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WO2014119086A1 - Dispositif d'entraînement pour véhicule hybride - Google Patents

Dispositif d'entraînement pour véhicule hybride Download PDF

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Publication number
WO2014119086A1
WO2014119086A1 PCT/JP2013/080683 JP2013080683W WO2014119086A1 WO 2014119086 A1 WO2014119086 A1 WO 2014119086A1 JP 2013080683 W JP2013080683 W JP 2013080683W WO 2014119086 A1 WO2014119086 A1 WO 2014119086A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric motor
gear
hybrid vehicle
drive device
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2013/080683
Other languages
English (en)
Japanese (ja)
Inventor
真二郎 大木
隆之 奥田
加藤　芳章
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
JATCO Ltd
Original Assignee
Nissan Motor Co Ltd
JATCO Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd, JATCO Ltd filed Critical Nissan Motor Co Ltd
Publication of WO2014119086A1 publication Critical patent/WO2014119086A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405—Housings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the first electric motor 10 is coupled to the output shaft 17a via the electric motor transmission 17.
  • the motor transmission 17 is composed of planetary gears, and the first motor 10, the output shaft 17a, and the motor transmission 17 are arranged in a line in the axial direction.
  • the internal combustion engine 1 has an intake pipe or an exhaust pipe arranged on the side where the first electric motor 10 is arranged.
  • the axial space between the case of the axle 11 is limited. Since the motor transmission 17 is arranged in series in this limited space, the space between the motor transmission 17 and the pipe is even narrower.
  • the drive shaft 7a extends in the axial direction from the transaxle 11, and it is necessary to avoid interference with the drive shaft 7a on the outer diameter side of the first electric motor 10.
  • the rotation shaft of the first electric motor 10 needs to be arranged in a range that can be engaged with the final gear 6a. .
  • a transmission coupled to the engine output shaft of the engine, a clutch coupled to the transmission output shaft of the transmission, and a clutch output shaft of the clutch
  • the first gear coupled to the first gear, the final reduction gear that always meshes with the first gear, the drive shaft coupled to the final reduction gear, and the inter-axis distance between the drive shaft and the first shaft is the distance between the drive shaft and the first gear.
  • a rotating element provided at a position farther from the rotating element, and a power transmission mechanism for transmitting power between the rotating element and the final reduction gear, and an electric motor coupled to the rotating element.
  • a transmission, a clutch, a first gear, a final reduction gear, and a power transmission mechanism are accommodated, and a transaxle case having a mounting surface for mounting the engine and the electric motor is provided.
  • the power transmission mechanism is provided in the transaxle case, there is no need to arrange a reduction gear in the axial direction when coupling with the electric motor, and space in the axial direction can be secured.
  • the inter-axis distance between the rotating element to which the electric motor is coupled and the drive shaft is farther than the inter-axis distance between the drive shaft and the first gear, the degree of freedom of the outer diameter of the electric motor is increased, and the electric motor The physique can be enlarged. Therefore, the vehicle speed range in which the vehicle can be driven by the electric motor is expanded, and the decelerating vehicle speed region of the vehicle that can be regenerated is expanded, so that fuel efficiency can be improved.
  • FIG. 1 is a schematic system diagram showing a drive system of a drive device for a hybrid vehicle of Example 1 and an overall control system thereof.
  • 1 is a schematic diagram illustrating a layout configuration of a drive device for a hybrid vehicle according to a first embodiment.
  • FIG. 1 is a schematic view of a drive device for a hybrid vehicle according to a first embodiment when viewed from the crankshaft side in a vehicle-mounted state.
  • FIG. 3 is a partial enlarged cross-sectional view of a portion in which a power transmission mechanism is housed in the hybrid vehicle drive device according to the first embodiment.
  • FIG. 6 is a partial enlarged cross-sectional view of a portion in which a power transmission mechanism is housed in the hybrid vehicle drive device according to the second embodiment.
  • FIG. 1 is a schematic system diagram showing a drive system of a drive device for a hybrid vehicle according to a first embodiment and an overall control system thereof.
  • the hybrid vehicle of FIG. 1 is mounted with an engine 1 and an electric motor 2 as power sources, and the engine 1 is started by a starter motor 3.
  • the engine 1 is drive-coupled to the drive wheels 5 through a V-belt type continuously variable transmission 4 so as to be appropriately disengageable.
  • the continuously variable transmission 4 is a continuously variable transmission mechanism CVT composed of a variator including a primary pulley 6, a secondary pulley 7, and a V belt 8 spanned between the pulleys 6 and 7.
  • the primary pulley 6 is coupled to a crankshaft which is an output shaft of the engine 1 via a torque converter T / C with a lockup clutch
  • the secondary pulley 7 is a differential mechanism of the clutch CL, the final gear set 9 and the final reduction gear 30.
  • 32 (see FIG. 2) is coupled to the drive wheels 5 in sequence.
  • the final gear set 9 indicates the meshing between the first gear 9a coupled to the output shaft of the clutch CL and the final reduction gear 31 of the final reduction gear 30.
  • Hybrid vehicle travel mode selection engine 1 output control, electric motor 2 rotation direction control and output control, continuously variable transmission 4 shift control, clutch CL engagement / release control, and battery 12 charge
  • the discharge control is performed by the hybrid controller 21, respectively.
  • the hybrid controller 21 performs these controls via the corresponding engine controller 22, motor controller 23, transmission controller 24, and battery controller 25.
  • the hybrid controller 21 includes an accelerator opening sensor 27 that detects a signal from a brake switch 26 that is a normally open switch that switches from OFF to ON during braking when the brake pedal 16 is depressed, and an accelerator pedal depression amount (accelerator opening) APO. The signal from is input.
  • the hybrid controller 21 further exchanges internal information with the engine controller 22, the motor controller 23, the transmission controller 24, and the battery controller 25.
  • the engine controller 22 controls the output of the engine 1 in response to a command from the hybrid controller 21, and the motor controller 23 controls the rotational direction of the electric motor 2 via the inverter 13 in response to the command from the hybrid controller 21.
  • the transmission controller 24 responds to a command from the hybrid controller 21 and controls the transmission of the continuously variable transmission 4 (V-belt continuously variable transmission mechanism CVT) using oil from the oil pump O / P driven by the engine as a medium.
  • the clutch CL is engaged and released.
  • the battery controller 25 performs charge / discharge control of the battery 12 in response to a command from the hybrid controller 21.
  • the power transmission mechanism 11 is a mechanism having two or more gears, the distance between the drive shaft 33 and the rotating shaft of the electric motor 2 can be effectively increased. Further, since the power transmission mechanism 11 is a speed reduction mechanism, torque amplification of the electric motor 2 is possible, and it is easy to secure the driving force at the start and the driving force at the time of acceleration necessary for the vehicle.
  • the electric motor 2 is disposed above the rotation shaft of the drive shaft 33 in a state where the transaxle case 50 is mounted on the vehicle.
  • the rotation shaft of the drive shaft 33 is disposed at a position overlapping the projection surface of the electric motor 2 below the vehicle. That is, when using the power transmission mechanism 11 to secure an inter-axis distance between the drive shaft 33 and the rotating shaft of the electric motor 2, the entire drive device can be reduced in size when viewed from the top of the vehicle by being above the drive shaft 33. Even if the size of the electric motor 2 is increased, a compact driving device can be provided as a whole.
  • FIG. 4 is a partially enlarged cross-sectional view of a portion where the power transmission mechanism is housed in the hybrid vehicle drive device of the first embodiment.
  • the transaxle case 50 includes a converter housing 51 that houses the torque converter T / C, a transmission case 52 that houses the continuously variable transmission 4 and the like, and an intermediate that defines between the converter housing 51 and the transmission case 52. It consists of a wall 53.
  • the transaxle case 50 is divided into the converter housing 51 on the engine side and the transmission case 52 on the transmission side, thereby ensuring ease of assembly.
  • the second, third, and fourth gears 11a, 11b, and 11c constituting the power transmission mechanism 11 are accommodated between the converter housing 51 and the intermediate wall 53.
  • continuously variable transmission 4 (transmission) coupled to the engine output shaft of engine 1;
  • a clutch CL coupled to the transmission output shaft of the continuously variable transmission 4,
  • a first gear 9a coupled to the clutch output shaft of the clutch CL;
  • a final reduction gear 31 that always meshes with the first gear 9a;
  • a drive shaft 33 coupled to the final reduction gear 31,
  • a power transmission mechanism 11 that transmits power to and from the final reduction gear 31, and An electric motor 2 (electric motor) coupled to the second gear 11a;
  • a transaxle case 50 having a mounting surface 50a in which the continuously variable transmission 4, the clutch CL, the first gear 9a, the final reduction gear 31, and the power transmission mechanism 11 are accommodated and the engine 1 and the electric motor 2a are attached.
  • the outer diameter of the electric motor 2a since the distance between the shafts of the second gear 11a to which the electric motor 2a is coupled and the drive shaft 33 is farther than the distance between the shafts of the drive shaft 33 and the first gear 9a, the outer diameter of the electric motor 2a.
  • the degree of freedom can be increased and the size of the electric motor 2a can be increased. Accordingly, the vehicle speed range in which the vehicle can be driven by the electric motor 2a is expanded, and the decelerating vehicle speed range of the regenerative vehicle is expanded, so that fuel efficiency can be improved.
  • the power transmission mechanism 11 has two or more gears. Therefore, the distance between the drive shaft 33 and the rotating shaft of the electric motor 2 can be effectively increased.
  • the power transmission mechanism 11 is a speed reduction mechanism. Therefore, torque amplification of the electric motor 2 is possible, and it is possible to easily secure the driving force at the time of start required for the vehicle and the driving force at the time of acceleration.
  • the transaxle case 50 includes a converter housing 51 on the engine side, a transmission case 52 on the continuously variable transmission side, and an intermediate wall 53 that defines between the converter housing 51 and the transmission case 52.
  • the power transmission mechanism 11 is accommodated between the converter housing 51 and the intermediate wall 53. Therefore, it becomes possible to mount the electric motor 2 without providing a speed reduction mechanism or the like on the mounting surface 50a side, and the axial dimension of the electric motor 2 can be increased by securing a space between the engine exhaust pipe 40 and the mounting surface 50a. Can be enlarged.
  • the converter housing 51 and the intermediate wall 53 are accommodated. However, even if the transmission case 52 and the intermediate wall 53 are accommodated, the same effect can be obtained.
  • FIG. 5 is a partially enlarged cross-sectional view of a portion in which the power transmission mechanism is housed in the hybrid vehicle drive apparatus according to the second embodiment.
  • the configuration including the intermediate wall 53 is shown, but in the second embodiment, the case where the intermediate wall is not provided is shown.
  • the transaxle case 50 includes a converter housing 51 that houses the torque converter T / C and a transmission case 52 that houses the continuously variable transmission 4 and the like. At this time, the second, third and fourth gears 11a, 11b and 11c constituting the power transmission mechanism 11 are accommodated between the converter housing 51 and the transmission case 52. This makes it possible to mount the electric motor 2 without providing a speed reduction mechanism or the like on the mounting surface 50a side, and by securing a space between the engine exhaust pipe 40 and the mounting surface 50a, the axial dimension of the electric motor 2 can be secured. Can be enlarged.
  • the transaxle case 50 includes a converter housing 51 on the engine side and a transmission case 52 on the continuously variable transmission side.
  • the power transmission mechanism 11 is disposed between the converter housing 51 and the transmission case. Be dressed. Therefore, it becomes possible to mount the electric motor 2 without providing a speed reduction mechanism or the like on the mounting surface 50a side, and the axial dimension of the electric motor 2 can be increased by securing a space between the engine exhaust pipe 40 and the mounting surface 50a. Can be enlarged.
  • the example in which the electric motor 2 of the hybrid vehicle is mounted is shown, but the same applies even when a large generator for supplying a driving current to a motor provided in another wheel is mounted. Is possible. Further, although an example of an electric motor has been shown, the present invention may be applied when providing a transfer as a four-wheel drive unit.
  • the configuration in which the engine is restarted by the starter motor 3 is shown, but other configurations may be used.
  • a vehicle with an idling stop function has been replaced by replacing the alternator with a motor / generator, adding an alternator function to the motor / generator and adding an engine start function to restart the engine from an idling stop.
  • a technique for restarting the engine with this motor / generator instead of the starter motor has been put into practical use.
  • the present invention may also be configured to restart the engine by the motor / generator as described above.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

La présente invention concerne un dispositif d'entraînement pour un véhicule hybride qui comprend : une transmission (4) reliée à l'arbre de sortie d'un moteur (1) ; un embrayage (CL) relié à l'arbre de sortie de la transmission (4) ; un premier engrenage (9a) relié à l'arbre de sortie de l'embrayage (CL) ; un engrenage de réduction final (31) qui s'engrène constamment avec le premier engrenage (9a) ; un arbre de transmission (33) relié à l'engrenage de réduction final (31) ; un mécanisme de transmission de puissance (11) ayant un élément rotatif (11a) ménagé dans une position telle que la distance entre l'axe de l'élément rotatif (11a) et l'axe de l'arbre de transmission (33) est supérieure à la distance entre l'axe de l'arbre de transmission (33) et l'axe du premier engrenage (9a), le mécanisme de transmission de puissance (11) transmettant une puissance entre l'élément rotatif (11a) et l'engrenage de réduction final (31) ; et un moteur électrique (2) relié à l'élément rotatif (11a). Le dispositif d'entraînement est également doté d'un boîtier d'essieu de transfert (50) qui abrite la transmission (4), l'embrayage (CL), le premier engrenage (9a), l'engrenage de réduction final (31), et le mécanisme de transmission de puissance (11) et a une surface de montage sur laquelle sont montés le moteur (1) et le moteur électrique (2).
PCT/JP2013/080683 2013-01-30 2013-11-13 Dispositif d'entraînement pour véhicule hybride Ceased WO2014119086A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013015566A JP2016055653A (ja) 2013-01-30 2013-01-30 ハイブリッド車両の駆動装置
JP2013-015566 2013-01-30

Publications (1)

Publication Number Publication Date
WO2014119086A1 true WO2014119086A1 (fr) 2014-08-07

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PCT/JP2013/080683 Ceased WO2014119086A1 (fr) 2013-01-30 2013-11-13 Dispositif d'entraînement pour véhicule hybride

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JP (1) JP2016055653A (fr)
WO (1) WO2014119086A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106671769A (zh) * 2016-12-27 2017-05-17 苏州大方特种车股份有限公司 双动力驱动车桥结构及具有该结构的车辆
CN111183054A (zh) * 2017-10-24 2020-05-19 日产自动车株式会社 四轮驱动车的动力传递装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7183772B2 (ja) * 2018-12-21 2022-12-06 スズキ株式会社 ハイブリッド車両用駆動装置
CN111284481A (zh) * 2020-03-31 2020-06-16 东风格特拉克汽车变速箱有限公司 一种具有双向动力中断机构的混合动力驱动系统

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007261302A (ja) * 2006-03-27 2007-10-11 Honda Motor Co Ltd ハイブリッド車両用動力伝達装置
JP2008239124A (ja) * 2007-03-29 2008-10-09 Daihatsu Motor Co Ltd ハイブリッド自動車の駆動装置
JP2009096404A (ja) * 2007-10-18 2009-05-07 Aisin Ai Co Ltd 車両における動力装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007261302A (ja) * 2006-03-27 2007-10-11 Honda Motor Co Ltd ハイブリッド車両用動力伝達装置
JP2008239124A (ja) * 2007-03-29 2008-10-09 Daihatsu Motor Co Ltd ハイブリッド自動車の駆動装置
JP2009096404A (ja) * 2007-10-18 2009-05-07 Aisin Ai Co Ltd 車両における動力装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106671769A (zh) * 2016-12-27 2017-05-17 苏州大方特种车股份有限公司 双动力驱动车桥结构及具有该结构的车辆
CN111183054A (zh) * 2017-10-24 2020-05-19 日产自动车株式会社 四轮驱动车的动力传递装置

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