JP2000179644A - Vehicle drive system - Google Patents

Abstract

(57) [Problem] To provide a vehicle drive device having a simple structure and capable of suppressing use of energy dedicated to cooling an electric motor. SOLUTION: In a vehicle drive device in which power output from a motor / generator 2 is transmitted to wheels via a torque converter 4, the motor / generator 2 is mounted on a front cover 39 and a pump shell 47 of the torque converter 4. Fins 156, 158 cooled by forced convection
Is provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular drive device having an electric motor as a power source, and more particularly, to a device for outputting power output from an electric motor via a fluid transmission device such as a torque converter. The present invention relates to a driving device.

[0002]

2. Description of the Related Art Heretofore, vehicles equipped with an electric motor (motor) as a second driving force source have been developed in addition to an internal combustion engine (engine) generally used as a driving force source for vehicles such as automobiles. . In this type of vehicle, the power output by the motor is not necessarily sufficient for the vehicle to travel, but the controllability of the output of the motor is good, the energy can be regenerated by the motor, and the motor generates exhaust gas. The configuration is such that an electric motor is used taking advantage of the fact that it does not occur.

When electric power is supplied to the electric motor, the coil generates heat, and it is necessary to release this heat into the air and cool it. An example of the invention for cooling a motor for a vehicle is described in Japanese Patent Application Laid-Open No. 9-46984. The device described in this publication is configured so that the power of an engine or an electric motor is transmitted to drive wheels via an input shaft, and is provided with a centrifugal blower for cooling the electric motor. The centrifugal blower includes a rotor and a stator arranged on the outer peripheral side of the motor, a frame connected to the rotor, a plurality of fins and ventilation holes formed in the frame, a battery for supplying power to the stator coil, and And an inverter. Then, the rotor is rotated by electromagnetic induction due to energization of the stator coil, an air flow is formed by the plurality of fins, and circulation of the air flow is promoted by the ventilation holes, so that the electric motor is cooled. .

[0004]

However, according to the cooling means described in the above-mentioned publication, the motor can be cooled, but parts of the cooling means such as a rotor, a stator, a frame, and an inverter are specially provided. Therefore, there is a problem that the structure of the cooling mechanism becomes complicated, large, and heavy. Further, energy used only for cooling the electric motor is required, which is uneconomical.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a vehicular drive device which has a simple structure and can suppress the use of energy dedicated to cooling an electric motor. It is the purpose.

[0006]

In order to achieve the above object, the present invention is directed to a vehicle drive apparatus in which power output from an electric motor is transmitted to wheels via a fluid transmission. The rotating member of the fluid transmission device is provided with a cooling mechanism that cools the motor by generating an airflow around the motor by rotating integrally with the rotating member. Things.

Therefore, when the rotating member rotates to transmit power, the cooling mechanism rotates integrally with the rotating member to generate airflow around the motor, and the motor is cooled by forced convection. That is, the number of components for cooling the motor is reduced, and the energy used only for cooling the motor is not required.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the cooling mechanism is further provided with air that is inclined in a rotation direction of the rotating member and is parallel to a central axis when the rotating member rotates. A fin for generating a flow is included.

According to the second aspect of the invention, in addition to the same effect as in the first aspect, the rotation of the rotating member causes the fins to generate an air flow parallel to the center axis when the rotating member rotates, that is, an axial flow. Occurs.

[0010] The invention of claim 3 is characterized in that, in addition to the constitution of claim 1 or 2, the cooling mechanism is integrally formed at the time of press working of the rotating member.

According to the third aspect of the invention, in addition to the same effect as in the first or second aspect, since the cooling mechanism is integrally formed with the rotating member, the cooling mechanism is adjacent to the electric motor in the vehicle assembly process. In addition to the operation of disposing the fluid transmission device, the operation of disposing the cooling mechanism is completed.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described based on a specific example shown in the drawings. FIG. 2 shows an example of a power plant of a vehicle to which the present invention is applied. An electric motor (MG) 2 is connected to an output side of an internal combustion engine 1. The internal combustion engine 1 is essentially a device that outputs power by burning fuel, and can employ a gasoline engine, a diesel engine, a gas engine, or the like.
A turbine type engine other than the reciprocating type may be used. In the following description, the internal combustion engine 1 is referred to as an engine 1. The electric motor 2 is, in short, a device that is supplied with electric power and outputs torque, can employ a DC motor or an AC motor, and further has a power generation function such as a fixed permanent magnet type synchronous motor. motor·
Generators can be used. In the following description, the electric motor 2 is referred to as a motor / generator 2.

An automatic transmission 3 is connected to the output side of the motor generator 2. The automatic transmission 3 is a device configured to set a gear ratio based on a running state of a vehicle, and includes a hydraulic torque converter (T /
C) The torque is input to the speed change mechanism 5 via 4.

Further, the speed change mechanism 5 is configured to be speed-controlled by hydraulic pressure, and is provided with a hydraulic pressure control unit 7 for performing the control. This hydraulic control unit 7
Are configured in the same manner as conventionally known ones, and are electrically controlled solenoid valves and shift valves that are switched by hydraulic pressure supplied from the solenoid valves (each not shown).
And so on. The details of the automatic transmission 3 will be described later.

The engine 1 is configured to electrically control a throttle opening, a fuel injection amount, an ignition timing, a valve opening / closing timing, and the like, and an electronic control unit (E / G- (ECU) 8 is provided. The electronic control unit 8 is mainly composed of a microcomputer, and performs an operation according to a program stored in advance based on input data such as an accelerator opening, a vehicle speed, a shift signal, and an engine water temperature, and based on the operation result. It is configured to output a control signal.

In the example shown in FIG.
A fixed permanent magnet type synchronous motor is adopted as the power supply, and a battery 10 is connected via an inverter 9 for the control. Then, the inverter 9 and the battery 10
Is provided.
The controller 11 performs an operation based on the input data, and calculates the current and frequency to be supplied to the motor / generator 2 and the battery 1 from the motor / generator 2.
It is configured to control the power to be charged to 0 or the like.

Further, the electronic control unit 8 controls the automatic transmission 3. Data indicating the running state of the vehicle, such as the accelerator opening and the vehicle speed, is input to the electronic control unit 8, and a control signal is output to the hydraulic control unit 7 so as to set a gear position according to the running state. Is configured.

Here, specific configurations of the motor generator 2 and the torque converter 4 will be described with reference to FIG. An adapter 21 is attached to an end of the transmission housing 20 containing the torque converter 4 on the engine 1 side. The adapter 21 is a cylindrical member having an outer diameter substantially equal to the open end of the transmission housing 20. The adapter 21 is sandwiched between the end of the transmission housing 20 and the engine 1.
And the engine 1 and are fixed. A partition wall 22 is formed integrally with the adapter 21 at an intermediate portion in the axial direction on the inner peripheral surface thereof, which is appropriately bent and extends along the radial direction and toward the center. The partition wall 22 is formed with a through hole whose axis is aligned with the central axis of the torque converter 4.

A plurality of small cooling tubes 1 are provided on the outer peripheral side of the motor / generator 2, specifically, on the adapter 21.
50 is embedded. The cooling small tube 150 is for cooling the motor / generator 2 and through which a cooling medium such as cooling water flows. Further, a breather plug 151 that connects the inside of the transmission housing 20 and the adapter 21 and the outside of the transmission housing 20 and the adapter 21 is attached to the transmission housing 20. The breather plug 151 has a known structure having a check valve, and has a function of discharging air inside the transmission housing 20 and the adapter 21 to the outside.

A crankshaft 23, which is an output member of the engine 1, is provided in a space on the engine 1 side partitioned by a partition wall 22 in a space on the inner peripheral side of the adapter 21.
The flywheel 24 is fixed to the tip of the crankshaft 23 by bolts 25. The front of the flywheel 24 (engine 1
A damper 26 is attached to the surface opposite to the above.
Therefore, the flywheel 24 and the damper 26 are housed in a space on the engine 1 side partitioned by the partition wall 22 on the inner peripheral side of the adapter 21.

The damper 26 is attached to a hollow disk-shaped first plate having a flat plate portion extending radially outward and a central portion thereof, and is arranged along the circumferential direction together with the first plate. A driving-side member 27 including a second plate forming a window hole, and a plate-shaped protruding portion extending between the respective plates of the driving-side member 27 so as to be rotatable relative to each other. The driven side member 29 having the window-shaped portion formed integrally with the driven side member and having the plate-shaped projecting portion formed with the window hole portion, and the driving-side member 27 and the driven-side member The damper spring 30 is compressed by these members 27 and 29 by the relative rotation of the damper springs 29 and 29. The flat plate portion of the drive-side member 27 extending outward in the radial direction is fixed to the front surface of the flywheel 24 by bolts 31. That is, the drive side member 27 is an input side member of the damper 26, and the driven side member 29 is an output side member of the damper 26.

The inner peripheral end of the partition 22 is formed in a relatively short cylindrical shape extending in the axial direction, and a bearing 33 is fitted to the cylindrical portion 32.
3 is fixed by a snap ring 34 which is a fixing member attached to the inner peripheral surface of the cylindrical portion 32. The input shaft 35 is fitted on the inner peripheral side of the bearing 33. Therefore, the input shaft 35 is rotatably supported by the partition 22 via the bearing 33, and is fixed in the axial direction. .

The tip (left end in FIG. 1) of the input shaft 35 extends to the inner periphery of the damper 26, and the boss 28 of the driven member 29 of the damper 26.
Has been inserted. The input shaft 35 and the driven member 29 are connected by splines 36 formed on the input shaft 35 and the driven member 29, respectively.

Rear end of input shaft 35 (right end in FIG. 1)
Is formed near the tip of the cylindrical portion 32 of the partition wall portion 22 and extends radially outward from the cylindrical portion 32, and a hub portion 37 is formed at a portion protruding outward in the radial direction. Therefore, the hub portion 37 is accommodated in a space opposite to the damper 26 with the partition portion 22 interposed therebetween, and is coaxial with the cylindrical portion 32 on the outer peripheral side of the cylindrical portion 32. It is located at the position. A rotor (rotor) 38 of the motor / generator 2 and a front cover 39 of the torque converter 4 are integrally connected to the hub 37.

The rotor 38 is formed by attaching a permanent magnet to the outer periphery of a disk-shaped member. The inner periphery of the disk-shaped member is connected to the left end of the hub 37 in FIG. It is attached to the hub part 37 by being integrated with a fixing means such as welding. In addition, input shaft 3
The position of the rotor 38 in the axial direction is determined by the partition 22 via the bearing 33 together with the input shaft 35 because the partition 5 is positioned in the axial direction by the partition 22 via the bearing 33.

A stator (stator) 40 is arranged on the outer peripheral side of the rotor 38, that is, at a position farthest outward in the radial direction from the rotation center axis of the torque converter 4. The stator 40 includes a laminated core 152 and a coil 15.
3 and is fixed to the inner peripheral surface of the adapter 21. The laminated core 152 is closely opposed to the permanent magnet in the rotor 38 in the radial direction, and the coil 153 projects in the axial direction with respect to the laminated core 152. Therefore, the motor / generator 2 has a configuration in which the coil 153 protrudes in the axial direction, whereas the permanent magnet portion of the rotor 38 extends deeper in the axial direction than the coil 153, and furthermore, the disk on which the permanent magnet is mounted The shape is the thinnest and is further penetrated in the axial direction. The partition 22 is bent along such a contour shape in the motor generator 2.

A cylindrical portion 41 protruding toward the engine 1 is formed at a mounting portion of the rotor 38 of the motor / generator 2 with respect to the hub portion 37, and a rotor 43 of the resolver 42 is provided on an outer peripheral surface of the cylindrical portion 41. It is fixed. The partition wall portion 22 is formed so as to be located on the distal end side of the cylindrical portion 41 with the formation of the cylindrical portion 41 on the rotor 38 of the motor / generator 2. It is out of alignment.
Then, a cylindrical portion 32 is formed on the inner peripheral portion of the partition wall portion 22, and the cylindrical portion 32 extends to the inner peripheral side of the cylindrical portion 41. Therefore, the bearing 33 fitted to the cylindrical portion 32 is located on the inner peripheral side in the radial direction with respect to the resolver 42.

Further, a plurality of spigot fitting portions 44 are provided on the inner surface side (motor / generator 2 side) of the partition wall portion 22 at predetermined intervals in the circumferential direction. A bolt hole is formed in the spigot fitting portion 44 so as to penetrate the partition wall portion 22.
Are fixed by bolts 46 inserted into the bolt holes. The bolt hole is a long hole directed in the circumferential direction, and is configured so that the mounting position of the stator 45 in the circumferential direction can be finely adjusted with the bolt 46 loosened. Therefore, the resolver 42 is housed in a space on the inner surface side of the partition wall portion 22 sealed by the bearing 33, and is disposed on the inner peripheral side of the stator 40 in the motor generator 2.

Therefore, in the above configuration, the bearing 33, the resolver 42, the rotor 2, and the stator 40
Are arranged to overlap in the radial direction,
The number of components arranged along the axial direction is reduced, and as a result, the axial length is reduced. Also, the resolver 42
Of the rotor 38 in the motor / generator 2 has a structure in which a cylindrical portion 41 is formed at the inner peripheral side end of the rotor 38 and is attached to the cylindrical portion 41. The welding portion to the hub portion 37 is a position shifted in the axial direction with respect to the rotor 38, and eventually becomes a position shifted in the axial direction with respect to the bearing 33. Therefore, since the mounting surface of the bearing 33 on the input shaft 35 is displaced in the axial direction from the welding portion of the rotor 38 to the input shaft 35, the mounting surface (sliding surface) of the bearing 33 is provided.
Processing becomes easy.

On the other hand, the front cover 39 is a member integrated with the pump shell 47 of the torque converter 4 to cover the outside of the torque converter 4. The front cover 39 forms a disk-shaped member as shown in FIG. 1 by pressing a rolled steel plate. The central portion of the front cover 39 and the intermediate portion 1 in the radial direction
Reference numeral 54 is a relatively simple flat plate along the radial direction.
The intermediate portion 154 is disposed inside the coil 153, and the cylindrical portion 68 connected to the outer periphery of the intermediate portion 154 extends toward the pump shell 47. Further, an inclined portion 1 is provided at an end of the cylindrical portion 68 on the pump shell 47 side.
55 are integrally connected. This inclined portion 155
It is inclined in a direction to increase the diameter as approaching the pump shell 47. The outer peripheral end of the inclined portion 155 and the end of the pump shell 47 are joined by fixing means such as welding. The inner peripheral end of the front cover 39 and the outer peripheral end of the hub 37 are joined by fixing means such as welding.

Further, the fin 1 is provided on the outer peripheral surface of the cylindrical portion 68.
56 are formed in the circumferential direction. This fin 15
Numeral 6 is for cooling the motor generator 2 by forced convection. Fin 156 is front cover 3
9 was formed integrally at the time of press molding.
It protrudes toward the 53 side. FIG. 4 is a partial plan view of the front cover 39 viewed from the outer peripheral side, and FIG. 5 is a partial side view of the front cover 39 viewed from the engine 1 side. The fin 156 is formed in parallel with the center axis D1 when the front cover 39 rotates, and the fin 156
Is formed from the outer peripheral end of the intermediate portion 154 to the end of the inclined portion 155 in the central axis direction. Furthermore, the shape of the side surface 157 of the fin 156 may be set substantially parallel to a line segment E1 passing through the center (not shown) of the front cover 39, as shown by a solid line in FIG. Line segment E
The shape of the side surface 157 may be set so that the angle between 1 and the side surface 157 indicated by the two-dot line becomes acute toward the outside.

The pump shell 47 has, like the pump shell of the conventional torque converter, a portion that extends in the radial direction from the center of rotation and has a so-called bowl-shaped cross section, and has a bowl shape. A pump blade is fixed to the inner surface of the portion to form a pump impeller. The pump shell 47 is formed by pressing a rolled steel plate into a predetermined shape. As shown in FIG. 4, the outer peripheral end of the pump shell 47 is arranged on the side of the coil 153, and the outer peripheral surface of the outer peripheral end of the pump shell 47 is provided with a plurality of fins 158 in the circumferential direction. Fin 1
Numeral 58 is for cooling the motor / generator 2 by forced convection. Pieces made of a rolled steel plate formed separately from the pump shell 47 are joined by fixing means such as welding to form fins 158. ing.

FIG. 6 is a partial plan view of the pump shell 47 as viewed from the outer peripheral side, and FIG. 7 is a partial side view of the pump shell 47 as viewed from the engine 1 side. Each fin 158
Has a plurality of base portions 159 joined to the outer periphery of the pump shell 47 and blade portions 160 supported by the base portion 159 and extending in the radial direction of the pump shell 47.
The fins 158 are inclined at a predetermined angle with respect to the center axis D1 when the pump shell 47 rotates. Specifically, when the pump shell 47 rotates in the direction of the arrow F1, the end of the fin 158 on the transmission mechanism 5 side is located forward of the center axis D1 in the rotation direction, and the fin 158
So that the end on the side of the motor / generator 2 is located rearward in the rotational direction from the center axis D1.
58 is inclined.

On the other hand, the other end (the right end in FIG. 1) of the pump shell 47 is a cylindrical shaft 48 whose central axis coincides with the input shaft 35. And this cylindrical shaft 4
8 is inserted into the inner peripheral side of the boss 50 in the body 49 of the oil pump 6, and is rotatably held by the bush 51 inserted into the inner peripheral of the boss 50 so as to be movable in the axial direction. The bush 51 is a sliding bearing. Instead of this, a rolling bearing that can move in the axial direction can be used.

The oil pump body 49 is fixed to the inner peripheral surface of the transmission housing 20 and rotatably accommodates a rotor 52 therein.
The tip of the cylindrical shaft 48 of the pump shell 47 is engaged with the rotor 52. That is, the oil pump 6 is driven by the power transmitted to the input shaft 35. The tip of the boss 50 and the cylindrical shaft 4
An oil seal 53 is arranged between the oil seal 53 and the outer peripheral surface of the oil seal 8. Therefore, the space in which the motor / generator 2 is accommodated is maintained in a liquid-tight state by using the bearing 33 having a seal structure.

On the inner peripheral side of the cylindrical shaft 48, a cylindrical fixed shaft 54 is arranged on the same axis. The fixed shaft 54 is a supporting shaft integrated with the body 49 of the oil pump 6, and has a distal end extending into the torque converter 4. The inner race of the one-way clutch 55 is attached to the outer periphery of the distal end portion of the fixed shaft 54 by spline fitting, and the stator 56 is attached to the outer race of the one-way clutch 55.

Further, a transmission input shaft 57 is inserted on the inner peripheral side of the fixed shaft 54, and is rotatably supported by a bearing 58 disposed between the transmission input shaft 57 and the inner peripheral surface of the fixed shaft 54. The distal end of the transmission input shaft 57 projects toward the distal end of the fixed shaft 54, and a hub 59 is spline-fitted to the distal end. The hub 59 and the transmission input shaft 5
7 is sealed in a liquid-tight state by an oil seal 60.

The hub 59 is connected with a turbine runner 61 and a lock-up clutch (directly-coupled clutch) 62. The turbine runner 61 has a structure in which a plurality of blades are fixed to the inner surface of a shell curved in a bowl shape, has a substantially symmetric shape with the pump impeller, and faces the pump impeller with the stator 56 interposed therebetween. Are located.

The lock-up clutch 62 is a multi-plate clutch and is provided at a position facing the inner surface of the front cover 39. That is, the clutch drum 63 is disposed in the middle of the front cover 39 so as to face the front of a flat plate portion extending in the radial direction. The clutch drum 63 is a member having a substantially bottomed cylindrical shape, is disposed at a position facing the inner surface of the intermediate portion of the front cover 39, and has an inner peripheral end at the inner periphery thereof.
9 are fixed by rivets.

A friction plate 64 is spline-fitted to the inner surface of the cylindrical outer periphery of the clutch drum 63.
Further, another friction plate 65 is disposed at a position facing the inner surface of the front cover 39 with the friction plate 64 interposed therebetween, and the other friction plate 65 is an outer periphery of a ring-shaped retainer 66 attached to the inner surface of the front cover 39. Side. Further, a piston 67 is disposed at a position facing the inner surface of the front cover 39 with the friction plates 64 and 65 interposed therebetween so as to move back and forth in the axial direction. This piston 67
Is an annular plate-like body, which is slidably fitted to the hub 59 while maintaining a liquid-tight state by an inner peripheral portion thereof, and an outer peripheral portion of which is an inner peripheral surface of a cylindrical portion of the clutch drum 63. Is in sliding contact with

The space defined by the above-described front cover 39 and the pump shell 47, that is, the inside of the torque converter 4 is filled with oil (automatic transmission fluid).
5 is supplied to the turbine runner 61 by the rotation of the pump impeller and the turbine runner 6.
1 rotates, and as a result, the transmission input shaft 5
Power is transmitted to 7. Therefore, the input shaft 35 is a member on the input side of the torque converter 4.

By making the oil pressure on the back side of the piston 67, that is, on the side opposite to the friction plates 64, 65 higher than the oil pressure on the front side, that is, on the friction plates 64, 65 side, the piston 67 causes the friction plates 64, 65 to move. As a result, the clutch drum 63 is sandwiched from the front cover 39 via these friction plates 64 and 65.
Power is transmitted to hub 59 and transmission input shaft 57. That is, when the lock-up clutch 62 is engaged, power is transmitted directly from the input shaft 35 to the transmission input shaft 57 via the lock-up clutch 62.

The position where the lock-up clutch 62 is provided is a position which is located at an intermediate portion of the front cover 39 and is opposed to a flat plate portion extending in the radial direction. By being bent as described above, the position is on the inner circumferential side of the stator 40 in the motor generator 2, more precisely, on the inner circumferential side of the coil in the stator 40. In other words, a part of the outer peripheral side of the torque converter 4 which is a fluid power transmission device is concavely formed inward in the radial direction so as to be smaller than the inner diameter of the stator 40, and thus the outer diameter is reduced. The reduced portion, that is, the small diameter portion 68 is inserted into the inside of the stator 40 in the motor generator 2 in the rotation center axis direction. In other words, the torque converter 4
A concave portion is formed in a part of the outer peripheral side of the coil, and a part of the coil of the stator 40 is arranged in the concave portion.

Therefore, in the above power plant, the input shaft 35 is connected to the crankshaft 23 of the engine 1, and the rotor 38 of the motor generator 2 is connected to the input shaft 35. The input shaft 35 is connected to the oil pump 6 via a front cover 39 and a pump shell 47 of the torque converter 4 and a cylindrical shaft 48. Therefore, the oil pump 6 is configured to be able to transmit torque from both the engine 1 and the motor / generator 2 to drive the oil pump 6.

The power plant described above basically outputs power for traveling by the engine 1 and decelerates by the engine 1, and the motor / generator 2 assists driving force or braking force for traveling. Used for Therefore, the automatic transmission 3 is configured to be able to set a plurality of shift speeds including the reverse speed. FIG. 8 shows an example of the transmission mechanism 5.

In the configuration shown here, the shift speed of five forward speeds and one reverse speed is set. That is, the automatic transmission 3 shown here is provided with the auxiliary transmission section 81 and the main transmission section 82 following the torque converter 4 and the oil pump 6. The auxiliary transmission portion 81 is a so-called overdrive portion, and is constituted by a set of single pinion type planetary gear mechanisms 83. A carrier 84 is connected to the transmission input shaft 57. One-way clutch F0 and integrated clutch C between
0 and are arranged in parallel. The one-way clutch F0 is engaged when the sun gear 85 rotates forward relative to the carrier 84 (rotation in the rotation direction of the transmission input shaft 57). A multi-disc brake B0 for selectively stopping the rotation of the sun gear 85 is provided.
The ring gear 8 which is an output element of the auxiliary transmission portion 81
6 is connected to an intermediate shaft 87 which is an input element of the main transmission unit 82.

Therefore, the sub-transmission portion 81 rotates integrally with the planetary gear mechanism 83 when the integrated clutch C0 or the one-way clutch F0 is engaged.
The intermediate shaft 87 rotates at the same speed as that of the transmission input shaft 57, and a low speed stage is established. Also, the brake B0 is engaged and the sun gear 85
When the rotation of the ring gear 86 is stopped, the speed of the ring gear 86 is increased with respect to the transmission input shaft 57, and the ring gear 86 is rotated forward, so that a high gear is established.

On the other hand, the main transmission unit 82 has three sets of planetary gear mechanisms 88, 89, 90, and their rotating elements are connected as follows. That is, the sun gear 91 of the first planetary gear mechanism 88 and the sun gear 92 of the second planetary gear mechanism 89 are integrally connected to each other, and the ring gear 93 of the first planetary gear mechanism 88 and the carrier 94 of the second planetary gear mechanism 89 are connected to each other. The three members of the third planetary gear mechanism 90 and the carrier 95 are connected, and the output shaft 96 is connected to the carrier 95. Further, a ring gear 97 of the second planetary gear mechanism 89 is connected to a sun gear 98 of the third planetary gear mechanism 90.

In the gear train of the main transmission portion 82, a reverse gear and four forward gears can be set, and clutches and brakes for this are provided as follows. First, the clutch will be described. The ring gear 97 of the second planetary gear mechanism 89 and the third gear
A first clutch C1 is provided between the sun gear 98 of the planetary gear mechanism 90 and the intermediate shaft 87, and the sun gear 91 of the first planetary gear mechanism 88 and the sun gear 92 of the second planetary gear mechanism 89 and the intermediate shaft are connected to each other. 87 and a second clutch C2.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 91 and 8 of the first planetary gear mechanism 88 and the second planetary gear mechanism 89.
9 are arranged to stop rotation. A first one-way clutch F1 and a second brake B2, which is a multi-plate brake, are arranged in series between these sun gears 91 and 89 (that is, a common sun gear shaft) and the transmission housing 20, and the first one-way clutch F1 is arranged in series. One-way clutch F1
Are engaged when the sun gears 91 and 89 are to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the transmission input shaft 57). Third brake B which is a multiple disc brake
3 is provided between the carrier 99 of the first planetary gear mechanism 88 and the transmission housing 20. The fourth brake B, which is a multi-plate brake, serves as a brake for stopping the rotation of the ring gear 100 of the third planetary gear mechanism 90.
4 and a second one-way clutch F2 are arranged in parallel between the transmission housing 20. The second one-way clutch F2 is adapted to be engaged when the ring gear 100 is going to rotate in the reverse direction.

The rotation speed sensor 101 for detecting the rotation speed of the clutch C0 of the subtransmission portion 81 and the output shaft speed sensor for detecting the rotation speed of the output shaft 96 among the rotating members of the transmission portions 81 and 82 described above. 102 are provided.

In the automatic transmission 3 described above, by engaging and disengaging the clutches and brakes as shown in the operation chart of FIG. 9, five forward speeds and one reverse speed can be set. In FIG. 9, 印 indicates the engaged state, blank indicates the released state, ◎ indicates the engaged state during engine braking, Δ
The marks indicate that they are engaged but not involved in power transmission, respectively.

P (parking), R (reverse: reverse gear), N (neutral) and first speed (1
Each of the shift states from st) to the fifth speed (5th) is set by manually operating a lever of a shift device (not shown). Each shift position set by the shift lever is a P (parking) position,
R (reverse) position, N (neutral) position, D (drive) position, 4 positions, 3 positions, 2 positions, and L position.

Here, the D position is a position for setting the first to fifth forward speeds based on the running state of the vehicle such as the vehicle speed and the accelerator opening, and the "4" position is the first speed. The third to fourth speeds and the “3” position are for setting the first to third speeds, the “2” position is for setting the first and second speeds, and the L position is for setting the first speed. In addition, "3" position or L
The position is a position for setting an engine brake range, and is configured such that the engine brake is effective at the highest speed position among the speed positions that can be set at each position.

Further, by selecting one of the D position to the L position with the shift lever,
The gear position according to the position can be set. That is, this is a shift mode in which the shift speed is set by a manual operation, and this is the above-mentioned sport mode. A sport mode switch (not shown) for selecting the sport mode is provided on an instrument panel, a center console (each not shown), or the like. When the shift lever is set to the D position with the sports mode switch turned on, the fifth forward speed is set. When the shift lever is set to the "4" position, the fourth forward speed is set. When the shift lever is set to the "3" position, the third forward speed is set. When set to “2” position, the second advance
When the speed and the L position are set, each of the first forward speeds is set.

Each device such as the engine 1, the motor / generator 2, and the automatic transmission 3 is controlled based on various data indicating the state of the vehicle. For example, FIG.
As shown in FIG. 1, various signals are input to an electronic control unit (ECU) 8 mainly composed of a microcomputer, and a calculation result based on the input signals is output as a control signal. As an example of this input signal, AB
Signal from S (anti-lock brake) computer,
Vehicle stabilization control (VSC: trademark) Signal from computer, engine speed NE, engine water temperature, signal from ignition switch, battery SOC (State of Cha)
rge: charging status), headlight on / off signal, defogger on / off signal, air conditioner on / off signal, vehicle speed signal, automatic transmission (AT) oil temperature, shift position, side brake on / off signal , Foot brake on / off signal, catalyst (exhaust gas purification catalyst) temperature, accelerator opening, signal from cam angle sensor, sports shift signal, signal from vehicle acceleration sensor, signal from driving power source braking force switch, turbine The signal is a signal from a rotation speed NT sensor, a resolver signal, or the like.

Examples of output signals include an ignition signal, an injection (fuel injection) signal, a signal to a starter, a signal to the controller 11, a signal to a reduction gear, a signal to an AT solenoid, and an AT line. Signal to pressure control solenoid, signal to ABS actuator, signal to automatic stop control execution indicator, signal to automatic stop control non-execution indicator, signal to sports mode indicator, signal to VSC actuator, AT lockup control valve Signal to an air conditioner compressor. Here, the automatic stop control is control for automatically stopping the engine 1 when a predetermined condition is satisfied when the vehicle stops, and is control for reducing fuel consumption and exhaust gas.

In the power plant described above, since the motor generator 2 is provided, and the motor generator 2 is connected to the input shaft 35 together with the engine 1, the power plant can be started by the motor generator 2, Can be started (cranking). Further, the oil pump 6 is connected to the input shaft 35, and can drive the oil pump 6 by either the engine 1 or the motor / generator 2 so that the automatic transmission 3 can generate a required oil pressure.

Here, the correspondence between the configuration of this embodiment and the configuration of the present invention will be described. That is, the motor / generator 2 corresponds to the electric motor of the present invention, the front cover 39 and the pump shell 47 correspond to the rotating member of the present invention, and the fins 156 and 158 correspond to the cooling mechanism of the present invention.

In the above configuration, the torque of at least one of the engine 1 and the motor / generator 2 is transmitted to the input shaft 35. Here, the lock-up clutch 62
Is released, the torque of the input shaft 35 is transmitted to the turbine runner 61 via the front cover 39 and the pump shell 47 and the automatic transmission fluid (ATF) serving as a working fluid, and the torque of the turbine runner 61 is reduced. The power is transmitted to the transmission input shaft 57 via the hub 59. On the other hand, when the lock-up clutch 62 is engaged, the torque of the input shaft 35 is transmitted to the hub 59 via the front cover 39 and the lock-up clutch 62, and the torque of the hub 59 is transmitted to the transmission input. It is transmitted to the shaft 57.

Then, as the front cover 39 and the pump shell 47 rotate, the fins 156 and 158 rotate integrally with the front cover 39 and the pump shell 47 to agitate the air inside the transmission housing 20. Specifically, the fins 156 cause a radial airflow, and the fins 158
As a result, an airflow in the center axis direction, that is, an axial flow is generated. For this reason, when power is supplied to the coil 153 of the motor generator 2 and heat generated by the internal loss is transferred to the air, the heat transfer efficiency is increased by forced convection, and the motor generator 2 is cooled. Promoted.

As described above, in this embodiment, fins 156 and 158 for cooling motor generator 2 by forced convection are rotated by transmitting power from at least one of engine 1 and motor generator 2. The torque converter 4 is formed on a rotating member. For this reason, the number of components required for cooling the motor generator 2 and the complexity of the structure are suppressed, and the size and weight of the cooling mechanism can be reduced. Further, since it is not necessary to supply energy used only for rotating the fins 156 and 158, energy consumption can be reduced. Further, the fin 156 is attached to the front cover 39.
In the vehicle assembling process, the operation of disposing the torque converter 4 near the motor / generator 2 and the operation of disposing the fins 156 are completed. That is, no special work is required to dispose the fins 156 near the motor generator 2.
Therefore, it is possible to avoid an increase in the number of assembling steps of the vehicle.

Since the cooling water is supplied to the small cooling pipe 105 embedded in the adapter 21, the motor
When the heat of the generator 2 is radiated into the air, the heat is transmitted to the cooling water, so that the cooling function of the motor / generator 2 is further improved. Furthermore, when the air pressure inside the transmission housing 20 and the adapter 21 rises due to the heat generated by the motor / generator 2, the breather plug 151 is released and the air inside is released to the outside, and the temperature inside the transmission housing 20 and the adapter 21 is reduced. The rise is suppressed and the motor
It contributes to cooling of the generator 2. The fins for cooling the motor / generator may be formed only on either the front cover 39 or the pump shell 47.

Although the present invention has been described with reference to the specific examples, the present invention is not limited to the specific examples described above, and the present invention is applied to a vehicle equipped with a continuously variable transmission in addition to a stepped transmission. can do. Further, the present invention is also applicable to a vehicle in which only an electric motor is mounted as a power source (a so-called electric vehicle). Further, a fluid coupling can be used as the fluid transmission device.

[0065]

As described above, according to the first aspect of the present invention, when the rotating member rotates and transmits power, the cooling mechanism rotates integrally with the rotating member and air flows around the motor. And the motor is cooled by forced convection. In other words, there is little need to provide special components for cooling the motor, and the structure and the increase in the number of components are suppressed, and the structure, cooling, and weight of the cooling mechanism can be simplified. Further, since it is not necessary to supply energy used only for cooling the electric motor, energy consumption can be reduced.

According to the second aspect of the invention, the same effects as those of the first aspect can be obtained. In addition, the rotation of the rotating member causes the fins to generate an air flow parallel to the central axis when the rotating member rotates, that is, the axial flow. Occurs.

According to the third aspect of the invention, the same effects as those of the first or second aspect can be obtained, and the cooling mechanism is integrally formed with the rotating member. Then, the operation of disposing the fluid transmission device and the operation of disposing the cooling mechanism are completed. Therefore, an increase in the number of assembling steps of the vehicle can be avoided.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view showing a partial configuration example of a driving device according to the present invention.

FIG. 2 is a block diagram schematically illustrating an example of a power train and a control system according to the present invention.

FIG. 3 is a block diagram showing a control system of the motor generator shown in FIG.

FIG. 4 is a partial plan view of the front cover shown in FIG. 1 as viewed from an outer peripheral side.

FIG. 5 is a partial side view of the front cover shown in FIG. 1 as viewed from an engine side.

FIG. 6 is a partial plan view of the pump shell shown in FIG. 1 as viewed from the outer peripheral side.

FIG. 7 is a partial side view of the pump shell shown in FIG. 1 as viewed from an engine side.

FIG. 8 is a skeleton diagram showing an example of a gear train of the automatic transmission shown in FIG.

FIG. 9 is a table showing engagement and disengagement of clutches and brakes for setting each shift speed of the automatic transmission of FIG. 8;

FIG. 10 is a diagram showing input / output signals of an electronic control unit that controls the power train shown in FIG. 2;

[Explanation of symbols]

2 ... motor generator 4 torque converter
39 ... front cover, 47 ... pump shell, 1
56,158 ... fins.

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Shuji Nagano 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 5H115 PG04 PI16 PI29 PO17 PU10 PU23 PU25 PV09 QN03 RB08 RE01 RE03 RE05 RE07 SE04 SE05 SE08 SJ12 SJ13 TB01 TE02 TE07 TE08 TI01 TO02 TO21 TU12 UI28

Claims (3)

[Claims] 1. A vehicular drive system in which power output from an electric motor is transmitted to wheels via a fluid transmission, wherein a rotating member of the fluid transmission rotates integrally with the rotating member. And a cooling mechanism for generating an airflow around the electric motor to cool the electric motor. 2. The cooling mechanism according to claim 1, wherein the cooling mechanism includes a fin that is inclined in a rotation direction of the rotating member and generates an air flow parallel to a central axis when the rotating member rotates. The vehicle drive device according to claim 1. 3. The vehicle drive device according to claim 1, wherein the cooling mechanism is integrally formed when the rotating member is pressed.