CN103796858A - 混合动力驱动设备 - Google Patents
混合动力驱动设备 Download PDFInfo
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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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- 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
所提供的是一种混合动力驱动设备(1),其中,马达(40)定位在第二轴(AX2)上,第二轴(AX2)与其上定位了变速器(30)的第一轴(AX1)平行,所述混合动力驱动设备(1)包括容纳变速器(30)和马达(40)的主壳体(4B),并且还包括孔口部(4Bc)和后盖(4C),孔口部(4Bc)在变速器(30)上沿轴向方向开口在与发动机相反的侧部上,后盖(4C)封闭孔口部(4Bc)。通过将马达(40)定位成使得其一部分在沿轴向方向观察时与后盖(4C)重叠,可以将马达(40)与变速器(30)靠近彼此定位,从而允许使混合动力驱动设备(1)在径向方向上更紧凑。
Description
技术领域
本发明涉及一种安装在诸如汽车之类的车辆上的混合动力驱动设备,并且更具体地,涉及一种包括设置在与变速机构的轴线不同的轴线上的旋转电机的混合动力驱动设备。
背景技术
近年来,由于环境问题等已经开发出各种混合动力驱动设备,并且考虑了在待混合的自动变速器上安装马达-发电机(下文中,简称为“马达”)的方法,以作为以低成本简单地构造混合动力驱动设备的方法。
当将马达安装在自动变速器上时,考虑了马达设置在起动装置(变矩器或者起动离合器)的外周侧上的构造或者马达沿轴向方向设置在起动装置与变速机构之间的构造。然而,由于安装了马达,混合动力驱动设备的轴向长度增加。因此,特别地,如在FF式(前置发动机-前轮驱动)车辆中,如果考虑到混合动力驱动设备的轴向长度影响车辆宽度、转向角等,则要求减小混合动力驱动设备的轴向长度。因此,建议通过将马达设置在与变速机构平行的单独轴线上来减小混合动力驱动设备的轴向长度(从而使马达轴线和变速机构的轴线彼此不同)(例如参照专利文献1)。
相关技术文献
专利文献
[专利文献1]日本专利申请公报No.2009-101729(JP2009-101729A)
发明内容
本发明要解决的问题
如专利文献1,将马达设置在与变速机构的轴线不同的轴线上使得可以减小轴向方向上的长度。然而,由于设置了马达,因此存在混合动力驱动设备在径向方向上相应地增大了的问题。
因此,本发明的目的是提供一种混合动力驱动设备,其包括设置在与其上设置了变速机构的第一轴线平行的第二轴线上的旋转电机,并且能够缩小径向方向上的尺寸。
解决问题的方法
根据本发明(例如,参照图1至图3),提供了一种混合动力驱动设备(1),该混合动力驱动设备(1)包括设置在与发动机输出轴(2)同轴的第一轴线(AX1)上的变速机构(30)以及设置在平行于第一轴线(AX1)的第二轴线(AX2)上的旋转电机(40),其特征在于包括:壳体主体(4B),壳体主体(4B)容置变速机构(30)和旋转电机(40)并且具有开口在变速机构在轴向方向上的一侧上的开口部分(4Bc);以及盖构件(4C),盖构件(4C)封闭壳体主体(4B)的开口部分(4Bc),其中,旋转电机(40)设置成使得在沿轴向方向观察时其一部分与盖构件(4C)重叠。
因而,由于设置在与其在设置了变速机构的第一轴线平行的第二轴线上的旋转电机设置成使得在沿轴向方向观察时其一部分与覆盖变速机构在轴向方向上的一侧的后盖重叠,因此,旋转电机和变速机构可以设置成彼此靠近,从而可以实现混合动力驱动设备在径向方向上的尺寸减小。
此外,本发明(例如,参照图1和图2)的特征在于,旋转电机(40)包括固定至壳体主体(4B)的定子(41)以及以可旋转的方式设置在定子(41)的内周侧上的转子(42),以及定子(41)设置成使得在沿轴向方向观察时其一部分与后盖(4C)重叠。
因此,由于定子设置成使得在沿轴向方向观察时其一部分与后盖重叠,因此定子可以设置成靠近变速器,从而可以实现混合动力驱动设备在径向方向上的尺寸减小。
另外,本发明(参照图1)的特征在于,与变速机构(30)和旋转电机(40)以驱动的方式连接的连接机构(20)设置在在轴向方向上比变速机构(30)更接近发动机的一侧上,以及旋转电机(40)设置成使得在沿径向方向观察时能够与变速机构(30)重叠。
因此,由于旋转电机设置成使得在沿径向方向观察时能够与变速机构重叠,因此可以减小混合动力驱动设备的轴向长度,同时可以实现混合动力驱动设备在径向方向上的尺寸减小。
此外,本发明(例如,参照图1)的特征在于,变速机构(30)包括多个摩擦接合元件(C-1、C-2、C-3、B-1、B-2和B-3),以及通过摩擦接合元件的接合及分离实现了多个换档速度,在所述多个摩擦接合元件中,具有最大外径的摩擦接合元件(B-1)设置在位于变速机构(30)的在轴向方向上与发动机相对的一侧上的端部部分处,以及将壳体主体(4B)和盖构件(4C)接合的接合部(4J)设置在具有最大外径的摩擦接合元件(B-1)的外周侧上。
因此,将壳体主体和盖构件接合的接合部设置在具有最大外径的摩擦接合元件的外周侧上,即,盖构件的外径沿径向方向突出,而变速机构的外径在比具有最大外径的摩擦接合元件更接近发动机的侧部上从盖构件凹进至内径侧。因此,旋转电机可以通过将旋转电机设置在该凹进部处而设置成靠近变速机构,从而可以实现混合动力驱动设备在径向方向上的尺寸减小。
另外,本发明(例如,参照图1)的特征在于,变速机构(30)的至少一部分经由开口部分(4Bc)从在轴向方向上与发动机相对的一侧组装至壳体主体(4B),以及旋转电机(40)从轴向方向上的发动机侧组装至壳体主体(4B)。
因此,由于变速机构的至少一部分从在轴向方向上与发动机相对的一侧组装至壳体主体,并且旋转电机从轴向方向上的发动机侧组装至壳体主体,因而旋转电机可以设置成使得在沿轴向方向观察时其一部分与盖构件重叠,旋转电机和变速机构可以设置成彼此靠近,并从而可以实现混合动力驱动设备在径向方向上的尺寸减小。
要注意,圆括号中的附图标记是为了参照附图和为了便于理解本发明而提供,因而,附图标记根本不会影响权利要求的结构。
附图说明
图1是示出了混合动力驱动设备的部分省略的截面图。
图2是混合动力驱动设备的示意性侧视图。
图3是变速机构的交叉表。
具体实施方式
下文将参照附图描述应用了本发明的混合动力驱动设备1。如图1中所示,混合动力驱动设备1适当地安装在FF式车辆上,离合器装置10以及自动变速器3的变速机构30设置在与发动机输出轴(机轴)2同轴的第一轴线AX1上,并且马达(旋转电机)40设置在与第一轴线AX1平行且不同的第二轴线AX2上。
如图2中所示,副轴90和差动装置95设置在与第一轴线AX1和第二轴线AX2不同的轴线上,其中,副轴90包括与下述副轴驱动齿轮39啮合的副轴从动齿轮91、以及驱动小齿轮92,差动装置95包括与驱动小齿轮92啮合的差动环形齿轮96。
如图1中所示,壳体4包括:外罩壳体4A,外罩壳体4A容置下述离合器装置10和连接机构20;主壳体(壳体主体)4B,主壳体4B容置马达40、变速机构30、副轴90和差动装置(参照图2);以及后盖(盖构件)4C,后盖4C封闭主壳体4B的开口部分4Bc,并且壳体4是壳体一体地固定的三分结构。在壳体4的使用状态中,外罩壳体4A的前端表面一体地固定至发动机(未示出)。
设置在外罩壳体4A中的离合器装置10包括连接至发动机输出轴2的飞轮13、离合器11、减震器12以及与离合器11接合及分离的液压伺服系统16,并且这些部件设置在中间轴19的外周侧上以构造离合器装置10。
离合器11包括设置成将缓冲板11a夹在中间的离合器衬片11b和压力板11c,并且离合器衬片11b与飞轮13一体地接合。压力板11c通过安装在飞轮13上的离合器盖14与压力板11c之间的弹簧偏置以接触缓冲板11a,并且膜片弹簧15通过膜片弹簧15的作为支承点的径向中间部分支承在离合器盖14上。
同时,减震器12与中间轴19的发动机侧的外周部花键接合。在减震器12中,驱动板12b和从动板12c、12c经由螺旋弹簧12a以能够相对地旋转预定量的方式连接至彼此,驱动板12b与中间轴19花键接合,并且离合器11的缓冲板11a固定至从动板12c,以向从动板12c外径向延伸。
分离轴承b1设置在相对于外罩壳体4A支承中间轴19的轴承b2的外周上,以能够轴向地移动预定量,并且分离轴承b1抵接膜片弹簧15的内径侧基部端。在外罩壳体4A中形成有与第一轴线AX1(中间轴19)同轴的构造成环形凹进部的气缸,活塞18油密封地配装至气缸,从而构造了液压伺服系统16。活塞18和分离轴承b1通过阶梯板17连接至彼此,并且离合器11通过液压伺服系统16的膨胀/收缩操作而操作成连接/断开。如果离合器11被连接,则发动机输出轴2和中间轴19经由减震器12以驱动的方式连接。
在中间轴19的变速机构30侧(在轴向方向上与发动机相对的一侧)上,下面详细描述的变速机构30的输入轴31与内周部花键接合,并且作为连接机构20的大直径齿轮21形成在外周部上。中间轴19的位于变速机构30侧上的端部部分以驱动的方式连接至机械式油泵80。
连接机构20构造成包括形成在上述中间轴19上的大直径齿轮21、与大直径齿轮21啮合的空转齿轮22、以及与空转齿轮22啮合并形成在下述转子轴45上的小直径齿轮23。大直径齿轮21沿轴向方向定位在离合器装置10与变速机构30(机械式油泵80)之间并且形成为沿径向方向延伸的凸缘形状。此外,空转齿轮22定位在与第一轴线AX1和第二轴线AX2平行且不同的第三轴线AX3上,并且设置成使得能够通过滚珠轴承b3和b4以可旋转的方式支承在外罩壳体4A和油泵盖81上。此外,小直径齿轮23沿轴向方向形成在转子轴45的发动机侧端部部分的外周上,转子轴45以可旋转的方式设置在第二轴线AX2上。
如上所述,连接机构20设置成在轴向方向上比下面详细描述的变速机构30和马达40更接近发动机侧,并且设置成比上述离合器装置10更接近变速机构30侧。即,连接机构沿轴向方向设置在离合器装置10与变速机构30之间。另外,中间轴19通过花键接合以驱动的方式连接至变速机构30的输入轴31,并且中间轴19经由大直径齿轮21、空转齿轮22以及小直径齿轮23以驱动的方式连接至转子轴45。即,变速机构30和马达40通过连接机构20以驱动的方式连接至彼此。
在连接机构20中,来自马达40的旋转在速度方面基于小直径齿轮23和大直径齿轮21的直径的大小以及传动比而降低,并且传递至变速机构30的输入轴31。另外,由于空转齿轮22设置成在轴向方向上比马达40的线圈端部43a和变速机构30更接近发动机侧,因此空转齿轮22不干扰马达40或变速机构30并且没有插置在变速机构30与马达40之间,因此可以将变速机构30和马达40设置成在径向方向上更靠近彼此。
马达40包括:定子41,定子41固定至主壳体4B;转子42,转子42一体地固定至以可旋转的方式设置在定子41的内周侧上的转子轴45;以及线圈绕组43,线圈绕组43围绕定子41卷绕,并且形成有线圈端部43a、43a,线圈端部43a、43a沿轴向方向从定子41突出至两端。此外,定子41设置成配装并固定至形成在主壳体4B上的圆筒形部4Bb的内周表面上。
转子轴45的轴向方向上的两个端部部分分别经由滚珠轴承b5和b6支承到外罩壳体4A和主壳体4B,使得能够以高精度旋转。此外,优选地,马达40为定子41侧上嵌入有线圈并且转子42侧上嵌入有永磁体的无刷直流马达(IPM马达或SPM马达)。然而,马达40可选地包括其他马达,例如磁阻马达。此外,在位于转子轴45在轴向方向上与发动机相对的侧部上的端部部分处设置有作为检测转子轴45的旋转角度的旋转角检测单元的解析器49。
同时,变速机构30包括设置在第一轴线AX1上的行星齿轮单元PU,行星齿轮单元PU包括为四个旋转元件的太阳齿轮S1、太阳齿轮S1、承载部CR和环形齿轮R,并且行星齿轮单元构造成所谓的Ravigneaux行星齿轮,其中,同太阳齿轮S2和环形齿轮R啮合的长小齿轮PL与同太阳齿轮S1啮合的短小齿轮PS在承载部CR处彼此啮合。
行星齿轮单元PU的太阳齿轮S2经由单向离合器F-1连接至制动器B-1(摩擦接合元件)和制动器B-2(摩擦接合元件)从而能够固定至壳4,并且太阳齿轮S2连接至离合器C-3(摩擦接合元件),并因此,来自输入轴31的旋转可以经由离合器C-3输入到太阳齿轮S2。此外,太阳齿轮S1连接至离合器C-1(摩擦接合元件),并因此,来自输入轴31的旋转可以输入到太阳齿轮S1。
另外,承载部CR连接至离合器C-2(摩擦接合元件),来自输入轴31的旋转输入到离合器C-2,并因此,来自输入轴31的旋转可以经由离合器C-2输入。此外,承载部CR连接至单向离合器F-2和制动器B-3(摩擦接合元件),沿一个方向相对于壳体4的旋转经由单向离合器F-2进行调节,以及该旋转可以经由制动器B-3自由地固定。
另外,环形齿轮R连接至副轴驱动齿轮39,并且副轴驱动齿轮39与上述副轴90的副轴从动齿轮91啮合(参照图2)。此外,副轴90的驱动小齿轮92与差动装置95的差动环形齿轮96啮合,并且经由差动装置95以驱动的方式连接至左前轮和右前轮(未示出)。
图3是上述自动变速器3的操作表,并且自动变速器3根据操作表中示出的组合来接合及释放离合器和制动器(多个摩擦接合元件),从而实现第一前进速度至第四前进速度以及第一倒档速度(多个换挡速度)。
在变速机构30中,在行星齿轮单元PU在轴向方向上的发动机侧上,离合器C-2设置在输入轴31的外周侧上,并且制动器B-3和单向离合器F-2设置在行星齿轮单元PU的外周侧上。此外,在行星齿轮单元PU在轴向方向上与发动机相对的侧部上,单向离合器F-1设置在输入轴31的外周侧上,并且制动器B-2设置在单向离合器F-1的外周侧上。另外,在单向离合器F-1在轴向方向上与发动机相对的侧部上,离合器C-1和离合器C-3平行地设置在输入轴31的外周侧上,并且制动器B-1设置在离合器C-1的外周侧上。
制动器B-1包括摩擦板61以及按压并驱动摩擦板61的液压伺服系统60。摩擦板61和液压伺服系统60设置在具有大直径的摩擦板和液压伺服系统的离合器C-1(参照图3)的外周侧上,这是因为离合器C-1以低速度接合并因而具有大的扭矩能力。因此,在所有摩擦接合元件(离合器C-1、C-2和C-3,以及制动器B-1、B-2和B-3)中,制动器B-1具有最大的外径,即,制动器B-1设置在比制动器B-2或制动器B-3沿径向更向外地突出的位置处。
在制动器B-1的摩擦板61中,外摩擦板与开口在变速机构30在主壳体4B中的与发动机相对的侧部上的开口部分4Bc的入口部花键接合,并且内摩擦板与连接至太阳齿轮S2的毂构件花键接合。
制动器B-1的液压伺服系统60构造成包括:气缸部63,气缸部63形成在后盖4C的内表面上;活塞62,活塞62设置成面向气缸部63并设置成能够沿轴向方向相对于后盖4C移动;弹簧65,弹簧65使活塞62偏置至气缸部63侧,以及液压油室64,液压油室64形成在气缸部63与活塞62之间。
此外,在具有最大外径的制动器B-1的外周侧上设置有通过用螺栓50将主壳体4B的接合表面4Ba与后盖4C的接合表面4Ca接合而形成的接合部4J。由于接合部4J通过多个螺栓50(参照图2)固定,因此接合部4J在内周侧和外周侧上具有适于螺栓50的厚度。马达40设置成使得其一部分——具体地为定子41的一部分——在沿轴向方向观察时与接合部4J——即,后盖4C的外周部分——重叠,如图2中所示。
如上述自动变速器3,在包括具有其中具有最大外径的摩擦接合元件(制动器B-1)设置在位于与发动机相对的侧部上的端部部分处的结构的变速机构的自动变速器(例如,参照日本专利申请公报No.10-169730(JP10-169730A))中,在定位在该自动变速器的发动机侧上的外罩壳体4A与位于该自动变速器的与发动机相对的侧部上的端部部分(即,后盖4C)之间形成有凹处。
在本混合动力驱动设备1中,马达40设置在凹进部中,即,马达40设置成使得在沿轴向方向观察时其一部分(具体地为定子41的一部分)与覆盖变速机构30的轴向方向上的一侧的后盖4C重叠,从而将自动变速器3混合。因此,马达40可以设置成靠近变速机构30,并且可以构造沿径向方向尺寸减小的混合动力驱动设备1。
此外,由于与变速机构30和马达40以驱动的方式连接的连接机构20设置成在轴向方向上比变速机构30更接近发动机侧,即,连接机构20沿轴向方向设置在离合器装置10与变速机构30之间,因此马达40可以设置成使得在沿径向方向观察时与变速机构30重叠。相应地,与马达40沿轴向方向设置在离合器装置10与变速机构30之间的情况相比,可以减小混合动力驱动设备1的轴向长度,并从而可以实现混合动力驱动设备1在径向方向上的尺寸减小。
制动器B-1具有最大的外径。因此,当制造该混合动力驱动设备1时,变速机构30的每个部件(至少制动器B-1)均通过从主壳体4B的定位在在轴向方向上与发动机相对的侧部上的开口部分4Bc插入而被组装,并且后盖4C通过螺栓50接合至接合部4J,从而完成了变速机构30的组装。另一方面,由于马达40在沿轴向方向观察时与后盖4C的一部分重叠,因此,难以越过后盖4C从在轴向方向上与发动机相对的侧部组装马达。
因此,马达40通过相对于主壳体4B从轴向方向上的发动机侧插入而被组装,并且此后,外罩壳体4A在组装连接机构20的同时接合至主壳体4B。随后,离合器装置10通过从轴向方向上的发动机侧插入而组装至外罩壳体4A。
以此方式,由于变速机构30从轴向方向上与发动机相对的侧部组装至主壳体4B,并且马达40从轴向方向上的发动机侧组装至主壳体4B,因此马达40可以设置成使得在沿轴向方向观察时其一部分与后盖4C重叠。因此,可以将马达40和变速机构30设置成靠近彼此,从而可以实现混合动力设备1在径向方向上的尺寸减小。
应注意的是,在上述实施方式中,描述了使用能够实现四个前进速度的多级变速器的变速机构。然而,只要变速机构具有在外罩壳体与后盖之间形成凹处的形状,本发明就可以应用于带式无级变速机构、环式无级变速机构、环锥式无级变速机构等中的任一者。
特别地,描述了使用Ravigneaux式行星齿轮单元的变速机构30。然而,也可以使用Simpon式行星齿轮单元,即,只要行星齿轮单元具有与具有最大外径的摩擦接合元件相比更容易地减小的直径的结构,就可以使用任意一种类型。
此外,在本实施方式中,描述了如下连接机构20:其中,变速机构30的输入轴31和马达40的转子轴45通过齿轮系以驱动的方式连接至彼此。然而,例如,连接机构可以用链、带等以驱动的方式连接。
另外,在本实施方式中,描述了其中干式离合器11通过液压伺服系统16接合及分离的离合器装置10。然而,当然,也可以使用湿式多片离合器、湿式单片离合器等。
此外,描述了其中马达40的最外侧直径为定子41的外径的本实施方式。然而,还存在当线圈绕组增加以便提高马达的输出时线圈端部为马达的最外直径的情况。在该情况下,马达设置成使得在沿轴向方向观察时线圈端部的仅一部分与后盖重叠,这也在本发明的应用范围内。
工业应用
根据本发明的混合动力驱动设备可以用于诸如客车、卡车之类的车辆中,并且特别地,适用于如下车辆:该车辆包括设置在与第一轴线平行的第二轴线上的旋转电机,该车辆上设置有变速机构,并且在该车辆中要求径向方向上的尺寸减小。
对附图标记的描述:
1:混合动力驱动设备
2:发动机输出轴
4B:壳体主体(主壳体)
4Bc:开口部分
4C:盖构件(后盖)
4J:接合部
20:连接机构
30:变速机构
40:旋转电机(马达)
41:定子
42:转子
AX1:第一轴线
AX2:第二轴线
C-1,C-2和C-3:摩擦接合元件(离合器)
B-1,B-2和B-3:摩擦接合元件(制动器)
Claims (5)
1.一种混合动力驱动设备,所述混合动力驱动设备包括设置在与发动机输出轴同轴的第一轴线上的变速机构以及设置在与所述第一轴线平行的第二轴线上的旋转电机,其特征在于包括:
壳体主体,所述壳体主体容置所述变速机构和所述旋转电机并且具有在所述变速机构的在轴向方向上的一侧上敞开的开口部分;以及
盖构件,所述盖构件封闭所述壳体主体的所述开口部分,其中,
所述旋转电机设置成使得在沿所述轴向方向观察时,所述旋转电机的一部分与所述盖构件重叠。
2.根据权利要求1所述的混合动力驱动设备,其特征在于,
所述旋转电机包括固定至所述壳体主体的定子以及以可旋转的方式设置在所述定子的内周侧上的转子,以及
所述定子设置成使得在沿所述轴向方向观察时,所述定子的一部分与所述盖构件重叠。
3.根据权利要求1或2所述的混合动力驱动设备,其特征在于,
与所述变速机构和所述旋转电机以驱动的方式连接的连接机构设置在在所述轴向方向上比所述变速机构更接近发动机的一侧上,以及
所述旋转电机设置成使得在沿径向方向观察时能够与所述变速机构重叠。
4.根据权利要求1至3中的任一项所述的混合动力驱动设备,其特征在于,
所述变速机构包括多个摩擦接合元件,并且通过所述摩擦接合元件的接合及分离实现了多个换挡速度,
在所述多个摩擦接合元件中,具有最大外径的摩擦接合元件设置在位于所述变速机构在所述轴向方向上与所述发动机相对的一侧上的端部部分处,以及
将所述壳体主体与所述盖构件接合的接合部设置在具有所述最大外径的所述摩擦接合元件的外周侧上。
5.根据权利要求1至4中的任一项所述的混合动力驱动设备,其特征在于,
所述变速机构的至少一部分经由所述开口部分从与所述发动机在所述轴向方向上相对的一侧组装至所述壳体主体,以及
所述旋转电机从所述轴向方向上的所述发动机侧组装至所述壳体主体。
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JP2011-283118 | 2011-12-26 | ||
JP2011283118A JP5821620B2 (ja) | 2011-12-26 | 2011-12-26 | ハイブリッド駆動装置 |
PCT/JP2012/083669 WO2013099953A1 (ja) | 2011-12-26 | 2012-12-26 | ハイブリッド駆動装置 |
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CN103796858A true CN103796858A (zh) | 2014-05-14 |
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US (1) | US20140246935A1 (zh) |
JP (1) | JP5821620B2 (zh) |
CN (1) | CN103796858A (zh) |
DE (1) | DE112012003406T5 (zh) |
WO (1) | WO2013099953A1 (zh) |
Cited By (1)
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CN114631249A (zh) * | 2019-10-31 | 2022-06-14 | 工机控股株式会社 | 电动作业机 |
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DE102014016172A1 (de) | 2014-11-03 | 2016-05-04 | Audi Ag | Antriebsvorrichtung für ein hybridgetriebenes Kraftfahrzeug |
DE102016211884A1 (de) | 2016-06-30 | 2018-01-04 | Zf Friedrichshafen Ag | Getriebe für ein Kraftfahrzeug, sowie Antriebsstrang für ein Kraftfahrzeug |
DE102016211891A1 (de) * | 2016-06-30 | 2018-01-04 | Zf Friedrichshafen Ag | Getriebe für ein Kraftfahrzeug, sowie Antriebsstrang für ein Kraftfahrzeug |
DE102017201894A1 (de) * | 2017-02-07 | 2018-08-09 | Zf Friedrichshafen Ag | Aufbau eines Getriebes für ein Hybridfahrzeug |
FR3067664B1 (fr) * | 2017-06-16 | 2021-06-18 | Valeo Equip Electr Moteur | Architecture de traction hybride basse tension pour vehicule automobile |
WO2019044335A1 (ja) * | 2017-08-31 | 2019-03-07 | アイシン・エィ・ダブリュ株式会社 | 車両用駆動装置 |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH09156388A (ja) * | 1995-12-06 | 1997-06-17 | Toyota Motor Corp | ハイブリッド駆動装置 |
JP2009001126A (ja) * | 2007-06-20 | 2009-01-08 | Toyota Motor Corp | ハイブリッド駆動装置 |
WO2011034191A1 (ja) * | 2009-09-18 | 2011-03-24 | アイシン・エィ・ダブリュ株式会社 | ハイブリッド駆動装置 |
-
2011
- 2011-12-26 JP JP2011283118A patent/JP5821620B2/ja not_active Expired - Fee Related
-
2012
- 2012-12-26 CN CN201280044615.3A patent/CN103796858A/zh active Pending
- 2012-12-26 DE DE112012003406.6T patent/DE112012003406T5/de not_active Withdrawn
- 2012-12-26 US US14/342,195 patent/US20140246935A1/en not_active Abandoned
- 2012-12-26 WO PCT/JP2012/083669 patent/WO2013099953A1/ja active Application Filing
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH09156388A (ja) * | 1995-12-06 | 1997-06-17 | Toyota Motor Corp | ハイブリッド駆動装置 |
JP2009001126A (ja) * | 2007-06-20 | 2009-01-08 | Toyota Motor Corp | ハイブリッド駆動装置 |
WO2011034191A1 (ja) * | 2009-09-18 | 2011-03-24 | アイシン・エィ・ダブリュ株式会社 | ハイブリッド駆動装置 |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN114631249A (zh) * | 2019-10-31 | 2022-06-14 | 工机控股株式会社 | 电动作业机 |
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JP2013132934A (ja) | 2013-07-08 |
DE112012003406T5 (de) | 2014-05-08 |
US20140246935A1 (en) | 2014-09-04 |
WO2013099953A1 (ja) | 2013-07-04 |
JP5821620B2 (ja) | 2015-11-24 |
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