Vehicle

Abstract

To enhance performance of a torque converter and a lock-up clutch.SOLUTION: A vehicle comprises: an engine; a motor generator; a torque converter connected to the engine and the motor generator, and transmitting power of the engine and the motor generator to a transmission; and a lock-up clutch which is provided separately from the torque converter, and switches between coupling and releasing between the engine and the motor generator and the transmission.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to the technical field of vehicles. [Background technology]

[0002] In a vehicle, engine power is transmitted to wheels via a torque converter, a transmission, etc. The torque converter is provided with a lock-up clutch, and engaging the lock-up clutch makes it possible to directly connect input and output members of the torque converter (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-1608836 A Summary of the Invention [Problem to be solved by the invention]

[0004] Meanwhile, hybrid vehicles have been developed that are equipped with a motor generator in addition to an engine and can run on the power of the engine and the motor generator. In such hybrid vehicles, the torque converter is located in the narrow space between the engine and the motor generator, making it difficult to improve the performance of the torque converter and the lock-up clutch.

[0005] The present invention has been made in consideration of the above circumstances, and an object of the present invention is to improve the performance of a torque converter and a lock-up clutch. [Means for solving the problem]

[0006] A vehicle in one embodiment of the present invention comprises an engine, a motor generator, a torque converter connected to the engine and the motor generator and transmitting power from the engine and the motor generator to a transmission, and a lock-up clutch provided separately from the torque converter and switching between engagement and disengagement of the engine and the motor generator and the transmission. Effect of the Invention

[0007] According to the present invention, the performance of the torque converter and the lock-up clutch can be improved. [Brief description of the drawings]

[0008] [Figure 1] FIG. 2 is a diagram showing a power transmission path of a vehicle. [Diagram 2] FIG. 4 is a diagram showing power transmission at engine start-up. [Diagram 3] FIG. 4 is a diagram showing power transmission via a torque converter when the engine is driven. [Figure 4] FIG. 4 is a diagram showing the transmission of power when the engine is driven via a lock-up clutch. [Diagram 5] FIG. 4 is a diagram showing power transmission via a torque converter when a motor generator is driven. [Figure 6] FIG. 4 is a diagram showing power transmission via a lock-up clutch when the motor generator is driven. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] <1. Power transmission path of vehicle 1> Fig. 1 is a diagram showing a power transmission path of a vehicle 1. As shown in Fig. 1, the vehicle 1 is a hybrid vehicle equipped with an engine 2 and a motor generator 3. The engine 2 and the motor generator 3 are power sources that make the vehicle 1 run.

[0010] The engine 2 is, for example, a horizontally opposed engine in which a pair of cylinder groups are arranged horizontally opposite each other in the left-right direction with a crankshaft in between. The engine 2 reciprocates pistons by combustion pressure obtained by burning a mixture of gasoline and air in the cylinders. The engine 2 obtains power by rotating a crankshaft connected to the pistons via connecting rods. The engine 2 may be an in-line engine, a V-type engine, or the like. The engine 2 may also be a diesel engine.

[0011] The motor generator 3 is, for example, a three-phase AC motor. The motor generator 3 generates power using electric power supplied from a battery (not shown). Furthermore, the motor generator 3 generates electricity (power) by performing regenerative operation. The electricity generated by the regenerative operation of the motor generator 3 is supplied to the battery.

[0012] An engine output shaft 4 is connected to the crankshaft of the engine 2. One end of the engine output shaft 4 is connected to the crankshaft of the engine 2, and the other end is connected to an inner 5a of the disconnect clutch 5.

[0013] The release clutch 5 includes an inner 5a and an outer 5b, and is switched between an engaged state and a released state by hydraulic pressure. The release clutch 5 is brought into an engaged state by application of hydraulic pressure, and the inner 5a and the outer 5b are engaged (engaged). Furthermore, the disconnect clutch 5 is released when the hydraulic pressure is removed, and the inner clutch 5a and the outer clutch 5b are released (disconnected) from each other. This enables the disconnect clutch 5 to disconnect the engine 2 from the power transmission path.

[0014] The outer 5 b of the disconnect clutch 5 is connected to a first gear 6 a of a first gear mechanism 6 and is also connected to a front cover 7 a of a torque converter 7 .

[0015] The first gear mechanism 6 includes a first gear 6a and a second gear 6b. The first gear 6a and the second gear 6b ​​are meshed with each other in the first gear mechanism 6. A motor shaft 3a of the motor generator 3 is connected to the second gear 6b.

[0016] Therefore, the torque converter 7 is connected to the engine 2 via the disconnect clutch 5 , and is also connected to the motor generator 3 via the first gear mechanism 6 and the outer 5 b of the disconnect clutch 5 .

[0017] The torque converter 7 includes a front cover 7a, a pump impeller 7b, a turbine runner 7c, a turbine shaft 7d, and a stator 7e.

[0018] The torque converter 7 has a turbine runner 7c disposed opposite to a pump impeller 7b inside a front cover 7a, and a turbine shaft 7d connected to the turbine runner 7c. The torque converter 7 also has a stator 7e disposed on the inner periphery between the pump impeller 7b and the turbine runner 7c, and a working fluid (oil) is supplied to the inside.

[0019] The pump impeller 7b and the turbine runner 7c are provided with many blades, and the working fluid is sent to the outer periphery when the pump impeller 7b rotates. The sent working fluid is sent to the turbine runner 7c, which rotates the turbine runner 7c. This transmits the power from the engine 2 and the motor generator 3 to the turbine runner 7c.

[0020] The stator 7e changes the flow direction of the working fluid sent out from the turbine runner 7c and returns it to the pump impeller 7b, promoting the rotation of the pump impeller 7b. Therefore, the torque converter 7 can amplify the transmission torque.

[0021] A first gear 8a of a second gear mechanism 8 is connected to the turbine shaft 7d. The second gear mechanism 8 includes a first gear 8a and a second gear 8b. In the second gear mechanism 8, the first gear 8a and the second gear 8b are meshed with each other. One end of a rotating shaft 9 is connected to the second gear 8b.

[0022] The rotating shaft 9 is arranged, for example, coaxially with the motor shaft 3a of the motor generator 3. More specifically, the motor shaft 3a is formed in a cylindrical shape, and the rotating shaft 9 is arranged in the internal space of the motor shaft 3a. A first gear 10 a of a third gear mechanism 10 is connected to the other end of the rotating shaft 9 .

[0023] A lock-up clutch 11 and a lock-up damper 12 are provided on the rotating shaft 9 between the motor generator 3 and the first gear 10a of the third gear mechanism 10.

[0024] The lock-up clutch 11 includes an inner 11a and an outer 11b, and is switched between an engaged state and a released state by hydraulic pressure. When hydraulic pressure is applied to the lock-up clutch 11, the lock-up clutch 11 is in an engaged state, and the inner 11a and the outer 11b are engaged (engaged). When hydraulic pressure is removed, the lock-up clutch 11 is in a released state, and the inner 11a and the outer 11b are released (disconnected).

[0025] A motor shaft 3a of the motor generator 3 is connected to an outer 11b of the lock-up clutch 11. In addition, a rotating shaft 9 is connected to an inner 11a of the lock-up clutch 11. Therefore, by engaging the lock-up clutch 11, the motor shaft 3a of the motor generator 3 and the rotating shaft 9 are engaged (connected) and rotated integrally. As a result, the engine 2 and the motor generator 3 are directly connected to the third gear mechanism 10 (transmission 15). Furthermore, by disengaging the lock-up clutch 11, the motor shaft 3a of the motor generator 3 and the rotating shaft 9 are released, allowing relative rotation. As a result, the engine 2 and the motor generator 3 are connected to the third gear mechanism 10 (transmission 15) via the torque converter 7.

[0026] A lock-up damper 12 is provided inside the lock-up clutch 11. The lock-up damper 12 includes an elastic member such as a spring, and damps torque fluctuations. This allows lock-up damper 12 to absorb the shock and vibration generated when lock-up clutch 11 is engaged. Lock-up damper 12 also makes it possible to reduce the vibration and noise that are generated when the rotation fluctuation of engine 2 that occurs during driving is transmitted to third gear mechanism 10.

[0027] An oil pump 14 is connected to the motor shaft 3a between the motor generator 3 and the lock-up clutch 11 via a chain 13. The oil pump 14 is driven in accordance with the rotation of the motor shaft 3a to supply oil to various components. The oil pump 14 supplies oil to the disconnect clutch 5, the torque converter 7, the lock-up clutch 11, the transmission 15, the transfer clutch 21, etc. When oil is supplied to each part, hydraulic control is performed by the control unit 24, and oil is supplied to each part in accordance with the hydraulic control.

[0028] The third gear mechanism 10 includes a first gear 10a and a second gear 10b. The first gear 10a and the second gear 10b are meshed with each other in the third gear mechanism 10. An input shaft 15a of a transmission 15 is connected to the second gear 10b.

[0029] The transmission 15 is a stepped transmission or a continuously variable transmission, and transmits the power input from an input shaft 15a to an output shaft 15b while changing the torque and rotation speed. A first gear 16a of a fourth gear mechanism 16 is connected to the output shaft 15b.

[0030] The fourth gear mechanism 16 includes a first gear 16a and a second gear 16b. In the fourth gear mechanism 16, the first gear 16a and the second gear 16b are meshed with each other. A front drive pinion shaft 17 is connected to the second gear 16b. The front drive pinion shaft 17 is connected to a front axle shaft 19 via a front differential 18. The front axle shaft 19 is connected to front wheels 20.

[0031] As a result, the power output from the transmission 15 is transmitted to the front wheels 20 via the fourth gear mechanism 16, the front drive pinion shaft 17, the front differential 18 and the front axle shaft 19.

[0032] In addition, a propeller shaft 22 is connected to the output shaft 15b via a transfer clutch 21. The transfer clutch 21 is switched between an engaged state and a released state by hydraulic pressure. The transfer clutch 21 is in an engaged state when hydraulic pressure is applied, and connects (engages) the output shaft 15b and the propeller shaft 22. In addition, the transfer clutch 21 is in a released state when hydraulic pressure is removed, and the output shaft 15b and the propeller shaft 22 are released (disconnected).

[0033] The propeller shaft 22 is connected to rear wheels 23 via a rear drive pinion shaft, a rear differential, and a rear axle shaft (not shown). Therefore, the power output from the transmission 15 is also transmitted to the rear wheels 23 via the transfer clutch 21, the propeller shaft 22, etc.

[0034] The control unit 24 includes a computer such as an ECU (Electronic Control Unit), and controls the driving of the engine 2 and the motor generator 3. The control unit 24 also performs hydraulic control to control the supply of oil from the oil pump 14 to each component.

[0035] 2 is a diagram showing the transmission of power when starting the engine. In the vehicle 1, the power of the motor generator 3 is used when starting the engine 2. When starting the engine 2, the control unit 24 drives (rotates) the motor generator 3.

[0036] When the motor generator 3 is driven, the oil pump 14 is driven via the motor shaft 3a and the chain 13. When the oil pump 14 is driven, the control unit 24 controls the oil pump 14 to supply oil to the disconnection clutch 5, thereby causing the disconnection clutch 5 to be in an engaged state.

[0037] 2, the engine 2 is connected to the motor generator 3 via the engine output shaft 4, the disconnect clutch 5, and the first gear mechanism 6. Then, the power of the motor generator 3 is transmitted to the engine 2, and the engine 2 is started.

[0038] In this way, in the vehicle 1, it is only necessary to engage the disconnect clutch 5 when starting the engine 2, which enables the vehicle 1 to start smoothly and improves the driving force. In addition, in conventional vehicles, a lock-up clutch is provided in the torque converter, and in that case, in order to start the engine using the motor generator, both the lock-up clutch and the disconnection clutch must be engaged, which hinders the vehicle from starting smoothly.

[0039] 3 is a diagram showing power transmission when the engine 2 is driven via the torque converter 7. In the initial stage when the engine 2 starts to drive, in the vehicle 1, the power of the engine 2 is transmitted to the third gear mechanism 10 side (transmission 15) via the torque converter 7. In the following, in the power transmission path that transmits power from the engine 2 to the front wheels 20 and rear wheels 23, the front wheels 20 and rear wheels 23 side including the third gear mechanism 10 and the transmission 15 is referred to as the rear stage of the power transmission path.

[0040] In this case, the control unit 24 controls the oil pump 14 to supply oil to the release clutch 5 but not to the lock-up clutch 11. In this way, the release clutch 5 is brought into an engaged state and the lock-up clutch 11 is brought into a released state.

[0041] 3, the power output from the engine 2 is input to the disconnect clutch 5. Since the disconnect clutch 5 is in an engaged state, the power output from the engine 2 is transmitted in this order to the inner clutch 5a and the outer clutch 5b, and then input to the torque converter 7.

[0042] As described above, in the torque converter 7, the power is transmitted to the first gear 8a of the second gear mechanism 8 via the front cover 7a, the pump impeller 7b, and the turbine runner 7c. Thereafter, the power transmitted to the first gear 8a of the second gear mechanism 8 is transmitted to the subsequent stages of the power transmission path via the second gear 8b and the rotating shaft 9.

[0043] In this manner, in the initial stage of engine 2 operation, the power output from engine 2 is transmitted to the subsequent stages of the power transmission path via torque converter 7, enabling smooth starting and improved driving force.

[0044] 4 is a diagram showing the transmission of power when the engine 2 is driven via the lock-up clutch 11. For example, when the vehicle 1 exceeds a predetermined speed, the power of the engine 2 is transmitted to the subsequent stages of the power transmission path in the vehicle 1 via the lock-up clutch 11.

[0045] In this case, the control unit 24 controls the oil pump 14 to supply oil to the release clutch 5 and also to the lock-up clutch 11. In this manner, both the release clutch 5 and the lock-up clutch 11 are brought into an engaged state.

[0046] 4, the power output from the engine 2 is input to the disconnect clutch 5. Because the disconnect clutch 5 is in an engaged state, the power input from the engine 2 is transmitted in order to the inner gear 5a and the outer gear 5b, and is then input to the lock-up clutch 11 via the first gear mechanism 6 and the motor shaft 3a. Because the lock-up clutch 11 is in an engaged state, the power output from the motor shaft 3a is transmitted to the subsequent stages of the power transmission path via the inner gear 11a and the outer gear 11b.

[0047] In this way, by engaging the disconnect clutch 5 and the lock-up clutch 11, the power output from the engine 2 is transmitted directly (in a direct connection) to the subsequent stages of the power transmission path via the lock-up clutch 11 without passing through the torque converter 7.

[0048] 5 is a diagram showing the transmission of power when the motor generator 3 is driven via the torque converter 7. In the initial stage after the motor generator 3 starts to be driven, the power of the motor generator 3 is transmitted to the subsequent stages of the power transmission path via the torque converter 7 in the vehicle 1.

[0049] In this case, the control unit 24 controls the oil pump 14 so as not to supply oil to the release clutch 5 and the lock-up clutch 11. As a result, both the release clutch 5 and the lock-up clutch 11 are in a released state.

[0050] 5, the power output from the motor generator 3 is input to the outer 5b of the disconnection clutch 5 via the motor shaft 3a and the first gear mechanism 6. Because the disconnection clutch 5 is in the released state, the power input from the motor generator 3 is not transmitted to the inner 5a or the engine 2, but is transmitted to the torque converter 7 via the outer 5b.

[0051] As described above, in the torque converter 7, the power is transmitted to the second gear mechanism 8 via the front cover 7a, the pump impeller 7b, and the turbine runner 7c. Thereafter, the power transmitted to the second gear mechanism 8 is transmitted to the subsequent stages of the power transmission path via the rotating shaft 9.

[0052] In this way, even when driven by the motor generator 3, the power output from the motor generator 3 is transmitted to the subsequent stages via the torque converter 7, enabling the vehicle 1 to start smoothly and improving the driving force.

[0053] 6 is a diagram showing the transmission of power when the motor generator is driven via the lock-up clutch 11. For example, when the vehicle 1 exceeds a predetermined speed, the power of the motor generator 3 in the vehicle 1 is transmitted to the subsequent stages of the power transmission path via the lock-up clutch 11.

[0054] In this case, the control unit 24 prevents the oil pump 14 from supplying oil to the release clutch 5 and supplies oil to the lock-up clutch 11. In this manner, the release clutch 5 is released, while the lock-up clutch 11 is engaged.

[0055] 6, the power output from the motor generator 3 is input via the motor shaft 3a to the inner 11a of the lock-up clutch 11. Since the lock-up clutch 11 is in an engaged state, the power output from the motor generator 3 is transmitted to the subsequent stages of the power transmission path via the inner 11a and outer 11b.

[0056] In this manner, by bringing lock-up clutch 11 into an engaged state, the power output from motor generator 3 is transmitted directly to the subsequent stages of the power transmission path via lock-up clutch 11 without passing through torque converter 7.

[0057] Incidentally, even when both the engine 2 and the motor generator 3 are driven, oil from the oil pump 14 is supplied to the disconnect clutch 5 and also to the lock-up clutch 11, as shown in FIG. As a result, the power output from the engine 2 is transmitted to the subsequent stages of the power transmission path via the disconnect clutch 5, the first gear mechanism 6, the motor shaft 3a, and the lock-up clutch 11. In addition, the power output from the motor generator 3 is transmitted to the subsequent stages of the power transmission path via the motor shaft 3a and the lock-up clutch 11.

[0058] <2. Modifications> Although the embodiment of the present invention has been described above, the present invention is not limited to the above-mentioned specific examples and can adopt various configurations. For example, in the above embodiment, the lock-up clutch 11 is provided between the motor generator 3 and the first gear 10a (rearward of the motor generator 3). However, the lock-up clutch 11 may be provided, for example, between the second gear 6b ​​and the motor generator 3.

[0059] In the above embodiment, the oil pump 14 is driven in conjunction with the rotation of the motor shaft 3a. However, the oil pump 14 may be, for example, an electric pump that is independent of the drive of the motor generator 3.

[0060] 1 to 6 are used as an example of a power transmission path for transmitting the power output from the engine 2 and the motor generator 3. However, the power transmission path is not limited to this. For example, the gear mechanisms such as the first gear mechanism 6, the second gear mechanism 8, and the third gear mechanism 10 may not be provided.

[0061] In the above embodiment, the power output from the engine 2 and the motor generator 3 is transmitted to the front wheels 20 and the rear wheels 23. However, the power output from the engine 2 and the motor generator 3 may be transmitted to only one of the front wheels 20 and the rear wheels 23.

[0062] <3. Summary of the embodiment> As described above, the vehicle 1 of the embodiment includes an engine 2, a motor generator 3, a torque converter 7 connected to the engine 2 and the motor generator 3 and transmitting the power of the engine 2 and the motor generator 3 to the transmission 15, and a lock-up clutch 11 provided separately from the torque converter 7 and switching between engagement and disengagement of the engine 2 and the motor generator 3 and the transmission 15. This allows the torque converter 7 and the lock-up clutch 11 to be disposed in different spaces in the vehicle 1.

[0063] In the torque converter of the comparative example, the lock-up clutch is integrally provided inside the torque converter. However, the torque converter is disposed in a limited space in an engine room. Therefore, in the torque converter of the comparative example, it is difficult to improve the performance of the torque converter and the performance of the lock-up clutch due to the space constraints. In contrast to this, in the vehicle 1, the torque converter 7 and the lock-up clutch 11 are provided separately. Therefore, even if the torque converter 7 is provided in a space that is spatially limited (for example, the space between the engine 2 and the front differential 18), the absence of the lock-up clutch 11 ensures a space for improving the performance of the torque converter 7. This allows the performance of the torque converter 7 to be improved by, for example, increasing the size of the pump impeller 7b and the turbine runner 7c. Furthermore, the lock-up clutch 11, which is provided separately from the torque converter 7, can be placed in a spacious space independent of the torque converter 7. Therefore, the performance of the lock-up clutch 11 can be improved by, for example, increasing the size of the lock-up damper 12. Thus, the vehicle 1 can improve the performance of the torque converter 7 and the lock-up clutch 11. Furthermore, in the vehicle 1, oil can be supplied to the lock-up clutch 11 independently of the torque converter 7, so that the lock-up clutch 11 can be controlled more precisely.

[0064] Furthermore, in the vehicle 1, not only the power output from the engine 2 but also the power output from the motor generator 3 can be transmitted to the transmission 15 via the torque converter 7. Therefore, in the vehicle 1, a smooth start is possible when the motor generator 3 is driven, and the driving force can be improved.

[0065] Lockup clutch 11 is provided on the transmission 15 side of motor generator 3. In vehicle 1, the space between engine 2 and motor generator 3 is often limited, while there is often ample space between motor generator 3 and transmission 15. Therefore, by providing lockup clutch 11 on the transmission 15 side of motor generator 3 in vehicle 1, it becomes possible to improve the performance of lockup clutch 11.

[0066] The vehicle 1 is provided with a disconnect clutch 5 that is connected to the engine 2 and switches between engagement and disengagement of the engine 2 with respect to the power transmission path. As a result, in the vehicle 1, the engine 2 can be switched between engagement and disengagement with respect to the power transmission path simply by switching between the engagement and disengagement states of the disconnect clutch 5. As a result, for example, when starting the engine 2, the engine 2 can be started using the motor generator 3 simply by switching the disconnect clutch 5 to the engagement state. As a result, the startability of the engine 2 in the vehicle 1 can be improved.

[0067] The motor generator 3 is connected to a torque converter 7 via a disconnect clutch 5 . As a result, in the vehicle 1, the power output from the motor generator 3 can be transmitted to the transmission 15 via the torque converter 7 without driving the engine 2, enabling a smooth start using the motor generator 3.

[0068] The vehicle 1 includes a lock-up damper 12 that is provided on the lock-up clutch 11 and that damps torque fluctuations. This makes it possible to increase the size of lock-up damper 12 in the space in which lock-up clutch 11 is provided. Therefore, lock-up damper 12 can better absorb the shock generated when lock-up clutch 11 is engaged. Lock-up damper 12 also makes it possible to reduce the generation of vibrations and noise caused by the transmission of rotation fluctuations of engine 2 that occur during driving to the third gear mechanism 10 side. [Explanation of symbols]

[0069] 1 vehicle 2 Engine 3. Motor generator 5 Disengagement clutch 7. Torque converter 11 Lock-up clutch 12 Lock-up damper 15. Transmission

Claims

1. The engine, A motor generator; a torque converter connected to the engine and the motor generator and configured to transmit power of the engine and the motor generator to a transmission; a lock-up clutch that is provided separately from the torque converter and switches between engagement and disengagement of the engine and the motor generator and the transmission; A vehicle equipped with.

2. The lock-up clutch is The motor generator is provided on the transmission side.

2. The vehicle of claim 1.

3. a disconnect clutch connected to the engine for switching between engagement and disengagement of the engine with respect to a power transmission path; A vehicle according to claim 1 or 2.

4. The motor generator includes: Connected to the torque converter via the disconnect clutch 4. The vehicle according to claim 3.

5. A lock-up damper is provided in the lock-up clutch to damp torque fluctuations.

2. The vehicle of claim 1.

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