged so as to overlap in the axial direction.
  • the intermediate gear 19 and the continuously variable transmission output gear 44 are connected to the motor output gear 19 and the diff ring gear 41 in the axial direction.
  • 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 rotatably supported by the case member 10 by a bearing 6a at an intermediate portion, and is engaged (drive coupled) to the input member 22 of the continuously variable transmission 3 by a spline S at one end thereof.
  • the other end side is linked to the output shaft of the engine via a clutch (not shown) housed in a third space C formed by the second case member 10.
  • the third space C side of the second case member 10 is open and connected to an engine (not shown).
  • the gear transmission 5 is housed in an electric motor 2 and a second space B that 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 motor output shaft 4 of the electric motor 2 is the first shaft I (motor shaft), and the input shaft 6 and the continuously variable transmission input member 22 arranged coaxially are the second shaft II ( Input shaft), the continuously variable transmission output member 23 and its output shaft 23a are the third shaft III (output shaft), the left and right axle shafts 39l and 39r are the fourth shaft IV (the central shaft of the differential device 5), and
  • the idler gear shaft 17a is a fifth shaft (idler shaft) V.
  • These shafts are all arranged in parallel and supported by the case 11, and the gears (gears) 16, 17, 19, 44 of the gear transmission 7 are also provided. , 41 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.
  • 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 rotation of the continuously variable speed output friction wheel 23 is caused by the differential case 33 of the differential device 5 through the output shaft 23a, the output gear 44, and the differential ring gear 41 that are drivingly connected to the output friction wheel 23 by spline engagement or the like.
  • the power is distributed to the left and right axle shafts 39l and 39r to drive the wheels (front wheels).
  • the power of the electric motor 2 is transmitted to the input shaft 6 through the motor 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 motor output gear 16, the differential ring gear 41, the gear transmission 7 including the gears 17, 19, and 44, and the bevel gears 37 and 40 are a second space that is a single gear space filled with lubricating oil. B is housed, and smoothly transmits power with lubricating oil interposed when the gears are engaged.
  • 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.
  • each of the gears 41, 16, 17, 19, and 44 is constituted by a spur gear, and is housed in the single second space B filled with lubricating oil as described above.
  • a single space refers to a space in which there is nothing to partition each gear in the space.
  • the bearings 15, 20, 21, 6a, 31, 35, 36 for supporting the gears 41, 16, 17, 19, 44, the bearing 27 for supporting the input side friction wheel 22, and A bearing 30 that supports the output side friction wheel 23 is also present in the second space B.
  • the gears 41, 16, 17, 19, 44 are arranged in the second space B as follows.
  • the diff ring gear 41 is located at the lowest position. That is, the central axis IV of the differential device 5 is located below the motor shaft I and the input shaft II, and further the output shaft III and the idler shaft V.
  • the diff ring gear 41 is disposed so that a part thereof is immersed in the oil reservoir F of the lubricating oil and a part thereof protrudes above the oil surface ⁇ of the oil reservoir F.
  • the motor output gear 16 and the plurality of gears 17, 19, and 44 are disposed above the oil level ⁇ , and the motor output gear 16 is located at the uppermost position. Therefore, the motor output gear 16 is the uppermost gear located at the uppermost position among the gears 16, 17, 19, 44.
  • the oil level ⁇ is preferably below the rotational axis P of the diffring gear 41 in order to reduce the rotational resistance of the diffring gear 41. That is, a portion below the horizontal line passing through the rotation axis P of the diff ring gear 41 is immersed in the oil reservoir F.
  • the diff ring gear 41 is located on the left side of FIG. 2 with respect to each of the gears 16, 17, 19, and 44, and rotates in a direction of an arrow ⁇ that is a predetermined rotation direction when the vehicle moves forward.
  • the motor output gear 16, the idler gear 17 and the intermediate gear 19 constitute a gear train Y.
  • the idler gear 17 and the intermediate gear 19 are sequentially arranged below the motor output gear 16, and the central axes (the idler shaft V and the input shaft II) of the gears 17 and 19 are the central axes (motor shafts) of the motor output gear 16.
  • the vertical line (vertical line) ⁇ passing through I) is positioned on the opposite side of the diff ring gear 41.
  • the range in which the idler shaft V and the input shaft II are arranged is within a range of 45 ° in the direction away from the diffring gear 41 from the perpendicular ⁇ with the motor shaft I as the center, and more preferably within a range of 30 °. That is, in this embodiment, the motor shaft I is disposed between the input shaft II and the central axis IV of the differential device 5 in the horizontal direction (left-right direction in FIG. 2) when viewed from the axial direction. Further, the output gear 44 is disposed above the diff ring gear 41 on the diff ring gear 41 side of the intermediate gear 19. Further, among these gears 41, 16, 17, 19, 44, the gear having the largest outer diameter is the diff ring gear 41. On the other hand, the outer diameter of the output gear 44 is sufficiently smaller than the gears 41, 17, 19 (small diameter).
  • the arrangement of the gears 41, 16, 17, 19, and 44 in the radial direction is as described above. However, in the axial direction, as shown in FIG. 1, the respective tooth portions are arranged so as to overlap in the axial direction.
  • the diff ring gear 41 is arranged so that at least a part thereof overlaps the motor output gear 16 and the plurality of gears 17, 19, 44 in the axial direction.
  • all or most of the axial widths of the tooth portions of the gears 16, 17, 19, and 44 exist within the range of the axial width of the tooth portions of the differential ring gear 41. ing.
  • the inner wall surface 60 of the second space B of the case 11 (second case member 10) that houses the gears 41, 16, 17, 19, 44 is close to a part of the circumscribed circle of the diffring gear 41.
  • a guide wall surface 62 extending from the differential side wall surface 61 toward the motor output gear 16 at a position above the oil level ⁇ .
  • the periphery of the motor output gear 16 is covered with a motor side wall surface 63 which is a part of the inner wall surface 60 and is sufficiently separated from the circumscribed circle of the motor output gear 16. Therefore, the guide wall surface 62 is a portion that connects the differential side wall surface 61 and the motor side wall surface 63.
  • the differential side wall surface 61 is configured by a curved surface having a diameter slightly larger than the diameter of the circumscribed circle of the diff ring gear 41, and forms a circumscribed circle of the diff ring gear 41 from downstream to upstream in the rotation direction ⁇ of the oil surface ⁇ . It is close.
  • the differential side wall surface 61 is located upstream in the rotational direction ⁇ from the perpendicular line M passing through the rotational axis (center axis) P of the differential ring gear 41 and downstream in the rotational direction ⁇ from the horizontal line N passing through the rotational axis P. Until, the periphery of the differential ring gear 41 is covered.
  • the guide wall surface 62 is in contact with the upper side of the circumscribed circle of the motor output gear 16 (motor side wall surface 63 side, opposite to the intermediate gear 19), and the circumscribed circle of the diffring gear 41 on the guide wall surface 62 side (with the intermediate gear 19). It is located on the opposite side of the intermediate gear 19 from the tangent line ⁇ in contact with the opposite side. That is, the guide wall surface 62 is located on the left side of FIG.
  • the shape of the guide wall surface 62 may be a bent surface as shown in FIG. 2, a single cylindrical surface, or a curved surface. However, it is preferable that the differential side wall surface 61 and the motor side wall surface 63 be continuously and smoothly (without a step).
  • the gap between the inner wall surface 60 and the diff ring gear 61 becomes wider with respect to the rotation direction ⁇ of the diff ring gear 41 from the differential side wall surface 61 toward the guide wall surface 62,
  • the intermediate part is wedge-shaped.
  • the wedge angle ⁇ is preferably 30 ° or less, and more preferably 15 ° or less. When the wedge angle is larger than 30 °, the lubricating oil flying by the rotation of the diff ring gear 41 does not easily reach the motor output gear 16 as will be described later.
  • the plurality of gears 17, 19, 44 which are the remaining gears other than the motor output gear 16 positioned at the top, pass through the rotation axis O of the motor output gear 16. It is located on the opposite side of the guide wall surface 62 from the tangent ⁇ ′ on the guide wall surface 62 side of the circumscribed circle of the diff ring gear 41. That is, the gears 17, 19, and 44 are located on the right side of FIG. 2 with respect to the tangent line ⁇ ′. Thereby, the space
  • the space surrounded by the diff ring gear 41, the gear train Y, and the guide wall surface 62 is defined as a space portion X. Therefore, the output gear 44 is disposed in the space portion X.
  • the diff ring gear 41 is rotated in a predetermined rotational direction ⁇ , and the lubricating oil is lifted from the differential side wall surface 61 along the guide wall surface 62, and the motor output gear 16 and The plurality of gears 17, 19, 44, and further, the bearings 15, 20, 21, 6 a, 31, 27, 30 existing in the second space B can be supplied.
  • the diff ring gear 41 has a larger diameter than the other gears, and the lubricating oil present in the recesses between the teeth formed on the outer peripheral surface by rotation is blown away with a large centrifugal force.
  • the lubricating oil acted by the centrifugal force is lifted along the guide wall surface 62, and the guide wall surface 62 Or in the space portion X inside the guide wall surface 61.
  • a part of the lubricating oil flying through the space portion X is also supplied to the gears 17, 19, 44, and the lubricating oil that has reached the motor output gear 16 flows downward, and the motor It is also supplied to the gears 17, 19, 44 located below the output gear 16. Further, the lubricating oil that is lifted up by the diff ring gear 41 as described above is also supplied to the bearings 15, 20, 21, 6 a, 31, 27, 30 existing in the second space B.
  • the bearings 35 and 36 that support the differential case 33 are at least partially immersed in lubricating oil.
  • the operation mode of the present embodiment configured as described above will be described.
  • Various operation modes of the engine and the electric motor that is, the operation mode as the hybrid drive device 1 can be 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 motor 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, the diff ring gear 41, and the gear transmission 7 are housed in the second space B that is a single gear space, and therefore the diff ring gear 41 disposed below.
  • the lubricating oil can be supplied to the motor output gear 16 and the plurality of gears 17, 19, 44 of the gear transmission 7 and also to the respective bearings existing in the second space B. Since the lubricating oil is lifted up by the rotation of the differential ring gear 41 and supplied to the gears 16, 17, 19, and 44, the lubricating oil is supplied to the gears 16 and 17, without providing a separate member such as a pump. 17, 19, 44 can be sufficiently supplied.
  • each gear 16, 17, 19, 44 increases when the vehicle speed is increased, a large amount of lubricating oil is required for each gear 16, 17, 19, 44 or bearing. Since the rotational speed of 41 also increases, the amount of lubricating oil that is swept up increases, and an appropriate amount of lubricating oil corresponding to the rotational speed can be supplied to the gears 16, 17, 19, 44 and bearings. Also, if the lubricating oil flies by being lifted and reaches each gear 16, 17, 19, 44, the lubricating oil is cooled during the flight, and heat generated by friction of each gear or by bearings Can be efficiently suppressed. As a result, the apparatus can be made compact and lubricating oil can be supplied appropriately and efficiently.
  • the diff ring gear 41 is arranged so as to overlap with the gears 16, 17, 19, 44 in the axial direction, the lubricating oil that is blown away in the direction in which the centrifugal force acts by the rotation of the diff ring gear 41 is used. It is easy to supply to each gear 16, 17, 19, 44.
  • the guide wall 62 is connected to the gear 16 from the diff ring gear 41.
  • 17, 19, 44 may be formed with inclined grooves, and the lubricating oil swept up by the diff ring gear 41 may be supplied to the gears 16, 17, 19, 44 along the grooves. .
  • 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 motor output gear 16 ′ is splined to the motor output shaft 4.
  • the rotation of the electric motor 2 is transmitted to the input shaft 6 via the motor 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 (particularly, Although the degree of freedom in designing the arrangement with the input member 22) increases, there is a limit to the reduction in 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.
  • these gears can be arranged so that the lubricating oil swept up by the diff ring gear reaches each gear depending on the positional relationship between the diff ring gear and the oil level. Further, for example, among gears other than the differential ring gear such as an intermediate gear, a part of the circumferential direction of some gears, such as a gear located at the lowermost part, is disposed above the lubricating oil. Lubricating oil is supplied to the gears by scraping the differential ring gear.
  • the hybrid drive device according to the present invention can be used in various drive devices such as various transport devices such as automobiles, industrial devices, and production machines.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • General Details Of Gearings (AREA)

Abstract

L'axe (I) d'un moteur est placé entre l'axe (II) d'un arbre d'entrée et l'axe central (IV) d'un dispositif de différentiel par rapport à la direction horizontale, en vue axiale. Par la rotation d'une couronne de différentiel (41) qui est placée dans la partie inférieure, l'huile lubrifiante peut être remontée par tourbillonnement et fournie à l'engrenage (16) de sortie du moteur, placé dans la partie supérieure, par l'intermédiaire de l'espace (X) entouré par la couronne de différentiel (41), d'un train d'engrenages (Y) et d'une surface (62) de paroi de guidage. L'huile lubrifiante remontée par tourbillonnement par la couronne de différentiel (41) est aussi fournie à divers engrenages (17, 19, 44). De cette manière, la structure du dispositif est rendue compacte par la combinaison d'un moteur électrique (2) et d'un dispositif de transmission à variation continue du type à friction, et l'huile lubrifiante peut en outre être fournie efficacement et de manière appropriée.
PCT/JP2011/053115 2010-03-09 2011-02-15 Dispositif d'entraînement hybride WO2011111478A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010-051486 2010-03-09
JP2010051486A JP5051254B2 (ja) 2010-03-09 2010-03-09 ハイブリッド駆動装置

Publications (1)

Publication Number Publication Date
WO2011111478A1 true WO2011111478A1 (fr) 2011-09-15

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113525066A (zh) * 2021-07-15 2021-10-22 东风汽车集团股份有限公司 一种混合动力式驱动系统的壳体及车辆

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013107536A (ja) * 2011-11-22 2013-06-06 Nsk Ltd 電気自動車用駆動装置

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004168208A (ja) * 2002-11-21 2004-06-17 Nissan Motor Co Ltd ハイブリッド車両の駆動装置
JP2008301562A (ja) * 2007-05-29 2008-12-11 Toyota Motor Corp 車両用駆動装置およびこの車両用駆動装置を備えた車両

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004168208A (ja) * 2002-11-21 2004-06-17 Nissan Motor Co Ltd ハイブリッド車両の駆動装置
JP2008301562A (ja) * 2007-05-29 2008-12-11 Toyota Motor Corp 車両用駆動装置およびこの車両用駆動装置を備えた車両

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113525066A (zh) * 2021-07-15 2021-10-22 东风汽车集团股份有限公司 一种混合动力式驱动系统的壳体及车辆
CN113525066B (zh) * 2021-07-15 2022-11-01 东风汽车集团股份有限公司 一种混合动力式驱动系统的壳体及车辆

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JP2011183940A (ja) 2011-09-22
JP5051254B2 (ja) 2012-10-17

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