JP2004208493A - Vehicle driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle driving device capable of driving auxiliary devices by a motor generator with less power as compared with before when a vehicle stops. <P>SOLUTION: The vehicle driving device comprises an engine 1 and a motor 3 connected to an engine driving shaft. A speed change mechanism 15 comprising a planetary gear is provided between a rotary shaft 39 of the motor 3 and the driving shaft of the engine 1. The auxiliary devices 11, 16 are mechanically connected to the rotary shaft 39 of the motor 3. When the auxiliary devices 11, 16 are driven by the motor 3 while the engine stops, torque transmission between the rotary shaft 39 of the motor and the driving shaft of the engine is interrupted by the speed change mechanism 15. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

  The present invention relates to a vehicle drive device including an engine and a motor.

BACKGROUND ART Conventionally, a configuration in which a motor / generator is connected to an engine via a power distribution mechanism is known as, for example, Patent Document 1. When the vehicle is stopped in the eco-run mode, the supply of fuel to the engine is stopped in order to reduce the fuel consumption, and the motor / generator keeps the engine idling. The reason why the engine is maintained at the idling speed is that it is necessary to operate auxiliary equipment such as a compressor for an air conditioner and a pump for a power steering connected to the engine even while the vehicle is stopped.
JP-A-9-39613

According to the configuration of the related art described above, the electric motors for driving the auxiliary devices such as the compressor for the air conditioner and the pump for the power steering are not required, and the eco-run system can save space. .

  However, in the above prior art, the engine speed is maintained at the idle speed by the motor generator and the auxiliary equipment is operated, so that the power consumption of the motor generator tends to increase by the amount of rotating the engine. is there. Since the motor generator is usually driven using the power source of the battery mounted in the vehicle, the battery consumption increases when the vehicle stops frequently, so it is necessary to mount a large-capacity battery in the vehicle. Will come.

  Therefore, in view of the above problems, it is a technical object of the present invention to perform driving of accessories by a motor / generator at a time of vehicle stop with less power than before.

  In order to achieve the above object, according to a first aspect of the present invention, there is provided a vehicle drive device including an engine and a motor connected to the engine drive shaft, wherein a motor is provided between the rotation shaft of the motor and the drive shaft of the engine. A transmission mechanism comprising a planetary gear device is provided, and an auxiliary device is mechanically connected to a rotation shaft of the motor. When the auxiliary device is driven by the motor while the engine is stopped, the motor rotation shaft and the engine drive shaft are provided. The transmission of torque between the transmission and the transmission is interrupted by the transmission mechanism.

  According to a second aspect of the present invention, in the first aspect of the invention, the motor is a motor generator having a rotation function operated by electric energy of an electric energy source and a power generation function operated by mechanical energy of an engine. It is a vehicle drive device characterized by the above.

  Further, according to a third aspect of the present invention, in the first or second aspect of the present invention, the planetary gear unit meshes with a sun gear connected to the motor, a ring gear selectively fixed, and the sun gear and the ring gear. And a carrier that rotatably holds the pinion gear and that is connected to the engine.

  According to a fourth aspect of the present invention, there is provided the vehicle driving device according to the third aspect, wherein a one-way clutch is provided between the ring gear and the motor rotation shaft.

  According to a fifth aspect of the present invention, in the vehicle driving apparatus according to the fourth aspect, the one-way clutch is capable of transmitting torque only in a direction from the ring gear to the motor rotation shaft. It is.

  It should be noted that the vehicle drive device according to claim 1 may be one in which a separate generator is connected to the engine drive shaft in addition to the motor, and the motor also has a power generation function as described in claim 2. It may be an integrated so-called motor-generator, and any form is included. In addition, the connection between the engine and the motor is not limited to using a pulley / belt, but may be a connection using a chain / sprocket, a gear, or the like. Of course, other connection methods may be used.

  According to the present invention, when the engine is started by the motor, the rotation speed of the motor rotation shaft is shifted by the transmission mechanism including the planetary gear device, and the torque generated by the rotation is transmitted to the engine drive shaft. A sufficient torque can be obtained from the motor, and the motor itself can be reduced in size. When the auxiliary machine is driven by the motor when the engine is stopped, the torque generated by the rotation of the motor rotation shaft is not transmitted to the engine drive shaft by the operation of the transmission mechanism including the planetary gear device. Since only the machine is driven by the motor and the engine is not driven, the auxiliary machine can be driven with low power. Further, the motor can be used as a generator by using a so-called motor generator.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a system configuration diagram of a vehicle drive device according to a first embodiment of the present invention.

  In FIG. 1, reference numeral 1 denotes an engine mounted on a vehicle, 2 denotes an automatic transmission (hereinafter referred to as A / T), 3 denotes a motor generator (hereinafter referred to as M / G) functioning as a motor and a generator. The engine 1 is connected to a crankshaft via a pulley 23, a belt 8, and a pulley 22. An electromagnetic clutch 26 capable of transmitting and not transmitting torque is provided between the pulley 23 and the engine crankshaft. Further, the M / G 3 is connected to an A / T 2 oil pump 19 via an electromagnetic clutch 27. 24 is an oil inlet pipe of the oil pump 19, and 25 is an oil outlet pipe of the oil pump 19. Reference numerals 11 and 16 denote auxiliary equipment, for example, a pump for power steering and a compressor for air conditioner, respectively, which are connected to the crankshaft of the engine 1 and the M / G 3 by pulleys 9 and 14 and a belt 8. Although not shown in FIG. 1, other auxiliary equipment such as an engine oil pump and an engine water pump are also connected. Reference numeral 4 denotes an inverter electrically connected to the M / G 3. The inverter 4 varies the supply of electric energy from the battery 5 as a power source to the M / G 3 by switching, thereby varying the rotation speed of the M / G 3. Further, switching is performed so that electric energy is charged from the M / G 3 to the battery 5. Reference numeral 7 denotes a controller for controlling the intermittent operation of the electromagnetic clutches 26 and 27 and the switching control of the inverter 4. The controller receives as input signals the M / G3 speed, the eco-run mode switch signal, and the air conditioner switch signal. Arrows in FIG. 1 indicate signal lines.

  Between the M / G 3 and the pulley 23, speed reduction mechanisms 33, 34, 35, a brake 31, and a clutch 32 are provided. 33 is a sun gear, 34 is a carrier, and 35 is a ring gear. When the M / G 3 cranks (drives) the engine 1, the brake 31 is turned on and the clutch 32 is turned off, so that the rotation speed of the M / G 3 is reduced between the sun gear 33 and the carrier 34. Thus, the torque due to the rotation is transmitted from the sun gear 33 to the carrier 34. As a result, even if the M / G 3 and the inverter 4 are made smaller, the driving force required to crank the engine 1 can be secured.

  Next, when driving the power steering pump 11 and the air conditioner compressor 16 as accessories using the M / G 3 when the engine 1 is stopped, the brake 31 is turned off and the clutch 32 is turned on. At this time, the electromagnetic clutch 27 is turned on, and the electromagnetic clutch 26 is turned off. In this way, the M / G 3 and the pulley 23 are directly connected, and the number of rotations required to drive the accessories 11 and 16 can be secured.

  When the engine 1 is operating, the brake 31 is turned off and the clutch 32 is turned on to use the M / G 3 as a generator or to drive the accessories 11 and 16. At this time, the electromagnetic clutch 27 is turned off and the electromagnetic clutch 26 is turned on. In this way, the M / G 3 and the pulley 23 are directly connected, and it is possible to prevent the M / G 3 and other accessories from exceeding the allowable rotation speed even when the rotation speed of the engine 1 is in a high rotation range.

  FIG. 2 is an explanatory diagram showing a second embodiment of the present invention. The difference from the first embodiment shown in FIG. 1 is that the pulley 29 is arranged coaxially with the pulley 23, and the torque of the engine 1 and the M / G 3 is provided between the pulley 23 and the pulley 29 instead of the electromagnetic clutch 26. This is the point that an electromagnetic clutch 28 for interrupting the transmission of power is provided, and the belt 30 is stretched over the pulley 22 and the pulley 29 on the engine 1 side.

  The driving of the accessories while the engine is stopped in the eco-run mode is the same as in the first embodiment. As described above, when the electromagnetic clutch 28 is provided on the M / G 3 side, the physical size, weight, and cost of the electromagnetic clutch 28 itself can be suppressed as compared with the first embodiment. Further, the torque transmission capacity can be small.

  FIGS. 3, 4 and 5 are explanatory views of a third embodiment of the present invention. FIG. 3 shows a system configuration of the third embodiment, and FIG. 4 shows a detailed sectional view of the motor generator 3 and the speed reducer 15. FIG. 5 is a sectional view of a main part when the speed reducer 15 is viewed from the axial direction.

  In FIG. 3, 1 is an engine, 2 is an automatic transmission, and 3 is a motor / generator acting as a motor and a generator. The crankshaft 17, which is the drive shaft of the engine 1, and the rotating shaft of the M / G3 are spaced apart and parallel to each other. A speed reducer 15 is interposed between the M / G 3 and the crankshaft 17, the rotation speed of the rotating shaft of the M / G 3 is reduced, and the torque due to the rotation can be transmitted to the crankshaft 17. Reference numeral 12 denotes a crank-side sprocket connected and fixed to a crankshaft 17, and reference numeral 13 denotes an M / G-side sprocket connected and fixed to a rotating element of a speed reducer 15 described later. A chain 18 is stretched between the crank side sprocket 12 and the M / G side sprocket 13.

  In FIG. 3, reference numerals 11 and 16 denote a power steering pump and an air conditioner compressor, which are auxiliary devices, and reference numeral 10 denotes a pulley directly connected to a rotating shaft of the M / G3, and a belt 8 is wound around the respective pulleys 9, 10, and 14. ing. The pulleys 9, 10, 14 and the belt 8 correspond to power transmission means for transmitting the torque of the rotating shaft of the M / G 3 to the auxiliary machines 11, 16. In FIG. 3, the M / G-side sprocket 13 and the pulley 10 appear to be coaxially and integrally connected to the M / G rotation shaft, but as described later, the M / G-side sprocket 13 and The pulley 10 does not always rotate at the same speed, and is independent for transmitting torque.

  Reference numeral 4 denotes an inverter electrically connected to the M / G 3, which varies the supply of electric energy from the battery 5, which is a power source, to the M / G 3 by switching, thereby changing the rotation speed of the M / G 3. Further, switching is performed so that electric energy is charged from the M / G 3 to the battery 5.

  The M / G 3 is connected to an A / T 2 oil pump 19 via an electromagnetic clutch 27. 24 is an oil inlet pipe of the oil pump 19, and 25 is an oil outlet pipe of the oil pump 19. This is because, for example, in the eco-run mode, the electromagnetic clutch 27 is turned on when the engine is stopped, the oil pump 19 can be driven by the M / G 3, and the start clutch (A / T 2) in the A / T 2 can be started immediately when the engine is restarted. (Not shown) is for enabling immediate engagement.

  In FIG. 3, reference numeral 7 denotes a switching control signal output to the inverter 4, an ON-OFF control signal output to the electromagnetic clutch 27, or an ON-OFF control to an electromagnetic coil of the speed reducer 15, which will be described later. It is a controller for outputting signals. In the controller 7, the M / G3 speed signal, the eco-run mode switch signal, the air conditioner switch signal, the engine speed signal such as the engine speed, the vehicle speed signal such as the vehicle speed, and the shift lever are in any range. An A / T2 status signal such as whether or not the device is in the ON state can be input. Then, based on the information of these input signals, an appropriate control signal is output to each of the control devices such as the speed reducer 15, the inverter 4, the electromagnetic clutch 27, and the like. As the controller 7, a so-called computer system including a known CPU, RAM, ROM, bus, interface, attached memory, and the like can be employed.

  Next, a detailed structure of the M / G 3 and the speed reducer 15 will be described with reference to FIG. The M / G 3 is fixed to the flange 38 of the cylinder block 37 of the engine 1 by a bolt 40 so that the rotating shaft 39 of the M / G 3 is parallel to the crank shaft. A stator 41 is disposed in the casing 36, and a rotor 42 is provided to face the stator 41, and a rotating shaft 39 is provided integrally with the rotor 42 and rotates integrally with the rotor 42. Reference numeral 43 denotes a radial bearing for rotatably supporting the rotating shaft 39.

  The sun gear 45 of the planetary gear unit 44 is formed integrally with the rotating shaft 39, and three pinion gears 46 are arranged on the outer periphery thereof at equal intervals of 120 ° and mesh with the sun gear 45. The three pinion gears 46 are allowed to revolve and rotate around the sun gear 45 under predetermined conditions, with their relative positions being fixed. Further, on the outer periphery of the pinion gear 46, an inner periphery of the ring gear 47 is rotatably disposed so as to mesh with the pinion gear 46. On the outer periphery of the ring gear 47, there is provided a plate 48 which is spline-fitted to the ring gear 47 so as not to rotate relative thereto, and an electromagnetic clutch 49 is provided so as to face the plate 48. The electromagnetic clutch 49 has a coil 50 therein, and prevents the rotation of the ring gear 47 by attracting the plate 48 with an electromagnetic force when the coil 50 is energized. Also, a one-way clutch 51 is provided between the sun gear 45 of the rotating shaft 39 and the rotor 42 and the ring gear 47. The one-way clutch 51 allows the ring gear 47 to rotate from the rotating shaft while the ring gear 47 is permitted to rotate. The transmission of torque to the ring gear 47 from the rotating shaft 39 to the ring gear 47 is made impossible. That is, the rotation speed of the rotation shaft 39 does not exceed the rotation speed of the ring gear 47 in a state where the rotation of the ring gear 47 is permitted.

  The interior of the casing 36 is divided into two regions by a partition portion 52. One space accommodates the stay 41 and the rotor 42, and the other space includes the planetary gear unit 44, the one-way clutch 51, and the electromagnetic clutch. 49 and a plate 48 are accommodated. The coil 50 of the electromagnetic clutch 49 is fixed to the partitioning section 52, and an energization signal to the coil 50 is transmitted from the controller 7. In addition, 53 in FIG. 4 is a sealing member.

  Carriers 55 are inserted into the pinion gears 46 of the planetary gear device 44 via twelfth bearings 54, and the respective carriers 55 are rotatable in the pinion gears 46. Each carrier 55 is connected to a hollow rotary member 56, and can revolve around the sun gear 45 integrally with the hollow rotary member 56, and their relative positions do not change. The hollow rotary member 56 extends in the axial direction of the rotary shaft 39 (left direction in the drawing), forms a spline on the outer periphery thereof, and is fitted to the M / G side sprocket 13. The M / G-side sprocket 13 is connected to the crank-side sprocket 12 of the engine 1 via a chain 18 so that torque can be transmitted between the crankshaft 17 and the rotating shaft 39 of the M / G3.

  The rotary shaft 39 penetrates through the hollow rotary member 56 and protrudes to the outside, and a pulley 10 for driving an auxiliary device is integrally rotatable at a tip end thereof by spline fitting. The chain 18 is accommodated in a space 59 formed by the case 57 and the case 58, and lubricating oil is supplied into the accommodating space 59, and the lubricating oil is also supplied to a space accommodating the planetary gear unit 44. I have. 4, reference numeral 60 denotes a radial bearing that rotatably supports the hollow rotary member 56, 61 denotes a seal member, and 62 denotes a bolt for integrally connecting the cases. FIG. 7 is a schematic cross-sectional view of the planetary gear device 44 as viewed from the axial direction of the rotating shaft 39, and the relative positional relationship among the sun gear 45, the pinion gear 46, the ring gear 47, and the carrier 55 is well understood.

  Next, the operation of the third embodiment will be described. First, when the ON signal of the eco-run switch is input and the eco-run mode is entered, when the vehicle stops, the fuel supply to the engine 1 is stopped and the engine stops. At this time, an ON signal is output from the controller to the electromagnetic clutch 27, and the electromagnetic clutch 27 is in the ON state. Even when the engine 1 is stopped, the power steering pump 11 and the air conditioner compressor 16, which are auxiliary equipment, are desired to be operated. Therefore, the electric energy of the battery 5 is supplied to the M / G 3 to rotate the M / G 3. The rotation control of the M / G 3 is performed by the controller 7 and the inverter 4. At this time, the controller 7 outputs an OFF signal to the electromagnetic clutch 49 in the speed reducer 15, whereby the ring gear 47 of the planetary gear device 44 is allowed to rotate.

  When the rotating shaft 39 of the M / G 3 rotates as shown in FIG. 4, the pulley 10 rotates together with the rotating shaft 39, of course. Further, the torque of the rotating shaft 39 is not transmitted to the ring gear 47 by the one-way clutch 51. When the ring gear 47 is allowed to rotate, the carrier 55 is stopped due to the sliding resistance of the engine 1. Therefore, even if the sun gear 45 rotates, the pinion gear 46 rotates only at that position and the surroundings of the sun gear 45 Do not revolve. (The ring gear 47 rotates with the rotation of the pinion gear 46.) As a result, only the auxiliary equipment is driven by the M / G 3, and the auxiliary equipment can be driven with less power than in the related art since the engine 1 is not driven.

  Next, when the engine 1 is restarted in the eco-run mode, the controller 7 outputs an ON signal to the electromagnetic clutch 49 of the speed reducer 15 to keep the ring gear 47 from rotating. When the rotating shaft 39 of the M / G 3 is rotated in this state, the torque of the sun gear 45 is transmitted to the pinion gear 46, and the ring gear 47 is locked, so that the pinion gear 46 revolves around the sun gear 45 while rotating. Accordingly, the carrier 55 in the pinion gear 46 revolves around the sun gear 45, and the hollow rotary member 56 and the M / G3 side sprocket 13 rotate coaxially with the rotary shaft 39. At this time, the rotation speed of the M / G3 side sprocket 13 is such that the rotation speed of the rotation shaft 39 is reduced at a reduction ratio determined by the number of teeth of the sun gear 45 and the pinion gear 46. Therefore, torque sufficient for starting is transmitted from the M / G 3 to the engine 1, and the engine is restarted. This leads to the effect that the M / G3 can be reduced in size. In addition, since the rotating shaft 39 rotates, the auxiliary machine is simultaneously driven by the M / G3.

  During power generation by the M / G3, the torque of the crankshaft 17 is transmitted to the M / G-side sprocket, and the carrier 55 is rotated. At this time, the ring gear 47 is in a rotatable state, the rotation of the carrier 55 causes the ring gear 47 to rotate, and the one-way clutch 51 transmits the torque of the ring gear 47 to the rotating shaft 39. Since the carrier 55 and the ring gear 47 rotate around the sun gear 45 integrally, the torque of the crankshaft 17 is transmitted to the sprocket 13 and the rotating shaft 39 at a constant rotation speed. At this time, since the rotating shaft 39 is rotated, the auxiliary machine is driven and the power generation operation by the M / G 3 is performed.

  In the third embodiment, a portion corresponding to the clutches 26 and 28 is provided inside the speed reducer 15 as compared with the first and second embodiments. The overall volume can be reduced.

  In the prior art and the first to third embodiments, if the air conditioner is driven by the M / G 3 when the engine 1 is stopped, the engine idle state while the vehicle is stopped (in an area where fuel consumption is poor). It is not necessary to rotate the air conditioner compressor by the engine 1 during the rotation). During the eco-run, when the engine is stopped, the air conditioner compressor is rotated by the M / G 3 and the engine 1 operates with the electric energy taken out of the battery 5. By making the M / G3 function as a generator and collecting it in the engine rotation region where fuel efficiency is good, fuel efficiency of the vehicle can be further improved.

  Furthermore, the first to third embodiments have the advantage over the prior art that the engine 1 is not driven by the M / G 3 when the engine 1 is stopped, so that the power consumption of the battery 5 can be reduced accordingly. There is.

FIG. 1 is a system configuration diagram of a vehicle drive device according to a first embodiment of the present invention. It is a system configuration diagram of a vehicle drive device showing a second embodiment of the present invention. It is a system configuration diagram of a vehicle drive device showing a third embodiment of the present invention. It is an explanatory view showing a detailed configuration of a motor / generator and a speed reducer according to a third embodiment of the present invention. It is a schematic diagram showing a planetary gear device of a third embodiment of the present invention.

Explanation of reference numerals

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Automatic transmission (A / T), 3 ... Motor generator (M / G), 4 ... Inverter, 5 ... Battery, 7 ... Controller, 15 ... Reduction gear, 26, 27, 28 ... Electromagnetic clutch Reference numerals 31, brake, 32, clutch, 33, 45, sun gear, 34, 55, carrier, 35, 47, ring gear, 39, rotary shaft, 44, planetary gear, 46, pinion gear, 51, one-way clutch.

Claims (5)

In a vehicle drive device including an engine and a motor connected to the engine drive shaft,
A transmission mechanism including a planetary gear device is provided between a rotation shaft of the motor and a drive shaft of the engine,
Auxiliary equipment is mechanically connected to the rotating shaft of the motor,
A vehicle drive device, wherein transmission of torque between the motor rotation shaft and the engine drive shaft is interrupted by the transmission mechanism when an auxiliary machine is driven by a motor while the engine is stopped.   The vehicle drive device according to claim 1, wherein the motor is a motor generator having a rotation function operated by electric energy of an electric energy source and a power generation function operated by mechanical energy of an engine.   The planetary gear device includes a sun gear connected to the motor, a ring gear selectively fixed, a carrier rotatably holding a pinion gear meshing with the sun gear and the ring gear, and a carrier connected to the engine. The vehicle drive device according to claim 1, wherein the vehicle drive device is provided.   The vehicle drive device according to claim 3, wherein a one-way clutch is provided between the ring gear and a motor rotation shaft.   The vehicle driving device according to claim 4, wherein the one-way clutch is capable of transmitting torque only in a direction from the ring gear to the motor rotation shaft.

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