JP4013259B2 - Power transmission device for hybrid type vehicle - Google Patents

Description

  The present invention relates to an apparatus for transmitting power between an engine, first and second electric motors, and drive wheels in a hybrid vehicle.

In the hybrid vehicle, for example, as shown in FIGS. 1 and 3 of Patent Document 1, the engine 10 is connected to the first rotating member 31 of the damper 30, and the second rotating member 32 of the damper 30 is the carrier of the planetary gear device 40. 42, the ring gear 41 and the sun gear 43 of the planetary gear unit 40 are respectively connected to a speed reduction mechanism 50 and a generator motor 70 that transmit power to the drive wheels.
JP 2002-13547 A (3rd and 4th pages, FIGS. 1 and 3)

  During steady engine operation, torque fluctuations input from the engine are transmitted to the drive device, and rattling noise (gull noise) may occur in the gear portion. In addition, a shock may be transmitted to the vehicle and be felt in response to a sudden torque change that occurs when the engine is stopped.

  It is an object of the present invention to provide a hybrid vehicle power transmission device that can transmit torque from an engine without causing a gear rattling sound and can start and stop the engine without shock.

In order to solve the above-mentioned problem, the structural feature of the invention described in claim 1 is that the engine is a first element of the planetary gear device, the first electric motor is the second element of the planetary gear device, and the driving wheel is the driving wheel. Each of the planetary gear devices is rotationally coupled to a third element, a damper mechanism is connected between the engine and the first element of the planetary gear device, and a second electric motor for driving the drive wheels is connected to the planetary gear device. Three elements are connected via a gear device, the first electric motor can rotate the engine via the planetary gear device and the damper mechanism, and a second electric motor in an unloaded state is driven by the engine. In the hybrid vehicle power transmission device that is rotated via the damper mechanism and the gear device, the damper mechanism includes a first member that is rotationally connected to the engine, and a first element of the planetary gear device. A second member that is rotationally coupled, and a friction portion for large hysteresis and small hysteresis that respectively generate large hysteresis torque and small hysteresis torque in relative rotation of the first and second members; In the positive direction torsion for transmitting torque to the second member, the small hysteresis friction portion operates until a predetermined relative twist angle, and when the predetermined relative twist angle is exceeded, the large hysteresis and small hysteresis friction portions operate. In the negative direction torsion in which torque is transmitted from the second member to the first member, the large hysteresis and small hysteresis friction portions operate at all relative torsion angles. The structural feature of the invention described in claim 2 is that the engine is the first element of the planetary gear unit, the first electric motor is the second element of the planetary gear unit, and the drive wheel is the third element of the planetary gear unit. Respectively connected to each other, a damper mechanism is connected between the engine and the first element of the planetary gear device, and a second electric motor for driving a drive wheel is connected to the drive wheel and the third element of the planetary gear device. The first electric motor is capable of rotating the engine via the planetary gear device and the damper mechanism, and the second motor in an unloaded state is driven by the engine with the damper mechanism and In the hybrid vehicle power transmission device rotated via the gear device, the damper mechanism is rotationally coupled to a first member that is rotationally coupled to the engine and a first element of the planetary gear device. And a large hysteresis friction portion and a small hysteresis friction portion for generating a large hysteresis torque and a small hysteresis torque in the relative rotation of the first member and the second member, respectively. In the positive direction torsion transmitting torque to the two members, the small hysteresis friction portion operates until a predetermined relative twist angle, and when the predetermined relative twist angle is exceeded, the large hysteresis friction portion and the small hysteresis friction portion operate. In the negative direction torsion in which torque is transmitted from the second member to the first member, the large hysteresis friction portion and the small hysteresis friction portion operate at all relative torsion angles.

The structural feature of the invention described in claim 3 is that, in claim 1 or 2 , a plurality of projections and depressions are formed on the outer periphery of the drive wheel and the third element of the planetary gear device. A parking gear, a parking pole that meshes with the projections and depressions when the shift range is parked and restricts the rotation of the parking gear, and operates the engine when the parking pawls mesh with the projections and depressions of the parking gear. And a control means for driving the first electric motor.

According to a fourth aspect of the present invention, in any one of the first to third aspects, the second electric motor is accelerated with respect to the engine by a part of the gear device. is there.

In the invention according to claim 1 configured as described above, there is no second electric motor connected to the third element of the planetary gear device via the gear device and driving the driving wheel when the engine is in steady operation. In the load state, the torque fluctuation transmitted from the engine side is effectively attenuated by the small hysteresis torque generated by the friction portion for small hysteresis when the first member and the second member of the damper mechanism are twisted in the positive direction. Can be prevented. Sudden torque fluctuations when starting and stopping the engine are buffered by the damper mechanism, and are attenuated in a short time by the operation of the friction portion for large hysteresis and small hysteresis. In the negative direction twist, a large hysteresis torque is immediately generated, so that the engine can be started quickly without shock. In the invention according to claim 2 configured as described above, when the engine is in steady operation, the second for driving the driving wheel connected to the third element of the driving wheel and the planetary gear device via the gear device. Torque fluctuation transmitted from the engine side is effectively attenuated by the small hysteresis torque generated by the small hysteresis friction portion when the first member and the second member of the damper mechanism are twisted in the positive direction when the motor of the motor is unloaded. This can prevent rattling noises. Sudden torque fluctuations when starting and stopping the engine are buffered by the damper mechanism, and are attenuated in a short time by the operation of the friction portion for large hysteresis and small hysteresis. In the negative direction twist, a large hysteresis torque is immediately generated, so that the engine can be started quickly without shock.

In the invention according to claim 3 configured as described above, when the shift range is parking, the parking gear that is rotationally connected between the drive wheel and the planetary gear device meshes with the parking pole and is restricted from rotating. When necessary, the engine is started and the first electric motor is rotated to generate electricity. At this time, the torque fluctuation of the engine output is attenuated by the small hysteresis torque in the forward twist of the damper mechanism, so that it is possible to effectively prevent the bumps of the parking gear and the parking pole from hitting each other to generate sound. .

In the invention according to claim 4 configured as described above, the unloaded second electric motor is accelerated by the gear device and rotated by the engine, but the torque fluctuation of the engine output is caused by the forward twist of the damper mechanism. Is effectively damped by the small hysteresis torque at, and the rattling noise generated from the gear device provided between the engine and the second electric motor can be reduced.

  Hereinafter, a hybrid vehicle power transmission device 10 according to an embodiment of the present invention will be described with reference to the drawings. In FIG. 1, an engine 11 and a generator motor 12 as a first electric motor are disposed on a common axis 13, and the engine 11 is connected to a carrier C of a planetary gear unit 14 via a damper mechanism 15. 12 is connected to the sun gear S of the planetary gear unit 14. The ring gear R of the planetary gear unit 14 is rotationally connected to drive wheels 16 of the vehicle, and the drive motor 17 as a second electric motor is rotationally connected to the drive wheels 16.

The output shaft 18 of the engine 11 is connected to the first member 19 of the damper mechanism 15, and the second member 20 of the damper mechanism 15 is connected to the carrier C of the planetary gear device 14 via the connecting shaft 21. In the planetary gear unit 14, the carrier C, the sun gear S, and the ring gear R are rotatably supported on the housing 22 on the common axis 13, and the pinion 23 that meshes with the external gear sun gear S and the internal gear ring gear R rotates with the carrier C. It is supported as possible. The stator 27 of the generator motor 12 is fixed to the housing 22, the sun gear S of the planetary gear device 14 is fitted on the rotor shaft 24 provided with the rotor 25, and the stator 27 around which the coil 26 is wound surrounds the rotor 25. Is arranged in. The generator motor 12 is driven by the engine 11 via the planetary gear unit 14 and operates mainly as a generator. The generated AC power is converted into DC charging power by the inverter 49 and supplied to the battery 28 to charge it. To do. The generator motor 12 is supplied by converting the DC discharge power of the battery 28 into AC power by the inverter 49, and outputs torque that drives the engine 11 to start the engine 11. A gear 29 is loosely fitted on the outer periphery of the connecting shaft 21 and is supported on the housing 22 so as to be rotatable on the common axis 13. The gear 29 is coupled to the ring gear R.

  A counter shaft 30 is rotatably supported in parallel with the common axis 13 on the housing 22, and a first counter gear 31 and a second counter gear 32 having a larger number of teeth are fitted on the counter shaft 30. A gear 29 is meshed with 31. The stator 37 of the drive motor 17 is fixed to the housing 22, the rotor shaft 34 provided with the rotor 33 is provided with a gear 35 that meshes with the second counter gear 32, and the stator 37 around which the coil 36 is wound causes the rotor 33 to move. Surrounded by arrangement.

  Reference numeral 38 denotes a differential gear mounted on the housing 22 so as to be rotatable about an axis parallel to the common axis 13, and a third counter having a ring gear 39 fixed to the counter shaft 30 and having a smaller number of teeth than the first counter gear 31. It is meshed with the gear 40. The differential side gear of the differential gear 38 is connected to the left and right drive wheels 16 via drive shafts.

  In FIG. 2, reference numeral 68 denotes a parking mechanism, and a plurality of irregularities 60 are formed on the outer peripheral portion of the ring gear R of the planetary gear device 14. The outer peripheral portion of the ring gear R in which the plurality of irregularities 60 are formed is rotationally connected between the drive wheel 16 and the ring gear R of the planetary gear device 14, and the parking mechanism 68 in which the plurality of irregularities 60 are formed in the outer peripheral portion. A parking gear 61 is configured. A parking pole 62 is swingably mounted on the housing 22 by a pin 63, and when the shift range of a shift lever (not shown) is parked, the parking pole 62 is attached to a parking rod (not shown) connected to the shift lever at the tip. The back surface is pressed and rotated toward the parking gear 61, and the claw portion 65 meshes with the unevenness 60 to restrict the rotation of the parking gear 61. When the shift lever is shifted to a speed range other than parking, the parking rod is released from the parking pole 62, and the parking pole 62 is rotated in the direction away from the parking gear 61 by the spring force of the return spring 69, so that the claw portion 65 Is detached from the unevenness 60.

  As shown in FIGS. 3 and 4, the damper mechanism 15 is configured such that a U-shaped outer plate 19 that forms a first member is loosely fitted on the outer periphery of a hub 20 that forms a second member, and is placed inside the outer plate 19. A plate 41, a compression spring 42, friction portions 43 and 44 for large hysteresis and small hysteresis are incorporated. The outer plate 19 has an annular side wall extending in the radial direction, an outer peripheral wall extending in the axial direction, and a one side plate 45 having a joint bent radially inward from the outer peripheral wall. Has been configured. A gear portion 47 projects from both side walls of the outer plate 19 at the center of the outer periphery of the hub 20, and a plurality of external teeth 48 are formed on the outer periphery. In the intermediate plate 41, the inner teeth formed in the inner peripheral hole mesh with the outer teeth 48 and rotate integrally with the hub 20. The plates 45 and 46 forming both side walls of the outer plate 19 are formed with rectangular spring holes 50 at a plurality of positions spaced apart in the circumferential direction, and the spring hole 50 portions of the plates 45 and 46 are circles of the spring holes 50. It is formed into a spring receiver that is bent at right angles to the inside of the outer plate 19 at both ends in the circumferential direction and supports both ends of the compression spring 42. A rectangular spring hole 51 similar to the spring hole 50 is formed in the intermediate plate 41 at a position corresponding to the spring hole 50, and a compression spring 42 is formed at both ends of the spring holes 50 and 51. It is inserted in contact with both ends in the circumferential direction. Thereby, rotation is transmitted between the outer plate 19, the intermediate plate 41 and the hub 20 via the compression spring 42.

  A pair of friction plates 52 are slidably contacted on both sides of the intermediate plate 41, and the inner teeth 53 formed in the inner peripheral hole of the friction plate 52 allow relative rotation of the outer teeth 48 of the hub 20 with a predetermined relative twist angle θ. Are engaged. A long hole 54 is formed in the intermediate plate 41 so as to extend in the circumferential direction by a predetermined relative twist angle θ or more, and a pair of friction plates 52 are connected by pins 55 penetrating the long hole 54. A large friction member 56 for applying a large hysteresis torque is brought into contact with the outer surface of each friction plate 52, and each large friction member 56 is movable by restricting relative rotation to both side plates 45, 46 of the outer plate 19. It is supported by. Each large friction member 56 is pressed against the friction plate 52 by a spring (not shown) to constitute a large hysteresis friction portion 43. On one side and the other side plates 45 and 46 of the outer plate 19, a small friction member 57 for applying a small hysteresis torque is restricted from rotating relative to the both side plates 45 and 46, and is biased by a spring (not shown). Thus, it is brought into contact with the outer peripheral surface of the hub 20 and constitutes a friction portion 44 for small hysteresis. With this configuration, the damper mechanism 15 causes the small hysteresis friction portion 44 to operate up to a predetermined relative torsion angle in the positive direction torsion transmitting torque from the plate 19 to the hub 20, and when the predetermined relative torsion angle is exceeded, a large hysteresis is obtained. In the negative direction torsion in which the frictional portions 43 and 44 for normal and small hysteresis are operated and torque is transmitted from the hub 20 to the plate 19, the frictional portions 43 and 44 for large hysteresis and small hysteresis are operated at all relative twist angles.

  Next, the operation of the hybrid vehicle power transmission device 10 according to the above embodiment will be described. During the steady operation of the engine, the output torque from the engine is input to the carrier C of the planetary gear unit 14 via the damper mechanism 15, and the generator motor 12 and the drive wheels 16 that are mainly operated as a generator are in an operating state. Will be distributed accordingly. The engine output torque is transmitted to the outer plate 19 of the damper mechanism 15, the compression spring 42 is compressed according to the output torque, and is transmitted to the hub 20 via the intermediate plate 41. In forward twisting in which torque is transmitted from the outer plate 19 to the hub 20, the inner teeth 53 of the friction plate 52 do not engage with the outer teeth 48 of the hub 20 until a predetermined relative twisting angle θ as shown in FIGS. 4 to 6. The friction plate 52 rotates with the large friction member 56, and the large hysteresis friction portion 43 does not operate. In the small hysteresis friction portion 44, the small friction member 57 moves relative to the outer peripheral surface of the hub 20 to apply a small hysteresis torque.

  When the drive wheel 16 is rotated by the engine and the unloaded drive motor 17 is accelerated by the gear device and rotated by the engine, the torque fluctuation transmitted from the engine side is a small hysteresis in the torsion of the damper mechanism 15 in the positive direction. Effectively attenuated by torque, it is possible to prevent the occurrence of rattling noise (rattle noise) from gear devices such as the second counter gear 32 and the gear 35 provided in the power transmission path.

  When the forward twist transmitted from the outer plate 19 to the hub 20 exceeds a predetermined relative twist angle θ, the inner teeth 53 of the friction plate 52 engage with the outer teeth 48 of the hub 20 to restrict relative rotation with the hub 20. Therefore, the large friction member 56 and the friction plate 52 move relative to each other, the large hysteresis friction member 43 and the small hysteresis friction member 43 operate, and a large hysteresis torque and a small hysteresis torque are applied.

  The engine is started during operation of the vehicle by rotating the engine via the damper mechanism 15 when the torque of the generator motor 12 operated as a motor is input to the sun gear S of the planetary gear unit 14. The torque of the generator motor 12 is transmitted to the hub 20 and the intermediate plate 41 of the damper mechanism 15, and the compression spring 42 is compressed according to the torque and transmitted to the outer plate 19. In the negative direction torsion in which torque is transmitted from the hub 20 to the outer plate 19 at the start and stop of the engine, the internal teeth 53 of the friction plate 52 are attached to the hub 20 when the relative torsion angle is 0 degree as shown in FIGS. Since it engages with the external teeth 48, the friction plate 52 immediately moves relative to the large friction member 56, and the large hysteresis torque and small hysteresis friction portions 43 and 44 are operated at all relative torsion angles, and a large hysteresis torque and a small hysteresis. Hysteresis torque is applied. In order to use the engine 11 on the optimum fuel consumption curve as much as possible, in a hybrid vehicle in which the engine is frequently started and stopped during operation, sudden torque fluctuations that occur when the engine is started and stopped are buffered by the compression spring 42. In addition, it is attenuated in a short time by the large hysteresis torque and the small hysteresis torque in the negative direction torsion, and the shock generated in the vehicle can be effectively reduced. Further, since a large hysteresis torque is generated immediately in the negative direction twist, the engine can be quickly rotated and started without a shock by the generator motor 12 when starting the engine.

  When the shift range of the shift lever is parked, the parking rod (not shown) of the parking mechanism 68 is advanced, the parking pole 62 is pressed against the roller 66 by the back of the tip, and is rotated toward the parking gear 61, and the pawl 65 Meshes with the projections and depressions 60 to restrict the rotation of the parking gear 61 and thus the drive wheels 16. In this state, if necessary, the control means 67 operates the engine and drives the generator motor 12 as a generator to generate power, and controls the inverter 49 to charge the battery 28. At this time, the torque fluctuation of the engine output is attenuated by the small hysteresis torque due to the torsion of the damper mechanism 15 in the forward direction, so that the unevenness 60 of the parking gear 61 and the claw portion 65 of the parking pole 62 strike each other to generate a sound. Is effectively prevented.

  In the above embodiment, the carrier C of the planetary gear unit 14 is connected to the engine as the first element via the damper mechanism 15, the sun gear S is connected to the generator motor 12 as the second element, and the ring gear R is the third element. However, any one of the carrier C, the sun gear S, and the ring gear R may be used as the first to third elements.

Schematic which shows the power transmission device for hybrid vehicles. The figure which shows a parking gear and a parking pole. Side surface sectional drawing of a damper mechanism. The partial front view which fractured | ruptured a part of damper mechanism. The figure which shows the transmission torque and hysteresis with respect to the positive direction and negative direction relative torsion angle of a damper mechanism. The figure which shows the hysteresis action | operation principle in the positive direction twist of a damper mechanism. The figure which shows the hysteresis action principle in the negative direction twist of a damper mechanism.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Hybrid type vehicle power transmission device, 11 ... Engine, 12 ... Generator motor, 13 ... Common axis, 14 ... Planetary gear device, C ... Carrier, S ... Sun gear, R ... Ring gear, 15 ... Damper mechanism, 16 ... Drive wheel, 17 ... drive motor, 19 ... outer plate (first member), 20 ... hub (second member), 22 ... housing, 25, 33 ... rotor, 28 ... battery, 29, 35 ... gear, 30 ... counter Shafts 31, 32, 40 ... first, second and third counter gears, 38 ... differential gears, 41 ... intermediate plate, 42 ... compression spring, 43 ... friction portion for large hysteresis, 44 ... friction portion for small hysteresis, 48 ... external teeth, 50, 51 ... spring holes, 52 ... friction plates, 53 ... internal teeth, 56 ... large friction members, 57 ... small friction members, 60 ... irregularities, 61 ... parking gear 62 ... the parking pole, 67 ... control means.

Claims (4)

The engine is a first element of the planetary gear unit, the first electric motor is rotationally connected to the second element of the planetary gear unit, and the driving wheel is rotationally connected to the third element of the planetary gear unit. A damper mechanism is connected to one element, and a second electric motor for driving the driving wheel is connected to a third element of the planetary gear device via a gear device, and the first electric motor is connected to the planetary gear. In the hybrid vehicle power transmission device capable of rotating the engine via a device and the damper mechanism, and a second electric motor in an unloaded state being rotated by the engine via the damper mechanism and the gear device, The damper mechanism includes a first member that is rotationally connected to the engine, a second member that is rotationally connected to the first element of the planetary gear device, and relative rotation of the first and second members. In the positive direction torsion for transmitting torque from the first member to the second member, a large hysteresis torque and a small hysteresis friction portion for generating a large hysteresis torque and a small hysteresis torque, respectively, up to a predetermined relative twist angle In the negative direction torsion in which the small hysteresis friction portion is activated and the large hysteresis friction portion and the small hysteresis friction portion are activated when the predetermined relative twist angle is exceeded, and torque is transmitted from the second member to the first member. Is a hybrid vehicle power transmission device in which the large hysteresis friction portion and the small hysteresis friction portion operate at all relative twist angles. The engine is a first element of the planetary gear unit, the first electric motor is rotationally connected to the second element of the planetary gear unit, and the driving wheel is rotationally connected to the third element of the planetary gear unit. A damper mechanism is connected to one element, and a second electric motor for driving a driving wheel is connected to the driving wheel and a third element of the planetary gear device via a gear device, and the first electric motor Is capable of rotating the engine through the planetary gear unit and the damper mechanism, and a hybrid electric vehicle power in which a second electric motor in an unloaded state is rotated by the engine through the damper mechanism and the gear unit. In the transmission device, the damper mechanism includes a first member that is rotationally connected to the engine, a second member that is rotationally connected to the first element of the planetary gear device, and the first and second parts. In the torsion in the positive direction in which torque is transmitted from the first member to the second member, a large hysteresis torque and a small hysteresis friction portion that respectively generate a large hysteresis torque and a small hysteresis torque in relative rotation of the material. The friction portion for small hysteresis operates until the relative torsion angle, and when the predetermined relative twist angle is exceeded, the friction portion for large hysteresis and small hysteresis operate to transmit torque from the second member to the first member. In the negative direction twist, the hybrid type vehicle power transmission device is characterized in that the large hysteresis friction portion and the small hysteresis friction portion operate at all relative twist angles. The parking gear according to claim 1 or 2 , wherein the parking gear is rotationally connected between the driving wheel and the third element of the planetary gear device and has a plurality of irregularities formed on the outer periphery thereof, and the irregularities when the shift range is parked. A parking pawl that meshes and regulates rotation of the parking gear; and a control means that drives the first electric motor by operating the engine when the parking pawl meshes with the unevenness of the parking gear. A hybrid vehicle power transmission device characterized by the above. In any one of claims 1 to 3, wherein the second motor is a hybrid vehicle power transmitting apparatus characterized by being accelerated relative to the engine by a part of the gear unit.

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