JP2010006191A - Hybrid vehicle power unit - Google Patents

Abstract

An axial dimension of a power unit including a dry clutch of a hybrid vehicle is reduced.
Since an engine disconnecting clutch 37 is disposed between an input shaft 20 of a transmission to which a rotor 31 of an electric motor M is connected and a flywheel that is rotated by an engine, during traveling by the electric motor M or during regenerative braking. The loss due to engine friction can be avoided by disengaging the engine disconnecting clutch 37 and disconnecting the engine. A release actuator 81 for operating the engine disconnecting clutch 37 disposed between the rotor 31 fixed to the outer peripheral surface of the input shaft 20 and the flywheel is provided between the outer peripheral surface of the input shaft 20 and the inner peripheral surface of the rotor 31. Accordingly, the release actuator 81 can be accommodated within the axial width of the rotor 31 to reduce the axial dimension of the power unit.
[Selection] Figure 3

Description

  The present invention includes an engine and an electric motor capable of generating a driving force for traveling, a transmission having an input shaft to which one or both of the engine and the electric motor are selectively input, and a crank of the engine The present invention relates to a hybrid vehicle power device including a dry clutch that connects and disconnects a flywheel fixed to a shaft to and from an input shaft of the transmission.

In Patent Document 1 below, in a hybrid vehicle including an engine 9 and a motor device 15 that are driving sources for traveling, the engine 9, the dry clutch device 10, the motor device 15 and the transmission 20 are connected in series, and the dry clutch transmission 10 The release mechanism is arranged between the dry clutch 10 and the motor device 15.
JP 2004-140881 A

  By the way, since the release mechanism of the dry clutch transmission 10 is disposed between the dry clutch 10 and the motor device 15, the axial dimension of the power unit is increased by the amount of the release mechanism. There was a problem.

  The present invention has been made in view of the above circumstances, and an object thereof is to reduce the axial dimension of a power unit including a dry clutch of a hybrid vehicle.

  To achieve the above object, according to the first aspect of the present invention, an engine and an electric motor capable of generating a driving force for traveling and a driving force of one or both of the engine and the electric motor are selected. A transmission having an input shaft that is input to the engine, and a dry clutch that connects and disconnects a flywheel fixed to the crankshaft of the engine to and from the input shaft of the transmission. The dry clutch is a power device for a hybrid vehicle that is fixed to an outer peripheral surface of the input shaft so as to be able to rotate integrally with the input shaft, and is disposed between the rotor and the flywheel, wherein the dry clutch The actuator for operating the actuator is a space between the outer peripheral surface of the input shaft and the inner peripheral surface of the rotor. For a hybrid vehicle power unit, characterized in that the arrangement is proposed.

  According to a second aspect of the invention, in addition to the configuration of the first aspect, the dry clutch is always engaged, and is disengaged by supplying hydraulic pressure to the actuator. A hybrid vehicle power plant is proposed.

  The main shaft 20 of the embodiment corresponds to the input shaft of the present invention, the engine disconnecting clutch 37 of the embodiment corresponds to the dry clutch of the present invention, and the release actuator 81 of the embodiment corresponds to the actuator of the present invention. Correspond.

  According to the configuration of the first aspect, the dry clutch is provided between the input shaft of the transmission to which the driving force of one or both of the engine and the electric motor is selectively input and the flywheel fixed to the crankshaft of the engine. Since it is disposed, loss due to engine friction can be avoided by disengaging the dry clutch and disconnecting the engine from the electric motor during traveling by the electric motor or during regenerative braking. The actuator that operates the dry clutch disposed between the rotor fixed to the outer peripheral surface of the input shaft and the flywheel is in an actuator storage space formed between the outer peripheral surface of the input shaft and the inner peripheral surface of the rotor. Thus, the actuator can be accommodated within the axial width of the rotor, and the axial dimension of the power unit can be reduced.

  According to the second aspect of the present invention, since the dry clutch is always engaged and is disengaged by supplying hydraulic pressure to the actuator, the dry clutch is engaged even before the hydraulic pressure at the start of the engine rises. The engine can be started by driving the electric motor as a starter motor while maintaining the combined state.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  1 to 4 show an embodiment of the present invention. FIG. 1 is a development view of a transmission for a hybrid vehicle, FIG. 2 is an enlarged view of part 2 in FIG. 1, and FIG. 3 is an enlarged view of part 3 in FIG. FIG. 4 is an enlarged view of part 4 of FIG.

  As shown in FIG. 1, a transmission case 11 for a hybrid vehicle transmission T that uses an engine E and an electric motor M as drive sources is coupled to a right mission case 12 and a left side surface of the right mission case 12 with bolts 13. The left mission case 14 and a mission case cover 17 coupled to the left side surface of the left mission case 14 by bolts 16 with a partition wall 15 interposed therebetween.

  The main shaft 20 is indirectly supported by ball bearings 18 and 19 provided in the left mission case 14 and the partition wall 15, respectively, and the counter shaft 23 is provided by a roller bearing 21 and a ball bearing 22 provided in the left mission case 14 and the partition wall 15, respectively. The reduction shaft 26 is supported by ball bearings 24 and 25 provided in the right mission case 12 and the left mission case 14, respectively, and the differential gear is provided by ball bearings 27 and 28 provided in the right mission case 12 and the left mission case 14, respectively. 29 is supported.

  The electric motor M includes a stator 30 positioned on the radially outer side and a rotor 31 positioned on the radially inner side, and the stator 30 is fixed to the right mission case 12 with bolts 32... 12 is spline-coupled 33 to the right end of the main shaft 20 protruding rightward. The crankshaft 34 of the engine E is connected to the rotor 31 via a flywheel 35, a dry single plate type engine disconnecting clutch 37 and a damper 36.

  A planetary gear type forward / reverse switching mechanism 41 is disposed at the left end of the main shaft 20, and the forward / reverse switching mechanism 41 allows the drive pulley 42 supported on the outer periphery of the main shaft 20 to be forward-rotated or reverse-rotated to the main shaft 20. Combined as possible. The countershaft 23 is provided with a driven pulley 43, and the drive pulley 42 and the driven pulley 43 are connected by a metal belt 44. Further, a wet multi-plate start clutch 45 is provided at the right end of the countershaft 23, and the first reduction gear 46 supported on the countershaft 23 so as to be relatively rotatable is coupled to or decoupled from the countershaft 23.

  The reduction shaft 26 is provided with a second reduction gear 47 that meshes with the first reduction gear 46 and a final drive gear 48, and the final drive gear 48 meshes with a final driven gear 49 of the differential gear 29. Drive wheels (not shown) are connected to drive shafts 50, 50 extending from the differential gear 29 through the right mission case 12 and the left mission case 14 to the left and right.

  Therefore, the driving force of the engine E is: crankshaft 34 → flywheel 35 → engaged engine disconnecting clutch 37 → damper 36 → rotor 31 of electric motor M → main shaft 20 → forward / reverse switching mechanism 41 → drive pulley 42 → metal Belt 44 → driven pulley 43 → counter shaft 23 → engaged starting clutch 45 → first reduction gear 46 → second reduction gear 47 → reduction shaft 26 → final drive gear 48 → final driven gear 49 → differential gear 29 → drive shaft 50 , 50 are transmitted to the drive wheels. When the electric motor M is driven, the driving force is input from the rotor 31 to the main shaft 20.

  Meanwhile, the gear ratio of the transmission T can be controlled steplessly by changing the effective diameter of the drive pulley 42 and the driven pulley 43 around which the metal belt 44 is wound by hydraulic control. Since the control of the transmission gear ratio of the transmission T is a well-known technique, a detailed description thereof is omitted here.

  The rotor 31 of the electric motor M is always connected to the main shaft 20, but the crankshaft 34 of the engine E is disconnected from the rotor 31 of the electric motor M, that is, the main shaft 20 by disengaging the clutch 37. . Therefore, when the vehicle travels only with the driving force of the electric motor M, or when the electric motor M functions as a generator and performs regenerative braking, the engine disconnection clutch 37 is disengaged and the engine E is disconnected from the electric motor M. Thus, dragging of the engine E can be prevented, reducing the power consumption of the electric motor M and improving the energy recovery efficiency.

  As apparent from FIG. 4, the forward / reverse switching mechanism 41 includes a sun gear 51 fixed to the main shaft 20, a planetary carrier 53 supported on the main shaft 20 via a ball bearing 52 so as to be relatively rotatable, and a planetary carrier. A plurality of pinions 54 that are rotatably supported by 53 and mesh with the sun gear 51, and a ring gear 55 that meshes with the pinions 54.

  A sleeve 56 that supports the drive pulley 42 is fitted to the outer periphery of the main shaft 20 so as to be relatively rotatable. A clutch guide 58 that is splined 57 to the left end of the sleeve 56 is integrally coupled to the ring gear 55. . Between the sun gear 51 and the clutch guide 58, a forward clutch 62 having friction engagement elements 59, a clutch piston 60 and a clutch spring 61 is arranged. When the forward clutch 62 is engaged, the sun gear 51 is coupled to the main shaft 20 via the clutch guide 58, so that the rotation of the main shaft 20 is transmitted to the sleeve 56 as it is, and the drive pulley 42 has the same speed as the main shaft 20. The forward gear is established by rotating in the same direction.

  Between the planetary carrier 53 and the partition wall 15, a reverse clutch 66 having friction engagement elements 63, a clutch piston 64 and a clutch spring 65 is disposed. When the reverse clutch 66 is engaged, the planetary carrier 53 is restrained by the partition wall 15, so that the rotation of the sun gear 51 is decelerated via the pinions 54, and reversely transmitted to the ring gear 55. Since the rotation of the ring gear 55 is transmitted to the sleeve 56 via the clutch guide 58, the reverse speed is established when the drive pulley 42 rotates in the reverse direction at a lower speed than the main shaft 20.

  As apparent from FIGS. 2 and 3, the flywheel 35 includes a drive plate 68 fixed to the shaft end of the crankshaft 34 with bolts 67... And a bolt 70 with a clutch cover 69 sandwiched between the outer periphery of the drive plate 68. And a mass 71 fixed at. The engine disconnecting clutch 37 includes a flange 71a extending radially inward from the mass 71, a pressure disk 72 supported by the mass 71 so as to be axially movable and facing the right side of the flange 71a, and an outer peripheral portion engaged with the clutch cover 69. A diaphragm spring 73 whose intermediate portion is brought into contact with the back surface of the pressure disk 72 and a clutch disk 74 disposed between the flange 71a of the mass 71 and the pressure disk 72 are provided.

  A concave portion 31 a and a boss portion 31 b are formed on the left side surface of the rotor 31 of the electric motor M, and the boss portion 31 b is spline-coupled 33 to the outer peripheral surface of the main shaft 20. A boss portion 76a of a disc-shaped release cover 76 is fixed to the right side surface of the rotor 31 with bolts 77 ..., and the outer peripheral portion of the damper 36 whose inner peripheral portion is spline-coupled 78 to the boss portion 76a. It is fixed to the inner periphery of the clutch disc 74.

  In an actuator storage space 80 formed in the rotor 31 of the electric motor M, a release actuator 81 for operating the engine disconnecting clutch 37 is stored. The release actuator 81 includes an actuator piston 82 that is slidably fitted in the outer peripheral wall and the inner peripheral wall of the actuator housing space 80 of the rotor 31 in the axial direction. An actuator oil chamber 83 is defined on the left side of the actuator piston 82. The A release shaft 84 formed integrally with the actuator piston 82 is spline-coupled 85 to the center of the release cover 76 and protrudes to the right, and its tip is connected to the inner periphery of the diaphragm spring 73 via a release bearing 86. The

  An oil pump drive sprocket 87 is fixed to the main shaft 20 on the left side surface of the right mission case 12. The oil pump 88 formed of a gear pump includes a pair of pump gears 90 and 91 meshing with each other inside a pump cover 89 fixed to the left mission case 14, and an oil pump driven sprocket 92 fixed to the shaft of one pump gear 90 is endless. The chain 93 is connected to the oil pump drive sprocket 87. Accordingly, when the main shaft 20 rotates, the rotation is transmitted to the oil pump 88 via the endless chain 93.

  An oil passage forming member 94 surrounding the outer periphery of the main shaft 20 is press-fitted into the right side surface of the right mission case 12, and the outer peripheral surface of the boss portion 31b of the rotor 31 is paired with the inner peripheral surface of the oil passage forming member 94. Fits through O-rings 95 and 96.

  The discharge port of the oil pump 88 is connected to an oil passage 12a, 12b of the right mission case 12 through an unillustrated valve block, an annular oil chamber 97 between the right mission case 12 and the oil passage forming member 94, and an oil passage formation. The actuator 94 communicates with the actuator oil chamber 83 through the oil passage 94a of the member 94 and the oil passages 31c, 32d, and 32e of the rotor 31.

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

  Since the engine disconnecting clutch 37 is always engaged by the elastic force of the diaphragm spring 73, when the electric motor M is driven as a starter motor to start the engine E, the rotation of the rotor 31 is changed to the release cover 76 → damper. The engine E can be started by being transmitted to the crankshaft 34 through the path 36 → the engaged engine disconnecting clutch 37 → the flywheel 35 → the drive plate 68. Since the oil pump 88 does not generate a sufficient hydraulic pressure when the engine E is started, if the structure is such that the engine disconnection clutch 37 is engaged with the hydraulic pressure, the electric motor M is used because the engine disconnection clutch 37 is not engaged. However, in this embodiment, the above-described problem can be solved by keeping the engine disengaged clutch 37 in an always engaged state.

  When traveling with only the driving force of the electric motor M or when the electric motor M is regeneratively braked, the engine E is disconnected from the electric motor M by disengaging the engine disconnecting clutch 37, and the electric motor by dragging of the engine E is performed. An increase in power consumption of M and a decrease in energy recovery efficiency due to regenerative braking can be avoided.

  As is clear from FIG. 3, in order to disengage the engine disconnect clutch 37, the oil pressure generated by the oil pump 88 is changed from the oil passages 12 a and 12 b of the right housing 12 to the oil chamber 97 → the oil of the oil passage forming member 94. What is necessary is just to transmit to the actuator oil chamber 83 through the path | route 94a-> the oil path 31c, 32d, 32e of the rotor 31. FIG. When hydraulic pressure is supplied to the actuator oil chamber 83, the release shaft 84 moves to the right together with the actuator piston 82, and the central portion of the diaphragm spring 73 is pressed via the release bearing 86, so that the pressure disk 72 is moved to the clutch disk 74. The engine disconnection clutch 37 is disengaged from the engine.

  As described above, the release actuator 81 for releasing the engagement of the engine disconnecting clutch 37 disposed between the rotor 31 and the flywheel 35 of the electric motor M is disposed in the actuator housing space 80 formed in the rotor 31. Therefore, the release actuator 81 can be accommodated within the axial width of the rotor 31, and the axial dimension of the power unit including the engine E and the electric motor M can be reduced.

  As mentioned above, although embodiment of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.

  For example, the transmission of the present invention is not limited to the belt type continuously variable transmission according to the embodiment.

Development view of transmission for hybrid vehicles 2 enlarged view of FIG. Part 3 enlarged view of FIG. 4 enlarged view of FIG.

Explanation of symbols

E Engine M Electric motor T Transmission 20 Main shaft (input shaft)
31 Rotor 34 Crankshaft 35 Flywheel 37 Engine disconnection clutch (dry clutch)
80 Actuator storage space 81 Release actuator (actuator)

Claims (2)

An engine (E) and an electric motor (M) capable of generating driving force for traveling;
A transmission (T) having an input shaft (20) to which a driving force of one or both of the engine (E) and the electric motor (M) is selectively input;
A dry clutch (37) for connecting and disconnecting a flywheel (35) fixed to the crankshaft (34) of the engine (E) with respect to the input shaft (20) of the transmission (T);
The rotor (31) of the electric motor (M) is fixed to the outer peripheral surface of the input shaft (20) so as to rotate integrally with the input shaft (20), and the dry clutch (37) 31) and a hybrid vehicle power plant disposed between the flywheel (35),
The actuator (81) for operating the dry clutch (37) is disposed in an actuator storage space (80) between the outer peripheral surface of the input shaft (20) and the inner peripheral surface of the rotor (31). A power device for a hybrid vehicle.   The hybrid vehicle power unit according to claim 1, wherein the dry clutch (37) is always engaged, and is disengaged by supplying hydraulic pressure to the actuator (81).

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