JP2006315662A - Hybrid drive device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive device capable of deviating the speed of an engine generating a peak of a twisting resonance frequency to the outside of a normal rotation area. <P>SOLUTION: Constitution elements of an automatic transmission 4 including a transmission input shaft 5, a forward brake 9 for advancement shift stage and a transmission output shaft 12 are stored in a transmission case 21. A motor/generator 7 is stored in a front end large diameter part of the case 21 and the rotor 7b is bonded to a shaft 6 comprising a hollow rotor shaft 22 and short shafts 23, 25. A rear end of the shaft 6 is relatively rotatably abutted on a shaft 5 and a rotation damper 24 is interposed to the abutment part. A clutch disc 8b of an engine clutch 8 is bonded to a front end of the shaft 6 and a clutch case 8a of the clutch 8 is bonded to an engine crank shaft (not shown) by a bolt 27. The speed of the engine generating the peak of the twist resonance frequency can be deviated to the outside of the common rotation area by arranging the rotation damper 24 just behind the motor/generator 7. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention can be driven not only by the engine but also by the power from the motor / generator, and can be electrically driven only by the power from the motor / generator. The present invention relates to a hybrid drive device for a vehicle that can improve fuel efficiency by converting surplus engine motive power during such operation into electric energy by electric power generation of a motor / generator and storing it.

Conventionally, various types of hybrid drive devices have been proposed, and one of them is disclosed in Patent Document 1 as one of them.
This hybrid drive is coupled to a shaft that directs engine rotation to the transmission, and includes a motor / generator between the engine and the transmission,
Having an engine-side friction element that detachably couples the engine and the motor / generator;
Instead of a torque converter, a transmission-side friction element that detachably couples the motor / generator and the transmission output rotation transmission system is provided.

By the way, the rotation transmission system of such a hybrid drive device also generates unpleasant vehicle body vibrations due to torsional resonance, particularly in the low engine rotation range, due to engine torque fluctuations, as in a normal automatic transmission vehicle. As a countermeasure, it is necessary to provide a rotational transmission system as described in Patent Document 2, for example.
Japanese Patent Laid-Open No. 11-082260 Japanese Patent Laid-Open No. 10-141429

In providing a rotational damper in the rotational transmission system of the hybrid drive device, the cause of the torsional resonance is based on engine torque fluctuations.
And based on the same idea as the arrangement of the rotary damper in a normal automatic transmission vehicle,
It is common sense that a rotary damper is interposed immediately after the engine, that is, between the engine and the engine side friction element.
However, when the rotary damper is arranged between the engine and the engine side friction element, it has been confirmed that the following problems occur.

First, the torsional vibration of the rotation transmission system in a normal vehicle equipped with an automatic transmission will be described.
The torsional vibration system related to the rotation transmission system of a vehicle equipped with an automatic transmission in which a rotary damper is arranged immediately after the engine is
When the torque converter between the engine and the automatic transmission is in the lockup state in which the input element (pump impeller) and the output element (turbine runner) are directly connected by fastening the lockup clutch, as shown in the simplified model of FIG. is there.

The rotation from the engine a reaches the transmission input shaft e through the rotary damper b incorporated in the lockup clutch and the turbine runner d of the torque converter c in sequence.
The rotation to the transmission input shaft e is changed by the automatic transmission f including the final reduction gear, passes through the drive shaft g, and then reaches the driving wheel h.

In such a rotational transmission system, the torsional resonance frequency characteristic with respect to the engine speed is as shown in FIG.
One peak of the torsional resonance frequency associated with engine torque fluctuations, with the rotating body i including the turbine runner d, the transmission input shaft e, and the automatic transmission f as a mass in a low speed range where the engine speed is around 600 to 800 rpm. Occurs as shown in the dotted line circle,
In the middle rotation range where the engine speed is around 2000 to 4000 rpm, the peak of the torsional resonance frequency accompanying the engine torque fluctuation occurs with the turbine runner d as the mass, as shown by the round frame of the wavy line.

  These peaks of the torsional resonance frequency generate a booming noise in the vehicle interior in the low to medium vehicle speed range corresponding to the above low and medium engine speeds.

Similar to the rotary damper in the above vehicle equipped with an automatic transmission, in the hybrid drive system, when the rotary damper is arranged immediately after the engine (between the engine and the motor / generator)
The torsional vibration system is as shown by the simplified model in FIG. 10 when the engine-side friction element and the transmission-side friction element are fastened.

The rotation from the engine a reaches the transmission input shaft e through the rotation damper j including the shaft and the motor / generator k including the shaft in order,
The rotation to the transmission input shaft e is changed by the automatic transmission f including the final reduction gear, passes through the drive shaft g, and then reaches the driving wheel h.

In such a rotational transmission system, the torsional resonance frequency characteristic with respect to the engine speed is as shown by a thick solid line in FIG.
In an extremely low engine speed range of 600 rpm or less, the motor / generator k including the shaft, the transmission input shaft e, and the rotating body m including the automatic transmission f are used as masses. A peak occurs as shown by the dotted frame in the circle,
In a low rotation range where the engine speed is around 1000 to 2000 rpm, the peak of the torsional resonance frequency accompanying the engine torque fluctuation occurs, with the motor / generator k including the shaft serving as a mass, as shown by the round frame of the wavy line.

  In FIG. 11, for comparison, the torsional resonance frequency characteristic of FIG. 9 is shown with a thin solid line. As is clear from comparison with this, in the case of a hybrid drive device, the rotation of the motor / generator k including the shaft is rotated. Since the mass is larger than the rotational mass of the turbine runner d (see FIG. 8), the peak of the torsional resonance frequency is shifted in the low engine rotation direction from the characteristics of FIG. 9 as indicated by arrows α and β.

By the way, the extremely low speed range where the engine speed is 600 rpm or less is an area where the passenger is sensitively twisted and easily feels the vehicle interior noise caused by the peak of the resonance frequency,
When the peak of the torsional resonance frequency occurs, there arises a problem that the passenger feels a loud sound in the passenger compartment.
In addition, the low speed range where the engine speed is around 1000 to 2000 rpm is the most frequently used area,
Here, when the peak of the torsional resonance frequency occurs, there arises a problem that it feels as if the accompanying interior noise is always generated.

In order to solve these problems, it is considered that the engine side friction element is slip controlled to absorb the engine torque fluctuation.
This measure causes another problem that the fuel efficiency decreases due to the slip of the engine side friction element,
Since slip control is difficult, there is another concern that it is difficult to obtain the desired effect and the cost is high.

In the present invention, if the rotary damper is arranged not immediately after the engine but after the motor / generator,
The rotational frequency of the torsional resonance frequency on the low rotation side can be shifted further to the low rotation side and moved outside the normal engine rotation range,
The peak rotation speed of the torsional resonance frequency on the high rotation side can be further shifted to the high rotation side and moved outside the normal engine rotation range,
An object of the present invention is to propose a hybrid drive device for a vehicle that embodies this idea based on the recognition of the fact that all the above problems can be solved.

For this purpose, the vehicle hybrid drive apparatus of the present invention has the following configuration described in claim 1.
First, to explain the premise hybrid drive device,
Coupled to a shaft that directs engine rotation to the transmission, a motor / generator is provided between the engine and the transmission,
An engine side friction element that detachably connects the engine and the motor / generator;
It has a motor / generator and a transmission-side friction element that detachably couples the transmission output rotation transmission system that transmits the output rotation from the transmission.

In the present invention, when providing a rotary damper in such a vehicle hybrid drive device,
It is characterized by a structure in which the rotary damper is inserted and provided in a rotation system closer to the transmission output rotation transmission system than the motor / generator.

According to such a vehicle hybrid drive device of the present invention, as a rotation damper of the vehicle hybrid drive device, this is inserted into the rotation system closer to the transmission output rotation transmission system than the motor / generator,
As a result of adding inertia for the motor to the engine mass that is the excitation factor, the mass will increase significantly.
Compared with the case where the rotation damper is arranged immediately after the engine, the peak generation rotation speed of the torsional resonance frequency on the low rotation side can be shifted to the low rotation side and moved outside the normal engine rotation range.

In addition, the motor / generator is excluded from the mass that determines the peak generation rotation speed of the torsional resonance frequency on the high rotation side, and this mass greatly reduces the mass.
Compared with the case where the rotation damper is disposed immediately after the engine, the peak generation rotation speed of the torsional resonance frequency on the high rotation side can be shifted to the high rotation side and moved outside the normal engine rotation range.

Therefore, according to the present invention, all peaks of the torsional resonance frequency can be generated outside the normal engine speed range,
The problem that occurs when the rotary damper is installed immediately after the engine, that is,
The problem is that the torsional resonance peak occurs in the extremely low engine rotation range, and the passenger feels the sound of the noise in the passenger compartment.
The problem of causing the passenger to feel that a torsional resonance frequency peak occurs in the low engine rotation range of the normal range and that the accompanying interior noise is always generated.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a power train of a front engine / rear wheel drive vehicle (rear wheel drive vehicle) equipped with a hybrid drive device to which the above-described concept of the present invention can be applied. 1L, 1R are left and right front wheels, 2L, 2R are Left and right rear wheels, 3 is an engine.
In the power train provided with the hybrid drive device of FIG. 1, the automatic transmission 4 is arranged in tandem at the rear of the engine 3 in the vehicle front-rear direction in the same manner as a normal rear wheel drive vehicle, and the engine 3 (crankshaft 3a) A motor / generator 7 is connected to a shaft 6 that transmits the rotation to the input shaft 5 of the automatic transmission 4.

The motor / generator 7 acts as a motor or acts as a generator, and is disposed between the engine 3 and the automatic transmission 4.
More specifically, an engine clutch 8 serving as an engine-side friction element is interposed between the motor / generator 7 and the engine 3, more specifically, between the shaft 6 and the engine crankshaft 3a. 7 is separably connected.

Automatic transmission 4 is the same as that described in January 2003, Nissan Motor Co., Ltd. “Skyline New Car (CV35) Manual” pages C-9 to C-22,
The motor / generator 7 and a plurality of friction elements including a forward brake 9 as a transmission-side friction element that releasably couples between the transmission output rotation transmission system that transmits the output rotation from the automatic transmission 4 (clutch and By selectively engaging or releasing a brake or the like), the transmission system paths (shift stages) of the three planetary gear sets 11 are determined by the combination of engagement and release of these friction elements.
Here, the forward brake 9 as a transmission-side friction element is a friction element to be engaged when a forward shift stage (at least a start shift stage) is selected.

  The automatic transmission 4 shifts the rotation to the transmission input shaft 5 at a gear ratio according to the selected shift speed and directs it to the transmission output shaft 12, and the output rotation from this shaft 12 is propeller shaft 13, differential The left and right rear wheels 2L and 2R are sequentially passed through the gear device 14 and the left and right drive shafts 15L and 15R, and are used to drive the vehicle.

  The power train of the vehicle configured as described above releases the engine clutch (engine-side friction element) 8 and the forward brake (EV side) when the electric travel (EV travel) mode used when starting from a stopped state is required. The transmission side friction element) 9 is engaged to set the automatic transmission 4 to the forward gear selection state.

When the motor / generator 7 is driven in this state, only the output rotation from the motor / generator 7 reaches the transmission input shaft 5,
The automatic transmission 4 shifts according to the forward shift stage that is selected to rotate to the input shaft 5, and sequentially passes from the transmission output shaft 12 through the propeller shaft 13, the differential gear device 14, and the left and right drive shafts 15L and 15R. The vehicle can be made to travel electrically (EV traveling) only by the motor / generator 7 by facing the left and right rear wheels 2L, 2R.

  The above EV travel is that during forward travel, but for EV travel at the reverse gear, the automatic transmission 4 must be set to the reverse gear selection state by engaging a reverse brake (not shown). Instead of the forward brake 9, a reverse brake functions as a transmission side friction element.

When hybrid driving (HEV driving) mode used for high speed driving or heavy load driving is required,
The engine clutch (engine-side friction element) 8 is engaged, and the forward brake (transmission-side friction element) 9 is also engaged to bring the automatic transmission 4 into the forward gear selection state.
In this state, both the output rotation from the engine 3 and the output rotation from the motor / generator 7 reach the transmission input shaft 5,
The automatic transmission 4 shifts the rotation to the input shaft 5 at a gear ratio corresponding to the selected forward shift speed, and from the transmission output shaft 12, the propeller shaft 13, the differential gear device 14, and the left and right drive shafts 15L, 15R The vehicle can be made to travel hybridly (HEV traveling) by both the engine 3 and the motor / generator 7 by sequentially passing through the left and right wheels 2L and 2R.

During such HEV traveling, when energy is surplus to drive the engine with optimum fuel consumption, surplus energy is converted into electric power by driving the motor / generator 7 as a generator with this surplus energy,
By storing this generated power to be used for driving the motor of the motor / generator 7, the fuel consumption of the engine 3 can be improved.

In FIG. 1, the automatic transmission 4 has a transmission-side friction element that detachably connects the motor / generator 7 and the transmission output rotation transmission system that transmits the output rotation from the transmission output shaft 12. The existing forward brake 9 for selecting the forward gear or the reverse brake (not shown) for selecting the reverse gear is used.
As the transmission-side friction element, a dedicated transmission-side clutch 16 may be provided between the motor / generator 7 and the automatic transmission 4 as shown in FIG.
In this case, the transmission-side clutch 16 is interposed between the transmission input shaft 5 and the shaft 6 so that the shafts 5 and 6 are connected to each other, thereby connecting the motor / generator 7 and the transmission output shaft 12. It functions to detachably connect the EV and the HEV.

As the transmission-side friction element, a dedicated transmission-side clutch 17 may be provided between the automatic transmission 4 and the transmission output rotation transmission system as shown in FIG.
In this case, the transmission-side clutch 17 is interposed between the transmission output shaft 12 and the propeller shaft 13, and the automatic transmission 4 and the propeller shaft 13 are connected to each other by connecting and disconnecting the transmission output shaft 12 and the propeller shaft 13. The transmission output rotation transmission system is connected in a detachable manner to enable the EV traveling and HEV traveling.
The dedicated transmission-side clutch 17 may be inserted into the transmission output rotation transmission system including the propeller shaft 13 instead of being interposed between the automatic transmission 4 and the transmission output rotation transmission system as shown in FIG. Good.

By the way, in the power train of the front engine / rear wheel drive vehicle (rear wheel drive vehicle) provided with the hybrid drive device to which the concept of the present invention shown in FIGS. 1 to 3 can be applied,
As in the case of the vehicle equipped with an automatic transmission described above with reference to FIGS. 8 and 9, there is a problem in that torsional resonance occurs due to engine torque fluctuations, particularly in the low engine rotation range, and unpleasant vehicle body vibration occurs.

Therefore, in this embodiment, as a measure for suppressing the vehicle body vibration due to the above-described torsional resonance, a rotational damper is provided in the rotational transmission system of the power train.
If this rotary damper is disposed immediately after the engine as described above with reference to FIG. 10, the problem described above with reference to FIG. 11 occurs. Therefore, the rotary damper is disposed as follows and provided in the rotational transmission system of the power train.

In the case where the power train is as shown in FIG. 1, the arrangement of the rotary damper will be described in detail below with reference to the entity configuration diagram of FIG.
In FIG. 4, 21 is a transmission case, and the structure of the automatic transmission 4 including the transmission input shaft 5, the forward brake 9, the transmission output shaft 12, and the planetary gear set 11 in FIG. The elements are housed in the same manner as described on page C-9 on the "Skyline New Car (CV35) Manual" issued by Nissan Motor Co., Ltd. in January 2003.

In the automatic transmission described on page C-9 of the "Skyline New Car (CV35 Car) Manual", the large diameter front part (converter housing) of the transmission case 21 that houses the torque converter. The motor / generator 7 is housed inside,
The motor / generator 7 includes a stator 7a on the outer periphery and a rotor 7b on the inner periphery.
The stator 7a is fixed in the large front end portion (converter housing) of the transmission case 21, and the rotor 7b is fixed to the outer periphery of the hollow rotor shaft 22, and can be freely rotated to the transmission case 21 through the rotor 7b. To support.

A short shaft 23 is provided by spline fitting in the rear end of the hollow rotor shaft 22, and the short shaft 23 is fitted to the transmission input shaft 5 so as to be coaxially rotatable. A low-rigidity rotational damper 24 is inserted into the relative rotational butt portion of the input shaft 5.
Thus, the low-rigidity rotational damper 24 is positioned immediately after the motor / generator 7, that is, between the motor / generator 7 and the automatic transmission 4.
Specifically, the low-rigidity rotary damper 24 has the following configuration.

  In other words, the rotary damper 24 has a drive plate 24a attached to the short shaft 23, a driven plate 24b spline-fitted to the transmission input shaft 5, and a circumference so as to transmit power between these plates 24a and 24b under buffering. It is the same as a normal torsional damper comprising a torsion spring 24c arranged extending in the direction.

A short shaft 25 is provided by spline fitting in the front end of the hollow rotor shaft 22, and the short shaft 25, the hollow rotor shaft 22, and the short shaft 23 constitute the shaft 6 in FIG.
The engine clutch 8 is inserted between the short shaft 25 and the engine crankshaft 3a (see FIG. 1),
The case 8a and the flywheel 26 of the engine clutch 8 are fastened together with bolts 27 to the end surface of the engine crankshaft 3a.

The engine clutch 8 is a dry clutch. As described above, a clutch disk 8b (one set in the illustrated example) is assembled in the clutch case 8a coupled to the engine crankshaft 3a, and the inner periphery of the clutch disk 8b is a short shaft. Connected to 25 (shaft 6).
The engine clutch 8 is normally in a clutch engaged state in which the clutch disc 8b is pressed against the clutch case 8a via the pressure plate 8d by the diaphragm spring 8c, and the engine 3 and the motor / generator 7 are coupled.
On the other hand, the engine clutch 8 pushes the inner circumference of the diaphragm spring 8c in the release direction via the clutch release actuator 8e, thereby elastically deforming the diaphragm spring 8c so that the outer circumference is displaced in the opposite direction. It is assumed that the disc 8b is released from the clutch case 8a and the clutch is released, and the engine 3 and the motor / generator 7 are disconnected.

In the power train having the hybrid drive device according to the present embodiment described above with reference to FIG. 4, the low-rigidity rotary damper 24 is not immediately after the engine, but immediately after the motor / generator 7 (anything behind the motor / generator 7 is acceptable). )
Under the state where the engine clutch 8 and the forward brake 9 are both engaged, the torsional vibration system related to the rotational transmission system of the power train is as shown by the simplified model of FIG.

In other words, the motor / generator 7 rotates with the engine 3 and becomes a mass with a large inertia, and the rotation from this mass reaches the transmission input shaft 5 via the low-rigidity rotation damper 24,
The rotation to the transmission input shaft 5 is shifted by the automatic transmission 4 including the final reduction gear in the differential gear device 14, passes through the drive shafts 15L and 15R, and then reaches the drive wheels 2L and 2R.

In such a rotational transmission system, the torsional resonance frequency characteristic with respect to the engine speed is as shown by a thick solid line in FIG.
Torsion associated with engine torque fluctuations, with the rotating body n including the rotary damper 24, the transmission input shaft 5 and the automatic transmission 4 (14) as a mass in an extremely low rotation range (outside the normal range) with an engine speed of 500rpm or less Resonance frequency peak occurs as shown in the dot-dash line circle frame,
In a high speed range (outside the normal range) where the engine speed is 8000 rpm or more, a peak of the torsional resonance frequency accompanying the engine torque fluctuation occurs using the rotary damper 24 as a mass as shown by the round frame of the wavy line.

In FIG. 6, for comparison, the torsional resonance frequency characteristic indicated by the thick solid line in FIG. 11 is also shown by the thin solid line.
As is clear from the comparison with this, in the case of the hybrid drive device of the present embodiment in which the rotary damper 24 is arranged behind the motor / generator 7, the inertia of the motor / generator 7 rotating together with the engine 3 as shown in FIG. As a result, this mass is coupled to the transmission input shaft 5 via the rotary damper 24,
Compared to the case where the rotary damper 24 is arranged immediately after the engine 3 (torsional resonance frequency characteristics by the thick solid line in FIG. 11, torsional resonance frequency characteristics by the thin solid line in FIG. 6), the peak of the torsional resonance frequency on the low rotation side is indicated by an arrow. As indicated by γ, it can be shifted to the low engine rotation direction and out of the normal range.

Thus, by being able to shift the peak of the torsional resonance frequency on the low rotation side to the outside of the normal range in the low engine rotation direction,
Even if this rotational range is an area where it is easy to feel the vehicle interior noise, the engine speed does not practically enter this area.
The passenger does not feel the vehicle interior noise due to the peak of the torsional resonance frequency on the low rotation side, and the above-mentioned problem relating to the vehicle interior noise in the low rotation region can be solved.

Further, according to the present embodiment in which the rotary damper 24 is arranged behind the motor / generator 7, as is apparent from the above description with reference to FIG. 5, the mass for determining the peak generation rotational speed of the torsional resonance frequency on the high rotational side is determined. Becomes only the rotary damper 24, the motor / generator 7 is excluded from this mass, and the mass is greatly reduced,
Compared to the case where the rotary damper 24 is arranged immediately after the engine 3 (torsional resonance frequency characteristics by the thick solid line in FIG. 11 and torsional resonance frequency characteristics by the thin solid line in FIG. 6), the peak rotational speed of the torsional resonance frequency on the high rotation side. Can be moved out of the normal engine rotation range in the high rotation direction as indicated by an arrow δ.

Thus, by being able to shift the peak of the torsional resonance frequency on the high rotation side to the outside of the normal engine rotation range in the high rotation direction,
Since the engine speed does not practically enter this region, the passenger does not feel the vehicle interior noise accompanying the peak of the torsional resonance frequency on the high rotation side, and the vehicle interior noise in the high rotation region. The above-mentioned problem can be solved.

Therefore, according to the present embodiment, all peaks of the torsional resonance frequency can be generated outside the normal engine speed range,
The problem that occurs when the rotary damper is installed immediately after the engine, that is,
The problem is that the torsional resonance peak occurs in the extremely low engine rotation range, and the passenger feels the sound of the noise in the passenger compartment.
The problem of causing the passenger to feel that a torsional resonance frequency peak occurs in the low engine rotation range of the normal range and that the accompanying interior noise is always generated.

Moreover, since this effect is achieved without using the slip control of the engine clutch 8,
The above-mentioned effect can be achieved without accompanying the new problem that the fuel efficiency decreases due to slipping of the clutch 8,
The above-described operation and effect can be achieved without worrying about the problem that it is impossible to achieve the desired effect of preventing a loud noise with difficult slip control and the problem of high cost.

Further, as in this embodiment, when the rotary damper 24 is disposed immediately after the motor / generator 7 instead of between the engine 3 and the motor / generator 7,
As shown in FIG. 4, it is possible to adopt a configuration in which a rotary damper 24 is interposed at the coaxial abutting portion between the motor center shaft 6 (22, 23, 25) penetrating the center of the motor / generator 7 and the transmission input shaft 5. Can
In addition, the following effects can be achieved in combination with the fact that the rotary damper 24 needs to have a small diameter in order to reduce the stiffness for the purpose of countering the noise caused by resonance.

In other words, when the rotary damper 24 is arranged immediately after the motor / generator 7, the large-diameter motor / generator 7 can be positioned on the engine side (forward) by the axial length of the rotary damper 24,
Normally, as shown in FIG. 7, the transmission case 21 is placed on the transition slope portion 32b of the vehicle body floor panel 32 that is shaped with a level change that decreases as it goes from the flat portion 32a from which the shift lever 31 of the hybrid drive device protrudes toward the rear of the vehicle. Since the tendency of the motor / generator (7) housing portion to interfere can be reduced, the on-board performance of the hybrid drive device can be improved.

Further, when the rotary damper 24 is arranged in this way, the motor center shaft 6 (22, 23, 25) penetrating the center of the motor / generator 7 and the transmission input shaft 5 as shown in FIGS. A configuration in which a rotary damper 24 is interposed in the coaxial abutting portion can be adopted,
In addition, coupled with the fact that the rotary damper 24 has a small diameter due to the need for low rigidity in order to counter the noise caused by resonance,
The rotary damper 24 located behind the motor / generator 7 does not cause any concern about the interference with the transition slope portion 32b of the vehicle body floor panel 32.

Further, the arrangement and the reduction in the diameter of the rotary damper 24 shorten the axial length Δ of the portion of the hybrid drive unit located immediately below the vehicle body floor panel flat portion 32a from which the shift lever 31 protrudes as shown in FIG. It is possible,
This can also alleviate the concern that the hybrid drive device interferes with the transition slope portion 32b of the vehicle body floor panel 32.

In the present embodiment, the engine clutch 8 that is the engine side friction element is a dry clutch, and this is interposed between the engine 3 and the motor / generator 7, so that
Lubricating oil is not required unlike a wet clutch, and an oil circuit is not required, so that the configuration can be simplified, and the occurrence rate of failure can be reduced to improve reliability.
Further, when the engine clutch 8 is constituted by a dry clutch, it is not necessary to increase the number of plates as in the case of a wet clutch, the axial dimension can be shortened, and also in this respect, the on-board performance of the hybrid drive device can be improved. .

Furthermore, in the present embodiment, the flywheel 26 that is interposed between the engine 3 and the engine clutch 8 and smoothes the rotational fluctuation of the engine is provided.
Accordingly, it is possible to further reduce the rigidity (reduction in diameter) of the rotary damper 24, and it is possible to further ensure the action and effect relating to the avoidance of the interference with the vehicle body floor panel inclined portion 32b.

It is a schematic plan view showing a power train of a rear wheel drive vehicle provided with a hybrid drive device to which the idea of the present invention can be applied. It is a schematic top view which shows the power train of the rear-wheel drive vehicle provided with the other hybrid drive device which can apply the idea of this invention. It is a schematic plan view which shows the power train of the rear-wheel drive vehicle provided with the further another hybrid drive device which can apply the idea of this invention. FIG. 2 is a longitudinal sectional view of an essential part showing an embodiment of a hybrid drive device embodied by applying the idea of the present invention to the hybrid drive device shown in FIG. It is a simple model figure of the power train provided with the hybrid drive device which becomes the Example. It is a characteristic diagram which shows the change characteristic of the torsional resonance frequency with respect to engine speed of the same power train. FIG. 5 is a longitudinal sectional side view of an essential part shown in a state where the hybrid drive device shown in FIG. 4 is mounted on a vehicle. It is a simple model figure of the power train of a vehicle with an automatic transmission. It is a characteristic diagram which shows the change characteristic of the torsional resonance frequency with respect to engine speed of the same power train. It is a simplified model diagram of a power train including a hybrid drive device in which a rotary damper is arranged immediately after an engine. It is a characteristic diagram which shows the change characteristic of the torsional resonance frequency with respect to engine speed of the same power train.

Explanation of symbols

1L, 1R left and right front wheels
2L, 2R left and right rear wheels
3 Engine
3a crankshaft
4 Automatic transmission
5 Transmission input shaft
6 axes
7 Motor / generator
7a Stator
7b rotor
8 Engine clutch (Friction element on the engine side)
8a clutch case
8b Clutch disc
8c Diaphragm spring
8d pressure plate
8e Clutch release actuator
9 Forward brake (transmission side friction element)
11 Planetary gear set
12 Transmission output shaft
13 Propeller shaft
14 Differential gear unit
15L, 15R left and right drive shaft
16 Transmission side clutch (Transmission side friction element)
17 Transmission side clutch (Transmission side friction element)
21 Transmission case
22 Hollow rotor shaft
23,25 short axis
24 rotating damper
24a drive plate
24b driven plate
24c torsion spring
26 Flywheel
31 Shift lever
32 body floor panel

Claims (6)

Coupled to a shaft that directs engine rotation to the transmission, a motor / generator is provided between the engine and the transmission,
An engine side friction element that detachably connects the engine and the motor / generator;
In a vehicle hybrid drive device including a motor / generator and a transmission-side friction element that detachably couples a transmission output rotation transmission system that transmits output rotation from the transmission,
A hybrid drive device for a vehicle, wherein a rotation damper is provided by being inserted in a rotation system closer to the transmission output rotation transmission system than the motor / generator. The vehicle hybrid drive device according to claim 1,
A hybrid drive device for a vehicle, wherein the rotary damper is disposed immediately after the motor / generator. 3. The hybrid drive device for a vehicle according to claim 2, wherein the shaft is obtained by coaxially butting a motor center shaft penetrating the center of the motor / generator and a transmission input shaft.
A hybrid drive device for a vehicle, wherein the rotary damper is interposed in a coaxial abutting portion between the motor central shaft and a transmission input shaft. The hybrid drive device for a vehicle according to claim 1, wherein the transmission output rotation transmission system is abutted coaxially with a transmission output shaft.
A hybrid drive device for a vehicle, wherein the rotary damper is interposed in a coaxial abutting portion between the transmission output rotation transmission system and the transmission output shaft. In the hybrid drive device for vehicles according to any one of claims 1 to 4,
A hybrid drive system for a vehicle, wherein the engine-side friction element is a dry clutch, and the dry clutch is interposed between the engine and a motor / generator. In the hybrid drive device for vehicles according to any one of claims 1 to 5,
A hybrid drive device for a vehicle, wherein a flywheel that rotates together with the shaft is provided between the engine and an engine-side friction element.

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