JP2010083231A - Hybrid drive device - Google Patents

Abstract

To provide a hybrid drive device capable of improving regeneration efficiency in a motor generator while suppressing an increase in space and cost of the device.
A hybrid drive device having a motor generator 4 in a power transmission path between an engine 1 and an automatic transmission 5, wherein a pump impeller 2 b to which rotational power of the engine 1 is input, and fluid from the pump impeller 2 b Torque converter having a turbine impeller 2c that rotates in response to the rotation and outputs rotational power toward the automatic transmission 5, and a lock-up clutch 2e that transmits power so that the pump impeller 2b and the turbine impeller 2c can be connected and disconnected. 2 and an oil pump 3 that generates an oil pressure that operates the automatic transmission 5 and the lock-up clutch 2e while rotating integrally with the turbine impeller 2c, and the motor generator 4 rotates integrally with the turbine impeller 2c. Configured.
[Selection] Figure 1

Description

  The present invention relates to a hybrid drive device including an engine, a fluid clutch, a motor generator, and an automatic transmission, and more particularly to a hybrid drive device in which an oil pump is connected to a power transmission path from the engine to the automatic transmission.

  Some conventional hybrid drive apparatuses include an engine, a fluid clutch, a motor generator, and a transmission, and a transmission oil pump is connected to a power transmission path from the engine to the automatic transmission. For example, Patent Document 1 includes an electric machine operable as a motor and a generator, and a transmission hydraulic pump between an engine and a transmission having a variable gear ratio, and between the engine and the transmission. Further, there is disclosed a hybrid drive device in which a first clutch device and a torque converter are disposed, and the hydraulic pump includes a power train coupled to the torque converter.

Japanese Patent Laying-Open No. 2008-24298 (FIG. 2)

  In the hybrid drive device described in Patent Document 1, in the configuration employing the torque converter, the power and the rain between the first clutch device and the torque converter are provided with an electric machine (motor generator). When regeneration is performed by the electric machine (motor generator), the power from the transmission is reduced by the torque converter and input to the electric machine (motor generator), so that the regeneration efficiency of the electric machine (motor generator) is reduced.

  Further, in the hybrid drive device described in Patent Document 1, when a general torque converter with a lock-up mechanism is adopted as the torque converter, engine torque vibration input to the first clutch device and torque resonance caused thereby are suppressed. I can't. In order to suppress vibration and resonance, it may be necessary to add a new damper between the engine and the first clutch device in addition to the lockup damper, which increases the installation space and increases the cost. Invite.

  The main subject of this invention is providing the hybrid drive device which can improve the regeneration efficiency in a motor generator, suppressing the increase in the space and cost of an apparatus.

  According to a first aspect of the present invention, there is provided a hybrid drive device having a motor generator in a power transmission path between an engine and an automatic transmission, the pump impeller to which the rotational power of the engine is input, and the pump impeller A fluid clutch having a turbine impeller that rotates in response to the fluid and outputs rotational power toward the automatic transmission, and a lock-up clutch that transmits power so that the pump impeller and the turbine impeller can be connected and disconnected. And an oil pump that rotates integrally with the turbine impeller and generates hydraulic pressure that operates the automatic transmission and the lockup clutch, and the motor generator is configured to rotate integrally with the turbine impeller. It is characterized by being.

  In the hybrid drive device of the present invention, the pump impeller can rotate integrally with the output shaft of the engine.

  In the hybrid drive device of the present invention, a clutch capable of connecting / disconnecting power transmission between the engine and the pump impeller can be provided.

  According to a second aspect of the present invention, there is provided a hybrid drive device having a motor generator in a power transmission path between an engine and an automatic transmission, the pump impeller to which the rotational power of the engine is input, and the pump impeller A turbine impeller that rotates in response to the fluid and outputs rotational power toward the automatic transmission, and a clutch mechanism that transmits power so that the pump impeller and the turbine impeller can be connected and disconnected. An oil pump that is disposed in a power transmission path between the turbine impeller and the automatic transmission, and that rotates integrally with the turbine impeller and generates hydraulic pressure that operates the automatic transmission and the clutch mechanism. The motor generator is configured to rotate integrally with the turbine impeller. Is the fact characterized.

  According to the present invention, since the motor generator rotates integrally with the input shaft of the automatic transmission, the regeneration efficiency can be improved by directly using the power from the automatic transmission. In addition, by operating the lockup clutch that is inherent to the torque converter and the clutch that is inherent to the automatic transmission, there is no need to install a new clutch between the engine and the torque converter, which reduces installation space and reduces manufacturing costs. Reduction can be realized. In addition, engine torque vibration can be damped by the fluid filled in the torque converter and the generally arranged lockup damper, so there is no need to place a double damper mechanism and installation space can be reduced. In addition, the cost can be reduced.

  In Embodiment 1 of the present invention, a motor generator (4 in FIGS. 1 and 5) is provided in the power transmission path between the engine (1 in FIGS. 1 and 5) and the automatic transmission (5 in FIGS. 1 and 5). A hybrid drive device having a pump impeller (2b in FIGS. 1 and 5) to which rotational power of the engine (1 in FIGS. 1 and 5) is input, and the pump impeller (2b in FIGS. 1 and 5) ) And a turbine impeller (2c in FIGS. 1 and 5) that rotates and receives rotational power toward the automatic transmission (5 in FIGS. 1 and 5), and the pump impeller (FIG. 1). 5b) and a lock-up clutch (2e in FIG. 1 and FIG. 5) that transmits power to the turbine impeller (FIG. 1 and FIG. 5c) so as to be able to be connected and disconnected. 1 and FIG. 5) and the turbine converter A hydraulic pressure that rotates integrally with the peller (2c in FIGS. 1 and 5) and operates the automatic transmission (5 in FIGS. 1 and 5) and the lock-up clutch (2e in FIGS. 1 and 5) is generated. An oil pump (3 in FIGS. 1 and 5), and the motor generator (4 in FIGS. 1 and 5) is configured to rotate integrally with the turbine impeller (2c in FIGS. 1 and 5). Is done.

  In Embodiment 2 of the present invention, a motor generator (4 in FIGS. 1 and 5) is provided in the power transmission path between the engine (1 in FIGS. 1 and 5) and the automatic transmission (5 in FIGS. 1 and 5). A hybrid drive device having a pump impeller (2b in FIGS. 1 and 5) to which rotational power of the engine (1 in FIGS. 1 and 5) is input, and the pump impeller (2b in FIGS. 1 and 5) ) And a turbine wheel (2c in FIGS. 1 and 5) that rotates and receives rotational power toward the automatic transmission (5 in FIGS. 1 and 5). 1 and FIG. 5, a clutch mechanism for transmitting power to the pump impeller (2 b in FIG. 1 and FIG. 5) and the turbine impeller (2 c in FIG. 1 and FIG. 5) so as to be connected and disconnected. (2e in FIGS. 1 and 5) and the turbine impeller ( 1, 2c) in FIG. 5 and a power transmission path between the automatic transmission, and rotates integrally with the turbine impeller (2c in FIGS. 1 and 5), and the automatic transmission (FIG. 1 and 5), and an oil pump that generates hydraulic pressure for operating the clutch mechanism (2e in FIGS. 1 and 5), and the motor generator (4 in FIGS. 1 and 5) includes the turbine It is comprised so that it may rotate integrally with an impeller (2c of FIG. 1, FIG. 5).

  A hybrid drive apparatus according to Embodiment 1 of the present invention will be described with reference to the drawings. FIG. 1 is a powertrain diagram schematically showing the configuration of the hybrid drive apparatus according to Embodiment 1 of the present invention.

  Referring to FIG. 1, the hybrid drive device according to the first embodiment is a device that transmits rotational power to the automatic transmission 5 using one or both of the engine 1 and the motor generator 4 as a drive source. The hybrid drive device includes a torque converter 2, a transmission oil pump 3, and a motor generator 4 in a power transmission path between the engine 1 and the automatic transmission 5, a control unit 6 as a control system, and a power supply system. As a battery 7.

  The engine 1 is an internal combustion engine that outputs rotational power by burning fuel. The engine 1 outputs rotational power from the output shaft 1a. The output shaft 1a is fixed to the torque converter housing 2a. The engine 1 has various actuators (not shown) that adjust the fuel injection amount from an injector (not shown) (including fuel cut) and adjust the ignition timing, and detect the engine speed and the engine water temperature. It has various sensors (not shown). The engine 1 is controlled by the control unit 6 in terms of fuel injection amount, ignition timing, and the like.

  The torque converter 2 is a fluid clutch that transmits rotational power via a fluid, and has a torque amplification function. The torque converter 2 includes a torque converter housing 2a, a pump impeller 2b, a turbine impeller 2c, a stator 2d, and a lockup clutch 2e. Instead of the torque converter 2, a fluid coupling (fluid coupling) may be used that does not have a torque amplification action.

  The torque converter housing 2a is connected to the output shaft 1a of the engine 1 and the pump impeller 2b, and rotates integrally with the output shaft 1a and the pump impeller 2b.

  The pump impeller 2b is an impeller that sends hydraulic pressure toward the turbine impeller 2c, and is always fixed to the torque converter housing 2a connected to the output shaft 1a of the engine 1.

  The turbine impeller 2 c is an impeller that rotates by receiving the hydraulic pressure from the pump impeller 2 b, and is connected to the input shaft 5 a of the automatic transmission 5. The turbine impeller 2c is always fixed to the transmission oil pump 3 and the motor generator 4 (rotor).

  Stator 2d is fixed to case 2g of torque converter 2 via one-way clutch 2f.

  The lock-up clutch 2e is a clutch that transmits power by directly connecting the input-side pump impeller 2b and the output-side turbine impeller 2c when the rotational difference between them is small in order to avoid power transmission loss due to fluid slip. . The lock-up clutch 2e is preferably a friction material type wet clutch by hydraulic operation. The lock-up clutch 2e is connected in parallel with a fluid transmission mechanism including a pump impeller 2b and a turbine impeller 2c. It is connected. The lock-up clutch 2e is controlled to be connected / disconnected (non-engaged / engaged) by the control unit 6. The lock-up clutch 2e allows a rotational difference between the pump impeller 2b and the turbine impeller 2c when not engaged, but rotates the pump impeller 2b and the turbine impeller 2c integrally when engaged. Although not shown, the lock-up clutch 2e has a damper (lock-up damper) that absorbs engine torque vibration.

  The transmission oil pump 3 is a pump that generates a hydraulic pressure that operates a friction element (including the clutch 5 b) that is mainly used in the configuration of the gear stage in the automatic transmission 5. The transmission oil pump 3 also generates hydraulic pressure for operating the lock-up clutch 2e. The transmission oil pump 3 is always fixed to the turbine impeller 2c, the motor generator 4, and the input shaft 5a of the automatic transmission 5, and rotates integrally with the turbine impeller 2c, the motor generator 4, and the input shaft 5a. The transmission oil pump 3 is always rotated when the motor generator 4 is rotating.

  The motor generator 4 is a synchronous generator motor that can be driven as a generator and can be driven as a motor. The motor generator 4 is always fixed to the turbine impeller 2c, the transmission oil pump 3, and the input shaft 5a of the automatic transmission 5, and is integrated with the turbine impeller 2c, the transmission oil pump 3 and the input shaft 5a. Rotate. The motor generator 4 is controlled by the control unit 6.

  The automatic transmission 5 is a transmission that automatically performs a start operation and a shift operation. The automatic transmission 5 has an input shaft 5a for inputting the rotational power of the turbine impeller 2c. The automatic transmission 5 has a plurality of planetary gears for constituting a gear stage, a friction element for connecting / disconnecting a rotating element of the planetary gear, and a hydraulic circuit for operating the friction element. The predetermined friction element in the automatic transmission 5 is a clutch 5b that connects and disconnects rotational power from the input shaft 5a (turbine impeller 2c). The automatic transmission 5 is supplied with pressure oil from the transmission oil pump 3 in a hydraulic circuit, and has various actuators for switching the oil path and adjusting the hydraulic pressure. The hydraulic circuit of the automatic transmission 5 supplies the pressure oil used for the operation of the lockup clutch 2e in a switchable and adjustable manner. The automatic transmission 5 is controlled by the control unit 6.

  The control unit 6 is a computer that controls operations of the engine 1, the lockup clutch 2 e, the motor generator 4, and the automatic transmission 5. The control unit 6 is electrically connected to the battery 7. The control unit 6 is electrically connected to various sensors such as an accelerator opening sensor, a shift position sensor, and a rotation sensor. The control unit 6 performs control processing based on a predetermined program (including a database, a map, and the like). The control operation of the control unit 6 will be described later.

  The battery 7 is a secondary battery that can be discharged and charged, and is electrically connected to the control unit 6.

  Next, the operation of the hybrid drive apparatus according to Embodiment 1 of the present invention will be described with reference to the drawings. 2 to 4 are torque flow diagrams showing operation modes of the hybrid drive apparatus according to Embodiment 1 of the present invention.

(1) EV Start / EV Travel Mode Referring to FIG. 2 (A), in the EV start / EV drive mode, the control unit (6 in FIG. 1) The transmission oil pump 3 is driven by rotating the motor generator 4. The control unit (6 in FIG. 1) configures the starting stage of the automatic transmission 5 using the hydraulic pressure generated by the transmission oil pump 3 (at this time, the clutch 5b is engaged). The driving force of the motor generator 4 is input to the automatic transmission 5 via the clutch 5b to drive the vehicle. At this time, the clutch 5b is used as a friction element used when configuring the starting stage.

(2) Engine start / travel mode Referring to FIG. 2 (B), in the engine start / travel mode, when the driving force by the engine 1 is required during EV travel (see FIG. 2 (A)), the control unit (FIG. 1) 6), by engaging the lock-up clutch 2e, the driving force of the motor generator 4 is input to the engine 1 via the lock-up clutch 2e, the engine 1 is cranked, and the engine 1 is started. . This eliminates the need for a starter motor for starting the engine. The driving force of the engine 1 is input to the automatic transmission 5 via the torque converter 2 (fluid or lockup clutch 2e), and drives the vehicle together with the motor generator 4.

(3) Regenerative mode Referring to FIG. 3 (A), in the regenerative mode, there is no demand for driving force (ie, the accelerator is off) while the engine is running (refer to FIG. 2 (B)), and the process proceeds to the regenerative mode. The control unit (6 in FIG. 1) opens the lock-up clutch 2e and stops the engine 1. As a result, the reverse driving force input from the vehicle can be regenerated by the motor generator without being absorbed by the engine 1. Moreover, fuel consumption can be improved by stopping the engine.

(4) Reacceleration Mode Referring to FIG. 3B, in the reacceleration mode, when reacceleration is performed from the regeneration mode (see FIG. 3A), the control unit (6 in FIG. , The driving force of the motor generator 4 is input to the automatic transmission 5 via the clutch 5b, and re-acceleration can be performed. At this time, if necessary, the lock-up clutch 2e is engaged and the engine 1 is started, so that the driving force of both the engine 1 and the motor generator 4 can be accelerated again.

(5) Engine Start Mode Referring to FIG. 4, in the engine start mode, when the vehicle (7 in FIG. 1) does not have enough power when the vehicle is stopped, the motor generator 4 cannot start (however, the engine 1), the control unit (6 in FIG. 1), in the starting process, opens the clutch 5b, rotates the motor generator 4, drives the transmission oil pump 3, After securing a sufficient hydraulic pressure, the lockup clutch 2e is engaged and the engine 1 is started. Thereafter, the driving force of the engine 1 is input to the automatic transmission 5 via the torque converter 2 (fluid or lock-up clutch 2e) and can start.

  According to the first embodiment, since the motor generator 4 is always fixed to the input shaft 5a of the automatic transmission 5, the regeneration efficiency can be improved by directly using the power from the automatic transmission 5. Further, by operating the lock-up clutch 2e inherent to the torque converter 2 and the clutch 5b inherent to the automatic transmission 5, it is not necessary to provide a new clutch between the engine 1 and the torque converter 2, and the mounting space It is possible to reduce the manufacturing cost and the manufacturing cost. Further, the engine torque vibration can be damped by the fluid filled in the torque converter 2 and a generally arranged lockup damper (not shown), so that it is not necessary to arrange the damper mechanism twice. The installation space is small and the cost can be reduced.

  A hybrid drive apparatus according to Embodiment 2 of the present invention will be described with reference to the drawings. FIG. 5 is a power train diagram schematically showing the configuration of the hybrid drive apparatus according to the second embodiment of the present invention.

  In the hybrid drive device according to the second embodiment, a clutch 11 that can be arbitrarily connected and disconnected is provided on the power transmission path between the output shaft 1a (torque converter housing 2a) of the engine 1 and the pump impeller 2b in the first embodiment. It is. The clutch 11 is controlled by the control unit 6. Other configurations are the same as those of the first embodiment.

  As an operation of the hybrid drive device according to the second embodiment, in the regenerative mode, there is no need for driving force during traveling by engine operation (that is, the accelerator is off), and in the process of moving to the regenerative mode, the control unit 6 2e is opened and the engine 1 is stopped. At this time, by releasing the clutch 11, the reverse driving force input from the vehicle can be regenerated by the motor generator 4 without being absorbed by the engine 1 and without being absorbed by the torque converter 2. it can. Moreover, fuel consumption can be improved by stopping the engine. In other modes, the clutch 11 is used in an engaged state.

  According to the second embodiment, the same effects as those of the first embodiment can be obtained, the heat generation in the torque converter 2 can be suppressed, and the regeneration efficiency can be further improved as compared with the first embodiment.

  A hybrid drive apparatus according to Embodiment 3 of the present invention will be described with reference to the drawings. FIG. 6 is a powertrain diagram schematically showing the configuration of the hybrid drive apparatus according to Embodiment 3 of the present invention.

  In the hybrid drive device according to the third embodiment, the auxiliary electric oil pump 12 that can be driven even when the engine 1, the motor generator 4, and the vehicle are stopped is added to the hybrid drive device according to the first embodiment. is there. Other configurations are the same as those of the first embodiment. The auxiliary electric oil pump 12 may be applied to the hybrid drive device according to the second embodiment.

  The auxiliary electric oil pump 12 is an oil pump that is driven by electricity. The auxiliary electric oil pump 12 is for assisting the transmission oil pump 3. Like the transmission oil pump 3, the auxiliary electric oil pump 12 is a friction element (clutch) mainly used for the gear stage configuration in the automatic transmission 5. 5b (including 5b) is generated. The auxiliary electric oil pump 12 also generates hydraulic pressure for operating the lockup clutch 2e. The auxiliary electric oil pump 12 is controlled by the control unit 6.

  Next, the operation of the hybrid drive device according to the third embodiment of the present invention will be described.

(1) EV Start / EV Drive Mode In the EV start / EV drive mode, when the vehicle is stopped, the control unit 6 first operates the auxiliary electric oil pump 12 and automatically uses the hydraulic pressure of the auxiliary electric oil pump 12. The transmission 5 is configured at the start stage. Thereafter, in the starting process, the control unit 6 rotates the motor generator 4, and the driving force of the motor generator 4 is transmitted to the automatic transmission 5 via the torque converter 2 (fluid or lockup clutch 2e) to drive the vehicle. can do. At this time, since the transmission oil pump 3 is driven by the rotation of the motor generator 4, the auxiliary electric oil pump 12 can be stopped.

(2) Engine start mode In the engine start mode, when the vehicle is stopped, the power of the battery 7 is not sufficient and the motor generator 4 cannot start (however, the engine 1 can be started). In the starting process, the control unit 6 engages the lockup clutch 2e in advance with the hydraulic pressure generated by the auxiliary electric oil pump 12, so that the driving force of the motor generator 4 is transmitted via the lockup clutch 2e. Input to the engine 1 can start the engine 1. After that, by configuring the automatic transmission 5 in the starting stage (including engagement of the clutch 5b), the driving force of the engine 1 passes through the torque converter 2 (fluid or lock-up clutch 2e), and the automatic transmission 5 You can enter and start.

  According to the third embodiment, the same effect as that of the first embodiment can be obtained, and the auxiliary electric oil pump 12 can be arranged so that the automatic transmission 5 is configured in advance at the start, or at the start of the engine. By engaging the lockup clutch 2e in advance, the responsiveness can be further improved.

  A hybrid drive apparatus according to Embodiment 4 of the present invention will be described with reference to the drawings. FIG. 7 is a powertrain diagram schematically showing the configuration of the hybrid drive apparatus according to the fourth embodiment of the present invention.

  In the hybrid drive device according to the fourth embodiment, the hybrid drive device according to the first embodiment supplements the auxiliary motor that drives the transmission oil pump 3 even when the engine 1, the motor generator 4, and the vehicle are stopped. 13 and the driving force of the auxiliary motor 13 (transmission oil pump 3) are not transmitted to the turbine impeller 2c, the motor generator 4, and the automatic transmission 5, and the turbine impeller 2c, the motor generator 4 and the transmission are not used. And a one-way clutch 14 arranged in a power transmission path between the oil pumps 3. Other configurations are the same as those of the first embodiment. The auxiliary motor 13 and the one-way clutch 14 may be applied to the hybrid drive device according to the second embodiment.

  The auxiliary motor 13 is a motor that drives the transmission oil pump 3 in an auxiliary manner. The auxiliary motor 13 is controlled by the control unit 6.

  The one-way clutch 14 does not transmit the driving force of the auxiliary motor 13 (transmission oil pump 3) to the turbine impeller 2c, the motor generator 4, and the automatic transmission 5, and the turbine impeller 2c, the motor generator 4, and This is a freewheel that transmits the driving force of the automatic transmission 5 to the transmission oil pump 3.

  Next, the operation of the hybrid drive apparatus according to Embodiment 4 of the present invention will be described.

(1) EV start / EV drive mode In the EV start / EV drive mode, when the vehicle is in a stopped state, the control unit 6 first operates the auxiliary motor 13, and the automatic transmission using the hydraulic pressure of the transmission oil pump 3. 5 is set as the starting stage. At this time, the rotational power input from the auxiliary motor 13 to the transmission oil pump 3 is not transmitted to the turbine impeller 2 c, the motor generator 4, and the automatic transmission 5 by the one-way clutch 14. Thereafter, in the starting process, the control unit 6 can drive the vehicle by rotating the motor generator 4 and transmitting the driving force of the motor generator 4 to the automatic transmission 5. At this time, the transmission oil pump 3 is driven via the one-way clutch 14 by the rotation of the motor generator 4, so that the auxiliary motor 13 can be stopped.

(2) Engine start mode In the engine start mode, when the vehicle is stopped, the power of the battery 7 is not sufficient and the motor generator 4 cannot start (however, the engine 1 can be started). In the starting process, the control unit 6 drives the auxiliary motor 13 and engages the lock-up clutch 2e in advance with the hydraulic pressure generated by the transmission oil pump 3, whereby the driving force of the motor generator 4 is increased. The engine 1 is input via the lock-up clutch 2e, and the engine 1 can be started. After that, by configuring the automatic transmission 5 in the starting stage (including engagement of the clutch 5b), the driving force of the engine 1 passes through the torque converter 2 (fluid or lock-up clutch 2e), and the automatic transmission 5 You can enter and start.

  According to the fourth embodiment, the same effect as that of the first embodiment is obtained, and the auxiliary motor 13 is arranged so that the automatic transmission 5 is configured in advance at the start, or locked in advance at the start of the engine. Responsiveness can be further improved by engaging the up clutch 2e.

1 is a powertrain diagram schematically showing the configuration of a hybrid drive apparatus according to Embodiment 1 of the present invention. FIG. 4 is a torque flow diagram showing (A) EV start / EV travel mode and (B) engine start / travel mode of the hybrid drive system according to Embodiment 1 of the present invention. It is the torque flow figure which showed (A) regeneration mode and (B) re-acceleration mode of the hybrid drive device which concerns on Example 1 of this invention. It is the torque flow figure which showed the engine start mode of the hybrid drive device which concerns on Example 1 of this invention. FIG. 5 is a power train diagram schematically showing the configuration of a hybrid drive apparatus according to Embodiment 2 of the present invention. FIG. 6 is a powertrain diagram schematically showing the configuration of a hybrid drive apparatus according to Embodiment 3 of the present invention. FIG. 6 is a powertrain diagram schematically showing the configuration of a hybrid drive apparatus according to Embodiment 4 of the present invention.

Explanation of symbols

1 Engine 1a Output shaft 2 Torque converter (fluid clutch)
2a Torque converter housing 2b Pump impeller 2c Turbine impeller 2d Stator 2e Lock-up clutch (clutch mechanism)
2f One-way clutch 2g Case 3 Transmission oil pump (oil pump)
4 Motor generator 5 Automatic transmission 5a Input shaft 5b Clutch 6 Control unit 7 Battery 11 Clutch 12 Auxiliary electric oil pump 13 Auxiliary motor 14 One-way clutch

Claims (10)

A hybrid drive device having a motor generator in a power transmission path between an engine and an automatic transmission,
A pump impeller to which rotational power of the engine is input; a turbine impeller that rotates by receiving fluid from the pump impeller and that outputs rotational power toward the automatic transmission; and the pump impeller and the turbine impeller A fluid clutch having a lock-up clutch that transmits power in a connectable and disconnectable manner;
An oil pump that rotates integrally with the turbine impeller and generates hydraulic pressure that operates the automatic transmission and the lockup clutch;
With
The motor generator is configured to rotate integrally with the turbine impeller.   The hybrid drive apparatus according to claim 1, wherein the pump impeller rotates integrally with an output shaft of the engine.   3. The hybrid drive apparatus according to claim 2, further comprising a control unit that controls operations of the engine, the motor generator, the automatic transmission, and the lockup clutch. The auxiliary oil pump is provided separately from the oil pump, and generates an oil pressure for operating the automatic transmission and the lockup clutch, and is driven by electricity.
4. The hybrid drive apparatus according to claim 3, wherein the control unit also controls the operation of the auxiliary electric oil pump.   The hybrid drive device according to claim 1, further comprising a clutch capable of connecting and disconnecting power transmission between the engine and the pump impeller.   6. The hybrid drive apparatus according to claim 5, further comprising a control unit that controls operation of the engine, the motor generator, the automatic transmission, the lockup clutch, and the clutch. Provided separately from the oil pump, the automatic transmission, the lock-up clutch, and an auxiliary electric oil pump that generates electric pressure to operate the clutch and is driven by electricity,
The hybrid drive apparatus according to claim 6, wherein the control unit also controls the operation of the auxiliary electric oil pump. An auxiliary motor for driving the oil pump;
A second one-way clutch that is provided in a power transmission path between the pump impeller and the oil pump and transmits only torque from the pump impeller to the oil pump;
With
The hybrid drive apparatus according to claim 3, wherein the control unit also controls the operation of the auxiliary motor.   The hybrid drive apparatus according to any one of claims 1 to 7, wherein the lockup clutch includes a damper that absorbs torque vibration of the engine. A hybrid drive device having a motor generator in a power transmission path between an engine and an automatic transmission,
A fluid clutch having: a pump impeller to which rotational power of the engine is input; and a turbine impeller that rotates by receiving fluid from the pump impeller and that outputs rotational power toward the automatic transmission;
A clutch mechanism for transmitting power so that the pump impeller and the turbine impeller can be connected and disconnected;
An oil pump that is disposed in a power transmission path between the turbine impeller and the automatic transmission, and that rotates integrally with the turbine impeller and generates hydraulic pressure that operates the automatic transmission and the clutch mechanism;
With
The motor generator is configured to rotate integrally with the turbine impeller.

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