WO2013129011A1 - ハイブリッド車用トランスアクスル装置 - Google Patents
ハイブリッド車用トランスアクスル装置 Download PDFInfo
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- WO2013129011A1 WO2013129011A1 PCT/JP2013/051989 JP2013051989W WO2013129011A1 WO 2013129011 A1 WO2013129011 A1 WO 2013129011A1 JP 2013051989 W JP2013051989 W JP 2013051989W WO 2013129011 A1 WO2013129011 A1 WO 2013129011A1
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—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
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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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
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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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
- B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/02—Fluid-actuated clutches with means for actuating or keeping engaged by a force derived at least partially from one of the shafts to be connected
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/951—Assembly or relative location of components
Definitions
- the present invention relates to a transaxle device used in a hybrid vehicle equipped with an engine, a generator, and an electric motor.
- hybrid vehicles that drive a vehicle using an engine (internal combustion engine) and a motor (electric motor) together are widely known.
- the output distribution of the drive source is controlled in various ways according to the output characteristics of the mounted engine and motor, the running state, and the like.
- a mild hybrid type hybrid vehicle has a function of traveling only with an engine according to the traveling state of the vehicle, a function of performing regenerative power generation, a function of assisting the driving force of the engine with a driving force of a motor, and the like.
- This method has the advantage that the output performance required for the motor is relatively small, and a good fuel efficiency performance (fuel saving ratio) can be obtained as compared with vehicles other than the hybrid method.
- a strong hybrid vehicle has a function of running only with a motor. That is, pure electric power traveling is realized by driving the motor with the engine completely stopped.
- this method can improve fuel efficiency compared with the mild hybrid method, it is necessary to mount a high-output motor and a battery corresponding to this on the vehicle.
- the structure of the powertrain of the hybrid vehicle tends to be complicated.
- various devices such as a generator (generator) and a motor for power generation, a speed reducer for changing the torque and rotation speed of driving wheels, a clutch for switching a driving source, and a driving device for driving the clutch are used. Therefore, it is required to form an appropriate energy path according to the driving method.
- further downsizing and weight reduction of the powertrain system is desired.
- downsizing of the power train is extremely important because the mountability of the vehicle is likely to be reduced due to the increase in the size of the motor and generator (generator) to be mounted.
- Patent Document 1 describes a drive device for a hybrid vehicle in which a motor and a generator having the same outer diameter are arranged on the same axis. With such an arrangement configuration, it is said that the physique (the apparent area) on the side surface side of the power train is reduced, and the vehicle mountability can be improved.
- the amount of protrusion in the axial direction increases instead of decreasing the physique on the side surface. Therefore, depending on the vehicle body structure and the powertrain mounting position, there is a problem that the vehicle mounting performance is lowered.
- One of the objects of the present case has been devised in view of the above-described problems, and is to provide a transaxle device for a hybrid vehicle that can improve space efficiency and vehicle mountability.
- the present invention is not limited to this purpose, and is a function and effect derived from each configuration shown in the embodiments for carrying out the invention described later, and other effects of the present invention are to obtain a function and effect that cannot be obtained by conventional techniques. Can be positioned.
- the transaxle device for a hybrid vehicle disclosed herein transmits the power of the engine and the electric motor individually to the output shaft on the drive wheel side in the power train of the hybrid vehicle equipped with the engine, the generator and the electric motor.
- the transaxle device transmits the power of the engine to the generator.
- the power train is provided on a power transmission path from the engine to the output shaft in the transaxle device, and includes a clutch for connecting and disconnecting transmission of power of the engine.
- the power train includes a pump that is disposed on the side surface of the transaxle device and coaxially with the rotation shaft of the clutch, and generates a driving pressure of the clutch by the power of the output shaft.
- the generator has a rotating shaft that is horizontally spaced with respect to the output shaft
- the electric motor has a rotating shaft that is spaced vertically with respect to the output shaft. Have.
- the clutch is built in a position that does not interfere with the generator and the electric motor in a side view of the transaxle.
- the position of non-interference here means a position where the generator and the motor do not overlap (do not overlap) in a side view of the transaxle.
- the generator and the electric motor are both fixed to the side surface of the transaxle.
- the said engine is arrange
- the electric motor has a rotating shaft disposed above the output shaft, and the clutch is below a plane connecting the input shaft connected to the rotating shaft of the engine and the output shaft. It is preferable to have as a clutch shaft the rotating shaft arrange
- the said generator has a rotating shaft arrange
- the engine is disposed on one side in the vehicle width direction on both side surfaces of the transaxle, and the generator, the electric motor, and the pump are disposed on the other side in the vehicle width direction. It is preferable.
- an output shaft an input shaft, a motor shaft, a generator shaft, a clutch shaft, and a pump shaft.
- the output shaft is sandwiched between a first mechanism related to power transmission from the engine to the drive wheels and a second mechanism related to power transmission from the electric motor to the drive wheels, The power of the engine and the electric motor is output to the drive wheel side.
- the input shaft is sandwiched between a first mechanism and a third mechanism related to power transmission from the engine to the generator, and is connected to a rotation shaft of the engine.
- the electric motor shaft is connected to a rotating shaft of the electric motor, and transmits power of the electric motor to the second mechanism.
- the generator shaft is coupled to the rotating shaft of the generator, and transmits power from the third mechanism to the generator.
- the clutch shaft is a shaft that is built in a position that does not overlap in the axial direction of the output shaft with respect to both the electric motor and the generator, and that serves as a rotation shaft of a clutch interposed in the first mechanism.
- the pump shaft is disposed coaxially with the clutch shaft, and is coupled to a pump that rotates in conjunction with the output shaft and generates a driving pressure for the clutch.
- the generator shaft, the motor shaft, the clutch shaft, and the pump shaft are preferably arranged in parallel to the input shaft and the output shaft. That is, it is preferable that the engine crankshaft, the generator rotation shaft, the motor rotation shaft, the clutch rotation shaft, the pump rotation shaft, and the output shaft are all arranged in parallel to each other.
- the generator and the motor are arranged in a horizontal direction by providing the generator and the motor with a space in the horizontal direction and the vertical direction with the output shaft as the center.
- the entire power train can be reduced in size.
- the pump and output shaft can be arranged in the space near the generator on the upper and lower sides of the motor, and the pump, generator and motor can be arranged without waste on the side of the transaxle. Can be improved.
- FIG. 1 It is a top view which illustrates the internal structure of the vehicle carrying the power train which concerns on one Embodiment. It is a schematic diagram of the power transmission path
- FIG. 2 is a schematic diagram of the power train of FIG. 1.
- transaxle device for a hybrid vehicle will be described with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit thereof, and can be selected or combined as appropriate.
- the power train 7 of this embodiment is applied to the vehicle 10 shown in FIG.
- the vehicle 10 is a hybrid vehicle that travels using the engine 6 and the motor 4 (electric motor) as drive sources, and functionally belongs to the strong hybrid system.
- the power train 7 is provided with a generator 5 (generator), a transaxle 1, a clutch 3 (power connection / disconnection device), and a pump 2.
- the driving force of the engine 6 and the motor 4 is transmitted to the driving wheel 8 via the transaxle 1 to cause the vehicle 10 to travel.
- the vehicle 10 shown in FIG. 1 is an FF type vehicle 10 having the front wheels as drive wheels 8.
- Engine 6 is an internal combustion engine (gasoline engine, diesel engine) that burns gasoline or light oil.
- This engine 6 is a so-called horizontal engine, and is disposed sideways so that the direction of the crankshaft 6 a coincides with the vehicle width direction of the vehicle 10, and is fixed to the right side surface of the transaxle 1.
- the crankshaft 6 a is disposed in parallel to the drive shaft 9 of the drive wheel 8.
- the operating state of the engine 6 is controlled by an electronic control unit (ECU) (not shown).
- ECU electronice control unit
- the motor 4 (electric motor) is, for example, a high-output permanent magnet synchronous motor, and has a function of rotating a rotor (rotor) by receiving electric power stored in a power storage device.
- a power supply source of the motor 4 is a driving battery device mounted on the vehicle 10.
- the driving battery device is, for example, a lithium ion battery or a nickel metal hydride battery, and supplies a high-voltage direct current of several hundred volts to the motor 4.
- an inverter that converts a direct current supplied from the driving battery device into an alternating current is provided.
- the rotation speed of the motor 4 is proportional to the AC frequency of the current converted by the inverter. Therefore, the rotational speed of the motor 4 can be adjusted by controlling the inverter.
- the external shape of the general motor 4 is determined according to the shape of the rotating body when the rotor is rotated. For example, it is formed in a cylindrical shape with the rotating shaft of the rotor as a cylinder axis, and is fixed to the left side surface of the transaxle 1 with the bottom surface facing the transaxle 1 side.
- the operating states of the motor 4 and the inverter are controlled by an electronic control unit (MCU) (not shown).
- the generator 5 (generator) is a motor generator having a function as a starter for starting the engine 6, and generates power with engine power when the engine 6 is operated.
- the generator 5 also has a function of charging a driving battery device that is a power supply source of the motor 4 and a function of directly supplying power to the motor 4.
- the outer shape of the generator 5 is formed, for example, in a cylindrical shape having a rotating shaft as a cylinder shaft, and is fixed to the left side surface of the transaxle 1 with the bottom surface facing the transaxle 1 side, like the motor 4.
- the transaxle 1 is a power transmission device in which a final drive (final reduction gear) including a differential gear (differential device) and a transmission (speed reduction gear) are integrally formed, and power between a drive source and a driven device. Incorporates multiple mechanisms responsible for transmission. Three power transmission paths are mainly formed inside the transaxle 1 of the present embodiment.
- a power transmission path formed inside the transaxle 1 is schematically shown in FIG.
- the transaxle 1 includes a first path 31 related to power transmission from the engine 6 to the drive wheels 8, a second path 32 related to power transmission from the motor 4 to the drive wheels 8, and power from the engine 6 to the generator 5.
- a third path 33 for transmission is provided.
- An engine 6 and a motor 4 are connected to the drive wheel 8 in parallel via the transaxle 1.
- a generator 5 and drive wheels 8 are connected to the engine 6 in parallel via the transaxle 1.
- the first path 31 (first mechanism) is a power transmission path that connects the crankshaft 6a of the engine 6 and the drive shaft 9, and is responsible for transmission of power when the engine 6 is in operation.
- a clutch 3 that connects and disconnects the power transmission is interposed.
- the clutch 3 of this embodiment is built in the transaxle 1.
- a transmission (not shown) may be interposed on the first path 31.
- the clutch 3 is a connecting shaft that controls the connection / disconnection state of the power of the engine 6, for example, a multi-plate clutch. Inside the clutch 3, there are provided a driving-side engaging element 3a to which a driving force from the engine 6 is inputted and a driven-side engaging element 3b for outputting the driving force to the driving wheel 8 side (see FIG. 5). These engagement elements 3a and 3b are driven in a direction of separating and approaching (that is, cutting and engaging) from each other in accordance with the hydraulic pressure applied from the pump 2.
- the pump 2 is a hydraulic pressure generator that pumps hydraulic oil to a hydraulic circuit using the driving force on the drive wheel 8 side, and is, for example, a gear pump, a vane pump, a piston pump, or the like.
- the pump 2 is disposed at a position adjacent to the clutch 3 on the left side surface of the transaxle 1.
- a gear pump, a vane pump, or a piston pump when used, their rotational axes are arranged so as to coincide with the rotational axis of the clutch 3.
- the hydraulic pressure generated by the pump 2 acts so as to drive the engagement elements 3a and 3b of the clutch 3 in a direction approaching each other. That is, the clutch 3 is connected when the hydraulic pressure generated by the pump 2 rises sufficiently to engage the engagement elements 3a and 3b.
- the capacity of the pump 2 and the engagement of the engagement elements 3a and 3b are such that the clutch 3 is connected with the hydraulic pressure generated by the pump 2 when the traveling speed of the vehicle 10 is equal to or higher than a predetermined vehicle speed. Combined characteristics are set.
- the engine 6 is driven when the clutch 3 is engaged, and the driving force is transmitted to the drive wheels 8 via the first path 31.
- the clutch 3 is disengaged and the engine 6 is controlled to stop. That is, the connection / disconnection state of the clutch 3 is controlled according to the traveling state of the vehicle 10. Therefore, the driving source of the pump 2 that generates the hydraulic pressure of the clutch 3 is not the engine 6 but the driving wheel 8.
- the second path 32 (second mechanism) is a power transmission path that connects the rotating shaft 4 a of the motor 4 and the drive shaft 9, and bears power transmission of the motor 4.
- the motor 4 has both a function of assisting the driving force of the engine 6 and a pure electric power traveling function, and its operating state is controlled regardless of whether the clutch 3 is connected or disconnected. For example, when the vehicle 10 starts or when the clutch 3 is disengaged, the vehicle 10 travels only with the driving force of the motor 4. When the traveling speed of the vehicle 10 becomes equal to or higher than the predetermined vehicle speed, the driving force of the motor 4 is added to the driving force of the engine 6 according to the traveling state, or the motor 4 is controlled to be in a non-driving state.
- the third path 33 (third mechanism) is a power transmission path that connects between the crankshaft 6a of the engine 6 and the rotating shaft 5a of the generator 5, and transmits power when starting the engine and power transmission during power generation by the engine 6. It is what you bear.
- the driving force input from the driving wheel 8 side to the generator 5 through the third path 33 is converted into electric power, and is charged in the driving battery device or the low voltage battery.
- FIG. 3 is a perspective view of the transaxle 1 with the pump 2 connected thereto.
- the casing 18 of the transaxle 1 is formed in a shape in which flat hollow cylinders are continuously provided in the radial direction so as to correspond to the shapes of a large number of rotating shafts and gears built in the transaxle 1. Further, on one side surface (the left side surface in FIG. 3) of the casing 18, opening holes 13a, 14a, and 15a for connecting the rotation shaft 4a of the motor 4, the rotation shaft 5a of the generator 5, and the pump 2 are formed. Is done.
- An opening hole 11a (see FIG. 5) for connecting the crankshaft 6a of the engine 6 is formed on the other side surface of the casing 18.
- the opening hole 12a for connecting the drive shaft 9 is formed on both side surfaces of the casing 18.
- the rotating shaft in the transaxle 1 connected to the crankshaft 6a is referred to as an input shaft 11.
- the rotation shafts connected to the drive shaft 9, the rotation shaft 4a of the motor 4 and the rotation shaft 5a of the generator 5 are the output shaft 12, the motor shaft 13 (electric motor shaft), and the generator shaft 14 (generator shaft).
- the rotation center axis of the clutch 3 built in the transaxle 1 is called a clutch shaft 15, the rotation center axis of the pump 2 is called a pump shaft 16, and the counter shaft with respect to the output shaft 12 is a counter shaft 17.
- Fig. 4 shows the arrangement of the rotating shafts in the transaxle 1.
- the clutch shaft 15 and the pump shaft 16 are arranged coaxially.
- the input shaft 11, the output shaft 12, the motor shaft 13, the generator shaft 14, the clutch shaft 15, and the counter shaft 17 are all arranged in parallel to each other.
- a power transmission path from the input shaft 11 to the output shaft 12 corresponds to the first path 31.
- the second path 32 corresponds to a power transmission path from the motor shaft 13 to the output shaft 12, and the third path 33 corresponds to a power transmission path from the input shaft 11 to the generator shaft 14.
- the path from the generator shaft 14 to the motor shaft 13 is accommodated in the transaxle 1 so as to form a single polygonal line as shown by a two-dot chain line in FIG.
- the motor 4 and the generator 5 are connected to both ends of the path, and the engine 6 and the drive shaft 9 of the drive wheel 8 are connected to the middle of the path.
- the generator shaft 14 is disposed in front of the vehicle with respect to the output shaft 12 with an interval in the horizontal direction.
- the motor shaft 13 is disposed vertically above the output shaft 12 with an interval in the vertical direction. Therefore, the entire power transmission path has an L shape bent at the position of the output shaft 12.
- the input shaft 11 and the clutch shaft 15 are arranged on the power transmission path from the output shaft 12 to the generator shaft 14. As shown in FIG. 4, the input shaft 11 is disposed above a straight line L 1 corresponding to a plane connecting the generator shaft 14 and the output shaft 12. On the other hand, the clutch shaft 15 is disposed below a straight line L 2 corresponding to a plane connecting the input shaft 11 and the output shaft 12. The position of the clutch shaft 15 is set at a position where it does not overlap with the motor 4 and the generator 5. For example, when the external shape of the pump 2 is a cylindrical shape centered on the pump shaft 16 coaxial with the clutch shaft 15, the cylindrical surface is positioned so as not to interfere with the motor 4 and the generator 5.
- the path shape from the output shaft 12 to the generator shaft 14 becomes a lightning bolt shape that vibrates up and down, and the dimension in the vehicle front-rear direction is shortened.
- the generator shaft 14 is disposed below a straight line L 3 corresponding to a horizontal plane passing through the input shaft 11. If the distance between the generator shaft 14 and the input shaft 11 is constant, when the generator shaft 14 is moved downward, the forward protrusion amount of the generator 5 in the vehicle top view is reduced.
- a counter shaft 17 is disposed on the power transmission path from the output shaft 12 to the motor shaft 13.
- the counter shaft 17 is disposed behind the straight line L 4 corresponding to the plane connecting the output shaft 12 and the motor shaft 13. Thereby, the path shape from the output shaft 12 to the motor shaft 13 becomes a “ ⁇ ” shape protruding toward the rear, and the vertical dimension is shortened.
- FIG. 5 is a skeleton diagram of the transaxle 1 in which mechanical elements related to shifting are omitted.
- the input shaft 11 is provided with two gears 11b and 11c.
- One gear 11 b meshes with a gear 14 b fixed to the generator shaft 14 and transmits power to the generator shaft 14.
- the generator shaft 14 is connected coaxially with the rotating shaft 5a coupled to the rotor 5b of the generator 5 (so as to be located on the same straight line).
- the stator 5c of the generator 5 is fixed to the casing of the generator 5.
- the other gear 11c fixed to the input shaft 11 meshes with a gear 15b connected to the engagement element 3a on the driving side of the clutch 3.
- the driven engagement element 3 b disposed to face the engagement element 3 a is fixed to the clutch shaft 15.
- the clutch shaft 15 is also provided with a gear 15c for transmitting power to the output shaft 12 side.
- the gear 15 c is meshed with a differential gear 12 b fixed to the output shaft 12.
- the pump shaft 16 of the rotating body 2a built in the pump 2 is connected to one end of the clutch shaft 15 coaxially.
- the rotating body 2a corresponds to, for example, a rotor when the pump 2 is a vane pump, and corresponds to a piston when the pump 2 is a piston pump.
- the rotating body 2a receives the rotational driving force transmitted from the clutch shaft 15 side, generates hydraulic pressure, and pumps hydraulic oil to the hydraulic circuit 2b.
- the hydraulic pressure generated here is transmitted to the clutch 3 and used as a driving pressure for the engagement elements 3a and 3b.
- the motor shaft 13 is provided with a gear 13b, and the counter shaft 17 is provided with two gears 17b and 17c.
- the gear 13 b of the motor shaft 13 meshes with the gear 17 b of the counter shaft 17, and the other gear 17 c of the counter shaft 17 is meshed with a differential gear 12 b fixed to the output shaft 12.
- the motor shaft 13 is coaxially connected to the rotating shaft 4 a coupled to the rotor 4 b of the motor 4.
- the stator 4c of the motor 4 is fixed to the casing of the motor 4.
- the input shaft 11 of the transaxle 1 is a shaft that supplies the power of the engine 6 to the two systems of the driving wheel 8 side and the generator 5 side, and includes a power transmission mechanism for power generation and a power transmission for driving. It is sandwiched between the mechanism. In other words, the input shaft 11 is located at a branch point between the first path 31 and the third path 33.
- the output shaft 12 is a shaft that individually receives two systems of power from the engine 6 side and the motor 4 side and transmits them to the drive wheel 8 side, and transmits a power transmission path for driving the engine and a power transmission for driving the motor. It is provided between the route. In other words, the output shaft 12 is located at the junction of the first path 31 and the second path 32.
- the motor 4 and the generator 5 are spaced apart in the vertical and horizontal directions around the output shaft 12. Provided. Thereby, it becomes easy to arrange the motor 4 and the generator 5 in the horizontal direction, and the entire transaxle 1 can be downsized. Therefore, space efficiency and vehicle mountability can be improved.
- the mounting height of the motor 4 in a side view is different from the mounting height of the generator 5, in other words, the motor 4 is disposed at an oblique position with respect to the generator 5. . Therefore, for example, an empty space can be secured below the motor 4, and the pump 2 and the output shaft 12 can be arranged in the empty space. That is, the pump 2, the motor 4 and the generator 5 can be arranged without waste on the side surface of the transaxle 1 so as not to interfere with the drive shaft 9, and space efficiency can be improved. Thereby, the whole powertrain 7 can be reduced in size.
- the dimension in the vehicle width direction increases.
- the projecting amount of the pump 2 in the vehicle width direction from the left side surface of the transaxle 1 can be reduced, and both the vehicle longitudinal dimension and the vehicle width dimension are downsized.
- the pump 2 since the pump 2, the motor 4 and the generator 5 do not overlap each other in a side view of the transaxle 1, accessibility can be improved. Further, since the motor 4, the generator 5 and the pump 2 can be removed without disassembling the transaxle 1, the maintainability can be improved.
- the clutch shaft 15 serving as the rotation center of the clutch 3 is disposed below the straight line L 2 , so that the input shaft 11, the output shaft 12, The distance in the horizontal front-rear direction can be shortened. As a result, the transaxle 1 can be further compacted to a size in the front-rear direction.
- the generator shaft 14 serving as the rotation center of the generator 5 is disposed below the straight line L 3 , so that the distance between the generator 5 and the crankshaft 6 a of the engine 6 when viewed from above. Can be shortened. As a result, the transaxle 1 can be further compacted in the horizontal direction.
- the input shaft 11 is disposed above the straight line L 1, it is possible to shorten the distance between the generator 5 and the drive shaft 9 in top view. Therefore, the transaxle 1 can be further compacted in the horizontal direction.
- the pump 2 since the pump 2, the motor 4 and the generator 5 are arranged in the left side direction of the vehicle 10 so as not to overlap each other, the accessibility from the outside of the vehicle 10 can be improved. Further, since the motor 4, the generator 5, and the pump 2 can be removed without disassembling the transaxle 1, the maintainability can be improved.
- the transaxle 1 itself is made compact by devising the arrangement of the shafts built in the transaxle 1. Therefore, it is reasonable as a technique for improving the space efficiency of the power train 7, and downsizing of the entire apparatus is possible while realizing an unreasonable power transmission.
- the generator shaft 14 is disposed in the horizontal front direction with respect to the output shaft 12, and the motor shaft 13 is disposed vertically above the output shaft 12.
- the relative positions of the shaft 14 and the motor shaft 13 with respect to the output shaft are not limited to this.
- the size of the drive shaft 9 that can be arranged in the vertical direction is limited, and in the case of a strong hybrid type hybrid vehicle, the motor 4 is preferably arranged in the vicinity of the drive shaft 9. It is preferable to arrange the motor 4 at a position spaced apart in the vertical direction.
- the generator 5 at a position spaced apart from the output shaft 12 in the horizontal direction.
- an empty space can be secured either above or below the motor 4, and the drive shaft 9 can be secured using the empty space.
- a pump 2 can be arranged.
- the input shaft 11, the output shaft 12, the motor shaft 13, the generator shaft 14, the clutch shaft 15, and the counter shaft 17 built in the transaxle 1 are all illustrated in parallel. These axes do not necessarily have to be parallel. Therefore, a universal joint for changing the rotation axis direction may be interposed on the power transmission path, or the extension direction of the shaft may be inclined using a bevel gear, a staggered shaft gear, or the like.
- the specific shape of the power transmission path in the transaxle 1 is not limited to that shown by the two-dot chain line in FIG.
- the generator shaft 14 may be moved from the straight line L 3 upward, the input shaft 11 may be moved from the straight line L 1 downward.
- the transaxle 1 can be made compact without impairing the traveling performance of the vehicle 10 by making at least a part of the shape of the power transmission path a lightning bolt shape.
- the transaxle is It is sandwiched between a first mechanism related to power transmission from the engine to the drive wheel and a second mechanism related to power transmission from the electric motor to the drive wheel, and the power of the engine and the electric motor is An output shaft for output to the drive wheel side;
- An input shaft sandwiched between a first mechanism and a third mechanism relating to power transmission from the engine to the generator, and connected to a rotating shaft of the engine;
- An electric motor shaft coupled to the rotating shaft of the electric motor and transmitting the power of the electric motor to the second mechanism;
- a generator shaft connected to the rotating shaft of the generator and transmitting power from the third mechanism to the generator;
- a clutch shaft that is built in a position that does not overlap in the axial direction of the output shaft with respect to both the electric motor and the generator, and that forms a rotating shaft of a clutch interposed in the first mechanism;
- Additional notes A-1 to A-4 having a pump shaft that is coaxially disposed with the clutch shaft, and that rotates in conjunction with the output shaft and is
- a transaxle device for a hybrid vehicle comprising an engine and an electric motor connected in parallel to drive wheels, and comprising a generator that generates electric power by the power of the engine, An output shaft for outputting the power of the engine and the electric motor to a drive wheel;
- An input shaft coupled to the rotating shaft of the engine;
- An electric motor shaft coupled to the rotating shaft of the electric motor at a distance in a vertical direction with respect to the output shaft;
- a generator shaft coupled to the rotating shaft of the generator at a distance in a horizontal direction with respect to the output shaft;
- a clutch shaft that is built in a position that does not overlap in the axial direction of the output shaft with respect to both the electric motor and the generator, and that forms a rotation shaft of a clutch that is interposed in a power transmission path from the engine to the drive wheel;
- a transaxle device for a hybrid vehicle comprising: a pump shaft that is arranged coaxially with the clutch shaft, rotates in conjunction with the output shaft, and is coupled to a pump that generate
- the output shaft is sandwiched between a first mechanism related to power transmission from the engine to the driving wheel and a second mechanism related to power transmission from the electric motor to the driving wheel,
- the input shaft is sandwiched between a first mechanism and a third mechanism related to power transmission from the engine to the generator, and the generator shaft that transmits the power of the electric motor to the second mechanism, 5.
- the transaxle device for a hybrid vehicle according to any one of appendices B-1 to B-4, wherein the power from the third mechanism is transmitted to the generator.
- Transaxle device 11 Input shaft 12 Output shaft 13 Motor shaft (motor shaft) 14 Generator shaft (generator shaft) 15 Clutch shaft 16 Pump shaft 17 Counter shaft 2 Pump 3 Clutch 4 Motor (electric motor) 5 Generator 6 Engine 7 Powertrain 8 Drive wheel 9 Drive shaft (output shaft)
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Abstract
Description
一方、車両の環境性能や燃費性能を向上させるには、パワートレインシステムのさらなる小型化,軽量化が望まれる。特に、ストロングハイブリッド方式のハイブリッド車両では、搭載されるモーター,ジェネレーター(発電機)の大型化により車両搭載性が低下しやすいため、パワートレインのダウンサイジングは極めて重要である。
なお、この目的に限らず、後述する発明を実施するための形態に示す各構成により導かれる作用効果であって、従来の技術によっては得られない作用効果を奏することも本件の他の目的として位置づけることができる。
前記パワートレインは、前記トランスアクスル装置内の前記エンジンから前記出力軸までの動力伝達経路上に介装され、前記エンジンの動力の伝達を断接するクラッチを備える。また、前記パワートレインは、前記トランスアクスル装置の側面で前記クラッチの回転軸と同軸に配置され、前記出力軸の動力で前記クラッチの駆動圧を生成するポンプを備える。さらに、前記発電機が、前記出力軸に対し水平方向に間隔を空けて配置された回転軸を有するとともに、前記電動機が、前記出力軸に対し鉛直方向に間隔を空けて配置された回転軸を有する。
つまり、トランスアクスルの側面視において、入力軸及びクラッチ軸を通る直線とクラッチ軸及び出力軸を通る直線とが一致せず、クラッチ軸の位置で折れ線をなすことが好ましい。
(4)また、前記エンジンが、前記トランスアクスルの両側面のうち車幅方向の一方側に配置されるとともに、前記発電機,前記電動機及び前記ポンプが、前記車幅方向の他方側に配置されることが好ましい。
前記電動機軸が、前記電動機の回転軸に連結され、前記第二機構に前記電動機の動力を伝達する。また、前記発電機軸が、前記発電機の回転軸に連結され、前記第三機構からの動力を前記発電機に伝達する。また、前記クラッチ軸は、前記電動機及び前記発電機の双方に対し前記出力軸の軸方向に重合しない位置に内蔵され、前記第一機構に介装されるクラッチの回転軸をなす軸である。さらに、前記ポンプ軸は、前記クラッチ軸と同軸に配置され、前記出力軸に連動して回転するとともに前記クラッチの駆動圧を生成するポンプに連結される。
また、電動機の上下のうち発電機に近い側に生じる空間にポンプ及び出力軸を配置することができ、トランスアクスルの側面にポンプ,発電機及び電動機を無駄なく配列することができ、スペース効率を向上させることができる。
本実施形態のパワートレイン7は、図1に示す車両10に適用される。この車両10は、エンジン6とモーター4(電動機)とを駆動源として走行するハイブリッド車両であり、機能的にはストロングハイブリッド方式に属する。パワートレイン7には、エンジン6及びモーター4のほか、ジェネレーター5(発電機),トランスアクスル1,クラッチ3(動力断接装置),ポンプ2が設けられる。エンジン6及びモーター4の駆動力は、トランスアクスル1を介して駆動輪8に伝達され、車両10を走行させる。なお、図1に示す車両10は、前輪を駆動輪8としたFF方式の車両10である。
トランスアクスル1の内部に形成される動力伝達経路を模式化して、図2に示す。トランスアクスル1には、エンジン6から駆動輪8への動力伝達に係る第一経路31と、モーター4から駆動輪8への動力伝達に係る第二経路32と、エンジン6からジェネレーター5への動力伝達に係る第三経路33とが設けられる。駆動輪8には、トランスアクスル1を介してエンジン6及びモーター4が並列に接続される。また、エンジン6には、トランスアクスル1を介してジェネレーター5及び駆動輪8が並列に接続される。
上記の三つの動力伝達経路を内蔵するトランスアクスル1(トランスアクスル装置)の外観を図3に例示する。この図3は、ポンプ2が接続された状態のトランスアクスル1の斜視図である。トランスアクスル1のケーシング18は、トランスアクスル1に内蔵される多数の回転軸や歯車類の形状に対応するように、偏平な中空円筒を径方向に連設した形状に形成される。また、ケーシング18の一側面(図3中では左側面)には、モーター4の回転軸4a,ジェネレーター5の回転軸5a,ポンプ2のそれぞれを接続するための開口孔13a,14a,15aが形成される。また、ケーシング18の他側面には、エンジン6のクランクシャフト6aを接続するための開口孔11a(図5参照)が形成される。なお、ドライブシャフト9を接続するための開口孔12aは、ケーシング18の両側面に形成される。
図5は、変速に係る機械要素を省略したトランスアクスル1のスケルトン図である。
入力軸11には、二つのギヤ11b,11cが設けられる。一方のギヤ11bはジェネレーター軸14に固定されたギヤ14bと歯合し、ジェネレーター軸14に動力を伝達する。ジェネレーター軸14は、ジェネレーター5のローター5bに結合された回転軸5aと同軸に(同一直線上に位置するように)接続される。なお、ジェネレーター5のステーター5cは、ジェネレーター5のケーシングに固定される。
一方、出力軸12は、エンジン6側及びモーター4側からの二系統の動力を個別に受け取って駆動輪8側に伝達する軸であり、エンジン駆動用の動力伝達経路とモーター駆動用の動力伝達経路との間に挟装されて設けられる。言い換えると、出力軸12は、第一経路31と第二経路32との合流点に位置する。
上記のパワートレイン7では、トランスアクスル1内で入力軸11から分岐した一方の動力伝達経路が出力軸12で合流されるため、ジェネレーター軸14から入力軸11及び出力軸12を介してモーター軸13に至る一連の経路(一筆書きで始点と終点とを接続することのできる経路)が形成される。そのため、図4に示すように、動力伝達性能に影響を与えることなく、各々の軸を屈曲点として経路を任意の方向に折り曲げることが容易となり、トランスアクスル1に固定されるポンプ2やモーター4,ジェネレーター5,エンジン6等の各種装置の配置を比較的自由に設計することが可能となる。
さらに、トランスアクスル1の側面視でポンプ2,モーター4,ジェネレーター5が互いに重なり合わないため、アクセス性を高めることができる。また、トランスアクスル1を分解することなくモーター4,ジェネレーター5,ポンプ2を取り外すことが可能であるため、整備性を向上させることができる。
同様に、上記のトランスアクスル1では、入力軸11が直線L1よりも上方に配置されるため、上面視におけるジェネレーター5とドライブシャフト9との距離を短縮することができる。したがって、トランスアクスル1を水平方向にさらに詰めてコンパクトにすることができる。
上述の実施形態では、図4に示すように、ジェネレーター軸14を出力軸12よりも水平前方向に配置し、モーター軸13を出力軸12の鉛直上方向に配置したものを例示したが、ジェネレーター軸14及びモーター軸13の出力軸に対する相対位置はこれに限定されない。なお、ドライブシャフト9の鉛直方向に配置可能なサイズに制限があることや、ストロングハイブリッド方式のハイブリッド車両ではモーター4をドライブシャフト9の近傍に配置させることが好ましいこと等から、出力軸12に対し鉛直方向に間隔を空けた位置にモーター4を配置することが好ましい。
以上の実施形態および変形例に関し、さらに以下の付記を開示する。
エンジン,発電機及び電動機を装備するハイブリッド車両のパワートレインであって、
前記エンジン及び前記電動機の動力を個別に駆動輪側の出力軸に伝達するとともに、前記エンジンの動力を前記発電機にも伝達するトランスアクスルと、
前記トランスアクスル内の前記エンジンから前記出力軸までの動力伝達経路上に介装され、前記エンジンの動力の伝達を断接するクラッチと、
前記トランスアクスルの側面で前記クラッチの回転軸と同軸に配置され、前記出力軸の動力で前記クラッチの駆動圧を生成するポンプと、を備え、
前記発電機が、前記出力軸に対し水平方向に間隔を空けて配置された回転軸を有するとともに、
前記電動機が、前記出力軸に対し鉛直方向に間隔を空けて配置された回転軸を有する
ことを特徴とする、パワートレイン。
前記エンジンが、その回転軸を前記出力軸に対して平行となるように配置され、
前記電動機が、前記出力軸よりも上方に配置された回転軸を有するとともに、
前記クラッチが、前記エンジンの回転軸に連結される入力軸と前記出力軸とを接続する平面よりも下方に配置された回転軸をクラッチ軸として有する
ことを特徴とする、付記A-1記載のパワートレイン。
前記発電機が、前記エンジンの回転軸を通る水平面よりも下方に配置された回転軸を有する
ことを特徴とする、付記A-1又は2記載のパワートレイン。
(付記A-4)
前記エンジンが、前記トランスアクスルの両側面のうち車幅方向の一方側に配置されるとともに、
前記発電機,前記電動機及び前記ポンプが、前記車幅方向の他方側に配置される
ことを特徴とする、付記A-1~3の何れか1項に記載のパワートレイン。
前記トランスアクスルが、
前記エンジンからの前記駆動輪への動力伝達に係る第一機構と、前記電動機からの前記駆動輪への動力伝達に係る第二機構との間に挟装され、前記エンジン及び前記電動機の動力を駆動輪側へ出力する出力軸と、
前記エンジンから前記発電機への動力伝達に係る第三機構と前記第一機構との間に挟装され、前記エンジンの回転軸に連結される入力軸と、
前記電動機の回転軸に連結され、前記第二機構に前記電動機の動力を伝達する電動機軸と、
前記発電機の回転軸に連結され、前記第三機構からの動力を前記発電機に伝達する発電機軸と、
前記電動機及び前記発電機の双方に対し前記出力軸の軸方向に重合しない位置に内蔵され、前記第一機構に介装されるクラッチの回転軸をなすクラッチ軸と、
前記クラッチ軸と同軸に配置され、前記出力軸に連動して回転するとともに前記クラッチの駆動圧を生成するポンプに連結されるポンプ軸と、を有する
ことを特徴とする、付記A-1~4の何れか1項に記載のパワートレイン。
駆動輪に対してエンジン及び電動機を並列に接続してなり、前記エンジンの動力で発電する発電機を具備するハイブリッド車両用トランスアクスル装置であって、
前記エンジン及び前記電動機の動力を駆動輪側へ出力する出力軸と、
前記エンジンの回転軸に連結される入力軸と、
前記出力軸に対し鉛直方向に間隔を空けて前記電動機の回転軸に連結される電動機軸と、
前記出力軸に対し水平方向に間隔を空けて前記発電機の回転軸に連結される発電機軸と、
前記電動機及び前記発電機の双方に対し前記出力軸の軸方向に重合しない位置に内蔵され、前記エンジンからの前記駆動輪への動力伝達経路に介装されるクラッチの回転軸をなすクラッチ軸と、
前記クラッチ軸と同軸に配置され、前記出力軸に連動して回転するとともに前記クラッチの駆動圧を生成するポンプに連結されるポンプ軸と、を備える
ことを特徴とする、ハイブリッド車両用トランスアクスル装置。
前記入力軸が、前記出力軸に対して平行に配置され、
前記電動機軸が、前記出力軸よりも上方に配置されるとともに、
前記クラッチ軸が、前記入力軸と前記出力軸とを接続する平面よりも下方に配置される
ことを特徴とする、付記B-1記載のハイブリッド車両用トランスアクスル装置。
前記発電機軸が、前記入力軸を通る水平面よりも下方に配置される
ことを特徴とする、付記B-1又は2記載のハイブリッド車両用トランスアクスル装置。
(付記B-4)
前記入力軸が、両端のうち車幅方向の一方側に前記エンジンを連結されるとともに、
前記発電機軸,前記電動機軸及び前記ポンプ軸が、前記車幅方向の他方側に前記発電機,前記電動機及び前記ポンプをそれぞれ連結される
ことを特徴とする、付記B-1~3の何れか1項に記載のハイブリッド車両用トランスアクスル装置。
前記出力軸が、前記エンジンからの前記駆動輪への動力伝達に係る第一機構と、前記電動機からの前記駆動輪への動力伝達に係る第二機構との間に挟装され、
前記入力軸が、前記エンジンから前記発電機への動力伝達に係る第三機構と前記第一機構との間に挟装され、前記第二機構に前記電動機の動力を伝達する
前記発電機軸が、前記第三機構からの動力を前記発電機に伝達する
ことを特徴とする、付記B-1~4の何れか1項に記載のハイブリッド車両用トランスアクスル装置。
11 入力軸
12 出力軸
13 モーター軸(電動機軸)
14 ジェネレーター軸(発電機軸)
15 クラッチ軸
16 ポンプ軸
17 カウンター軸
2 ポンプ
3 クラッチ
4 モーター(電動機)
5 ジェネレーター(発電機)
6 エンジン
7 パワートレイン
8 駆動輪
9 ドライブシャフト(出力軸)
Claims (5)
- エンジン,発電機及び電動機を装備するハイブリッド車両のパワートレインにおいて、前記エンジン及び前記電動機の動力を個別に駆動輪側の出力軸に伝達するとともに、前記エンジンの動力を前記発電機にも伝達するトランスアクスル装置であって、
前記パワートレインが、
前記トランスアクスル装置内の前記エンジンから前記出力軸までの動力伝達経路上に介装され、前記エンジンの動力の伝達を断接するクラッチと、
前記トランスアクスル装置の側面で前記クラッチの回転軸と同軸に配置され、前記出力軸の動力で前記クラッチの駆動圧を生成するポンプと、を備え、
前記発電機が、前記出力軸に対し水平方向に間隔を空けて配置された回転軸を有するとともに、
前記電動機が、前記出力軸に対し鉛直方向に間隔を空けて配置された回転軸を有する
ことを特徴とする、ハイブリッド車用トランスアクスル装置。 - 前記エンジンが、その回転軸を前記出力軸に対して平行となるように配置され、
前記電動機が、前記出力軸よりも上方に配置された回転軸を有するとともに、
前記クラッチが、前記エンジンの回転軸に連結される入力軸と前記出力軸とを接続する平面よりも下方に配置された回転軸をクラッチ軸として有する
ことを特徴とする、請求項1記載のハイブリッド車用トランスアクスル装置。 - 前記発電機が、前記エンジンの回転軸を通る水平面よりも下方に配置された回転軸を有する
ことを特徴とする、請求項1又は2記載のハイブリッド車用トランスアクスル装置。 - 前記エンジンが、前記トランスアクスル装置の両側面のうち車幅方向の一方側に配置されるとともに、
前記発電機,前記電動機及び前記ポンプが、前記車幅方向の他方側に配置される
ことを特徴とする、請求項1~3の何れか1項に記載のハイブリッド車用トランスアクスル装置。 - 前記エンジンからの前記駆動輪への動力伝達に係る第一機構と、前記電動機からの前記駆動輪への動力伝達に係る第二機構との間に挟装され、前記エンジン及び前記電動機の動力を駆動輪側へ出力する出力軸と、
前記エンジンから前記発電機への動力伝達に係る第三機構と前記第一機構との間に挟装され、前記エンジンの回転軸に連結される入力軸と、
前記電動機の回転軸に連結され、前記第二機構に前記電動機の動力を伝達する電動機軸と、
前記発電機の回転軸に連結され、前記第三機構からの動力を前記発電機に伝達する発電機軸と、
前記電動機及び前記発電機の双方に対し前記出力軸の軸方向に重合しない位置に内蔵され、前記第一機構に介装されるクラッチの回転軸をなすクラッチ軸と、
前記クラッチ軸と同軸に配置され、前記出力軸に連動して回転するとともに前記クラッチの駆動圧を生成するポンプに連結されるポンプ軸と、を有する
ことを特徴とする、請求項1~4の何れか1項に記載のハイブリッド車用トランスアクスル装置。
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EP2857243A3 (en) * | 2013-09-13 | 2015-06-10 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Transaxle device |
US11167747B2 (en) | 2017-11-29 | 2021-11-09 | Schaeffler Technologies AG & Co. KG | Drive unit for a hybrid motor vehicle a with variable output transmission ratio |
WO2020260916A1 (ja) | 2019-06-26 | 2020-12-30 | 日産自動車株式会社 | 車両の駆動装置 |
US11697339B2 (en) | 2019-06-26 | 2023-07-11 | Nissan Motor Co., Ltd. | Vehicle drive apparatus |
WO2022244164A1 (ja) * | 2021-05-19 | 2022-11-24 | 日産自動車株式会社 | 駆動ユニット |
Also Published As
Publication number | Publication date |
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EP2821270B1 (en) | 2018-03-21 |
EP2821270A1 (en) | 2015-01-07 |
KR101539548B1 (ko) | 2015-07-24 |
CN107031379A (zh) | 2017-08-11 |
CN104136255B (zh) | 2016-11-16 |
JP5900023B2 (ja) | 2016-04-06 |
EP2821270A4 (en) | 2017-03-22 |
KR20140127884A (ko) | 2014-11-04 |
US9309933B2 (en) | 2016-04-12 |
US20140374211A1 (en) | 2014-12-25 |
CN107031379B (zh) | 2019-08-06 |
JP2013180680A (ja) | 2013-09-12 |
CN104136255A (zh) | 2014-11-05 |
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