WO2013118902A1 - ハイブリッド駆動装置 - Google Patents
ハイブリッド駆動装置 Download PDFInfo
- Publication number
- WO2013118902A1 WO2013118902A1 PCT/JP2013/053160 JP2013053160W WO2013118902A1 WO 2013118902 A1 WO2013118902 A1 WO 2013118902A1 JP 2013053160 W JP2013053160 W JP 2013053160W WO 2013118902 A1 WO2013118902 A1 WO 2013118902A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- clutch
- lubricating oil
- oil
- drive device
- hybrid drive
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
- F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
- F02B63/042—Rotating electric generators
-
- 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
- B60K6/26—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 motors or the generators
-
- 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
- B60K6/38—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 driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
-
- 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
-
- 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
-
- 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
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/123—Details not specific to one of the before-mentioned types in view of cooling and lubrication
-
- 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
- F16H57/0467—Elements of gearings to be lubricated, cooled or heated
- F16H57/0476—Electric machines and gearing, i.e. joint lubrication or cooling or heating thereof
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
- F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
- F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
-
- 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
-
- 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 apparatus having an internal combustion engine and an electric motor (rotary electric machine) as drive sources, and more specifically, a one-motor type that transmits power from the internal combustion engine to an automatic transmission via an engine disconnection (K0) clutch. It is related with the circulation of the lubricating (cooling) oil in the hybrid drive apparatus.
- a one-motor type hybrid drive device in which an output shaft (member) of an internal combustion engine is connected to an input shaft (member) of an automatic transmission through a K0 clutch, and a rotor of an electric motor is connected to an automatic transmission.
- the hybrid drive device starts with the driving force of an electric motor, starts the engine by connecting a K0 clutch at a predetermined low speed, and travels while shifting the automatic transmission with the driving force of the engine.
- the electric motor outputs so as to assist the driving force of the engine, generates electric power by the driving force of the engine or the vehicle inertia force, or idles.
- the K0 clutch functions as a starting clutch.
- the K0 clutch is slip-controlled to avoid a shock due to a sudden torque fluctuation between the input side and the output side.
- the electric motor is a large-diameter hollow motor
- the K0 clutch is arranged in the inner diameter portion of the rotor of the motor in order to reduce the size and increase the efficiency of the electric motor.
- Lubricating oil is supplied to the K0 clutch from the input shaft of the automatic transmission, and the lubricating oil flows toward the coil end of the electric motor after lubricating and cooling the K0 clutch (see Patent Document 1).
- the K0 clutch is housed in a unit housing in a liquid-tight manner, the housing is filled with lubricating oil, and the lubricating oil in the housing is circulated through a lubricating oil passage that passes through an oil cooler (Patent Document 2). reference).
- the K0 clutch requires a sufficient amount of lubricating oil to suppress heat generation during slip control.
- creep torque is generated prior to starting, and therefore it is necessary to perform slip control for a relatively long time.
- the lubricating oil becomes hot due to lubrication during slip control of the K0 clutch, and if the lubricating oil that has become hot flows through the coil end of the electric motor, the cooling of the coil end is hindered. There is a risk of coming.
- the present invention is configured such that the lubricating oil is lubricated and cooled while flowing the lubricating oil into the clutch by the shaft core lubrication, and the lubricating oil used in the clutch is not directly flowed into the rotating electric machine (electric motor). It aims at providing the hybrid drive device which solved the subject mentioned above.
- the present invention provides a clutch (6) for engaging or releasing an output member (5a) of an internal combustion engine (5) and an input shaft (7) of an automatic transmission (2);
- a hybrid drive device comprising a rotating electrical machine (3) having a stator (24) fixed to a case (23) and a rotor (25) connected to an input shaft (7) of the automatic transmission (2).
- the rotating electrical machine (3) is disposed on the radially outer side of the clutch (6) and at least partially overlapping in the axial direction when viewed from the radial direction, Lubricating oil is supplied to the clutch (6) from the input shaft (7) of the automatic transmission, A shielding portion (50, 51) (187) for guiding the lubricating oil supplied to the clutch to the oil reservoir (66) (166) bypassing the rotating electrical machine (3) is provided.
- the hybrid drive apparatus is characterized by the above.
- a rotor support member (26) that supports the rotor (25) and has an oil hole (47) through which lubricating oil supplied to the clutch (6) flows out;
- the rotor support member (26) includes a cylindrical portion (26a) on which the rotor (25) is mounted, and first and second flange portions (26b) extending from the cylindrical portion in the inner diameter direction. ) (28), and the oil hole (47) is formed in an outer diameter side portion of the first flange portion (26b),
- a clutch chamber (S) for accommodating the clutch (6) is formed between the first and second flange portions (26b) (28) of the rotor support member, Lubricating oil is supplied from the input shaft (7) toward the clutch chamber.
- a valve (61) for switching the flow rate of lubricating oil supplied to the clutch (6) between a large flow rate and a small flow rate is provided.
- the oil hole (47) of the rotor support member (26) is set so that a small amount of lubricating oil flows out from the large flow rate and a larger amount than the small flow rate.
- the shielding portion (50, 51) includes an annular flange portion (50) protruding in the axial direction from the case (22), and at least the flange portion.
- a protrusion (51) protruding in the inner diameter direction is provided at the tip of the flange portion so as to be close to the tip of the cylindrical portion (26a) of the rotor support member (26).
- the protrusion (51) is arranged so as to be at least partly overlapped on the outer side in the radial direction from the tip of the cylindrical part (26a) of the rotor support member (26) when viewed from the radial direction.
- the shielding part (50, 51) has an annular shape and forms a space (A) partitioned by the shielding part, the rotor support member (26) and the case (22).
- the drainage passage (53) is formed in the case (22) with an upper end (53a) at the upper end of the space (A), and lubricated by flowing out from the oil hole (47) into the space (A). Oil flows into the discharge path (53) from the opening (53a).
- the shielding part has a flange part (50) formed integrally with the case (22), and a rib (70) is formed so as to extend to the inner diameter side of the flange part. Become.
- the case (123) includes a cylindrical portion (126a) holding the rotor, a flange portion (126b) extending radially inward from the cylindrical portion, and an inner diameter side end of the flange portion. , 122) and a hub portion (126c) supported via a bearing (130), and a rotor support member (126).
- the clutch (6) is disposed on one axial side of the flange portion (126b) and radially inward of the cylindrical portion (126a),
- the shielding portion is a cover member (187) that covers a coil end (24a) on one side of the stator (24), Lubricating oil from the input shaft (7) is partitioned by the flange portion (126b), supplied to the clutch (6), and further guided to the cylindrical portion (126a) and the cover member (187). It is discharged into the reservoir (166).
- the clutch (6) includes a clutch drum (128) linked to the input shaft (7), a clutch hub (137) linked to the output member (5a), and the clutch drum.
- the clutch drum (128) has a spline (128c) and a through hole (128d) formed on the outer peripheral surface thereof, and the spline (128c) is engaged so that the cylindrical portion (126a) of the rotor support member rotates integrally.
- a valve (61) for switching the flow rate of lubricating oil supplied to the clutch (6) between a large flow rate and a small flow rate is provided.
- the clutch (6) is controlled to a released state, a slip state and a fully engaged state,
- the valve (61) is switched to the small flow rate in the released state and the fully engaged state, and is switched to the large flow rate in the slip state.
- the lubricating oil from the input shaft is supplied to the clutch and flows out, the cooling performance of the clutch is ensured and dragging of the clutch is reduced. Furthermore, the lubricating oil that has lubricated and cooled the clutch is guided to the shielding portion, bypasses the rotating electrical machine, and is discharged to the oil reservoir at the lower part of the case. Therefore, even if the clutch is slip controlled and the lubricating oil is heated to a high temperature, the high temperature lubricating oil is prevented from flowing directly to the stator of the rotating electrical machine and the stator is heated to prevent the performance and durability of the electric motor from being lowered. can do.
- the lubricating oil supplied from the input shaft to lubricate and cool the clutch flows out from the oil holes formed in the rotor support member, and is blocked by the shielding portion so as to collect oil from the discharge path. Is not discharged into the rotating electrical machine.
- the clutch since the clutch is housed in a clutch chamber surrounded by the cylindrical portion of the rotor support member and the first and second flange portions, the lubricating oil from the input shaft is Since the oil hole is reliably supplied to the clutch friction plate in the clutch chamber and the oil hole is formed in the outer diameter portion of the first flange portion, the lubricating oil that lubricated the clutch is surely discharged from the oil hole.
- the clutch can be reliably lubricated and cooled to maintain the accuracy of the clutch, and the generation of drag torque due to the lubricating oil when the clutch is released can be reduced.
- the clutch since the flow rate of the lubricating oil supplied to the clutch is switched between a large flow rate and a small flow rate with respect to the outflow amount from the oil hole by the valve, the clutch is lubricated in the clutch chamber. By switching between a state close to full dip lubrication that is immersed in oil and a lubrication state in which the lubricating oil flows and flows out of the oil hole, it can be lubricated and cooled with high accuracy.
- the shielding portion has a flange portion formed on the case, and a protrusion protruding in the inner diameter direction at the tip of the flange portion, and the protrusion is a cylindrical portion of the rotor support member.
- the lubricating oil flowing to the cylindrical portion is guided to the shielding portion, and the lubricating oil flowing from the case side to the electric motor side is blocked, and the lubricating oil is surely guided to the discharge path and discharged. be able to.
- At least a part of the protrusion overlaps the tip of the cylindrical portion of the rotor support member when viewed from the radial direction, so that the lubricating oil flows to the rotating electrical machine side even by centrifugal force or gravity. Is prevented.
- the shielding portion is formed in an annular shape, and is partitioned by the shielding portion, the rotor support member, and the case to form a space. It is discharged reliably from the discharge path that is stored and opened at the bottom.
- the shielding portion has the flange portion integrally formed with the case, and the flange portion is reinforced by the rib, so that the rigidity of the shielding portion is increased and the reliability is improved. be able to.
- the lubricating oil from the input shaft is partitioned by the rotor support member, supplied to the clutch, and further discharged to the electric motor side on the radially outer side. Is secured and drag is reduced. Further, the lubricating oil discharged to the electric motor side after cooling the clutch is discharged to the oil reservoir by bypassing the coil end by a cover that covers the coil end on one side of the stator.
- the lubricating oil from the input shaft is partitioned by the flange portion of the rotor support member, and the gap between the tip of the clutch drum and the flange portion and the spline on the outer peripheral surface of the clutch drum.
- it can smoothly flow out of the clutch drum through the through hole, and drag can be reduced while cooling the clutch.
- the clutch when the clutch is disengaged or completely engaged, it becomes a lubrication state at a small flow rate, and the loss of energy can be reduced by reducing the generation of drag torque, etc.
- the slip state a large amount of lubricating oil can be supplied to reliably lubricate and cool, and the clutch can be prevented from being heated to high temperatures, and the performance and durability of the clutch can be improved.
- even if high-temperature lubricating oil flows out in this state it can be prevented from flowing into the stator coil by the shielding portion, and the cooling performance of the electric motor can be maintained.
- FIG. 1 Schematic which shows the hybrid drive device which can apply this invention.
- the input part (electric motor and disconnecting clutch part) which concerns on embodiment of this invention is shown, (A) is sectional drawing, (B) is a side view of a case.
- the input part which concerns on embodiment changed partially is shown, (A) is sectional drawing, (B) is a side view of a case.
- the input part which concerns on embodiment changed partially is shown, (A) is sectional drawing, (B) is a side view of a case.
- the input part which concerns on embodiment changed partially is shown, (A) is sectional drawing, (B) is a side view of a case.
- Sectional drawing which shows the input part by other embodiment.
- the top view which shows the bracket which attaches the rotor of a resolver to a rotor support member.
- the hybrid drive device 1 includes an automatic transmission 2, a rotating electrical machine (hereinafter referred to as an electric motor) 3, a rotating portion (rotor) of the electric motor 3, and an output shaft (connection) of the internal combustion engine 5. It consists of what is called a 1 motor type provided with the release clutch 6 (henceforth a K0 clutch) arrange
- An input member (hereinafter referred to as an input shaft) 7 of the automatic transmission 2 is connected to the rotating portion of the electric motor 3, and an output member (hereinafter referred to as an output shaft) 9 is connected to the drive wheel 10.
- the internal combustion engine 5, the electric motor 3 and the automatic transmission 2 are respectively an engine (E / G) control device UE, a motor (M / G) control device UM, an automatic transmission / hydraulic pressure (AT).
- E / G engine
- M / G motor
- AT automatic transmission / hydraulic pressure
- controlled by the control device UA these control devices UE, UM, UA are integrated and controlled by the vehicle control device U.
- Each of the control devices UE, UM, UA receives signals from an engine speed sensor 11, an electric motor, and a speed sensor 12 for detecting the speed of the input shaft 7 of the automatic variable transmission, and an output shaft speed sensor 15, respectively. Have been entered. Further, a remaining battery level (SOC) signal 16 is input to the vehicle control device U.
- SOC battery level
- the electric motor (rotary electric machine) 3 functions as a drive source for converting electrical energy into mechanical energy, as a generator for converting mechanical energy into electrical energy, and as a starter for starting the engine.
- the automatic transmission 2 is a multi-speed transmission such as 8 forward speeds or 1 reverse speed, but is not limited thereto, and may be a continuously variable automatic transmission such as a belt type CVT, cone ring type CVT, or toroidal type CVT. Good.
- the rotating electrical machine can also be applied to one having only one function of a drive source and a generator.
- Input unit 20 1 is housed in mating casing 23 made of a transmission case 121 and the motor cover 22 of the automatic transmission 2.
- the electric motor 3 is a large-diameter hollow motor, the stator 24 is integrally fixed to the case 23, and the rotor 25 that is a rotating portion is integrally provided on the rotor support member 26.
- the stator 24 is formed by winding a coil around an iron core, and the coil end 24a of the coil protrudes from the iron core in the width direction (direction parallel to the rotation axis).
- the rotor support member 26 includes a cylindrical portion 26a on which the rotor 25 is mounted on the outer diameter side, and a (first) flange portion 26b extending in the inner diameter direction from the cylindrical portion, and the automatic transmission device for the cylindrical portion 26a.
- a flange member (second flange portion) 28 is integrally fixed to the side end surface, and a both-end supported structure is formed by the (first) flange portion 26 b and the (second) flange portion (material) 28.
- the K0 clutch 6 is disposed in a space S between the flange portion 26b and the flange member 28, and the space S forms a clutch chamber in which the clutch 6 is accommodated.
- a pump case 29 containing a pump 27 is integrally fixed to the motor cover 22 constituting the case 23, and is formed on the inner diameter side end of the (first) flange portion 26b.
- the hub is rotatably supported by the bearing 30.
- An output member (hereinafter referred to as an output shaft 5a) that rotates integrally with the output shaft 5a of the internal combustion engine 5 is supported on the motor cover 22 in an oil-tight manner so as to be rotatable.
- the transmission case 21 supports the input shaft 7 of the automatic transmission 2 so as to be rotatable, and both the shafts 5a and 7 are arranged coaxially with their tips facing each other.
- a hub formed on the inner diameter side end of the flange member 28 constituting the second flange portion is rotatably supported by a bearing 31 on the outer peripheral side thereof.
- the input portion 27a of the pump 27 has one-way clutches 32 and 33 interposed between the flange portion 26b hub on the outer peripheral side and the engine output shaft 5a on the inner peripheral side, respectively.
- the faster rotation of the flange portion 26b and the engine output shaft 5a is transmitted to the pump input portion 27a. Accordingly, the pump 27 is driven by one of the electric motor 3 and the internal combustion engine 5 serving as a vehicle drive source.
- the K0 clutch 6 housed in the clutch chamber S is composed of an inner friction plate and an outer friction plate made of multiple plates 35, and a hydraulic servo 36 thereof.
- the inner friction plate of the multi-plate 35 is engaged with a clutch hub 37 that rotates integrally with the tip of the engine output shaft 5a, and the outer friction plate is a clutch formed on the flange member 28. It is engaged with the drum 28c.
- the flange member 28 is formed with a cylinder 36a of a hydraulic servo 36, and a piston 36b is fitted in the cylinder in an oil-tight manner.
- the piston 36b extends in the outer diameter direction to operate the multi-plate 35 of the clutch 6, and a return spring 40 acts on the back side thereof.
- the spring 40 is compressed between the back plate 41 that is secured to the hub of the flange member 28 and that is oil-tightly fitted to the back surface of the piston, and between the back surface of the piston and the back plate 41.
- a cancel oil chamber 42 is configured.
- the input shaft 7 of the automatic transmission is formed with a lubricating oil passage 43 and a lubricating oil passage 45 extending in the axial direction extending from the valve body constituting the hydraulic control device.
- the lubricating oil passage 43 is closed at the tip, led to the cancel oil chamber 42 and led to the clutch chamber S to supply lubricating oil to the multi-plate friction plate 35 of the clutch 6.
- the oil passage 45 for lubricating oil is opened at the tip and is supplied to the one-way clutches 32, 33 and the like through the oil hole of the output shaft 5a.
- the hydraulic servo 36 is supplied or discharged with hydraulic oil through a separate oil passage.
- An oil hole 47 is formed adjacent to the cylindrical portion 26a that is the outer diameter side end of the flange portion 26b.
- the oil hole 47 is formed so that the lubricating oil guided from the lubricating oil passage 45 to the clutch chamber S is discharged from the clutch chamber S, that is, at least the outer diameter of the contact surface of the multi-plate friction plate 35 of the clutch 6. A lubricating oil is discharged from the contact surface.
- the motor cover 22 is integrally formed with an annular flange 50 extending in a direction toward the space A.
- the flange portion 50 extends so that the tip thereof approaches the tip of the cylindrical portion 26 of the rotor support member 26 and constitutes a shielding portion that divides the space A and the motor chamber B that houses the electric motor 3.
- a protrusion member (protrusion) 51 that protrudes in the inner diameter direction so as to be closer to the tip of the cylindrical portion 26 a is integrally attached to the tip of the flange portion 50, and cooperates with the flange portion 50 to shield the shield. Parts.
- the protruding member 51 is arranged so that at least a part thereof overlaps the tip of the cylindrical portion 26 a of the rotor support member 26 when viewed from the radial direction.
- the shielding portions 50 and 51 shield lubricating oil from flowing from the space A into the stator 24 (coil end 24a) of the motor chamber B.
- the space A has a front and rear surfaces partitioned by a flange portion 26b and a motor cover 22, an inner diameter side thereof is partitioned by a pump case 29, and an outer diameter side of the cylindrical portion 26a and a shielding portion 50, which are arranged close to each other.
- the lubricating oil discharged from the oil hole 47 is stored.
- a discharge path 53 is formed in the motor cover 22 at the bottom of the space A.
- the upper end of the discharge path 53 opens (53a) to the bottom of the space A adjacent to the flange 50, and the lower end opens (53b) to the oil reservoir 66 which is the bottom part of the case 23.
- 53 constitutes a bypass oil passage that bypasses the stator 24 of the electric motor 3, particularly the coil end 24a, and discharges the lubricating oil in the space A to the oil reservoir 66 at the bottom of the case.
- FIG. 2 (B) is a side view of the motor cover 22 as seen from the mating surface, in which 50 is a collar and 51 is a protruding member attached to the collar. 55 is an inlay portion into which the pump case 29 is fitted, and 56 is a hole through which the output shaft 5a is inserted.
- Reference numeral 53 denotes a discharge passage constituting the bypass oil passage, wherein 53a is an opening on the space A side, and 53b is an opening on the motor chamber B side.
- the lubricating oil discharged by the rotation of the oil pump 27 is guided to the input port a of the switching valve 61 via the check valve 60.
- the switching valve 61 is operated by a solenoid valve 62.
- the input port a is connected to the first output port b by a spring 63.
- the solenoid valve 62 is turned on, the input port a is set to the second port. Is switched to communicate with the output port c.
- Lubricating oil from the first output port b is supplied to the lubricating oil passage (shaft core lubrication) 45 through the small flow orifice 64, and the lubricating oil from the second output port c has a large flow rate.
- the axial lubrication from the oil passage 45 is supplied to the clutch chamber S as described above, and after lubricating and cooling the multi-plate friction plate 35 of the clutch 6, the oil hole 47 formed in the flange portion 26b is provided. Then, it is discharged to the space A, and further returned to the oil sump 66 at the lower part of the case 23 via the discharge path 53.
- the hole diameter of the oil hole 47 is set to be larger than the hole diameter of the small flow orifice 64 and smaller than the hole diameter of the large flow orifice 65, so that the lubricating oil flow rate supplied through the small flow orifice 64 is the oil hole 47.
- the clutch chamber S is in a state where no lubricating oil is accumulated, and the lubricating oil flow rate supplied through the large flow orifice 65 is larger than the flow rate flowing out from the oil hole 47. In the state where the lubricating oil is accumulated, the multi-plate friction plate 35 of the clutch 6 is lubricated and cooled in a state close to a full dip immersed in the lubricating oil.
- the hybrid drive device 1 starts with the electric motor 3 as a drive source at normal times when the remaining battery level (SOC) is not insufficient. That is, the electric motor 3 is in a creep state in which creep torque is generated while the shift lever is in the D (drive) range and the automatic transmission 2 is in the first speed. When the driver depresses the accelerator pedal from this state, the torque of the electric motor 3 generates a torque corresponding to the accelerator opening. The torque of the electric motor 3 is transmitted to the drive wheel 10 via the automatic transmission 2 to start the vehicle. At this time, the K0 clutch 6 is in a disengaged state.
- SOC remaining battery level
- the K0 clutch 6 When the vehicle reaches a predetermined speed, the K0 clutch 6 is connected and the internal combustion engine 5 is started by the torque of the electric motor 3. In a state where the engine 5 is started, the rotation of the engine output shaft 5a is transmitted to the driving wheel 10 via the automatic transmission 2, and the vehicle speed increases to the cruising speed by upshifting the automatic transmission 2. Become. At this time, the electric motor 3 outputs the engine torque so as to assist, generates electric power (regeneration) by the engine torque or vehicle inertia force, or rotates with no load.
- the hydraulic pressure from the pump 27 is supplied as an operating hydraulic pressure from the lubricating oil passage 43 to the hydraulic servo 36 and engages the clutch 6 to start the engine 5.
- the clutch 6 is preferably slip-controlled in order to suppress the occurrence of shock, but in the above-described axial lubrication state, the clutch 6 is completely engaged through slip control.
- the shaft core lubrication has a small flow rate, but the slip control time is short, the oil does not become excessively hot, and the clutch 6 does not become excessively hot.
- the hybrid drive device 1 starts using the internal combustion engine 5 as a drive source, and at this time, the K0 clutch 6 functions as a start clutch.
- the internal combustion engine 5 is in a rotating state
- the shift lever is in the D range
- the automatic transmission 2 is in the first speed state (S1).
- the K0 clutch 6 that is the starting clutch is in the non-engaged (released) state
- the switching valve 61 is in the OFF state
- the lubricating oil has a small flow rate.
- the lubrication flow rate through the orifice 64 is low (S3).
- the vehicle When the driver releases the brake pedal pressure, the vehicle enters a start standby state, and the start clutch 6 is slip-controlled (S2). That is, the operating pressure supplied to the hydraulic servo 36 becomes the creep pressure, and the start clutch 6 is slip-controlled so as to generate a creep torque. Then, the solenoid valve 62 is switched to ON, the switching valve 61 is switched so that the input port a communicates with the second output port c, and the lubricating oil from the pump 27 passes through the large flow orifice 65 to the shaft core. The lubricant 45 is supplied (S4).
- the flow rate of the lubricating oil supplied to the clutch chamber S through the orifice 65 is larger than the flow rate discharged from the clutch chamber S through the oil hole 47, the clutch chamber S is filled with the lubricating oil, and the clutch 6 is The slip control is performed with the multi-plate friction plate 35 immersed in the lubricating oil.
- the operating (supply) pressure increases according to the accelerator opening (required torque), and the start clutch 6 increases its torque capacity while performing slip control.
- the vehicle starts to increase and the starting clutch 6 is fully engaged (S5).
- the output torque of the engine is transmitted to the input shaft 7 of the automatic transmission 2 as it is, and the automatic transmission 2 is appropriately upshifted and the vehicle travels.
- the electric motor 3 functions as a generator and is generated by the internal combustion engine 5.
- the slip control of the starting clutch 6 a large amount of lubricating oil is supplied, and the multi-plate friction plate 35 is immersed in a sufficient amount of lubricating oil to suppress heat generation.
- the slip control of the start (K0) clutch 6 is long.
- the lubricating oil in the clutch chamber S becomes high temperature.
- the lubricating oil in the space A flows downward due to gravity in the creeping state or the slow speed state where the vehicle is stopped, and is stopped by the flange portion 50.
- the support member 26 rotates and sticks to the flange portion 50 by centrifugal force, and is blocked by the protruding member 50 protruding in the inner diameter direction at the tip thereof, and is prevented from flowing into the motor chamber B. It is guided to the discharge path 53. Further, the lubricating oil flowing to the rotor support member cylindrical portion 26a is guided to the protruding member 51 from the tip of the cylindrical portion, is received by the flange portion 50, passes through the space A without flowing into the motor chamber B, and the discharge path 53. Discharged from.
- Figure 5 shows the input portion 20 2 of the flange portion 50 reinforced with ribs 70 which constitutes the shielding portion.
- the flange portion 50 is integrally formed with the motor cover 22 by using an aluminum die cast or the like. Since the flange 50 is composed of a relatively thin annular portion, it is preferable to improve the rigidity and strength. Accordingly, the present input unit 20 2, the flange portion 50 is formed in a coaxially on the inner diameter side of the collar portion 50, the pump casing 29 between the spigot portion 55 for fitting coupled together A plurality of radially extending ribs 70 are formed. The two lower ribs 70 1 and 70 2 are formed at a predetermined distance from the discharge path 53.
- the lubricating oil discharged from the oil hole 47 to the space A is smoothly guided to the discharge path 53 by being partitioned into the shielding portions 50 and 51 by gravity or centrifugal force even if the rib 70 exists in the space A. .
- Figure 6 shows an input unit 20 3 provided only a projection member 51 constituting the shielding portion downward.
- the protruding member 51 is configured as a member different from the flange portion 50 formed integrally with the motor cover 22.
- the protruding member 51 is made of a synthetic resin or rubber similar to the seal member, and is fixed to the tip of the flange portion 50.
- Figure 7 shows an input unit 20 4 provided similar to those in the protrusion member 51 to the socket portion 55 of the motor cover 22.
- An annular protruding member 71 is integrally mounted on the outer peripheral surface of the spigot portion 55 of the motor cover 22 so as to protrude in the outer diameter direction.
- the projecting member 71 is preferably made of the same material as the projecting member 51 constituting the shielding portion.
- the lubricating oil that has flowed out from the oil hole 47 into the space A is ejected or blown off by centrifugal force, it may adhere to the inner wall surface of the motor case 23. In this case, the lubricating oil in the space A is blocked by the protruding member 71, flows along the spigot portion 55, and is guided to the discharge path 53.
- the shield is preferably provided with a protrusion (member) 51 at the tip of the flange 50, but it may be formed only by the flange 50, and from the tip of the rotor support member cylindrical portion 26a toward the motor cover 22. You may cooperate with the extending collar.
- the rotor support member 126 has a cantilever structure and does not include a flange portion, a discharge path, or the like.
- the input shaft 7 and the engine output shaft (connection shaft) 5a of the automatic transmission are aligned and arranged at the central portion of the electric motor (rotating electric machine) 3, and both shafts are referred to as central shafts.
- Two oil holes 143 and 145 are formed in the input shaft 7 in parallel to the axial direction.
- One oil hole 143 is closed at the tip (output shaft side), and has a horizontal hole 143a and It opens toward the K0 clutch 6 via 143b.
- the other oil hole 145 communicates with the fitting hole 101 and the oblique hole 145 a formed in the output shaft 5 a from the tip, and the oblique hole 145 a opens toward the electric motor 3. Therefore, the one oil hole becomes the clutch lubricating oil hole 143, and the other oil hole becomes the electric motor (rotating electric machine) lubricating oil hole 145.
- the rotor support member 126 includes a cylindrical portion 126a that holds the rotor 25, a flange portion 126b that extends radially inward from the cylindrical portion, and a hub portion 126c that is integrally fixed to an inner diameter end of the flange portion. .
- One end of the cylindrical portion 126 a is the end plate 102, and the rotor 25 made of a large number of thin plates is attached, and the other end is crimped via the spacer 103, whereby the rotor 25 is held integrally.
- An inlay portion 155 is formed concentrically on the motor cover 122 of the mating case 123 including the transmission case 121 and the motor cover 122 so as to surround the center hole 156, and a cylindrical bearing holder 154 is formed on the inlay portion. It is fixed by a bolt 162.
- An angular contact ball bearing 130 is interposed between the inner diameter side of the bearing holder 161 and the outer diameter side of the hub portion 126c, so that the rotor support member 126 is rotatably supported in a cantilever state.
- the ball bearing 130 is tightened by a nut 165 and positioned in the axial direction.
- a cylindrical pump drive member 127a is interposed between the inner diameter surface of the hub portion 126c and the output shaft 5a, and one-way clutches 132 and 133 are interposed on the outer diameter side and the inner diameter side of the pump drive member 127a, respectively. is doing. Therefore, the faster rotation of the electric motor 3 or the internal combustion engine is transmitted to the pump drive shaft 127a via the one-way clutch 132 or 133.
- the pump drive shaft 127a is connected to a drive side sprocket 167 rotatably supported on the output shaft 5a by a bearing, and a driven side sprocket 169 of the outer diameter side of the motor cover 122 is rotatably supported.
- a chain 170 is wound around the sprockets 167 and 169.
- a shaft 178 connected to the driven sprocket 169 extends to the automatic transmission side across the outer diameter side of the stator 24 of the electric motor 3 and is connected to an oil pump (not shown).
- the drive side sprocket 167, the driven side sprocket 169, and the inside of the chain 170 are covered with a cover 168, and the chain transmission device is housed between the cover 168 and the motor cover 122.
- a K0 clutch 6 is disposed on the inner diameter side of the cylindrical portion 126 a on the axial direction automatic transmission (one side) side of the flange portion 126 b of the rotor support member 126, and the K0 clutch 6 is a clutch linked to the input shaft 7.
- the clutch drum 128 has a hook shape in which one side (automatic transmission) side is closed and the flange portion 126b side is opened, and the closed hub portion 128a is spline-engaged with the input shaft 7.
- the hydraulic servo 136 is configured such that the closed side of the clutch drum 128 is a cylinder and the piston 136b is fitted in an oil-tight manner, and the back surface of the piston and the back plate 141 secured to the hub portion 128a are secured.
- a cancel spring 142 is formed with a return spring 140 interposed therebetween.
- the clutch hub 137 is integrally fixed to the expanded portion of the output shaft 5a.
- the clutch lubricating oil hole 143 is opened (143b) in a clutch chamber S formed by the clutch drum 128 and the rotor support member 126, specifically, a space S formed by the clutch hub 137.
- a large number of spline-shaped protrusions 180 are formed on the inner diameter side of the cylindrical portion 126a of the rotor support member 126, and these protrusions engage with a spline 128c formed on the outer peripheral surface of the clutch drum 128 to be integrated.
- a gap E is formed between the front end portion of the clutch drum 128 and the flange portion 126b of the rotor support member, and an oil passage is formed between the drum outer peripheral surface spline 128c and the cylindrical portion 126a.
- a through hole 128d is formed in the outer peripheral surface of the clutch drum 128, and a through hole 137d is also formed in the clutch hub 137.
- the electric motor lubricating oil hole 145 opens (145a) toward the space G on the motor cover 122 side of the flange 126b of the rotor support member 126. Lubricating oil from the opening (145a) of the lubricating oil hole 145 is supplied to the space G through the gap between the nut 165 and the cover 168 as indicated by an arrow F1.
- a resolver (rotational speed sensor) 112 for detecting the rotational speed and phase of the electric motor 3 is arranged in the space G.
- the resolver includes a stator 112a fixed to the motor cover 122 (matching case 123) by a bolt 183, and a rotor 112b fixed to the rotor support member 126 via a bracket 185.
- the stator 112a and the rotor 112b is arranged in proximity.
- the outer diameter side of the bracket 185 is fixed to the end plate 102 of the cylindrical portion 126a, and the inner diameter side is fixed to the rotor 12b.
- the bracket 185 is formed in a concavo-convex shape over the entire circumference, and is fixed to the end plate 102 by a rivet 190 at a concave portion 185a (the upper half of FIG. 8).
- a gap J is formed between the convex portion 185b (the lower portion in FIG. 8) and the end plate 102.
- the bracket has an inner diameter side portion bent in a U-shape, and a gap portion K is formed between one end of the cylindrical portion 126a.
- the rotor 25 made up of a large number of thin plates has a groove formed in its inner surface that penetrates in the axial direction, and an oil passage 186 is formed between the cylindrical portion 126a of the rotor support member 126 and the outer peripheral surface by the groove. Is done.
- the oil passage 186 penetrates from one end to the other end of the cylindrical portion 126a. At the other end, the oil passage 186 communicates with an oil passage 189 formed in the spacer 103 and opens in the outer diameter direction of the rotor 25. ing.
- the coil end 24a on one side of the stator 24 of the electric motor 3 is covered over the entire circumference with a cover member 187 that constitutes a shielding portion along the outer shape portion, and the inner diameter side portion of the cover member is A flange portion 187a that hangs down in the inner diameter direction is formed so as to receive the lubricating oil from the oil passage 189 into the cover member and guide the lubricating oil transmitted on the outer surface of the spacer 103 to the outside of the cover member.
- the cover member 187 is formed of a synthetic resin, and can electrically insulate the coil end 24a to shorten the insulation distance between the case 121 and the coil end 24a. Thereby, the hybrid drive device 1 can be made compact, particularly in the axial direction.
- Lubricating oil from the clutch lubricating oil hole 143 is supplied to the clutch chamber (space) S as indicated by the arrow D1, and lubricating oil from the lateral holes 143a and 143b (opening) is further supplied as indicated by the arrow D3.
- the outer friction plate 135a and the inner friction plate 135b are lubricated and cooled, and discharged from the through hole 128d to the outside of the clutch drum 128.
- a part of the lubricating oil in the clutch chamber S is discharged from the clearance E on the release side to the one end side of the cylindrical portion 126a through the spline 128c, as indicated by an arrow D2.
- the clutch lubricating oil supplied by the shaft core lubrication (143) is continuously supplied to and discharged from the K0 clutch 6, and even if the K0 clutch 6 is slip-controlled and heated, The lubricating oil in the clutch chamber S continuously flows to prevent the K0 clutch 6 from being excessively heated, and dragging of the K0 clutch 6 is reduced.
- the lubricating oil discharged to the outside of the clutch drum 128 is shielded by the cover member 187 as shown by an arrow D and is prevented from flowing into the coil end 24a. Further, the lubricating oil flowing along the inner peripheral surface of the cylindrical portion 126a is guided from the spacer 103 to the outside of the cover member 187 by the flange portion 187a, and does not flow into the coil end 24a but is discharged to the oil reservoir 166. . Note that the lubricating oil in the clutch chamber S is partitioned by the rotor support member 126 and does not flow into the space G on the motor cover 122 side. Further, the valve 61 shown in FIG.
- the valve 61 need not be applied.
- Lubricating oil from the lubricating oil hole 145 for the electric motor is supplied from the fitting hole 101 and the oblique hole (opening) 145a to the space G on the motor cover side partitioned by the flange portion 126b as indicated by the arrow F1.
- the resolver 112 being disposed in the space G
- the K0 clutch 6 being disposed on the automatic transmission (one side) side of the flange 126b
- the oil pump being disposed on the outer diameter side of the case 121.
- the lubricating oil in the space G passes through the gap J (see the lower part of FIG. 8 and FIG. 9), and the motor cover of the stator 24 (the other). Is supplied to the coil end 24b on the side, and the coil end 24b is lubricated and cooled.
- the lubricating oil from the gap K of the bracket 185 is blocked from flowing in the outer diameter direction by being fixed to the end plate 102 in the recess 185a (see the upper part of FIG. 8 and FIG. 9). Then, the oil is guided to the oil passage 186 and flows toward one axial direction of the rotor 25.
- the present invention is used in a hybrid drive device mounted on an automobile, and particularly as a lubrication device for a hybrid drive device having one motor outside an internal combustion engine.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Hybrid Electric Vehicles (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Motor Or Generator Cooling System (AREA)
- Arrangement Of Transmissions (AREA)
- General Details Of Gearings (AREA)
Abstract
Description
ケース(23)に固定されるステータ(24)と前記自動変速装置(2)の入力軸(7)に繋がるロータ(25)とを有する回転電機(3)と、を備えてなるハイブリッド駆動装置(1)において、
前記回転電機(3)は、前記クラッチ(6)の径方向外側でかつ径方向からみて軸方向に少なくとも一部がオーバラップして配置され、
前記クラッチ(6)に、前記自動変速装置の入力軸(7)から潤滑油が供給され、
前記クラッチに供給された潤滑油を、前記回転電機(3)を迂回してオイル溜り(66)(166)に導く遮蔽部(50,51)(187)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。
前記油孔(47)から流出した潤滑油を前記オイル溜り(66)に排出する排出路(53)と、を備え、
前記油孔(47)から流出した潤滑油が、前記遮蔽部(50,51)及び排出部(53)により前記回転電機(3)を迂回して前記オイル溜り(66)に排出される。
前記ロータ支持部材の第1及び第2のフランジ部(26b)(28)の間で前記クラッチ(6)を収納するクラッチ室(S)を形成し、
該クラッチ室に向けて前記入力軸(7)から潤滑油が供給されてなる。
前記ロータ支持部材(26)の油孔(47)を、前記大流量より少量でかつ前記小流量より大量の潤滑油が流出するように設定してなる。
前記排出路(53)は、その上端を前記空間(A)の底部に開口(53a)して前記ケース(22)に形成され、前記油孔(47)から前記空間(A)に流出した潤滑油が、前記開口(53a)から前記排出路(53)へ流入してなる。
前記クラッチ(6)は、前記フランジ部(126b)の軸方向一方側でかつ前記円筒部(126a)の径方向内側に配置され、
前記遮蔽部は、前記ステータ(24)の一方側のコイルエンド(24a)を覆うカバー部材(187)であり、
前記入力軸(7)からの潤滑油が、前記フランジ部(126b)で仕切られて前記クラッチ(6)に供給され、更に円筒部(126a)及び前記カバー部材(187)に導かれて前記オイル溜り(166)に排出される。
前記クラッチドラム(128)は、その外周面にスプライン(128c)及び貫通孔(128d)が形成され、前記スプライン(128c)により前記ロータ支持部材の円筒部(126a)が一体に回転するように係合され、
前記入力軸(7)からの潤滑油が、前記クラッチドラム先端と前記フランジ部との間の隙間(E)及び前記スプライン(128c)並びに貫通孔(128d)を通って前記クラッチドラム(128)の外方に流出し、更に前記カバー部材(187)に導かれて前記オイル溜り(166)に排出される。
前記クラッチ(6)は、解放状態、スリップ状態及び完全係合状態に制御され、
前記バルブ(61)は、前記解放状態及び完全係合状態にて前記小流量に切換えられ、前記スリップ状態にて前記大流量に切換えられる。
2 自動変速装置
3 回転電機(電気モータ)
5 内燃エンジン
5a 出力軸(部材)
6 (K0)クラッチ
7 入力軸(部材)
22,122 ケース(モータカバー)
23,123 ケース
24 ステータ
24a コイルエンド
25 ロータ
26,126 ロータ支持部材
26a,126a 円筒部
26b,126b (第1の)フランジ部
28 (第2の)フランジ部
126c ハブ
47 油孔
50 遮蔽部(鍔部)
51 遮蔽部[突起(部材)]
53 排出路(バイパス油路)
61 (切換え)バルブ
66,166 オイル溜り
70 リブ
128 クラッチドラム
128c スプライン
128d 貫通孔
130 ベアリング
135a 外摩擦板
135b 内摩擦板
136 油圧サーボ
187 遮蔽部(カバー部材)
Claims (11)
- 内燃エンジンの出力部材と自動変速装置の入力軸とを係合又は解放するクラッチと、
ケースに固定されるステータと前記自動変速装置の入力軸に繋がるロータとを有する回転電機と、を備えてなるハイブリッド駆動装置において、
前記回転電機は、前記クラッチの径方向外側でかつ径方向からみて軸方向に少なくとも一部がオーバラップして配置され、
前記クラッチに、前記自動変速装置の入力軸から潤滑油が供給され、
前記クラッチに供給された潤滑油を、前記回転電機を迂回してオイル溜りに導く遮蔽部を備えた、
ことを特徴とするハイブリッド駆動装置。 - 前記ロータを支持し、かつ前記クラッチに供給された潤滑油を流出する油孔を有するロータ支持部材と、
前記油孔から流出した潤滑油を前記オイル溜りに排出する排出路と、を備え、
前記油孔から流出した潤滑油が、前記遮蔽部及び排出部により前記回転電機を迂回して前記オイル溜りに排出される、
請求項1記載のハイブリッド駆動装置。 - 前記ロータ支持部材は、前記ロータを装着した円筒部と、該円筒部から内径方向に延びる第1及び第2のフランジ部と、を有し、前記油孔が、前記第1のフランジ部における外径側部分に形成され、
前記ロータ支持部材の第1及び第2のフランジ部の間で前記クラッチを収納するクラッチ室を形成し、
該クラッチ室に向けて前記入力軸から潤滑油が供給されてなる、
請求項2記載のハイブリッド駆動装置。 - 前記クラッチに供給する潤滑油の流量を大流量と小流量に切換えるバルブを備え、
前記ロータ支持部材の油孔を、前記大流量より少量でかつ前記小流量より大量の潤滑油が流出するように設定してなる、
請求項3記載のハイブリッド駆動装置。 - 前記遮蔽部は、前記ケースから軸方向に突出する円環状の鍔部と、該鍔部の少なくとも下方において、前記ロータ支持部材の前記円筒部の先端に近接するように、該鍔部の先端に内径方向に突出する突起と、を有してなる、
請求項2ないし4のいずれか記載のハイブリッド駆動装置。 - 前記突起は、前記ロータ支持部材の前記円筒部の先端より径方向外側でかつ径方向からみて少なくとも一部が重な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。 - 前記遮蔽部は円環状からなり、該遮蔽部、前記ロータ支持部材及び前記ケースにより区画された空間を形成し、
前記排出路は、その上端を前記空間の底部に開口して前記ケースに形成され、前記油孔から前記空間に流出した潤滑油が、前記開口から前記排出路へ流入してなる、
請求項2ないし6のいずれか記載のハイブリッド駆動装置。 - 前記遮蔽部は、前記ケースに一体成形された鍔部を有し、該鍔部の内径側に延びるようにリブが形成されてなる、
請求項2ないし7のいずれか記載のハイブリッド駆動装置。 - 前記ロータを保持する円筒部と、該円筒部から径方向内側に延びるフランジ部と、該フランジ部の内径側端部で、前記ケースにベアリングを介して支持されるハブ部と、を有するロータ支持部材を備え、
前記クラッチは、前記フランジ部の軸方向一方側でかつ前記円筒部の径方向内側に配置され、
前記遮蔽部は、前記ステータの一方側のコイルエンドを覆うカバー部材であり、
前記入力軸からの潤滑油が、前記フランジ部で仕切られて前記クラッチに供給され、更に円筒部及び前記カバー部材に導かれて前記オイル溜りに排出される、
請求項1記載のハイブリッド駆動装置。 - 前記クラッチは、前記入力軸に連繋するクラッチドラムと、前記出力部材に連繋するクラッチハブと、前記クラッチドラムにスプライン係合された外摩擦板と、前記クラッチハブにスプライン係合された内摩擦板と、前記クラッチドラム内に配置され、前記外摩擦板と前記内摩擦板とを係合又は解放する油圧サーボと、を有し、
前記クラッチドラムは、その外周面にスプライン及び貫通孔が形成され、前記スプラインにより前記ロータ支持部材の円筒部が一体に回転するように係合され、
前記入力軸からの潤滑油が、前記クラッチドラム先端と前記フランジ部との間の隙間及び前記スプライン並びに貫通孔を通って前記クラッチドラムの外方に流出し、更に前記カバー部材に導かれて前記オイル溜りに排出される、
請求項9記載のハイブリッド駆動装置。 - 前記クラッチに供給する潤滑油の流量を大流量と小流量に切換えるバルブを備え、
前記クラッチは、解放状態、スリップ状態及び完全係合状態に制御され、
前記バルブは、前記解放状態及び完全係合状態にて前記小流量に切換えられ、前記スリップ状態にて前記大流量に切換えられる、
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。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112013000269.8T DE112013000269B4 (de) | 2012-02-10 | 2013-02-08 | Hybridantriebsvorrichtung |
CN201380004183.8A CN103987554B (zh) | 2012-02-10 | 2013-02-08 | 混合动力驱动装置 |
US14/361,908 US9284882B2 (en) | 2012-02-10 | 2013-02-08 | Hybrid drive device |
JP2013557617A JP5825362B2 (ja) | 2012-02-10 | 2013-02-08 | ハイブリッド駆動装置 |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2012-027851 | 2012-02-10 | ||
JP2012027851 | 2012-02-10 | ||
JP2012-027850 | 2012-02-10 | ||
JP2012027850 | 2012-02-10 | ||
JP2012-158159 | 2012-07-13 | ||
JP2012158159 | 2012-07-13 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013118902A1 true WO2013118902A1 (ja) | 2013-08-15 |
Family
ID=48947653
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2013/053160 WO2013118902A1 (ja) | 2012-02-10 | 2013-02-08 | ハイブリッド駆動装置 |
PCT/JP2013/053159 WO2013118901A1 (ja) | 2012-02-10 | 2013-02-08 | ハイブリッド駆動装置 |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2013/053159 WO2013118901A1 (ja) | 2012-02-10 | 2013-02-08 | ハイブリッド駆動装置 |
Country Status (5)
Country | Link |
---|---|
US (2) | US9644531B2 (ja) |
JP (2) | JP5772844B2 (ja) |
CN (1) | CN103987554B (ja) |
DE (2) | DE112013000269B4 (ja) |
WO (2) | WO2013118902A1 (ja) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2015154937A1 (de) * | 2014-04-09 | 2015-10-15 | Zf Friedrichshafen Ag | Drehmomentübertragungsanordnung und antriebsmodul damit |
JP7480684B2 (ja) | 2020-11-19 | 2024-05-10 | マツダ株式会社 | 自動変速機 |
Families Citing this family (22)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9581210B2 (en) * | 2012-01-31 | 2017-02-28 | Ford Global Technologies, Llc | Modular hybrid electric vehicle rotor hub |
JP6020401B2 (ja) * | 2013-09-26 | 2016-11-02 | アイシン・エィ・ダブリュ株式会社 | ハイブリッド駆動装置 |
JP6160592B2 (ja) * | 2013-11-19 | 2017-07-12 | トヨタ自動車株式会社 | 動力伝達装置の油圧制御回路 |
US10160305B2 (en) | 2013-12-25 | 2018-12-25 | Aisin Aw Co., Ltd. | Hybrid drive device |
WO2015108147A1 (ja) * | 2014-01-16 | 2015-07-23 | アイシン・エィ・ダブリュ株式会社 | 車両用駆動装置 |
JP6215741B2 (ja) * | 2014-03-14 | 2017-10-18 | トヨタ自動車株式会社 | ハイブリッド車両 |
DE102015215264A1 (de) * | 2015-08-11 | 2017-02-16 | Zf Friedrichshafen Ag | Kupplungsanordnung, Antriebsstrang sowie Kraftfahrzeug |
EP3170713B1 (en) * | 2015-11-17 | 2022-05-25 | Volvo Car Corporation | Hybrid vehicle with compact driveline |
JP6982380B2 (ja) | 2016-03-08 | 2021-12-17 | コベルコ・コンプレッサ株式会社 | スクリュ圧縮機 |
JP6844690B2 (ja) * | 2017-03-28 | 2021-03-17 | アイシン・エィ・ダブリュ株式会社 | 車両用駆動装置 |
JP6680753B2 (ja) * | 2017-12-19 | 2020-04-15 | 本田技研工業株式会社 | 回転電機 |
DE102018108046A1 (de) * | 2018-02-22 | 2019-08-22 | Schaeffler Technologies AG & Co. KG | Reibkupplung für einen Antriebsstrang eines Kraftfahrzeugs mit einer durch zumindest ein Verbindungsmittel gebildeten Betätigungsfläche |
KR102621527B1 (ko) | 2018-11-13 | 2024-01-04 | 현대자동차주식회사 | 구동모터의 회전자 슬리브 및 이를 포함하는 구동 모터 |
JP7006569B2 (ja) * | 2018-11-21 | 2022-01-24 | トヨタ自動車株式会社 | 動力伝達装置の潤滑システム |
WO2020145292A1 (ja) * | 2019-01-09 | 2020-07-16 | アイシン・エィ・ダブリュ株式会社 | ハイブリッド駆動装置 |
CN113423594A (zh) * | 2019-01-09 | 2021-09-21 | 株式会社爱信 | 混合驱动装置 |
CN110645286B (zh) * | 2019-10-14 | 2024-03-22 | 上海良琦机电设备有限公司 | 一种电控液压干式离合器 |
US11261921B2 (en) * | 2020-02-19 | 2022-03-01 | Schaeffler Technologies AG & Co. KG | Hybrid module cooling flow |
KR20210153798A (ko) * | 2020-06-10 | 2021-12-20 | 현대자동차주식회사 | 하이브리드 차량의 냉각 시스템 및 방법 |
CN111895001B (zh) * | 2020-06-16 | 2021-11-26 | 常熟理工学院 | 具有轮载电控液压助力离合装置的轮毂电机轮及变速方法 |
DE102021125344A1 (de) | 2021-09-30 | 2023-03-30 | Schaeffler Technologies AG & Co. KG | Drehmomentübertragungseinrichtung, insbesondere Kupplung |
DE102022109970A1 (de) * | 2022-04-26 | 2023-10-26 | Audi Aktiengesellschaft | Getriebemotor für ein Kraftfahrzeug und Kraftfahrzeug mit einem Getriebemotor |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2004324818A (ja) * | 2003-04-25 | 2004-11-18 | Jatco Ltd | 自動変速機の油圧制御装置 |
JP2006298272A (ja) * | 2005-04-22 | 2006-11-02 | Exedy Corp | トルク伝達装置 |
JP2008501566A (ja) * | 2004-06-03 | 2008-01-24 | プジョー シトロエン オートモビル | ハイブリッド駆動系用湿式ダブルクラッチおよび冷却方法 |
JP2009001127A (ja) * | 2007-06-20 | 2009-01-08 | Toyota Motor Corp | ハイブリッド駆動装置 |
KR20100008470A (ko) * | 2008-07-16 | 2010-01-26 | 현대자동차주식회사 | 하이브리드 변속기의 냉각구조 |
JP2010105615A (ja) * | 2008-10-31 | 2010-05-13 | Aisin Aw Co Ltd | 車両用駆動装置 |
JP2011105192A (ja) * | 2009-11-19 | 2011-06-02 | Aisin Seiki Co Ltd | ハイブリッド車両用駆動装置 |
JP2011214595A (ja) * | 2010-03-31 | 2011-10-27 | Aisin Aw Co Ltd | 摩擦係合装置 |
Family Cites Families (24)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4069777B2 (ja) | 2002-04-03 | 2008-04-02 | アイシン・エィ・ダブリュ株式会社 | ハイブリッド車用駆動装置 |
US20050151429A1 (en) | 2002-08-21 | 2005-07-14 | Yasuji Taketsuna | Motor for vehicle |
US7128688B2 (en) | 2003-04-25 | 2006-10-31 | Jatco Ltd | Hydraulic control for automatic transmission |
JP4550631B2 (ja) | 2005-03-11 | 2010-09-22 | 本田技研工業株式会社 | 車両用ホイール駆動装置 |
DE102006033087B4 (de) | 2006-07-14 | 2022-05-19 | Zf Friedrichshafen Ag | Hybridantrieb für ein Fahrzeug |
DE102006040117A1 (de) * | 2006-08-26 | 2008-03-27 | Zf Friedrichshafen Ag | Hybridantriebseinheit |
JP5326128B2 (ja) | 2007-01-29 | 2013-10-30 | シェフラー テクノロジーズ アクチエンゲゼルシャフト ウント コンパニー コマンディートゲゼルシャフト | ハイブリッド使用のための湿式の発進クラッチを備えるパワートレーン |
JP2009072052A (ja) | 2007-09-18 | 2009-04-02 | Honda Motor Co Ltd | 回転電機およびハイブリッド車両 |
KR20090040543A (ko) | 2007-10-22 | 2009-04-27 | 현대자동차주식회사 | 하이브리드 차량의 백래쉬 방지 장치 |
JP5347390B2 (ja) | 2008-03-28 | 2013-11-20 | アイシン精機株式会社 | モータ装置 |
DE102009042933A1 (de) | 2008-11-13 | 2010-05-20 | Daimler Ag | Antriebsstranganordnung |
JP5195513B2 (ja) * | 2009-02-27 | 2013-05-08 | 日産自動車株式会社 | 車両のクラッチユニット |
JP5343706B2 (ja) | 2009-05-26 | 2013-11-13 | 日産自動車株式会社 | 電動オイルポンプの設置構造 |
US8997956B2 (en) * | 2009-11-19 | 2015-04-07 | Aisin Aw Co., Ltd. | Vehicle drive device |
US8622182B2 (en) | 2009-11-19 | 2014-01-07 | Aisin Aw Co., Ltd. | Vehicle drive device |
JP5297352B2 (ja) * | 2009-11-19 | 2013-09-25 | アイシン・エィ・ダブリュ株式会社 | 車両用駆動装置 |
JP5508876B2 (ja) | 2010-01-26 | 2014-06-04 | 本田技研工業株式会社 | ハイブリッド車両用駆動装置 |
CN102725161A (zh) | 2010-03-05 | 2012-10-10 | 爱信艾达株式会社 | 车辆用驱动装置 |
JP2011213230A (ja) | 2010-03-31 | 2011-10-27 | Aisin Aw Co Ltd | ハイブリッド駆動変速装置 |
DE112011101141T5 (de) | 2010-03-31 | 2013-01-10 | Honda Motor Co., Ltd. | Hybridfahrzeug-Antriebssystem |
JP5471955B2 (ja) * | 2010-08-06 | 2014-04-16 | アイシン・エィ・ダブリュ株式会社 | 回転電機及び車両用駆動装置 |
JP2012086826A (ja) | 2010-09-24 | 2012-05-10 | Aisin Aw Co Ltd | 車両用駆動装置 |
JP2012086827A (ja) | 2010-09-24 | 2012-05-10 | Aisin Aw Co Ltd | 車両用駆動装置 |
JP5605171B2 (ja) * | 2010-11-04 | 2014-10-15 | アイシン精機株式会社 | 電動モータおよびその電動モータを用いた車両用駆動装置 |
-
2013
- 2013-02-08 CN CN201380004183.8A patent/CN103987554B/zh active Active
- 2013-02-08 WO PCT/JP2013/053160 patent/WO2013118902A1/ja active Application Filing
- 2013-02-08 DE DE112013000269.8T patent/DE112013000269B4/de active Active
- 2013-02-08 DE DE112013000295.7T patent/DE112013000295T5/de not_active Withdrawn
- 2013-02-08 JP JP2013023897A patent/JP5772844B2/ja not_active Expired - Fee Related
- 2013-02-08 US US14/361,435 patent/US9644531B2/en not_active Expired - Fee Related
- 2013-02-08 US US14/361,908 patent/US9284882B2/en active Active
- 2013-02-08 WO PCT/JP2013/053159 patent/WO2013118901A1/ja active Application Filing
- 2013-02-08 JP JP2013557617A patent/JP5825362B2/ja active Active
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2004324818A (ja) * | 2003-04-25 | 2004-11-18 | Jatco Ltd | 自動変速機の油圧制御装置 |
JP2008501566A (ja) * | 2004-06-03 | 2008-01-24 | プジョー シトロエン オートモビル | ハイブリッド駆動系用湿式ダブルクラッチおよび冷却方法 |
JP2006298272A (ja) * | 2005-04-22 | 2006-11-02 | Exedy Corp | トルク伝達装置 |
JP2009001127A (ja) * | 2007-06-20 | 2009-01-08 | Toyota Motor Corp | ハイブリッド駆動装置 |
KR20100008470A (ko) * | 2008-07-16 | 2010-01-26 | 현대자동차주식회사 | 하이브리드 변속기의 냉각구조 |
JP2010105615A (ja) * | 2008-10-31 | 2010-05-13 | Aisin Aw Co Ltd | 車両用駆動装置 |
JP2011105192A (ja) * | 2009-11-19 | 2011-06-02 | Aisin Seiki Co Ltd | ハイブリッド車両用駆動装置 |
JP2011214595A (ja) * | 2010-03-31 | 2011-10-27 | Aisin Aw Co Ltd | 摩擦係合装置 |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2015154937A1 (de) * | 2014-04-09 | 2015-10-15 | Zf Friedrichshafen Ag | Drehmomentübertragungsanordnung und antriebsmodul damit |
US10465790B2 (en) | 2014-04-09 | 2019-11-05 | Zf Friedrichshafen Ag | Torque transmission arrangement, and drive module comprising same |
JP7480684B2 (ja) | 2020-11-19 | 2024-05-10 | マツダ株式会社 | 自動変速機 |
Also Published As
Publication number | Publication date |
---|---|
DE112013000269B4 (de) | 2020-08-20 |
CN103987553A (zh) | 2014-08-13 |
JP5772844B2 (ja) | 2015-09-02 |
JP2014033602A (ja) | 2014-02-20 |
CN103987554B (zh) | 2016-08-03 |
JPWO2013118902A1 (ja) | 2015-05-11 |
DE112013000269T5 (de) | 2014-09-04 |
US20140326105A1 (en) | 2014-11-06 |
CN103987554A (zh) | 2014-08-13 |
US9644531B2 (en) | 2017-05-09 |
US20140331945A1 (en) | 2014-11-13 |
WO2013118901A1 (ja) | 2013-08-15 |
US9284882B2 (en) | 2016-03-15 |
JP5825362B2 (ja) | 2015-12-02 |
DE112013000295T5 (de) | 2014-08-07 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5825362B2 (ja) | ハイブリッド駆動装置 | |
US9528436B2 (en) | Hybrid drive device | |
US8308595B2 (en) | Hybrid drive device | |
JP3998041B2 (ja) | ハイブリッド車用駆動装置 | |
US8836181B2 (en) | Vehicle drive device | |
US8678115B2 (en) | Vehicle drive device | |
EP2463136B1 (en) | Drive device for vehicle | |
EP2463135B1 (en) | Drive device for vehicle | |
WO2012039378A1 (ja) | 車両用駆動装置 | |
US9636990B2 (en) | Hybrid drive apparatus | |
US8715125B2 (en) | Friction-plate lubricating device for automatic transmission | |
JP5605653B2 (ja) | 車両用駆動装置 | |
JP2013199183A (ja) | 車両用駆動装置 | |
JP2021129361A (ja) | 装置 | |
JP2014037164A (ja) | ハイブリッド駆動装置 | |
JP2014117990A (ja) | ハイブリッド駆動装置 | |
JP2013177116A (ja) | ハイブリッド駆動装置 | |
WO2014025048A1 (ja) | ハイブリッド駆動装置 | |
CN103987553B (zh) | 混合动力驱动装置 | |
JP2022168660A (ja) | 回転電機冷却構造 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 13746911 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2013557617 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14361908 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1120130002698 Country of ref document: DE Ref document number: 112013000269 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 13746911 Country of ref document: EP Kind code of ref document: A1 |