JP2000289475A - Drive for hybrid vehicles - Google Patents

Abstract

(57) [Summary] [PROBLEMS] A motor / motor can be controlled without being affected by centering accuracy of an engine crankshaft and deformation of a torque converter.
The generator is supported with high accuracy, the efficiency of the motor generator is improved, and the size of the motor generator can be reduced. A motor housing is disposed between a converter housing and an internal combustion engine, and a bearing is provided on a side wall provided in front of the motor housing.
And the rotor support members 45, 49
Are independently supported. The eccentric rotation accompanying the explosion vibration of the crankshaft 52 is absorbed by the two flex plates 55, 51, and the deformation of the torque converter 5 does not affect the rotor support member of another structure.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device for a parallel type hybrid vehicle using an engine and a motor as a power source, and more particularly, to a hybrid device in which a motor is attached to an automatic transmission having a fluid transmission device. The present invention relates to a vehicle drive device.

[0002]

2. Description of the Related Art Conventionally, an automatic transmission with a torque converter is provided with a motor / generator to assist the driving force of the motor / generator with the engine driving force at the time of starting or accelerating, and braking at the time of traveling downhill. Japanese Patent Application Laid-Open No. 9-215270 discloses a drive device for a parallel hybrid vehicle that sometimes functions as a generator to supplement the engine braking effect and regenerate braking energy to improve fuel efficiency and reduce exhaust gas emissions. Japanese Patent Application Laid-Open Publication No. H5-30605 (Prior Art 2) and Japanese Patent Application Laid-Open No. H5-0244447 (Prior Art 3) have been proposed.

In the prior art 1, a motor housing containing a motor / generator is disposed so as to be sandwiched between an engine and a transmission housing containing a torque converter. In the case of the prior art 2, the motor generator is mounted between the pump impeller of the torque converter and the turbine runner in a bypass manner. In the above prior art 3, a motor generator is mounted between a predetermined element of a drive system from a torque converter to an output shaft via an automatic transmission mechanism and a case covering the drive system. A motor generator is arranged between the torque converter and the automatic transmission mechanism or on the downstream side of the transmission of the automatic transmission mechanism.

[0004]

In the internal combustion engine, the piston reciprocates and the crankshaft rotates due to the explosion of the air-fuel mixture in the cylinder chamber, and the crankshaft rotates eccentrically (deflection rotation) due to the explosion vibration. ), And it is impossible to increase the centering accuracy due to its structure and function.

On the other hand, the efficiency of the motor generator increases as the gap (air gap) between the stator and the rotor becomes smaller, that is, as the accuracy of supporting the rotor in the radial direction is improved and the accuracy of centering is increased. Further, since the output of the motor / generator increases in accordance with the axially opposed length of the stator and the rotor, the accuracy in which the rotor is axially supported greatly affects the efficiency.

In the case where the rotor is directly connected to the crankshaft as in the prior art 1, the centering accuracy of the crankshaft directly affects the centering accuracy of the rotor.
Therefore, it is necessary to set an extra air gap for the rotor by the amount of eccentricity due to the explosion vibration, which lowers the efficiency of the motor generator and increases the capacity (volume) of the motor generator accordingly. become.

Further, as in the above-mentioned prior art 2, a motor is provided between the front cover of the torque converter and the turbine.
In the case where the generator is arranged, the centering accuracy of the crankshaft directly affects the accuracy of supporting the rotor because the front cover is directly connected to the crankshaft, and the torque converter expands based on the charge pressure and the centrifugal oil pressure. By causing deformation such as coming out or shrinking,
The stator fixed to the pump impeller and the rotor fixed to the turbine runner relatively move in the axial direction,
The efficiency of the motor decreases accordingly. Accordingly, it is necessary to install a large-sized motor / generator to obtain a required output in response to the decrease in the efficiency of the motor / generator.

Further, as in the prior art 3, the motor
When the generator is placed between the torque converter and the automatic transmission or on the downstream side of the automatic transmission,
It is difficult to increase the diameter of the generator, and it is difficult to secure the output torque of the motor (generator) in a limited space. In addition, since the motor generator is connected to the engine via a torque converter or further through an automatic transmission mechanism, it is difficult to start the engine by the motor generator, so that a further motor for starting the engine is required. Become.

Accordingly, the present invention provides a motor that is supported with high accuracy without being affected by the centering accuracy of the engine crankshaft and the deformation of the fluid transmission, thereby improving the efficiency of the motor and reducing the size of the motor. It is an object of the present invention to provide a drive device for a hybrid vehicle that enables the above.

[0010]

The present invention according to claim 1 comprises an engine (13), an automatic transmission (AT) having a fluid transmission (5) and an automatic transmission mechanism (2), and a stator (42). And a rotor (43) having the rotor connected to the input (30) of the fluid transmission.
And a motor housing (15) for the motor is disposed between the housing (12) of the fluid transmission device and the engine (13), comprising: The hybrid vehicle drive device is characterized in that the stator (42) is fixed to the motor housing and the rotor (42) is rotatably supported.

According to a second aspect of the present invention, the fluid transmission (5) has a lock-up clutch (3) and is integrally connected to an outer shell of a pump impeller (17). A front cover (30) for covering the lock-up clutch (3), a support member (45, 49) for supporting the rotor is provided separately on the front cover on the engine side of the front cover, and the motor The bearing (47) mounted on the housing (15a) is rotatably supported by a bearing (47).
The drive device for a hybrid vehicle is described.

According to a third aspect of the present invention, the motor housing has a side wall (15a) separating the engine side of the motor, and the bearing (47) is mounted on an inner end portion of the side wall. The hybrid vehicle drive device according to claim 2, wherein a support member (45, 49) for supporting the rotor is connected to the front cover (30).

According to a fourth aspect of the present invention, the fluid transmission (5) includes a front cover (3) integrally connected to an outer shell of the pump impeller (17) and covering the turbine runner (16).
0), a centerpiece (31) is integrally connected to the front cover (30), and the centerpiece faces the crankshaft (52) of the engine with a gap and the centerpiece (31). And the crankshaft with the shock absorbing member (5
The hybrid vehicle drive device according to claim 2 or 3, wherein the drive device is connected through (1, 55).

According to a fifth aspect of the present invention, a plate hub (50) which is interlocked with the center piece (31) via the shock absorbing members (51, 55) with the crank shaft (52) is splined. The spline fitting is performed by connecting the spline with a lead (31a) and the spline with a straight tooth (50).
The hybrid vehicle drive device according to claim 4, wherein the drive device is in a press-fit state by engagement with (a).

According to a sixth aspect of the present invention, the rotor (4
3) A hub (49) of a support member for supporting the center piece (31) is fitted to the hub (49) of the support member.
6. The front cover and the front cover and an integral part (31c) are connected by being crimped by a nut (59) screwed into a screw (31b) formed in the center piece. In a hybrid vehicle drive device.

According to a seventh aspect of the present invention, there is provided the driving device for a hybrid vehicle according to the fourth or fifth aspect, wherein the shock absorbing member comprises two flexible plates (51, 55).

According to the present invention, the fluid transmission device comprises a turbine runner (16) and a pump impeller (1).
The drive device for a hybrid vehicle according to any one of claims 1 to 7, wherein the drive device is a torque converter (5) having a stator (7) and a stator (19), and the motor is a motor generator (6) that also functions as a generator. It is in.

[Operation] Based on the above construction, the motor (6) has its rotor (43) connected to the motor housing (1).
5, 15a) via, for example, a bearing (47), without being affected by eccentric rotation caused by explosion vibration of the crankshaft (52) and without being affected by deformation due to charge pressure and centrifugal hydraulic pressure of the fluid transmission device. Independently supported.

The reference numerals in parentheses are for the purpose of comparing the drawings, but do not affect the configuration of the present invention at all.

[0020]

According to the first aspect of the present invention, the stator is fixed to the motor housing and the rotor is rotatably supported, and the motor is independently arranged and supported. Supporting with high centering accuracy not affected by eccentric rotation of the crankshaft,
High accuracy of the gap (air gap) between the rotor and the stator can be ensured, the efficiency of the motor can be improved, and the above-described functions can be reliably achieved with a relatively small shape.

According to the second aspect of the present invention, the motor is separated from the fluid transmission by the front cover, is isolated from the oil of the fluid transmission, and prevents a decrease in the efficiency of the motor due to agitation of the oil. Further, by supporting the rotor with a support member provided separately from the front cover, the influence of deformation due to the charge pressure and the centrifugal hydraulic pressure of the fluid transmission device is eliminated, and the axial length (thickness) of the rotor is reduced. Without increasing the motor dimensions
The required performance of the motor can be secured.

According to the third aspect of the present invention, the motor is separated from the engine by a side wall, and a bearing for supporting the rotor is mounted on an inner end portion of the motor. The side wall is covered with the above-mentioned side walls to provide waterproofing and dust-proofing. In addition to the function as the above-mentioned rotor support, the side wall also serves as the above-mentioned cover, so that it is possible to achieve compactness by sharing parts.

According to the present invention, the edge is cut off with a gap between the centerpiece and the crankshaft, and the crankshaft and the centerpiece are connected by the shock absorbing member. Is absorbed by the shock-absorbing member to prevent the propagation to the rotor side, to ensure the accuracy of supporting the rotor, to reduce the radial load of the bearing, and to improve the durability of the bearing. it can.

According to the fifth aspect of the present invention, since the plate hub and the center piece are integrally connected without play by press-fitting the spline with a lead, fretting wear occurs due to the explosion vibration of the engine. Can be prevented.

According to the sixth aspect of the present invention, the hub of the rotor support member is connected to the front cover by crimping the nut by crimping, thereby preventing the occurrence of fretting wear due to play on the spline teeth. As a result, adverse effects on the motor / generator due to rust powder and the like can be reliably prevented.

According to the seventh aspect, the explosion vibration of the engine is absorbed by the flexure of the two plates, and the torque of the engine crankshaft is reliably transmitted to the center piece to ensure the accuracy of supporting the rotor. Thus, the durability of the bearing can be improved.

According to the present invention, since the motor generator is disposed between the internal combustion engine and the torque converter, the motor generator drives the vehicle alone as a motor or assists the internal combustion engine. It functions as a generator, increases the engine braking effect and functions as a regenerative brake.In addition, as a starter motor, it can start the internal combustion engine and eliminate idling of the engine with a simple configuration that does not require a special starter motor. Thus, combined with the vehicle driving function and the regenerative braking function, it is possible to further reduce fuel consumption and reduce exhaust gas.

[0028]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a cross-sectional view showing a drive unit for a hybrid vehicle to which the present invention is applied, wherein reference numeral 1 denotes a drive unit for a hybrid vehicle, and a multi-stage transmission mechanism 2 housed in a transmission case, and a lock. A torque converter 5 having an up clutch 3, a motor generator 6 including a brushless DC motor or the like,
And is connected to an internal combustion engine 13 such as a gasoline engine at the right part of the drawing. That is, the present hybrid vehicle drive device 1 relates to a conventional automatic transmission AT in which a motor generator 6 is attached to a torque converter portion.

The hybrid vehicle drive device 1 is arranged uniaxially and is applied to a front engine / rear drive (FR) system. More specifically, a motor / generator 6, a torque converter 5, and an automatic transmission mechanism 2 are sequentially arranged in a uniaxial manner from the engine side, and the automatic transmission mechanism 2 includes one simple planetary gear from the torque converter 5 side. And a main transmission unit 9 comprising a simpson-type planetary gear unit 9a and one simple planetary gear 9b. The main transmission unit 9 changes the rotation of the input shaft 10 to five forward speeds and one reverse speed. Output to the output shaft 11.

FIG. 2 shows the drive unit 1 for a hybrid vehicle.
FIG. 3 is a diagram showing a main part of the motor housing 1 and a torque converter 5 and a motor generator 6.
5 are arranged uniaxially so as to be sandwiched. The torque converter 5 has a turbine runner 16, a pump impeller 17 and a stator 19.
6 is a hub 2 which is spline-connected to the front end of the input shaft 10.
Connected to 0. The converter housing 12
An oil pump 22 is disposed between the automatic transmission mechanism 2 and the transmission case 4, and a pump case 22 a is fixed to the housing 12 and the case 4.

A hub 17a fixed to the base of the pump impeller 17 is rotatably supported on the inner periphery of the pump case 22a via a bush 23.
An oil seal 25 is provided between the case and the hub. The stator 19 is connected to a one-way clutch 26, and the inner race of the one-way clutch is fixed to the oil pump 22 via a stator shaft 27 disposed between the input shaft 10 and the hub 17a. .

The front cover 30 fixed to the pump impeller 17 has an outer diameter portion 30a obliquely and smoothly formed along the outer periphery of the turbine runner 16, and an intermediate portion 30b substantially in the axial direction. It extends in parallel to the engine side (forward), and its inner diameter portion 30c extends substantially vertically in the radial direction. An inner diameter end of the front cover is fixed to a center piece 31, which extends axially forward so as to be aligned with the input shaft 10.

On the other hand, a lock-up clutch 3 is accommodated and arranged on the inner diameter side of the intermediate portion 30b extending in the axial direction of the front cover 30. The lock-up clutch 3 includes a drum 32 fixed to the inner diameter portion 30c of the front cover and extending axially along the intermediate portion 30b.
And a hub 35 supported at the rear end of the center piece 31 via a needle bearing 33, and a plurality of friction materials 36 and separator plates 37 respectively engaged with the splines of the drum 32 or the hub 35. Have. Further, the outer friction plate 37 has a drum 3
2, and the front side thereof can abut the piston plate 40. That is, the lock-up clutch 3 is configured to have a smaller diameter than a torus composed of outer shells of the turbine runner 16 and the pump impeller 17 of the torque converter 5, and specifically, the drum 32 is provided at a substantially central portion in the radial direction of the torus. And a multi-plate clutch.

The piston plate 40 is connected to the drum 32
The lock-up clutch 3 is movable in close contact with the outer peripheral surface of the center piece 31 and includes the multi-plate clutch.
Can be connected, released or slip controlled. The piston plate is formed with an orifice hole, and can flow while reducing the oil pressure between the two oil chambers separated by the piston plate,
The lock-up clutch can be controlled by changing the flow direction of the oil. Further, a plurality of damper springs 41 composed of coil springs are provided in the inner circumferential portion of the inner friction plate engaging splines of the hub 35 in the circumferential direction, and the damper springs are fixed to the plate 35a fixed to the hub 35. And a lug 20 a of the turbine hub 20. That is, the damper spring 41
Are the friction plate portions 36, 3 of the lock-up clutch 3.
The lock-up clutch 3 is disposed at a position substantially aligned in the radial direction on the inner diameter side of the lock 7, that is, at a position overlapping the friction plate portion of the lock-up clutch 3 in the axial direction.

Then, the motor generator 6
A stator 42 and a rotor 43, wherein the stator and the rotor are substantially aligned on the outer diameter side of the intermediate portion 30b extending in the axial direction of the front cover;
That is, the lock-up clutch 3 located on the inner diameter side thereof
Further, it is disposed at a position axially overlapping with the damper spring 41 located at the inner diameter thereof. Specifically, the rotor 43 has a large number of laminated plates 43a made of permanent magnets.
Are arranged in the axial direction, and these laminated plates are fixed and supported by a support plate 45. The support plate 45 has a disk portion 45a extending in front of the inner diameter portion 30a of the front cover and in parallel with a predetermined gap in a radial direction, and a holding portion 45b for holding the laminated plate 43a. The holding portion 45b is connected at its front end to the disk portion 45a, and extends in the axial direction so as to cover the outer periphery of the intermediate portion 30b of the front cover.

The stator 42 is formed by winding a coil 42b around a large number of iron cores 42a laminated in the axial direction, and is fixed to the motor housing 15. The rotor 43 and the stator 42 are arranged such that the laminated plate 43a and the iron core 42a are aligned in the same position in the axial direction (overlapping position), that is, in the radial direction at a predetermined axial length. Are opposed to each other with a slight gap (air gap). In the motor / generator, the stator 42 is set as large as possible within a range that does not interfere with the mounting of the vehicle, such as the height above the ground. Of the magnet mounting plate 43a has sufficient strength to withstand the centrifugal force.

The motor housing 15 has a side wall 15a extending along the front part of the stator 42, and a rotational position of the rotor is provided between an intermediate portion of the side wall 15a and the rotor support plate 45. Is a sensor that detects
A resolver 46 is provided. The resolver 46 accurately detects the rotational position of the rotor of the brushless DC motor 3 and controls the timing of the current flowing through the stator. The resolver 46 is fixed to the rotor 46a formed of a precision-processed laminated plate. Child 46b. Then, the stator 46b excited by the coil is moved to the outer diameter side,
The resolver 46 is arranged radially inward (ie, at a position overlapping in the axial direction) with the inner diameter 6a being the inner diameter side, and the resolver 46 is positioned radially inward of the front stator coil 42b of the motor generator 3. At the front side of the front cover inner diameter portion 30c, that is, at a position substantially aligned with the lock-up clutch 3 in the axial direction.

Further, a ball bearing 47 is mounted on the inner diameter end of the motor housing side wall 15a. The ball bearing is located on the inner diameter side of the resolver 46 and substantially aligned in the radial direction (ie, in the axial direction). (Overlapping position). The ball bearing 4
A flange 49a of a hub 49 fixed to the inner diameter end of the roller support plate 45 is press-fitted on the inner diameter side of the roller 7. Further, an input plate boss 50 is provided on the inner diameter side with high accuracy with almost no gap. Fitted with tolerance (not press fit). An input plate 51 is fixed to the boss portion 50 on the outer diameter side, and a drive plate 55 is fixed to a tip portion of a crankshaft 52 of the engine by bolts 53.
Numeral 1 has flexibility and is fixed and connected by a bolt 56 at its tip.

The center piece 31 does not fit into the recess 52a at the end of the crankshaft 52, and faces the center piece 31 with a sufficient space, that is, the edge is cut off. As shown in detail in the development of FIG. 3, a spline 31 with a lead inclined at a predetermined angle θ is provided on the outer periphery of the center piece 31.
a is formed. On the other hand, on the inner periphery of the input plate hub 50, a straight spline 50a parallel to the axial direction is formed over the entire length thereof. A relatively short straight spline 49b parallel to the axial direction is formed on the rear part of the inner periphery of the rotor hub 49. A screw groove 31b having a predetermined length is formed at the front end of the center piece 31, and a nut 59 is fastened to the screw groove 31b.

The nut 59 is tightened while the spline 49b of the rotor hub and the spline 50a of the input plate hub are engaged with the spline 31a with the lead of the center piece 31. As a result, FIG.
As shown in detail in FIG. 2, a relatively long input plate hub spline 50a made of straight teeth has a centerpiece inclined spline 31 with opposite tooth side surfaces a and b at both end portions of the teeth.
a into a press-fit state by pressing against the adjacent tooth side surface, and the two splines 50a and 31a are fitted in a crimped state without play to prevent the occurrence of fretting wear due to the engagement gap of the spline teeth. And rotate together.

On the other hand, the relatively short rotor hub spline 49b composed of straight teeth is engaged with the spline 31a with a lead, but due to the short length, the rotor hub spline 49b is in a loosely fitted state having a gap between the tooth side surfaces. Regardless of the press-fit of the input plate hub spline 50a, it can be easily assembled. The rotor hub 49 is movable in the axial direction based on the loose fit of the spline.
Based on the tightening of No. 9, the input plate hub 50 and the center piece flange 31c are tightly clamped. As a result, the rotor hub 49 rotates integrally based on the frictional force generated by the press-fit of the center piece 31 and the input plate hub 50 regardless of the play of the spline tooth surface.

The rotor hub 49 and the front cover 30
Are sealed by an O-ring 60, and the ball bearing 47 is provided with a seal and the seal 25 between the pump case 22a and the pump case 22 and the torque converter 5 The motor chamber A formed between the front cover 30 as a case and the outer shell of the pump 17 has a waterproof, oil-proof and dust-proof structure. The motor housing side wall 15a is a cover member for covering the front of the motor generator 6, and also a member for mounting the ball bearing 47 to support the rotor 43. Have improved. In addition, the motor housing 15
Is formed with an annular groove 15c.
c is closed in a water-tight manner by a ring-shaped lid member 61 to form a cooling water channel 62. In the cooling water channel 62, water for cooling the engine is circulated to prevent heating of the motor chamber A. I have.

As described above, the lock-up clutch 3
The motor generator 6 is arranged on the outer diameter portion of the lock-up clutch 3 substantially in the radial direction, and the damper spring 41 is arranged on the inner diameter portion of the lock-up clutch 3 in the radial direction. In addition, the resolver 46 is disposed on the inner diameter side of the front coil 42b of the motor generator 6 and substantially aligned with the lock-up clutch 3 in the axial direction, and also serves as the cover member and the rotor support member of the motor housing side wall 15a. And increasing the efficiency based on independently supporting the motor generator 6 on the motor case 12 without increasing the size of the motor generator 6 in the axial and radial directions. It can be attached to an automatic transmission. Specifically, the motor-generator 6 can be arranged by making the radial dimension substantially the same as the conventional torque converter housing 12 and slightly increasing the axial dimension.

Next, the operation of the above-described hybrid vehicle drive device 1 will be described. When the vehicle is stopped and the (ignition) switch is ON and the driver depresses the accelerator pedal based on the intention to start, first, a current from a battery (not shown) flows through the motor / generator 6. Function as a motor. The motor / generator 6 composed of a brushless DC motor detects the position of the rotor 43 accurately by the resolver 46 and the stator 42 by the controller (not shown).
The timing of the current flowing through the coil 42b is adjusted to rotate the rotor 43 in the forward direction and with high efficiency. The rotation of the rotor 43 is performed by rotating the rotor support plate 45 and the rotor hub 4.
9, and the input plate hub 50 and the centerpiece flange 31 of the hub 49 based on the tightening of the nut 59
c is transmitted to the center piece 31 by the pinching frictional force, and furthermore, the front cover 30, the pump impeller 17,
The torque is transmitted to the input shaft 10 via the torque converter 5 including the turbine runner 16 and the stator 19 with a predetermined increase in the torque ratio.

At the time of the start, no current is supplied to the ignition plug, and the fuel injection device is in a stopped state. More specifically, the crankshaft 52 rotates via the input plates 50, 51 and the drive plate 55 based on the rotation of the rotor hub 49. However, the engine is idled simply by the piston compressing and releasing the air in the cylinder chamber. At the time of starting the vehicle, based on the driving characteristics of the brushless DC motor 6 that outputs a high torque at a low rotation speed, the torque ratio of the torque converter 5 is increased and the torque of the automatic transmission mechanism 2 is increased by the first speed. Together with the ratio, the vehicle starts and runs smoothly with a predetermined torque.

When the rotation speed of the motor generator 6 reaches the engine start rotation speed, the internal combustion engine is started by igniting the spark plug and operating the fuel injection device. Thus, the rotation of the crankshaft 52 of the internal combustion engine is controlled by the drive plate 55 and the input plate 5.
1, the hub 50, and the lead spline 31a and the straight spline 50a are transmitted to the press-fitted center piece 31. In this state, the driving force of the internal combustion engine and the driving force of the motor / generator 6 functioning as a motor are added and transmitted to the torque converter, and the automatic transmission 2 is upshifted to a desired rotational speed. And transmitted to the drive wheels. That is, when a large driving force such as an acceleration state and a climbing state of the vehicle is required, the vehicle is driven at a high horsepower by assisting the driving force of the internal combustion engine by the driving force of the motor generator 6.

Then, when the vehicle enters a steady high-speed running state, the current supply to the motor generator 6 is cut off and the circuit is released, the motor generator idles, and the vehicle is driven solely by the driving force of the internal combustion engine. . In the driving state by the internal combustion engine or the driving state in which the motor is assisted by the internal combustion engine (in some cases, the driving state by only the motor), the piston plate 40 moves by changing the direction of the converter pressure, and the lock-up clutch 3 Connect. Thereby, the front cover 3
0 is transmitted to the drum 32, the outer friction plate 3
7, through the inner friction plate 36, the hub 35, the damper spring 41, and the turbine hub 20, the power is directly transmitted to the input shaft 10 without the oil flow of the torque converter.

At this time, as described above, the diameter of the lock-up clutch 3 is reduced by disposing the motor generator 6, but the lock-up clutch 3 is formed of a multi-plate clutch, It has a sufficient torque capacity for horsepower, and reliably transmits the driving force of the internal combustion engine and the motor to the input shaft 10.
Further, a lock-up clutch 3 comprising the multi-plate clutch is used.
With the structure of the piston plate 40, the slip control is facilitated, and the lock-up clutch 3 can be operated while applying the slip control at many shift speeds.

If there is room in the output of the internal combustion engine due to steady low speed running, downhill running, etc., the stator 42
The motor / generator 6 functions as a generator to charge the battery by switching the coil 42b to a charging circuit and controlling the OFF time of the chopper switch. In particular, when requesting engine braking during a downhill, the regenerative electric power of the motor generator 6 serving as the generator can be increased to obtain a sufficient engine braking effect. Further, when the driver steps on the foot brake to request the stop of the vehicle, the regenerative power of the motor generator 6 is further increased to operate as a regenerative brake, and the inertia energy of the vehicle is regenerated as electric power to generate friction. Reduces energy dissipation due to heat due to braking.

When the vehicle is stopped by a signal or the like, the motor generator 6 is stopped, and
The internal combustion engine is also shut down. That is, the idling state of the conventional engine is eliminated. Further, as described above, the vehicle starts from the stopped state, first, is started by the motor driving force of the motor generator 6, and immediately after that, in a relatively low speed state, the engine is started by the motor driving force, By assisting with the driving force of the motor 6, the engine can be driven smoothly without sudden fluctuations in driving force, and when engine braking is required and braking is stopped,
The motor / generator 6 is used as a regenerative brake to regenerate the vehicle inertia energy as electric energy. Together, these hybrid vehicles can achieve fuel economy and reduced emissions.

In the internal combustion engine, the piston reciprocates due to the explosion in the cylinder chamber and is transmitted as rotation to the crankshaft. Therefore, the crankshaft 52 generates eccentric rotation due to the above explosion vibration, which is inevitable. In addition, the centering accuracy is poor. On the other hand, the motor generator 6 is an independent motor housing 1 sandwiched between the engine 13 and the converter housing 12.
5 and its rotor 43 is supported by the motor housing 15 via a bearing 47. Specifically, a flange portion 49a of a support plate hub 49 that supports the permanent magnet laminated plate 43a of the rotor 43 is press-fitted and supported on the inner diameter side of the ball bearing 47 mounted on the housing side wall 15a.

The input shaft 51 and the drive plate 55 are connected to the crankshaft 52 and the rotor hub 49.
The eccentric rotation of the crankshaft 52 due to the explosion vibration is absorbed by the flexure of the drive plate 55 and the input plate 51 that constitute the flex plate as the shock absorbing member, and is absorbed by the rotor hub. 15 and the crankshaft 52 and the centerpiece 31 are arranged apart from each other in the axial direction and have cut edges, thereby affecting the independent and high-precision rotation support of the rotor 43. Never. Further, the stator 42 is directly fixed to the motor housing 15, and therefore, the rotor 43 and the stator 42 accurately face each other with a small space (air gap). In addition, the ball bearing 47 absorbs the explosion vibration by the two plates 51 and 55 and is independently supported by the motor housing side wall 15a.
The acting radial load is small.

On the other hand, the torque converter 5 expands or contracts due to changes in the charge pressure supplied to the converter chamber B formed by the front cover 30 and the outer shell of the pump impeller 17 and the centrifugal oil pressure accompanying the rotation. Although it is deformed, the front cover 30 and the rotor support plate 45 have independent structures different from each other, and the deformation of the torque converter 5 does not affect the high-precision rotation support of the rotor 43. The deformation of the torque converter due to the charge pressure and the centrifugal oil pressure is such that the front cover 30 has a robust structure in which the intermediate portion 30b has a stepped shape extending in the axial direction, and the inner diameter of the front cover is a center piece flange. The front cover 30 swells forward and is fixed to the portion 31c and is axially supported by the bearing 49 via the rotor hub 49 and the nut 59.
5, and is deformed solely rearward and is moved and absorbed by the support portion of the oil pump 22a.

Thus, the motor generator 6
It is supported in the radial direction and the axial direction with high accuracy, is located at the outer diameter portion of the lock-up clutch 3 having a reduced diameter, and is located at a position not protruding much less than the outer diameter of the torus of the torque converter 5. Despite having a compact configuration that does not greatly expand in the direction and the radial direction, a relatively high output can be obtained.

The explosion vibration of the clutch shaft 52 is as follows.
Even if the minute vibration is transmitted to the plate hub 50 via the drive plate 55 and the input plate 51, the straight spline 50 a of the hub 50 and the spline 31 a with the lead of the center piece 31 are press-fitted and are integrally rotated without play. Therefore, torque can be transmitted without fretting wear occurring during this time. Further, the rotor hub 49 is sandwiched between the plate hub 50 and the center piece flange portion 31c based on the tightening of the nut 59, and rotates integrally without play due to frictional force generated by pressurization between the plate hub 50 and the center piece flange portion 31c. The torque can be transmitted without causing fretting wear between the two.

In the above-described embodiment, the automatic transmission mechanism described in the above 5
The gear of the first gear is used, but the invention is not limited to this.
Another automatic transmission mechanism such as a speed stage may be used, and the present invention is not limited to the FR type, but may be applied to other types of automatic transmissions such as an FF (front engine / front wheel drive) type. In the above embodiment, the brushless DC motor is used as the motor generator, but this may be another motor such as a DC motor or an induction AC motor. Also,
Although the above embodiment uses a torque converter, this may be a fluid coupling, that is, it can be applied to a torque converter or a fluid coupling or the like having a fluid transmission device.

The operation of the above embodiment is summarized as follows.

When the vehicle starts moving, the motor generator (6) functions as a motor, and the driving force of the motor is transmitted to the wheels via the torque converter (5) and the automatic transmission mechanism (2). At this time, the internal combustion engine (13) is running idle with the fuel injection device and the like not operating. Then, relatively early after the start of the vehicle, the fuel injection device operates, and the motor generator (6) functions as a starter motor to start the engine.

In this state, the driving force of the motor / generator (6) assists the driving force of the internal combustion engine to meet high horsepower demands such as acceleration and uphill. When the vehicle runs in a steady state, the motor / generator (6) idles or functions as a generator, and the vehicle runs exclusively by the driving force of the internal combustion engine. Also, when going downhill,
The motor generator functions as a generator to enhance the engine braking effect. Furthermore, at the time of braking, the regenerative power by the generator is further increased,
Functions as a regenerative brake. When the vehicle stops, the internal combustion engine is stopped to eliminate the idling state.

The motor generator (6)
Means that the rotor (43) is connected to the motor housing (15, 1
5a) via a bearing (47) to the crankshaft (5).
It is independently supported without being affected by the eccentric rotation caused by the explosion vibration of 2) and without being affected by the charge pressure and the centrifugal oil pressure of the fluid transmission device.

[Brief description of the drawings]

FIG. 1 is an overall sectional view showing a drive unit for a hybrid vehicle to which the present invention is applied.

FIG. 2 is a cross-sectional view showing a torque converter and a motor / generator, which are main parts thereof.

FIG. 3 is a developed view showing a spline of a center piece, and an input plate hub spline and a rotor hub spline engaged with the spline.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Drive device for hybrid vehicles 2 Automatic transmission mechanism 3 Lock-up clutch 5 Torque converter 6 Motor generator 12 Converter housing 13 Internal combustion engine 15 Motor housing 15a Side wall 16 Turbine runner 17 Pump impeller 30 Front cover 31 Center piece 31a Spline with lead 31b Screw 31c Integral member (flange) 42 Stator 43 Rotor 45, 49 Rotor support member (support plate, hub) 47 (Ball) bearing 51, 55 Impact buffer member (input plate,
Drive plate) 52 Crankshaft 59 Nut

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) H02K 7/18 (72) Inventor Kenji Aichi 10th Takane, Fujiimachi, Anjo-shi, Aichi AISIN AW Shares Inside the company (72) Inventor Masahiro Hasebe 10 Aine Takane, Fujii-machi, Anjo, Aichi Prefecture Inside (72) Inventor Satoshi Wakuda 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Aisin AW shares Inside the company (72) Inventor Keiichi Shinohara 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. ) Inventor Yutaka Taga 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Seishi Nakamura Aichi 1 Toyota Town, Toyota City, Toyota Motor Corporation (72) Inventor Masaya Amano 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F term (reference) 3D039 AA01 AA02 AA03 AA04 AB27 AC03 AC14 AC15 AC21 AC36 5H115 PA12 PA13 PG04 PI16 PI29 PO17 PU11 PU25 QE01 QE04 QE06 QE08 QE10 QI04 QI09 RB08 RE01 SE04 SE05 SJ12 TO21 TO30 UI32 5H607 AA05 AA06 BB01 BB09 BB14 CC03 CC05 CC07 EE02 EE22 EE33 HFF01GG

Claims (8)

[Claims] 1. A hybrid comprising: an engine; an automatic transmission having a fluid transmission and an automatic transmission mechanism; and a motor having a stator and a rotor, the rotor being connected to an input portion of the fluid transmission. In the vehicle drive device, a motor housing for the motor is disposed between a housing of the fluid transmission device and the engine, and the motor housing fixes the stator and rotatably supports the rotor. A drive unit for a hybrid vehicle. 2. The fluid transmission device includes a lock-up clutch, a front cover that is integrally connected to an outer shell of a pump impeller, and covers a turbine runner and the lock-up clutch, and a support member that supports the rotor. The drive device for a hybrid vehicle according to claim 1, wherein the drive unit is provided separately from the front cover on the engine side of the front cover and is rotatably supported by a bearing mounted on the motor housing. 3. The motor housing has a side wall separating the engine side of the motor, and a supporting member for mounting the bearing and supporting the rotor is provided at an inner end portion of the side wall. The drive device for a hybrid vehicle according to claim 2, wherein the drive device is connected to a front cover. 4. The fluid transmission device has a front cover integrally coupled with an outer shell of a pump impeller and covering a turbine runner, and a centerpiece is integrally coupled to the front cover, and the centerpiece is provided with a centerpiece of the engine. The drive device for a hybrid vehicle according to claim 1, wherein the drive unit is opposed to the crankshaft with a gap, and the centerpiece and the crankshaft are connected via an impact buffering member. 5. The centerpiece is spline-fitted to a plate hub interlocked with the crankshaft via the shock absorbing member, and the spline-fitting is an engagement between a spline with a lead and a straight spline. The drive device for a hybrid vehicle according to claim 4, wherein the drive device is in a press-fit state by the following. 6. A hub of a support member that supports the rotor fits into the centerpiece, and the hub of the support member is tightened by a nut that is screwed into a screw formed in the centerpiece, and the front of the frontpiece is tightened. The hybrid vehicle drive device according to claim 4 or 5, wherein the drive device is connected to the cover by integral pressing. 7. The shock absorbing member has flexibility.
The hybrid vehicle drive device according to claim 4, wherein the drive device comprises a plurality of plates. 8. The system according to claim 8, wherein the fluid transmission device is a turbine runner,
A torque converter having a pump impeller and a stator, wherein the motor also functions as a generator.
The drive device for a hybrid vehicle according to any one of claims 1 to 7, wherein the drive device is a generator.