WO2017010018A1 - 車両用駆動装置 - Google Patents
車両用駆動装置 Download PDFInfo
- Publication number
- WO2017010018A1 WO2017010018A1 PCT/JP2015/072693 JP2015072693W WO2017010018A1 WO 2017010018 A1 WO2017010018 A1 WO 2017010018A1 JP 2015072693 W JP2015072693 W JP 2015072693W WO 2017010018 A1 WO2017010018 A1 WO 2017010018A1
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- Prior art keywords
- intermediate shaft
- fluid coupling
- motor
- drive device
- driving force
- Prior art date
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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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
-
- 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
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a vehicle driving device including at least one motor as a driving force source.
- Japanese Patent Laid-Open No. 2006-256560 discloses a power output device configured to connect a motor, which is a driving force source, to a transmission and to output torque from the transmission to left and right driving wheels via a differential gear. Are listed. If the motor stops or rotates at a low rotation speed and attempts to output a large driving force, a large current flows through any one of the plurality of coils, causing overheating. there is a possibility. Such a state is sometimes referred to as a single-phase lock. In the device described in Japanese Patent Application Laid-Open No. 2006-256560, a predetermined engagement such as a brake in a transmission is used to avoid the single-phase lock. The motor is controlled so as to control the mechanism to a sliding state and obtain a target driving torque.
- a predetermined engagement such as a brake in a transmission is used to avoid the single-phase lock.
- Japanese Patent Application Laid-Open No. 2011-231857 describes a driving device using a motor / generator as a driving force source, and the motor / generator is connected to a torque converter, and the torque converter is engaged when not controlled. Thus, a normally closed type lock-up clutch for transmitting torque is provided.
- the present invention has been made paying attention to the above technical problem, and the relative rotational speed with respect to the output shaft rotational speed of a rotating electrical machine such as a motor or a motor / generator as a driving force source is set to increase in temperature due to heat generation or to it. It is an object of the present invention to provide a vehicle drive device that can be increased without causing a decrease in durability.
- the present invention provides a first transmission path for transmitting the driving force output from the engine to the driving wheels, and a second transmission path for transmitting the driving force output by the rotating electrical machine to the driving wheels.
- the second transmission path has an intermediate shaft that transmits the driving force output by the rotating electrical machine to the first transmission path, and a fluid is provided between the rotating electrical machine and the intermediate shaft. A joint is provided.
- the first transmission path has an input shaft disposed on the same axis as the rotation center axis of the engine, the intermediate shaft is disposed in parallel with the input shaft, and the input shaft and the A rear case is provided on the end side opposite to the engine side in the axial direction of the intermediate shaft, and the fluid coupling is connected to the intermediate shaft at a position on the end side of the intermediate shaft and adjacent to the inner surface of the rear case. It may be connected.
- a rear adapter having a diameter larger than that of the fluid coupling may be detachably attached to a position where the intermediate shaft of the rear case is extended so as to close a part of the rear case.
- the engaging element that engages and transmits the driving force and releases and interrupts the driving force is provided between the rotating electrical machine and the intermediate shaft and in parallel with the fluid coupling. It's okay.
- the rotating electrical machine has a rotor shaft, the intermediate shaft passes through the rotor shaft along a rotation center axis of the rotor shaft, and the fluid coupling is a pump connected to the rotor shaft.
- the joint element, the fluid coupling, and the rotating electrical machine are arranged in this order, and the power of the rotating electrical machine is directed to the drive wheel at the end of the intermediate shaft opposite to the end of the engaging element side.
- An output member for outputting may be provided.
- the pump impeller may be connected to the rotor shaft by a spline.
- the turbine runner may be connected to the intermediate shaft by a spline.
- the casing which accommodates the said 1st transmission path and the said 2nd transmission path, and supports the said rotor shaft inside the said casing, and is making the said fluid coupling slidably contact.
- the 1st partition part may be provided, and the 1st oil path which supplies oil with respect to the said fluid coupling, or discharges oil from the said fluid coupling may be formed in the inside of the said 1st partition part.
- a second oil passage for supplying oil to the fluid coupling or discharging the oil from the fluid coupling is formed in the middle shaft along the axial direction of the middle shaft. Good.
- the third oil that is provided in the casing is provided with a second partition wall portion that supports the intermediate shaft and rotatably contacts the intermediate shaft, and communicates with the second oil passage.
- a path may be formed inside the second partition wall.
- the first transmission path includes a power split mechanism that performs a differential action by the first rotating element, the second rotating element, and the third rotating element, and another rotating electrical machine, and the first rotating path.
- Power of the engine may be transmitted to the element, power of the other rotating electrical machine may be transmitted to the second rotating element, and a driving force may be output from the third rotating element to the driving wheel.
- the present invention provides a vehicle drive device in which a drive force source is configured by a motor and the drive force output by the motor is transmitted to the drive wheels.
- a fluid is provided between the motor and the drive wheels.
- a coupling is provided, and in parallel to the fluid coupling, an engagement element that engages and transmits torque and releases and blocks the torque is provided, the motor is a synchronous motor, and the engagement element is The motor is configured such that differential rotation occurs when the rotational speed of the motor is equal to or lower than a predetermined rotational speed and the required driving force is a predetermined driving force.
- the predetermined driving force when the motor is a synchronous motor, the predetermined driving force may be set smaller than the maximum torque of the synchronous motor.
- the second transmission path for transmitting the driving force from the rotating electrical machine to the driving wheel is provided separately from the first transmission path for transmitting the driving force from the engine to the driving wheel.
- Heat is generated by so-called slippage in the fluid coupling, but the heat is generated by the fluid (oil) itself, and the oil circulates between the fluid coupling and the outside. It is possible to avoid or suppress clogging and high temperature associated therewith, and consequently improve the durability of the fluid coupling and the driving device.
- the driving force acting on the fluid coupling is a driving force generated by the rotating electrical machine, and the engine driving force is not applied to the fluid coupling. Therefore, the fluid coupling has a small capacity, and the overall configuration of the driving device is downsized. can do.
- the fluid coupling is arranged at a position adjacent to the rear case on the same axis as the intermediate shaft parallel to the input shaft on the rotation center axis of the engine, the members arranged on the rotation center axis of the engine Or the number of parts can be reduced and the axial length as a whole of a drive device can be shortened.
- the fluid coupling can be easily assembled to the drive device, so that the assemblability can be further improved.
- the engagement element when the engagement element is provided, the engagement element, the fluid coupling, the rotating electrical machine, and the output member are arranged in this order on the intermediate shaft, so that the intermediate shaft passes through the rotation center side of the rotating electrical machine.
- the fluid coupling and the engaging element can be connected to the end of the intermediate shaft that is disposed and penetrates the rotating electrical machine. Therefore, restrictions on the inner diameters of the fluid coupling and the engagement element are reduced and the outer diameters thereof are prevented from increasing, and as a result, the overall configuration of the drive device can be reduced in size.
- the pump impeller and the turbine runner constituting the fluid coupling are configured to be assembled to the rotor shaft and the intermediate shaft by the spline, so that the drive device can be easily assembled.
- the oil passage in the partition provided inside the housing, it is possible to suppress oil leakage and reduce the number of places to be sealed. Furthermore, the processing and configuration for the oil passage can be simplified.
- the rear case can be provided with a rear adapter by forming an oil passage for supplying or discharging oil to the fluid coupling inside the intermediate shaft. It becomes possible, and the whole structure of the oil passage can be simplified.
- the motor may be used as the driving force source. Even in such a case, the so-called single-phase locked state of the motor is avoided or secured while ensuring the driving force by causing the fluid coupling to slip. Can be suppressed.
- FIG. 1 is a skeleton diagram showing an example of the embodiment of the present invention.
- the example shown here is an example in which the present invention is applied to a so-called two-motor type hybrid drive device.
- the engine 1 and the two motors 2 and 3 are provided as a driving force source as a driving force source.
- the motor 2 corresponds to another rotating electric machine in the embodiment of the present invention.
- the motor 3 corresponds to the rotating electric machine in the embodiment of the present invention.
- the engine (ENG) 1 is an internal combustion engine such as a gasoline engine or a diesel engine, and the motors 2 and 3 are motor generators (MG1, MG2) having a power generation function such as a permanent magnet type three-phase synchronous motor. Can be adopted.
- an overdrive mechanism 4 On the same axis as the rotation center axis of the engine 1, an overdrive mechanism 4, a power split mechanism 5, and a first motor / generator (MG1) 2 are arranged in this order from the engine 1 side.
- the overdrive mechanism 4 is a mechanism for increasing the output rotational speed beyond the engine rotational speed, and in the example shown in FIG. 1, is constituted by a single pinion type planetary gear mechanism. Therefore, the overdrive mechanism 4 includes a sun gear S4 ⁇ ⁇ ⁇ , a ring gear R4 arranged concentrically with the sun gear S4, and a carrier C4 holding the pinion gear meshed with the sun gear S4 and the ring gear R4 so as to be able to rotate and revolve. It has.
- An input shaft 6 disposed on the same axis as the rotation center axis of the engine 1 and transmitting a driving force output from the engine 1 is connected to the carrier C4.
- a first clutch C1C that selectively connects the sun gear S4 and the carrier C4 and a brake B1 that selectively fixes the sun gear S4 are provided. Therefore, by engaging the first clutch C1, the overdrive mechanism 4 is rotated so that the entire overdrive mechanism 4 rotates integrally, and the gear ratio in the overdrive mechanism 4 is “1”.
- the brake B1 is engaged to stop the rotation of the sun gear S4, the rotation speed of the ring gear R4 becomes higher than that of the carrier C4, and the so-called overdrive stage (high) where the gear ratio is smaller than "1". It becomes.
- the ring gear R 4 R is an output element and transmits power to the power split mechanism 5.
- the power split mechanism 5 is configured by a single pinion type planetary gear mechanism. Therefore, power split mechanism 5 includes sun gear S5, ring gear R5 arranged concentrically with sun gear S5, and carrier C5 holding pinion gear meshed with sun gear S5 and ring gear R5 so that it can rotate and revolve. It has.
- the ring gear R4 in the overdrive mechanism 4 is connected to the carrier C5.
- An output element in the power split mechanism 5 is a ring gear R5, and an output gear 7 is connected to the ring gear R5.
- the first motor / generator 2 is connected to the sun gear S5, and the sun gear S5 is a reaction force element.
- the carrier C5 corresponds to the first rotating element in the embodiment of the invention
- the sun gear S5 corresponds to the second rotating element in the embodiment of the invention
- the ring gear R5 corresponds to the third rotating element in the embodiment of the invention. It corresponds to.
- the sun gear S5 is integrated with the sun gear shaft, and the input shaft 6 passes through the sun gear shaft so as to be rotatable.
- a second clutch CS for selectively connecting the input shaft 6 and the sun gear S5S is provided.
- the second clutch CS is a clutch for setting the series mode.
- a counter shaft 8 is arranged in parallel with the input shaft 6, and a driven gear 9 having a large diameter and a drive gear 10 having a small diameter are provided on the counter shaft 8 so as to rotate integrally.
- the output gear 7 is meshed with the driven gear 9.
- the drive gear 10 meshes with a ring gear 12 in a differential gear 11 that is a final reduction gear.
- the driving force is transmitted from the differential gear 11 to the left and right driving wheels 13. Therefore, the gear train composed of the driven gear 9 and the drive gear 10 constitutes a speed reduction mechanism.
- This is the first transmission path L1.
- the second motor / generator (MG2) 3 corresponding to another rotating electric machine according to the embodiment of the present invention is configured to transmit a driving force to the drive wheels 13 through the second transmission path L2.
- the second transmission path L2 will be described.
- the intermediate shaft 14 is arranged in parallel with the input shaft 6 and the counter shaft 8 described above.
- a drive gear 15 is attached to one end of the intermediate shaft 14 on the end side (the right side in FIG. 1), and the drive gear 15 meshes with the driven gear 9 described above.
- the second motor / generator 3 is disposed on the other end side of the intermediate shaft 14, and the intermediate shaft 14 passes through the rotor shaft 17 integrated with the rotor 16 of the second motor / generator 3.
- the other end of the intermediate shaft 14 protruding from the rotor shaft 17 is connected to the rotor shaft 17 via a fluid coupling 18.
- a lockup clutch (that is, a clutch mechanism) 19 is provided between the intermediate shaft 14 and the rotor shaft 17 in parallel with the fluid coupling 18. The fluid coupling 18 and the lockup clutch 19 will be described later.
- the second transmission path L2 is configured to transmit power from the second motor / generator 3 to the driven gear 9 via the fluid coupling 18 or the lockup clutch 19, the intermediate shaft 14, and the drive gear 15. That is, the second transmission path L2 is branched from the first transmission path L1 at the location of the driven gear 9. Accordingly, the driving force of the second motor / generator 3 is applied to the fluid coupling 18, but the driving force output from the engine 1 does not act on the fluid coupling 18.
- the casing that accommodates the transmission paths L 1 and L 2 ⁇ ⁇ is roughly composed of three members, a housing 20, a middle case 21, and a rear case 22.
- the housing 20 is a member arranged closest to the engine 1 in the direction of the rotation center axis of the engine 1 and has a predetermined shape that is closed by a side wall on the engine 1 side and opened in the opposite direction.
- the middle case 21 is a cylindrical member attached to the open end of the housing 20, and is divided into a housing 20 side and an opposite side by a partition wall 23.
- the partition wall 23 corresponds to the second partition wall in the embodiment of the present invention, and the above-described overdrive mechanism 4 and power split mechanism 5 are provided in a space portion (accommodating portion) between the partition wall 23 and the housing 20.
- a driven gear 9 and a drive gear 10 attached to the counter shaft 8 and a drive gear 15 attached to the intermediate shaft 14 are accommodated.
- a sun gear shaft integral with the sun gear S5 passes through the partition wall 23, and the input shaft 6 passes through the sun gear shaft.
- the counter shaft 8 is supported at its end by the housing 20 and the partition wall 23. Further, one end of the intermediate shaft 14 is supported by the housing 20.
- the differential gear 11 may be accommodated between the housing 20 and the partition wall 23, or may be disposed in an accommodation chamber (not shown) provided separately from these.
- the rear case 22 is a member that is attached to the opening end of the middle case 21 opposite to the engine 1 side and is configured to close the casing.
- the interior of the rear case 22 is opposite to the middle case 21 side.
- a partition wall 24 is divided into two parts.
- a rear adapter 25 that can open and close the extended position of the input shaft 6 and a rear adapter 26 that can open and close the extended position of the intermediate shaft 14 and have a diameter larger than that of the fluid coupling 18 are provided.
- the first motor / generator 2 and the second motor / generator 3 are accommodated in a space portion (accommodating portion) between the partition wall portion 23 in the middle case 21 and the partition wall portion 24 in the rear case 22.
- a rotor shaft integral with the rotor of the first motor / generator 2 or the sun gear shaft connected to the rotor shaft is supported by the partition walls 23 and 24. Further, the rotor shaft 17 in the second motor / generator 3 is supported by the respective partition portions 23 and 24, and the intermediate shaft 14 passes through the inside thereof.
- the partition part 24 is equivalent to the 1st partition part in embodiment of this invention.
- the second clutch CS is accommodated between the partition wall 24 and the rear adapter 25 in the rear case 22.
- the input shaft 6 or a shaft integral with the input shaft 6 is supported by the rear adapter 25.
- the fluid coupling 18 and the lockup clutch 19 described above are accommodated between the partition wall portion 24 and the other rear adapter 26 and at a position adjacent to the rear adapter 26 (that is, a position adjacent to the inner surface of the rear case 22).
- the fluid coupling 18 is supported by the partition wall 24 and the rear adapter 26.
- FIG. 2 is a cross-sectional view showing the main part of the second transmission path L 2 ⁇ including the fluid coupling 18 and the lockup clutch 19.
- the rotor shaft 17 is a cylindrical shaft, and both end portions thereof are supported by the partition wall portions 23 and 24 via bearings 27 and 28.
- An intermediate shaft 14 is inserted along the central axis of the rotor shaft 17, and a bearing 29 is fitted to a portion of the intermediate shaft 14 that is closer to the housing 20 than the partition wall portion 23. It is supported by the partition wall part 23 via.
- a plurality of needle bearings 30 are disposed between the outer peripheral surface of the intermediate shaft 14 and the inner peripheral surface of the rotor shaft 17.
- the left end of the intermediate shaft 14 in FIG. 2 protrudes beyond the partition wall 24 in the rear case 22 toward the rear adapter 26, and a fluid coupling is provided at the tip. 18 and a lock-up clutch 19 are connected.
- the fluid coupling 18 is configured to rotate the turbine runner 32 by causing the spiral flow of oil generated by the pump impeller 31 that is the driving side member to flow into the turbine runner 32 that is the driven side member.
- a cover 34 is joined to the outer peripheral end of the pump shell 33 in the pump impeller 31, and the cover 34 forms a housing as a whole of the fluid coupling 18 together with the pump shell 33.
- the cover 34 has a disk-shaped plate portion 35 along the inner wall surface of the rear adapter 26, and a bearing 37 is fitted to a convex portion 36 formed at the center of the plate portion 35. Via the rear adapter 26 so as to be rotatable. A thrust bearing 38 is disposed between the plate portion 35 and the rear adapter 26.
- the pump shell 33 is formed in an annular shape, and a boss 39 is integrally formed at the inner peripheral end thereof.
- the boss portion 39 is inserted between the inner peripheral end of the partition wall portion 24 and the outer peripheral surface of the intermediate shaft 14, is in sliding contact with the inner peripheral end of the partition wall portion 24, and is in contact with the outer peripheral surface of the intermediate shaft 14.
- the sealing member 40 is arrange
- the boss portion 39 (that is, the pump impeller 31) and the rotor shaft 17 are connected by the spline portion 41.
- the distal end portion of the intermediate shaft 14 protrudes toward the cover 34 with respect to the boss portion 39, and the hub portion 42 is spline-fitted to the protruded distal end portion, and the intermediate shaft 14 and the hub portion 42 are connected to each other.
- a seal member 43 is disposed therebetween, and a portion between the hub portion 42 and the cover 34 and a portion on the hub portion 42 and the boss portion 39 side are partitioned in a liquid-tight state. That is, the turbine runner 32 and the intermediate shaft 14 are connected by a spline.
- the turbine runner 32 is connected to the hub portion 42 so as to rotate together.
- the lockup clutch 19 is disposed between the turbine runner 32 and the inner surface of the cover 34 on the outer peripheral side of the hub portion 42.
- the lock-up clutch 19 corresponds to an engagement element in the embodiment of the present invention.
- the structure of the lock-up clutch 19 will be described below.
- a piston 44 that can be fitted is provided, and a plurality of clutch disks 45 are spline-fitted to a cylindrical portion on the outer peripheral side of the piston 44.
- a disc-like portion extending outward in the radial direction is formed on the outer peripheral portion of the piston 44 substantially in parallel with the clutch disc 45, and the clutch disc 45 is placed in the plate thickness direction ( (Axial direction).
- a seal material such as an O-ring is disposed at a portion where the piston 44 is fitted to the hub portion 42, and a space between both sides in the axial direction of the piston 44 is partitioned in a liquid-tight state.
- the clutch plates 46 arranged alternately with the clutch disks 45 are spline-fitted to the retainers 47 attached to the inner surface of the cover 34. Therefore, if the hydraulic pressure between the piston 44 and the inner surface of the cover 34 is higher than the hydraulic pressure on the back side of the piston 44 (turbine runner 32 side), the piston 44 moves in a direction away from the inner surface of the cover 34. As a result, the contact pressure between the clutch disk 45 and the clutch plate 46 becomes almost zero, and the lock-up clutch 19 enters a released state where torque is not transmitted.
- the lockup clutch 19 is configured to selectively connect the pump impeller 31 and the intermediate shaft 14.
- a spring damper mechanism 48 for reducing torsional vibration is provided between the lockup clutch 19 and the hub portion 42.
- the spring damper mechanism 48 is a known damper mechanism in which a coil spring directed in the circumferential direction is disposed between a driving member and a driven member.
- an oil passage for supplying and discharging oil that circulates oil to the fluid coupling 18 and engages and releases the lockup clutch 19 will be described.
- an oil passage that opens on the one hand toward the turbine runner 32 side and opens on the outer peripheral surface that is in sliding contact with the inner peripheral surface of the partition wall portion 24 on the other hand. 49 is formed.
- a groove that opens the oil passage 49 is formed over the entire circumference, and an oil passage 50 that opens toward the groove penetrates the inside of the partition wall portion 24. Is formed. Seal rings are arranged on both sides of the groove so that the oil passages 49 and 50 communicate with each other without causing oil leakage.
- the oil passage 50 corresponds to the first oil passage in the embodiment of the present invention.
- the intermediate shaft 14 is formed with an oil passage 51 opening at the tip thereof along the central axis of the intermediate shaft 14.
- This oil passage 51 corresponds to the second oil passage in the embodiment of the present invention, and opens and communicates with a portion (oil chamber) between the piston 44 and the inner side surface of the cover 34 in the lockup clutch 19 described above. ing.
- the oil passage 51 opens at a portion of the intermediate shaft 14 that is in sliding contact with the inner peripheral surface of the partition wall portion 23.
- a groove in which the oil passage 51 is opened is formed over the entire periphery of the portion that is in sliding contact with the partition wall 23, and opens toward the groove.
- An oil passage 52 is formed through the inside of the partition wall 23. Seal rings are arranged on both sides of the groove so that the oil passages 51 and 52 communicate with each other without causing oil leakage.
- the oil passage 52 corresponds to the third oil passage in the embodiment of the present invention.
- the oil passages 50 and 52 formed in the partition walls 23 and 24 are communicated with a hydraulic control device, an oil cooler, and an oil pump (not shown), and the oil inside the fluid coupling 18 is supplied to the oil passages 50 and 52. It is circulated between the oil cooler and the like through 52. Further, by making the oil pressure on the oil passage 50 side of the partition wall portion 24 higher than the oil pressure on the oil passage 52 side of the partition wall portion 23, the lockup clutch 19 is engaged, and on the contrary, the oil passage 50 of the partition wall portion 24. The lockup clutch 19 is released by making the hydraulic pressure on the side lower than the hydraulic pressure on the oil passage 52 side of the partition wall 23.
- the first motor / generator 2 and the second motor / generator 3 are connected to a power source unit including a power storage device, an inverter or a converter, and use the electric power generated by the first motor / generator 2.
- the power is supplied to the second motor / generator 3, the power of the power storage device is supplied to the motor / generators 2, 3, and the power generated by each motor / generator 2, 3 is further charged in the power storage device.
- the bearing member is arrange
- the driving force output from the engine 1 is transmitted to the driving wheels 13 via the first transmission path L1 and the second motor / generator 3 outputs the driving force.
- the driving force to be transmitted is transmitted to the drive wheel 13 through the second transmission path L2.
- These transmission paths L1 and L2 join at the driven gear 9 and are common paths thereafter, but are independent of each other, so that the driving force of the engine 1 is the second motor / generator 3 and the fluid coupling. 18 is not affected. Then, various driving modes can be set by appropriately selecting these transmission paths L1 and L2.
- the so-called hybrid mode a part of the torque output from the engine 1 is transmitted to the drive wheels 13 via the first transmission path L1 such as the overdrive mechanism 4, the power split mechanism 5, and the counter shaft 8. Further, the electric power generated by the first motor / generator 2 being driven by the engine 1 is supplied to the second motor / generator 3, and the torque output by the second motor / generator 3 is driven via the second transmission path L2. It is transmitted to the wheel 13.
- the first transmission path L1 such as the overdrive mechanism 4, the power split mechanism 5, and the counter shaft 8.
- the electric power generated by the first motor / generator 2 being driven by the engine 1 is supplied to the second motor / generator 3, and the torque output by the second motor / generator 3 is driven via the second transmission path L2. It is transmitted to the wheel 13.
- the first motor / generator 2 is driven by the engine 1 by releasing the first clutch C 1 and the brake B 1 ⁇ ⁇ ⁇ ⁇ and engaging the second clutch C 2 ⁇ .
- the output gear 7 does not output drive torque.
- the electric power generated by the first motor / generator 2 is supplied to the second motor / generator 3, and the second motor / generator 3 outputs a driving force.
- the driving force is transmitted to the driving wheel 13 via the second transmission path L 2, and the hybrid vehicle travels with the driving force of the second motor / generator 3.
- electric power is supplied from the power storage device to the second motor / generator 3, or electric power is supplied to the motor / generators 2, 3 to be output from the motor / generators 2, 3. Drive with driving force.
- a single-phase locked state may occur depending on the state of the rotational speed and the required driving force.
- the second motor / generator 3 is constituted by a synchronous motor, if a large current corresponding to the required predetermined driving force is supplied in a low rotational speed state equal to or lower than the predetermined rotational speed, one of the specific motors An excessive current may flow through the one-phase coil and overheat, and such a state is a single-phase locked state.
- an operation state in which a single-phase locked state is generated is prepared in advance as a region Aloc based on the rotation speed and torque (or required driving force), and estimated or predicted based on the map. can do.
- the area AlocA is set to a torque area smaller than the maximum torque of the second motor / generator 3.
- FIG. 3 schematically shows an example of such a map.
- an off-road switch (not shown) may be turned on to control the driving force suitable for off-road driving. In that case, since it is controlled to suppress the rotation and increase the torque, there is a high possibility that the single-phase locked state is set. Can be estimated or predicted.
- step S1 the possibility of single-phase locking is determined (step S1). As described above, this determination can be made using, for example, the map shown in FIG. If a negative determination is made in step S1, it is determined whether or not the offload switch is ON (step S2). If a negative determination is made in step S2, the lockup clutch 19 is engaged (step S3), and the process returns. That is, in a normal state where a particularly large driving force is not required in a low vehicle speed state including stopping, the lockup clutch 19 is controlled to be in an engaged state.
- step S4 the lockup clutch 19 is released so that differential rotation occurs (step S4), and the process returns. That is, when it is estimated or predicted that the second motor / generator 3 is in the single-phase locked state, torque is transmitted through the fluid coupling 18, and therefore, the slip generated in the fluid coupling 18 causes the second motor
- the rotation speed of the generator 3 is allowed to be equal to or higher than the single-phase lock region Aloc.
- the second motor / generator 3 when starting on an uphill road, the second motor / generator 3 is required to output a large torque at a low rotation speed, and the possibility of a single-phase locked state increases.
- the lock-up clutch 19 is released and the torque of the second motor / generator 3 is transmitted to the intermediate shaft 14 via the fluid coupling 18. Since the fluid coupling 18 transmits torque via oil, the pump impeller 31 and the turbine runner 32 can rotate relative to each other. Therefore, the turbine runner 32 is almost stopped together with the intermediate shaft 14 when starting.
- the second motor / generator 3 can rotate together with the pump impeller 31. Therefore, the rotation speed of the second motor / generator 3 is higher than the above-described region Aloc ⁇ ⁇ ⁇ in the single-phase locked state.
- the relative rotational speed with respect to the output shaft rotational speed (the rotational speed of the output gear 7 or the rotational speed of the drive wheel 13) of the second motor / generator 3 increases.
- a so-called single-phase locked state is avoided.
- the fluid coupling 18 transmits torque according to the relative rotational speed between the pump impeller 31 and the turbine runner 32, the driving torque in the driving wheel 13 increases according to the output of the second motor / generator 3, You can start on the road.
- the fluid coupling 18 is disposed on the intermediate shaft 14 disposed in parallel with the input shaft 6 and constitutes a part of the second transmission path L2 ⁇ ⁇ independent of the first transmission path L1 ⁇ . ing. Therefore, even if the engine 1 outputs a driving force together with the second motor / generator 3, the driving force output by the engine 1 does not act on the fluid coupling 18. That is, in the above-described configuration according to the embodiment of the present invention, the fluid coupling 18 may have a capacity or a size that can transmit the driving force output from the second motor / generator 3. In addition, the overall configuration of the drive device can be reduced in size.
- the vehicle drive device is a so-called multi-shaft type in which an intermediate shaft 14 is provided in parallel with the input shaft 6, and the fluid coupling 18, the second motor / generator 3, and the lockup clutch 19 are provided on the intermediate shaft 14. Therefore, the number of members or parts arranged on the rotation center axis of the engine 1 can be reduced, and the axial length can be shortened.
- the lockup clutch 19, the fluid coupling 18, and the first drive force source are provided on the intermediate shaft 14 constituting the second transmission path L2 from the left side of FIG.
- the two-motor / generator 3 and the drive gear 15 serving as an output member are arranged in the order listed here.
- a rotor shaft 17 is disposed on the outer peripheral side of the intermediate shaft 14, and the rotor 16 and the pump impeller 31 are connected by the rotor shaft 17. Therefore, since the turbine runner 32, the lockup clutch 19, and the spring damper mechanism 48 are connected to the intermediate shaft 14 arranged on the innermost peripheral side, restrictions on their inner diameters are reduced.
- the fluid coupling 18 and the lockup clutch 19 are accommodated in the rear case 22, and the pump impeller 31 is splined 41 on the rotor shaft 17 supported by the partition wall 24.
- the turbine runner 32 is connected to the intermediate shaft 14 by spline fitting a hub portion 42 integral therewith to the tip of the intermediate shaft 14.
- An opening portion of the rear case 22 where the intermediate shaft 14 is extended is closed in a liquid-tight state by a rear adapter 26.
- the outer diameter of the opening or the rear adapter 26 is greater than or equal to the outer diameter of the fluid coupling 18.
- the above-described components are sequentially inserted and assembled into the space inside the housing 20 or between the partition walls 23 and 24 (accommodating chamber).
- the fluid coupling 18, the spring damper mechanism 48, and the lockup clutch 19 are assembled together to form a unit.
- the unit of the fluid coupling 18 is inserted into the rear case 22 through an opening that is open when the rear adapter 26 is removed, and the boss portion 39 is fitted to the inner peripheral side of the partition wall portion 26 and the spline portion. 41 is fitted, and the hub portion 42 is spline-fitted to the intermediate shaft 14. Thereafter, the rear adapter 26 is fitted into the opening and sealed.
- the convex portion 36 formed on the cover 34 is fitted to the bearing 37, or the bearing 37 previously fitted to the convex portion 36 is fitted to the rear adapter 26.
- the fluid coupling 18 and the lock-up clutch 19 are disposed adjacent to the inner surface of the rear case 22 and are directly or indirectly supported by the partition wall portion 26 integrated with the rear case 22.
- a fluid coupling 18 and a lock-up clutch 19 are assembled to the rotor shaft 17 and the intermediate shaft 14.
- the extended position of the intermediate shaft 14 in the rear case 22 can be opened and closed. Therefore, the fluid coupling 18 and the lock-up clutch 19 can be assembled after other components are assembled, so that the assembly workability of the vehicle drive device is improved.
- the unit of the fluid coupling 18 is assembled in such a state that it is supported by a predetermined jig so that the tip end portion of the intermediate shaft 14 faces upward, the unit, the thrust bearing, and the like are sequentially installed inside the rear case 22. Since the parts can be assembled including the fitting of the spline portion 41, the assembly operation of the vehicle drive device is facilitated.
- the heat generated in the fluid coupling 18 is carried out to the outside by oil, and the lockup clutch 19 is engaged and released by hydraulic pressure.
- the circulation of the oil and the supply and discharge of the hydraulic pressure are performed via the oil passages 49 to 52 described above.
- oil passages 50 and 52 are formed inside a partition wall 23 integral with the middle case 21 and a partition wall 24 integral with the rear case 22. Therefore, there are few oil leaking locations, and the number of locations to be sealed can be reduced. As a result, not only power loss due to oil leakage can be reduced, but also the number of parts and assembly man-hours can be reduced. Further, since the oil passages 50 and 52 can be formed at the same time when the middle case 21 and the rear case 22 are formed, complicated post-processing for forming the oil passage can be reduced.
- one of the oil passages for supplying and discharging oil to and from the fluid coupling 18 is formed inside the intermediate shaft 14.
- the oil can be supplied to or discharged from the fluid coupling 18 without going through the rear case 22. Therefore, a configuration in which the rear adapter 26 described above is attached to the rear case 22 can be employed without complicating the structure of the oil circulation path. Therefore, if it is the structure of said vehicle drive device, improvement of assembly workability
- the present invention is not limited to the embodiment described above.
- the present invention provides a fluid coupling that allows the motor to rotate so as to eliminate the single-phase lock state of the motor between the motor that generates the driving force for traveling and the driving wheel. Good. Therefore, it may be a vehicle that does not include an engine and uses only a motor as a driving force source.
- FIG. 5 An example thereof is shown in a simplified manner in FIG. 5, and a fluid coupling 18 having a lock-up clutch 19 is connected to the output side of a motor / generator MG as a driving force source.
- the output gear 7 is connected to the turbine runner 32, and the output gear 7 meshes with the ring gear 12 in the differential gear 11 that transmits torque to the left and right drive wheels 13.
- parts having the same configurations as those shown in FIG. 1 and FIG. 2 are given the same reference numerals as those shown in FIG. 1 and FIG.
- the fluid coupling in the present invention may be a torque converter capable of amplifying torque in accordance with a speed ratio that is a rotational speed ratio between the pump impeller and the turbine runner.
- an engagement element such as the lock-up clutch 19 may not be provided.
- the power split mechanism may be constituted by a differential mechanism other than the single pinion type planetary gear mechanism described above, and the engine power may be directly supplied to the engine without providing an overdrive mechanism. You may be comprised so that it may input into a division mechanism.
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Abstract
Description
Claims (13)
- エンジンが出力した駆動力を駆動輪に伝達する第1伝動経路と、回転電機が出力した駆動力を前記駆動輪に伝達する第2伝動経路とを有する車両用駆動装置において、
前記第2伝動経路は、前記回転電機が出力した駆動力を前記第1伝動経路に伝達する中間軸を有し、
前記回転電機と前記中間軸との間に流体継手が設けられている
ことを特徴とする車両用駆動装置。 - 前記第1伝動経路は、前記エンジンの回転中心軸線と同一軸線上に配置された入力軸を有し、
前記中間軸は、前記入力軸と平行に配置され、
前記入力軸および前記中間軸の軸線方向で前記エンジン側とは反対の端部側にリヤケースが設けられ、
前記流体継手は、前記中間軸の前記端部側でかつ前記リヤケースの内面に隣接した位置で前記中間軸に連結されている
ことを特徴とする請求項1に記載の車両用駆動装置。 - 前記リヤケースの前記中間軸を延長した位置に、前記流体継手より大径のリヤアダプタが前記リヤケースの一部を閉じるように着脱可能に取り付けられていることを特徴とする請求項2に記載の車両用駆動装置。
- 係合して駆動力を伝達しかつ解放して駆動力を遮断する係合要素が、前記回転電機と前記中間軸との間でかつ前記流体継手に対して並列に設けられていることを特徴とする請求項1ないし3のいずれか一項に記載の車両用駆動装置。
- 前記回転電機は、ロータ軸を有し、
前記中間軸は、前記ロータ軸を前記ロータ軸の回転中心軸線に沿って貫通し、
前記流体継手は、前記ロータ軸が連結されたポンプインペラと、前記中間軸が連結されたタービンランナとを有し、
前記係合要素は、前記ポンプインペラと前記中間軸とを選択的に連結するように配置され、
前記中間軸上に、前記係合要素、前記流体継手、前記回転電機の順に配列されるとともに、
前記中間軸の前記係合要素側の端部とは反対側の端部に、前記回転電機の動力を前記駆動輪に向けて出力する出力部材が設けられている
ことを特徴とする請求項4に記載の車両用駆動装置。 - 前記ポンプインペラは、前記ロータ軸にスプラインによって連結されていることを特徴とする請求項5に記載の車両用駆動装置。
- 前記タービンランナは、前記中間軸にスプラインによって連結されていることを特徴とする請求項5または6に記載の車両用駆動装置。
- 前記第1伝動経路および前記第2伝動経路を収容しているケーシングを有し、
前記ケーシングの内部に、前記ロータ軸を支持するとともに前記流体継手を回転可能に摺接させている第1隔壁部が設けられ、
前記流体継手に対してオイルを供給し、もしくは前記流体継手からオイルを排出させる第1の油路が、前記第1隔壁部の内部に形成されている
ことを特徴とする請求項5ないし7のいずれか一項に記載の車両用駆動装置。 - 前記流体継手に対してオイルを供給し、もしくは前記流体継手からオイルを排出させる第2の油路が、前記中間軸の内部に前記中間軸の軸線方向に沿って形成されていることを特徴とする請求項1ないし8のいずれか一項に記載の車両用駆動装置。
- 前記ケーシングの内部に、前記中間軸を支持するとともに前記中間軸を回転可能に摺接させている第2隔壁部が設けられ、
前記第2の油路に連通する第3の油路が、前記第2隔壁部の内部に形成されている
ことを特徴とする請求項8に記載の車両用駆動装置。 - 前記第1伝動経路は、第1回転要素と第2回転要素と第3回転要素とによって差動作用を行う動力分割機構と、他の回転電機とを有し、
前記第1回転要素に前記エンジンの動力が伝達され、前記第2回転要素に前記他の回転電機の動力が伝達され、前記第3回転要素から前記駆動輪に駆動力を出力するように構成されている
ことを特徴とする請求項1ないし10のいずれか一項に記載の車両用駆動装置。 - 駆動力源がモータによって構成され、前記モータが出力する駆動力を駆動輪に伝達するように構成された車両用駆動装置において、
前記モータと前記駆動輪との間に流体継手が設けられ、
前記流体継手に対して並列に、係合してトルクを伝達しかつ解放してトルクを遮断する係合要素が設けられ、
前記モータが同期電動機であり、
前記係合要素は、前記モータの回転数が所定の回転数以下でかつ要求駆動力が予め定めた所定の駆動力の場合に差動回転が生じるように構成されている
ことを特徴とする車両用駆動装置。 - 前記所定の駆動力は、前記同期電動機の最大トルクより小さく設定されていることを特徴とする請求項12に記載の車両駆動装置。
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BR112018000458-8A BR112018000458A2 (ja) | 2015-07-10 | 2015-08-10 | A drive for vehicles |
DE112015006681.0T DE112015006681B4 (de) | 2015-07-10 | 2015-08-10 | Antriebseinheit für Fahrzeuge |
CN201580081601.2A CN107848391B (zh) | 2015-07-10 | 2015-08-10 | 车辆用驱动装置 |
US15/743,513 US10668800B2 (en) | 2015-07-10 | 2015-08-10 | Drive unit for vehicles |
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JP2015138619A JP5943127B1 (ja) | 2015-07-10 | 2015-07-10 | 車両用駆動装置 |
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JP (1) | JP5943127B1 (ja) |
CN (1) | CN107848391B (ja) |
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JP2017020574A (ja) | 2015-07-10 | 2017-01-26 | トヨタ自動車株式会社 | 電動車両の制御装置 |
JP6558318B2 (ja) * | 2016-07-21 | 2019-08-14 | トヨタ自動車株式会社 | 車両用駆動装置 |
CN107867169A (zh) * | 2016-09-28 | 2018-04-03 | 比亚迪股份有限公司 | 用于车辆的动力驱动系统以及车辆 |
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US10723216B2 (en) * | 2018-03-15 | 2020-07-28 | Schaeffler Technologies AG & Co. KG | Shaft flow coupler for hybrid assembly |
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CN109177716B (zh) * | 2018-08-17 | 2019-11-26 | 宁波上中下自动变速器有限公司 | 用于混合动力车辆的动力系统 |
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CN109677254A (zh) * | 2019-02-14 | 2019-04-26 | 汉腾汽车有限公司 | 增程式电动汽车用变速系统 |
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- 2015-08-10 DE DE112015006681.0T patent/DE112015006681B4/de not_active Expired - Fee Related
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DE112015006681B4 (de) | 2023-04-20 |
DE112015006681T5 (de) | 2018-04-05 |
US20180208044A1 (en) | 2018-07-26 |
JP5943127B1 (ja) | 2016-06-29 |
BR112018000458A2 (ja) | 2018-09-11 |
CN107848391A (zh) | 2018-03-27 |
US10668800B2 (en) | 2020-06-02 |
JP2017019395A (ja) | 2017-01-26 |
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