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Electric torque converter mounted on parallel hybrid vehicle
| Details |
Inventors: Fujikawa, Masato; Sumi, Yasuo; Nakashima, Kenji;
Assignee: Jatco Transtechnology Ltd. (Fuji, JP)
Primary Examiner: Hurley; Kevin
Assistant Examiner: Winner; Tony
Attorney, Agent or Firm: Foley & Lardner
An electric torque converter mounted on a parallel hybrid vehicle employing a parallel hybrid system, using both an internal combustion engine and an electric motor for propulsion, includes an electric motor generator, and a composition-and-distribution mechanism located between the engine and a transmission for mechanically combining torque produced by the engine and torque produced by the motor generator with each other and for mechanically distributing the torque produced by the engine into the motor generator and a transmission input shaft. A converter case of the electric torque converter has a first casing member partitioning the transmission from the electric torque converter, a second casing member located between the engine and the transmission for partitioning the electric torque converter from the exterior, and a third casing member partitioning the motor generator from the composition-and-distribution mechanism. The third casing member has a large-diameter portion fixed to the first casing member, a medium-diameter portion housing therein the composition-and-distribution mechanism and placing therearound a motor generator rotor so that part of the motor generator rotor overlaps with the composition-and-distribution mechanism in a radial direction, and a small-diameter portion whose inner periphery rotatably supports a motor generator rotor support arranged coaxially with the transmission input shaft. |
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DETAILED DESCRIPTION However, if a hybrid vehicle with an automatic transmission using an electric torque converter as discussed previously is largely different from usual automotive vehicles in basic design, an immense expenditure of money may be necessary for investment in plant and equipment.
It is undesirable from the viewpoint of productivity and marketability.
For the reasons set forth above, it is desirable to provide a hybrid unit which can be installed without adding a large change of design to popular automotive vehicles.
Therefore, it is preferable to be able to install or arrange an electric torque converter having a substantially same axial dimension as compared to a hydraulic torque converter within the same installation space of the hydraulic torque converter.
This is because, generally, a position of an engine crankshaft end, a position of a transmission input shaft end, and a position of a transmission output shaft end are determined depending upon vehicle requirements, that is, the type and dimensions of automotive vehicle.
For this reason, an axial length of the engine crankshaft, an axial length of the transmission input shaft and/or an axial length of the transmission output shaft must be shortened, as a design axial length of the electric torque converter increases.
Undesirably, the increased design axial length of the electric torque converter requires a large change in basic design of engine and/or transmission.
Also, in the hybrid unit employing both an electric motor/generator and a gear mechanism, a dry chamber in which the motor/generator is installed in a fluid-tight fashion and an oil chamber in which the gear mechanism is provided to insure good gear elements operation.
As a matter of course, the dry chamber and the oil chamber must be completely separated from each other.
As can be seen from the skeleton diagram of the conventional parallel hybrid system shown in FIG.
5, if a partition wall is simply provided between the composition/distribution mechanism (e
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