CN111347865A - Drive device for hybrid vehicle - Google Patents

Drive device for hybrid vehicle Download PDF

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Publication number
CN111347865A
CN111347865A CN201911318138.5A CN201911318138A CN111347865A CN 111347865 A CN111347865 A CN 111347865A CN 201911318138 A CN201911318138 A CN 201911318138A CN 111347865 A CN111347865 A CN 111347865A
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motor
gear
housing
cover member
case
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CN201911318138.5A
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Chinese (zh)
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CN111347865B (en
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宫崎将英
北冈圭史
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Suzuki Motor Corp
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Suzuki Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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
    • 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
    • B60K6/40—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 characterised by the assembly or relative disposition of components
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • 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
    • B60K6/20—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
    • 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
    • B60K6/26—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 characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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
    • 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
    • B60K6/36—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 characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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
    • 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
    • B60K6/38—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 characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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
    • 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
    • B60K6/40—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 characterised by the assembly or relative disposition of components
    • B60K6/405—Housings
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
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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
    • B60K6/20—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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/025—Support of gearboxes, e.g. torque arms, or attachment to other devices
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/03—Gearboxes; Mounting gearing therein characterised by means for reinforcing gearboxes, e.g. ribs
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/037—Gearboxes for accommodating differential gearings
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/682—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings with interruption of drive
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

Provided is a drive device for a hybrid vehicle, which can prevent the increase in size of a transmission due to the provision of a drive motor. The electric motor (32) is disposed above the transmission mechanism (61), and the transmission case (5) has a right case (6), a left case (7), and a cover member (27) disposed in this order from the engine (8) side. A transmission mechanism housing section (62) for housing a transmission mechanism (61) is formed by the right case (6), the left case (7), and the cover member (27). In addition, the left housing (7) has: a left case body (7G) that forms a part of the transmission mechanism housing section (62); and a bulging part (7H) bulging upward from the left housing body part (7G) and fitted with one end side of the motor (32). A speed reduction mechanism housing section (25) for housing a speed reduction mechanism (33) for reducing the speed of the driving force of the motor (32) is formed by the bulging section (7H) and the cover member (27).

Description

Drive device for hybrid vehicle
Technical Field
The present invention relates to a drive device for a hybrid vehicle.
Background
As a conventional power transmission device for a hybrid vehicle, a device described in patent document 1 is known. In the power transmission device for a hybrid vehicle described in patent document 1, an end portion of a motor shaft of the electric motor on a protruding side is fixed to a transmission case, and a portion spaced apart from the end portion by a predetermined distance is supported by a holder.
In addition, a carrier supports one output shaft of the differential device through a bearing, and one end portion of the carrier is fixed to the engine. In addition, this hybrid vehicle power transmission device supports both ends of the electric motor by means of brackets for supporting equal-length drive shafts.
Thus, the hybrid vehicle power transmission device described in patent document 1 can reduce the weight load applied to the transmission case, and can improve durability.
Documents of the prior art
Patent document
Patent document 1: japanese laid-open patent publication No. 2008-239123
Disclosure of Invention
Problems to be solved by the invention
However, in the conventional power transmission device for a hybrid vehicle, the electric motor protrudes from the transmission case toward the engine side, and there is a problem that the transmission becomes large.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a drive device for a hybrid vehicle capable of preventing an increase in size of a transmission due to the provision of a drive motor.
Means for solving the problems
A hybrid vehicle drive device according to the present invention includes: a speed change mechanism that changes a rotational speed of a driving force transmitted from an engine; a transmission case that houses the transmission mechanism; and an electric motor that transmits a driving force to the transmission mechanism, wherein the electric motor is disposed above the transmission mechanism, the transmission case includes a right case, a left case, and a cover member that are disposed in this order from one side of the engine, a transmission mechanism housing portion that houses the transmission mechanism is formed by the right case, the left case, and the cover member, and the left case includes: a left case main body portion that forms a part of the transmission mechanism housing portion; and a bulging portion that bulges upward from the left housing body portion, one end side of the motor being attached, the bulging portion and the cover member forming a speed reduction mechanism housing portion that houses a speed reduction mechanism that reduces a rotation speed of the motor.
Effects of the invention
Thus, according to the present invention, it is possible to prevent the transmission from becoming large due to the provision of the driving motor.
Drawings
Fig. 1 is a left side view of a hybrid vehicle drive device according to an embodiment of the present invention.
Fig. 2 is a plan view of a hybrid vehicle drive device according to an embodiment of the present invention.
Fig. 3 is a frame diagram of a hybrid vehicle drive device according to an embodiment of the present invention.
Fig. 4 is a sectional view taken along the direction IV-IV of fig. 2.
Fig. 5 is a perspective view of a hybrid vehicle drive device according to an embodiment of the present invention.
Fig. 6 is a partial perspective view of a hybrid vehicle drive device according to an embodiment of the present invention.
Description of the reference numerals
A hybrid vehicle, 4.. a drive device (a drive device for a hybrid vehicle), 6.. a right housing, 7.. a left housing, 7g.. a left housing main body portion, 7h.. a bulging portion, 8.. an engine, 25.. a reduction mechanism housing portion, 27.. a cover member, 32.. an electric motor, 32c.. a connector, 32d.. a power receiving portion, 33.. a reduction mechanism, 46a.. a front bracket (bracket), 46b.. a rear bracket (bracket), 53.. a motor mounting flange, 54.. a cover member coupling flange, 55.. a rib, 61.. a transmission mechanism, 62.. a transmission mechanism housing portion.
Detailed Description
A hybrid vehicle drive device according to an embodiment of the present invention includes: a speed change mechanism that changes a rotational speed of a driving force transmitted from an engine; a transmission case that houses the transmission mechanism; and an electric motor that transmits a driving force to the transmission mechanism, wherein the electric motor is disposed above the transmission mechanism, the transmission case has a right case, a left case, and a cover member that are disposed in this order from one side of the engine, a transmission mechanism housing section that houses the transmission mechanism is formed by the right case, the left case, and the cover member, and the left case has: a left case main body portion that forms a part of the transmission mechanism housing portion; and a bulging portion bulging upward from the left housing body portion, one end side of the motor being fitted thereto, the bulging portion and the cover member forming a speed reduction mechanism housing portion housing a speed reduction mechanism for reducing a rotation speed of the motor.
Thus, the hybrid vehicle drive device according to the embodiment of the present invention can prevent the transmission from becoming large due to the provision of the drive motor.
[ examples ]
Hereinafter, a hybrid vehicle drive device according to an embodiment of the present invention will be described with reference to the drawings.
Fig. 1 to 6 are views showing a hybrid vehicle drive device according to an embodiment of the present invention.
In fig. 1 to 6, the vertical, front, rear, and left and right directions are the vertical, front, rear, and left and right directions of the hybrid vehicle drive device in a state of being installed in the vehicle, the direction orthogonal to the front and rear directions is the left and right directions, and the height direction of the hybrid vehicle drive device is the vertical direction.
First, the configuration is explained. In fig. 1, a hybrid vehicle (hereinafter simply referred to as a vehicle) 1 includes a vehicle body 2, and the vehicle body 2 is partitioned into an engine room 2A on the front side and a vehicle cabin 2B on the rear side by a dash panel 3. The engine room 2A is provided with a drive device 4, and the drive device 4 has a shift speed of forward 6 th gear and reverse 1 st gear. The drive device 4 constitutes a hybrid vehicle drive device of the present invention.
In fig. 2, an engine 8 is coupled to the drive device 4. The drive device 4 includes a transmission case 5, and the transmission case 5 includes a right case 6, a left case 7, and a cover member 27 in this order from the engine 8 side.
The right housing 6 is coupled to an engine 8. The engine 8 has a crankshaft 9 (see fig. 3), and the crankshaft 9 is provided to extend in the width direction of the vehicle 1. That is, the engine 8 of the present embodiment is constituted by a transverse engine, and the vehicle 1 of the present embodiment is a front engine front drive (FF) vehicle.
The left case 7 is coupled to the side opposite to the engine 8 with respect to the right case 6. That is, the left case 7 is coupled to the left side of the right case 6. A flange portion 6F (see fig. 2) is formed on the left outer peripheral edge of the right housing 6.
In fig. 1 and 2, a flange 7F is formed on the outer peripheral edge of the right side of the left housing 7. The flange portion 6F of the right case 6 and the flange portion 7F of the left case 7 are joint portions of the right case 6 and the left case 7, and end surfaces facing the left-right direction of each are joint surfaces (mating surfaces) that are joined to each other while being overlapped with each other.
As shown in fig. 1, the flange portion 7F is provided with a boss portion 7F into which the bolt 23A is inserted, and the boss portion 7F is provided in plural along the flange portion 7F.
A plurality of not-shown boss portions matching the boss portions 7F are formed in the flange portion 6F, and the right housing 6 and the left housing 7 are fastened and integrated by fastening the boss portions of the flange portion 6F and the boss portions 7F of the flange portion 7F with bolts 23A (see fig. 1).
An end surface facing the left-right direction is formed on the left outer peripheral edge of the left housing 7, and the left outer peripheral edge of the left housing 7 is a joint surface (mating surface) that is joined to overlap with the outer peripheral edge of the cover member 27.
A plurality of boss portions into which the bolts 23B are inserted are provided along the outer peripheral edge of the cover member 27, and the cover member 27 is fixed to the outer peripheral edge of the left side of the left housing 7 by the bolts 23B.
The right housing 6 houses a clutch 10 (see fig. 3). The left housing 7 houses an input shaft 11, a forward output shaft 12, a reverse output shaft 13, a final reduction mechanism 14, and a differential device 15 shown in fig. 3.
The input shaft 11, the forward output shaft 12, and the reverse output shaft 13 are provided in parallel in the left-right direction of the vehicle. The forward drive output shaft 12 of the present embodiment constitutes an output shaft of the present invention.
In fig. 3, an input shaft 11 is coupled to the engine 8 via a clutch 10, and power of the engine 8 is transmitted via the clutch 10. In fig. 3, the input shaft 11 includes an input gear 16A for 1-speed, an input gear 16B for 2-speed, an input gear 16C for 3-speed, an input gear 16D for 4-speed, an input gear 16E for 5-speed, and an input gear 16F for 6-speed.
The input gears 16A, 16B are fixed to the input shaft 11 and rotate integrally with the input shaft 11. The input gears 16C to 16F are provided to be rotatable relative to the input shaft 11.
The forward output shaft 12 includes an output gear 17A for 1-speed gear, an output gear 17B for 2-speed gear, an output gear 17C for 3-speed gear, an output gear 17D for 4-speed gear, an output gear 17E for 5-speed gear, an output gear 17F for 6-speed gear, and a final drive gear 17G for forward movement. The output gears 17A to 17F are meshed with the input gears 16A to 16F constituting the same shift stage. For example, the output gear 17D for the 4 th gear meshes with the input gear 16D for the 4 th gear.
The output gears 17A and 17B are provided to be rotatable relative to the forward output shaft 12. The output gears 17C to 17F and the final drive gear 17G are fixed to the forward output shaft 12 to rotate integrally with the forward output shaft 12.
In the 1 st gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16A and the output gear 17A. In the 2 nd gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16B and the output gear 17B.
A 1 st synchronizer 18 is provided between the output gear 17A and the output gear 17B on the forward output shaft 12.
When shifting to 1 st gear by a shift operation, the 1 st synchronizer 18 couples the output gear 17A of 1 st gear to the forward output shaft 12. When shifting to the 2 nd gear by the shift operation, the 1 st synchronizer 18 links the output gear 17B for the 2 nd gear to the output shaft 12 for the forward movement. In this way, when the shift operation is performed to shift to 1 st or 2 nd gear, the output gear 17A or 17B rotates integrally with the forward output shaft 12.
A 2 nd synchronizing device 19 is provided on the input shaft 11 between the input gear 16C and the input gear 16D.
When shifting to 3 th gear by a shift operation, the 2 nd synchronizer 19 links the input gear 16C to the input shaft 11. When shifting to 4 th gear by a shift operation, the 2 nd synchronizer 19 links the input gear 16D to the input shaft 11. In this way, when shifting to 3 th or 4 th gear by a shift operation, the input gear 16C or the input gear 16D rotates integrally with the input shaft 11.
In the 3 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16C and the output gear 17C. In the 4 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16D and the output gear 17D.
In this way, the 2 nd synchronizer 19 provided on the input shaft 11 selects 1 speed gear group from among 1 speed gear group including the input gear 16C and the output gear 17C and 1 speed gear group including the input gear 16D and the output gear 17D, and transmits power from the input shaft 11 to the forward output shaft 12 through the selected speed gear group.
A 3 rd synchronizer 20 is provided on the input shaft 11 between the input gear 16E and the input gear 16F.
When shifting to 5 th gear by a shift operation, the 3 rd synchronizer 20 links the input gear 16E to the input shaft 11. When shifting to 6 th gear by a shift operation, the 3 rd synchronizer 20 couples the input gear 16F to the input shaft 11. In this way, when shifting to 5 th or 6 th gear by a shift operation, the input gear 16E or the input gear 16F rotates integrally with the input shaft 11.
In the 5 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16E and the output gear 17E. In the 6 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16F and the output gear 17F.
In this way, the 3 rd synchronizer 20 provided on the input shaft 11 selects 1 speed gear group from among 1 speed gear group including the input gear 16E and the output gear 17E and 1 speed gear group including the input gear 16F and the output gear 17F, and transmits power from the input shaft 11 to the forward output shaft 12 through the selected speed gear group.
The speed change gear set including the input gear 16D and the output gear 17D and the speed change gear set including the input gear 16E and the output gear 17E are disposed adjacent to each other in the axial direction of the input shaft 11 between the 2 nd synchronizer 19 and the 3 rd synchronizer 20.
The reverse output shaft 13 is provided with a reverse gear 22A and a reverse final drive gear 22B. The reverse gear 22A is provided to be rotatable relative to the reverse output shaft 13 and meshes with the output gear 17A. The final drive gear 22B is fixed to the reverse output shaft 13 and rotates integrally with the reverse output shaft 13.
The 4 th synchronizer 21 is provided on the reverse output shaft 13. When switching to the reverse gear by the shift operation, the 4 th synchronizer 21 couples the reverse gear 22A to the reverse output shaft 13. Thereby, the reverse gear 22A rotates integrally with the reverse output shaft 13.
In the reverse gear, the power of the engine 8 is transmitted from the input shaft 11 to the reverse output shaft 13 through the input gear 16A, the output gear 17A that rotates relative to the forward output shaft 12, and the reverse gear 22A.
The final drive gear 17G for forward movement and the final drive gear 22B for reverse movement are meshed with the final driven gear 15A of the differential device 15. Thus, the power of the forward output shaft 12 and the power of the reverse output shaft 13 are transmitted to the differential device 15 through the forward final drive gear 17G or the reverse final drive gear 22B.
The differential device 15 includes: a final-stage driven gear 15A; a differential case 15B having a final driven gear 15A mounted on an outer peripheral portion thereof; and a differential mechanism 15C that is internally provided in the differential case 15B.
A cylindrical portion 15c (see fig. 4) is provided at the left end of the differential case 15B, and a cylindrical portion (not shown) similar to the cylindrical portion 15c is provided at the right end of the differential case 15B. As shown in fig. 3, one end of each of the right drive shaft 24R and the left drive shaft 24L is inserted into the cylindrical portion 15c and the cylindrical portion, not shown.
One end portions of the left and right drive shafts 24L, 24R are coupled to the differential mechanism 15C, and the other end portions of the left and right drive shafts 24L, 24R are coupled to left and right drive wheels, not shown, respectively. The differential device 15 distributes the power of the engine 8 to the left and right drive shafts 24L, 24R via the differential mechanism 15C and transmits the power to the drive wheels. The final driven gear 15A rotates about the rotation axis 15A.
The input shaft 11, the forward movement output shaft 12, the input gears 16A to 16F, and the output gears 17A to 17F of the present embodiment constitute a speed change mechanism 61.
The final reduction mechanism 14 includes a final drive gear 17G for forward movement and a final driven gear 15A.
In fig. 1 and 2, the motor 32 includes: a motor case 32A; and a motor shaft 32B rotatably supported by the motor case 32A. A rotor and a stator having a coil wound thereon, both not shown, are housed in the motor case 32A, and the motor shaft 32B is provided integrally with the rotor.
In the motor 32, a rotating magnetic field that rotates in the circumferential direction is generated by supplying three-phase alternating current to the coils. The stator links the generated magnetic flux to the rotor, thereby driving the rotor integrated with the motor shaft 32B to rotate.
In fig. 1 and 4, a reduction mechanism housing portion 25 is provided in the transmission case 5, and the reduction mechanism housing portion 25 is formed by a bulging portion 7H of the left case 7 and a cover member 27, which will be described later. The reduction mechanism housing portion 25 houses therein a reduction mechanism 33 (see fig. 4).
In fig. 3 and 4, the speed reduction mechanism 33 includes: a 1 st drive gear 34 provided on a motor shaft 32B of the motor 32; the 1 st intermediate shaft 35; the 2 nd intermediate shaft 36; and a 4-speed output gear 17D provided on the forward output shaft 12.
A 1 st driven gear 35A and a 2 nd drive gear 35B are provided on the 1 st intermediate shaft 35. A 2 nd driven gear 36A and a 3 rd drive gear 36B are provided on the 2 nd counter shaft 36.
The 1 st driven gear 35A is formed to have a larger diameter than the 1 st drive gear 34, and is meshed with the 1 st drive gear 34.
The 2 nd driving gear 35B is formed to have a smaller diameter than the 1 st driven gear 35A and the 2 nd driven gear 36A, and is meshed with the 2 nd driven gear 36A. The 2 nd drive gear 35B is disposed on the left side of the 1 st driven gear 35A.
The 3 rd driving gear 36B is formed to have the same diameter as the 2 nd driven gear 36A and to have a larger diameter than the output gear 17D for the 4 th gear, and the 3 rd driving gear 36B is engaged with the output gear 17D for the 4 th gear. The 3 rd driving gear 36B is disposed on the right side of the 2 nd driven gear 36A. In the intermeshing gear pair, the number of teeth of the large-diameter gear is larger than the number of teeth of the small-diameter gear.
The 1 st drive gear 34 and the 1 st driven gear 35A constitute a 1 st reduction gear pair 37 that couples the motor shaft 32B and the 1 st intermediate shaft 35. The 2 nd drive gear 35B and the 2 nd driven gear 36A connect the 1 st intermediate shaft 35 and the 2 nd intermediate shaft 36 to constitute a 2 nd reduction gear pair 38. The 3 rd drive gear 36B and the output gear 17D connect the 2 nd intermediate shaft 36 and the forward movement output shaft 12 to constitute a 3 rd reduction gear pair 39.
In this way, the speed reduction mechanism 33 includes the 1 st intermediate shaft 35 and the 2 nd intermediate shaft 36 on a power transmission path through which power is transmitted from the electric motor 32 to the forward output shaft 12. The speed reduction mechanism 33 reduces the speed of the power of the motor 32 and transmits the power to the forward drive output shaft 12 by setting the diameters and the numbers of teeth of the drive gears 34, 35B, and 36B and the driven gears 35A and 36A so as to have an arbitrary speed reduction ratio.
The left case 7 has a bulging portion 7H bulging upward at its left end. The opening at the left end of the left housing 7 is enlarged upward by the bulging portion 7H. The bulging portion 7H is a housing portion constituting the speed reduction mechanism housing portion 25, and the speed reduction mechanism 33 is disposed on the left side thereof.
In fig. 1 and 2, a cover member 27 is joined (fastened) to the left end portion of the left housing 7 by a bolt 23B (see fig. 1), and closes the opening of the left end portion of the left housing 7 including the portion of the bulging portion 7H. That is, the speed reduction mechanism housing section 25 serving as a housing space for the speed reduction mechanism 33 is formed from the left and right by the bulging section 7H and the cover member 27 disposed on the left side of the bulging section 7H.
In fig. 1 and 2, a motor mounting portion 29C is provided on the engine 8 side (right side) of the upper end portion of the bulging portion 7H. The motor mounting portion 29C is formed in a circular flange shape, and has a diameter that is enlarged from an upper portion of the bulging portion 7H (specifically, a left end portion of the upper portion of the bulging portion 7H) to an outer diameter equal to an outer diameter of the motor 32, that is, an outer diameter of the motor case 32A. A through hole through which a shaft for transmitting the driving force of the motor 32 to the speed reduction mechanism 33 is inserted is formed in the center of the motor mounting portion 29C so as to be coaxial with the axial center of the motor shaft 32B.
A boss portion 29m is provided on an outer peripheral portion of the motor mounting portion 29C, and a plurality of boss portions 29m are provided along the outer peripheral portion of the motor mounting portion 29C. The motor 32 is fastened to the motor mounting portion 29C by inserting the bolt 23C through the boss portion 29m from the left side and tightening and fixing the bolt 23C to a screw hole, not shown, formed in the motor housing 32A.
The motor mounting portion 29C has a motor mounting surface facing rightward, and the motor 32 mounted on the motor mounting portion 29C is disposed such that the motor shaft 32B is along the left-right direction of the vehicle. The motor 32 is disposed to extend rightward from a bulging portion 7H formed in a left side portion of the left housing 7 in a state of being exposed to an upper portion of the outside of the transmission case 5.
As shown in fig. 4, the center of the motor shaft 32B of the motor 32 is disposed between the input shaft 11 and the rotation axis 15a of the final driven gear in the front-rear direction of the vehicle. More specifically, the center of the motor shaft 32B of the motor 32 is disposed between the forward output shaft 12 and the rotation axis 15a of the final driven gear in the front-rear direction of the vehicle.
In fig. 1 and 2, a shift unit 41 is provided at an upper portion of the left housing 7 on the front side of the electric motor 32 in the front-rear direction of the vehicle. The electric motor 32 and the shift unit 41 are disposed close to the attachment fitting portion 31 as described later so as to be close to the attachment fitting portion 31 in a plan view of the vehicle 1.
That is, the motor 32 and the shift unit 41 are disposed in front and rear of the mount fitting portion 31. Specifically, the attachment fitting portion 31 and the bulging portion 7H are arranged in a front-rear direction at the left end portion of the left housing 7, and the shift unit 41 is arranged to extend from the right side of the attachment fitting portion 31 to the front side and to extend toward the front side of the vehicle.
The shift unit 41 is driven for performing a shift operation and a clutch operation of the drive device 4. Here, the shift operation is an operation of switching the shift speed of the drive device 4, and the clutch operation is an operation of engaging (connecting) or releasing (disconnecting) the clutch 10 of the drive device 4.
The shift unit 41 is an oil pressure device, and is a device that: the hydraulic pump includes an oil pump, a motor for driving the oil pump, a valve unit, an accumulator, a reservoir for working oil, and oil passage components, and is heavy and large in number of components.
In fig. 4, a shift select shaft 42 is housed in the left housing 7. The shift select shaft 42 is movable in the axial direction and rotatable with respect to the left housing 7, and is operated by the shift unit 41.
In a state where a shift lever, not shown, operated by the driver is switched to the forward range or to the reverse range, the shift unit 41 operates the shift select shaft 42 based on, for example, a shift map in which a throttle opening and a vehicle speed are set in advance as parameters.
The shift select shaft 42 operates the 1 st to 4 th synchronizers 18 to 21 by a shift operating mechanism including a shift fork (shiftyoke), a shift shaft, a shift fork (shiftfork), and the like, all of which are not shown, to control the shift stage. The shift unit 41 operates the shift select shaft 42 by a hydraulic mechanism, a motor mechanism, or the like, but the driving method is not limited to these hydraulic mechanism, motor mechanism, or the like.
As shown in fig. 1 and 2, a front bracket 46A and a rear bracket 46B are provided in the transmission case 5 in order to improve the support rigidity of the electric motor 32. The front bracket 46A couples the right end front portion of the motor 32 and the right housing 6, and supports the motor 32 to the right housing 6.
The rear bracket 46B couples the right rear end of the motor 32 and the right housing 6, and supports the motor 32 on the right housing 6. In this way, the left end portion of the motor 32 is coupled to the motor mounting portion 29C (left case 7), and the right end portion of the motor 32, which becomes the opposite side in the axial direction, is coupled to the right case 6.
A connector 32C is provided on the rear side of the motor 32, and a power supply line (not shown) for supplying electric power for driving the motor 32 is connected to the connector 32C.
A mount fitting portion 31 is provided at an upper portion of the left housing 7. The mount fitting section 31 has a plurality of boss sections 31A, and an unillustrated mount device fixed to the vehicle body 2 is fastened to the boss sections 31A. Thereby, the drive device 4 is elastically supported by the vehicle body 2 by the mounting device.
The motor 32 is disposed above the left housing 7, spaced apart from the upper surface of the left housing 7 at a position rearward of the attachment fitting portion 31. The engine 8 is elastically supported by the vehicle body 2 by an unillustrated mounting device for the engine.
As shown in fig. 4, in the present embodiment, the electric motor 32 is disposed above the speed change mechanism 61. As shown in fig. 2, the transmission case 5 includes a right case 6, a left case 7, and a cover member 27 arranged in this order from the engine 8 side. Further, the right case 6, the left case 7, and the cover member 27 form a transmission mechanism housing portion 62 (see fig. 4) that houses the transmission mechanism 61.
That is, the input shaft 11 and the forward movement output shaft 12 are supported at their right ends by the right housing 6 via bearings, have their left and right intermediate portions disposed in the left housing 7, and have their left ends supported by the cover member 27 via bearings.
As shown in fig. 1, 2, and 4, the left housing 7 includes: a left case body portion 7G forming a part of the transmission mechanism housing portion 62; and a bulging portion 7H bulging upward from the left housing body portion 7G, and to which one end side (left end portion) of the motor 32 is attached. The bulging portion 7H and the cover member 27 form a reduction mechanism housing portion 25, and the reduction mechanism housing portion 25 houses a reduction mechanism 33 that reduces the rotation speed of the motor 32.
As shown in fig. 5 and 6, in the present embodiment, the motor 32 includes: a power receiving unit 32D that protrudes radially outward from the other end side (right end) of the motor 32 and receives electric power used by the motor 32; and a connector 32C provided on a left side surface (a surface on one end side of the motor 32) of the power receiving portion 32D so as to face one end side of the motor 32.
Since the connector 32C is provided toward one end side (left side) of the motor 32, the attaching and detaching direction is along the motor shaft 32B, and the power supply line connected to the connector 32C can be wired along the motor 32. The power receiving unit 32D is disposed so as to be located downward as it is farther outward in the radial direction from the motor 32. That is, as shown in fig. 1, the power receiving portion 32D protrudes rearward and downward from the electric motor 32 and is disposed along the upper surface of the transmission case 5.
In the present embodiment, the motor mounting flange 53 to be coupled to one end side of the motor 32 is formed in the motor mounting portion 29C on the engine 8 side of the bulging portion 7H, the diameter of the motor mounting flange 53 is formed to be larger toward the engine 8 side, the cover member coupling flange 54 to be coupled to the cover member 27 is formed on the cover member 27 side of the bulging portion 7H, and the motor mounting flange 53 and the cover member coupling flange 54 are coupled by the rib 55.
In the present embodiment, the left end portion of the motor 32 is fitted to the right side surface of the bulging portion 7H, and the right end portion of the motor 32 is located in the vicinity of the joint portion of the right housing 6 with the left housing 7. As shown in fig. 2, power receiving unit 32D at the rear end (right end) of motor 32 is attached to right housing 6 near the joint with left housing 7 via front bracket 46A and rear bracket 46B.
As shown in fig. 1, in the present embodiment, the front bracket 46A and the rear bracket 46B are arranged in pairs in the front-rear direction of the motor shaft 32B in the vehicle front-rear direction. That is, the rear end portion of the front bracket 46A on the vehicle front side is coupled to the front upper portion of the motor 32, and the front end portion of the front bracket 46A is coupled to the upper surface of the right case 6 (see fig. 6).
The right case 6 has a shape in which the upper surface bulges upward compared to the left case 7 in order to house the clutch 10, and the front end portion of the front bracket 46A can be fixed at a higher position. Therefore, the front bracket 46A can be disposed so as to extend in the radial direction of the motor 32, and the driving torque of the motor 32 can be efficiently handled. Further, a boss for fixing the front bracket 46A is provided upright on the upper surface of the right housing 6. A screw hole is formed in the boss, the front end portion of the front bracket 46A is placed on the upper end face of the boss, and the front end portion of the front bracket 46A is tightly fixed to the boss by a bolt screwed from above.
A front end portion of the rear bracket 46B on the vehicle rear side is coupled to a rear lower portion of the motor 32 (specifically, a rear lower portion of the power receiving portion 32D), and a rear end portion of the rear bracket 46B is fixed to a coupling portion between the flange portion 6F and the flange portion 7F having high rigidity in the rear portion of the transmission case 5 (see fig. 1). Specifically, the flange portion 6F of the right housing 6 is enlarged to enlarge the joint surface with the flange portion 7F, and a screw hole is formed in the enlarged portion along the left-right direction. The rear end portion of the rear bracket 46B is overlapped to the mating face of the flange portion 6F, and the rear end portion of the rear bracket 46B is tightly fixed to the flange portion 6F of the right housing 6 by a bolt screwed from the left side.
The rear bracket 46B is also disposed so as to extend in the radial direction of the motor 32, and can efficiently cope with the driving torque of the motor 32. The pair of front bracket 46A and rear bracket 46B receive the reverse torque in both the normal rotation and reverse rotation of the motor 32, and suppress the vibration of the motor 32.
Next, the operation will be explained.
When the vehicle 1 travels by the engine while traveling forward, the power of the engine 8 is transmitted from the input shaft 11 to any one of the output gears 17A to 17F through any one of the input gears 16A to 16F that establishes a predetermined shift speed.
Accordingly, power is transmitted from the final drive gear 17G of the forward output shaft 12 to the final driven gear 15A, and power of the engine 8 is distributed to the left and right drive shafts 24L, 24R through the differential mechanism 15C of the differential device 15 and transmitted to the drive wheels, whereby the vehicle 1 performs forward travel.
On the other hand, when the driving force of the motor 32 is applied when the vehicle 1 moves forward, the power of the motor 32 is transmitted from the motor shaft 32B to the 1 st driven gear 35A through the 1 st drive gear 34.
Then, the power of the motor 32 is transmitted to the output gear 17D for the 4 th gear through the 2 nd drive gear 35B, the 2 nd driven gear 36A, and the 3 rd drive gear 36B. The 4-speed output gear 17D is located on the left side of the substantially central portion of the transmission mechanism 61 in the axial direction of the forward output shaft 12 and is disposed below the bulging portion 7H of the left casing 7.
In the speed reduction mechanism 33, the diameters and the numbers of teeth of the drive gears 34, 35B, 36B and the driven gears 35A, 36A are set so as to have an arbitrary speed reduction ratio, and therefore, the power of the motor 32 is reduced in speed and transmitted to the forward output shaft 12.
Thus, power is transmitted from the final drive gear 17G of the forward output shaft 12 to the final driven gear 15A, and the vehicle 1 travels forward. When the driving force of the electric motor 32 is applied when the vehicle 1 travels backward, the rotation direction of the electric motor 32 is reversed with respect to the forward travel. In this case, the drive force transmission paths from the electric motor 32 to the forward output shaft 12 are the same. In addition, in the case of regenerative braking by the electric motor 32, the power transmission direction is reversed, but the driving force transmission path is the same as that in forward traveling.
As described above, according to the drive device 4 of the present embodiment, the electric motor 32 is disposed above the transmission mechanism 61, and the transmission case 5 includes the right case 6, the left case 7, and the cover member 27, which are disposed in this order from the engine 8 side.
Further, the right case 6, the left case 7, and the cover member 27 form a transmission mechanism housing portion 62 that houses the transmission mechanism 61.
Further, the left housing 7 has: a left case body portion 7G forming a part of the transmission mechanism housing portion 62; and a bulging portion 7H bulging upward from the left housing body portion 7G, and to which one end side of the motor 32 is attached.
The bulging portion 7H and the cover member 27 form a reduction mechanism housing portion 25, and the reduction mechanism housing portion 25 houses a reduction mechanism 33 that reduces the rotation speed of the motor 32.
This makes it possible to effectively utilize the space above the transmission case 5 to dispose the electric motor 32, and to prevent the transmission case 5 from becoming large. In the present embodiment, the drive device 4 can be further downsized by disposing substantially the entire electric motor 32 above the left case 7 (left case main body portion 7G) and mounting the electric motor 32 in a state where it is exposed without being incorporated in the transmission case 5.
As a result, the transmission can be prevented from becoming large due to the provision of the drive motor 32.
According to the driving device 4 of the present embodiment, the motor 32 has: a power receiving unit 32D that protrudes radially outward from the other end of the motor 32 and receives electric power used by the motor 32; and a connector 32C provided in the power receiving unit 32D and facing one end side of the motor 32. The power receiving unit 32D is disposed so as to be located downward as it is farther outward in the radial direction from the motor 32.
This allows the power receiving unit 32D of the electric motor 32 to be disposed close to the transmission case 5, and prevents the power receiving unit 32D from interfering with the peripheral components of the transmission case 5.
Further, since the power line connected to the connector 32C can be wired so as to extend to one end side of the electric motor 32 along the transmission case 5, the power line can be easily connected to the connector 32C on the electric motor 32 side while avoiding interference with other components, and the other components can be easily assembled to the vehicle 1 without interference with the power line.
According to the drive device 4 of the present embodiment, the motor attachment flange 53 coupled to one end side of the motor 32 is formed at the end portion of the bulging portion 7H on the engine 8 side, and the diameter of the motor attachment flange 53 is formed to be larger toward the engine 8 side. A cover member coupling flange 54 to be coupled to the cover member 27 is formed on the cover member 27 side of the bulging portion 7H. The motor assembly flange 53 and the cover member coupling flange 54 are coupled by a rib 55.
This can improve the rigidity of the motor mounting flange 53 of the bulging portion 7H.
According to the drive device 4 of the present embodiment, the power receiving portion 32D is fitted to the vicinity of the joint portion with the left case 7 of the right case 6 through the front bracket 46A and the rear bracket 46B.
This can improve the rigidity of the motor 32 attached to the transmission case 5, and can suppress vibration of the motor 32, thereby improving the durability of the transmission case 5.
According to the drive device 4 of the present embodiment, the front bracket 46A and the rear bracket 46B are arranged in a pair in the vehicle front-rear direction.
This allows the torque reaction force of the electric motor 32 to be reliably received by the front bracket 46A and the rear bracket 46B, and thus reduces the load applied to the motor attachment flange 53, thereby improving the durability of the transmission case 5.
Although embodiments of the present invention have been disclosed, it is apparent that modifications can be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included within the scope of the appended claims.

Claims (5)

1. A drive device for a hybrid vehicle is provided with:
a speed change mechanism that changes a rotational speed of a driving force transmitted from an engine;
a transmission case that houses the transmission mechanism; and
an electric motor that transmits a driving force to the transmission mechanism, the hybrid vehicle driving apparatus being characterized in that,
the electric motor is disposed above the speed change mechanism,
the transmission case includes a right case, a left case, and a cover member arranged in this order from one side of the engine,
a transmission mechanism housing section for housing the transmission mechanism is formed by the right housing, the left housing, and the cover member,
the left housing includes:
a left case main body portion that forms a part of the transmission mechanism housing portion; and
a bulging portion bulging upward from the left housing main body portion and fitted with one end side of the motor,
the bulging portion and the cover member form a reduction mechanism housing portion that houses a reduction mechanism that reduces a rotation speed of the motor.
2. The drive device for a hybrid vehicle according to claim 1,
the motor includes:
a power receiving unit that protrudes radially outward from the other end of the motor and receives electric power used by the motor; and
a connector provided on the power receiving unit and facing one end side of the motor,
the power receiving unit is disposed so as to be located downward as it is farther from the motor toward the outside in the radial direction.
3. The drive device for a hybrid vehicle according to claim 1 or claim 2,
a motor mounting flange coupled to one end side of the motor is formed at an end portion of the bulging portion on the engine side, the motor mounting flange is formed to have a diameter that increases toward the engine side,
a cover member coupling flange coupled to the cover member is formed on the cover member side of the bulging portion,
the flange for assembling the motor and the flange for coupling the cover member are rib-coupled.
4. The drive device for a hybrid vehicle according to claim 2,
the power receiving unit is attached to the right housing near a joint with the left housing via a bracket.
5. The drive device for a hybrid vehicle according to claim 4,
the pair of brackets is arranged in the vehicle front-rear direction.
CN201911318138.5A 2018-12-21 2019-12-19 Driving device for hybrid vehicle Active CN111347865B (en)

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JP2018239447A JP7271937B2 (en) 2018-12-21 2018-12-21 Drive system for hybrid vehicle

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FR3145119A1 (en) * 2023-01-24 2024-07-26 Psa Automobiles Sa ELECTRIC MOTORIZATION ASSEMBLY FOR MOTOR VEHICLE

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CN111347865B (en) 2024-01-23
DE102019218973A1 (en) 2020-06-25
FR3090513A1 (en) 2020-06-26
JP2020100263A (en) 2020-07-02
DE102019218973B4 (en) 2023-12-21
FR3090513B1 (en) 2024-02-16
JP7271937B2 (en) 2023-05-12

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