WO2014051110A1 - ハイブリッド駆動装置 - Google Patents
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- Publication number
- WO2014051110A1 WO2014051110A1 PCT/JP2013/076412 JP2013076412W WO2014051110A1 WO 2014051110 A1 WO2014051110 A1 WO 2014051110A1 JP 2013076412 W JP2013076412 W JP 2013076412W WO 2014051110 A1 WO2014051110 A1 WO 2014051110A1
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- WIPO (PCT)
- Prior art keywords
- rotor
- rotor hub
- clutch
- hybrid drive
- friction plate
- Prior art date
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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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
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
- B60K6/405—Housings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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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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- 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
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
- H02K7/108—Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction clutches
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K9/00—Arrangements for cooling or ventilating
- H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
- B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/36—Temperature of vehicle components or parts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/42—Clutches or brakes
- B60Y2400/424—Friction clutches
- B60Y2400/4244—Friction clutches of wet type, e.g. using multiple lamellae
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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
- F16D2300/00—Special features for couplings or clutches
- F16D2300/02—Overheat protection, i.e. means for protection against overheating
- F16D2300/021—Cooling features not provided for in group F16D13/72 or F16D25/123, e.g. heat transfer details
- F16D2300/0214—Oil or fluid cooling
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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
- F16D2300/00—Special features for couplings or clutches
- F16D2300/26—Cover or bell housings; Details or arrangements thereof
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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
- F16D25/06—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
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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
- 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
- Y02T10/64—Electric machine technologies in electromobility
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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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19014—Plural prime movers selectively coupled to common output
Definitions
- the present invention relates to a hybrid drive device mounted on a vehicle or the like, and more particularly, to a hybrid drive device in which a clutch capable of driving and connecting an internal combustion engine and a transmission mechanism is arranged radially inside a rotating electrical machine.
- hybrid vehicles in which an internal combustion engine and a motor / generator (hereinafter simply referred to as a “motor”) as a rotating electric machine are combined as a power source has been promoted.
- a motor connected to an input shaft of a transmission mechanism and an internal combustion engine at a part of a general automatic transmission starter (for example, a torque converter).
- a general automatic transmission starter for example, a torque converter.
- Proposed to configure a parallel hybrid drive device with simple replacement by arranging an engine connecting shaft that is driven and connected to the engine and an engine connecting clutch that engages and disengages the input shaft. (See Patent Document 1).
- the outer friction plate and the inner friction plate constituting the clutch are cooled by oil scattered radially outward from the input shaft (or the engine connecting shaft).
- This clutch is arranged radially inside the motor in order to shorten the axial dimension of the device, and the oil that has cooled the outer friction plate and the inner friction plate is formed in a drum portion that engages with the outer friction plate. It is discharged from the hole, and is discharged between the drum portion and the rotor hub that holds the rotor of the motor.
- An object of the present invention is to provide a hybrid drive device having a structure in which a clutch is arranged on the inner side in the radial direction of a rotating electrical machine and capable of suppressing the temperature increase of the rotor hub and rotor while shortening the axial dimension of the device.
- the hybrid drive device (1) includes at least a rotor (4) capable of transmitting a drive to a speed change mechanism (7), and a rotor hub (51) holding the rotor (4).
- a rotating electrical machine (3) having An outer friction plate (19); an inner friction plate (17); and a drum portion (42) engaged with the outer friction plate (19), the outer friction plate (19) and the inner friction plate
- the internal combustion engine (2) and the speed change mechanism (7) can be connected to each other by engagement or release with (17), and at least the rotor (in the radial direction inside the rotating electrical machine (3) when viewed from the radial direction).
- a clutch (K0) arranged to overlap a part of An oil hole (a23) for supplying oil from the radially inner side of the clutch (K0) toward the clutch (K0);
- a partition member (60) disposed on the radially inner side of the rotor hub (51) with a gap (63) provided at least partially in the circumferential direction between the rotor hub (51) and the rotor hub (51).
- the rotor (4) has a laminated steel plate and a magnet, and at least a part of the laminated steel plate has the rotor hub ( 51) and is held by the rotor hub (51) so as to be in contact with no gap.
- the drum portion (42) has a through-hole (42a) penetrating in the radial direction, and the partition member (60).
- the partition member (60) Are formed in a cylindrical ring portion (61) covering the outer periphery of the through hole (42a) of the drum portion (42), and radially outward at a plurality of circumferential positions on the outer peripheral surface of the ring portion (61).
- a convex portion that forms the gap (63) between the partition member (60) and the rotor hub (51) by contacting the inner peripheral surface of the rotor hub (51).
- the gap (63) has the annular portion (61) and the rotor hub (51) rather than the convex portion (61b). ) In the circumferential direction.
- the hybrid drive device (1) includes a snap ring (56) for axially positioning the partition member (60) with respect to the rotor hub (51). It is characterized by.
- the hybrid drive device (1) according to the present invention is characterized in that the partition member (60) is formed of resin.
- the clutch (K0) is connected to the outer friction plate (19) when the internal combustion engine (2) starts the vehicle.
- the inner friction plate (17) is slipped.
- the rotor hub (51) includes a rotor holding portion (51d) that holds the rotor (4).
- the rotor holding part (51d) is provided with two wall members (51a, 51e, 55) that extend radially inward,
- the clutch (K0) is disposed in a space surrounded by the two wall members (51a, 51e, 55) and the rotor holding portion (51d),
- the partition member (60) is formed of an annular part (61) extending in the axial direction, and a plate-shaped annular part (62) extending radially outward from one end of the annular part (61),
- the annular portion (62) is fixed by being sandwiched between the rotor holding portion (51d) and one of the wall members (55) by a snap ring (56) on one axial side of the rotor holding portion (51d). And the other end of the annular part (61) abuts the other (51e) of
- the rotor hub (51) includes a rotor holding portion (51d) that holds the rotor (4).
- the rotor holding part (51d) is provided with two wall members (51a, 51e, 55) that extend radially inward,
- the clutch (K0) is disposed in a space surrounded by the two wall members (51a, 51e, 55) and the rotor holding portion (51d),
- One wall member (55) of the two wall members is disposed on the transmission mechanism (7) side, and transmits the power of the motor (3) to the transmission mechanism (7).
- the other wall member (51a, 51e) is disposed on the internal combustion engine (2) side and supports the rotor (4) via the rotor holding portion (51d).
- the clutch is arranged on the radially inner side of the rotating electrical machine so as to overlap at least a part of the rotor when viewed from the radial direction, the axial dimension of the device can be shortened.
- the partition member since it has a partition member arranged on the radially inner side of the rotor hub with a gap provided at least in the circumferential direction between the rotor hub, oil that has been used for cooling the clutch and has reached a high temperature is separated by the partition member. Guided to the rotor hub is suppressed. For this reason, even if it is a structure where a clutch is arrange
- the gap between the partition member and the rotor hub is a dry space where oil does not reach
- heat conduction from the partition member to the rotor hub is suppressed by the air layer of the gap, and the rotor hub And the temperature rise of a rotor can be suppressed more.
- the high-temperature oil that has cooled the clutch does not flow into the gap, the temperature increase of the rotor hub can be further suppressed.
- the partition member is provided to suppress the temperature rise of the rotor hub, at least a part of the laminated steel plate of the rotor is in contact with the rotor hub without gaps, The temperature rise can also be suppressed, and the performance degradation due to the motor temperature rise can be suppressed.
- the partition member since the drum portion has a through-hole that penetrates in the radial direction, the partition member has a cylindrical annular portion that covers the outer periphery of the through-hole of the drum portion. Even if the oil that has cooled the clutch is discharged from the through hole, the oil is prevented from being guided to the rotor hub by the partition member. Moreover, since the convex part provided in the outer peripheral surface of the annular part is made to contact
- the gap occupies a larger proportion in the circumferential direction between the annular portion and the rotor hub than the convex portion, heat conduction from the partition member to the rotor hub is further suppressed.
- the axial positioning of the partition member can be reliably performed with a simple configuration.
- the partition member is formed of a resin having a relatively low thermal conductivity, the heat conduction to the rotor hub is suppressed, and the temperature rise of the rotor hub and the rotor can be further suppressed.
- the lubricating oil used for cooling the clutch that has become hot due to slip can be prevented from being guided to the rotor hub, so that the temperature rise of the rotor hub and the rotor can be more effectively suppressed.
- the oil supplied from the radially inner side of the clutch toward the space surrounded by the two wall members and the rotor holding portion cools the clutch and hits the partition member. Since it is discharged from the hole formed in the wall member, the temperature increase of the rotor hub and the rotor can be further suppressed while ensuring the cooling performance of the clutch.
- the hole is formed in one of the wall members that does not support the rotor, even if the oil that has cooled the clutch is discharged from the hole, it can be difficult to hit the rotor holding portion. Temperature rise can be further suppressed. Furthermore, a wall member disposed on the transmission mechanism side and transmitting the power of the motor to the transmission mechanism and a wall member disposed on the internal combustion engine side and supporting the rotor via the rotor holding portion are disposed in a space surrounded by the clutch. Even in this case, the oil can be discharged through a hole formed on one wall member and radially outside the drum portion, and the high temperature oil that has cooled the clutch remains inside the rotor holding portion and heat It is possible to suppress lingering.
- the hybrid drive device 1 is suitable for being mounted on an FF (front engine / front drive) type vehicle, and the left-right direction in the figure is the left-right direction in an actual vehicle-mounted state.
- the drive source side of the engine or the like is referred to as “front side”, and the side opposite to the drive source is referred to as “rear side”.
- the drive connection refers to a state in which the rotating elements are connected so as to be able to transmit a driving force, and the rotating elements are connected so as to rotate integrally, or the rotating elements are connected via a clutch or the like.
- it is used as a concept including a state where the driving force is connected so as to be transmitted.
- a hybrid vehicle (hereinafter simply referred to as “vehicle”) 100 has a motor generator (hereinafter simply referred to as “motor”) 3 as a rotating electrical machine in addition to the internal combustion engine 2 as a drive source.
- the hybrid drive device 1 that constitutes the power train of the vehicle 100 includes a speed change mechanism 7 provided on a power transmission path L between the internal combustion engine 2 and the wheels 6, and the speed change mechanism 7.
- An input unit 9 that is arranged between the internal combustion engine 2 and receives power from the internal combustion engine 2; and a connection unit 14 that connects the input unit 9 and the internal combustion engine 2 while absorbing pulsation of the internal combustion engine 2. , And is configured.
- the connecting portion 14 includes a damper 12 connected to the crankshaft 2 a of the internal combustion engine 2 via a drive plate 11, and the damper 12 is an engine connecting shaft (an input member as the input portion 9).
- Engine connecting shaft member 13 That is, the engine connecting shaft 13 is drivingly connected to the internal combustion engine 2 via the damper 12.
- the input unit 9 includes a clutch (engine connection clutch) K0 that connects and disconnects power transmission between the engine connecting shaft 13 and the input shaft 15 of the speed change mechanism 7, and a motor 3 that is drivingly connected to the clutch drum 50. It is prepared for.
- the motor 3 includes a rotor 4 coupled to the clutch drum 50 and a stator 5 disposed to face the outer side in the radial direction of the rotor 4. The motor 3 can transmit drive to at least the speed change mechanism 7.
- the clutch K0 has a plurality of outer friction plates 19, a plurality of inner friction plates 17, a clutch drum 50 that engages with the outer friction plates 19, and a clutch hub 49 that engages with the inner friction plates 17.
- the clutch hub 49 rotates integrally with the engine connecting shaft 13 so that the clutch drum 50 rotates integrally with the input shaft (input shaft member) 15 of the transmission mechanism 7. So that each is connected. That is, the clutch K0 has the inner friction plates 17 drivingly connected to the transmission path L 1 of the internal combustion engine side of the transmission path L, and the outer friction plates 19 drivingly connected to the transmission path L 2 on the wheel side ing. Therefore, the clutch K0 can drive and connect the internal combustion engine 2 and the transmission mechanism 7 by engaging or releasing the outer friction plate 19 and the inner friction plate 17.
- the transmission mechanism 7 is composed of a transmission mechanism that can change the transmission path based on the engagement state of a plurality of friction engagement elements (clutch or brake), for example, and achieve the sixth forward speed and the reverse speed.
- An output member of the speed change mechanism 7 is connected to the drive wheel 6 via a differential device D.
- the speed change mechanism 7 may be a stepped speed change mechanism that achieves, for example, forward 3 to 5 speeds or 7 or more forward speeds, a belt-type continuously variable transmission, a toroidal continuously variable transmission, A continuously variable transmission mechanism such as a corn ring type continuously variable transmission may be used, that is, the present invention can be applied to any transmission mechanism.
- the hybrid drive device 1 has the connection portion 14, the input portion 9 having the clutch K0 and the motor 3, and the transmission mechanism 7 arranged in this order from the internal combustion engine 2 side to the wheel 6 side. 2 and when the vehicle is driven by driving both the motor 3, the control unit (ECU) 20 by engaging the clutch K0 controls the hydraulic control device 21 by the drive connected to the transmission path L 2 on the wheel side during the EV travel to travel only by the driving force of the motor 3, to release the clutch K0, so that the disconnect the transmission path L 2 of the transmission path L 1 and the wheel 6 side of the internal combustion engine 2 side.
- the clutch K0 when the vehicle is started by the internal combustion engine 2, the outer friction plate 19 and the inner friction plate 17 are slipped. In particular, when creeping or the like, it may slip for a long time.
- a clutch case K0 and a motor 3 are housed in a housing case 26 fixed to a transmission case that houses the speed change mechanism 7, and a housing case in which the clutch K0 and the motor 3 are housed.
- the internal space S1 of 26 is partitioned from the connection portion 14 by a partition wall integrally attached to the housing case 26, thereby forming a closed space.
- the engine connecting shaft 13 connected to the internal combustion engine 2 via the damper 12 of the connecting portion 14 and the input shaft 15 of the speed change mechanism 7 coincide with each other.
- the engine connecting shaft 13 is rotatably supported with respect to the partition wall.
- One input shaft 15 is rotatably supported by a needle bearing b1 via a sleeve member 25 with respect to a partition wall 24 fixed to the transmission case.
- a flange portion 13a is formed on the rear end portion of the engine connecting shaft 13 on the transmission mechanism 7 side, and a plurality of inner friction plates 17 of the clutch K0 are spline-engaged with the flange portion 13a. 49 is fixed. That is, the inner friction plate 17 is drivingly connected to the engine connecting shaft 13.
- the clutch K0 roughly includes the plurality of inner friction plates 17, the outer friction plates 19 arranged alternately with the inner friction plates 17, the clutch drum 50 with which the outer friction plates 19 are spline-engaged, and the clutch hub. 49 and a hydraulic servo 40 for engaging / disengaging (engaging or releasing) the inner friction plate 17 and the outer friction plate 19. At least a part of the outer friction plate 19 and the inner friction plate 17 is positioned so as to overlap the rotor 4 of the motor 3 when viewed from the radial direction.
- the clutch drum 50 is formed on the outer peripheral side of the cylinder portion 41 that is drivingly connected to the input shaft 15 and the flange portion 41b of the cylinder portion 41, and the drum portion in which the plurality of external friction plates 19 are spline engaged inside. 42. That is, the clutch drum 50 is integrally configured by the cylinder portion 41 and the drum portion 42, and the outer friction plate 19 is drivingly connected to the input shaft 15 via the drum portion 42 and the cylinder portion 41.
- the cylinder portion 41 has a boss portion 41a positioned between the flange portion 13a of the engine connecting shaft 13 and the partition wall 24, and is positioned so as to be rotatable in the axial direction by thrust bearings b3 and b4.
- the hydraulic servo 40 is arranged so as to be movable in the axial direction with respect to the cylinder part 41 constituting the hydraulic cylinder, and the tip part is arranged opposite to the outer friction plate 19 (or the inner friction plate 17).
- a hydraulic oil chamber 46 is formed between the cylinder portion 41 and the piston 43, and a cancel oil chamber 47 for canceling centrifugal hydraulic pressure is formed between the piston 43 and the return plate 44.
- the annular stator 5 of the motor 3 is fixed to the outer peripheral side of the clutch K0 and to the inner peripheral side of the housing case 26.
- the stator 5 is configured to include a stator core 5a and coil ends 5b and 5b that are coiled portions of the coil wound around the stator core 5a and project on both axial sides of the stator core 5a.
- an annular rotor 4 of the motor 3 is disposed oppositely with a predetermined gap.
- a rotor hub 51 that holds the rotor 4 is fixed to the drum portion 42 via a connecting member 55 (one wall member) formed in a crank shape.
- the connecting member 55 has an inner diameter side portion fixed to the flange portion 41b of the cylinder portion 41 by welding, and an outer diameter side portion formed as a comb tooth portion 55a formed in a comb shape.
- a plurality of notches (holes) 55b penetrating in the axial direction are formed at a plurality of locations in the circumferential direction in the comb tooth portion 55a.
- the plurality of notches 55b are formed from the radially outer end portion of the connecting member 55 to a portion adjacent to the space in which the partition member 60 described later is disposed between the drum portion 42 and the rotor hub 51 in the axial direction. .
- the notch 55 b is formed on the outer side in the radial direction than the drum portion 42.
- a plurality of protrusions 51c that respectively engage with the plurality of notches 55b of the comb tooth portion 55a are formed in the portion of the rotor hub 51 that faces the comb tooth portion 55a. Then, in a state where the notch 55b of the connecting member 55 and the protruding portion 51c are engaged, the snap ring 56 is fitted into the notch formed on the inner peripheral side of the protruding portion 51c, whereby the connecting member 55 and the rotor hub of the drum portion 42 are fitted. While positioning in the axial direction with respect to 51, the connecting member 55, the drum portion 42 and the rotor hub 51 are drivingly connected. Therefore, the motor 3 is drivingly connected to the input shaft 15 via the rotor hub 51, the connecting member 55, and the cylinder portion 41.
- the rotor hub 51 that holds the rotor 4 includes a drum-like clamping part (rotor holding part) 51b that crimps and clamps the rotor core 4a of the rotor 4, and a flange-like support part (the other wall member) that supports the clamping part 51b. 51a and a sleeve-like sleeve portion 51d connected to the inner peripheral side of the support portion 51a. Between the sandwiching portion 51b and the support portion 51a, the support portion 51a and the sleeve portion 51d. Are integrally welded to form an integral rotor hub 51.
- the support part 51a and the connecting member 55 which are two wall members, are provided on the clamping part 51b, which is a rotor holding part, so as to extend inward in the radial direction.
- the drum part 42, the outer friction plate 19 and the inner friction plate 17 are It arrange
- the connecting member 55 which is one wall member, is disposed on the speed change mechanism 7 side and is connected to the rotor hub 51 as described above, thereby transmitting the power of the motor 3 to the speed change mechanism 7.
- a support portion 51a which is the other wall member and a connection portion 51e which will be described later are disposed on the internal combustion engine 2 side and support the rotor 4 via the clamping portion 51b.
- the sleeve portion 51d is rotatably supported with respect to the partition wall integrally attached to the housing case 26, and is a thrust bearing provided between the clutch hub 49 welded to the flange portion 13a of the engine connecting shaft 13. It is supported also in the axial direction by b2.
- a thrust bearing b3 is provided between the flange portion 13a of the engine connecting shaft 13 and the boss portion 41a of the cylinder portion 41. The axial positions of the engine connecting shaft 13 and the cylinder portion 41 are also positioned and supported. Has been.
- a pump driving shaft 80 that is drivingly connected to an oil pump (not shown) is disposed between the engine connecting shaft 13 and the sleeve portion 51d of the rotor hub 51.
- the pump drive shaft 80 is arranged so that it can be connected to the higher rotational speed of the engine connecting shaft 13 (that is, the engine 2) or the rotor hub 51 (motor 3) via the first one-way clutch F1 and the second one-way clutch F2. .
- a first one-way clutch F1 is disposed between the pump drive shaft 80 and the engine connecting shaft 13, and a second one-way clutch F2 is disposed between the pump drive shaft 80 and the rotor hub 51.
- the first one-way clutch F1 is disengaged, and the rotation of the pump drive shaft 80 is rotated with the engine connecting shaft 13.
- the oil pump engages with the internal combustion engine 2 and is driven by the driving force of the internal combustion engine 2.
- the second one-way clutch F2 is disengaged, and the rotation of the pump drive shaft 80 becomes the same rotation as the rotor hub 51.
- the oil pump is drivingly connected to the motor 3 and is driven by the driving force of the motor 3.
- the oil pump is arranged closer to be drivingly connected to the transmission path L 1 of the internal combustion engine 2 side of the clutch K0, the drive coupling can be arranged in transmission path L 2 of the speed change mechanism 7 side than the clutch K0 (See FIG. 1). Further, if the clutch K0 is engaged, since the transmission path L 1 and pathways L 2 is drivingly connected, together with an internal combustion engine 2 and the motor 3 is the same rotation, the oil pump is driven by the rotation It will be.
- the oil pump that is drivingly connected to the engine connecting shaft 13 via the first one-way clutch F1 or is connected to the rotor hub 51 via the second one-way clutch F2 is in the EV traveling state, and the motor 3 Is driven by the inertial force of the vehicle via the speed change mechanism 7 in the coast state (during engine braking), and by the driving force of the motor 3 or the internal combustion engine 2 during the hybrid traveling, Alternatively, in the coast state (during engine braking), the vehicle is driven by the inertial force of the vehicle via the speed change mechanism 7.
- the engagement pressure of the clutch K0 supplied through the partition wall 24 from the hydraulic control device 21 based on the command of the control unit 20 passes through the oil passage a11 of the partition wall 24, and the cylinder portion 41 of the clutch drum.
- the piston 43 moves forward in the axial direction against the urging force of the return spring 45 and engages the inner friction plate 17 and the outer friction plate 19.
- the internal combustion engine 2 and the speed change mechanism 7 are drivingly connected, and the vehicle 100 enters a hybrid travel state in which the vehicle 100 can travel using the driving force of the internal combustion engine 2 and the motor 3.
- lubricating oil for lubricating the clutch K0 is supplied from the partition wall 24 through the sleeve member 25 to the oil passage a21 formed in the input shaft 15 in the axial direction.
- the oil passage a21 the end of the input shaft 15 on the engine 2 side is closed.
- the oil passage a ⁇ b> 21 communicates with the oil hole a ⁇ b> 23 of the cylinder portion 41 through a radial oil passage a ⁇ b> 22 formed through the input shaft 15. Therefore, the lubricating oil scattered from the oil passage a22 is guided to the inner diameter side of the clutch hub 49 through the oil hole 23a. That is, oil is supplied to the clutch K0 from the radial inner side of the clutch K0 through the oil hole a23.
- the clutch hub 49 is formed with a through hole 49a penetrating in the radial direction.
- the drum portion 42 of the clutch drum of the clutch K0 is open to the engine 2 side in the axial direction, and the drum portion 42 has a diameter at a position at least partially overlapping with the outer friction plate 19 in the radial direction.
- a through hole 42a penetrating in the direction is formed. Therefore, the lubricating oil guided to the inner diameter side of the clutch hub 49 is guided to the inner friction plate 17 and the outer friction plate 19 through the through hole 49 a of the clutch hub 49.
- the lubricating oil flowing from the through hole 49a of the clutch hub 49 is lubricated and cooled between the inner friction plate 17 and the outer friction plate 19, and is discharged radially outward from the through hole 42a of the drum portion 42. Then, the oil is collected in an oil pan (not shown) through a partition member 60 and an inner wall of the housing case 26 described later.
- the clutch K0 is opened to the atmosphere with respect to the housing case 26 without the inner friction plate 17 and the outer friction plate 19 being oil-tight (non-oil-tight), and the inner friction plate 17 and the outer friction plate
- This is a wet multi-plate clutch in which the plate 19 is disposed in the air.
- the housing case 26 is formed with a wall-like portion 26b surrounding a coil end 5b, which will be described later, so that the lubricating oil that has cooled the clutch K0 is not directly applied to the coil end 5b.
- lubricating oil for lubricating the motor 3 is supplied from the partition wall 24 through the sleeve member 25 to the oil passage a31 formed in the input shaft 15 in parallel with the oil passage a21. Is done.
- the oil passage a31 has an open end on the engine 2 side of the input shaft 15, and the pump drive shaft 80 via an oil passage a33 formed in a radial direction through the oil passage a32 of the engine connecting shaft 13. It is discharged to the inner circumference side.
- the lubricating oil discharged from the oil passage a33 is guided to the inside of the rotor hub 51.
- the lubricating oil guided to the inside of the rotor hub 51 passes through an oil passage a34 formed in the rotor hub 51, and is distributed in the axial direction by the oil passage a35. From the oil passages a36 and a37, the coil ends 5b and 5b are respectively distributed. This cools the motor 3.
- the lubricating oil that is used for cooling the inner friction plate 17 and the outer friction plate 19 and is discharged radially outward through the through hole 42a formed in the drum portion 42 is used in the motor.
- a partitioning member 60 that partitions the rotor hub 51 and the drum portion 42 is disposed so as not to cover the rotor hub 51 that holds the third rotor 4.
- the partition member 60 is formed of a cylindrical annular portion 61 that extends in the axial direction and a plate-shaped annular portion 62 that is bent radially outward from one end portion of the annular portion 61 (extends radially outward). And formed of a resin having low thermal conductivity.
- Such an annular portion 61 of the partition member 60 is disposed on the radially inner side of the rotor hub 51 with a gap 63 at least partially in the circumferential direction between the rotor hub 51, and the annular portion 62 is formed on the clamping portion 51b.
- the rotor hub 51 is fixed to the rotor hub 51 via a connecting member 55 and a snap ring 56 that connect the cylinder portion 41.
- a plurality of insertion holes 62 a into which the plurality of protrusions 51 c provided on the rotor hub 51 can be inserted are formed in the annular portion 62 of the partition member 60. Then, the annular portion 62 is brought into contact with the rotor hub 51 in a state where the plurality of projections 51 c are inserted through the plurality of insertion holes 62 a of the annular portion 62. Further, the connecting member 55 is brought into contact with the annular portion 62 while engaging the comb tooth portions 55 a with the plurality of protruding portions 51 c, and the annular portion 62 is sandwiched between the connecting member 55 and the rotor hub 51.
- the snap ring 56 is fitted into the notches formed on the inner peripheral side of the plurality of projecting portions 51 c, so that the annular portion 62 is clamped and fixed between the snap ring 56 and the rotor hub 51 via the connecting member 55.
- the axial positioning of the partition member 60 with respect to the rotor hub 51 is performed.
- a bent portion 61 a that is bent radially inward is formed at the other end portion of the annular portion 61 of the partition member 60, and the partition member 60 is fixed to the rotor hub 51 as described above.
- the bent portion 61a is formed on the inner diameter side portion of the rotor hub 51 and is brought into contact with the side surface of the connection portion 51e (the other wall member) connected to the support portion 51a.
- the partition member 60 is pinched
- the lubricating oil that has reached the partition member 60 is difficult to go to the outside of the partition member 60 from the connection portion 51e side.
- the annular portion 61 of the partition member 60 covers at least the outer side of the through hole 42a of the drum portion 42 and partitions the circumferential surfaces of the rotor hub 51 and the drum portion 42 that face each other.
- a flange portion 62b protruding in the axial direction and reinforced by the rib 62c is formed on the outer diameter side of the annular ring portion 62.
- the collar portion 62b covers the inner diameter side of the coil end 5b of the stator 5, and together with the wall-like portion 26b formed in the housing case 26, the lubricating oil that has cooled the clutch K0 is applied directly to the coil end 5b. Prevent it.
- the partition member 60 has convex portions 61 b formed so as to protrude radially outward at a plurality of locations in the circumferential direction of the outer peripheral surface of the annular portion 61.
- the plurality of convex portions 61 b are formed at equal intervals, for example, at three or more locations in the circumferential direction of the annular portion 61.
- the plurality of convex portions 61 b come into contact with the inner peripheral surface of the rotor hub 51 constituting the motor 3, thereby forming the above-described gap 63 between the annular portion 61 of the partition member 60 and the rotor hub 51.
- the gap 63 occupies a larger proportion in the circumferential direction between the annular portion 61 and the rotor hub 51 than the convex portion 61b.
- the annular portion 61 of the partition member 60 is disposed with a gap 64 between it and the drum portion 42.
- the lubricating oil used for cooling the inner friction plate 17 and the outer friction plate 19 and discharged radially outward through the through hole 42a formed in the drum portion 42 hits the partition member 60, and the gap 64 is discharged from the plurality of notches 55 b of the connecting member 55.
- Lubricating oil discharged from the plurality of notches 55b travels along the collar portion 62b, the wall-like portion 26b, and the inner wall of the housing case 26 and is collected in an oil pan (not shown). Therefore, the gap 63 between the annular portion 61 of the partition member 60 and the rotor hub 51 becomes a dry space where oil does not reach.
- the clutch K0 is disposed on the inner side in the radial direction of the motor 3, so that the axial dimension of the apparatus can be shortened. Further, since the through hole 42a is formed in the drum portion 42, the lubricating oil supplied to the outer friction plate 19 and the inner friction plate 17 is discharged from the through hole 42a. For this reason, the outer friction plate 19 and the inner friction plate 17 can be efficiently cooled.
- the lubricating oil used to cool the outer friction plate 19 and the inner friction plate 17 and having a high temperature is discharged from the through hole 42a of the drum portion 42.
- the rotor hub 51 of the motor 3 is discharged. Since the partition member 60 is provided to partition between the drum portion 42 and the drum portion 42, the partition member 60 can prevent high-temperature lubricating oil from being guided to the rotor hub 51. For this reason, the clutch K0 is arranged radially inward of the motor 3 and the oil that has cooled the outer friction plate 19 and the inner friction plate 17 (clutch K0) is discharged from the through hole 42a of the drum portion 42. However, the temperature rise of the rotor hub 51 and the rotor 4 can be suppressed.
- the rotor 4 constituting the motor 3 is constituted by a magnet
- the magnet 3 is demagnetized due to a temperature rise and the performance of the motor 3 is lowered.
- the rotor hub that supports the rotor 4 Since the partition member 60 is arranged on the inner diameter side of the rotor 51, the temperature rise of the rotor hub 51 and the rotor 4 can be suppressed, and the deterioration of the performance of the motor 3 due to the temperature increase of the rotor 4 can be suppressed.
- the rotor 4 has a laminated steel plate and a magnet, and is held by the rotor hub 51 so that at least a part of the laminated steel plate is in contact with the rotor hub 51 without a gap. For this reason, when the temperature of the rotor hub 51 rises, the temperature of the magnet also rises through the laminated steel plate that is in contact with the rotor hub 51 without a gap, and the performance of the motor 3 is lowered.
- the partition member 60 is provided as described above to suppress the temperature increase of the rotor hub 51, the temperature increase of the magnet of the rotor 4 can also be suppressed, and thus the temperature of the motor 3 increases. It is possible to suppress a decrease in performance due to.
- the oil passage a35 is formed in the rotor hub 51, and the laminated steel plate of the rotor 4 and the rotor hub 51 are not in contact with each other where the oil passage a35 exists. For this reason, the part which remove
- the convex portion 61 b provided on the outer peripheral surface of the partition member 60 is brought into contact with the inner peripheral surface of the rotor hub 51 of the motor 3, the radial direction between the partition member 60 and the rotor hub 51.
- the positioning 63 can be reliably performed with a simple configuration, and the gap 63 can be easily formed between the partition member 60 and the rotor hub 51.
- the gap 63 is provided without providing the convex part 61b as described above. Can also be formed.
- the positioning of the partition member 60 in the axial direction is performed by the snap ring 56, the positioning of the partition member 60 in the axial direction can be reliably performed with a simple configuration.
- the rotor hub 51 may be distorted, and the air gap between the rotor 4 and the stator 5 may change. is there. Since this air gap is strictly regulated to improve the performance of the motor 3, it is not preferable that the change occurs as described above.
- the partition member 60 can be fixed without causing distortion in the rotor hub 51, so that the performance of the motor 3 is not deteriorated.
- the clutch K0 disposed on the radially inner side of the motor 3 causes the outer friction plate 19 and the inner friction plate 17 to slip when the vehicle is started by the internal combustion engine 2.
- the clutch may slip for a long time during creep running.
- the outer friction plate and the lubricating oil used for cooling the inner friction plate that have become hot due to slip become higher in temperature.
- by providing the partition member 60 as described above it is possible to suppress the higher-temperature lubricating oil from being guided to the rotor hub 51, and thus it is possible to more effectively suppress the temperature increase of the motor 3.
- the drum portion 42 to which the outer friction plate 19 engages is connected to the motor 3 and the clutch hub 49 to which the inner friction plate 17 is engaged is connected to the internal combustion engine 2.
- the present invention can also be applied to a configuration in which the drum portion 42 to which the plate 19 is engaged is driven and connected to the internal combustion engine 2 and the clutch hub 49 to which the inner friction plate 17 is engaged is connected to the motor 3.
- the configuration for fixing the partition member 60 to the rotor hub 51 is not limited to the above-described configuration, and may be a configuration using other fastening means such as a bolt, for example.
- the hybrid drive device according to the present invention can be used in various drive devices such as various transport devices such as automobiles, industrial devices, and production machines.
Abstract
Description
外摩擦板(19)と、内摩擦板(17)と、前記外摩擦板(19)に係合するドラム部(42)と、を有し、前記外摩擦板(19)と前記内摩擦板(17)との係合又は解放により内燃エンジン(2)と前記変速機構(7)とを駆動連結自在で、前記回転電機(3)の径方向内側に、径方向から見て少なくとも前記ロータ(4)の一部と重なるように配置されるクラッチ(K0)と、
前記クラッチ(K0)の径方向内側から前記クラッチ(K0)に向けて油を供給する油孔(a23)と、
前記ロータハブ(51)の径方向内側に、前記ロータハブ(51)との間に少なくとも周方向の一部に隙間(63)を設けて配置された仕切り部材(60)と、を備えた、ことを特徴とする。
前記ロータ保持部(51d)には、それぞれ径方向内側に向かって伸びる2つの壁部材(51a、51e、55)が設けられ、
前記クラッチ(K0)は、前記2つの壁部材(51a、51e、55)と前記ロータ保持部(51d)とで囲まれた空間に配置され、
前記仕切り部材(60)は、軸方向に伸びる円環部(61)と、前記円環部(61)の一端部から径方向外側に伸びる板状の円輪部(62)とから形成され、前記円輪部(62)が前記ロータ保持部(51d)の軸方向一方側でスナップリング(56)によって前記ロータ保持部(51d)と前記壁部材の一方(55)とに挟まれることで固定されると共に、前記円環部(61)の他端部が前記壁部材の他方(51e)と当接し、
前記壁部材の一方(55)は、前記ドラム部(42)よりも径方向外側に孔(55b)が形成されている、ことを特徴とする。
前記ロータ保持部(51d)には、それぞれ径方向内側に向かって伸びる2つの壁部材(51a、51e、55)が設けられ、
前記クラッチ(K0)は、前記2つの壁部材(51a、51e、55)と前記ロータ保持部(51d)とで囲まれた空間に配置され、
前記2つの壁部材のうちの一方の壁部材(55)は、前記変速機構(7)側に配置され、前記モータ(3)の動力を前記変速機構(7)に伝達し、前記ドラム部よりも径方向外側に孔が形成されており、
他方の壁部材(51a、51e)は、前記内燃エンジン(2)側に配置され、前記ロータ保持部(51d)を介して前記ロータ(4)を支持することを特徴とする。
図1に示すように、ハイブリッド車両(以下、単に「車両」という)100は、駆動源として、内燃エンジン2の他に、回転電機としてのモータ・ジェネレータ(以下、単に「モータ」と言い)3を有しており、この車両100のパワートレーンを構成するハイブリッド駆動装置1は、内燃エンジン2と車輪6との間の動力の伝達経路L上に設けられる変速機構7と、該変速機構7と内燃エンジン2との間に配置され、内燃エンジン2からの動力が入力される入力部9と、内燃エンジン2の脈動を吸収しつつ入力部9と該内燃エンジン2とを接続する接続部14と、を有して構成されている。
ついで、入力部9の構成について図2に沿って詳細に説明する。図2に示すように、変速機構7を収納するミッションケースに固定されたハウジングケース26の内部には、クラッチK0及びモータ3が収納されており、これらクラッチK0及びモータ3が収納されたハウジングケース26の内包空間S1は、該ハウジングケース26に一体に取り付けられた隔壁によって上記接続部14と仕切られ、閉空間を構成している。
2 内燃エンジン
3 回転電機(モータ)
4 ロータ
6 車輪
7 変速機構
13 エンジン連結軸部材(エンジン連結軸)
15 入力軸部材(入力軸)
17 内摩擦板
19 外摩擦板
21 油圧制御装置
26 ハウジングケース
40 油圧サーボ
41 シリンダ部
42 ドラム部
42a 貫通孔
49 クラッチハブ
49a 貫通孔
50 クラッチドラム
51 ロータハブ
51a 支持部(壁部材)
51c 突起部
51e 接続部(壁部材)
51d ロータ保持部(挟持部)
55 連結部材(壁部材)
55a 櫛歯部
55b 孔(切欠)
56 スナップリング
60 仕切り部材
61 円環部
61b 凸部
62 円輪部
63 隙間
80 ポンプ駆動軸
K0 エンジン接続用クラッチ(クラッチ)
a23 油孔
Claims (10)
- 少なくとも変速機構に駆動伝達可能なロータと、前記ロータを保持するロータハブと、を有する回転電機と、
外摩擦板と、内摩擦板と、前記外摩擦板に係合するドラム部と、を有し、前記外摩擦板と前記内摩擦板との係合又は解放により内燃エンジンと前記変速機構とを駆動連結自在で、前記回転電機の径方向内側に、径方向から見て少なくとも前記ロータの一部と重なるように配置されるクラッチと、
前記クラッチの径方向内側から前記クラッチに向けて油を供給する油孔と、
前記ロータハブの径方向内側に、前記ロータハブとの間に少なくとも周方向の一部に隙間を設けて配置された仕切り部材と、を備えた、
ことを特徴とするハイブリッド駆動装置。 - 前記ロータハブと前記仕切り部材との間の前記隙間は、油が到達しないドライ空間である、
ことを特徴とする、請求項1に記載のハイブリッド駆動装置。 - 前記ロータは、積層鋼板と磁石とを有し、前記積層鋼板の少なくとも一部が前記ロータハブと隙間なく接するように、前記ロータハブに保持されている、
ことを特徴とする、請求項1又は2に記載のハイブリッド駆動装置。 - 前記ドラム部は、径方向に貫通する貫通孔を有し、
前記仕切り部材は、前記ドラム部の前記貫通孔の外周を覆う円筒状の円環部と、前記円環部の外周面の周方向複数個所に径方向外方に突出するように設けられ、前記ロータハブの内周面と当接することで、前記仕切り部材と前記ロータハブとの間に前記隙間を形成する凸部と、を有する、
ことを特徴とする、請求項1ないし3のうちの何れか1項に記載のハイブリッド駆動装置。 - 前記隙間は、前記凸部よりも前記円環部と前記ロータハブとの間の周方向に占める割合が多い、
ことを特徴とする、請求項4に記載のハイブリッド駆動装置。 - 前記仕切り部材の前記ロータハブに対する軸方向の位置決めを行うスナップリングを有する、
ことを特徴とする、請求項1ないし5のうちの何れか1項に記載のハイブリッド駆動装置。 - 前記仕切り部材は、樹脂により形成されている、
ことを特徴とする、請求項1ないし6のうちの何れか1項に記載のハイブリッド駆動装置。 - 前記クラッチは、前記内燃エンジンによる車両の発進時に、前記外摩擦板と前記内摩擦板とがスリップされる、
ことを特徴とする、請求項1ないし7のうちの何れか1項に記載のハイブリッド駆動装置。 - 前記ロータハブは、前記ロータを保持するロータ保持部を有し、
前記ロータ保持部には、それぞれ径方向内側に向かって伸びる2つの壁部材が設けられ、
前記クラッチは、前記2つの壁部材と前記ロータ保持部とで囲まれた空間に配置され、
前記仕切り部材は、軸方向に伸びる円環部と、前記円環部の一端部から径方向外側に伸びる板状の円輪部とから形成され、前記円輪部が前記ロータ保持部の軸方向一方側でスナップリングによって前記ロータ保持部と前記壁部材の一方とに挟まれることで固定されると共に、前記円環部の他端部が前記壁部材の他方と当接し、
前記壁部材の一方は、前記ドラム部よりも径方向外側に孔が形成されている、
ことを特徴とする、請求項1ないし8のうちの何れか1項に記載のハイブリッド駆動装置。 - 前記ロータハブは、前記ロータを保持するロータ保持部を有し、
前記ロータ保持部には、それぞれ径方向内側に向かって伸びる2つの壁部材が設けられ、
前記クラッチは、前記2つの壁部材と前記ロータ保持部とで囲まれた空間に配置され、
前記2つの壁部材のうちの一方の壁部材は、前記変速機構側に配置され、前記モータの動力を前記変速機構に伝達し、前記ドラム部よりも径方向外側に孔が形成されており、
他方の壁部材は、前記内燃エンジン側に配置され、前記ロータ保持部を介して前記ロータを支持する、
ことを特徴とする、請求項1ないし9のうちの何れか1項に記載のハイブリッド駆動装置。
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CN201380046518.2A CN104619539B (zh) | 2012-09-28 | 2013-09-27 | 混合动力驱动装置 |
DE112013003983.4T DE112013003983T5 (de) | 2012-09-28 | 2013-09-27 | Hybridantriebsvorrichtung |
US14/422,930 US9636990B2 (en) | 2012-09-28 | 2013-09-27 | Hybrid drive apparatus |
JP2014538655A JP5991381B2 (ja) | 2012-09-28 | 2013-09-27 | ハイブリッド駆動装置 |
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JP (1) | JP5991381B2 (ja) |
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JP2017169298A (ja) * | 2016-03-15 | 2017-09-21 | 本田技研工業株式会社 | 回転電機 |
JP2021518099A (ja) * | 2018-07-09 | 2021-07-29 | シェフラー テクノロジーズ アー・ゲー ウント コー. カー・ゲーSchaeffler Technologies AG & Co. KG | ハイブリッドモジュールにおけるオイル分配 |
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JP2019180127A (ja) * | 2018-03-30 | 2019-10-17 | アイシン・エィ・ダブリュ株式会社 | 回転電機 |
US11007862B2 (en) * | 2018-04-30 | 2021-05-18 | Schaeffler Technologies AG & Co. KG | Hybrid module including rotor adhesively bonded to rotor carrier |
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JP5991381B2 (ja) | 2016-09-14 |
US9636990B2 (en) | 2017-05-02 |
CN104619539A (zh) | 2015-05-13 |
CN104619539B (zh) | 2017-06-23 |
JPWO2014051110A1 (ja) | 2016-08-25 |
US20150239336A1 (en) | 2015-08-27 |
DE112013003983T5 (de) | 2015-06-25 |
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