• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A drive device for a hybrid vehicle that aims to shorten the axial dimension, improve the centering accuracy of the rotor, and prevent a decrease in motor performance. The rotor support plate 15 has a flat disc portion 15b, which is fixed to the front cover 32 of an oscillation device 5 such as a torque converter by a set block 67 and a bolt 69 at the disc portion. It is. In the front part of this oscillation apparatus, the center piece 33 is fitted to the crankshaft 3, and centering is supported. In the narrow range 33c near the fixing plane P between the disc portion 15b and the set block 67, the support plate hub 15a abuts on the center piece 33 so that the rotor 13 is centered. have.
    公开号:KR20040030427A
    申请号:KR10-2003-7005032
    申请日:2002-08-09
    公开日:2004-04-09
    发明作者:오모테겐지；와쿠타사토루
    申请人:아이신에이더블류 가부시키가이샤；
    IPC主号:
    专利说明:

    Drive device for hybrid vehicle
    [2] Conventionally, both an engine and a motor generator are attached to an automatic transmission, and when driving or accelerating, the driving force of both the engine and the motor generator is transmitted to the transmission, and the motor generator is used as a generator when driving or braking with a steel plate. The driving device for a parallel hybrid vehicle which functions to complement the engine brake effect, regenerates braking energy to improve fuel efficiency and reduces exhaust gas emissions is disclosed, for example, in Japanese Patent Application Laid-Open No. 5-24447 (prior art). 1) or US Patent No. 5,789,823 (Prior Art 2) or Japanese Patent Application Laid-Open No. 2000-272362 (Prior Art 3).
    [3] In the prior arts 1 and 2, the rotor of the motor is directly fixed to the torus outer diameter of the torque converter, and a stator is disposed on the outer diameter side thereof. The rotor is supported through a bearing, and the stator is arranged by being fixed to the motor housing on the outer diameter side of the rotor.
    [4] When the rotor is directly fixed to the torus of the torque converter, centering of the rotor (centering) with respect to the torque converter is performed by the inner circumferential surface of the rotor and the torus outer diameter surface, but the torus outer diameter surface of the torque converter is a diameter. Due to this size, the machining accuracy is poor, and the machining accuracy between the rotor inner circumferential surface and the torque converter outer diameter is misaligned between the rotation center of the rotor and the torque converter, and the rotor is deformed by centrifugal hydraulic pressure or charging pressure. The position will move. Therefore, in order to avoid interference, the rotor and the stator need to take large gaps (air gaps) therebetween, which leads to deterioration of motor performance.
    [5] On the other hand, in the conventional art 3, since the rotor is supported by the bearing through the motor housing, it is possible to reliably set the positional relationship between the rotor and the stator, so that deterioration of the motor performance due to the increase of the air gap can be avoided. In order to support the rotor to the motor housing, it is necessary to extend the side wall of the motor housing in the inner diameter direction between the engine, and with the arrangement of the bearings, an enlargement of the hybrid drive device, in particular, an axially long structure will result. .
    [6] Accordingly, an object of the present invention is to provide a hybrid vehicle drive device which can shorten the axial dimension of the drive device, improve the centering accuracy of the rotor, and prevent the deterioration of motor performance.
    [1] BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device for a parallel type hybrid vehicle in which an engine and a motor are connected to each other as a power source, and more particularly, to a drive device for a hybrid vehicle in which a motor is attached to an automatic transmission.
    [33] 1 is a cross-sectional view showing a drive device for a hybrid vehicle to which the present invention is applied.
    [34] 2 is an enlarged cross-sectional view showing the main portion thereof.
    [35] 3 is a schematic view showing the support accuracy of the rotor.
    [36] 4 is a cross-sectional view showing an embodiment applied to an oscillation device having a wet multi-plate clutch and a damper spring.
    [7] The present invention according to claim 1 includes an automatic transmission (1) having an oscillator (5) (5 2 ), a motor (2) having a stator (12) and a rotor (13), and the motor and In the drive device for a hybrid vehicle, wherein the output device from the engine is configured to be input to the oscillation device, the oscillation devices 5 and 5 2 are provided with a front cover 32 and a center piece protruding forward of the front cover. (center piece; 33), the center piece is supported by centering on the output shaft (3) of the engine, and the rotor (13) has a support plate (15) for supporting the rotor, It has a disc portion 15b extending in the inner diameter direction, and is configured to abut on the center piece 33 at the small diameter side portion 15a of the disc portion, and to be fixed to the front cover at the disc portion 15b. It is a drive device for a hybrid vehicle, characterized in that.
    [8] According to this invention of Claim 1, since the rotor of a motor is centered in the center piece which is a small diameter part in the disc part of a support plate, compared with supporting this rotor in the outer diameter side of oscillation apparatuses, such as a torque converter, Eccentricity can be made small.
    [9] In addition, since the center piece of the oscillator is centered on the engine output shaft and the oscillation of the oscillator is smaller on the engine side, the amount of eccentricity of the rotor centered on the center piece can be reduced. Together, the drive device for the hybrid vehicle can be made compact, in particular, the axial dimension can be shortened, the amount of eccentricity of the rotor can be reduced, and the air gap between the rotor and the stator can be set small, thereby improving motor performance. Improvement can be aimed at.
    [10] In the present invention according to claim 2, the disc portion 15b of the disc support portion 15b of the rotor support plate 15 and the contact portion 33c of the center piece 33 are fixed to the front cover 32. It exists in the drive device for hybrid vehicles of Claim 1 which is the comparatively narrow part of planar extension line P vicinity.
    [11] According to the present invention of claim 2, the rotor support plate disc portion is centered against the center piece in a narrow range near the fixation plane extension line with the front cover, so that the rotor support plate is forced against a relative inclination with respect to the center piece. Without this, even if a relative inclination occurs between the center piece due to the planar accuracy of the front cover and the disc surface, this inclination is allowed, thereby preventing the adverse influence on the support accuracy of the rotor due to a forced inclination, thereby providing a centering accuracy. Can improve.
    [12] In the present invention according to claim 3, the front cover 32 has an inner diameter portion 32a that is disposed substantially parallel to the disc portion 15b of the rotor support plate 15, and the outer diameter side of the inner diameter portion. In the drive device for a hybrid vehicle according to claim 1 or 2, wherein the disc portion 15b of the rotor support plate 15 is configured to be fixed (67, 69).
    [13] According to the present invention according to the third aspect, since the rotor support plate is fixed on the outer diameter side of the inner diameter portion of the front cover of the oscillation device, torque transmission can be performed at a part away from the center, and the front cover and the support plate are fixed and connected. Even if the strength of the part is small, this connection part can be made compact and lightweight.
    [14] The present invention according to claim 4 has a fixing member (4, 26, 52) to which the stator (12) of the motor (2) is fixed while being integrally fixed to the engine main body.
    [15] The outer edges 32 and 57 of the oscillation device having the center piece 33 are supported by one of the center pieces 33 on the output shaft of the engine, and the other portion 59 is fixed to the fixing member 52. In the drive device for a hybrid vehicle according to any one of claims 1 to 3, which is configured to be supported).
    [16] According to the present invention according to claim 4, the outside of the oscillation device is supported by the engine and the fixing member integral with the engine body in a two-arm supporting structure, and the rotor integral with the peripheral body is supported by the fixing member with high centering accuracy. In addition to the stator fixed to the fixing member, the gap (air gap) between the rotor and the stator is set small, and the motor performance can be improved.
    [17] In the present invention according to claim 5, the motor housing 4, the oscillator housings 26 and 26 2 , and the mission case 19 are sequentially arranged to form an integrated case from the side where the engine is located. The stator 12 is fixed to (4), the engine output shaft 3 is rotatably supported by the engine main body, and the pump case 52 is fitted to the inner circumferential surface 26a of the integrated case, The pump case is fixed to the integrated case, and the oscillator 5 has an outline composed of the front cover and rear covers 57 and 57 2 integrally fixed to the front cover. The front part is supported by the engine output shaft 3 at the center piece 33 and the rear part of the outer part is supported by the pump case 52 at the hubs 59 and 59 2 integral with the rear cover. Configured in any one of claims 1 to 4 The drive device for a hybrid vehicle described.
    [18] According to the present invention according to the fifth aspect, the oscillation device is supported by the engine output shaft at its front portion at the center piece, and its rear portion is supported by the pump case at the hub of the rear case, and the engine output shaft and the pump case are integrally formed. The rotor, which is integrally fixed to the oscillator, is supported with high centering accuracy because it is supported by the engine body, motor housing, oscillator housing, and mission case, which are coupled to the oscillator. In addition to the stator fixed to the motor housing, the air gap between the rotor and the stator is set small, and the motor performance can be improved.
    [19] In the present invention according to claim 6, the disc portion 15b of the rotor support plate 15 includes an inner diameter side portion 15b 2 from a portion 15e fixed to the front cover 32, and an outer diameter side portion 15b 1. The drive device for a hybrid vehicle according to any one of claims 1 to 5, which is configured to have a thickness thinner than).
    [20] According to the present invention according to the sixth aspect, the disc of the rotor support plate has an outer diameter side portion in which torque acts between the rotor and the oscillation device to have a thick thickness so as to have sufficient strength, and an inner diameter side portion in which the torque does not act. Since the rotor has a thin thickness structure corresponding to the centering load, the rotor can be reduced in weight.
    [21] In the present invention according to claim 7, the disc portion 15b of the rotor support plate is configured such that an omitted hole 15f is formed in the inner diameter side portion 15b 2 from the portion 15e fixed to the front cover 32. It is in the drive device for hybrid vehicles of any one of Claims 1-6.
    [22] According to the present invention according to the seventh aspect, since the inner diameter side of the disc portion of the rotor support plate is not involved in the transmission torque, the omitted hole can be drilled to reduce the weight of the rotor.
    [23] In the present invention according to claim 8, the torque of the engine output shaft is between the torque transmission member, the disc portion, and the front cover via the torque transmission member 7 between the engine output shaft 3 and the rotor support plate 15. The drive device for a hybrid vehicle according to claim 3, which is configured to be transmitted to the oscillation device through a fixing portion of a.
    [24] According to this invention of Claim 8, since a torque is transmitted to the fixed part which connects and fixes a rotor support plate and an oscillation device through the torque transmission member from an engine output shaft, the inner diameter side is more than the said fixed part of an original part of an engine output shaft. The torque from the device does not work, and if it corresponds to the centering load, it is sufficient, and the strength is not required, so that the weight can be reduced.
    [25] The invention according to claim 9 is the drive device for a hybrid vehicle according to claim 8, wherein the torque transmission member is made of a flex plate 7 (10) having flexibility.
    [26] According to this invention of Claim 9, since the said torque transmission member consists of a flex plate, the influence by the double vibration of an engine output shaft, etc. can be reduced, and a rotor support plate and an engine output shaft can be connected, and this engine output shaft is connected. The influence of the rotor support accuracy by this can be reduced.
    [27] The present invention according to claim 10 is the drive device for a hybrid vehicle according to any one of claims 1 to 9, wherein the oscillation device includes a fluid transmission device (5).
    [28] The torque transmission is preferably a torque converter, but is not limited thereto, and includes a fluid joint (fluid coupling) and the like.
    [29] According to the present invention according to the tenth aspect, since the fluid transmission device is used as the oscillation device, it is possible to set the engine to any of the stopped state and the rotated state at the time of stopping the vehicle, and it is possible to automatically switch the two states without switching. It is also possible to easily generate a creep from the motor and to produce a filling similar to the conventional automatic transmission even when the engine is stopped when the vehicle is stopped. By this high, the reliability of the drive device for a hybrid vehicle can be improved.
    [30] The invention according to claim 11 is the drive device for a hybrid vehicle according to any one of claims 1 to 9, wherein the oscillation device includes an oscillation clutch 90 and a damper device 91.
    [31] According to this invention of Claim 11, since an oscillation apparatus has an oscillation clutch and a damper apparatus, it can be comprised compared with fluid transmission apparatuses, such as a torque converter, and can be comprised compactly, and even if a torque converter is not mounted, a motor at the time of oscillation is carried out. The torque can be assisted to increase the torque.
    [32] In addition, although the code | symbol in the said parenthesis is for contrast with drawing, it does not affect the structure described in the claim at all by this. In addition, in this invention, a motor is not only the so-called narrow-minded motor which converts electric energy into rotational motion, but also includes the so-called generator which converts rotational motion into electrical energy, and is also an engine. The term means converting fuel-burning energy into rotational motion, and includes a gasoline engine, an easel engine, and the like.
    [37] EMBODIMENT OF THE INVENTION Hereinafter, 1st Embodiment which concerns on this invention is described according to drawing. BRIEF DESCRIPTION OF THE DRAWINGS It is sectional drawing which shows an example of the structure of the drive device for hybrid vehicles which concerns on this invention, and FIG. 2 is a figure which shows the principal part of the drive device for hybrid vehicles. The drive device 1 for a hybrid vehicle shown in the figure is provided with a motor generator 2 attached to a torque converter (oscillator) portion of a conventional automatic transmission (A / T), and includes an internal combustion engine such as a gasoline engine ( While the output of only the engine output shaft 3 is input, the motor generator (motor) 2 which consists of a brushless DC motor etc. accommodated in the motor housing 4, these engines, and the motor generator ( It is equipped with the automatic transmission A to which the driving force from 2) is transmitted. That is, in the drive device 1 for a hybrid vehicle according to the present invention, the motor generator 2, the torque converter 5 of the automatic transmission A, and the multi-stage transmission mechanism 6 are sequentially arranged from the engine side.
    [38] In the internal combustion engine, the crankshaft (engine output shaft) 3 is extended to the automatic transmission A, and a flexible drive plate 7 is fixed to the front end of the crankshaft 3 by a bolt 9. have. In addition, flexible input plates 10 are arranged at positions opposite to the drive plates 7 in a state where the leading ends thereof are fixed and connected to each other by bolts 11, and on these plates 7 and 10, respectively. The flex plate is comprised by this. And the hole part (recession part) 3a is provided in the cross section of the crankshaft 3 of an internal combustion engine (it mentions later).
    [39] On the other hand, the motor generator 2 has a stator 12 and a rotor 13. Among these, the rotor 13 is comprised by the many laminated board 13a in which the permanent magnet was embedded, and the support board 15 which fixes and supports these laminated board 13a. The support plate 15 includes a cylindrical hub 15a disposed at the rotational center thereof, a disc portion 15b extended to the hub 15a and disposed to conform to the drive plate 7, and a disc. It consists of the cylindrical support part 15c extended in the outer periphery of the part 15b, and the said laminated board 13a is supported by the support part 15c in the axial direction.
    [40] A plurality of iron cores 12a are fixed to the motor housing 4 so as to face the laminated plate 13a of the rotor with a slight distance therebetween, and coils 12b are wound around these iron cores 12a so that the stator 12 Consists of. And this stator 12 is set as large as possible in the range which does not lower the minimum ground height of a vehicle, and it aims at multipolarization, and the predetermined output is ensured. In addition, the laminated plate 13a of the rotor 13 has a strength that can withstand centrifugal force sufficiently, and the void (air gap) C as small as possible in a range that does not cause interference with the stator 12. (Preferably in FIG. 2).
    [41] A part of the input plate 10 mentioned above extends to the outer diameter side through the side of the stator 12 of the motor generator 2, and this tip 10a of this plate extension part is comb-shaped. It is cut off. The sensor 17 is arrange | positioned in the position which opposes the said plate cut part 10a in the motor housing 4, The said motor generator 2 based on the detection of the extension part of the said plate by this sensor 17 Is to detect the phase of the rotor 12. The sensor 17 is disposed on the tip (engine side) of the motor housing 4 in the outer diameter direction, and the detection portion is disposed on the recessed portion formed in the outer diameter projecting portion 4a of the motor housing 4. It is. This sensor 17 is for precisely detecting the rotational position of the rotor 13 and controlling the timing of the current flowing through the stator 12. The rotational position of the rotor 13 is controlled by such a sensor 17. , The performance of the motor generator 2 can be ensured, and the reverse rotation at the start can be reliably prevented, and a special axial space for installing the sensor 17 is not required. Therefore, it is possible to prevent the entire length from becoming longer.
    [42] On the other hand, the above automatic transmission A is constituted by a torque converter (fluid transmission) 5 and a multistage transmission mechanism 6. Among these, the multi-speed transmission mechanism 6 is accommodated in the mission case 19 and the rear case 20, and is parallel to the peripheral speed mechanism part 22 coaxially arranged on the input shaft 21 and the input shaft. An FF (sub-transmission mechanism part 25 arranged coaxially on the counter shaft 23 and a differential device 26 coaxially arranged on the front wheel drive shaft) and housed in an integral case 19 in which they can be divided (FF) Front engine / front drive) type.
    [43] In addition, the torque converter 5 which is an oscillation device is housed in the converter (oscillator) housing 26 as shown in detail in FIG. 2, and the lockup clutch 27, the turbine runner 29, and the pump impeller 30 are provided. ), The stator 31, and the front cover (front portion of the torus) 32 disposed to cover the stator 31, and the center piece 33 is located at the center of rotation of the cover 32 outside thereof. It is fixed.
    [44] Among these, the front cover 32 extends in the disk-shaped inner diameter part 32a arrange | positioned along the disk part 15b of the rotor 13, and the outer edge part of this inner diameter part 32a, and is supported by the said support part ( An outer diameter fixed to the pump impeller 30 while being formed so as to conform to the outer shape of the turbine runner 29 by being installed in the middle portion 32b of the tubular shape arranged to comply with 15c). Part 32c. The stator 12 and the rotor 13 are disposed at positions substantially aligned (overlapping) on the outer diameter side of the middle portion 32b of the front cover 32. The rotor support plate 15 is centered and supported so as to have a predetermined gap D between the inner peripheral surface of the support portion 15c of the rotor support plate 15 and the outer peripheral surface of the front cover middle portion 32b.
    [45] The lock-up clutch 27 is accommodated and arranged on the inner diameter side of the middle portion 32b of the front cover 32, and the spline 35 extending in the axial direction on the inner circumferential surface of the middle portion 32b of the front cover 32. ) Is integrally formed. A plurality of external friction plates 37 are engaged with this spline, and the snap ring 39 prevents the external friction plates 37 from being pulled out. Furthermore, the piston plate 40 is disposed between the inner circumferential surface of the intermediate portion 32b and the outer circumferential surface of the lock-up piston hub 33a integrated with the center piece 33 so as to be movable in an oil-tight shape. It is. In addition, a hub 41 connected to the turbine runner 29 is splined to an input shaft 21 near the lock-up piston hub 33a, and two disks 42 are fixed to the hub 41. It is. A clutch hub 43 is supported on the disk, and a damper spring 45 is interposed between the disk and the clutch hub 43 to form a spring damper that absorbs shock rotation. The clutch hub 43 extends in the outer diameter direction and is bent in the axial direction, and the inner friction plate 46 is coupled to the spline formed in the bent portion. In other words, the outer friction plate 37 and the inner friction plate 46 constitute a multi-plate clutch for the lockup clutch. Then, by supplying or releasing a predetermined hydraulic pressure to the oil chamber formed in the piston plate 40 and the front cover inner diameter portion 32a, the piston plate 40 is moved to the outer friction plate of the piston plate 40. It is comprised so that the pressing force to 37 can be controlled and the connection, release, or slip of the friction plates 37 and 46 can be controlled.
    [46] The lock-up clutch 27 is configured to have a diameter smaller than that of the torus consisting of the periphery of the turbine runner 29 and the pump impeller 30 of the torque converter 5. It is arrange | positioned so that the said friction plate may be located in a part. In addition, although the lockup clutch 27 is a small diameter which can be accommodated inside the motor generator 2, as a multi-plate clutch, even when both sides of the motor generator 2 and the internal combustion engine are driven, their driving force is surely ensured. It has a torque capacity to transmit to the input shaft 21.
    [47] On the other hand, an oil pump 50 is disposed between the torque converter 5 and the multi-stage transmission mechanism 6. The converter housing 26 and the mission case 19 are integrally coupled with a plurality of bolts 51 and combined with the motor housing 4 to form an integrated case. In addition, the pump case 52 has a large number of pump cases 52 in the mission case. Is integrally coupled by a bolt 53, and a pump cover 55 is integrally coupled to the pump case by a bolt 56. The pump case 52 is configured in an oil-tight state with its outer circumferential surface 52a fitted to the inner circumferential surface 26a of the converter housing 26 and positioned therein, and with an O-ring 54 interposed therebetween. In addition, the outer surface of the pump impeller 30 is welded to the front cover 32, the rear cover 57 is integrally installed, and an inner diameter portion of the rear cover is provided with a sleeve-type impeller hub 59 for welding. It is fixed integrally by The rear cover 57 is integrally fixed to the front cover 32 by welding, and constitutes an outer portion (torus) of the torque converter 5.
    [48] The impeller hub 59 integrated with the rear cover is rotatably supported by the bush 60 on the inner circumferential surface of the cylindrical portion 52a of the pump case 52 integrated with the cases 26 and 19. Together with the rotor 50a of the oil pump 50 at its distal end. That is, the outer rear part of the torque converter 5 is rotatably supported by the pump case 52 integrated with the converter housing 26 via the bushing 60.
    [49] Further, the stator 31 is connected to the one-way clutch 61, and the inner race 61a of the one-way clutch is splined to the sleeve shaft 62, and the tip portion of the sleeve shaft is the pump cover. It is fixed by being splined to 55. In addition, an oil seal 63 is inserted between the impeller hub 59 and the pump case 52, and the sleeve shaft 62 and the input shaft 21 in the inner diameter portion of the oil pump 50. ), The input shaft 21 is indirectly supported by the pump shaft 52 and the cover 55 via the sleeve shaft 62 between the bushes or the needles 65. On the other hand, the rear end part of the input shaft 21 is supported by the hub 66a formed in the rear case 20 via the bearing 66 (refer FIG. 1).
    [50] The tip end of the input shaft 21 is fitted into the hole 33b formed in the center piece 33 of the torque converter so that the O-ring abuts, so that the center piece 33 is the rear hole 33b. ) Is sandwiched between the input shaft 21 and the crankshaft 3 by fitting the front part into the hole 3a of the crankshaft 3. That is, the outer front part of the torque converter 5 is supported by the crankshaft 3 via the center piece 33. The crankshaft 3 is rotatably supported by an engine body (including an engine block and an engine case; not shown) via a bearing such as metal.
    [51] In the center piece 33, the central portion of the protruding portion is inflated, and the hub 15a of the rotor support plate 15 abuts on the inflated portion 33c. This support plate 15 is supported. In addition, the tip end portion of the protruding portion of the center piece 33 is also inflated, and the center piece 33 is supported by abutting the hole 3a of the crankshaft 3 in this inflated portion 33d. That is, the rotor support plate 15 is formed in a substantially flat shape and is regulated against inclination with each other by abutting a relatively narrow range of the bulging portion 33c of the center piece 33 and the axial direction of the hub 15a. It is supported by centering (centering) in the small diameter part according to the inner diameter of the rotor 13, without being tilted integrally like a pressure. In addition, the center piece 33 is also allowed to be inclined by the inflating portion 33d so as to be center-aligned (centered) to the crankshaft 3.
    [52] In addition, a set block 67 is fixed to an outer diameter side portion of the inner diameter portion 32a of the front cover 32, and the rotor support plate 15 is attached to a screw hole 67a formed in the set block 67. The bolts 69 are screwed and fastened through the holes 15e and the holes 10b of the input plate 10, so that the front cover 32, the rotor support plate 15 and the input plate 10 are integrally fixed. It is. The rotor support plate 15 and the input plate 10 are also integrally fixed by the bolt 70. As a result, the rotor 13 is connected at the outer diameter side of the front cover 32, so that a large torque can be transmitted with a small force, as compared with the connection at the central portion, and the set block 67, the bolt 69, and the like. The fixing part (connection part) of the is compactly configured, and the weight can be reduced.
    [53] Disk portion (15b), the outer diameter side (15b 1), a is formed to a thicker thickness, and the inner diameter side (15b 2) of the fixed locations (15e) by the bolt 69 of the rotor support plate 15 is, While being formed with a relatively thin thickness, a predetermined number of omitted holes 15f are formed. Thereby, the torque transmission between the motor generator 2 and the torque converter 5 is performed through the thick part 15b 1 of the support plate 15, and the inner diameter side is larger than the fixed place which does not participate in torque transmission. If sufficient strength is secured for the centering of (13), the thickness is reduced, the omission hole 15f is formed, and the weight is reduced.
    [54] Next, the operation of the drive device 1 for the hybrid vehicle described above will be described.
    [55] Now, when the vehicle is in a stopped state, when the driver switches on the ignition pedal (not shown) and the driver presses the accelerator pedal (low throttle opening), a current flows from the battery not shown in the motor generator 2 to the motor. Generator 2 functions as a motor. That is, when the controller (not shown) causes a current to flow in the coil of the stator 12 at an appropriate timing based on the signal from the sensor 17 (position of the rotor 13), the rotor 13 also moves forward. Although rotating at high efficiency, the rotational driving force is transmitted to the torque converter 5 through the support plate 15, the bolt 69, and the set block 67, and is increased at a predetermined torque ratio in the torque converter 5. It is then transmitted to the input shaft 21.
    [56] At the time of starting the vehicle, the internal combustion injection device of the internal combustion engine does not operate, the engine is in a stopped state, and the vehicle starts by only the driving force from the motor generator 2. Since the support plate 15 is rotated as described above, the crankshaft 3 is rotated through the input plate 10 and the drive plate 7, and as a result, the piston repeatedly compresses and releases air in the cylinder chamber. Do a reciprocating motion. Here, the motor generator 2 has a drive characteristic of outputting a high torque at a low rotational speed, and increases the torque ratio of the torque converter 5 and the first speed of the multi-speed transmission mechanism 6. The high torque ratio is matched, so that the vehicle starts and runs smoothly and by a predetermined torque.
    [57] Even when the speed of the vehicle is relatively small immediately after the start of the vehicle, if the accelerator pedal is stepped on and the throttle is opened for a certain number of times for acceleration or climbing, the fuel injection device is operated and the motor generator 2 functions as a starter motor. The spark plug is ignited to start the internal combustion engine. The crankshaft 3 is rotated by this, and the rotation drive force is transmitted to the support plate 15 via the drive plate 7 and the input plate 10. The driving force of both sides of the motor generator 2 functioning as the internal combustion engine and the motor is added to the torque converter 5, and the vehicle is driven with a large driving force. At this time, the multistage transmission mechanism 6 is upshifted, and rotation of a desired rotational speed is transmitted to the drive wheel.
    [58] When the vehicle is in a steady high speed driving state, the motor generator 2 is driven at no load (controls the motor output so as to cancel torque generated by the counter electromotive force generated in the motor), and the motor generator Make (2) idle. As a result, the vehicle runs entirely by the driving force of the internal combustion engine.
    [59] When the amount of charge SOC of the battery is small, the motor generator 2 functions as a generator to charge the battery. In the driving state by the internal combustion engine or the driving state in which the motor is assisted to the internal combustion engine (in some cases, the driving state only by the motor), the piston plate 40 is moved by supplying the lock-up ON pressure. The multi-plate clutch (outer friction plate 37 and inner friction plate 46) is connected. Thereby, the torque transmitted to the front cover 32 is the spline 35, the outer friction plate 37, the inner friction plate 46, the hub 43, the damper spring 45, the disk 42 and the turbine hub Via 41, it is transmitted directly to the input shaft 21 without passing the oil flow of the torque converter.
    [60] In addition, when there is a margin in the output of the internal combustion engine during normal low-speed driving or when traveling on a steel plate, the battery generator is charged by functioning the motor generator 2 as a generator in response to the SOC of the battery. In particular, when an engine brake is required when traveling with a steel plate, the regenerative power of the motor generator 2 serving as the generator can be increased to obtain a sufficient engine brake effect. In addition, when the driver attempts to decelerate the vehicle by pressing the foot brake, the regenerative power of the motor generator 2 is further increased to operate the motor generator 2 as the regenerative brake, thereby inducing the inertia energy of the vehicle. While regenerating as electric power, the brake force generated by the friction brake is reduced to reduce energy consumption by heat dissipation. In addition, even in the medium speed region, the motor generator 2 is brought into a regenerative state so that the engine can be operated in a region of higher output and high efficiency, thereby improving the engine efficiency and providing the battery with the regenerative. Based on the charging, motor running can be increased, and energy efficiency can be improved.
    [61] In the state where the vehicle is stopped by a signal or the like, the motor generator 2 is stopped, the internal combustion injection device is turned off, and the internal combustion engine is also stopped. That is, the idling state of the conventional engine is lost. In addition, as described above, the vehicle starts from the stationary state, first starts by the motor driving force of the motor generator 2, and the engine is started by the motor driving force in a relatively low state immediately after that. By assisting with the driving force of the motor 2, the driving force of the engine is not drastically changed, the driving is performed smoothly, and when the engine brake is required and the braking stops, the vehicle inertia energy is transmitted as the regenerative brake of the motor generator 2. Regenerates as energy. Further, the motor travels in an area where the engine efficiency is low, such as an engine low load or an extremely low load. Together, this hybrid car can achieve fuel cost savings and reduction of exhaust gas.
    [62] In addition, the drive device 1 for the hybrid vehicle is not limited to the above-described use state, but when the vehicle is stopped, the internal combustion engine is similarly stopped, but when the vehicle starts, the internal combustion engine is started by the motor generator 2. Of course, the internal combustion engine driving force may be used in a different use state, for example, by assisting the driving force by the motor generator 2 to start the engine. In addition, in the above-mentioned embodiment, although the example which applied this invention to the FF type automatic transmission A was shown, it does not need to be limited to this, Of course, You may apply to FR type automatic transmission or CVT type automatic transmission.
    [63] The drive device 1 for a hybrid vehicle has a structure in which the motor generator 2 is attached to the automatic transmission A as described above, and has the same space as the conventional automatic transmission on a vehicle. The motor generator 2 preferably achieves the above-described functions in this limited space. To this end, the air gap between the rotor and the stator is reduced to reduce the motor performance. It is important to improve the support accuracy of the rotor 13 so as to improve it.
    [64] Therefore, although the support of the rotor 13 of the motor generator 2 is demonstrated, the support plate 15 which supports the rotor 13 is the hub 15a of the small diameter part of the disk part 15b of the substantially flat plate shape. The center piece 33 is centered against the center piece 33, and the center piece 33 is supported by the engine crankshaft 3. Therefore, since the rotor 13 is supported by a center piece having a small inner diameter of the torque converter 5, the amount of eccentricity between the torque converter and the rotor is smaller than that of the center of the torus outer diameter of the torque converter, and the rotor 13 is smaller. ) And the air gap between the stator 12 can be made small, and the efficiency of the motor generator 2 can be improved.
    [65] And when the rotor support plate 15 is inserted into the center piece 33 and assembled, the rotor support plate 15 has a rotor support plate other than a portion where the inner circumferential surface of the hub 15a abuts against the outer circumferential surface of the center piece 33. 15 does not come into contact with the torque converter. If the rotor support plate 15 has a portion in contact with the torque converter in the radial direction other than the center piece 33, the portion may contact and be centered first, resulting in poor centering accuracy. As described above, the rotor support plate can securely contact the centering piece, which is a portion for centering, to perform accurate centering. And this rotor support plate is fixed to the set block 67 through the hole 15e by the bolt 69 in the centered state.
    [66] 3, the support of the motor rotor will be described. The motor housing 5 is positioned and fixed to the engine main body by a knock pin, but based on the knock pin, the torque cover 5, i.e., the front cover which is integrally coupled and constitutes an outer part (torus) ( 32 and the maximum value of the eccentricity of the front (engine side) and the rear (multistage transmission mechanism side) of the rear cover 57 are calculated. The front part is centered by the bulging part 33d and the crankshaft 3 of the center piece 33, and the rear part is an impeller through the bush 60 to the pump case 52 fixed to the mission case 19. Hub 59 is centered.
    [67] Therefore, the front side of the motor housing is a, the knock hole position accuracy a, the knock pin error b, the deviation of the engine crankshaft 3 as the knock pin position reference c and the eccentricity due to the crankshaft clearance d, these are The added value (D) (= a + b + c + d) is the maximum front eccentricity. On the other hand, the rear side e determines the deviation of the pump impeller hub 59, the clearance between the pump case inner peripheral surface 52a and the bush 60 f, the inner diameter deviation of the bush g, the pump case 52 and the converter housing 26. H is the eccentricity caused by the clearance of h), i is the internal diameter position of the converter housing 26, i is the knock hole position degree of the converter housing and the motor housing 4, and j is the knock pin error. The added value (E) (= e + f + g + h + i + j + k) becomes the maximum rearward eccentricity. By the above calculation, the front eccentricity D becomes smaller than the rear eccentricity E by a predetermined value (D <E).
    [68] The distance from the support 33d of the center piece 33 and the crankshaft 3 to the rotor support plate 15 is n, and the distance from the bush 60 to q, the rotor support plate (hub 15a) and the center. When the eccentricity due to the clearance with the piece (inflated part) and the coaxiality of the center piece 33 is m, the eccentric amount F of the rotor 13 is calculated, and the eccentric amount m is added to the eccentric amount ( The amount H based on the inclination in consideration of the width (axial length) of the rotor is calculated again as G), and the amount G + H to which these values are added is the amount of rotor eccentricity.
    [69] Therefore, the method of arranging the rotor support plate 15 to the front side, that is, the engine side, improves the shaft support accuracy of the rotor, and further, by attaching the rotor support plate 15 to the set block 67 and the bolts 69 by fastening. The center piece bulging portion 33c, even when the supporting plate 15 is tilted with respect to the outer peripheral surface of the center piece 33 by the set block end face serving as the surface to be abutted and the planar precision of the side surface of the supporting plate disc portion 15b when being fixed; Since the inflated portion and the support plate hub 15a abut in a narrow range near the set block end surface (the abutting surface) and near the same plane P, a forcing (pulling) that interferes with the inclination does not occur. It can support high precision centering.
    [70] In addition, the hub 15a of the rotor support plate is inserted freely in the axial direction relative to the center piece 33, and centers the rotor 13 with respect to the torque converter 5. The torque converter 5 deforms its outer part (front cover 32, etc.) by the change of centrifugal hydraulic pressure and charging pressure, and the amount of deformation of the torque converter 5 is large in the axial deformation in the center of rotation, and thus the center piece 33 ) Moves in the axial direction, but as described above, since the center piece 33 and the rotor support plate 15 are supported relative to each other, the rotor 13 of the rotor 13 is also moved by the axial movement of the center piece 33. It does not affect the support accuracy.
    [71] In addition, the rotor 13 is fixed to the inner diameter portion 32a of the front cover 32. That is, the disk part 15b of the rotor support plate is the bolt 69 and the outer diameter side of the front cover 32 in the inner diameter part 32a of the front cover 32 which opposes this disk part 15b. It is fixed by the set block 67. Therefore, since the deformation | transformation of the torque converter 5 is large in the center of the rotation direction, and is small in the outer diameter side of the front cover 32, as described above, the rotor 13 mounted in the said front cover outer diameter side, Influence on the support accuracy by the deformation | transformation of the torque converter 5 is small.
    [72] Next, 2nd Embodiment which concerns on this invention is described along FIG. Incidentally, in the present embodiment, in contrast to the first embodiment described above, the oscillation device is different from each other, the support structure of the motor and the rotor is the same as in the first embodiment, and therefore, the same reference numerals will be omitted.
    [73] The drive device 1 2 for the hybrid vehicle is provided with the motor generator 2 attached to the oscillator 5 2 of the automatic transmission in the same manner as in the previous embodiment, and the engine output shaft 3 and the motor generator are provided. In the rotor 13 of (2), power is transmitted to the multistage transmission mechanism portion of the automatic transmission via the oscillator 5 2 . The motor generator 2 and the oscillator 5 2 are housed in the motor housing 4 and the oscillator housing 26 2 which are integrally formed to face each other, and the rotor 13 is the disc portion 15b. ) Is supported by a rotor support plate 15 composed of a hub 15a and a support portion 15c. In addition, the oscillating housing (26 2), may be formed integrally with the mitsyeon case that houses the multi-stage transmission mechanism, or may be formed separately.
    [74] In the rotor support plate 15, the drive plate 7 is directly connected to the support part 15c by a bolt 11. Therefore, the torque from the engine output shaft 3 is transferred to the front cover of the oscillation device 5 2 through the fixing portions of the drive plate 7, the rotor support plate 15 and the bolt 69, the set block 67, and the like. 32), the drive plate constitutes the flex plate. In addition, the disk portion 15b on the inner diameter side of the fixing portion 15e does not act on the torque from the engine and the motor 3, and functions solely for the centering support of the motor rotor 13.
    [75] The oscillation device 5 2 has an oscillation clutch 90 and a damper device 91 and is housed in a housing 93 constituting the outer portion. Housing 93, a front cover 32 and the rear cover (57 2) is constructed by welding is fixed integrally, and the center piece 33 to the front center portion of the front cover 32 is integrally secured to and that it together, is integrally secured to the hub (59 2) to the rear central portion of the rear cover (57). And, similar to the embodiment of the front housing 93 constituting the outer frame, its front portion, as soon in the center piece 33 is supported by the engine output shaft 3 with its rear part, on the hub (59 2) The pump case 52 is supported through the bushing 60.
    [76] The center piece 33 has the protrusion part 33g fitted to the engine crankshaft 3, the hub part 33h, and the disk part (front side part) 33i extended in the outer diameter direction in flat form. The front cover 32 further includes a front side portion 32a which is welded to the outer circumferential surface of the disc portion 33i, an intermediate cylindrical portion 32b that is bent approximately 90 degrees with the front side portion and extends rearward in the axial direction, It consists of the outer diameter part 32c which rises in the outer diameter direction about 90 degree | times from the rear end of this intermediate | middle tubular part, and extends substantially axially rearward.
    [77] The rear cover (57 2), one end is welded and attached to the outer diameter portion (32c) of the front cover 32, is formed in a trumpet-shaped and has a rear side (57 2 a). Further, the rear hub (59 2) is welded to the inner peripheral surface of the rear side (57 2 a) extends in the axial direction.
    [78] In the housing 93, an oscillation clutch 90, a hydraulic actuator 94 and a damper device 91 for operating the clutch are housed. The oscillation clutch 90 is composed of a wet multi-plate clutch WSC in which a plurality of clutch plates 95 and clutch discs 96 are alternately arranged in the axial direction, and can be stored inside the motor generator 2. Although small in diameter, even in the case where both the motor generator 2 and the internal combustion engine 3 are driven in the multi-plate clutch, the driving force thereof can be transmitted to the input shaft 21 reliably.
    [79] In addition, a spline 35 is directly formed on the inner circumferential surface of the intermediate cylindrical portion 32b of the front cover 32, and the clutch plate 95, which is the outer friction plate, meshes with the spline 35, thereby providing a snap ring 98. ) Is prevented from leaving. On the other hand, a cylindrical clutch hub 97 is disposed on the inner diameter side of the intermediate cylindrical portion 32b, and the clutch disc 96, which is the frictional plate, is engaged with a spline formed on the outer circumferential surface of the hub 97. have.
    [80] In the center piece 33, a ring-shaped groove is formed on the outer circumferential surface of the disc portion 33i located inside the front cover 32, and the hub portion 33h is formed. Ring-shaped grooves are formed on the outer circumferential surface. The piston 99 is fitted in an oil-tight state by the O rings 100 and 101 attached to the two ring grooves, respectively, and the piston 99, the disc portion 33i, and the hub portion ( A hydraulic chamber constituting the hydraulic actuator 94 is formed between the cylinder constituted by 33h). The piston 99 has a clutch operating portion 99c extending in the outer diameter direction, and the axially forward side of the clutch operating portion is disposed on the axial rear surface of the front side portion 32a of the front cover 32. By contacting with the formed protrusion part 32e, the contraction (copper thrust) side (oscillation clutch release position) of the piston 99 is positioned.
    [81] The retainer plate 102 is fixed to the hub portion 33h of the center piece 33 by being separated from the snap ring, and the return spring 103 is disposed between the retainer plate 102 and the rear surface of the piston 99. This compression is installed. On the other hand, the center piece 33 is provided with the recessed part 105 in the hub part 33h side, and the input shaft 21 of an automatic transmission is fitted in this recessed part. An oil hole 21a is formed in the input shaft 21 so as to penetrate in the axial direction, and the oil hole 21a is opened at the tip of the shaft and between the input shaft 21 and the recess 105. A seal ring 106 is mounted.
    [82] And the center piece 33 is provided with the oil hole 107 penetrated in the substantially outer diameter direction from the said recessed part 105, and the oil pressure from the oil hole 21a of the said input shaft 21 is removed from the tip opening part. It is led to the hydraulic chamber of the actuator 94 through the oil hole (flow path) 106b.
    [83] In the input shaft 21, the boss 109 to which the output sides of the oscillating device 90 is spline-coupled, in the outer diameter side of the boss outside the front cover diameter portion (32c) and the rear cover (57 2), etc. The damper device 91 is accommodated in the large receiving portion E constituted by the large diameter. And the said oscillation clutch 90 and the hydraulic actuator 93 are arrange | positioned in the accommodating part F with the small diameter of the inner diameter side of the intermediate | middle cylindrical part 32b in the front cover 32. As shown in FIG.
    [84] On the other hand, in the boss 109, thrust bearings 110 and 111 are interposed between the front side surface of the rear hub 592 and the rear end surface of the center piece 33. The boss 109 and the damper device 91 integrated with the boss 109 are supported with restricted axial movement with respect to the housing 93.
    [85] The spline formed on the inner circumferential surface of the boss 109 meshes with the spline formed on the input shaft 21, and the sleeve shaft 112 is supported by the bush 113 on the input shaft 21. The distal end portion of the sleeve shaft 112 is fitted into the boss 109 in an oil-tight state via a seal ring. Further, to have an outside diameter side, a predetermined gap of the sleeve shaft 112 and is arranged such that said rear hub (59 2), and the rear hub is an oil pump case 52 fixed to the mitsyeon case (see Fig. 1) Is rotatably supported by the bush (60).
    [86] Therefore, between the sleeve shaft 112 and the input shaft 21, the flow path in the mission case and the housing 93 of the oscillation device 5 2 and the like due to splines or the like in which the voids and the daily teeth are not cut. subsequently the first flow path is configured through, and between the cylindrical part of the sleeve shaft 112 and the rear hub (59 2), and a second flow path is configured by the air gap, the lubricating oil from the mitsyeon case, The circulation flow path supplied into one of the said 1st and 2nd flow paths into the housing 93, and discharged from the other is comprised. The supplied lubricating oil lubricates and discharges each component such as the thrust bearings 110 and 111, the oscillation clutch 90, the damper device 91, and the like in the housing 93.
    [87] In addition, the damper device 91 includes a drive plate 120, an intermediate plate 121, and an input shaft (which can be connected to the outputs of the engine 3 and the motor generator 2 through the oscillation clutch 23). 21 between the driven plate 122 and the drive plate 120 between the drive plate 120 and the intermediate plate 121 and between the drive plate 120 and the driven plate 122. Springs) 125 and 126, and by the coil springs 125 and 126, the driving force of the motor generator 2 and the engine 3 is transmitted to the automatic transmission mechanism while absorbing the shocking rotation during the engagement of the oscillation clutch. Can be delivered well.
    [88] That is, the damper device 91 is arranged on both sides of the substantially ring-shaped intermediate plate 121 and driven plate 122 having different diameters and on both sides of the plates 121 and 122, and is connected and fixed to each other by pins. The drive plate 120 is provided, and the driven plate 122 is fixed to the boss 109 integrally by the rivet 127. The intermediate plate 121 has a protrusion (not shown) projecting in the inner diameter direction on its inner circumferential surface, and between the protrusion and the protrusion projecting in the outer circumferential direction of the driven plate 122 described later. The large 1st (coil) spring 125 which consists of a coil spring is compressed.
    [89] In addition, the driven plate 122 is formed in a ring shape, and has a protrusion (not shown) projecting in the outer diameter direction on the outer circumferential side of the ring shape, and in a hole (not shown) formed in the ring-shaped portion. A small diameter second (coil) spring 126 is compressed and stored in a predetermined amount. In addition, the drive plate 120 connected to each other and fixed to both sides of the intermediate plate 121 and driven plate 122 arranged on the one plane includes a first spring 52 and a second spring ( 53 has spring housings 120a and 120b for accommodating the spring housing 120a, for example, of circumferential length for accommodating two adjacent first springs 125 together, and also for spring housings. 120b has a circumferential length with a predetermined margin with respect to the second spring 126.
    [90] Accordingly, the damper device 91 first compresses one of the first springs 125 in which the rotational force of the drive plate 120 transmitted from the clutch hub 97 is adjacent to the spring housing 120a of the drive plate. While being transmitted to the protrusion of the intermediate plate 121, the rotational force transmitted to the protrusion of the intermediate plate 121 through the protrusion of the driven plate 122, while compressing the adjacent first spring 125 This is delivered to the plate. Thereby, the two circumferential first springs 125 act in series via the intermediate plate 121, and the impact force acting on the drive plate 120 is changed into a long stroke (long travel). It may be absorbed and transferred to the driven plate 122.
    [91] In addition, when a predetermined relative rotation occurs between the drive plate 120 and the driven plate 122 by the first spring 125 in which the two act in series, one end of the spring housing 120b and the second The clearance between the spring 126 is absorbed and the rotational force of the drive plate 120 is transmitted to the driven plate 122 while compressing the second spring 126 at this housing end. Thereby, in addition to the absorption of the predetermined torque due to the compression of the first spring 125, the compressive deformation force of the second spring 126 acts from the middle of the stroke, so that the impact force is increased with a large resistance from the middle of the stroke. Is absorbed. Thus, by the two first springs 125 acting in series through the intermediate plate 121 and the second springs 126 acting from the middle of the stroke, the shock rotation at the time of the clutch engagement of the oscillation can be effectively performed. While being absorbed, the driving forces of the motor generator 2 and the engine 3 are well transmitted to the automatic transmission mechanism.
    [92] Next, arrangement | positioning structure of the oscillation apparatus 52 and the motor generator 2 in this embodiment is demonstrated. That is, as mentioned above, the damper apparatus 91 is accommodated in the accommodating part E with a large diameter on the outer diameter side in the front cover 32, and an oscillation clutch is contained in the accommodating part F with a small diameter on the inner diameter side. 90 is housed. In addition, a space is formed outside the housing 93, that is, on the outer diameter side of the intermediate cylindrical portion 32b of the front cover 32, in which the motor generator 2 described above is accommodated.
    [93] The oscillation device 5 2 is formed in an annular shape centered on the axis of the engine output shaft 3 and is arranged so as to be spaced apart from each other by a predetermined distance in the axial direction (left and right directions in FIG. 2). It has a device 91. This oscillation clutch 90 is arrange | positioned so that it may overlap with the motor generator 2 in the axial direction. The oscillation clutch 90 is disposed between the first and second springs 125 and 126 of the damper device 91 in the radial direction (up and down direction in FIG. 2), and is disposed to retreat toward the inner diameter side of the damper device. It is. In addition, the motor generator 2 consists of the rotor 13 and the stator 12 as mentioned above, and this rotor 13 overlaps with the oscillation clutch 23 in the axial position.
    [94] In this hybrid vehicle drive system (12) having the above configuration, starting clutch 90 and the damper device 91, since arranged to spaced apart from each other in the axial direction, the damper device 91 and the starting clutch (90) The structure of a damper apparatus can be made faithful compared with the conventional structure which has arrange | positioned in series in radial direction. Therefore, the torque of the motor generator 2 at the start of the oscillation is constituted by an appropriate combination of the damper device 91 and the oscillation clutch 90 and the motor generator 2 configured to generate the torque at the start of the vehicle. The structure which can smoothly transmit to the automatic transmission mechanism via the oscillation clutch 90 and the damper apparatus 91 is obtained. In this case, since the motor generator 2 can compensate for the torque increasing action instead of the torque converter provided in the conventional apparatus, the motor generator 2 is added to the engine 3. While being mounted, it is possible to eliminate the layout expansion during mounting of the torque converter, thereby reducing the axial dimension of the entire apparatus. In particular, in this embodiment, not only the oscillation clutch 90 but both the oscillation clutch 90 and the damper device 91 are accommodated in the substantially axial dimension of the stator 12, the axial dimension can be made compact. It is improving more.
    [95] In general, the torque converter is configured such that the lock-up clutch engages when the pump, impeller, turbine, and runner rotate together to reach a certain speed. However, in the driving device 1 2 , the oscillation device 5 2 is used. As a result, the timing of the direct connection state can be made faster than when the torque converter is used, so that the vehicle speed range that can be used in the direct connection state of the engine 3 and the automatic transmission mechanism can be made wider than when the torque converter is mounted. By improving the delivery efficiency, it is possible to improve the fuel economy.
    [96] Further, by arranging the oscillation clutch 90 and the damper device 91 so as to be spaced apart by a predetermined distance in the axial direction, an increase in the radial dimension due to the motor arrangement can be suppressed. And the oscillation clutch 90 and the damper apparatus 91 are arrange | positioned so that it may overlap in the motor 2 and the axial direction, respectively, and contributes greatly to the compactness of an axial dimension. Moreover, by positioning the oscillation clutch 90 to the inner diameter side rather than the damper apparatus 91, the shape of the housing 93 of the oscillation apparatus 5 2 is determined along the oscillation clutch 90 of the inner diameter side, and the damper apparatus 91 ) And the structure supporting the motor generator 2 on the intermediate cylindrical portion 32b, which is the stepped portion between the oscillation clutch 90 and the oscillation clutch 90, can be realized. Therefore, the motor generator 2 protrudes to the outer diameter side. It is possible to obtain a device structure in which the amount is reduced as much as possible. Similarly, since the motor generator 2 is located between the first and second springs 125 and 126 in the radial direction, between the damper device 91 and its adjacent oscillating clutch 5 2 , As described above, the stepped portion 32b is provided, and the connection structure with the motor generator 2 can be simplified by appropriately coupling the rotor support member 15 and the like of the motor generator 2 to the stepped portion.
    [97] As a result, it is possible to simplify the vehicle mounting process of the device, facilitate the use of the manufacturing line, and the like, and thus reduce the cost. Further, since the shock rotation at the time of engagement of the oscillation clutch 90 can be reliably absorbed by the damper device 91 of the above-described configuration, the device configuration without a torque converter can be realized, in which case the engine 3 ) And the vehicle speed range which can be used in the direct connection state of the automatic transmission mechanism can be made wider than when the torque converter is mounted, and therefore, the transmission efficiency can be improved and the fuel economy can be improved.
    [98] In addition, the oscillation device 5 2 has a housing 93 as an input member containing the oscillation clutch 90 and the damper device 91, and the motor 2 consists of the stator 12 and the rotor 13. The rotor 13 has a rotor support member 15, and the support member 15 of the rotor 13 is connected to the input member (housing 93) and the engine output shaft 3 of the oscillation device 5 2 . In the connected state, transmission of the driving force between the oscillation device 5 2 and the engine output shaft 3 and the rotor 13 is performed, so that a fixing member (not shown) for directly supporting the rotor 13 is unnecessary. The axial dimension of the device can be shortened, and the device can be miniaturized.
    [99] As described above, the drive device for a hybrid vehicle according to the present invention is applicable to a so-called vehicle equipped with an internal combustion engine such as a passenger car or a truck, and in particular, a motor generator is added to a vehicle provided with an automatic transmission to form a hybrid vehicle. It is very suitable for use in the device.
    权利要求:
    Claims (11)
    [1" claim-type="Currently amended] A drive system for a hybrid vehicle, comprising: an automatic transmission having an oscillation device, a motor having a stator and a rotor, and configured to input output from the motor and the engine to the oscillation device.
    The oscillator has a front cover and a center piece protruding forward of the front cover, the center piece being supported by centering on the output shaft of the engine,
    The rotor has a support plate for supporting the rotor, and the support plate has a disc portion extending in the inner diameter direction and is centered against the center piece at the small diameter side portion of the disc portion, and the disc is attached to the front cover at the disc portion. Drive device for a hybrid vehicle, characterized in that configured to be fixed.
    [2" claim-type="Currently amended] The method of claim 1,
    The contact portion between the disc portion of the rotor support plate and the center piece is a relatively narrow portion near a plane extension line to which the disc portion is fixed to the front cover.
    [3" claim-type="Currently amended] The method according to claim 1 or 2,
    The front cover has an inner diameter portion that is disposed substantially parallel to the disc portion of the rotor support plate, the drive unit for a hybrid vehicle, characterized in that the disc portion of the rotor support plate is fixed on the outer diameter side of the inner diameter portion. .
    [4" claim-type="Currently amended] The method according to any one of claims 1 to 3,
    It is fixed to the engine body integrally, and has a fixing member to which the stator of the motor is fixed,
    An outer periphery of the oscillation device having the center piece is configured to support one end of the oscillation device on the output shaft of the engine at the center piece and the other end of the oscillation device to support the fixing member.
    [5" claim-type="Currently amended] The method according to any one of claims 1 to 4,
    From the side where the engine is located, the motor housing, the oscillator housing and the mission case are sequentially arranged to form an integrated case,
    The stator is fixed to the motor housing, the engine output shaft is rotatably supported by the engine body,
    While fitting the pump case to the inner peripheral surface of the integral case, the pump case is fixed to the integral case,
    The oscillation device has an outline consisting of the front cover and a rear cover integrally fixed to the front cover, the front part of the outer part being supported by the engine output shaft at the center piece, and the rear part of the outer part, And a hub integral with the rear cover so as to be supported by the pump case.
    [6" claim-type="Currently amended] The method according to any one of claims 1 to 5,
    The disc portion of the rotor support plate, the inner diameter side portion from the portion fixed to the front cover, the drive device for a hybrid vehicle, characterized in that configured to have a thickness thinner than the outer diameter side portion.
    [7" claim-type="Currently amended] The method according to any one of claims 1 to 6,
    The disc portion of the rotor support plate, the drive device for a hybrid vehicle, characterized in that the omitted hole is formed in the inner diameter side portion from the portion fixed to the front cover.
    [8" claim-type="Currently amended] The method of claim 3,
    A torque transmission member is interposed between the engine output shaft and the rotor support plate such that torque of the engine output shaft is transmitted to the oscillation device through the torque transmission member and the fixing portion between the disc portion and the front cover. Hybrid car drive device.
    [9" claim-type="Currently amended] The method of claim 8,
    The torque transmission member is a drive device for a hybrid vehicle, characterized in that it consists of a flex plate having flexibility.
    [10" claim-type="Currently amended] The method according to any one of claims 1 to 9,
    The oscillation device has a fluid transmission device, characterized in that the drive device for a hybrid vehicle.
    [11" claim-type="Currently amended] The method according to any one of claims 1 to 9,
    The oscillation device includes a driving clutch and a damper device for a hybrid vehicle drive device.
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    同族专利:
    公开号 | 公开日
    US7017693B2|2006-03-28|
    JPWO2003013893A1|2004-11-25|
    DE60234104D1|2009-12-03|
    CN1473119A|2004-02-04|
    EP1415840A4|2007-10-03|
    EP1415840A1|2004-05-06|
    WO2003013893A1|2003-02-20|
    US20040045752A1|2004-03-11|
    JP3864955B2|2007-01-10|
    EP1415840B1|2009-10-21|
    KR100964174B1|2010-06-17|
    CN100500465C|2009-06-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2001-08-10|Priority to JP2001244888
    2001-08-10|Priority to JPJP-P-2001-00244888
    2002-08-09|Application filed by 아이신에이더블류 가부시키가이샤
    2002-08-09|Priority to PCT/JP2002/008174
    2004-04-09|Publication of KR20040030427A
    2010-06-17|Application granted
    2010-06-17|Publication of KR100964174B1
    优先权:
    申请号 | 申请日 | 专利标题
    JP2001244888|2001-08-10|
    JPJP-P-2001-00244888|2001-08-10|
    PCT/JP2002/008174|WO2003013893A1|2001-08-10|2002-08-09|Drive device for hybrid vehicle|
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