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WO2017069040A1 - Dispositif de transmission de force motrice pour véhicules, et système de transmission de force motrice pour véhicules - Google Patents

Dispositif de transmission de force motrice pour véhicules, et système de transmission de force motrice pour véhicules Download PDF

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Publication number
WO2017069040A1
WO2017069040A1 PCT/JP2016/080394 JP2016080394W WO2017069040A1 WO 2017069040 A1 WO2017069040 A1 WO 2017069040A1 JP 2016080394 W JP2016080394 W JP 2016080394W WO 2017069040 A1 WO2017069040 A1 WO 2017069040A1
Authority
WO
WIPO (PCT)
Prior art keywords
power transmission
gear
vehicle
side member
clutch
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/JP2016/080394
Other languages
English (en)
Japanese (ja)
Inventor
斉士 桂
康介 村田
太一 北村
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.)
Exedy Corp
Original Assignee
Exedy Corp
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
Priority claimed from JP2016183438A external-priority patent/JP2017078508A/ja
Application filed by Exedy Corp filed Critical Exedy Corp
Priority to CN201680060742.0A priority Critical patent/CN108141105B/zh
Priority to DE112016004789.4T priority patent/DE112016004789T5/de
Priority to US15/769,232 priority patent/US10724616B2/en
Publication of WO2017069040A1 publication Critical patent/WO2017069040A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • 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
    • 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
    • B60K6/50—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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F16H3/60—Gearings for reversal only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
    • H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
    • H02K21/14—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets rotating within the armatures
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/12—Structural association with clutches, brakes, gears, pulleys or mechanical starters with auxiliary limited movement of stators, rotors or core parts, e.g. rotors axially movable for the purpose of clutching or braking
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a vehicle power transmission device and a vehicle power transmission system.
  • a torque converter 302 having a vehicle starting function is disposed between an internal combustion engine 300 as a power source and a transmission 301, and a planetary gear 303 is disposed downstream of the torque converter 302.
  • a device in which a forward / reverse switching mechanism 306 including a friction clutch 304 and a friction brake 305 is arranged is known (see Patent Documents 1 to 3).
  • an object of the present invention is to provide a vehicle power transmission device and a vehicle power transmission system that can solve the above-mentioned problems and can meet the space reduction requirement.
  • a vehicle power transmission device includes a forward / reverse switching mechanism with a start function to which a vehicle start clutch function is added in a vehicle having a transmission.
  • the figure which shows the operating state at the time of start etc. of the power transmission device for vehicles concerning 1st Embodiment of this invention The schematic block diagram of the power transmission device for vehicles concerning the modification of 1st Embodiment of this invention, The schematic block diagram of the power transmission device for vehicles concerning the modification of 1st Embodiment of this invention, The schematic block diagram of the prior art used when describing 1st Embodiment of this invention, Sectional drawing of the thickness variable rotary electric machine concerning 2nd Embodiment of this invention, Sectional drawing of the variable thickness electrical rotating machine concerning the modification of 2nd Embodiment of this invention, The figure which shows the relationship between the torque of the thickness variable rotary electric machine concerning 2nd Embodiment of this invention, and rotation speed, The schematic block diagram which shows the drive device for hybrid vehicles concerning 3rd Embodiment of this invention, The schematic block diagram which shows the drive device for hybrid vehicles concerning the modification of 3rd Embodiment of this invention, The schematic block diagram of the
  • the vehicle power transmission device adds the function of a vehicle starting clutch to a forward / reverse switching mechanism using a planetary gear, a friction clutch, and a friction brake in a vehicle having a transmission.
  • a vehicle starting clutch to a forward / reverse switching mechanism using a planetary gear, a friction clutch, and a friction brake in a vehicle having a transmission.
  • existing starting devices such as torque converters
  • space is reduced.
  • the electric motor in a space obtained by omitting the existing starting device, a hybrid system including the internal combustion engine and the electric motor is configured, and the fuel efficiency of the vehicle can be improved.
  • the vehicle power transmission device includes a forward / reverse switching mechanism 312 with a start function in which a vehicle starting clutch is added to the forward / reverse switching mechanism in a vehicle having a transmission 311.
  • the forward / reverse switching mechanism 312 with a starting function includes a planetary gear 313, a friction clutch 314 and a friction brake 315, and a control mechanism 316 that controls the engagement (engagement or release) of the friction clutch 314 and / or the brake 315. It is configured.
  • the friction clutch 314 and the friction brake 315 are disposed on the upstream side of the planetary gear 313.
  • the control mechanism 316 is a hydraulic piston or an electric actuator that engages or releases the friction clutch 314 and / or the friction brake 315 independently.
  • torque is transmitted by pressing the disks 341 and the driven plates 343 that are alternately overlapped in the axial direction, and the pressing operation itself is directly pressed by the hydraulic piston.
  • the rotation is stopped by pressing the disks 344 and the driven plate 345, which are alternately overlapped, in the axial direction. It can be done by pushing with an electric actuator through a bearing.
  • the operation of the vehicle power transmission device according to the first embodiment including the forward / reverse switching mechanism 312 with the start function is compared with the difference from the operation of the conventional vehicle power transmission device including the forward / backward switching mechanism without the start function. However, it will be described below.
  • the state between the input side member 291 and the output side member 292 of the friction clutch 314 and the friction brake 315 in the forward / reverse switching mechanism is defined.
  • the disk 341 and the driven plate 343 correspond to the input side member 291 and the output side member 292, respectively.
  • 2A, FIG. 2B, and FIG. 2C respectively show the input side member 291 and the output side in the open state, the slip state, and the fastening state between the input side member 291 and the output side member 292 in the forward / reverse switching mechanism. It is a figure which shows the transmission state of the speed with the member 292. That is, FIG.
  • FIG. 2A shows a state in which there is a gap between the input side member 291 and the output side member 292, and the two members are not in contact with each other, and the rotational force is transmitted from the input side member 291 to the output side member 292. Therefore, even if the input side member 291 rotates, the output side member 292 does not rotate at all.
  • FIG. 2B shows a state in which the input side member 291 and the output side member 292 are slightly in contact with each other while slipping, and a little rotational force is transmitted from the input side member 291 to the output side member 292.
  • the output side member 292 rotates at a rotation speed lower than the rotation speed of 291.
  • FIG. 2C shows a state where there is no gap between the input side member 291 and the output side member 292, and the rotational force is almost transmitted from the input side member 291 to the output side member 292.
  • the side member 292 rotates integrally with the input side member 291 and has the same rotation speed.
  • FIG. 3A is a diagram showing an operation state at the time of start-up in the conventional forward / reverse switching mechanism
  • the upper diagram is a graph showing the relationship between the rotational speed and time of a torque converter as an example of a start device.
  • the following figure is a graph showing the relationship between the state and time of a conventional forward / reverse switching mechanism without a vehicle starting clutch function.
  • the conventional forward / reverse switching mechanism instantaneously reaches the engaged state from the open state through the slip state during a short time after the start of the stop section. After that, as long as there is no reverse switching, the engagement state continues to be maintained in the remaining stop sections, start sections, acceleration and steady travel sections.
  • the torque converter does not transmit the rotation from the input side to the output side, so the rotational speed on the input side of the torque converter is constant, whereas the torque converter The rotation speed on the output side is maintained at zero.
  • the torque converter begins to transmit the rotational force from the input side to the output side, and the rotational speed on the input side of the torque converter gradually increases.
  • the rotational speed on the input side and the rotational speed on the output side are substantially the same.
  • all the rotational force is transmitted from the input side of the torque converter to the output side, so that the rotational speed on the input side and the rotational speed on the output side of the torque converter are kept in the same state.
  • FIG. 3B is a diagram showing an operating state at the start of the vehicle power transmission device according to the first embodiment of the present invention, compared with the operation of the conventional vehicle power transmission device. Since the starting device such as a torque converter is abolished in the first embodiment, there is no graph showing the relationship between the rotational speed of the torque converter and time. On the other hand, the lower figure is a graph showing the relationship between the state of the forward / reverse switching mechanism 312 with the function of the vehicle starting clutch of the first embodiment and the time.
  • each input side member 291 and each output side member 292 As the time elapses, from the start to the end of the start section, so as to reach the fastening state from the open state through the slip state, It moves so as to gradually approach and come into contact in direct proportion. That is, the operation at the time of starting is completely different from the conventional forward / reverse switching mechanism, and the control mechanism 316 controls the engagement of the friction clutch 314 from the disengaged state to the engaged state.
  • the function as a starting clutch is exhibited.
  • each output side member 292 is for the friction clutch 314.
  • the annular driven plate 343, which is each output side member 292, is contacted and separated from the annular disk 341, which is each input side member 291 by the control mechanism 316. It is configured. In subsequent sections such as acceleration and steady running, the friction clutch 314 continues to maintain the engaged state.
  • the forward / reverse switching mechanism 312 when the transmission 311 is a CVT, a mechanism that uses the state in which the input side member and the output side member are rotating in the same direction for the forward movement of the vehicle;
  • Two types are possible: a mechanism that uses a state in which the input side member and the output side member are rotating in the reverse rotation direction to advance the vehicle.
  • the first embodiment is applicable to any type.
  • the corresponding elements (the friction clutch 314 and the friction brake 315) are changed from the open state to the slip state, By making a transition to the engaged state, it is possible to realize forward / reverse start.
  • the forward / reverse switching mechanism 312 is characterized in that it achieves an operation greatly different from that of the conventional forward / backward switching mechanism at the time of starting.
  • the capacities of the friction clutch 314 and the friction brake 315 of the forward / backward switching mechanism 312 with the starting function are:
  • the capacity of the conventional friction clutch and friction brake for the forward / reverse switching mechanism without the start function is increased.
  • Specific examples of increasing the capacity include increasing the area of the clutch 314 and the brake 315, changing the friction material, increasing the number of friction surfaces, increasing the pressing force, or a combination of these.
  • the energy that the torque converter absorbs at the time of starting in the prior art that is, the energy corresponding to the energy synchronized with the rotational speed of the engine, as the inertia of the vehicle. Since the frictional clutch 314 and the frictional brake 315 of the power transmission device for a vehicle according to the first embodiment have a new absorption function, it is necessary to increase the capacity accordingly.
  • the planetary gear 313 includes a sun gear 317, a pinion gear 318, a ring gear 319, and a pinion carrier 322.
  • the output shaft 321 is connected to the ring gear output.
  • the sun gear 317 meshes with the pinion gear 318
  • the pinion gear 318 meshes with the ring gear 319
  • the pinion carrier 322 can regulate the pinion gear 318.
  • the friction clutch 314 restricts relative rotation between the pinion carrier 322 of the planetary gear 313 and the sun gear 317 (that is, the input side member 340), and the friction brake 315 includes the pinion carrier 322 of the planetary gear 313 (that is, the output side).
  • the relative rotation between the member 342) and the fixed end (case) 325 of the transmission 311 is restricted.
  • the friction clutch 314 and the friction brake 315 are configured as follows, and the output side member 342 is connected to the pinion carrier 322.
  • An input side member 340 is connected to an input shaft 320 that rotates as the internal combustion engine, for example, the engine 331 is driven, and a sun gear 317 of the planetary gear 313 is connected to the downstream side thereof.
  • An annular disk 341 for the friction clutch 314 is connected to the outer surface of the input side member 340.
  • An output side member (for example, a drive ring) 342 having a rotational axis concentrically arranged with the input side member 340 has an annular driven plate 343 for the friction clutch 314 disposed opposite to the disk 341 on the inner surface side.
  • the input shaft 320 is restrained with respect to the rotation direction.
  • An annular disk 344 for the friction brake 315 is connected to the outer surface side of the output side member 342, and an annular driven plate 345 for the friction brake 315 is opposed to the annular disk 344, and the vehicle power It is connected to the inner peripheral surface of case (fixed end) 325 of the transmission device.
  • the driven plate 345 is restricted in the rotational direction with respect to the fixed end 520, but is movable in the axial direction of the input shaft 320.
  • the annular disk 341 for the friction clutch 314 and the annular driven plate 343 are alternately arranged, and the annular disk 344 for the friction brake 315 and the annular ring are arranged.
  • the driven plates 345 are alternately arranged at intervals.
  • the adjacent disk 344 for the friction brake 315 and the annular driven plate 345 can be pressed against or separated from each other, and the relative rotation can be restricted.
  • the disk 344 and the driven plate 345 for the friction brake 315 can advance and retreat in the axial direction, and the drive ring 342 is restricted in the axial direction.
  • the output side member 342 is connected to the pinion carrier 322.
  • the adjacent disk 341 and the driven plate 343 can be relatively pressed against or separated from each other in the friction clutch 314, and the rotational force is transmitted or released, and the control mechanism 316 is engaged.
  • the adjacent disk 344 and the annular driven plate 345 can be relatively pressed against or separated from each other, and the rotational force is transmitted or released.
  • Such a forward / reverse switching mechanism 312 with a starting function is conventionally disposed between the engine 331 and the damper 332 and the transmission 311 so as to be replaced with a part having a function as a starting device in the transmission.
  • the starting device is, for example, a torque converter or a friction clutch.
  • the damper 332 is a damper for transmitting torque of the engine 331 and absorbing and damping torsional vibration.
  • a hybrid system can be configured by further adding an electric motor 330 disposed on the downstream side of the engine 331 and the clutch 314.
  • a stator 330 a of the electric motor 330 is fixed to the case 325, and a rotor 330 b having a rotation axis parallel to the input shaft 320 is connected to the first output shaft 321.
  • the rotor 330 b is further connected to the transmission 311 via the second output shaft 350.
  • the transmission 311 can be composed of a pair of parallel shaft gears.
  • the transmission 311 can be composed of a plurality of planetary gears.
  • the transmission 311 includes a pair of pulleys 311b (only one pulley 311b is shown and the other pulley is not shown) and a pair of pulleys 311b that can adjust the distance between the facing sheave surfaces 311a. It can be constituted by a belt-like or chain-like member 311c that is stretched.
  • the first embodiment it is possible to reduce space and cost by integrating functions of a starting device and a forward / reverse switching mechanism, which have conventionally been configured as separate parts, as one device. At this time, by increasing the capacities of the friction clutch and the friction brake, it is possible to prevent the friction material from being burned out due to the slip at the time of starting. Further, by utilizing the space obtained by omitting the existing starting device and arranging the electric motor 330, the power source can be hybridized to improve the fuel efficiency of the vehicle. In hybridizing the power source, by disposing the electric motor 330 on the downstream side of the forward / reverse switching mechanism 312, the internal combustion engine can be disconnected from the power transmission path during driving and regeneration by the electric motor alone, Kinetic energy can be recovered more efficiently.
  • the planetary gear 313 may be a ring gear input in which the input shaft 320 is connected to the ring gear 319 and a sun gear output in which the output shaft 321 is connected to the sun gear 317.
  • This modification can also provide the same effects as those of the first embodiment.
  • the friction clutch 314 may restrict the relative rotation between the ring gear 319 and the sun gear 317 of the planetary gear 313.
  • the friction clutch 314 is controlled to be engaged by the control mechanism 316, and the same effect as that of the first embodiment can be obtained.
  • variable thickness electric rotating machine relates to a motor used when replacing a starting device with a motor with a clutch.
  • this motor is described in detail below for a vehicle, but is not limited to a vehicle and can be widely used in general.
  • This variable thickness rotating electrical machine is a permanent magnet synchronous rotating electrical machine that adjusts the armature intermixing magnetic flux by changing the effective product thickness and enables operation in a wide range from low speed to high speed.
  • Patent Document 1 JP-A-6-205573
  • Patent Document 2 Japanese Patent Laid-Open No. 2006-280195
  • the second embodiment of the present invention provides a permanent magnet synchronous rotating electric machine that can improve the operating range of the permanent magnet synchronous rotating electric machine at an arbitrary rotational speed.
  • variable thickness electric rotating machine 20 includes a stator 2, a rotor 4, and a variable thickness mechanism 6.
  • the stator 2 has an armature winding 1.
  • the rotor 4 is attached so as to be fixed to the rotary shaft 7 so as to be rotatable with respect to the stator 2, and has a permanent magnet 4a therein.
  • the case 5 of the rotating electrical machine 20 holds the stator 2 and the rotor 4.
  • the stator 2 is fixed to the case 5.
  • the rotating shaft 7 to which the rotor 4 is fixed is rotatably held by a plurality of bearings 13 with respect to the case 5, and the rotor 4 and the rotating shaft 7 are rotated synchronously.
  • variable thickness mechanism 6 is disposed in the case 5 and relatively moves the stator 2 and the rotor 4 along the rotation center axis 14 of the rotor 4 based on the rotation speed of the rotor 4.
  • variable thickness mechanism 6 can be composed of a pressing force generation mechanism 8 and a reaction force generation mechanism 9.
  • the pressing force generating mechanism 8 is rotatably connected to the rotor 4 and applies a pressing force along the rotation center axis 14 of the rotating shaft 7 to which the rotor 4 is fixed.
  • the pressing force generation mechanism 8 includes a hydraulic pump 11, a piston 12 that is hydraulically acted from the hydraulic pump 11 and protrudes from a piston fitting hole 5 a of the case 5, and a piston 12 and a rotor 4. It is comprised with the bearing 15 arrange
  • the rotor 4 is fixed to a slider 16 that slides on a rail (for example, a spline protrusion) 17 that extends along the rotation center axis 14 of the rotation shaft 7.
  • the bearing 15 is disposed between the tip end portion of the piston 12 (right end portion in FIG. 6) and one end portion of the slider 16 (left end portion in FIG. 6), and inhibits the rotation of the rotor 4 by the piston 12.
  • the rotor 4 rotates smoothly without any problems.
  • the hydraulic pressure is used in this example, a configuration with pneumatic pressure is also possible.
  • the reaction force generation mechanism 9 is disposed on the opposite side of the rotor 4 with respect to the pressing force generation mechanism 8 of the rotor 4, and is a reaction force in a direction opposite to the pressing force acting along the rotation center axis 14. Is generated. Specifically, it is constituted by a spring 18 that is compressed between the other end of the slider 16 (the right end in FIG. 6) and the end of the rail 17 (the right end in FIG. 6). Due to the biasing force of the spring 18, the other end of the slider 16 is always pressed against the end of the rail 17 toward the piston.
  • the control device 10 calculates the number of rotations of the rotor 4, that is, the rotating shaft 7 based on information on the current flowing through the armature winding 1 of the stator 2 or an angle detected by a resolver, and the calculated rotor 4, that is, the rotating shaft.
  • the rotational speed of 7 reaches a predetermined threshold, driving of the variable thickness mechanism 6 is started.
  • the predetermined threshold value may be any one of a boundary value between the low-speed rotation speed and the high-speed rotation speed, an arbitrary value of the low-speed rotation speed, or an arbitrary value of the high-speed rotation speed.
  • the hydraulic pump 11 is operated to move the piston 12 so as to protrude from the piston fitting hole 5 a of the case 5, and the piston 12 moves the slider 16. Then, the rotor 4 is pushed along the rotation center axis 14 against the rotation axis 7 and moved against the urging force of the spring 18.
  • the maximum movement amount is about half of the axial length of the rotor 4. If driving of the variable thickness mechanism 6 is stopped, the operation of the hydraulic pump 11 is stopped and the pressing force against the piston 12 is eliminated, so that the urging force of the spring 18 causes the rotor 4 to move along the rotation center axis 14 via the slider 16. To the rotation axis 7 in the opposite direction.
  • the thickness of the stator 2 and the rotor 4 can be made variable.
  • the vehicle acceleration detected by the vehicle acceleration detector 21B is input to the control device 10, and the torque is detected from the vehicle acceleration by the control device 10. Then, it is determined whether it is moving properly, or the displacement detector 21A detects the displacement amount and inputs it to the control device 10 to determine whether it is moving properly.
  • the displacement amount obtained by the displacement amount acquisition unit 21C such as a higher-level control device may be input to the control device 10 to determine whether it is moving appropriately.
  • the pressing force generation mechanism 8 does not operate, the rotor 4 and the stator 2 are at the same position in the rotation axis direction, the effective thickness is maximized, and the armature intermingling magnetic flux is Maximum. Thereby, it becomes a characteristic of low rotation and high torque.
  • the pressing force generation mechanism 8 operates and the rotor 4 and the stator 3 are relatively moved in the direction of the rotation axis, so that the effective thickness can be reduced and the armature complex magnetic flux can be reduced. it can. Thereby, it becomes a characteristic of high rotation and low torque.
  • the horizontal axis represents the rotational speed and the vertical axis represents the torque.
  • the solid line indicates the characteristics when the rotor 4 and the stator 2 are in the same position.
  • a broken line shows the characteristic in the state which the rotor 4 and the stator 2 moved relatively and the position shifted.
  • variable thickness mechanism 6 by operating the variable thickness mechanism 6 during operation of the vehicle, it is possible to operate the torque or the rotational speed of the rotating electrical machine (motor) in a wide range.
  • the spring 18, that is, the reaction force generation mechanism 9 can be omitted as the variable thickness mechanism 6.
  • the variable thickness mechanism 6 is a push-pull mechanism that is rotatably connected to the rotor 4 and moves the stator 2 and the rotor 4 relatively forward and backward along the rotation center axis 14 of the rotor 4. It may be configured.
  • an electromagnetic solenoid can be exemplified.
  • variable thickness mechanisms 6 is not limited to one, and a plurality of variable thickness mechanisms 6 may be arranged around the rotation center axis 14.
  • variable thickness electric rotating machine 20 is configured as a permanent magnet synchronous rotating electric machine drive system provided with an inverter that intermittently outputs a motor as the control device 10.
  • the control device 10 is interlocked with the hydraulic pump 11 is conceivable.
  • the decrease in output means an analog decrease.
  • variable thickness mechanism 6 is not limited to the one that moves the rotor 4 but is connected to the stator 2 and moves the stator 2 along the rotation center axis 14 of the rotor 4 as shown in FIG. It can also be made.
  • the configuration of the variable thickness mechanism 6 is the same as that of the rotor 4.
  • the stator 2 is fixed to a slider 16A that slides on a rail 17A extending along the direction of the rotation center axis 14 of the rotation shaft 7.
  • the rail 17A is fixed to the case 5.
  • the reaction force generation mechanism 9 is configured by a spring 18A that is contracted between the other end (the right end in FIG. 6) of the slider 16A and the end (the right end in FIG. 6) of the rail 17A.
  • the other end of the slider 16A is always pressed toward the piston side against the end of the rail 17A by the biasing force of the spring 18A.
  • the hydraulic pump 11 is operated to move the piston 12A so as to protrude from the piston fitting hole 5b of the case 5, and the piston 12A moves the stator 2 along the rotation center axis 14 via the slider 16A. 7 against the biasing force of the spring 18A.
  • the hydraulic pump 11 When starting to drive the variable thickness mechanism 6, specifically, the hydraulic pump 11 is operated to move the piston 12A so as to protrude from the piston fitting hole 5b of the case 5, and the slider 12A is moved by the piston 12A. Then, the stator 2 is pushed against the rotating shaft 7 along the rotation center axis 14 and moved against the urging force of the spring 18A.
  • the maximum movement amount is about half of the axial length of the stator 2.
  • the vehicle drive device 200 is a horizontal type, that is, a shift in which the longitudinal direction of the vehicle and the transmission shaft 213 of the transmission 203 are orthogonally arranged.
  • the vehicle having the machine 203 is configured by a hybrid system in which the power transmission path of the electric motor 202 is connected to the shaft of the differential case 209 of the differential device 201.
  • the differential device 201 includes a first side gear 205 to which one end of the first drive shaft 204 is fixed, a second side gear 206 to which one end of the second drive shaft 210 is fixed, a first pinion gear 207, and a second pinion gear 208. And a differential case 209 and a ring gear 211.
  • the first pinion gear 207 and the second pinion gear 208 are engaged with each of the first side gear 205 and the second side gear 206 in the upper and lower directions in FIG.
  • a ring gear 211 that is rotatable about the central axes of the first drive shaft 204 and the second drive shaft 210 is fixed to the outside of the differential case 209 that rotatably supports the first pinion gear 207 and the second pinion gear 208.
  • the transmission shaft 213 of the transmission 203 is engaged with the ring gear 211 of the differential case 209 of the differential device 201 by a parallel gear 214.
  • a bevel gear 212 as an example of an orthogonal gear is fixed to the end of the differential case 209 on the first drive shaft 204 side, and the differential case 209 and the bevel gear 212 rotate integrally.
  • the bevel gear 212 meshes with a bevel gear 216 as an example of an orthogonal gear fixed to the rotating shaft 215 of the electric motor 202. Therefore, the electric motor 202 is connected to the differential device 201 by the bevel gear 216. That is, the electric motor 202 is directly connected not to the drive shafts 204 and 210 but to the differential case 209 of the differential device 201.
  • the electric motor 202 has a rotor 202b and a stator 202a connected to a rotating shaft 215.
  • the bevel gear 216 includes a bevel gear or a spiral bevel gear, a hypoid gear, and the like.
  • the rotation shaft 215 of the electric motor 202 is disposed so that the drive shafts 204 and 210 of the differential device 201 and the transmission shaft 213 of the transmission 203 are orthogonal to each other.
  • the drive shafts 204 and 210 of the differential device 201 and the transmission shaft 213 of the transmission 203 are arranged in parallel.
  • the electric motor 202 since the electric motor 202 is connected not to the upstream side of the transmission 203 but to the tire on the downstream side of the transmission 203, the transmission of the electric motor 202 with low transmission loss and high transmission efficiency can be achieved. Regeneration can be performed. In addition, the addition of the electric motor 202 can improve the fuel efficiency of the vehicle. Further, since the power transmission path of the electric motor 202 is connected on the shaft of the differential case 209 of the differential device 201, the vehicle can be electrically driven without greatly changing the internal structure of the existing transmission. .
  • FIG. 10 is a schematic configuration diagram showing a vehicle drive device 200 according to a modification of the third embodiment of the present invention.
  • This modified example is different from the third embodiment in the mechanism of connection between the differential device 201 and the electric motor 202. Differences will be mainly described, and the same members are denoted by the same reference numerals and description thereof is omitted.
  • the electric motor 202 can be connected to the differential device 201 with a parallel gear 222.
  • the parallel gear 222 includes a spur gear or a helical gear.
  • the parallel gear 222 includes a ring gear 211 of the differential case 209 of the differential device 201 and a parallel gear 213 ⁇ / b> A connected to the rotating shaft 215 of the electric motor 202.
  • the rotation shaft 215 of the electric motor 202, the drive shafts 204 and 210 of the differential device 201, and the transmission shaft 213 of the transmission 203 are arranged in parallel.
  • a unique effect of the modification of the third embodiment is that the transmission efficiency inherent to the gear meshing is higher than that of the orthogonal gear.
  • the vehicle drive device 513 As shown in FIG. 11, the vehicle drive device 513 according to the fourth embodiment of the present invention includes a Ravigneaux planetary gear 501, a friction clutch 502 and a friction brake 503, and the Ravigneaux planetary gear 501 includes On the other hand, by providing two systems of input paths and one system of output paths and adjusting the inputs of the two systems, the output of one system can be adjusted steplessly.
  • the Ravigneaux planetary gear 501 includes a first sun gear 504, a second sun gear 505, a first pinion gear 506, a second pinion gear 507, and a ring gear 508.
  • the first sun gear 504 meshes with the second pinion gear 507 and the first pinion gear 506 that are regulated by the same pinion carrier 509.
  • the second sun gear 505 is in mesh with the first pinion gear 506.
  • the first pinion gear 506 and the ring gear 508 are engaged with each other.
  • the first input path is connected to the second sun gear 505 and the second input path is connected to the first sun gear 504.
  • One output path is connected to the ring gear 508.
  • the first input path of the two systems of input paths is configured by connecting a first output shaft 515 of an engine 510 as an example of an internal combustion engine and a second sun gear 505. .
  • the second input path is configured by connecting a rotary shaft 516 that rotates integrally with a rotor 511 a of the electric motor 511 and a first sun gear 504.
  • a second output shaft 517 as an output path of one system is connected to the ring gear 508.
  • the friction clutch 502 and the friction brake 503 are also connected to a rotating shaft 516 that rotates integrally with the rotor 511a of the electric motor 511. When the battery power is exhausted, the friction clutch 502 and the friction brake 503 are used. Even if the electrical input from the electric motor 511 becomes zero, the engine 510 can be driven only.
  • the configuration of the friction clutch 502 and the friction brake 503 is the same as that of the friction clutch 314 and the friction brake 315 in FIG.
  • the friction clutch 502 regulates relative rotation between any two elements of the first sun gear 504, the second sun gear 505, the pinion carrier 509, and the ring gear 508, and the friction brake 503 is a pinion.
  • the relative rotation between the carrier 509 and the fixed end (the case of the vehicle drive device 513) 520 is restricted.
  • regulating means any of connecting members, disconnecting members, and sliding while sliding between members (half-clutch).
  • FIG. 12 is a collinear diagram of the operating state (stepless speed change, reverse rotation) of the vehicle drive device 513.
  • FIG. 13 is a collinear diagram of the operating state (fixed reduction ratio, reverse rotation) of the vehicle drive device 513.
  • FIG. 14 is an alignment chart of the operating state of the vehicle drive device 513 (continuously variable transmission, normal rotation).
  • FIG. 15 is an alignment chart of the operating state (fixed reduction ratio, normal rotation) of the vehicle drive device 513.
  • FIGS. 12 to 15 are collinear diagrams showing the dynamic relationship between the rotational speed and torque of each rotating element in the vehicle drive device 513.
  • the collinear charts of FIGS. 12 to 15 show that, in the horizontal axis X direction, four vertical lines are rotation elements, from the left, the second sun gear 505 of the Ravigneaux type planetary gear 501, the pinion carrier 509, and the ring gear 508.
  • the first sun gear 504 are two-dimensional coordinates indicating the relative rotational speed in the Y-axis direction, and one dotted diagonal line is connected to the rotational speed, that is, the output shaft.
  • the rotational speeds of the engine 510 and the electric motor 511 as an example are shown.
  • FIG. 12 shows a continuously variable transmission mode, in which the relationship between the rotation directions of the second sun gear 505 (input) and the ring gear 508 (output) is reversed. Further, by adjusting the rotational speed of the electric motor 511 connected to the first sun gear 504 and the rotational speed of the engine 510 connected to the second sun gear 505 while the pinion carrier 509 is free, an arbitrary reduction ratio can be obtained. And the value of the output at the ring gear 508 can be adjusted.
  • FIG. 13 shows the fixed reduction ratio mode, and the relationship between the rotation directions of the second sun gear 505 (input) and the ring gear 508 (output) is reversed. Further, when the brake 503 connected to the pinion carrier 509 is operated and the pinion carrier 509 is fixed, if the rotational speed of the engine 510 connected to the second sun gear 505 is determined, the reduction ratio is fixed and the first sun gear 504 is fixed. The rotational speed of the electric motor 511 connected to and the output value of the ring gear 508 are determined.
  • FIG. 14 shows the continuously variable transmission mode, and the relationship between the rotation directions of the second sun gear 505 (input) and the ring gear 508 (output) is the same direction rotation.
  • the rotation direction of the electric motor 511 connected to the first sun gear 504 is made the same as the rotation direction of the engine 510 connected to the second sun gear 505, so that the ring gear 508
  • the output is also in the same rotational direction, and an arbitrary reduction ratio can be obtained by adjusting the rotational speed of the electric motor 511 connected to the first sun gear 504 and the rotational speed of the engine 510 connected to the second sun gear 505.
  • the output value at the ring gear 508 can be adjusted.
  • FIG. 15 is a reduction ratio fixed mode, and the relationship between the rotation directions of the second sun gear 505 (input) and the ring gear 508 (output) is the same direction rotation. Further, by connecting the pinion carrier 509 and the first sun gear 504 with the clutch 502 connected to the pinion carrier 509, the reduction ratio is fixed to 1, and the rotational speed of the engine 510 connected to the second sun gear 505 is fixed. If determined, the rotational speed of the electric motor 511 connected to the first sun gear 504 and the output value of the ring gear 508 are determined.
  • the vehicle drive device 513 when used in combination with the existing transmission 512, the vehicle drive device 513 functions as a continuously variable sub-transmission, and the gear ratio width (ratio coverage) of the existing transmission 512 is increased. And the driving performance and fuel consumption of the vehicle can be improved. Further, since the vehicle drive device 513 functions as a continuously variable sub-transmission, a smooth operation can be realized. Further, by adding the electric motor 511, the fuel efficiency of the vehicle can be improved. Further, compared to the two-stage sub-transmission of Patent Document 3, according to the fourth embodiment, a continuously variable sub-transmission is used, so that a shift shock related to the shift of the sub-transmission or acceleration is not increased. It is possible to eliminate the user's discomfort based on the continuation.
  • the two input paths include an engine 510 in which the second sun gear 505 is the motor 511 as the first input path and the first sun gear 504 is an example of the internal combustion engine as the second input path.
  • the friction brake may be connected to the ring gear, and the output may be connected to the pinion carrier.
  • the two input paths include a second sun gear 505 as a first input path and a first motor 511 as a second input path and a first sun gear 504 as a second input path and a second motor, respectively.
  • the following effects can be obtained.
  • the motor when driving the vehicle, if the required driving force is small, the motor must use a region where the load is small and the efficiency is low.
  • the drive motor is more Driving in a high-efficiency region with high load and exceeding the driving force required for driving the vehicle can be generated by the other motor and stored as electrical energy.
  • the electrical energy stored here can be used later for driving the vehicle. Conversely, when the required driving force for driving the vehicle is large, the motor must use a region where the load is high and the efficiency is low. In such a case, by sharing the driving force between the first electric motor and the second electric motor, it is possible to reduce the load of each electric motor and to operate in a highly efficient region.
  • another engine may be added between the torsional vibration damper 521 and the second sun gear 505 so that the engine 510 can be disconnected.
  • the damper 521 is a damper for transmitting torque of the engine 510 and absorbing and damping torsional vibration.
  • the hybrid drive apparatus 620 can input a motor output to the output side of the forward / reverse switching mechanism in a vehicle having an automatic transmission of a type in which a forward / backward switching mechanism is arranged upstream of the transmission.
  • a hybrid function is imparted with a small modification range, and vehicle fuel efficiency is improved.
  • Patent Document 4 Japanese Patent Application Laid-Open No. 2013-16642 discloses a means for adding a motor to a continuously variable transmission to form a hybrid drive device on the opposite side of the engine from the pulley of the continuously variable transmission and the engine. Means have been proposed for arranging the motor coaxially with the rotation axis.
  • the fifth embodiment is intended to solve this problem.
  • the hybrid drive device 620 includes a forward / reverse switching mechanism (F / R) 601, a transmission (CVT or the like) 602, and outputs of the forward / reverse switching mechanism 601.
  • F / R forward / reverse switching mechanism
  • CVT transmission
  • An input path on the side and a motor 603 connected to the input path are included.
  • the transmission 602 is composed of CVT as an example.
  • the forward / reverse switching mechanism 601 includes a friction clutch 605, a friction brake 606, and a planetary gear 607.
  • the planetary gear 607 includes a sun gear 610, a pinion gear 611 that meshes with the sun gear 610, and a ring gear 612 that meshes with the pinion gear 611.
  • the input from the engine (E / G) 608 is input to the sun gear 610 of the planetary gear 607 via a starting device (T / C, that is, a torque converter or the like) 604.
  • a starting device that is, a torque converter or the like
  • An example of the starting device 604 is a torque converter.
  • the friction clutch 605 is connected to the sun gear 610 and the pinion gear 611.
  • the friction brake 606 is connected to the pinion gear 611.
  • the ring gear 612 is connected to the input shaft 613 of the transmission 602.
  • a gear 612a is formed on the outer peripheral surface of the ring gear 612 to serve as an input path. Specifically, the gear 612 a on the outer peripheral surface of the ring gear 612 meshes with a gear 631 fixed to the output shaft 630 of the motor 603, and the torque of the motor 603 is the ring gear 612 on the output side of the forward / reverse switching mechanism 601. Is input.
  • a gear 652 is fixed to the output shaft 651 from the transmission 602.
  • the gear 652 meshes with the gear 653 of the differential gear (Diff) 650.
  • a pair of drive shafts 654 is connected to the differential device 650.
  • the addition of the motor 603 can improve the running performance and fuel consumption of the vehicle. That is, the engine output can be reduced by using the motor 603 as auxiliary power in addition to the engine power.
  • the motor 603 can use the transmission gear ratio to expand the operating range, and the vehicle fuel consumption can be improved.
  • the clutch 605 and the brake 606 of the forward / reverse switching mechanism 601 can be released to cut off the output from the engine 608. Thereby, it is possible to eliminate engine friction loss and increase the amount of regenerative energy.
  • the outer peripheral surface of the ring gear 612 may be formed by a sprocket, and the output shaft 630 of the motor 603 may be connected via a chain. .
  • the input path of the forward / reverse switching mechanism 601 may be arranged on the side surface of the ring gear 612 or the input shaft 613 of the transmission 602.
  • a hybrid drive apparatus adds a start clutch function to a forward / reverse switching mechanism in a vehicle having an automatic transmission, omits a conventional start apparatus such as a torque converter or a clutch, and By disposing a motor in the space of the device and making it a hybrid drive device, vehicle fuel efficiency can be improved.
  • FIG. 18 is a schematic configuration diagram of a hybrid drive device according to the sixth embodiment.
  • FIG. 19 is a power path block diagram of a hybrid drive apparatus according to the sixth embodiment.
  • the hybrid drive device of the sixth embodiment includes a forward / reverse switching mechanism 701, a transmission 702, and a motor 705 connected to an output shaft 703 of the transmission 702 via a gear 704. It consists of and.
  • the motor 705 is disposed coaxially between the engine 706 and the transmission 702.
  • the forward / reverse switching mechanism 701 is composed of a friction clutch, a friction brake, and a planetary gear, as in FIG.
  • the planetary gear is composed of a sun gear, a pinion gear that meshes with the sun gear, and a ring gear that meshes with the pinion gear.
  • the input from the engine 706, that is, the output shaft 708 of the engine 706 is input to the sun gear of the planetary gear.
  • the friction clutch is connected to the sun gear and pinion gear.
  • the friction brake is connected to the pinion gear.
  • the ring gear is connected to the input shaft 707 of the transmission 702.
  • the friction clutch and the brake are a friction clutch and a brake added with the function of a vehicle starting clutch as described in the first embodiment.
  • the gear 704 for connecting the output shaft 703 of the transmission 702 and the motor 705 is configured as follows.
  • a large gear 731 and a small gear 732 are fixed to the output shaft 703.
  • the small gear 732 is connected to a differential device 734 connected to a pair of drive shafts 740 via a gear 733.
  • the large gear 731 meshes with the gear 735.
  • the rotating shaft 737 to which the gear 735 is fixed is disposed coaxially with the output shaft 708 of the engine 706 and is connected to the rotor 705 a of the electric motor (motor) 705.
  • An output shaft 708 of the engine 706 passes through the through hole 737a of the rotation shaft 737 so as to be freely rotatable.
  • the stator 705b is fixed to a case 739 of the hybrid drive device.
  • Reference numeral 745 in FIG. 19 is an engine torsional vibration damper.
  • the damper 745 is a damper for transmitting torque of the engine 706 and absorbing and damping torsional vibration.
  • the motor 705 by arranging the motor 705 coaxially with the input shaft 707 of the transmission 702, restrictions on the radial direction of the motor 705 are alleviated, and further, the motor with respect to the output shaft 703 of the transmission 702 is reduced.
  • the rotary shaft 737 of the 705 is in an offset position, it is possible to configure a speed reduction mechanism with the gear 704 or the like. Therefore, by arranging the motor 705 in the space where the conventional starting device is arranged, a hybrid drive device in a limited space can be realized. Further, by connecting the motor 705 to the output side of the transmission 702, the motor 705 can be used with high transmission efficiency without being affected by transmission loss. Further, the addition of the motor 705 can improve the running performance and fuel consumption of the vehicle.
  • FIG. 20 is a schematic configuration diagram of a hybrid drive device according to Modification (1) of the sixth embodiment.
  • FIG. 21 is a power path block diagram of the hybrid drive apparatus according to the modification (1) and another modification (3) of the sixth embodiment.
  • the torque of the motor 705 is transmitted between the damper 745 and the forward / reverse switching mechanism 701.
  • the first clutch 721 is released and connected by the second clutch 722
  • a first torque is transmitted or cut off between the motor 705 and the forward / reverse switching mechanism 701. While providing the clutch 721, you may make it provide the 2nd clutch 722 which transmits or interrupts
  • the first clutch 721 is provided between the motor 705 of the output shaft 708 of the engine 706 and the forward / reverse switching mechanism 701.
  • the clutch plate 721b of the first clutch 721 is connected to the output shaft 708 in the axial direction via a spline and fixedly connected in the rotational direction, and rotates integrally.
  • a clutch case 721 a of the first clutch 721 is fixed to a rotating shaft 737 connected to the rotor 705 a of the motor 705. Therefore, the first clutch 721 can transmit or block the torque from the motor 705 to the forward / reverse switching mechanism 701.
  • a gear 750 is fixed to the output shaft 703 of the transmission 702.
  • the gear 750 meshes with the gear 751 to which the clutch case 722a of the second clutch 722 is fixed.
  • the clutch plate 722b of the second clutch 722 is integrally connected to a spline formed on the outer peripheral surface of the clutch cover 721a of the first clutch 721 so as to be movable in the axial direction and fixed in the rotational direction. Therefore, the torque from the motor 705 can be transmitted to or cut off from the output shaft 703 of the transmission 702 by the second clutch 722.
  • the motor 705 is connected with the motor connecting / disconnecting clutch. Disconnection can reduce drive loss.
  • the motor 705 is output via the transmission 702 by providing a motor input path on the input side of the transmission 702 and connecting the first clutch 721, so that the operation of the motor 705 is performed.
  • the area can be enlarged.
  • the axial length of the first clutch 721 and the second clutch 722 is arranged in series in the axial direction. It can be shortened.
  • FIG. 22 is a schematic configuration diagram of a hybrid drive device according to another modification (2) of the sixth embodiment.
  • the second clutch 724 that transmits or interrupts the torque from the motor 705 between the motor 705 and the output shaft 703 of the transmission 702 may be provided.
  • FIG. 23 is a schematic configuration diagram of a hybrid drive device according to another modification (3) of the modification (1) of the sixth embodiment.
  • the first clutch 721 may be arranged on the inner periphery of the rotor 705a of the motor 705.
  • FIG. 24 is a schematic configuration diagram of a hybrid drive device according to another modification (4) of the modification (2) of the sixth embodiment.
  • the second clutch 723 that transmits or cuts off the torque from the motor 705 is provided between the motor 705 and the output shaft 703 of the transmission 702, and the second clutch 723 is further connected to the motor 705. You may make it arrange
  • a stator having armature windings;
  • a rotor that is rotatably attached to the stator and has a permanent magnet inside;
  • a permanent magnet synchronous type comprising: a variable thickness mechanism arranged in the case and configured to relatively move the stator and the rotor along the rotation center axis of the rotor based on the number of rotations of the rotor.
  • variable thickness mechanism is rotatably connected to the rotor and relatively moves the stator and the rotor along the rotation center axis of the rotor based on the number of rotations of the rotor.
  • the permanent magnet synchronous rotary electric machine according to the first aspect comprising a push-pull mechanism to be provided, is provided.
  • variable stacking mechanism is rotatably connected to the rotor, and a pressing force generating mechanism that applies a pressing force along a rotation axis direction to the rotor based on the number of rotations of the rotor, and the rotation A reaction force generation mechanism that is disposed on the opposite side of the rotor with respect to the child pressing force generation mechanism and generates a reaction force in a direction opposite to the pressing force acting along the rotation axis direction.
  • the permanent magnet synchronous rotary electric machine according to 1 or 2 is provided.
  • variable thickness mechanism is connected to the stator and moves the stator along a rotation axis direction of the rotor.
  • the permanent magnet synchronous rotary electric machine according to any one of the first to fourth aspects; There is provided a permanent magnet synchronous rotating electrical machine drive system comprising a control device that instantaneously, intermittently lowers or zeros the output of the rotating electrical machine when operating the variable thickness mechanism.
  • a vehicle drive device which is a hybrid system in which a power transmission path of an electric motor is connected to a differential device shaft of a differential device.
  • the transmission is provided with the vehicle drive device according to the sixth aspect, in which the front-rear direction of the vehicle and the axis of the transmission are orthogonally crossed.
  • the vehicle drive device according to a sixth aspect is provided, wherein the differential shaft and the power transmission path of the electric motor are connected using an orthogonal gear.
  • a gear comprising a gear disposed on the differential shaft and a gear disposed on an axis parallel to the differential shaft for connecting the power transmission path of the motor to the differential shaft.
  • a vehicle drive device comprising a pair, is provided.
  • a vehicle power transmission device including a forward / reverse switching mechanism with a start function to which a function of a vehicle start clutch is added is provided.
  • the forward / reverse switching mechanism with a starting function includes a planetary gear, a friction clutch and a friction brake, and a control mechanism that controls the engagement of the friction clutch and the friction brake.
  • a vehicle power transmission device is provided.
  • the friction clutch and the friction brake of the forward / reverse switching mechanism with a start function include an input side member and an output side member, and the input side member and the output side member are controlled by fastening control of the control mechanism. Relatively close and separable, At the time of starting, the input side member and the output side member are separated from the open state, and the input side member and the output side member are slipped and contacted with each other while relatively slipping.
  • the power transmission device for a vehicle according to the tenth or eleventh aspect, wherein the control mechanism is configured to control the friction clutch and the friction brake so as to move to an engagement state in which the output side member is relatively in contact. To do.
  • the capacity of the friction clutch and the friction brake of the forward / reverse switching mechanism with a start function is larger than the capacity of the friction clutch and the friction brake dedicated to the forward / reverse switch mechanism without a start function.
  • a vehicle power transmission device is provided.
  • the planetary gear provides the vehicle power transmission device according to the eleventh or twelfth aspect, wherein the planetary gear is a sun gear input and a ring gear output.
  • the planetary gear provides the vehicle power transmission device according to the eleventh or twelfth aspect, wherein the planetary gear is a ring gear input and a sun gear output.
  • the friction clutch provides the vehicle power transmission device according to the eleventh or twelfth aspect, which regulates relative rotation between the pinion carrier and the sun gear of the planetary gear.
  • the friction clutch provides the vehicle power transmission device according to the eleventh or twelfth aspect, which regulates relative rotation between the ring gear and the sun gear of the planetary gear.
  • the friction clutch provides the vehicle power transmission device according to the eleventh or twelfth aspect, which regulates relative rotation between the pinion carrier and the ring gear of the planetary gear.
  • the friction brake provides the vehicle power transmission device according to the eleventh or twelfth aspect, which restricts relative rotation between the pinion carrier of the planetary gear and the fixed end of the transmission.
  • An internal combustion engine as a power source for driving the vehicle;
  • a transmission A torsional vibration damper for transmitting the torque of the internal combustion engine to a transmission;
  • the forward / reverse switching mechanism with a starting function of the vehicle power transmission device according to any one of the tenth to eighteenth aspects, which is disposed between the internal combustion engine and the torsional vibration damper and the transmission.
  • a vehicle power transmission system is provided.
  • a vehicle power transmission system which further includes an electric motor disposed downstream of the internal combustion engine and the forward / reverse switching mechanism with a start function to constitute a hybrid system.
  • the transmission provides the vehicle power transmission system according to the nineteenth or twentieth aspect, wherein the transmission includes a pair of parallel shaft gears.
  • the transmission according to the nineteenth or twentieth aspect, wherein the transmission is configured by a plurality of planetary gears.
  • the transmission is configured by a pair of pulleys capable of adjusting a distance between opposing sheave surfaces and a belt-shaped member spanned between the pair of pulleys. Provide a power transmission system.
  • a twenty-fourth aspect of the present invention It consists of a Ravigneaux type planetary gear, a friction clutch and a friction type brake.
  • a Ravigneaux type planetary gear By providing two input paths and one output path for the Ravigneaux planetary gear, and adjusting the inputs of the two systems respectively.
  • a vehicle drive device that can adjust the output of one system steplessly.
  • the Ravigneaux planetary gear provides the vehicle drive device according to a twenty-fourth aspect, wherein the Ravigneaux type planetary gear includes a first sun gear, a second sun gear, a first pinion gear, a second pinion gear, and a ring gear. .
  • the first sun gear meshes with the second pinion gear and the first pinion gear regulated by the same pinion carrier, and the second sun gear meshes with the first pinion gear, and the first pinion gear and the ring gear mesh with each other.
  • a vehicle drive device according to the twenty-fifth aspect is provided.
  • the two input paths have a first input path connected to the second sun gear, a second input path connected to the first sun gear, and the one output path connected to the ring gear.
  • the vehicle drive device according to the twenty-fifth or twenty-sixth aspect is provided.
  • the two-system input path provides the vehicle drive device according to any one of the twenty-fourth to the twenty-seventh aspects, in which the first input path is connected to the internal combustion engine and the second input path is connected to the electric motor. To do.
  • the two-system input path provides the vehicle drive device according to the twenty-seventh aspect, in which the first input path is connected to the electric motor and the second input path is connected to the internal combustion engine.
  • the vehicle according to any one of the twenty-fourth to twenty-seventh aspects, wherein the two input paths are a first input path connected to the first motor and a second input path connected to the second motor, respectively.
  • a drive device is provided.
  • the friction clutch regulates relative rotation between any two elements of the first sun gear, the second sun gear, the pinion carrier, and the ring gear, and the friction brake is fixed to the pinion carrier.
  • a vehicle drive device according to a twenty-sixth aspect is provided, which regulates relative rotation of the ends.
  • a hybrid drive device including a forward / reverse switching mechanism, a transmission, an input path disposed on the output side of the forward / backward switching mechanism, and a motor connected to the input path.
  • the forward / reverse switching mechanism includes a friction clutch, a friction brake, and a planetary gear.
  • the planetary gear includes a sun gear, a pinion gear that meshes with the sun gear, and a ring gear that meshes with the pinion gear.
  • Engine input is input to the sun gear of the planetary gear via a starting device,
  • the friction clutch is connected to the sun gear and the pinion gear;
  • the hybrid drive apparatus according to a thirty-second aspect, wherein the friction brake is connected to the pinion gear, and the ring gear is connected to an input shaft of the transmission.
  • the hybrid drive apparatus according to a thirty-fourth aspect, wherein the starting device is a torque converter.
  • a hybrid drive apparatus according to a thirty-third aspect, wherein a gear is formed on the outer peripheral surface of the ring gear of the planetary gear to serve as the input path.
  • a hybrid drive apparatus according to a thirty-sixth aspect, wherein the output shaft of the motor is connected to the input path via a gear meshing with the gear on the outer peripheral surface of the ring gear.
  • the hybrid drive apparatus according to a thirty-third aspect, wherein the input path has an outer peripheral surface of the ring gear formed of a sprocket, and an output shaft of the motor is connected via a chain.
  • the hybrid drive apparatus according to a thirty-eighth aspect of the present invention, wherein the input path is disposed on a side surface of the ring gear.
  • the hybrid drive apparatus according to a thirty-second aspect, wherein the input path is disposed on an input shaft of the transmission.
  • a hybrid drive device including a forward / reverse switching mechanism, a transmission, and a motor connected to an output shaft of the transmission via a gear.
  • the hybrid drive apparatus according to the fortieth aspect, wherein the motor is disposed coaxially between the engine and the transmission.
  • the forward / reverse switching mechanism includes a friction clutch, a friction brake, and a planetary gear.
  • the planetary gear includes a sun gear, a pinion gear that meshes with the sun gear, and a ring gear that meshes with the pinion gear.
  • the engine input is input to the sun gear of the planetary gear,
  • the friction clutch is connected to the sun gear and the pinion gear;
  • the friction brake is connected to the pinion gear;
  • the ring gear provides the hybrid drive device according to the forty-first aspect, which is connected to an input shaft of the transmission.
  • the hybrid drive apparatus according to a forty-second aspect, wherein the friction clutch and the brake are a friction clutch and a brake to which a function of a vehicle starting clutch is added.
  • a second clutch for transmitting or blocking torque from the motor between the motor and the forward / reverse switching mechanism, and for transmitting or blocking torque from the motor between the motor and the transmission;
  • a hybrid drive device according to any one of the 40th to 43rd aspects is provided.
  • the hybrid drive apparatus according to a forty-fourth aspect, wherein the first clutch and the second clutch are arranged on concentric inner and outer peripheries.
  • the hybrid drive apparatus according to a 44th aspect, wherein the first clutch and the second clutch are arranged coaxially between the motor and the forward / reverse switching mechanism.
  • the hybrid drive according to the 44th aspect wherein the first clutch is disposed on an inner periphery of the motor, and the second clutch is disposed coaxially between the motor and the forward / reverse switching mechanism. Providing equipment.
  • hybrid drive device according to any one of the 40th to 43rd aspects, further comprising a second clutch that transmits or cuts off torque from the motor between the motor and the transmission.
  • the second clutch provides the hybrid drive device according to the forty-eighth aspect, wherein the second clutch is arranged coaxially between the motor and the forward / reverse switching mechanism.
  • the second clutch provides the hybrid drive device according to the 48th aspect, which is disposed on the inner periphery of the motor.
  • the vehicle power transmission device and the vehicle power transmission system according to the present invention are required to reduce the space by integrating the functions of the starting device and the forward / reverse switching mechanism, which are conventionally configured as separate parts, as one device. Even in a limited space, it is possible to construct a hybrid system, which is useful for various vehicles including small cars.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Ce dispositif de transmission de force motrice pour véhicules est pourvu d'un mécanisme de commutation avant/arrière équipé d'une fonction de démarrage (312) qui ajoute une fonction d'embrayage de démarrage de véhicule à un véhicule pourvu d'une transmission (311). En outre, ce système de transmission de force motrice pour véhicules est pourvu : d'un moteur à combustion interne (331), c'est-à-dire une source de force motrice permettant d'entraîner le véhicule; de la transmission (311); d'un amortisseur de vibrations de torsion (332) qui transmet le couple du moteur à combustion interne (331) à la transmission (311); et du mécanisme de commutation avant/arrière équipé d'une fonction de démarrage (312) du dispositif de transmission de force motrice pour véhicules qui est disposé entre la transmission (311), et le moteur à combustion interne (331) et l'amortisseur de vibrations de torsion (332).
PCT/JP2016/080394 2015-10-20 2016-10-13 Dispositif de transmission de force motrice pour véhicules, et système de transmission de force motrice pour véhicules Ceased WO2017069040A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201680060742.0A CN108141105B (zh) 2015-10-20 2016-10-13 车辆用动力传递装置及车辆用动力传递系统
DE112016004789.4T DE112016004789T5 (de) 2015-10-20 2016-10-13 Kraftübertragungsvorrichtung für Fahrzeug und Kraftübertragungssystem für Fahrzeug
US15/769,232 US10724616B2 (en) 2015-10-20 2016-10-13 Power transmission apparatus for vehicle and power transmission system for vehicle

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2015206491 2015-10-20
JP2015-206491 2015-10-20
JP2016-183438 2016-09-20
JP2016183438A JP2017078508A (ja) 2015-10-20 2016-09-20 車両用動力伝達装置及び車両用動力伝達システム

Publications (1)

Publication Number Publication Date
WO2017069040A1 true WO2017069040A1 (fr) 2017-04-27

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PCT/JP2016/080394 Ceased WO2017069040A1 (fr) 2015-10-20 2016-10-13 Dispositif de transmission de force motrice pour véhicules, et système de transmission de force motrice pour véhicules

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022209625A1 (fr) * 2021-03-31 2022-10-06 株式会社アイシン Dispositif d'entraînement pour véhicule
WO2023127107A1 (fr) * 2021-12-28 2023-07-06 本田技研工業株式会社 Véhicule à selle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0937411A (ja) * 1995-07-19 1997-02-07 Aisin Aw Co Ltd 車輌用駆動装置
JPH09236139A (ja) * 1996-02-29 1997-09-09 Toyota Motor Corp 自動変速機の制御装置
JP2007192351A (ja) * 2006-01-20 2007-08-02 Nissan Motor Co Ltd 自動変速機用発進要素のスリップ締結制御装置
JP2009001126A (ja) * 2007-06-20 2009-01-08 Toyota Motor Corp ハイブリッド駆動装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0937411A (ja) * 1995-07-19 1997-02-07 Aisin Aw Co Ltd 車輌用駆動装置
JPH09236139A (ja) * 1996-02-29 1997-09-09 Toyota Motor Corp 自動変速機の制御装置
JP2007192351A (ja) * 2006-01-20 2007-08-02 Nissan Motor Co Ltd 自動変速機用発進要素のスリップ締結制御装置
JP2009001126A (ja) * 2007-06-20 2009-01-08 Toyota Motor Corp ハイブリッド駆動装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022209625A1 (fr) * 2021-03-31 2022-10-06 株式会社アイシン Dispositif d'entraînement pour véhicule
JP7485207B2 (ja) 2021-03-31 2024-05-16 株式会社アイシン 車両用駆動装置
WO2023127107A1 (fr) * 2021-12-28 2023-07-06 本田技研工業株式会社 Véhicule à selle

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