CN100567040C - 车辆用驱动装置 - Google Patents

车辆用驱动装置 Download PDF

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Publication number
CN100567040C
CN100567040C CNB2006800006957A CN200680000695A CN100567040C CN 100567040 C CN100567040 C CN 100567040C CN B2006800006957 A CNB2006800006957 A CN B2006800006957A CN 200680000695 A CN200680000695 A CN 200680000695A CN 100567040 C CN100567040 C CN 100567040C
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mentioned
friction plate
drg
casing
peristome
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CN101010531A (zh
Inventor
前则宏
表贤司
和久田聪
尾崎和久
吉井欣也
足立昌俊
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Aisin AW Co Ltd
Toyota Motor Corp
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Aisin AW Co Ltd
Toyota Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract

本发明提供一种车辆用驱动装置。油压传动装置的按压部(30)在周面的局部具备开口部(30b)。箱体(15)具备以第二制动器侧的内径尺寸比第一制动器侧大的方式连续地形成在箱体内面的第一以及第二花键，以便接合支撑第一摩擦板组与第二摩擦板组。在两个花键之间的交界部，在与按压部(30)抵接时的开口部(30b)的圆周方向两端的加强部(e1、e2)中任意一个相对应的位置，代替第一花键的花键槽(48)而形成有支撑垫板的受压面(47a)。

Description

车辆用驱动装置
技术领域
本发明涉及一种适合用于搭载在汽车上的混合动力驱动装置等中的车辆用驱动装置，具体地说，涉及一种改善成为可以减轻起因于制动器的配置以及液压伺服机构的按压部形状等的摩擦板按压时的表面压力不均的车辆用驱动装置。
背景技术
在一般的汽车中搭载的自动变速装置和在混合动力车辆中搭载的混合动力驱动装置构成为：在装置的箱体内具有多个基于液压伺服机构提供的接合压力而进行接合和分离的离合器和制动器，并相应于这些离合器和制动器的适当时候的动作，来改变经由行星齿轮单元时的内燃发动机(以下，简称为发动机)和电动的电机的驱动力的传递路径，而使其转速和转矩变化的同时向尾流侧的驱动车轮传递。
已知在具有这样的构成的自动变速装置等中，在所搭载的液压伺服机构的活塞部件的周面上，形成有用于将速度检测用旋转传感器等从箱体外侧插入的切口和开口部的装置(例如，参照日本国特开平05-172222号公报)。
在该公报所记载的自动变速装置中，当利用在周面形成有切口和开口部的活塞部件，按压在箱体内沿轴方向依次配置的多个摩擦板组时，活塞部件周面上的开口部等的两端部分处的活塞负荷变高，担心给按压摩擦板组时的表面压力分布带来影响。
但是，在该自动变速装置中，由于没有与应利用上述的活塞部件按压的摩擦板组面对面配置那样的其它制动器，所以在该摩擦板组中的垫板的与上述活塞相反的一侧没有设置花键槽，从而，不用担心在按压摩擦板时对表面压力分布的影响会更加恶化。
对此，已知有如下构成的自动变速机(例如，参照日本国特开平09-280328号公报)：在箱体内具有在轴方向面对面配置的摩擦板组的制动器构造中，一方的制动器的摩擦板组由卡环承接，而另一方的制动器的摩擦板组由垫板承接。
但是，在如该公报记载的自动变速机那样的构造中，例如，在另一方的制动器的摩擦板被按压时，在其背面侧设置有使一方的制动器的摩擦板花键接合用的花键槽，因此导致应由箱体面支撑的另一方的制动器的垫板的背面不能够被均匀地支撑。例如，如果考虑将这样的状态适用于先前的公报所记载的构造中，则在将具有背面不能被均匀地支撑的垫板的摩擦板组，用在周面具有切口和开口部的活塞部件来按压时，担心会给该垫板的、被与切口和开口部对应的部分按压的部位的表面压力分布带来明显的不良影响。
也就是，与活塞部件的开口部等对应的部分的刚性，因开口部等的存在而变低，但由于其它部分具有通常那样的刚性，所以开口部的变形量相对开口部以外的部分发生了变化，变形量产生差异，特别是刚性较小的部分和较大的部分之间的交界部分会发生歪斜。这时，作用于歪斜部分的应力变高，导致变形状态与其它部分相比发生变化的结果，担心会发生起因于活塞部件的表面压力分布的恶化而发生摩擦材料从盘片分离那样的问题。
发明内容
于是，本发明的目的在于提供一种解决了上述课题的车辆用驱动装置，其构成为：在箱体内具备分别具有在轴方向上依次配置的摩擦板组的两个制动器，且即使在按压一方的制动器的摩擦板组用的液压伺服机构的活塞部件上具有开口部的场合下，也能够尽可能地减轻在按压摩擦板时的表面压力分布的恶化。
本发明是一种车辆用驱动装置10，其在箱体15内具备：分别具有同轴状地依次配置的第一以及第二的摩擦板组43、45，39、39A、40的第一以及第二制动器B-1、B-2；分别与这些第一以及第二制动器B-1、B-2对应地配置的第一以及第二液压伺服机构25、29，该车辆用驱动装置的特征在于：
上述第二液压伺服机构29的活塞部件30形成为沿轴方向延伸的近似鼓状，且在其周面的局部具有开口部30b，
上述箱体15具备以上述第二制动器B-2侧的内径尺寸D2比上述第一制动器B-1侧的内径尺寸D1大的方式连续地形成于箱体内面的第一以及第二花键48、49，48、50，以便接合支撑在轴方向的一侧依次插入配置的上述第一摩擦板组45、43以及含有比该第一摩擦板组的板片43直径还大的垫板39A的上述第二摩擦板组39、39A、40，
在上述两个花键之间的交界部47，在与上述活塞部件30抵接时的上述开口部30b的圆周方向两端e1、e2中的至少一方对应的位置上，代替上述第一花键的花键槽48而形成有支撑由该活塞部件30按压的上述第二摩擦板组的上述垫板39A的受压面47a。
这样，由于在第一以及第二花键之间的交界部，与活塞部件抵接时的开口部的圆周方向两端中的至少一方对应，代替第一花键的花键槽而形成有支撑由活塞部件按压的第二摩擦板组的垫板的受压面，所以，在具备分别具有同轴状地依次配置的摩擦板组的第一以及第二制动器的状况下，即使在按压第二摩擦板组的第二液压伺服机构的活塞部件形成有开口部的场合下，也无需用以往那样的花键槽而可以用受压面来适当地支撑与按压时的垫板的开口部的圆周方向端部相对应的部分。由此，可以尽可能地减轻在摩擦板按压时的表面压力分布的恶化，并能可靠地防止如摩擦材料从各盘片(内摩擦板)分离那样的问题的发生。而且，由于在与活塞部件的开口部的圆周方向两端中的至少一方对应的位置形成受压面，所以如在圆周方向两端的一方和另一方，或者只在一方或另一方形成受压面那样，可以相应于设计适当进行变更。
此外，本发明中的上述“同轴状地依次配置”，是指在相同轴上以相互使轴方向位置不同的形式进行排列的状态。而且，本发明中的上述“开口部”不限于划分周围的所谓开口，也包含开口的周围的局部被切开的所谓切口的概念。而且，本发明中的上述“内径尺寸”，是指除去用于接合花键齿的花键槽的箱体内面的内径(直径)。
而且，优选是在上述活塞部件30的内侧具备驻车齿轮35，并且在上述活塞部件30的外侧具备驻车杆37，
上述活塞部件30的上述开口部30b是用于将上述驻车杆37可接合分离地插入于上述驻车齿轮35的开口部。
这样，由于活塞部件的开口部是用于将驻车杆可接合分离地插入于驻车齿轮的开口部，所以，在为了插入驻车杆而在活塞部件所需位置形成需要的开口部的同时，也可以实现尽可能地减轻在摩擦板按压时的表面压力分布的恶化的摩擦板支撑构造。
而且，也可以构成为：在上述箱体15内具备将车辆驱动时的高速段(高模式)和低速段(低模式)进行切换的变速装置5，
上述第二制动器B-2作为上述变速装置5的低速段切换之用而构成，并且，
上述第二液压伺服机构29具备将上述活塞部件作为按压部30的双活塞32。
这样，由于第二制动器作为变速装置的低速段切换之用而构成，并且，第二液压伺服机构具备将上述活塞部件作为按压部件的双活塞，所以，由于在低速段侧用于进行制动的转矩较大且当时的负荷较大，所以在活塞部件形成有开口部的场合下，通过其中央部的弯曲，较大的应力作用到开口部的圆周方向两端的根部分，但是，通过受压面的存在，可具备使摩擦板按压时的表面压力分布变得适当的摩擦板支撑构造，从而，可以充分地发挥基于低速侧的双活塞的较强的制动力。
优选是，在上述箱体15内具备将发动机以及电机13的合成驱动力向高速侧(高模式)和低速侧(低模式)切换的混合动力用变速装置5，
上述第一以及第二制动器B-1、B-2，分别作为上述混合动力用变速装置5的高速段切换之用以及低速段切换之用而构成。
这样，由于第一以及第二制动器分别作为混合动力用变换装置的高速段切换之用以及低速段切换之用而构成，所以，可以实现将本发明的摩擦板支撑构造配置在动力传递齿轮系内的良好的混合动力用变速装置。
此外，本发明中的上述发动机，是指使燃料燃烧并将能量变换成旋转运动的发动机，是包含汽油内燃机和柴油内燃机等的概念。而且，本发明中的上述电机，不限于将电能量变换成旋转运动的所谓的狭义上的电机，也包含将旋转运动变换成电能量的所谓的发电机的概念。
优选是，上述垫板39A构成为关于与上述箱体15的轴线C垂直的线L呈线对称。
这样，由于垫板构成为关于与箱体的轴线垂直的线呈线对称，所以在可以使形状变得比较简单的同时，实现适合本发明的摩擦板支撑构造的垫板。
此外，上述括号内的符号是用于与附图对照的，其用于容易理解发明，不对本发明的权利要求的范围的记载带来任何影响。
附图说明
图1是表示可适用本发明的变速装置的图，(a)是示意图，(b)是动作表，(c)是速度图。
图2是表示将包含变速装置的混合动力驱动装置的主要部分沿着轴方向截断后的状态的剖视图。
图3是表示从拆卸后壁后的变速装置的后侧看到本实施方式中的摩擦板支撑构造的状态的图。
图4是表示从图3的下侧看上去的作为第二液压伺服机构的油压传动装置的按压部的状态的仰视图。
图5是表示从图3的摩擦板支撑构造将作为活塞部件的按压部拆卸后的状态的图。
图6是沿着图2的VI-VI线进行截断后的剖视图。
图7是将本实施方式中的垫板以单体进行表示的正视图。
图8是表示将摩擦板支撑构造的局部变更后的变更例的图。
具体实施方式
以下，参考附图对本发明涉及的实施方式进行说明。图1是表示在FR(在本说明书中简单记载为FR，其是指前置发动机、后轮驱动)型的汽车中所搭载的混合动力驱动装置的齿轮系简要构成的图，其图(a)是示意图，其图(b)是动作表，其图(c)是速度图。
该混合动力驱动装置(车辆用驱动装置)10具有动力分配用行星齿轮(没有图示)，内燃发动机的输出传递到该行星齿轮的第一要素(例如，行星轮架)，控制用电机与第二要素(例如太阳齿轮)连接，输出轴与第三要素(例如齿圈)连接，从而通过控制控制用电机，来将内燃发动机的输出进行无级变速并输出到输出轴1。而且，驱动用电机13的转子3经由变速装置5与该输出轴1连接。此外，在本实施方式中，“内燃发动机”是指使燃料燃烧并将能量变换成旋转运动的发动机，其是包含汽油内燃机和柴油内燃机等的概念。
如图1(a)所示，变速装置5具有由一个双行星齿轮、和具有与该行星齿轮共通的长小齿轮的行星齿轮构成的、所谓拉威挪式行星齿轮单元24，而且，上述长小齿轮是由齿数不同的两个小齿轮P1、P2形成的。也就是，共通的行星架CR支撑上述长小齿轮以及短小齿轮P3，长小齿轮的大直径齿轮P1与第一太阳齿轮S1相啮合，短小齿轮P3与上述长小齿轮的小直径齿轮P2、第二太阳齿轮S2、以及齿圈R相啮合。而且，第二太阳齿轮S2与上述驱动用电机13的转子3连接，行星架CR与输出轴1连接，第一太阳齿轮S1与第一制动器B-1连接，齿圈R与第二制动器B-2连接。
上述变速装置5如图1(b)的动作表以及图1(c)的速度图所示地进行动作。也就是，在释放第一制动器B-1的同时接合第二制动器B-2的低模式(低速段)中，传递驱动用电机13的旋转的第二太阳齿轮S2的旋转，基于齿圈R处于停止的情况，使第一太阳齿轮S1向逆转方向空转的同时，使行星架CR较大减速地旋转，该行星架CR的旋转被输出到输出轴1。在接合第一制动器B-1的同时释放第二制动器B-2的高模式(高速段)中，基于第一太阳齿轮S1停止的情况，来自驱动用电机13的第二太阳齿轮S2的旋转，在使齿圈R空转的同时使行星架CR较小地减速，该行星架的旋转被输出到输出轴1。
图2是表示将包含上述变速装置5的混合动力驱动装置10的主要部分沿着轴方向截断后的状态的剖视图。此外，图2中的箭头F方向是汽车的前侧(发动机侧)，箭头R方向是汽车的后侧(差速装置侧)。
上述混合动力驱动装置10，在其箱体15内相邻地容纳配置有驱动用电机13和变速装置5。驱动用电机13的转子轴13a经由轴承3被自由旋转地支撑于上述箱体15的隔壁15a，套轴4通过花键被一体地与该转子轴13a连接。由中空轴形成的上述转子轴13a以及套轴4的中空部中，贯通有来自动力分配用行星齿轮的前部输出轴11，输出轴12通过花键被一体地与该前部输出轴11的后部连接，这些输出轴11、12构成配置于行星齿轮单元的中心的旋转轴。该输出轴12经由轴承18、2被自由旋转地支撑于箱体15的后壁15b的轮毂部15c。
在输出轴12中的与前部输出轴11的嵌合部分12a的外周面上，在其与上述轴承18之间，输出转速检测用的驻车齿轮35同轴状地与输出轴11、12花键嵌合，而且，上述输出轴嵌合部分12a的前端部分成为法兰12b。在该法兰12b和上述驻车齿轮35之间，分别在左右经由推力轴承6、7来配置有齿圈支撑板8。在该支撑板8的外周花键嵌合齿圈R而进行防脱支撑，该支撑板8的内周成为轮毂形状，并通过该轮毂部8a被自由旋转地支撑于上述输出轴12。由此，齿圈R的支撑稳定，以高精度来支撑齿圈R，由此减少因行星齿轮单元24的齿轮啮合而引起的噪声的发生。此外，图2中的符号35a表示上述驻车齿轮35的齿部。
在上述齿圈R的外周面形成的外花键和在箱体15的内周面形成的内花键之间，插装有分别与各花键按合并由多个内摩擦板(盘片)40以及外摩擦板(板片、垫板)39、39A形成的第二制动器B-2，该第二制动器B-2和齿圈R被配置为沿轴方向重叠。
在上述箱体后壁15b的内侧，配设有具有双活塞32的液压传动装置(第二液压伺服机构)29。该传动装置29的按压部(活塞部件)30相对箱体15使导向突起30e(参照图4)止转引导，并呈沿轴方向延伸的近似鼓状，且以使其前端部30c与第二制动器B-2的一侧面(图2右端的外摩擦板39)相对置的形式，在轴方向可沿图2的箭头F方向和箭头R方向滑动移动地被支撑。
如图2以及图4所示，在上述按压部30的外周面形成有：用于使转速检测用传感器36的前端与按压部30的内侧的驻车齿轮35的齿部35a对置而插入的圆孔30a；用于使相应于由驾驶员等进行的驻车操作而向按压部30内突出并与驻车齿轮35的齿部35a接合来卡止该驻车齿轮35的驻车杆37插入的、在圆周方向稍长的开口部30b。图4中由符号52所示的部分，是为了避免与按压部30的外周部分的缓冲而形成的凹部，由符号30f所示的部分表示与前端部30c中的开口部30b的前侧(图4的下侧)对应的范围。而且，符号e1、e2是将开口部30b的圆周方向两端比其它部位在直径方向上较厚地形成来提高强度的加强部。
上述驻车杆37是被设置在驻车装置(没有图示)中的部件，该驻车装置插装于向混合动力驱动装置10中的驱动车轮(没有图示)传递动力的动力传递路径内，该驻车杆当在搭载有该驱动装置10的车辆的驾驶席内配置的变速杆被向驻车范围操作时，响应于此而进行如下动作，即：在将从驱动用电机13和发动机(没有图示)向输出轴11、12以及传动轴(没有图示)的动力传递切断后的空档状态下，与驻车齿轮35啮合来限制驱动车轮(没有图示)的旋转。
而且，在上述箱体15的隔壁15a和后壁15b之间配置有变速装置5，如上所述，该变速装置5具有拉威挪式行星齿轮单元24、和第一以及第二的制动器B-1、B-2。行星齿轮单元24的第一太阳齿轮S1经由套筒9、9被自由旋转地嵌合于上述套轴4的外周，且该太阳齿轮S1的前端侧变成法兰19。
第一制动器B-1用的鼓形物42的法兰部通过焊接被一体地固定于该法兰19。在该鼓形物42的外周面形成的外花键和在箱体15的内周面形成的内花键之间，插装有分别与各花键接合并由多个内摩擦板(盘片)45以及外摩擦板(板片)43形成的第一制动器B-1。在箱体的隔壁15a的一侧面配设有由一个活塞27形成的油压传动装置(第一液压伺服机构)25，该活塞27的按压部与上述第一制动器B1的一侧面对置。而且，在上述套轴4的后端部分外周形成有第二太阳齿轮S2。
在上述太阳齿轮S1的法兰19和齿圈支撑板8之间的部分配置有上述行星齿轮单元24的行星架CR。行星架CR是由一体地结合的行星架主体28和行星架罩34形成的，在这些主体28以及罩34的范围内，交替地支撑有长小齿轮用轴53和短小齿轮用轴54。这些各轴53、54在圆周方向分别配置有4个，合计8个。各轴分别通过销55被止转于行星架CR。一体地形成有齿数不同的两个小齿轮P1、P2的长小齿轮，经由滚针轴承56、56被自由旋转地支撑于轴53。各一个短小齿轮P3经由滚针轴承57被自由旋转地支撑于轴54。
在上述太阳齿轮法兰19的左右两侧面和箱体隔壁15a的侧面以及行星架主体28的侧面之间，分别插装有推力轴承58、58，且通过这些轴承58、58以及上述推力轴承6、7，行星架CR、第一太阳齿轮S1以及齿圈R，相对于箱体15在轴方向上被定位并被稳定地支撑。而且，在套轴4的后端面和输出轴嵌合部分12a的法兰12b前端面之间，插装有推力轴承59，形成有第二太阳齿轮S2的套轴4在轴方向上被定位。通过这些推力轴承，行星齿轮单元24整体相对于箱体15在轴方向上稳定地支撑，并保持各齿轮的较高的啮合精度。此外，上述行星架罩34，在其内周部分通过焊接与上述输出轴12的法兰12b一体地结合。
接下来，根据图2至图7，对本实施方式的混合动力驱动装置10中的摩擦板支撑构造进行详细说明。该摩擦板支撑构造如下：通过在具有双活塞32的油压传动装置29的按压部(活塞部件)30的周面形成有开口部30b，由此在用与开口部30b对应的前端部30c按压第二制动器B-2时避免如应力偏倚作用那样的不良情况。
也就是，在本实施方式中，在按压部30的前端部30c形成有加强部e1、e2(参照图3以及图4)，但为了减轻只是通过这样的方式不能完全弥补的按压时的负荷的偏倚，可具有以下的构成。
也就是，本实施方式中的摩擦板支撑构造在箱体15内具备：分别具有从其同一方向(从图2的右侧)插入并以同轴状地依次配置的第一以及第二摩擦板组的第一以及第二制动器B-1、B-2。更具体地，在箱体15内，以在输出轴1的轴方向互相对置的方式，配置有具有由外摩擦板43以及内摩擦板45形成的第一摩擦板组的第一制动器B-1、和具有由外摩擦板39、垫板39A以及内摩擦板40形成的第二摩擦板组的第二制动器B-2。以夹着这些第一以及第二摩擦板组的方式，在轴方向的相反侧分别对应于第一以及第二制动器B-1、B-2地配置有油压传动装置25、29。此外，上述“以同轴状地依次配置”，是指在相同轴上(也就是相同输出轴1上)以相互使轴方向位置不同的形式进行排列的状态。
而且，油压传动装置29的按压部30，如上所述，形成为在轴方向延伸的近似鼓状，而且在其周面的局部具有开口部30b。如图3所示，该开口部30b，以具有规定的圆周方向宽度d的方式贯通按压部30的里外而形成。此外，图3中的符号30d，是用于镶嵌轮毂15c的圆孔。
而且，箱体15具有第一以及第二花键，该第一以及第二花键为了接合支撑在轴方向的一侧(图2的左方一侧)依次插入配置的上述第一摩擦板组、和包含比该第一摩擦板组的外摩擦板43直径大的垫板39A的上述第二摩擦板组，而以第二制动器B-2侧的内径尺寸D2(参照图5以及图6)比第一制动器B-1侧的内径尺寸D1(参照图6)大的方式在箱体15内面连续地形成。第一花键由花键槽48以及内周山部49(参照图6)形成，第二花键由花键槽48以及内周山部50(参照图6)形成。
图6是沿着图2的VI-VI线的剖视图，如该图所示，在箱体15内面沿着轴方向互相平行地形成有连续的第一以及第二花键中的多条花键槽48，并且，从该轴方向上的中间的交界部47开始，以内径尺寸D2比内周山部49侧的内径尺寸D1大的方式形成有内周山部50。此外，所谓上述“内径尺寸”，对第一制动器B-1侧而言，是指除了用于接合外摩擦板43的花键齿(没有图示)的花键槽48以外的在箱体15内面的内径(直径)D1，也就是对置的内周山部49之间的距离。而且，对第二制动器B-2侧而言，是指除了接合花键齿39a(参照图3)的花键槽48以外的在箱体15内面的内径(直径)D2，也就是对置的内周山部50之间的距离。
在从混合动力驱动装置10的后侧(从图2的右方)看到该状态的场合下，如图3所示，在比交界部47靠后侧(图2的箭头R侧)的箱体15内面，在开口部30b的圆周方向端部的加强部e1、e2附近，形成有分别与垫板39A和其它外摩擦板39的花键齿39a接合的花键槽48。但是，在本实施方式中的垫板39A以及外摩擦板39上没有形成用于与这些圆周方向的端部(e1、e2)附近的花键槽48接合的花键齿39a。
此外，不限于图3所示的上述构造，例如如图8所示，也可以构成为：在比交界部47靠后侧的箱体15内面中的开口部30b的圆周方向的两端(e1、e2)的一方，例如在加强部e1侧的圆周方向端部附近，没有形成用于使垫板39A和其它外摩擦板39的花键齿39a接合的花键槽48。即使在该场合下，也可以得到与图3的构成时近似相同的作用效果。
而且，在第一以及第二花键之间的上述交界部47(同时参照图2)中，在与按压部30抵接时的开口部30b的圆周方向的两端(e1、e2)对应的位置即圆周方向区域Ar1、Ar2，代替上述第一花键的花键槽48，而分别形成有支撑被按压部30按压的上述第二摩擦板组的垫板39A的背面部(图7的用符号39b，39c表示的部分)的受压面47a、47a。图7中的背面部39b、39c以外的斜线，分别表示在交界部47的内周山部49的附近被支撑的垫板39A的背面部。
而且，垫板39A以及其它外摩擦板39，如图5以及图7所示，构成为关于与箱体15的轴线C垂直的线L呈线对称。这样，由于垫板39A以及其它外摩擦板39构成为关于与箱体15的轴线C垂直的线L呈线对称，所以不仅可使形状比较简单，而且能够容易实现适合本发明的摩擦板支撑构造的垫板39A以及外摩擦板39。
在本构成中，如上所述在按压部30的内侧配置有驻车齿轮35，且在按压部30的外侧配置有驻车杆37，且按压部30的开口部30b构成为用于将驻车杆37可接合分离地插入于驻车齿轮35的开口部。
此外，本实施方式的上述开口部30b，不限于划分周围的所谓的开口部，当然也可以形成为开口的周围的局部被切开的所谓切口。
下面，对本实施方式的混合动力驱动装置10的作用进行说明。在车辆行驶时，输出轴11、12旋转，而且在变速装置5处于动作状态的驱动用电机13输出中，不管低模式以及高模式，与电机轴13a一体的套轴4旋转。
在该状态下，在变速装置5如果过渡到释放第一制动器B-1的同时接合第二制动器B-2的低模式时，传递驱动用电机13的旋转的第二太阳齿轮S2的旋转，基于齿圈R处于停止的情况，使第一太阳齿轮S1向逆转方向空转的同时，使行星架CR较大减速地旋转，该行星架CR的旋转被输出到输出轴1。另一方面，在过渡到接合第一制动器B-1的同时释放第二制动器B-2的高模式时，基于第一太阳齿轮S1停止的情况，来自驱动用电机13的第二太阳齿轮S2的旋转，使齿圈R空转的同时使行星架CR较小地减速，该行星架的旋转被输出到输出轴1。
这里，在低模式中第二制动器B-2接合动作的场合下，在第一以及第二花键之间的交界部47上，与按压部30抵接时的开口部30b的圆周方向两端的加强部e1、e2中的至少一方对应地，代替第一花键的花键槽48而形成有支撑被按压部30按压的第二摩擦板组的垫板39A的受压面47a，因此，在具备分别具有以同轴状地依次配置的摩擦板组的第一以及第二制动器B-1、B-2的状况下，即使在按压第二摩擦板组的油压传动装置29的按压部30形成有开口部30b，也无需用以往那样的花键槽，而是用受压面47a适当地支撑与按压时的垫板39A的圆周方向两端(e1、e2)对应的部分。
由此，可以尽可能地减轻摩擦板按压时的表面压力分布的恶化，能够可靠地防止在第二制动器B-2中发生如摩擦材料从内摩擦板40分离那样的问题。而且，通过在与按压部30的开口部30b的圆周方向两端(e1、e2)中至少一方对应的位置形成受压面47a，可以以在圆周方向两端的一方(e1侧)和另一方(e2侧)、或者只在一方(e1侧)或另一方(e2侧)形成受压面47a的方式，相应于设计进行适当变更。
而且，按压部30的开口部30b是用于将驻车杆37可接合分离地插入于驻车齿轮35的开口部，所以，不仅在按压部30的所需位置形成为了插入驻车杆37而所需要的开口部30b，而且可以实现尽可能地减轻按压摩擦板时的表面压力分布恶化的摩擦板支撑构造。
并且，第二制动器B-2构成为变速装置5的低速段切换之用，而且，油压传动装置29具备具有按压部30的双活塞，因此，在低速段侧用于进行制动的转矩较大且当时的负荷较大，所以当在按压部30形成有开口部30b的场合下，由于其中央部的弯曲，较大的应力作用到开口部30b部的圆周方向两端(e1、e2)的根部，但通过具备利用受压面47a的存在而可以适当地形成摩擦板按压时的表面压力分布的摩擦板支撑构造，可以充分地发挥基于低速侧的双活塞32的较强的制动力。
而且，由于第一以及第二制动器B-1、B-2分别构成为混合动力用变速装置5的高速段切换之用以及低速段切换之用，所以，可以实现将本发明涉及的摩擦板支撑构造配置在动力传递齿轮系内的良好的混合动力用变速装置5。
此外，在本实施方式中，将摩擦板支撑构造作为与插入驻车杆37的开口部30b对应的构造来进行说明，但不限于此，也可以作为与驻车杆37以外的其它部件的插入对应的构造来构成。而且，本实施方式的变速装置5，如上所述，不限于混合动力驱动装置的驱动用电机的输出转速变速用变速装置，当然也同样可以适用于其它变速装置，还可以适用于变速装置以外的行星齿轮。
而且，在本实施方式中，作为分别具有以同轴状地依次配置的第一以及第二摩擦板组的第一以及第二制动器B-1、B-2的构成例，关于在箱体15内具有以在轴方向互相对置的方式而配置的第一以及第二摩擦板组的第一以及第二制动器B-1、B-2进行了说明。但是，本发明不限于该构成，当然也可以适用于如下构成，即：例如，在箱体15内具备具有在同轴上使轴方向位置不同地依次配置的第一以及第二摩擦板组的第一以及第二制动器B-1、B-2，并对这些第一以及第二摩擦板组从同一方向、也就是从第二制动器B-2的方向用各自的活塞进行按压的构成。
产业上的可利用性：
本发明涉及的车辆用驱动装置适用于乘用车、卡车、巴士等的车辆中搭载的自动变速装置和在混合动力车辆中搭载的混合动力驱动装置，特别适用于需要减轻起因于制动器的配置以及液压伺服机构的按压部形状等的摩擦板按压时的表面压力不均的装置。

Claims (7)

1.一种车辆用驱动装置，在箱体内具备：分别具有同轴状地依次配置的第一以及第二的摩擦板组的第一以及第二制动器；分别与这些第一以及第二制动器对应地配置的第一以及第二液压伺服机构，该车辆用驱动装置的特征在于：
第一以及第二液压伺服机构以夹着第一以及第二摩擦板组的方式配置，
上述第二液压伺服机构的活塞部件形成为沿轴方向延伸的近似鼓状，并且在其周面的局部具有开口部，
上述箱体具备以上述第二制动器侧的内径尺寸比上述第一制动器侧的内径尺寸大的方式连续地形成于箱体内面的第一以及第二花键，以便第一花键接合支撑在轴方向的一侧依次被插入配置的上述第一摩擦板组，第二花键接合支撑含有比该第一摩擦板组的板片直径还大的垫板的上述第二摩擦板组，
在上述两个花键之间的交界部，在与上述活塞部件抵接时的上述开口部的圆周方向两端中的至少一方对应的位置上，代替上述第一花键的花键槽而形成有支撑由该活塞部件按压的上述第二摩擦板组的上述垫板的受压面。
2.如权利要求1所述的车辆驱动装置，其特征在于：
在上述活塞部件的内侧具有驻车齿轮，且在该活塞部件的外侧具有驻车杆，
上述活塞部件的上述开口部是用于将上述驻车杆可接合分离地插入于上述驻车齿轮的开口部。
3.如权利要求1或2所述的车辆用驱动装置，其特征在于：
在上述箱体内具备切换车辆驱动时的高速段和低速段的变速装置，
上述第二制动器作为上述变速装置的低速段切换之用而构成，并且
上述第二液压伺服机构具备将上述活塞部件作为按压部的双活塞。
4.如权利要求1或2所述的车辆用驱动装置，其特征在于：
在上述箱体内具备将发动机和电机的合成驱动力向高速侧和低速侧切换的混合动力用变速装置，
上述第一以及第二制动器，分别作为上述混合动力用变速装置的高速段切换之用以及低速段切换之用而构成。
5.如权利要求1或2所述的车辆用驱动装置，其特征在于：上述垫板构成为关于与上述箱体的轴线垂直的线呈线对称。
6.如权利要求3所述的车辆用驱动装置，其特征在于：上述垫板构成为关于与上述箱体的轴线垂直的线呈轴线对称。
7.如权利要求4所述的车辆用驱动装置，其特征在于：上述垫板构成为关于与上述箱体的轴线垂直的线呈轴线对称。
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