CN107848391B - 车辆用驱动装置 - Google Patents
车辆用驱动装置 Download PDFInfo
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- CN107848391B CN107848391B CN201580081601.2A CN201580081601A CN107848391B CN 107848391 B CN107848391 B CN 107848391B CN 201580081601 A CN201580081601 A CN 201580081601A CN 107848391 B CN107848391 B CN 107848391B
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- intermediate shaft
- fluid coupling
- shaft
- transmission path
- driving force
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Abstract
本发明提供一种在不损害耐久性的条件下对作为驱动力源的电动机的单相锁定状态进行抑制的车辆用驱动装置。该车辆用驱动装置具有第一传动路径(L1),其将发动机(1)所输出的驱动力传递至驱动轮(13),第二传动路径(L2),其将电动机(3)所输出的驱动力传递至驱动轮(13),第二传动路径(L2)具有中间轴(14),所述中间轴(14)将电动机(3)所输出的驱动力传递至第一传动路径(L1),在电动机(3)与中间轴(14)之间设置有液力联轴节(18),在电动机(3)与中间轴(14)之间,相对于液力联轴节(18)而并列地设置有离合器机构(19)。
Description
技术领域
本发明涉及一种在驱动力源中至少包括一个电动机的车辆的驱动装置。
背景技术
在日本特开2006-256560号公报中记载了一种动力输出装置,所述动力输出装置被构成为,将作为驱动力源的电动机与变速器连结,并且从该变速器经由差速齿轮而向左右驱动轮输出转矩。当该电动机停止或者欲以低转速进行旋转的状态而输出较大的驱动力时,存在多个线圈中的任意特定的一相的线圈中流有较大的电流从而发生过热的可能性。这样的状态有时被称为单相锁定,在日本特开2006-256560号公报所记载的装置中,为了避免单相锁定,而将变速器中的制动器等预定的卡合机构控制为滑动状态,并且以获得作为目标的驱动转矩的方式而对电动机进行控制。
此外,在日本特开2011-231857号公报中,记载了一种以电动发电机作为驱动力源的驱动装置,该电动发电机与变矩器连结,并且在该变矩器中设置有在非控制时成为卡合状态而传递转矩的常闭型的锁止离合器。
日本特开2006-256560号公报中所记载的动力输出装置为了避免单相锁定而使卡合机构的转矩容量下降并使电动机旋转。因此,电动机所输出的动力的一部分作为卡合机构的摩擦热量而被消耗。如此,当在应该避免所谓的单相锁定的卡合机构中产生摩擦而使电动机旋转时,存在如下担忧,即,卡合机构的温度因摩擦热量而升高,其结果是,卡合机构的耐久性下降。为了抑制卡合机构的耐久性的下降,虽然只需减少卡合机构的摩擦即可,但是如果减少摩擦,则可能无法提高电动机的转速从而无法充分地抑制单相锁定,或者卡合机构接近释放状态而无法获得足够的驱动转矩,从而车辆无法行驶等。而且,即使在日本特开2011-231857号公报所记载的驱动装置中,将电动发电机作为了驱动力源,但是该电动发电机的单相锁定的可能性、或者用于避免单相锁定的方法等并未被日本特开2011-231857号公报公开。
发明内容
本发明着眼于上述的技术问题而被完成,其目的在于提供一种车辆用驱动装置,所述车辆用驱动装置能够在不会招致由发热而引起的温度上升和随此而引起的耐久性的下降的条件下,增大相对于作为驱动力源的电动机或电动发电机等旋转电机的输出轴转速的相对转速。
为了达成上述的目的,本发明涉及一种车辆用驱动装置,具有:第一传动路径,其将发动机所输出的驱动力传递至驱动轮;第二传动路径,其将旋转电机所输出的驱动力传递至所述驱动轮,所述车辆用驱动装置的特征在于,所述第二传动路径具有中间轴,所述中间轴将所述旋转电机所输出的驱动力传递至所述第一传动路径的中间轴,在所述旋转电机与所述中间轴之间设置有液力联轴节。
在本发明中,可以采用如下方式,即,所述第一传动路径具有输入轴,所述输入轴被配置在与所述发动机的旋转中心轴线相同的轴线上,所述中间轴以与所述输入轴平行的方式而配置,在所述输入轴及所述中间轴的轴线方向上的与所述发动机侧相反的端部侧设置有后壳体,所述液力联轴节在所述中间轴的所述端部侧且与所述后壳体的内表面邻接的位置处与所述中间轴连结。
在本发明中,可以采用如下方式,即,在使所述后壳体的所述中间轴延长了的位置处,以关闭所述后壳体的一部分的方式而可拆装地安装有与所述液力联轴节相比直径较大的后接合器。
在本发明中,可以采用如下方式,即,卡合要素相对于所述液力联轴节而并列地被设置在所述旋转电机和所述中间轴之间,所述卡合要素进行卡合而传递驱动力且进行释放而切断驱动力。
在本发明中,可以采用如下方式,即,所述旋转电机具有转子轴,所述中间轴沿着所述转子轴的旋转中心轴线而贯穿所述转子轴,所述液力联轴节具有连接有所述转子轴的泵叶轮、以及连结有所述中间轴的涡轮,所述卡合要素以选择性地对所述泵叶轮和所述中间轴进行连结的方式而配置,在所述中间轴上,依次排列有所述卡合要素、所述液力联轴节和所述旋转电机,并且,在所述中间轴的与所述卡合侧的端部相反一侧的端部上,设置有使所述旋转电机的动力朝向所述驱动轮输出的输出部件。
在本发明中,可以采用如下方式,即,所述泵叶轮通过花键而与所述转子轴连结。
在本发明中,可以采用如下方式,即,所述涡轮通过花键而与所述中间轴连结。
在本发明中,可以采用如下方式,即,具有壳体,所述壳体对所述第一传动路径以及所述第二传动路径进行收纳,在所述壳体的内部设置有第一隔壁部,所述第一隔壁部对所述转子轴进行支承,并且以可旋转的方式而与所述液力联轴节滑动连接,对所述液力联轴节供给机油、或者使机油从所述液力联轴节排出的第一油道被形成在所述第一隔壁部的内部。
在本发明中,可以采用如下方式,即,对所述液力联轴节供给机油、或者使机油从所述液力联轴节排出的第二油道沿着所述中间轴的轴线方向而被形成在所述中间轴的内部。
在本发明中,可以采用如下方式,即,在所述壳体的内部设置有第二隔壁部,所述第二隔壁部对所述中间轴进行支承,并且以可旋转的方式而与所述中间轴滑动连接,与所述第二油道连通的第三油道被形成在所述第二隔壁部的内部。
在本发明中,可以采用如下方式,即,所述第一传动路径被构成为,具有动力分配机构和另一个旋转电机,所述动力分配机构通过第一旋转要素、第二旋转要素和第三旋转要素而实施差速作用,并且向所述第一旋转要素传递所述发动机的动力,向所述第二旋转要素传递所述另一个旋转电机的动力,并从所述第三旋转要素向所述驱动轮输出驱动力。
另外,本发明涉及一种车辆用驱动装置,其被构成为,通过电动机而构成驱动力源,并将所述电动机所输出的驱动力传递至驱动轮,所述车辆用驱动装置的特征在于,在所述电动机与所述驱动轮之间设置有液力联轴节,相对于所述液力联轴节而并列地设置有卡合要素,所述卡合要素进行卡合而传递转矩且进行释放而切断转矩,所述电动机为同步电动机,所述卡合要素被构成为,在所述电动机的转速为预定的转速以下且要求驱动力为预先规定的预定的驱动力的情况下发生差速旋转。
在本发明中,可以采用如下方式,即,在将所述电动机作为同步电动机的情况下,所述预定的驱动力被设定为小于所述同步电动机的最大转矩。
根据本发明,除了从发动机对驱动轮传递驱动力的第一传动路径以外,还设置有从旋转电机向驱动轮传递驱动力的第二传动路径,在第二传动路径上的旋转电机输出驱动力的情况下,如果转速较低且输出转矩较大,则驱动力经由液力联轴节而从旋转电机被传递至中间轴。因此,由于在液力联轴节中产生所谓的滑动而使相对于输出轴转速的相对转速增加,从而旋转电机的转速并未被限制在低转速,因此,能够避免或抑制旋转电机成为单相锁定状态的情况。虽然因液力联轴节中的所谓的滑动而发热,但由于该热量为流体(机油)自身的发热,并且机油在液力联轴节与外部之间循环,因此热量被运送到外部,从而避免或抑制了在液力联轴节中充满热量、或者随此而成为高温的情况,进而能够使液力联轴节和驱动装置的耐久性提升。而且,由于作用于液力联轴节的驱动力为由旋转电机产生的驱动力,而发动机的驱动力不被施加于液力联轴节,因此,能够将液力联轴节设为容量较小的结构,从而使作为驱动装置的整体的结构小型化。
在本发明中,由于在与发动机的旋转中心轴线上的平行于输入轴的中间轴相同的轴线上、且与后壳体邻接的位置处配置有液力联轴节,因此减少了排列配置在发动机的旋转中心轴线上的部件或零件的数量,从而能够缩短作为驱动装置的整体的轴长。
尤其是,如果采用能够通过后接合器来开闭后壳体的一部分的结构,则由于能够容易地将液力联轴节安装在驱动装置上,因此能够进一步提高组装性。
如果与所述液力联轴节并列地设置卡合要素,则能够通过使卡合要素卡合从而提高所述旋转电机与所述中间轴之间的转矩的传递效率。
此外,在设置了所述卡合要素的情况下,由于在中间轴上依次排列配置有卡合要素、液力联轴节、旋转电机以及输出部件,因此能够使中间轴以贯穿旋转电机的旋转中心侧的方式来配置,并且将液力联轴节和卡合要素连结在贯穿了旋转电机的中间轴的端部处。因此,能够减少液力联轴节和卡合要素的内径的限制,从而对它们的外径变大的情况进行抑制,进而使得作为驱动装置的整体的结构小型化。
此外,在本发明中,由于以通过花键而将构成了液力联轴节的泵叶轮和涡轮安装于转子轴和中间轴上的方式而构成,因此驱动装置的组装变得容易。
而且,根据本发明,通过在被设置于外壳的内部中的隔壁部的内部形成油道,从而能够抑制机油的泄漏,并且能够减少应当密封的部位,进而能够简化用于油道的加工和结构。
在本发明中,即使液力联轴节被配置在靠近后壳体的位置处,也能够通过将对液力联轴节供给机油或排出机油的油道形成于中间轴的内部,从而在后壳体中设置后接合器,此外,还能够简化作为油道的整体的结构。
并且,在本发明中,也可以仅将电动机作为驱动力源,即使在该情况下,也能够通过在液力联轴节中产生滑动,从而在确保驱动力的同时避免或抑制电动机的所谓的单相锁定状态。
附图说明
图1为表示本发明的实施方式的一个示例的框架图。
图2为表示该第二传动路径的一个示例的局部剖视图。
图3为模式化地表示确定了单相锁定状态的区域的映射图的一个示例的图。
图4为对用于锁止离合器的卡合以及释放的控制例进行说明的流程图。
图5为简略表示该发明的实施方式的另一个示例的框架图。
具体实施方式
在图1中通过框架图而示出了本发明的实施方式的一个示例。在此所示的示例为,在所谓的双电动机型的混合动力驱动装置中应用了本发明的示例。作为驱动力源而具备发动机1和两个电动机2、3。电动机2相当于本发明的实施方式中的另一个旋转电机。此外,电动机3相当于本发明的实施方式中的旋转电机。发动机(ENG)1为汽油发动机或柴油发动机等内燃机,并且各电动机2、3能够采用永磁式的三相同步电动机等的具有发电功能的电动发电机(MG1、MG2)。
在与发动机1的旋转中心轴线相同的轴线上,从发动机1侧依次配置有超速传动机构4、动力分配机构5、第一电动发电机(MG1)2。超速传动机构4为,用于使输出转速增大至大于发动机转速的机构,并且在图1所示的示例中,其由单小齿轮型的行星齿轮机构而构成。因此,超速传动机构4具备太阳齿轮S4、相对于太阳齿轮S4而被配置在同心圆上的内啮合齿轮R4、以可自转以及可公转的方式而对小齿轮进行保持的行星齿轮架C4,其中,小齿轮与太阳齿轮S4以及内啮合齿轮R4相啮合。被配置于与发动机1的旋转中心轴线相同的轴线上且对发动机1所输出的驱动力进行传递的输入轴6与该行星齿轮架C4连结。此外,设置有第一离合器C1和制动器B1,所述第一离合器C1选择性地对太阳齿轮S4和行星齿轮架C4进行连结,所述制动器B1选择性地对太阳齿轮S4进行固定。因此,通过使第一离合器C1卡合,从而成为超速传动机构4的整体成为一体而进行旋转的所谓的直接连结级(低),并且超速传动机构4中的变速比变为“1”。与此相对,如果使制动器B1卡合从而停止太阳齿轮S4的旋转,则与行星齿轮架C4相比,内啮合齿轮R4的转速变为高转速,从而变速比成为小于“1”的所谓的超速传动级(高)。此外,如果使第一离合器C1以及制动器B1同时卡合,则超速传动机构4的整体被固定,并且发动机1的旋转也停止。另外,如果使第一离合器C1以及制动器B1同时释放,则由于太阳齿轮S4成为自由旋转状态,因此超速传动机构4不实施转矩传递。
上述的内啮合齿轮R4为输出要素,并且向动力分配机构5传递动力。动力分配机构5在图1所示的实例中,由单小齿轮型的行星齿轮机构构成。因此,动力分配机构5具备太阳齿轮S5、相对于太阳齿轮S5而被配置在同心圆上的内啮合齿轮R5、以可自转以及可公转的方式而对小齿轮进行保持的行星齿轮架C5,其中,所述小齿轮与太阳齿轮S5以及内啮合齿轮R5相啮合。该行星齿轮架C5与超速传动机构4中的内啮合齿轮R4连结。动力分配机构5中的输出元件为内啮合齿轮R5,并且内啮合齿轮R5与输出齿轮7连结。在太阳齿轮S5上连结有第一电动发电机2,从而太阳齿轮S5成为反力要素。所述行星齿轮架C5相当于本发明的实施方式中的第一旋转要素,所述太阳齿轮S5相当于本发明的实施方式中的第二旋转要素,所述内啮合齿轮R5相当于本发明的实施方式中的第三旋转要素。
太阳齿轮S5与太阳齿轮轴被一体化,并且输入轴6以可旋转的方式贯穿该太阳齿轮轴的内部。并且,设置有选择性地对输入轴6和太阳齿轮S5进行连结的第二离合器CS。该第二离合器CS为用于设定串联模式的离合器。
与输入轴6平行地配置有副轴8,并且直径较大的从动齿轮9和直径较小的驱动齿轮10以一体旋转的方式而被设置在该副轴8上。该从动齿轮9与上述的输出齿轮7相啮合。此外,驱动齿轮10与作为主减速器的差速齿轮11中的内啮合齿轮12相啮合。驱动力从差速齿轮11向左右驱动轮13传递。因此,由这些从动齿轮9以及驱动齿轮10组成的齿轮列构成了减速机构。
从上述的发动机1经由超速传动机构4、动力分配机构5、副轴8上的从动齿轮9以及驱动齿轮10、差速齿轮11而向驱动轮13传递驱动力的路径成为本发明的实施方式中的第一传动路径L1。
相当于本发明的实施方式中的另一个旋转电机的第二电动发电机(MG2)3被构成为,经由第二传动路径L2而向驱动轮13传递驱动力。若对第二传动路径L2进行说明,则中间轴14以与上述的输入轴6以及副轴8平行的方式被配置。在中间轴14的一方的端部侧(图1的右侧)安装有驱动齿轮15,该驱动齿轮15与上述的从动齿轮9相啮合。
在中间轴14的另一方的端部侧配置有第二电动发电机3,中间轴14贯穿与第二电动发电机3的转子16被一体化了的转子轴17。从转子轴17突出的中间轴14的所述另一方的端部经由液力联轴节18而与转子轴17连结。此外,在中间轴14和转子轴17之间,相对于液力联轴节18而并列地设置有锁止离合器(即,离合器机构)19。关于这些液力联轴节18以及锁止离合器19,将在下文中叙述。
因此,第二传动路径L2被构成为,从第二电动发电机3经过液力联轴节18或锁止离合器19、中间轴14、驱动齿轮15而向从动齿轮9传递动力。即,第二传动路径L2从第一传动路径L1起而在所述从动齿轮9的部位处分支。因此,成为如下结构,即,虽然液力联轴节18上被施加有第二电动发电机3的驱动力,但是发动机1所输出的驱动力不会作用于液力联轴节18。
对上述的传动路径L1、L2进行收纳的壳体如大致区分,则由外壳20、中间壳体21、后壳体22这三个部件构成。外壳20为,在发动机1的旋转中心轴线的方向上被配置在最靠近发动机1侧的部件,并成为通过发动机1侧的侧壁而被关闭且向与此相反的方向打开的预定的形状。中间壳体21为,被安装于该外壳20的开口端处的筒状的部件,并通过隔壁部23而被区分为外壳20侧和与其相反的一侧。该隔壁部23相当于本发明的实施方式中的第二隔壁部,在该隔壁部23与外壳20之间的空间部分(收纳部)中,收纳有上述的超速传动机构4以及动力分配机构5、被安装于副轴8上的从动齿轮9以及驱动齿轮10、被安装于中间轴14上的驱动齿轮15。并且,与所述太阳齿轮S5一体的太阳齿轮轴贯穿隔壁部23,并且该太阳齿轮轴的内部被输入轴6贯穿。此外,副轴8的端部通过所述外壳20和隔壁部23而被支承。另外,中间轴14的一方的端部通过外壳20而被支承。而且,差速齿轮11既可以被收纳在外壳20与隔壁部23之间,或者也可以被配置在与它们独立设置的收纳室(未图示)中。
后壳体22为,以被安装于上述的中间壳体21中的与所述发动机1侧相反的一侧的开口端处而关闭壳体的方式被构成的部件,并具备将其内部两分为中间壳体21侧和与其相反一侧的隔壁部24。此外,还具备能够开闭所述输入轴6的延长位置的后接合器25、能够开闭所述中间轴14的延长位置且与液力联轴节18相比为大径的后接合器26。并且,在中间壳体21中的隔壁部23与后壳体22中的隔壁部24之间的空间部分(收纳部)中,收纳有第一电动发电机2和第二电动发电机3。与该第一电动发电机2的转子一体的转子轴或者与该转子轴连结的所述太阳齿轮轴通过各隔壁部23、24而被支承。此外,第二电动发电机3中的转子轴17通过各隔壁部23、24而被支承,并且该内部被中间轴14贯穿。而且,隔壁部24相当于本发明的实施方式中的第一隔壁部。
另外,在后壳体22中的隔壁部24与后接合器25之间,收纳有第二离合器CS。此外,输入轴6或者与其一体的轴通过后接合器25而被支承。另外,在隔壁部24和另一个后接合器26之间且与后接合器26邻接的位置(即,与后壳体22的内表面邻接的位置)处,收纳有上述的液力联轴节18和锁止离合器19,并且液力联轴节18通过这些隔壁部24和后接合器26而被支承。
图2为表示包括液力联轴节18以及锁止离合器19的第二传动路径L2的主要部分的剖视图。转子轴17为圆筒轴,并且其两端部经由轴承27、28而被各隔壁部23、24支承。沿着转子轴17的中心轴线而被***中间轴14,在该中间轴14中的与所述隔壁部23相比靠外壳20侧的部分处嵌合有轴承29,并且中间轴14经由该轴承29而被隔壁部23支承。此外,在中间轴14的外周面和转子轴17的内周面之间配置有多个滚针轴承30。
中间轴14的图2中的左侧的端部(以下,有时也记为顶端部)越过后壳体22中的隔壁部24而向后接合器26侧突出,并且该顶端部与液力联轴节18以及锁止离合器19连结。液力联轴节18被构成为,通过使由作为驱动侧部件的泵叶轮31产生的机油的螺旋流流入作为从动侧部件的涡轮32,从而使涡轮32旋转。在该泵叶轮31中的泵壳33的外周端上接合有罩34,罩34与泵壳33一起形成作为液力联轴节18的整体的外壳。罩34具有沿着后接合器26的内壁面的圆板状的板部35,在形成于该板部35的中心部处的凸部36上嵌合有轴承37,并且罩34经由该轴承37而以可旋转的方式被后接合器26支承。此外,在板部35和后接合器26之间配置有推力轴承38。
另一方面,泵壳33被形成为环状,且其内周端部与轴套部39一体地形成。轴套部39被***至隔壁部24的内周端与中间轴14的外周面之间,并相对于隔壁部24的内周端而滑动连接,并且相对于中间轴14的外周面而以隔开微小的间隙的方式嵌合。并且,在轴套部39与中间轴14之间配置有密封部件40,从而维持了这两者之间的液密性。另外,轴套部39(即泵叶轮31)和转子轴17通过花键部41而被连结。
中间轴14的顶端部与上述的轴套部39相比向罩34侧突出,该突出的顶端部与轮毂部42花键嵌合,并且在中间轴14与轮毂部42之间配置有密封部件43,并将轮毂部42和罩34之间的部分、以及轮毂部42和所述轴套部39侧的部分划分为液密状态。即,涡轮32和中间轴14通过花键而被连结。
轮毂部42与涡轮32以成为一体而旋转的方式被连结。锁止离合器19在该轮毂部42的外周侧被配置在涡轮32与罩34的内侧面之间。锁止离合器19相当于本发明的实施方式中的卡合要素,若对该结构进行说明,则锁止离合器19为摩擦离合器,并具备在轴线方向上以可前后运动且可旋转的方式嵌合在所述轮毂部42中的活塞44,在活塞44的外周侧的圆筒状的部分上花键嵌合有多枚离合器从动盘45。而且,在活塞44的外周部分处形成有以与离合器从动盘45大致平行地向半径方向上的外侧延伸的圆板状部分,从而利用该圆板状部分而对离合器从动盘45向其板厚方向(轴线方向)进行按压。此外,在活塞44与轮毂部42相嵌合的部分处配置有O型环等密封件,从而使活塞44的轴线方向上的两侧之间被划分为液密状态。
与离合器从动盘45交替配置的离合器盘46与被安装于所述罩34的内侧面上的保持器47花键嵌合。因此,当活塞44与罩34的内侧面之间的油压高于活塞44的背面侧(涡轮32侧)的油压时,由于活塞44从罩34的内侧面起向分离方向移动,因此离合器从动盘45和离合器盘46的接触压力大致为零,从而锁止离合器19成为不传递转矩的释放状态。与此相反,当活塞44与罩34的内侧面之间的油压低于活塞44的背面侧(涡轮32侧)的油压时,由于活塞44向接近罩34的内侧面的方向而被按压,因此离合器从动盘45和离合器盘46的接触压力变大,从而锁止离合器19成为传递转矩的卡合状态。因此,锁止离合器19被构成为,选择性地对泵叶轮31和中间轴14进行连结。
而且,在锁止离合器19与轮毂部42之间,设置有减小扭转振动的弹簧减振机构48。弹簧减振机构48为,在驱动侧的部件与从动侧的部件之间配置了朝向圆周方向的线圈弹簧的公知结构的减振机构。
对用于使机油相对于液力联轴节18而循环且供给或排出使锁止离合器19卡合以及释放的机油的油道进行说明。在与泵壳33成为一体的所述轴套部39中形成有油道49,所述油道49的一方朝向涡轮32侧而开口,另一方在与所述隔壁部24的内周面滑动连接的外周面上开口。在轴套部39的外周面中,使该油道49开口的槽跨及全周而被形成,并且朝向该槽而开口的油道50以贯穿隔壁部24的内部的方式而被形成。而且,在隔着所述槽的两侧配置有密封圈,各油道49、50在不会发生机油泄漏的条件下相连通。此外,油道50相当于本发明的实施方式中的第一油道。
另一方面,在中间轴14中,在该顶端部开口的油道51沿着中间轴14的中心轴线而被形成。该油道51相当于本发明的实施方式中的第二油道,并向所述的锁止离合器19中的活塞44与罩34的内侧面之间的部分(油室)开口而连通。此外,另一方面,油道51向与中间轴14中的所述隔壁部23的内周面滑动连接的部分开口。在中间轴14的外周面中的与隔壁部23滑动连接而嵌合的部分中,使油道51开口的槽跨及全周而被形成,并且朝向该槽而开口的油道52以贯穿隔壁部23的内部的方式而被形成。而且,在隔着所述槽的两侧配置有密封圈,各油道51、52在不会发生机油泄漏的条件下相连通。此外,油道52相当于本发明的实施方式中的第三油道。
被形成于各隔壁部23、24中的油道50、52与未图示的油压控制装置或机油冷却器连通、进而与机油泵连通,从而使液力联轴节18的内部的机油经由这些油道50、52而在机油冷却器等之间循环。此外,通过使隔壁部24的油道50侧的油压高于隔壁部23的油道52侧的油压,以使锁止离合器19卡合,与此相反,通过使隔壁部24的油道50侧的油压低于隔壁部23的油路52侧的油压,以使锁止离合器19释放。
而且,虽然未特别进行图示,但是第一电动发电机2以及第二电动发电机3被构成为,与包括蓄电装置、逆变器或变换器的电源部连接,并将由第一电动发电机2发出的电力供给至第二电动发电机3,将蓄电装置的电力供给至各电动发电机2、3,进而通过由各电动发电机2、3发出的电力来对蓄电装置进行充电。此外,如图2所示,在相对旋转的部件彼此之间配置有轴承部件。
在具备图1以及图2所示的结构的动力传动***的混合动力车辆中,发动机1所输出的驱动力经由第一传动路径L1而向驱动轮13传递,并且第二电动发电机3所输出的驱动力经由第二传动路径L2而向驱动轮13传递。虽然这些传动路径L1、L2在所述从动齿轮9处汇合,并且在此之后成为共通的路径,但是由于它们相互独立,因此发动机1的驱动力不会作用于第二电动发电机3和液力联轴节18。并且,能够适当地选择这些传动路径L1、L2,以对各种行驶模式进行设定。
例如,在所谓的混合动力模式中,发动机1所输出的转矩的一部分经由所述超速传动机构4或动力分配机构5、副轴8等第一传动路径L1而向驱动轮13传递。此外,第一电动发电机2通过发动机1而被驱动从而发出的电力被供给至第二电动发电机3,该第二电动发电机3所输出的转矩经由第二传动路径L2而向驱动轮13传递。
此外,在所谓的串联模式中,通过在释放第一离合器C1以及制动器B1的同时使第二离合器C2卡合,从而能够通过发动机1而对第一电动发电机2进行驱动,由此能够使第一电动发电机2作为发电机而发挥作用。在该情况下,由于动力分配机构5中的行星齿轮架C5进行空转,因此输出齿轮7不输出驱动转矩。并且,由第一电动发电机2发出的电力被供给至第二电动发电机3,从而第二电动发电机3输出驱动力。该驱动力经由第二传动路径L2而被传递至驱动轮13,使得混合车辆通过第二电动发电机3的驱动力行驶。
另外,在电动车(EV)模式中,从蓄电装置向第二电动发电机3供给电力、或者向各电动发电机2、3供给电力,从而利用这些电动发电机2、3所输出的驱动力而行驶。
上述的任意一个的行驶模式中,在将第二电动发电机3作为用于行驶的驱动力源的情况下,有时会根据转速和要求驱动力的状态而成为单相锁定状态。即,在第二电动发电机3由同步电机而构成的情况下,当在预定的转速以下的低转速的状态下流过与所要求的预定的驱动力相应的较大的电流时,有时会在特定的某一相的线圈中流过过剩的电流而导致过热,这种状态即为单相锁定状态。关于这种状态,例如能够将产生单相锁定状态的驾驶状态作为根据转速和转矩(或者要求驱动力)而形成的区域Aloc并作为预先确定的映射图来进行准备,且基于该映射图来进行推断或预测。而且,该区域Aloc被设定为与第二电动发电机3的最大转矩相比而较小的转矩的区域。图3中模式化地示出了这样的映射图的一个示例。此外,当在泥泞道路或起伏较大的道路等所谓的越野道路上行驶的情况下,有时会对越野道路开关(未图示)进行开启操作,从而控制为与越野道路行驶相适应的驱动力。在该情况下,由于以在抑制旋转的同时增大转矩的方式被控制,因此成为单相锁定状态的可能性较高,因此,能够基于越野道路开关为开启,而推断或预测成为单相锁定状态的可能性。
由于单相锁定状态因电动机的转速较低而发生,因此在该实施方式中的混合动力车辆中,释放所述的锁止离合器19以允许提高第二电动发电机3的转速,从而避免或抑制单相锁定状态。图4为用于对这样的控制的一个示例进行说明的流程图,在此所示的程序在例如混合动力车辆可启动的状态或者正在行驶的状态下重复执行。首先,对单相锁定的可能性进行判断(步骤S1)。如上文所述,该判断能够利用例如图3所示的映射图来实施。在该步骤S1中被否定性地判断的情况下,对越野道路开关是否为开启进行判断(步骤S2)。在该步骤S2中被否定性地判断的情况下,使所述锁止离合器19卡合(步骤S3),并返回。即,在包括驻车在内的低车速状态下未特别要求较大的驱动力的通常的状态下,锁止离合器19被控制为卡合状态。
另一方面,在步骤S1中被肯定性地判断的情况、以及在步骤S2中被肯定性地判断的情况下,使锁止离合器19释放以产生差速旋转(步骤S4),并返回。即,在推断或者预测为第二电动发电机3成为单相锁定状态的情况下,经由液力联轴节18而传递转矩,因此通过在液力联轴节18中发生的滑动而允许第二电动发电机3的转速成为单相锁定区域Aloc以上的转速。
例如在上坡路上进行启动的情况下,要求第二电动发电机3以低转速而输出较大的转矩,从而成为单相锁定状态的可能性较高。在该情况下,锁止离合器19被释放,从而第二电动发电机3的转矩经由液力联轴节18而被传递至中间轴14。由于液力联轴节18经由机油而传递转矩,因此能够实现泵叶轮31和涡轮32的相对旋转,因此即使在启动时涡轮32与中间轴14几乎一起处于停止,但第二电动发电机3也能够与泵叶轮31一起旋转。因此,第二电动发电机3的转速高于上述的单相锁定状态的区域Aloc的转速。即,相对于第二电动发电机3的输出轴转速(输出齿轮7的转速或者驱动轮13的转速)的相对转速增大。其结果是,避免了所谓的单相锁定状态的产生。此外,由于液力联轴节18根据泵叶轮31和涡轮32的相对转速而传递转矩,因此驱动轮13中的驱动转矩根据第二电动发电机3的输出而变大,从而也能够实现上坡路等处的启动。
如此,当在液力联轴节18中发生泵叶轮31与涡轮32的相对旋转时,机油被剧烈地搅动或被剪断而产生热量。然而,由于发热是由机油自身产生的,而且机油在与机油冷却器等的外部的装置之间进行循环,因此热量被运送至液力联轴节18的外部。因此,抑制了液力联轴节18或其周围的部件的温度的上升,并且能够避免或抑制在耐久性这一点上出现障碍。
此外,根据本发明的实施方式中的上述的车辆用驱动装置,具有以下这样的优点。上述的液力联轴节18被配置在相对于上述的输入轴6而平行地配置的中间轴14上,从而构成与所述第一传动路径L1相独立的第二传动路径L2的一部分。因此,即使发动机1与第二电动发电机3一起输出驱动力,发动机1所输出的驱动力也不会作用于液力联轴节18。即,在作为本发明的实施方式的上述的结构中,液力联轴节18只要为仅传递第二电动发电机3所输出的驱动力的容量或者大小即可,因此能够使液力联轴节18小型化,进而能够使作为驱动装置的整体的结构小型化。
另外,由于上述的车辆用驱动装置为与输入轴6平行地设置有中间轴14的所谓的多轴型,并且在该中间轴14上配置有液力联轴节18、第二电动发电机3以及锁止离合器19等,因此能够减少排列配置在发动机1的旋转中心轴线上的部件或零件的数量,从而能够缩短轴长。
此外,在上述的车辆用驱动装置中,在构成第二传动路径L2的中间轴14上,从图1的左侧起,按照在此所列举的顺序而排列有锁止离合器19、液力联轴节18、作为驱动力源的第二电动发电机3、成为输出部件的驱动齿轮15。此外,在中间轴14的外周侧配置有转子轴17,并通过该转子轴17而使转子16和泵叶轮31被连结。因此,由于涡轮32、锁止离合器19进而弹簧减振机构48与配置在最靠近内周侧的中间轴14连结,因此减少了这些部件的内径的制约。其结果是,能够抑制涡轮32、锁止离合器19进而弹簧减振机构48等的外径,从而实现小型化。换言之,由于在半径方向上重叠配置的部件的数量变少,因此能够简化作为车辆用驱动装置的整体的结构,并且能够使该结构小型化。
如图2参照所说明的那样,液力联轴节18以及锁止离合器19被收纳于后壳体22的内部,该泵叶轮31通过花键部41而与被隔壁部24支承的转子轴17连结,并且涡轮32通过使与其一体的轮毂部42花键嵌合至中间轴14的顶端部,从而与中间轴14连结。并且,在后壳体22中延长了中间轴14的部位的开口部通过后接合器26而在液密状态下被关闭。而且,该开口部或者后接合器26的外径为液力联轴节18的外径以上。因此,在组装车辆用驱动装置的情况下,在外壳20的内部和各隔壁部23、24之间的空间部(收纳室)中依次***所述的各零件并进行组装。另一方面,将液力联轴节18、弹簧减振机构48以及锁止离合器19相互组装而设为组件。将该液力联轴节18的组件从拆除后接合器26而打开的开口部***至后壳体22的内部,并在使所述轴套部39与隔壁部26的内周侧嵌合的同时使花键部41嵌合,进而使轮毂部42与中间轴14花键嵌合。之后,将后接合器26嵌入所述开口部以进行密闭。而且,在该情况下,使形成在所述罩34上的凸部36与轴承37嵌合,或者使预先嵌合于凸部36的轴承37与后接合器26嵌合。
在所述车辆用驱动装置中被构成为,将液力联轴节18和锁止离合器19与后壳体22的内侧面相邻配置,并且将液力联轴节18和锁止离合器19组装在通过与后壳体22一体化的隔壁部26而直接或间接地被支承的转子轴17和中间轴14上。而且构成为,后壳体22中的中间轴14的延长位置能够进行开闭。因此,由于能够在安装了其他结构部件之后安装液力联轴节18和锁止离合器19,从而车辆用驱动装置的组装操作性变得良好。尤其是,如果采用如下方式,即,中间轴14的顶端部以朝向上方的方式而被预定的夹具支承,并且在该状态下安装液力联轴节18的单元,则由于能够通过依次将该单元或推力轴承等投入后壳体22的内部,从而实施包括花键部41的嵌合在内的各零件的安装,因此使车辆用驱动装置的组装操作变得容易。
如上文所述,在液力联轴节18中所产生的热量通过机油而被运送至外部,并且锁止离合器19根据油压而被卡合以及被释放。该机油的循环和油压的供给以及排出经由上述的油道49~52而被实施。在所述车辆用驱动装置中,尤其是在与中间壳体21一体的隔壁部23或与后壳体22一体的隔壁部24的内部形成油道50、52。因此,机油的泄漏部位较少,而且能够减少应当密封的部位。其结果是,不仅能够削减因机油的泄漏而引起的动力的损耗,而且能够实现零件数量的削减或组装工序的削减。此外,由于能够在中间壳体21或后壳体22的成形时同时制作上述的油道50、52,因此能够削减用于构成油道的复杂的后加工。
此外,在中间轴14的内部形成相对于液力联轴节18的内部而供给机油或排出机油的油道中的一方。换言之,采用如下结构,即,即使液力联轴节18以接近后壳体22的方式而被配置,也能够不经由后壳体22而相对于液力联轴节18供给机油或排出机油。因此,能够采用如下结构,即,无需将机油的循环路径的结构复杂化,而将所述的后接合器26安装在后壳体22上。因此,若采用上述的车辆用驱动装置的结构,则能够同时实现组装操作性的提高和油道结构的简化。
而且,本发明并不限定于上述的实施方式。简而言之,本发明只需采用如下方式即可,即,在产生用于行驶的驱动力的电动机与驱动轮之间,设置有允许电动机的旋转的液力联轴节,以解除电动机的单相锁定状态。因此,也可以采用不具备发动机而仅以电动机作为驱动力源的车辆。
在图5中简化记载了该示例,在作为驱动力源的电动发电机MG的输出侧,连接有具备锁止离合器19的液力联轴节18。在其涡轮32上连接有输出齿轮7,该输出齿轮7与向左右驱动轮13传递转矩的差速齿轮11中的内啮合齿轮12相啮合。在图5中,在与图1及图2所示的结构相同的结构的部分上,标注了与图1及图2所标注的符号相同的符号,并省略其说明。
即使在图5所示的结构中,也能够实施所述的图4所示的控制。即,如果在可能发生电动发电机MG的单相锁定状态的情况下使锁止离合器19释放,则在液力联轴节18中会发生泵叶轮31与涡轮32的相对旋转、即滑动。因此,电动发电机MG的转速高于单相锁定状态的区域Aloc的转速,从而能够避免成为单相锁定状态的情况。而且,如图5所示,即使在仅以电动发电机MG作为驱动力源的情况下,也可以适当地对所述的图1或图2所示的结构中的、对轴进行支承的结构、油道的结构等进行选择而采用。
此外,本发明中的液力联轴节也可以是变矩器,所述变矩器能够根据作为泵叶轮与涡轮的转速比的速度比而对转矩进行放大。在本发明中,也可以不设置所述锁止离合器19等的卡合要素。另外,在本发明中,动力分配机构既可以通过所述的单小齿轮型的行星齿轮机构以外的差速机构而构成,或者也可以被构成为,不设置超速传动机构而将发动机的动力直接输入至动力分配机构。
Claims (11)
1.一种车辆用驱动装置,具有:
第一传动路径,其将发动机所输出的驱动力传递至驱动轮;
第二传动路径,其将旋转电机所输出的驱动力传递至所述驱动轮,
所述车辆用驱动装置的特征在于,
所述第二传动路径具有中间轴,所述中间轴将所述旋转电机所输出的驱动力传递至所述第一传动路径,
在所述旋转电机与所述中间轴之间设置有液力联轴节。
2.如权利要求1所述的车辆用驱动装置,其特征在于,
所述第一传动路径具有输入轴,所述输入轴被配置在与所述发动机的旋转中心轴线相同的轴线上,
所述中间轴以与所述输入轴平行的方式而配置,
在所述输入轴及所述中间轴的轴线方向上的与所述发动机侧相反的端部侧设置有后壳体,
所述液力联轴节在所述中间轴的所述端部侧且与所述后壳体的内表面邻接的位置处与所述中间轴连结。
3.如权利要求2所述的车辆用驱动装置,其特征在于,
在使所述后壳体的所述中间轴延长了的位置处,以关闭所述后壳体的一部分的方式而可拆装地安装有与所述液力联轴节相比直径较大的后接合器。
4.如权利要求1至3中任意一项所述的车辆用驱动装置,其特征在于,
卡合要素相对于所述液力联轴节而并列地被设置在所述旋转电机和所述中间轴之间,所述卡合要素进行卡合而传递驱动力且进行释放而切断驱动力。
5.如权利要求4所述的车辆用驱动装置,其特征在于,
所述旋转电机具有转子轴,
所述中间轴沿着所述转子轴的旋转中心轴线而贯穿所述转子轴,
所述液力联轴节具有连接有所述转子轴的泵叶轮、以及连结有所述中间轴的涡轮,
所述卡合要素以选择性地对所述泵叶轮和所述中间轴进行连结的方式而配置,
在所述中间轴上,依次排列配置有所述卡合要素、所述液力联轴节和所述旋转电机,
并且,在所述中间轴的与所述卡合要素侧的端部相反一侧的端部上,设置有将所述旋转电机的动力朝向所述驱动轮输出的输出部件。
6.如权利要求5所述的车辆用驱动装置,其特征在于,
所述泵叶轮通过花键而与所述转子轴连结。
7.如权利要求5或6所述的车辆用驱动装置,其特征在于,
所述涡轮通过花键而与所述中间轴连结。
8.如权利要求5或6所述的车辆用驱动装置,其特征在于,
具有壳体,所述壳体对所述第一传动路径以及所述第二传动路径进行收纳,
在所述壳体的内部设置有第一隔壁部,所述第一隔壁部对所述转子轴进行支承并且以可旋转的方式而与所述液力联轴节滑动连接,
对所述液力联轴节供给机油、或者使机油从所述液力联轴节排出的第一油道被形成在所述第一隔壁部的内部。
9.如权利要求1至3中任意一项所述的车辆用驱动装置,其特征在于,
对所述液力联轴节供给机油、或者使机油从所述液力联轴节排出的第二油道沿着所述中间轴的轴线方向而被形成在所述中间轴的内部。
10.如权利要求8所述的车辆用驱动装置,其特征在于,
在所述壳体的内部设置有第二隔壁部,所述第二隔壁部对所述中间轴进行支承并且以可旋转的方式而与所述中间轴滑动连接,
与对所述液力联轴节供给机油或者使机油从所述液力联轴节排出的第二油道连通的第三油道被形成在所述第二隔壁部的内部。
11.如权利要求1至3中任意一项所述的车辆用驱动装置,其特征在于,
所述第一传动路径具有动力分配机构和另一个旋转电机,所述动力分配机构通过第一旋转要素、第二旋转要素和第三旋转要素而实施差速作用,
所述第一传动路径被构成为,所述第一旋转要素上被传递有所述发动机的动力,所述第二旋转要素上被传递有所述另一个旋转电机的动力,从所述第三旋转要素向所述驱动轮输出驱动力。
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US (1) | US10668800B2 (zh) |
JP (1) | JP5943127B1 (zh) |
CN (1) | CN107848391B (zh) |
BR (1) | BR112018000458A2 (zh) |
DE (1) | DE112015006681B4 (zh) |
WO (1) | WO2017010018A1 (zh) |
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JP2017020574A (ja) | 2015-07-10 | 2017-01-26 | トヨタ自動車株式会社 | 電動車両の制御装置 |
JP6558318B2 (ja) * | 2016-07-21 | 2019-08-14 | トヨタ自動車株式会社 | 車両用駆動装置 |
CN107867169A (zh) * | 2016-09-28 | 2018-04-03 | 比亚迪股份有限公司 | 用于车辆的动力驱动***以及车辆 |
US11365785B2 (en) * | 2016-11-30 | 2022-06-21 | Dana Heavy Vehicle Systems Group, Llc | Electric axle transmission for electric and hybrid electric vehicles |
CN107035842B (zh) * | 2016-12-15 | 2020-02-21 | 陕西航天动力高科技股份有限公司 | 一种适用于中重型车辆及特种车辆底盘的液力变矩器 |
US10723216B2 (en) * | 2018-03-15 | 2020-07-28 | Schaeffler Technologies AG & Co. KG | Shaft flow coupler for hybrid assembly |
JP7268678B2 (ja) * | 2018-06-20 | 2023-05-08 | コニカミノルタ株式会社 | 光学特性測定装置 |
CN109177716B (zh) * | 2018-08-17 | 2019-11-26 | 宁波上中下自动变速器有限公司 | 用于混合动力车辆的动力*** |
KR20200067530A (ko) * | 2018-12-04 | 2020-06-12 | 현대자동차주식회사 | 하이브리드 차량용 동력전달장치 |
CN109677254A (zh) * | 2019-02-14 | 2019-04-26 | 汉腾汽车有限公司 | 增程式电动汽车用变速*** |
DE102021203658A1 (de) | 2021-04-14 | 2022-10-20 | Zf Friedrichshafen Ag | Kraftfahrzeug, Verfahren und Antriebsvorrichtung für ein Kraftfahrzeug |
WO2022224397A1 (ja) * | 2021-04-22 | 2022-10-27 | 日産自動車株式会社 | ハイブリッド車両の発電ユニット |
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- 2015-08-10 US US15/743,513 patent/US10668800B2/en not_active Expired - Fee Related
- 2015-08-10 DE DE112015006681.0T patent/DE112015006681B4/de not_active Expired - Fee Related
- 2015-08-10 BR BR112018000458-8A patent/BR112018000458A2/pt not_active Application Discontinuation
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DE112015006681T5 (de) | 2018-04-05 |
JP5943127B1 (ja) | 2016-06-29 |
JP2017019395A (ja) | 2017-01-26 |
US10668800B2 (en) | 2020-06-02 |
US20180208044A1 (en) | 2018-07-26 |
DE112015006681B4 (de) | 2023-04-20 |
BR112018000458A2 (pt) | 2018-09-11 |
WO2017010018A1 (ja) | 2017-01-19 |
CN107848391A (zh) | 2018-03-27 |
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