JP2015123813A - Hybrid driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid driving device of which an axial dimension can be suppressed, and which has a high degree of freedom in installation of a damper 16 between a motor 3 and a transmission mechanism.SOLUTION: A rotor 4 of a motor 3 is supported by a support part 51a of a rotor hub 51. A clutch K0 freely performs driving connection and release between an internal combustion engine and a transmission mechanism. A partition wall 27 closes an axial internal combustion engine side of a case 26, and rotatably supports the support part 51a of the rotor hub 51. A damper 16 is disposed on a member which connects the rotor 4 and the transmission mechanism to each other. With respect to these respective members, the partition wall 27, the support part 51a of the rotor hub 51, the clutch K0 and the damper 16 are disposed in this order in an axial direction. Thus, the damper 16 receives no influence from the partition wall 27, whereby a degree of freedom in installation of the damper 16 can be increased.

Description

  The present invention relates to a hybrid drive device mounted on a vehicle or the like, and more particularly to an arrangement of a damper that reduces vibration transmitted from an internal combustion engine to a transmission mechanism via a rotor and a clutch of a rotating electrical machine.

  In recent years, development of hybrid vehicles in which an internal combustion engine and a motor / generator (hereinafter simply referred to as “motor”) are combined as a power source has been promoted. As one form of a hybrid drive device used in such a hybrid vehicle, a rotating electrical machine (motor / motor) connected to an input shaft of a transmission mechanism is connected to a part of a general automatic transmission starter (for example, a torque converter). Generator), an engine connecting shaft that is driven and connected to the internal combustion engine, and an engine connecting clutch that engages and disengages (engages or disengages) the input shaft. What constitutes has been proposed.

  In such a hybrid drive device, a structure in which two dampers are arranged to reduce engine vibration has also been proposed (see Patent Document 1). In the case of the structure described in Patent Document 1, dampers are disposed between the engine and the motor and between the motor and the transmission mechanism. In the case of the structure described in Patent Document 1, since the motor is water-cooled, a partition wall is disposed between the motor and the engine connecting clutch, and the engine is disposed inward in the radial direction of the motor via the partition wall. The connecting clutch and the damper between the motor and the speed change mechanism are respectively arranged.

International Publication No. 2012/79697

  By the way, in order to further reduce the vibration of the engine, it is necessary to increase the radial dimension of the damper to ensure the stroke amount of the damper. However, in the case of the structure described in Patent Document 1, there is a partition wall radially outward of the damper between the motor and the speed change mechanism, so that the degree of freedom of installation of this damper is low and the radial dimension is increased. Is difficult. Further, when the position of the damper is shifted from the partition wall in the axial direction in order to increase the radial dimension of the damper, the axial dimension of the apparatus becomes large.

  Accordingly, an object of the present invention is to provide a hybrid drive device that can suppress the axial dimension of the device and has a high degree of freedom in installing a damper between a rotating electrical machine and a transmission mechanism.

A hybrid drive device (1) according to the present invention (see, for example, FIGS. 1 and 3) includes at least a rotor (4) that is drivingly connected to a speed change mechanism (7), and a rotor hub (51) that supports the rotor (4). A rotating electrical machine (3) having
A clutch (K0) capable of drivingly connecting or releasing the internal combustion engine (2) and the speed change mechanism (7);
A damper (16) disposed on a member connecting the rotor (4) and the speed change mechanism (7);
A case wall that houses the rotating electrical machine (3), the clutch (K0), and the damper (16) disposed on the same axis, closes one side in the axial direction, and rotatably supports the rotor hub (51). 27) with a case (6),
With respect to the axial direction, the case wall (27), the rotor hub (51), the clutch (K0), and the damper (16) are arranged in this order.

Moreover, the hybrid drive device (1) according to the present invention (see, for example, FIGS. 1 and 3) includes an input unit (9) including the rotating electrical machine (3), the clutch (K0), and the damper (16). )
Coaxially with respect to the axial direction, the internal combustion engine (2), the input unit (9), the transmission mechanism (7) are arranged in this order,
The one axial side is the internal combustion engine (2) side.

  Further, in the hybrid drive device (1) according to the present invention (see, for example, FIG. 3), the damper (16) is at least a part of the stator (5) of the rotating electrical machine (3) when viewed from the radial direction. It arrange | positions so that it may overlap with the coil end (5b).

Further, in the hybrid drive device (1) according to the present invention (see, for example, FIG. 3), the clutch (K0) is disposed on the radially inner side of the rotor (4) and transmits the rotation with the rotor hub (51). A clutch drum (50) that is freely connected and has a comb-like clutch-side engagement portion (50c) formed at one end in the circumferential direction on the damper (16) side;
The damper (16) includes an annular damper shell (160), a disc-shaped driven plate (162) disposed in the damper shell (160) and having a plurality of openings (161) in the circumferential direction; A plurality of springs (163) disposed in the plurality of openings (161), respectively, for transmitting rotation input from the damper shell (160) to the driven plate (162);
The damper shell (160) has a pair of shell members (160a, 160b) disposed so as to sandwich the driven plate (162), and at least one of the pair of shell members (160a, 160b). A comb-like damper-side engagement that engages with the clutch-side engagement portion (50c) and can transmit the rotation of the clutch drum (50) to the outer peripheral edge portion of the circumferential portion of the shell member (160a). Part (166) is formed,
The pair of shell members (160a, 160b) are joined by a rivet (168) at a radially outer side than the damper side engaging portion (166) at the other circumferential portion.

In the hybrid drive device (1) according to the present invention (see, for example, FIG. 3), the clutch drum (50) is spline-engaged with the rotor hub (51) formed on at least a part of the outer peripheral surface in the axial direction. And a bent portion (50b) bent at a part in the circumferential direction on the damper (16) side so that the end portion is positioned radially outward from the spline portion (50a). And
The clutch side engaging portion (50c) is formed at a tip portion of the bent portion (50b).

Moreover, the hybrid drive device (1) according to the present invention (see, for example, FIGS. 1 and 3) includes a disk-shaped damper support portion (61) that supports the damper (16) on the radially inner side of the damper (16). A rotor rotation transmission member (60) that rotates with the damper (16) and transmits the rotation of the rotor (4) to the transmission mechanism (7);
With respect to the axial direction, it is arranged closer to the clutch (K0) than the damper support portion (61), and the rotation of the rotating electric machine (3) and the internal combustion engine (2) which is not lower is output. A one-way clutch part (F) having an output member (63)
The damper support part (61) is disposed so as to penetrate the damper support part (61), is rotatably supported by the damper support part (61), and rotates the output member (63) with respect to the damper support part (61). A pinion member (64) that transmits to the oil pump (80) disposed on the opposite side of the output member (63),
The damper (16) is arranged such that an axial center position is offset to the output member (63) side with respect to the axial center position of the damper support portion (61).

The hybrid drive device (1) according to the present invention (see, for example, FIGS. 1 and 3) includes a first shaft member (15) that can be driven and connected to the internal combustion engine (2),
A second shaft member (81) disposed in parallel with the first shaft member (15);
A rotation transmission mechanism (70) disposed on the opposite side to the output member (63) with respect to the damper support portion (61) and transmitting rotation from the pinion member (64) to the second shaft member (81); Have
The rotating electrical machine (3) is disposed coaxially with the first shaft member (15),
The oil pump (80) is disposed coaxially with the second shaft member (81), and is rotationally driven by the rotation of the second shaft member (81).

  In the hybrid drive device (1) according to the present invention (see, for example, FIG. 3), the rotating electrical machine (3) is cooled by oil that lubricates the inside of the case (26).

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, since the case wall, the rotor hub, the clutch, and the damper are arranged in this order in the axial direction, the damper is not affected by the case wall, and the degree of freedom of installation of the damper is increased. Can do. If the degree of freedom of installation of the damper becomes high, it becomes easy to increase the radial dimension of the damper while suppressing the axial dimension of the apparatus, and it becomes easy to improve the damping performance of the damper.

  According to the second aspect of the present invention, since the case wall is disposed on the internal combustion engine side and the damper is disposed on the transmission mechanism side, the damper disposed on the member connecting the rotor and the transmission mechanism is disposed on the transmission mechanism side. Can be arranged efficiently.

  According to the third aspect of the present invention, the axial dimension of the apparatus can be further suppressed.

  According to the fourth aspect of the present invention, since the clutch drum can be connected to the damper shell of the damper radially inward from the joint portion by the rivet, the radial dimension of the clutch side engaging portion of the clutch drum can be suppressed, and the device Miniaturization can be achieved.

  According to the fifth aspect of the present invention, since the clutch-side engagement portion is located radially outside the spline portion, the damper can be brought closer to the rotor in the axial direction, and the apparatus can be reduced in size.

  According to the sixth aspect of the present invention, the damper can be disposed away from the oil pump or the member that transmits the rotation to the oil pump while suppressing an increase in the size of the apparatus.

  According to the seventh aspect of the present invention, even if the oil pump is arranged on a separate shaft and has a rotation transmission mechanism that transmits rotation to the oil pump, the damper can be arranged away from the rotation transmission mechanism.

  According to the eighth aspect of the present invention, there is no need to provide a partition wall between the rotating electric machine and the clutch, and the structure in which the case wall, the support portion of the rotor hub, the clutch, and the damper are arranged in this order in the axial direction is easily realized. it can.

The schematic diagram which shows the hybrid vehicle which can apply this invention. The engagement table of the gear stage of an automatic transmission. Sectional drawing which shows the input part 9 which concerns on this Embodiment.

  Hereinafter, embodiments according to the present invention will be described with reference to FIGS. 1 to 3. Note that the hybrid drive device according to the present invention is suitable for being mounted on, for example, an FF (front engine / front drive) type vehicle, and the horizontal direction in FIGS. Although it corresponds to the left-right direction (or the left-right reverse direction), for convenience of explanation, the right side in the figure, which is the drive source side of the engine or the like, is called the “front side”, and the left side in the figure is called the “rear side” .

  In addition, the drive connection refers to a state in which the rotating elements are connected so as to be able to transmit a driving force, and the rotating elements are connected so as to rotate integrally, or the rotating elements are connected via a clutch or the like. Thus, it is used as a concept including a state where the driving force is connected so as to be transmitted. In this embodiment, the transmission mechanism is an eight-speed automatic transmission, but is not limited to this. In FIG. 1, the automatic transmission is indicated by a skeleton.

  As shown in FIG. 1, a hybrid vehicle (hereinafter simply referred to as “vehicle”) 100 includes a rotating electrical machine (motor / generator) 3 in addition to the internal combustion engine 2 as a drive source. The hybrid drive device 1 constituting the power train is arranged between a transmission mechanism 7 provided on a power transmission path L between the internal combustion engine 2 and the wheels, and between the transmission mechanism 7 and the internal combustion engine 2. An input unit 9 to which power from the engine 2 is input and a connection unit 14 that connects the input unit 9 and the internal combustion engine 2 while absorbing pulsation of the internal combustion engine 2 are configured. The internal combustion engine 2, the input unit 9, and the speed change mechanism 7 are arranged in this order on the same axis in the axial direction.

  The connecting portion 14 is provided with a damper 12 connected to the crankshaft 2 a of the internal combustion engine 2 via the drive plate 11, and the damper 12 is an engine connecting shaft 13 that is also an input member as the input portion 9. It is connected to the. That is, the engine connecting shaft 13 is drivingly connected to the internal combustion engine 2 via the damper 12.

  The input unit 9 includes a clutch (engine connection clutch) K0 that connects / disconnects power transmission between the engine connecting shaft 13 and the input shaft (first shaft member) 15 of the transmission mechanism 7; The motor / generator (rotary electric machine) 3 and the damper 16 are connected to the clutch drum 50 in a driving manner. The motor / generator (hereinafter simply referred to as “motor”) 3 includes a rotor 4 coupled to the clutch drum 50 and a stator 5 disposed to face the outer side in the radial direction of the rotor 4. The engine connecting shaft 13 is disposed on the same axis.

The clutch K0 is constituted by a multi-plate clutch in which an inner friction plate (first friction plate) 17 and an outer friction plate (second friction plate) 19 which are a plurality of friction plates are housed in the internal space of the clutch drum 50. The clutch drum 50 is drivably coupled to the input shaft 15 of the transmission mechanism 7 via the damper 16. That is, the clutch K0 has the inner friction plates 17 drivingly connected to the transmission path L ₁ of the internal combustion engine side of the transmission path L, and the outer friction plates 19 drivingly connected to the transmission path L ₂ on the wheel side and with that, the clutch drum 50 is also drivingly connected to transmission path L ₂ on the wheel side. Therefore, the clutch K0 can freely connect or release the internal combustion engine 2 and the transmission mechanism 7. In the case of this embodiment, in addition to the damper 12 between the internal combustion engine 2 and the input unit 9, a damper 16 is also provided between the motor 3 and the speed change mechanism 7. The vibrations of the internal combustion engine 2 are absorbed by the two dampers 12 and 16.

  On the input shaft 15, the speed change mechanism 7 includes a planetary gear (deceleration planetary gear) DP and a speed change planetary gear unit (planetary gear set) PU. The planetary gear DP includes a first sun gear S1, a first carrier CR1, and a first ring gear R1. The pinion P2 and the first ring gear meshing with the first sun gear S1 are engaged with the first carrier CR1. This is a so-called double pinion planetary gear that has pinions P1 meshing with R1 in mesh with each other.

  On the other hand, the planetary gear unit PU has a second sun gear S2, a third sun gear S3, a second carrier CR2, and a second ring gear R2 as four rotating elements, and the second carrier CR2 This is a so-called Ravigneaux type planetary gear having a long pinion P3 meshing with the third sun gear S3 and the second ring gear R2 and a short pinion P4 meshing with the second sun gear S2.

  The rotation of the first sun gear S1 of the planetary gear DP is fixed with respect to the case 6. The first carrier CR1 is connected to the input shaft 15 and is rotated in the same rotation as the rotation of the input shaft 15 (hereinafter referred to as “input rotation”), and the fourth clutch C−. 4 is connected. Further, the first ring gear R1 is decelerated by the input rotation being decelerated by the fixed first sun gear S1 and the input first carrier CR1, and the first clutch C-1 And the third clutch C-3.

  The third sun gear S3 of the planetary gear unit PU is connected to the first brake B-1 and can be fixed to the case 6, and the fourth clutch C-4 and the third clutch. Connected to C-3, the input rotation of the first carrier CR1 via the fourth clutch C-4, the reduced rotation of the first ring gear R1 via the third clutch C-3, Each can be entered freely. Further, the second sun gear S2 is connected to the first clutch C-1, and the reduced rotation of the first ring gear R1 can be input.

  Further, the second carrier CR2 is connected to the second clutch C-2 to which the rotation of the input shaft 15 is input, and the input rotation can be input via the second clutch C-2. In addition, the second brake B-2 is connected to the second brake B-2, and the rotation can be fixed via the second brake B-2. The second ring gear R2 is connected to a counter gear 8 that is rotatably supported with respect to a center support member fixed to the case 6. The counter gear 8 is connected to the left and right wheels via a differential gear or the like.

  The speed change mechanism 7 configured as described above includes the first to fourth clutches C-1 to C-4 and the first and second brakes B-1 and B-2 shown in the skeleton diagram of FIG. 2, the first forward speed (1st) to the eighth forward speed (8th), and the first reverse speed (Rev1) to the second reverse speed (Rev2). Is achieved.

  In addition, a plurality of friction engagement elements such as the clutches C-1 to C-4 and the brakes B-1 and B-2 in the transmission mechanism 7 are electronically controlled by the control unit (ECU) 20 as described above. Engagement / release is controlled by each engagement pressure supplied from the driven hydraulic control device 21. The clutch K0 is also controlled to be engaged / released by the engagement pressure supplied from the hydraulic control device 21. The hydraulic control device 21 also generates lubricating pressure for supplying lubricating oil for lubricating each part, and the inside of the speed change mechanism 7 and the inside of the input unit 9, particularly the inner friction plate 17 and the outer friction plate 19 of the clutch K0. And the motor 3 is lubricated and cooled.

  Note that the speed change mechanism 7 may be a stepped speed change mechanism that achieves, for example, forward 3 to 7 speeds, a belt type continuously variable transmission, a toroidal type continuously variable transmission, a cone ring type continuously variable transmission, and the like. The present invention may be applied to a continuously variable transmission mechanism such as a transmission, that is, any transmission mechanism.

As described above, in the hybrid drive device 1, the connection portion 14, the input portion 9 having the clutch K 0 and the motor 3, and the speed change mechanism 7 are sequentially arranged from the internal combustion engine 2 side to the wheel side. and when the vehicle is driven by driving both the motor 3 is engaged with the clutch K0 controls the hydraulic control device 21 by the control unit (ECU) 20, it is drivingly connected to the transmission path L ₂ on the wheel side and at the time of the EV travel to travel only by the driving force of the motor 3, to release the clutch K0, so that the disconnect the transmission path L ₂ of the transmission path of the internal combustion engine 2 side L ₁ and the wheel side.

  Next, the configuration of the input unit 9 will be described in detail with reference to FIG. In a housing case 26 fixed to a transmission case (not shown) that houses the speed change mechanism 7, a clutch K0 and a motor 3, and a damper 16 described later are housed. The clutch K0 and the motor 3 are housed. The enclosed space of the housing case 26 is closed by a partition wall (case wall) 27 integrally attached to the housing case 26 on the internal combustion engine 2 side (one side) in the axial direction from the motor 3 and the clutch K0. A closed space partitioned from the connecting portion 14 is formed. The transmission case, the housing case 26 and the partition wall 27 constitute the case 6 described above.

  On the center side of the housing case 26, the engine coupling shaft 13 connected to the internal combustion engine 2 via the damper 12 of the connecting portion 14 and the input shaft 15 of the speed change mechanism 7 are arranged so as to coincide with each other. Has been. The engine connecting shaft 13 is located at the end opposite to the internal combustion engine 2 and is formed with a concave portion 13b whose center portion is recessed toward the internal combustion engine 2 side. The tip of the input shaft 15 on the internal combustion engine 2 side is formed. Is inserted into the recess 13b. That is, the engine connecting shaft 13 and the input shaft 15 form a single shaft shape in which the tip of the input shaft 15 is fitted in the recess 13 b and is relatively rotatable, and the outer peripheral surface of the input shaft 15 is circumferential. The outer peripheral surface of the input shaft 15 and the recess 13b of the engine connecting shaft 13 are sealed by a seal ring (seal member) d1 embedded in the direction. The detailed oil passage structure will be described later.

  The engine connecting shaft 13 is rotatably supported with respect to the partition wall 27 by an angular ball bearing 90, a cylindrical portion 51d of the rotor hub 51, and a needle bearing b31. Details of the support structure of the rotor hub 51 for the partition wall 27 will be described later. On the other hand, the input shaft 15 is rotatably supported with respect to a sleeve member 25 disposed on the inner peripheral side of a partition wall 24 fixed to a mission case (not shown).

  A flange portion 13a and a sleeve portion 13c, which are engine rotation transmission members, are integrally formed at the rear end portion on the transmission mechanism 7 side of the engine connecting shaft 13, and are formed on the outer peripheral surfaces of the flange portion 13a and the sleeve portion 13c. A clutch hub 49 to which a plurality of inner friction plates 17 of the clutch K0 are spline-engaged is fixed, and a hydraulic servo 40 to be described later is disposed. That is, the inner friction plate 17 is drivingly connected to the engine connecting shaft 13.

  The clutch K0 roughly includes the plurality of inner friction plates 17, the outer friction plates 19 arranged alternately with the inner friction plates 17, the clutch drum 50 with which the outer friction plates 19 are spline-engaged, and the plurality of inner friction plates 19. The clutch hub 49, which is a support member for supporting the friction plate 17, and a hydraulic servo 40 for engaging / disengaging (engaging or releasing) the inner friction plate 17 and the outer friction plate 19 are provided. . At least a part of the outer friction plate 19 and the inner friction plate 17 which are a plurality of friction plates is positioned so as to overlap the rotor 4 of the motor 3 when viewed from the radial direction. In the present embodiment, the entire outer friction plate 19 and the inner friction plate 17 are disposed radially inward of the rotor 4 so as to overlap the rotor 4 of the motor 3 when viewed from the radial direction. The clutch K0 is arranged so as to be aligned in the axial direction in the order of the partition wall 27, the rotor hub 51, at least a part of the outer friction plate 19 and the inner friction plate 17, and the damper 16.

  The clutch drum 50 is connected to a rotor hub 51 that holds the rotor 4 so as to be capable of rotational transmission, and is also connected to a damper 16 described later so as to be capable of rotational transmission. That is, the clutch drum 50 has a spline portion 50a on the outer peripheral surface that is spline-engaged with a spline portion 51c formed on the inner peripheral surface of a drum-shaped clamping portion (rotor holding portion) 51b of the rotor hub 51 described later. . Then, the rotor hub 51 and the clutch drum 50 are connected to each other so as to be able to transmit the rotation. The connecting portion between the clutch drum 50 and the damper 16 will be described later. The damper 16 is connected to the input shaft 15 of the speed change mechanism 7 so as to be able to transmit rotation, as will be described later. Therefore, the damper 16 is disposed on a member that connects the rotor 4 and the speed change mechanism 7. A plurality of outer friction plates 19 are splined inside the clutch drum 50. Accordingly, the outer friction plate 19 is drivingly connected to the input shaft 15 via the clutch drum 50 and the damper 16.

  The clutch hub 49 includes a drum-shaped drum portion 49a in which the plurality of inner friction plates 17 are spline-engaged, and an extending portion 49b extending radially inward from the end portion of the drum portion 49a. And the inner peripheral surface of the extension part 49b is being fixed to the outer peripheral surface of the sleeve part 13c by welding.

  The hydraulic servo 40 is disposed so as to be movable in the axial direction with respect to the cylinder portion 41 constituting the hydraulic cylinder 42 and the hydraulic cylinder 42, and the tip portion is disposed opposite to the inner friction plate 17 (or the outer friction plate 19). A piston 43, a return portion 44 positioned in the axial direction with respect to the hydraulic cylinder 42, and a return spring 45 disposed between the piston 43 and the return portion 44. Here, the hydraulic cylinder 42 includes a cylinder portion 41 and a tip side portion of an inner cylindrical portion 44c constituting a return portion 44 described later. The cylinder portion 41 is fitted on the outer peripheral surface of the flange portion 13a of the engine connecting shaft 13 via a seal ring 41a, and is positioned in the axial direction with respect to the flange portion 13a by a snap ring 41b. On the other hand, the return portion 44 has a plurality of convex portions 44a formed at a plurality of locations in the circumferential direction of the connecting portion 44d, which will be described later, abutting against the side surface of the clutch hub 49 fixed to the sleeve portion 13c of the engine connecting shaft 13, thereby 49 in the axial direction. Therefore, the cylinder portion 41 and the return portion 44 are positioned in the axial direction with respect to each other via the flange portion 13a, the sleeve portion 13c, and the clutch hub 49.

  The return portion 44 includes an outer cylindrical portion 44b, an inner cylindrical portion 44c, and a connecting portion 44d that connects one end portions of the outer cylindrical portion 44b and the inner cylindrical portion 44c so that the piston 43 side opens. Further, it is disposed between the clutch hub 49 and the sleeve portion 13c. A plurality of convex portions 44a formed on the connecting portion 44d are brought into contact with the extending portion 49b of the clutch hub 49, and the return spring 45 is elastically compressed between the connecting portion 44d and the piston 43. doing. Accordingly, the connecting portion 44d corresponds to a return plate. Further, by causing the plurality of convex portions 44 a to contact the clutch hub 49, a gap is formed between the connecting portion 44 d and the extending portion 49 b of the clutch hub 49.

  Further, the inner cylindrical portion 44c is disposed with a gap from the outer peripheral surface of the sleeve portion 13c. For this purpose, a convex portion 13d is formed on the outer peripheral surface of the end of the sleeve portion 13c on the flange portion 13a side, and the tip end portion of the inner cylindrical portion 44c is externally fitted to the convex portion 13d. A gap is formed between the inner peripheral surface and the outer peripheral surface excluding the convex portion 13d of the sleeve portion 13c facing the inner peripheral surface. Further, the outer peripheral surface of the inner cylindrical portion 44c is a sliding portion 43a on which the piston 43 slides, and the inner peripheral surface of the outer cylindrical portion 44b is also a sliding portion 43b on which the piston 43 slides. The piston 43 slides with the sliding portions 43a and 43b via a seal ring. Thereby, the hydraulic oil chamber 46 is moved between the hydraulic cylinder 42 constituted by the cylinder portion 41 and the tip side portion of the inner cylindrical portion 44c and the piston 43 from the outer cylindrical portion 44b, the inner cylindrical portion 44c and the connecting portion 44d. A cancel oil chamber 47 for canceling centrifugal hydraulic pressure is formed between the return portion 44 and the piston 43, respectively.

  Further, the outer cylindrical portion 44 b is disposed with a gap from the inner peripheral surface of the drum portion 49 a of the clutch hub 49. For this purpose, a convex portion 49c is formed on the inner peripheral surface of the front end portion of the drum portion 49a, and the front end portion of the outer cylindrical portion 44b is fitted into the convex portion 49c so that the inner peripheral surface of the outer cylindrical portion 44b and the inner peripheral surface thereof are fitted. A gap is formed between the peripheral surface and the inner peripheral surface excluding the convex portion 49c of the drum portion 49a facing the peripheral surface. As a result, the gap between the inner cylindrical portion 44c and the sleeve portion 13c, the gap between the connecting portion 44d and the extending portion 49b, and the gap between the outer cylindrical portion 44b and the drum portion 49a communicate with each other, thereby returning the return portion. 44 and an oil passage a <b> 40 for supplying lubricating oil to the plurality of inner friction plates 17 and the outer friction plates 19 are formed between the hydraulic cylinder 42 and the clutch hub 49. Thereby, the oil passage a40 can be provided while suppressing the axial dimension of the apparatus. That is, when such an oil passage is different from the above, the axial dimension of the apparatus may be increased in order to form this passage. On the other hand, the axial dimension of the apparatus can be suppressed by forming the oil passage a40 by utilizing the gap between the cancel oil chamber 47 and the clutch hub 49 as in the present embodiment.

  On the other hand, the annular stator 5 of the motor 3 is fixed to the outer peripheral side of the clutch K0 and to the inner peripheral side of the housing case 26. The stator 5 is configured to include a stator core 5a and coil ends 5b and 5b that are coiled portions of the coil wound around the stator core 5a and project on both axial sides of the stator core 5a. On the inner peripheral side of the stator core 5a, an annular rotor 4 of the motor 3 is disposed oppositely with a predetermined gap.

  The rotor hub 51 that holds the rotor 4 includes a drum-like clamping part (rotor holding part) 51b that crimps and clamps the rotor core 4a of the rotor 4, a flange-like support part 51a that supports the clamping part 51b, and the support part The cylindrical part 51d connected to the inner peripheral side of 51a is comprised, These clamping parts 51b and the support part 51a are united, and between the support part 51a and the cylinder part 51d is welding. Thus, an integral rotor hub 51 is formed as a whole.

  The cylindrical portion 51d is rotatably supported by an angular ball bearing (rotor bearing) 90 with respect to the partition wall 27 integrally attached to the housing case 26, and is provided between the flange portion 13a of the engine connecting shaft 13. Also supported by the thrust bearing b2 in the axial direction. A thrust bearing b3 is provided between the flange portion 13a of the engine connecting shaft 13 and a connecting member 63 described later, and between the connecting member 63, a damper 16 described later, and the damper connecting portion 60 connecting the input shaft 15. The thrust bearing b4 is provided with a thrust bearing b5 between the damper connecting portion 60 and the sleeve member 25, and each member is positioned in the axial direction.

  The angular ball bearing 90 includes two ball bearings b11 and b12 that are fitted on the outer peripheral side of the cylindrical portion 51d. Inner races 91a and 91b of the ball bearings b11 and b12 are respectively provided with nuts (fastening members) 92 that are screwed into male threads on the outer peripheral side of the cylindrical portion 51d from the internal combustion engine 2 side in the axial direction toward the transmission mechanism 7 side. The rotor hub 51 is fastened to the rotor hub 51 by being sandwiched between the inner surface of the support portion 51 a of the rotor hub 51. Further, the outer race 93 of each of the ball bearings b11 and b12 is held on the partition wall 27 by sandwiching the support member 28 of the partition wall 27 between the projection 93a provided on the internal combustion engine 2 side in the axial direction and the snap ring 94. It is fixed against. Thus, the rotor hub 51 and the rotor 4 are rotatably supported with respect to the partition wall 27 by the angular ball bearing 90 being fastened by the nut 92.

  The support member 28 that supports the angular ball bearing 90 is disposed so as to cover the outer peripheral side of the angular ball bearing 90, and the stator is disposed on the outer peripheral side of the support member 28 so as to face the rotor 31. A (detection coil) 32 is fixed to a cylindrical pedestal 27 a protruding from the partition wall 27 with a bolt 33. The rotor 31 is fixed to the inner peripheral side of the rotor hub 51 that supports the rotor 4 of the motor 3. Therefore, the rotor 31 and the stator 32 constitute a resolver 30 that detects the rotation state of the motor 3.

  On the other hand, as described above, the clutch drum 50 connected to the rotor hub 51 so as to be capable of rotational transmission includes a spline portion 50a spline-engaged with the rotor hub 51 formed on at least a part of the outer peripheral surface in the axial direction, and the damper 16 side. It has a bent portion 50b that is bent so that the end portion is located radially outside of the spline portion 50a at a part of the circumferential direction. A comb-like clutch-side engagement portion 50c is formed at a part in the circumferential direction at the tip of the bent portion 50b.

  The damper 16 is disposed radially inward of the stator 5 so that at least a portion thereof overlaps with the coil end 5 b of the stator 5 when viewed from the radial direction of the motor 3. The dampers 16 are arranged so as to be arranged in the axial direction in the order of the partition wall 27, the rotor hub 51, the outer friction plate 19 and the inner friction plate 17 of the clutch K0, and at least a part of the spring 163 described below. Such a damper 16 is disposed in an annular damper shell 160, a disk-shaped driven plate 162 having a plurality of openings 161 in the circumferential direction, and a plurality of openings 161, respectively. And a plurality of springs 163 that transmit rotation input from the damper shell 160 to the driven plate 162. The damper shell 160 has a pair of shell members 160 a and 160 b arranged so as to sandwich the driven plate 162. The shell members 160a and 160b have notches 164a and 165a at positions corresponding to the openings 161 of the driven plate 162, respectively, and holding portions 164 and 165 formed so as to swell in the axial direction. And each spring 163 is hold | maintained between the holding parts 164 and 165 by arrange | positioning the spring 163 in each notch 164a and 165a, respectively.

  Further, at least one of the pair of shell members 160a and 160b (in the example shown, the shell member 160a on the transmission mechanism 7 side) is engaged with the clutch-side engagement portion 50c at a part of the outer circumferential edge. A comb-like damper-side engaging portion 166 that can transmit the rotation of the clutch drum 50 is formed. The damper side engaging portion 166 is prevented from coming off in the axial direction with respect to the clutch side engaging portion 50c by the snap ring 167 in a state in which the damper side engaging portion 166 is engaged with the clutch side engaging portion 50c. The bent portion 50 b of the clutch drum 50 is bent along the holding portion 165 of the shell member 160 b on the internal combustion engine 2 side of the damper shell 160.

  Further, the pair of shell members 160a and 160b are joined by a rivet 168 on the other side in the circumferential direction, that is, on the radially outer side of the damper side engaging portion 166 at the circumferential position where the damper side engaging portion 166 is not formed. ing. In other words, the clutch drum 50 and the damper 16 transmit rotation on the inside in the radial direction of the rivet 168 that connects the pair of shell members 160a and 160b. In order to make this possible, rotation transmission is performed by the clutch side engaging portion 50c and the damper side engaging portion 166 that are formed in a comb shape. In the damper 16 configured in this manner, rotation is input from the clutch drum 50 to the damper shell 160, and this rotation is transmitted to the driven plate 162 via a plurality of springs 163. Therefore, the rotation transmitted from the clutch drum 50 is output from the driven plate 162 with the vibration reduced by the spring 163.

  Further, the damper 16 is connected to the input shaft 15 by a damper connecting portion 60 so as to be able to transmit rotation. The damper connecting portion 60 is formed integrally with the damper support portion 61 extending in the axial direction from the inner peripheral edge portion of the damper support portion 61 and a disk-shaped damper support portion 61 that supports the damper 16 on the radially inner side of the damper 16. And a cylindrical sleeve portion 62. The damper support part 61 externally fits the damper 16 to the outer peripheral surface and fixes the inner peripheral surface of the driven plate 162 by welding or the like. In the present embodiment, the damper 16 is arranged such that the axial center position is offset from the axial center position of the damper support portion 61 toward the connecting member 63 described later.

  On the other hand, the sleeve portion 62 is in spline engagement with the input shaft 15. Thereby, the rotation output from the driven plate 162 of the damper 16 is transmitted to the input shaft 15 via the damper connecting portion 60. Therefore, the rotor 4 of the motor 3 is drivingly connected to the input shaft 15 of the speed change mechanism 7 via the rotor hub 51, the clutch drum 50, the damper 16 and the damper connecting portion 60. The internal combustion engine 2 is drivingly connected to the input shaft 15 via the engine connecting shaft 13, the clutch K0, the damper 16, and the damper connecting portion 60. Here, the damper connection part 60 comprises a rotor rotation transmission member. Further, the damper support portion 61 corresponds to the rotor side disk portion, and the sleeve portion 62 corresponds to the rotor side cylindrical portion.

  On the outer peripheral side of the input shaft 15, a one-way clutch portion F is disposed so as to be interposed between the sleeve portion 13 c of the engine connecting shaft 13 and the sleeve portion 62 of the damper connecting portion 60. Then, the rotation of the motor 3 and the internal combustion engine 2 that is not low is output from the connecting member 63 as the output member of the one-way clutch portion F. The one-way clutches F1 and F2 and the connecting member 63 constituting the one-way clutch portion F are disposed on the clutch K0 side with respect to the damper support portion 61. The connecting member 63 is drivingly connected to the oil pump 80 as will be described later.

  More specifically, a first one-way clutch F1 and needle bearings b21 and b22 are arranged at both ends between a sleeve portion 13c, which is an engine-side cylindrical portion of the engine rotation transmission member, and the connecting member 63. Furthermore, at least a part of the first one-way clutch F1 overlaps between the sleeve portion 62, which is the rotor-side cylindrical portion of the rotor rotation transmission member, and the connecting member 63 when viewed from the radial direction (this embodiment). Then, the second one-way clutch F2 and needle bearings b23 and b24 are arranged at both ends of the second one-way clutch F2. The sleeve portion 62 has a spline portion 62a that is spline-engaged with the input shaft 15 of the speed change mechanism 7 on the inner peripheral surface, and a cylindrical surface 62b that is in contact with the inner race of the second one-way clutch F2. Yes. Since the sleeve portion 62 has a certain amount of axial dimension in order to form the spline portion 62a, the second one-way clutch F2 can be efficiently arranged on the outer peripheral surface using this.

  The first one-way clutch F1 is disengaged when the rotation of the sleeve portion 13c is lower than that of the connecting member 63, and the second one-way clutch F2 is when the rotation of the sleeve portion 62 is lower than that of the connecting member 63. Is disengaged. The rotation of the internal combustion engine 2 is transmitted to the sleeve portion 13c by the engine connecting shaft 13, and the rotation of the internal combustion engine 2 is transmitted to the sleeve portion 62 through the rotation of the rotor 4 of the motor 3 and the clutch K0. The one-way clutches F <b> 1 and F <b> 2 transmit the rotation of the motor 3 and the internal combustion engine 2 which is not low in rotation to the connecting member 63.

  A clutch K0 is disposed on the radially outer side of the first one-way clutch F1 and the second one-way clutch F2. In particular, when viewed from the radial direction, the first friction plates are arranged radially inward of the plurality of friction plates so as to overlap at least part of the inner friction plates 17 and the outer friction plates 19 which are the plurality of friction plates of the clutch K0. A one-way clutch F1 and a second one-way clutch F2 are arranged. In the case of this embodiment, the first one-way clutch F1 and the second one-way clutch F2 are arranged radially inward of the hydraulic servo 40 so as to overlap at least a part of the hydraulic servo 40 when viewed from the radial direction. Is done. In particular, the first one-way clutch F1 and the second one-way clutch F2 are disposed radially inward of the cancel oil chamber 47 so as to overlap at least a part of the cancel oil chamber 47 when viewed from the radial direction.

  Further, when viewed from the radial direction, the piston 43 is disposed radially outward of the first one-way clutch F1 and the second one-way clutch F2 so as to overlap at least part of the first one-way clutch F1 and the second one-way clutch F2. A sliding portion 43 a that slides relative to the hydraulic cylinder 42 is disposed. As described above, the sliding portion 43a is the outer peripheral surface of the inner cylindrical portion 44c of the return portion 44. When the inner cylindrical portion 44c is viewed from the radial direction, the first one-way clutch F1 and the second one-way clutch F2 It arrange | positions so that it may overlap with at least one part. By adopting such an arrangement relationship, the axial dimensions of the entire apparatus can be reduced.

  In the case of the present embodiment, the sleeve portion 13c that is the engine side cylindrical portion constitutes an outer race of the first one-way clutch F1 and the needle bearings b21 and b22. For this reason, the sleeve portion 13c has a shape that is long in the axial direction, and a space that is long in the axial direction also exists radially outward. In the present embodiment, an inner cylindrical portion 44c having a sliding portion 43a is arranged on the outer side in the radial direction of the sleeve portion 13c. The sliding portion 43a needs a certain length in the axial direction in order to secure the moving distance of the piston 43 in the axial direction. For this reason, with such an arrangement relationship, the axial distance of the sliding portion 43a for sliding the piston 43 can be ensured by effectively using the space radially outward of the sleeve portion 13c. Further, since the sleeve portion 13c constitutes the outer race of the first one-way clutch F1, the number of parts can be reduced.

  In the case of this embodiment, the clutch K0, the first one-way clutch F1, and the second one-way clutch F2 are in a space surrounded by the support portion 51a and the clamping portion 51b of the rotor hub 51, the damper 16 and the damper support portion 61. Will be placed. In particular, in the present embodiment, with respect to the axial direction of the motor 3, the partition wall 27, which is a case wall, the support portion 51a of the rotor hub 51, the clutch K0, and the damper 16 are arranged in this order from the internal combustion engine 2 side.

  In addition, through holes 61 a are formed at a plurality of locations in the circumferential direction of the damper support portion 61. Pinion members 64 are rotatably supported by needle bearings 65 in the respective through holes 61a. Therefore, the pinion member 64 is disposed so as to penetrate the damper support portion 61. Gears 66a and 66b are fixed to both ends of the pinion member 64, respectively. Further, the gear 66 a formed on the outer peripheral surface of the end of the connecting member 63 is connected to the gear 66 a closer to the connecting member 63 than the damper supporting portion 61, and the speed change mechanism that is opposite to the connecting member 63 from the damper supporting portion 61. A gear 71 a formed on a sprocket 71 for transmitting rotation to the oil pump 80 described below is meshed with the gear 66 b on the 7 side. Thus, the rotation of the connecting member 63 is transmitted to the sprocket 71 via the gears 63a and 66a, the pinion member 64, and the gears 66b and 71a. As a result, even if the structure is such that the oil pump 80 is disposed on the opposite side of the connecting member 63 with respect to the damper support portion 61, the rotation can be transmitted from the connecting member 63 to the oil pump 80.

  Next, the oil pump 80 (see FIG. 1) will be described. The oil pump 80 is separate from the input shaft 15 of the speed change mechanism 7 which is a first shaft member that can be driven and connected to the internal combustion engine 2 via the clutch K0 and the damper 16, and is a transmission shaft arranged in parallel with the input shaft 15. (Second shaft member) 81 is disposed on the transmission mechanism 7 side of the motor 3 and is disposed on the outer periphery of the transmission case. And it is rotationally driven by the transmission shaft 81 rotating. The rotation of the pinion member 64 is transmitted to the transmission shaft 81 by the rotation transmission mechanism 70.

  The rotation transmission mechanism 70 includes sprockets 71 and 72 and a chain 73 that meshes with each of the sprockets 71 and 72, and the rotation of the sprocket 71 is transmitted to the sprocket 72 via the chain 73. The sprocket 71 is rotatably supported by the ball bearing 74 on the outer peripheral surface of the sleeve member 25, and the rotation of the connecting member 63 is transmitted via the pinion member 64 and the like as described above. The sprocket 72 is fixed to the transmission shaft 81, and the transmission shaft 81 rotates together with the sprocket 72.

  These sprockets 71 and 72 and the chain 73 are arranged adjacent to the transmission 16 side of the damper 16 and the damper support portion 61. In particular, the central portions of the sprockets 71 and 72 where the swing of the chain 73 increases are adjacent to the damper 16. In the present embodiment, as described above, the damper 16 is arranged offset to the connecting member 63 side with respect to the damper support portion 61, so that the portion where the swing of the chain 73 becomes large and the damper 16 do not interfere with each other. Can be arranged with a gap. Here, since such a gap can be secured without moving the rotation transmission mechanism 70 to the speed change mechanism 7 side, an increase in the size of the apparatus can be suppressed.

  The transmission shaft 81 is rotatably supported by the housing case 26 and transmits rotation to the oil pump 80. The oil pump 80 is a so-called inscribed gear pump, a drive gear that is drivingly connected to the transmission shaft 81, a driven gear that is meshed with the outer periphery thereof, and a pump body that covers the drive gear and the driven gear from the outer peripheral side. And a pump cover that closes the pump body 87.

  In the case of this embodiment configured as above, the first one-way clutch F1 is disengaged when the rotation of the engine connecting shaft 13 (that is, the internal combustion engine 2) becomes lower than the rotation of the connecting member 63, and the engine connecting shaft The oil pump 80 is engaged with the internal combustion engine 2 via the pinion member 64 and the rotation transmission mechanism 70 and driven by the driving force of the internal combustion engine 2. Is done. Further, when the rotation of the rotor hub 51 (that is, the motor 3) is lower than the rotation of the connecting member 63, the second one-way clutch F2 is disengaged, and the rotation of the rotor hub 51 is the same as the rotation of the connecting member 63. The oil pump 80 is drivingly connected to the motor 3 through the pinion member 64 and the rotation transmission mechanism 70 and is driven by the driving force of the motor 3. That is, the oil pump 80 can be drive-coupled via the first one-way clutch F1 and the second one-way clutch F2 so that the rotational speed of the engine coupling shaft 13 (that is, the internal combustion engine 2) or the rotor hub 51 (motor 3) is higher. .

Such oil pump 80, the clutch is arranged closer to be drivingly connected to the transmission path L ₁ of the internal combustion engine 2 side of the K0 clutch K0 also drivingly coupled to transmission path L ₂ of the speed change mechanism 7 side than the (Refer to FIG. 1). Further, if the clutch K0 is engaged, since the transmission path L ₁ and pathways L ₂ is drivingly connected, together with an internal combustion engine 2 and the motor 3 is the same rotation, the oil pump 80 is driven by the rotation Will be.

  Thus, the oil pump 80 that is drivingly connected to the engine connecting shaft 13 via the first one-way clutch F1 or is connected to the rotor hub 51 via the second one-way clutch F2 is in the EV traveling state, 3 or by the inertial force of the vehicle via the speed change mechanism 7 in the coasting state (during engine braking) and by the driving force of the motor 3 or the internal combustion engine 2 during the hybrid traveling. Alternatively, in the coast state (during engine braking), the vehicle is driven by the inertial force of the vehicle via the speed change mechanism 7.

  When the oil pump 80 starts the vehicle with the driving force of the internal combustion engine 2 while the clutch K0 is slip-engaged while the vehicle is stopped, the first oil pump 80 starts from the state before the clutch K0 is engaged (that is, when the vehicle is stopped). Since the one-way clutch F1 is engaged, it is driven by the driving force of the internal combustion engine 2.

  When the oil pump 80 is driven in this way, even when the vehicle is stopped, the hydraulic pressure is generated, and the hydraulic pressure is supplied to the hydraulic control device 21 through the oil passage formed in the partition wall 27. Accordingly, when the vehicle is started by the driving force of the internal combustion engine 2, not only the hydraulic pressure of the electric oil pump (not shown) but also the hydraulic pressure from the oil pump 80 is applied, so that a large amount of slip engagement occurs at the start. Therefore, it is possible to generate the lubricating pressure for supplying the necessary lubricating oil not only from the electric oil pump but also from the oil pump 80.

  Next, various oil passage structures in the input unit 9 will be described. As shown in FIG. 3, the engagement pressure of the clutch K <b> 0 from the hydraulic control device 21 passes through an oil passage a <b> 11 formed in the axial direction on the input shaft 15 through a portion not shown based on a command of the control unit 20. Supplied. The oil passage a11 is closed at the end of the input shaft 15 on the internal combustion engine 2 side. The oil passage a11 communicates with the oil passage a13 of the flange portion 13a via a radial oil passage a12 formed through the input shaft 15. The oil passage a <b> 13 communicates with the hydraulic oil chamber 46 of the hydraulic servo 40. When the engagement pressure is supplied to the hydraulic oil chamber 46 through the oil passages a11 to a13, the piston 43 moves axially forward against the urging force of the return spring 45, and the inner friction plate 17 and the outer The friction plate 19 is engaged. As a result, the internal combustion engine 2 and the speed change mechanism 7 are drivingly connected, and the vehicle 100 enters a hybrid travel state in which the vehicle 100 can travel using the driving force of the internal combustion engine 2 and the motor 3.

  On the contrary, when the engagement pressure is discharged (drained) from the hydraulic oil chamber 46 by the hydraulic control device 21 based on the command of the control unit 20, the piston 43 moves rearward in the axial direction based on the urging force of the return spring 45. The inner friction plate 17 and the outer friction plate 19 are released. As a result, the internal combustion engine 2 and the speed change mechanism 7 are disconnected, and the vehicle 100 enters an EV traveling state in which the vehicle 100 can travel using only the driving force of the motor 3.

  On the other hand, lubricating oil for lubricating the clutch K0 is supplied through an oil passage a21 formed in the input shaft 15 in the axial direction and different from the oil passage a11 described above. The oil passage a21 communicates with the oil passage a23 of the sleeve portion 13c through a space in which the radial oil passage a22 formed through the input shaft 15 and the thrust bearing b3 exist. As described above, the oil passage a40 is formed between the return portion 44 and the hydraulic cylinder 42 and the clutch hub 49, and the oil passage a23 communicates with the oil passage a40. Therefore, the lubricating oil splashed from the oil passage a22 is guided to the oil passage a40 through the oil passage 23a while lubricating the thrust bearing b3, and from a plurality of through holes 49d formed in the drum portion 49a of the clutch hub 49. A plurality of inner friction plates 17 and outer friction plates 19 are supplied.

  An oil passage a41 that connects the oil passage a40 and the cancel oil chamber 47 is formed in a part of the inner cylindrical portion 44c. For this reason, the lubricating oil supplied through the oil passages a21 to a23 as described above is also guided to the cancel oil chamber 47.

  These oil passages a21 to a23 supply oil to the clutch K0 from the inside in the radial direction of the clutch K0, that is, the lubricating oil is scattered from the inside to the outside in the radial direction of the inner friction plate 17 and the outer friction plate 19. This is a lubricating oil passage for lubricating the inner friction plate 17 and the outer friction plate 19. The lubricating oil flowing from the through hole 49d of the clutch hub 49 is lubricated and cooled between the inner friction plate 17 and the outer friction plate 19, and is collected in an oil pan (not shown). That is, the clutch K0 is opened to the atmosphere with respect to the housing case 26 without the inner friction plate 17 and the outer friction plate 19 being oil-tight (non-oil-tight), and the inner friction plate 17 and the outer friction plate This is a wet multi-plate clutch in which the plate 19 is disposed in the air.

  Part of the lubricating oil scattered from the oil passage a22 is a needle bearing b22, a first one-way clutch F1, a needle bearing b21, a needle bearing b24, a second one-way clutch F2, a needle bearing b23, and a thrust bearing. Also guided to b4, they are lubricated.

  Lubricating oil for lubricating the motor 3 is supplied to an oil passage a31 formed in the input shaft 15 in the axial direction parallel to the oil passage a21. The oil passage a31 is open at the end of the input shaft 15 on the internal combustion engine 2 side, and passes through an oil passage a32 of the engine connecting shaft 13 and an oil passage a33 formed through the oil passage a32 in a radial direction. It is discharged to the inner peripheral side of the cylindrical portion 51d. The lubricating oil discharged to the inner peripheral side of the cylindrical portion 51d is guided to the angular ball bearing 90 and lubricates it. The lubricating oil that has lubricated the angular ball bearing 90 in this way is guided to the inside of the rotor hub 51. The lubricating oil guided to the inside of the rotor hub 51 cools the motor 3 through an oil passage a34 formed in the rotor hub 51. That is, in the present embodiment, the motor 3 is cooled by oil that lubricates the inside of the housing case 26.

  A part of the lubricating oil discharged to the inner peripheral side of the cylindrical portion 51d is also led to the needle bearing b31 and the thrust bearing b2, and lubricates them. A seal ring 27b is provided between the partition wall 27 and the engine connecting shaft 13 to prevent the lubricating oil introduced as described above from leaking to the internal combustion engine 2 side of the partition wall 27.

  According to the hybrid drive device 1 described above, since the partition wall 27, the support portion 51a of the rotor hub 51, the clutch K0, and the damper 16 are arranged in this order in the axial direction of the motor 3, the damper 16 is affected by the partition wall 27. Therefore, the freedom degree of installation of this damper 16 can be raised. Here, in the case of the present embodiment, since the motor 3 is oil-cooled, it is not necessary to provide a partition wall between the motor 3 and the clutch K0 as in the structure described in Patent Document 1 described above. In addition, with respect to the axial direction of the motor 3, a structure in which the partition wall 27, the support portion 51a, the clutch K0, and the damper 16 are arranged in this order can be easily realized.

  Further, if the degree of freedom of installation of the damper 16 is increased, it is easy to increase the radial dimension of the damper 16 while suppressing the axial dimension of the apparatus, and the damper 16 can be damped by securing the stroke amount of the damper 16. It becomes easy to improve the nature. In particular, in the case of this embodiment, as shown in FIG. 1, the motor 3 is connected to the end of the input shaft 15 of the speed change mechanism 7. With such a configuration, resonance may occur depending on the number of rotations. . For example, resonance may occur at 2500 rpm. For this reason, such a resonance can be suppressed by providing the damper 16 between the motor 3 and the speed change mechanism 7 and increasing the radial dimension of the damper 16.

  In the case of this embodiment, in addition to the damper 12 between the internal combustion engine 2 and the input unit 9, a damper 16 is also provided between the motor 3 and the speed change mechanism 7. The vibrations of the internal combustion engine 2 are absorbed by the two dampers 12 and 16. Here, when the number of dampers that absorb the vibration of the internal combustion engine 2 is one, there is a possibility that a muffled sound may be generated without completely absorbing this vibration. In this case, it is conceivable to absorb the vibration by slipping the clutch K0. However, if the clutch K0 is slipped in this way, the fuel efficiency is lowered. Therefore, in the present embodiment, by disposing the two dampers 12 and 16 and increasing the radial dimension of the damper 16, it is possible to reduce the slip amount of the clutch K0 and to eliminate this slip. The vibration of the internal combustion engine 2 can be absorbed while improving the above.

  Further, since the damper 16 is arranged so that at least a part thereof overlaps the coil end 5b of the stator 5 when viewed from the radial direction of the motor 3, the axial dimension of the apparatus can be further suppressed. In particular, since the damper shell 160 of the damper 16 can be connected to the clutch drum 50 on the radially inner side of the rivet 168 that joins the pair of shell members 160a and 160b, the radial direction of the clutch side engaging portion 50c of the clutch drum 50 The size can be reduced and the device can be downsized. Further, since the clutch-side engagement portion 50c is located radially outside the spline portion 50a where the clutch drum 50 engages with the rotor hub 51, the damper 16 can be brought closer to the rotor 4 in the axial direction. Miniaturization can be achieved.

  Furthermore, in this embodiment, as described above, the oil pump 80 is connected to the engine connecting shaft 13 that is drivingly connected to the internal combustion engine 2, the first one-way clutch F 1, the connecting member 63, the pinion member 64, the rotation transmission mechanism 70, and the transmission. The oil pump 80 can be driven by the driving force of the internal combustion engine 2 because it is arranged so as to be drive-coupled via the shaft 81. For example, the vehicle can start with the driving force of the internal combustion engine 2 while engaging the clutch K0. When performing, the lubricating oil can be sufficiently supplied to the inner friction plate 17 and the outer friction plate 19 of the clutch K0.

  In the present embodiment, the oil pump 80 is configured as an internal gear pump. However, the present invention is not limited to this, and the oil pump may have any structure, for example, a crescent. A mold inscribed gear pump, a vane pump, a circumscribed gear pump, etc. are also conceivable.

  In the present embodiment, it is assumed that an electric oil pump (not shown) is provided in addition to the oil pump 80. However, during the stop of the vehicle in which the internal combustion engine 2 is stopped (idle stop), Since the oil pump 80 is driven by the motor 3 and the neutral state is formed by releasing the clutch or brake of the speed change mechanism 7, it is possible to supply the hydraulic pressure to the hydraulic control device 21, so that the electric oil pump can be eliminated. is there.

  Further, in the present embodiment, the bearings arranged close to both ends of the first and second one-way clutches F1 and F2 are needle bearings. However, the present invention is not limited to this, and any bearing such as a ball bearing can be used. It may be.

  In the present embodiment, the nut 92 is used as a member for fastening the angular ball bearing 90 to the rotor hub 51. However, the angular ball bearing 90 and the rotor hub 51 can be fastened, such as a snap ring or a caulking. Any thing can be used.

  In the present embodiment, the rotor bearing that uses the angular ball bearing as the rotor bearing that rotatably supports the sleeve portion of the rotor hub has been described. However, the present invention is not limited to this, and other different bearings such as a tapered roller bearing, for example. May be used. In this case, as a matter of course, the bearing is preferably a bearing such as an angular ball bearing that has high support accuracy even if the rotor of the motor does not have a double-sided structure.

  Further, in the present embodiment, as a rotation transmission mechanism that transmits drive from the engine connecting shaft 13 to the transmission shaft 81 of the oil pump 80, a mechanism including a sprocket and a chain is used. Other mechanisms such as a mechanism and a mechanism including a pulley and a belt may be used. In this case, the rotation output member is a gear or a pulley. Furthermore, in this embodiment, the oil pump 80 is disposed on the transmission shaft 81, which is a separate shaft from the input shaft 15, but the oil pump may be disposed coaxially with the input shaft 15. Even in this case, by offsetting the damper 16 toward the connecting member 63 with respect to the damper support portion 61, the oil pump can be disposed close to the damper 16, and the apparatus can be downsized.

DESCRIPTION OF SYMBOLS 1 Hybrid drive device 2 Internal combustion engine 3 Motor (rotary electric machine)
4 Rotor 5 Stator 6 Case 5b Coil end 7 Transmission mechanism 9 Input unit 13 Engine connecting shaft 15 Input shaft (first shaft member)
16 damper 160 damper shell 160a, 160b shell member 161 opening 162 driven plate 163 spring 166 damper side engaging portion 168 rivet 17 inner friction plate 19 outer friction plate 26 housing case (case)
27 Bulkhead (case wall)
40 Hydraulic servo 50 Clutch drum 50a Spline portion 50b Bending portion 50c Clutch side engaging portion 51 Rotor hub 51a Supporting portion 60 Damper connecting portion (rotor rotation transmission member)
61 Damper support part 62 Sleeve part 63 Connecting member (output member)
64 Pinion member 70 Rotation transmission mechanism 80 Oil pump 81 Transmission shaft (second shaft member)
F one-way clutch F1 first one-way clutch F2 second one-way clutch K0 clutch

Claims (8)

A rotating electrical machine having at least a rotor drivingly connected to the speed change mechanism, and a rotor hub supporting the rotor;
A clutch capable of drivingly connecting or releasing the internal combustion engine and the speed change mechanism;
A damper disposed on a member connecting the rotor and the speed change mechanism;
A case having a case wall that houses the rotating electrical machine, the clutch, and the damper arranged on the same axis, closes one side in the axial direction, and rotatably supports the rotor hub;
With respect to the axial direction, the case wall, the rotor hub, the clutch, and the damper are arranged in this order.
A hybrid drive device characterized by that. An input unit having the rotating electrical machine, the clutch, and the damper;
Coaxially with respect to the axial direction, the internal combustion engine, the input unit, the transmission mechanism are arranged in this order,
The one axial side is the internal combustion engine side,
The hybrid drive device according to claim 1, wherein: The damper is arranged so that at least a part thereof overlaps with a coil end of the stator of the rotating electrical machine when viewed from the radial direction.
The hybrid drive apparatus according to claim 1, wherein the hybrid drive apparatus is characterized in that The clutch is disposed on the radially inner side of the rotor and is connected to the rotor hub so as to be able to transmit rotation, and a comb-like clutch side engagement portion is formed at a part of the circumferential end portion on the damper side. A clutch drum
The damper is an annular damper shell, a disk-shaped driven plate that is disposed in the damper shell and has a plurality of openings in the circumferential direction, and is disposed in each of the plurality of openings, and is input from the damper shell. A plurality of springs for transmitting the rotated rotation to the driven plate,
The damper shell has a pair of shell members arranged so as to sandwich the driven plate, and is disposed on the outer peripheral edge portion of at least one of the pair of shell members in the circumferential direction at the clutch side. A comb-like damper-side engagement portion that is engaged with the engagement portion to transmit the rotation of the clutch drum is formed,
The pair of shell members are joined by rivets on the outer side in the radial direction than the damper-side engaging portion in the other circumferential portion.
The hybrid drive apparatus according to any one of claims 1 to 3, wherein the hybrid drive apparatus is characterized in that The clutch drum includes a spline portion that is spline-engaged with the rotor hub formed on at least a part of the outer circumferential surface in the axial direction, and a circumferentially-end portion on the damper side that is radially outward from the spline portion. A bent portion that is bent so as to be positioned,
The clutch side engaging portion is formed at the tip of the bent portion,
The hybrid drive device according to claim 4, wherein A rotor rotation transmission member that has a disk-shaped damper support portion that supports the damper on a radially inner side of the damper, and rotates with the damper to transmit the rotation of the rotor to the speed change mechanism;
A one-way clutch unit that is disposed closer to the clutch than the damper support unit with respect to the axial direction, and has an output member that outputs a rotation of the rotating electrical machine and the internal combustion engine that is not lower in rotation,
An oil pump disposed so as to penetrate the damper support portion, rotatably supported by the damper support portion, and arranged to rotate the output member on the opposite side of the output member with respect to the damper support portion. A pinion member that transmits to
The damper is disposed with an axial center position offset to the output member side with respect to the axial center position of the damper support portion.
The hybrid drive device according to claim 1, wherein the hybrid drive device is characterized in that A first shaft member that is drive-coupled to the internal combustion engine;
A second shaft member disposed in parallel with the first shaft member;
A rotation transmission mechanism disposed on the opposite side to the output member with respect to the damper support portion and transmitting rotation from the pinion member to the second shaft member;
The rotating electrical machine is disposed coaxially with the first shaft member,
The oil pump is disposed coaxially with the second shaft member, and is rotated by the rotation of the second shaft member.
The hybrid drive device according to claim 6, wherein: The rotating electrical machine is cooled by oil that lubricates the inside of the case.
The hybrid drive device according to claim 1, wherein the hybrid drive device is characterized in that

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