CN112004702B - Motor unit - Google Patents

Motor unit Download PDF

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Publication number
CN112004702B
CN112004702B CN201980025750.5A CN201980025750A CN112004702B CN 112004702 B CN112004702 B CN 112004702B CN 201980025750 A CN201980025750 A CN 201980025750A CN 112004702 B CN112004702 B CN 112004702B
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CN
China
Prior art keywords
engine
motor
axis
shaft
gear
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Active
Application number
CN201980025750.5A
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Chinese (zh)
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CN112004702A (en
Inventor
北见拓也
山口康夫
藤原久嗣
中村圭吾
桧皮隆宏
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Nidec Corp
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Nidec Corp
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Publication of CN112004702A publication Critical patent/CN112004702A/en
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Classifications

    • 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
    • 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
    • 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
    • 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
    • B60K6/42—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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • 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
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Abstract

One embodiment of the motor unit of the present invention includes a motor and a transmission mechanism. The transmission mechanism includes: a motor drive shaft extending along a motor axis and rotated by a motor; a motor drive gear fixed to the motor drive shaft and rotating around the motor axis; an engine drive shaft extending along an engine axis and rotated by the engine; an engine drive gear fixed to an engine drive shaft and rotating about an engine axis; a minor axis extending along a minor axis; a pinion gear fixed to the auxiliary shaft, meshed with the engine drive gear, and rotated about the auxiliary shaft axis; a drive gear fixed to the auxiliary shaft and rotating around the auxiliary shaft axis; a ring gear engaged with the drive gear for rotation about an output axis; and an output shaft connected to the ring gear for rotation about an output axis. The motor drive gear is meshed with the engine drive gear.

Description

Motor unit
Technical Field
The present invention relates to a motor unit.
Background
In recent years, development of a drive device mounted on a hybrid vehicle has been actively carried out. Patent document 1 describes a structure in which an engine output gear and a motor gear mesh with an idler gear to transmit power of an engine and a drive motor to a differential gear.
Prior art literature
Patent literature
Patent document 1: japanese laid-open publication: japanese patent laid-open No. 2008-074267
Disclosure of Invention
Problems to be solved by the invention
In the gear structure of the conventional structure, a gear transmitting power of the motor and a gear transmitting power of the engine are meshed with one gear (idler gear). Therefore, it is necessary to dispose the motor and the engine so as to be displaced in the vertical direction, and the overall vertical dimension becomes large.
An object of one embodiment of the present invention is to provide a motor unit capable of miniaturizing the dimension in the up-down direction.
Means for solving the problems
One embodiment of the motor unit according to the present invention is a motor unit mounted on a vehicle and connected to an engine, the motor unit including: a motor; and a transmission mechanism that transmits power of the engine and the motor and outputs the power from an output shaft. The transmission mechanism includes: a motor drive shaft extending along a motor axis, rotated by the motor; a motor drive gear fixed to the motor drive shaft for rotation about the motor axis; an engine drive shaft extending along an engine axis, rotated by the engine; an engine drive gear fixed to the engine drive shaft for rotation about the engine axis; a minor axis extending along a minor axis; a pinion gear fixed to the auxiliary shaft, meshed with the engine driving gear, and rotated around the auxiliary shaft axis; a drive gear fixed to the auxiliary shaft and rotatable around the auxiliary shaft; a ring gear engaged with the drive gear and rotating about an output axis; and the output shaft is connected with the gear ring and rotates around the output axis. The motor drive gear is meshed with the engine drive gear.
Effects of the invention
According to one embodiment of the present invention, a motor unit capable of reducing the size in the vertical direction is provided.
Drawings
Fig. 1 is a conceptual diagram of a power train 9 having a motor unit of one embodiment, showing a case where the power train is driven in EV mode.
Fig. 2 is a conceptual diagram of a power train 9 having a motor unit of one embodiment, showing a case where the power train is driven in a series mode.
Fig. 3 is a conceptual diagram of a power train 9 having a motor unit of one embodiment, showing a case where the power train is driven in a parallel mode.
Fig. 4 is a cross-sectional view showing a separation mechanism of an embodiment.
Fig. 5 is a side view of the motor unit of one embodiment as viewed from the axial direction.
Detailed Description
Hereinafter, a motor unit according to an embodiment of the present invention will be described with reference to the drawings. The scope of the present invention is not limited to the following embodiments, and may be arbitrarily changed within the scope of the technical idea of the present invention. In the drawings below, the actual configuration may be different from the scale, the number, and the like of the configurations in order to facilitate understanding of the configurations.
In the following description, the gravity direction is defined based on the positional relationship when the motor unit 10 is mounted on a vehicle on a horizontal road surface. In this specification, "extending in the axial direction" includes, in addition to extending strictly in the axial direction (i.e., the direction parallel to the X axis), extending in a direction inclined in a range of less than 45 ° with respect to the axial direction. In the present specification, "extending along the axis" means extending along the axial direction with the predetermined axis as the center. In addition, in the present specification, "extending in the radial direction" includes, in addition to extending strictly in the radial direction, i.e., in a direction perpendicular to the axial direction, extending in a direction inclined in a range of less than 45 ° with respect to the radial direction. In the present specification, the Y-axis direction is the vehicle width direction.
Fig. 1 is a conceptual diagram of a powertrain 9 having a motor unit 10 of one embodiment. The Y-axis is shown in fig. 1. The Y-axis direction is the width direction (left-right direction) of the vehicle. The motor axis J1, the engine axis J2, the sub axis J3, and the output axis J4 described later are virtual axes that do not exist in reality.
The powertrain 9 has a motor unit 10 and an engine 2. The motor unit 10 is connected to the engine 2. The motor unit 10 has a generator 4, a motor 1, and a transmission mechanism (transaxle) 5. The driving battery 3 is connected to the motor unit 10.
The motor unit 10 is mounted on a vehicle such as a Hybrid Electric Vehicle (HEV) or a plug-in hybrid electric vehicle (PHV) that uses the motor 1 and the engine 2 as power sources.
The engine 2 is an internal combustion engine (a gasoline engine or a diesel engine) fuelled with gasoline or light oil. The engine 2 of the present embodiment is a so-called transverse engine in which the crankshaft 2a is disposed transversely so that its direction matches the vehicle width direction. The engine 2 is disposed on one side of the motor unit 10 in the vehicle width direction. The crank shaft 2a extends along the engine axis J2. The engine axis J2 is arranged in parallel with the output shaft 55 of the motor unit 10. The operating state of the engine 2 is controlled by an electronic control device.
The engine 2 and the motor unit 10 are connected via a damper 2 c. The damper 2c functions as a torque limiter. The damper 2c reduces vibrations caused by abrupt torque fluctuations when the engine is performing rapid acceleration or the like of the vehicle. The engine 2 is connected to an engine drive shaft 12 of the motor unit 10 via a damper 2 c. That is, the engine 2 drives the engine drive shaft 12.
The motor 1 is a motor generator having both a function as a motor and a function as a generator. The motor 1 mainly functions as an electric motor to drive the vehicle, and functions as a generator during regeneration.
The motor 1 includes a motor rotor 31 and a motor stator 32 surrounding the motor rotor 31. The motor rotor 31 is rotatable about a motor axis J1. The motor stator 32 is annular. The motor stator 32 surrounds the motor rotor 31 from the radial outside of the motor axis J1.
The motor rotor 31 is fixed to a motor drive shaft 11 described later. The motor rotor 31 rotates around the motor axis J1. Motor rotor 31 includes rotor magnet 31a and rotor core 31b. Rotor magnet 31a is fixed in a holding hole provided in rotor core 31b.
The motor stator 32 includes a stator core 32a and a coil 32b. The stator core 32a has a plurality of teeth protruding radially inward of the motor axis J1. The coil 32b is wound around the teeth of the stator core 32 a.
The generator 4 is a motor generator having both a motor function and a generator function. The generator 4 functions as a motor (starter) when starting the engine 2, and generates electric power by engine power when the engine 2 is operated.
The generator 4 generates electricity by the power of the engine 2. The generator 4 includes a generator rotor 41 and a generator stator 42 surrounding the generator rotor 41. The generator rotor 41 is rotatable about the engine axis J2. The generator stator 42 is annular. The generator stator 42 surrounds the generator rotor 41 from the radial outside of the engine axis J2.
The generator rotor 41 is fixed to an engine drive shaft 12 described later. The generator rotor 41 rotates about the engine axis J2. The generator rotor 41 includes a rotor magnet 41a and a rotor core 41b. The rotor magnet 41a is fixed in a holding hole provided in the rotor core 41b.
The generator stator 42 includes a stator core 42a and a coil 42b. The stator core 42a has a plurality of teeth protruding radially inward of the engine axis J2. The coil 42b is wound around the teeth of the stator core 42 a.
An inverter (not shown) for converting a direct current and an alternating current is connected to the motor 1 and the generator 4. The rotational speeds of the motor 1 and the generator 4 are controlled by controlling the inverter. The operation states of the motor 1, the generator 4, and the inverters are controlled by an electronic control device.
The transmission mechanism 5 transmits force between the engine 2, the generator 4, and the motor 1. The transmission mechanism 5 incorporates a plurality of mechanisms for transmitting power between the drive source and the driven device. The transmission mechanism 5 outputs power of the engine 2 and the motor 1 from the output shaft 55.
The transmission mechanism 5 includes a motor drive shaft 11, a motor drive gear 21, an engine drive shaft 12, an engine drive gear 22, a counter shaft 13, a pinion gear (large gear portion) 23, a drive gear (small gear portion) 24, a ring gear 51, an output shaft (axle) 55, a differential device (differential gear) 50, and a disengaging mechanism (clutch mechanism) 60.
Each gear and each shaft of the transmission mechanism 5 can rotate about any one of the motor axis J1, the engine axis J2, the sub axis J3, and the output axis J4. In the present embodiment, the motor axis J1, the engine axis J2, the sub axis J3, and the output axis J4 extend parallel to each other. The motor axis J1, the engine axis J2, the sub axis J3, and the output axis J4 are parallel to the vehicle width direction. In the following description, the vehicle width direction may be simply referred to as an axial direction.
The motor drive shaft 11 extends along a motor axis J1. The motor drive shaft 11 is fixed to the motor rotor 31. The motor drive shaft 11 rotates the motor 1.
The motor drive gear 21 is fixed to the motor drive shaft 11. The motor drive gear 21 rotates around the motor axis J1 together with the motor drive shaft 11. The motor drive gear 21 is meshed with the engine drive gear 22.
The engine drive shaft 12 extends along an engine axis J2. The engine drive shaft 12 is connected to a crankshaft 2a of the engine 2 via a damper 2 c. The engine drive shaft 12 is rotated by the engine 2. In the case of stably rotating the engine 2, the engine drive shaft 12 rotates in synchronization with the crankshaft 2a. A generator rotor 41 is fixed to the engine drive shaft 12.
The engine drive shaft 12 has a 1 st shaft portion 12A and a 2 nd shaft portion 12B. The engine drive shaft 12 is provided with a separation mechanism 60. The 1 st shaft portion 12A and the 2 nd shaft portion 12B extend along the engine axis J2, respectively. That is, the 1 st shaft portion 12A and the 2 nd shaft portion 12B are coaxially aligned. The 1 st shaft portion 12A is connected to the engine 2 via a damper 2 c. A generator rotor 41 is fixed to the 1 st shaft portion 12A. On the other hand, an engine driving gear 22 is fixed to the 2 nd shaft portion 12B.
The separation mechanism 60 separates the 1 st shaft portion 12A and the 2 nd shaft portion 12B without transmitting the power of the engine 2 to the output shaft. When the vehicle is driven by the engine 2 by transmitting the power of the engine 2 to the output shaft, the separation mechanism 60 connects the 1 st shaft portion 12A and the 2 nd shaft portion 12B. The separating mechanism 60 will be described in detail later.
The engine drive gear 22 is fixed to the engine drive shaft 12. The engine drive gear 22 rotates with the engine drive shaft 12 about the engine axis J2. As described above, the engine drive gear 22 meshes with the motor drive gear 21. Therefore, the engine driving gear 22 is rotated by the power of the motor 1 and the engine 2. In addition, the engine drive gear 22 is also meshed with the pinion gear 23. That is, the engine driving gear 22 meshes with 2 gears (the motor driving gear 21 and the pinion gear 23). The engine drive gear 22 transmits the power of the motor 1 and the power of the engine 2 to the pinion gear 23.
The secondary shaft 13 extends along a secondary axis J3. The auxiliary shaft 13 rotates about the auxiliary axis J3. The counter shaft 13 is rotatably held by a housing (not shown) accommodating the transmission mechanism 5 via a bearing, for example.
The pinion 23 is fixed to the counter shaft 13. The pinion 23 rotates about the secondary axis J3 together with the secondary shaft 13. As described above, the pinion gear 23 meshes with the engine drive gear 22.
A drive gear 24 is fixed to the auxiliary shaft 13. The drive gear 24 rotates about the secondary axis J3 together with the counter shaft 13 and the secondary gear 23.
The ring gear 51 is fixed to the differential device 50. The ring gear 51 rotates about the output axis J4. The ring gear 51 meshes with the drive gear 24. The ring gear 51 transmits the power of the motor 1 and the engine 2 transmitted via the drive gear 24 to the differential device 50.
The differential device 50 is a device for transmitting torque output from the motor 1 and the engine 2 to wheels H of the vehicle. The differential device 50 has a function of absorbing a speed difference between the left and right wheels H when the vehicle turns and transmitting the torque to the left and right output shafts 55.
The differential device 50 includes a gear housing (not shown) fixed to the ring gear 51, a pair of pinion gears (not shown), a pinion shaft (not shown), and a pair of side gears (not shown). The gear housing rotates together with the ring gear 51 about the output axis J4. The gear housing houses a pair of pinion gears, a pinion shaft, and a pair of side gears. The pair of pinion gears are bevel gears facing each other. A pair of pinion gears are supported on the pinion shaft. The pair of side gears are bevel gears that mesh at right angles to the pair of pinion gears. A pair of side gears are fixed to the output shaft 55, respectively.
The output shaft 55 rotates about the output axis J4. The power of the motor 1 is transmitted to the output shaft 55 via the gears. Likewise, the power of the engine 2 is transmitted to the output shaft 55 via the gears.
The motor unit 10 of the present embodiment includes a pair of output shafts 55. The pair of output shafts 55 are connected to the ring gear 51 via the differential device 50, respectively. Wheels H are fixed to the front ends of the pair of output shafts 55. The output shaft 55 outputs power to the outside (to the road surface via the wheels H).
The transmission mechanism 5 may have a parking lock mechanism, not shown. The parking lock mechanism is driven based on a shift operation by the driver. The parking lock mechanism alternately switches between a locked state in which power transmission in the transmission mechanism 5 is restricted and an unlocked state in which the restriction is released. The parking lock mechanism has, for example, a parking gear fixed to the counter shaft 13, a parking lock arm that engages a groove of the parking gear to prevent rotation of the parking gear, and a parking lock actuator that drives the parking lock arm.
The separation mechanism 60 can cut off a power transmission path (engine drive path) of the engine 2 on the engine drive shaft 12. As described above, the engine drive shaft 12 has the 1 st shaft portion 12A and the 2 nd shaft portion 12B. The separation mechanism 60 alternately switches between a connection state in which the 1 st shaft portion 12A and the 2 nd shaft portion 12B are connected and a disconnection state in which the 1 st shaft portion 12A and the 2 nd shaft portion 12B are separated.
The 1 st shaft portion 12A is connected to the engine 2 and the generator 4. The 2 nd shaft portion 12B is located on the output side (i.e., the output shaft 55 side) with respect to the 1 st shaft portion 12A in the path of the transmission mechanism 5. In the connected state, the power of the engine 2 is transmitted from the 1 st shaft portion 12A to the 2 nd shaft portion 12B.
Fig. 4 is a sectional view showing the separation mechanism 60. The 1 st shaft portion 12A has a 1 st opposing end portion 12Aa that opposes the 2 nd shaft portion 12B in the axial direction. The 1 st opposing end portion 12Aa is provided with a recess 12Ac that is open in the axial direction. The 1 st shaft portion 12A has a connection flange portion 12Ab located at the 1 st opposite end portion 12Aa. External spline 12Ad is provided on the outer peripheral surface of connection flange 12Ab.
The 2 nd shaft portion 12B has a 2 nd opposing end portion 12Ba that opposes the 1 st shaft portion 12A in the axial direction. The 2 nd shaft portion 12B is accommodated in the recess 12Ac of the 1 st shaft portion 12A at the 2 nd opposite end portion 12Ba. A needle bearing 12n is accommodated between the inner peripheral surface of the recess 12Ac and the 2 nd shaft portion 12B.
The separation mechanism 60 includes a sleeve 61, a clutch hub 62, a synchronizer ring 63, a key 64, and a driving portion (not shown). The separation mechanism 60 of the present embodiment is referred to as a rotational synchronization device or synchronization mechanism.
The clutch hub 62 is fixed to the outer peripheral surface of the 2 nd shaft portion 12B. That is, the separation mechanism 60 of the present embodiment is fixed to the 2 nd shaft portion 12B. The clutch hub 62 rotates together with the 2 nd shaft portion 12B about the engine axis J2. External spline 62a is provided on the outer peripheral surface of clutch hub 62.
The sleeve 61 is supported on the 2 nd shaft portion 12B via a clutch hub 62. Therefore, the sleeve 61 is rotatable about the engine axis J2 together with the 2 nd shaft portion 12B. The sleeve 61 is moved relative to the clutch hub 62 in the axial direction of the engine axis J2 by a driving portion (not shown).
An inner spline 61a is provided on the inner peripheral surface of the sleeve 61. The sleeve 61 is engaged with the external spline 62a of the clutch hub 62. After the clutch hub 62 and the connection flange portion 12Ab are rotated synchronously, the internal spline 61a of the sleeve 61 is fitted with the external spline 12Ad provided on the outer peripheral surface of the connection flange portion 12Ab. Thereby, the 1 st shaft portion 12A and the 2 nd shaft portion 12B are connected.
The key 64 is retained on the sleeve 61. The key 64 moves axially with the sleeve 61. The key 64 matches the phases of the internal spline 61a and the external spline 12Ad provided on the sleeve 61 and the connection flange portion 12Ab, respectively.
The synchronizer ring 63 moves axially together with the sleeve 61. The synchronizer ring 63 has a tapered surface with an inner diameter that increases as it approaches the connection flange 12Ab side. On the other hand, the connection flange portion 12Ab is provided with a boss portion protruding toward the synchronizer ring 63 side in the axial direction. The boss portion is provided with a tapered surface opposed to the synchronizer ring 63. The synchronizer ring 63 and the connection flange 12Ab are rotated synchronously by bringing the tapered surfaces of each other into contact with each other.
In the present embodiment, the separation mechanism 60 has a sleeve 61 provided with an internal tooth spline 61a and moving along the engine axis J2. The separation mechanism 60 further includes a synchronizer ring 63, and the synchronizer ring 63 is pressed against the connection flange portion 12Ab by the sleeve 61 to synchronize rotation of the 1 st shaft portion 12A and the 2 nd shaft portion 12B. The external spline 12Ad of the connection flange portion 12Ab and the internal spline 61a of the sleeve 61 mesh with each other after the 1 st shaft portion 12A and the 2 nd shaft portion 12B are rotated synchronously.
According to the present embodiment, since the separation mechanism 60 has the synchronizer ring 63, the 1 st shaft portion 12A and the 2 nd shaft portion 12B can be rotated synchronously when the 1 st shaft portion 12A and the 2 nd shaft portion 12B are connected. Therefore, a large impact can be suppressed from being applied to the 1 st shaft portion 12A and the 2 nd shaft portion 12B when the separation mechanism 60 is connected.
According to the present embodiment, the separation mechanism 60 separates the 1 st shaft portion 12A and the 2 nd shaft portion 12B coaxially aligned. Therefore, the separation mechanism 60 can be miniaturized. In addition, the motor unit 10 can be miniaturized. The separation mechanism 60 according to this modification is an example. As the separation mechanism, other mechanisms may be employed. However, the 1 st shaft portion 12A and the 2 nd shaft portion 12B, which are separated from each other by the separation mechanism 60, are preferably arranged coaxially.
In the present embodiment, the sleeve 61 is supported by the 2 nd shaft portion 12B, and the connection flange portion 12Ab is provided to the 1 st shaft portion 12A. However, the sleeve 61 may be supported by either one of the 1 st shaft portion 12A and the 2 nd shaft portion 12B, and the other one of the 1 st shaft portion 12A and the 2 nd shaft portion 12B may be provided with a connection flange portion.
According to the present embodiment, the engine 2, the generator 4, and the separation mechanism 60 are coaxially arranged. Therefore, the engine drive shaft 12 functions as both the rotation shaft and the clutch shaft of the generator 4. Thus, the generator 4 and the separation mechanism 60 can be arranged in an overlapping manner when viewed from the axial direction, and the motor unit 10 can be downsized when viewed from the axial direction.
As a modification of the separation mechanism 60, a structure without a synchronizer ring may be adopted. That is, the separation mechanism may be configured to have a sleeve provided with internal spline engaged with the external spline 12Ad of the connection flange portion 12Ab on the inner peripheral surface. In this case, the separation mechanism of the modification moves the sleeve along the engine axis J2 at the timing when the rotation speed of the 2 nd shaft portion 12B due to the power of the motor 1 is synchronized with the rotation speed of the 1 st shaft portion 12A due to the power of the engine 2, and engages the internal spline of the sleeve with the external spline 12Ad of the connection flange portion 12Ab. The synchronization of the rotation speed of the 2 nd shaft portion 12B and the rotation speed of the 1 st shaft portion 12A is performed by an electronic control device (not shown) that controls the operations of the motor 1 and the engine 2.
In the vehicle mounted with the motor unit 10, three traveling modes, i.e., an EV mode, a series mode, and a parallel mode, are prepared. These travel modes are selected by an electronic control device, not shown, in accordance with the vehicle state, the travel state, the driver's request output, and the like. Fig. 1 shows the powertrain 9 in the EV mode. Fig. 2 shows the powertrain 9 in series mode. Fig. 3 shows the powertrain 9 in parallel mode.
As shown in fig. 1, the EV mode is a running mode in which the vehicle is driven only by the motor 1 using the charging power of the driving battery 3 while the engine 2 and the generator 4 are stopped. The EV mode is selected when the running load is low or when the charge level of the drive battery 3 is high.
In the EV mode, the separation mechanism 60 is in a cut-off state that cuts off the power transmission path from the engine 2 to the output shaft 55. When the motor rotor 31 is rotated by the supply of electric power from the driving battery 3, the rotation of the motor drive shaft 11 is transmitted in the order of the motor drive gear 21, the engine drive gear 22, the pinion gear 23, the counter shaft 13, the drive gear 24, the ring gear 51, and the output shaft 55. This allows the motor 1 to rotate the wheels H, thereby allowing the vehicle to travel.
As shown in fig. 2, the series mode is a running mode in which the generator 4 is driven by the engine 2 to generate electric power, the vehicle is driven by the motor 1 using the electric power, and the battery 3 for driving is charged at the same time. In the series mode, the electric power generated by the generator 4 is supplied to both the driving battery 3 and the motor 1, for example. The series mode is selected when the running load is moderate or when the charge level of the drive battery 3 is low.
In the series mode, the separation mechanism 60 is in a cut-off state that cuts off the power transmission path from the engine 2 to the output shaft 55. In the series mode, the transmission of rotation from the motor 1 to the output shaft 55 is the same as in the EV mode.
In the present embodiment, since the separation mechanism 60 is provided, the transmission of the power of the motor 1 to the generator 4 and the engine 2 can be suppressed in the EV mode and the series mode. Therefore, the load applied to the motor 1 can be suppressed from becoming large, and the power generation can be appropriately performed by the generator 4 in the series mode.
As shown in fig. 3, the parallel mode is a running mode in which the vehicle is driven mainly by the engine 2, and the driving of the vehicle is assisted by the motor 1 as needed, and is selected when the running load is high.
In the parallel mode, the separation mechanism 60 is in a connected state in which the power transmission path from the engine 2 to the output shaft 55 is connected. In the parallel mode, the power of the engine 2 is transmitted to the engine drive shaft 12 via the damper 2c, rotating the engine drive shaft 12. The engine drive shaft 12 rotates the generator rotor 41. In addition, the rotation of the engine drive shaft 12 is transmitted to the engine drive gear 22. That is, the power of the engine 2 is transmitted to the engine drive gear 22.
On the other hand, the power of the motor 1 is transmitted to the engine drive gear 22 via the motor drive shaft 11 and the motor drive gear 21. Therefore, in the parallel mode, the power of the motor 1 is transmitted to the engine drive gear 22 in addition to the power of the engine 2. Thereby, the motor 1 assists the rotation operation of the engine 2. The rotation of the engine drive gear 22 is transmitted in the order of the pinion gear 23, the counter shaft 13, the drive gear 24, the ring gear 51, and the output shaft 55. As a result, the wheels H can be rotated by the engine 2, and the vehicle can be driven.
Fig. 5 is a side view of the motor unit 10 as seen from the axial direction. Fig. 5 shows an XYZ coordinate system. The X-axis direction is the front-rear direction of the vehicle, and the +x direction is the front of the vehicle. The Y-axis direction is the width direction of the vehicle. The Z-axis direction is the up-down direction, and the +z direction is the up direction.
The transmission mechanism 5 has 3 power transmission paths. The 1 st power transmission path is a motor drive path from the motor 1 to the output shaft 55. The 2 nd power transmission path is an engine driving path from the engine 2 to the output shaft 55. The 3 rd power drive path is a power generation path from the engine 2 to the generator 4.
In the motor drive path, the power of the motor 1 is transmitted from the motor drive gear 21 to the engine drive gear 22 and further to the pinion gear 23. The pinion gear 23 is disposed coaxially with the drive gear 24 and rotates together with the drive gear 24. The power of the motor 1 is transmitted from the drive gear 24 to the ring gear 51, and is transmitted to the output shaft 55 via the differential device 50.
In the engine drive path, the power of the engine 2 is first transmitted from the engine drive gear 22 to the pinion gear 23. The power of the engine 2 transmitted to the pinion gear 23 is transmitted to the output shaft 55 via the drive gear 24, the ring gear 51, and the differential device 50, as is the power of the motor 1.
According to the present embodiment, the power of the motor 1 and the power of the engine 2 are transmitted to the engine drive gear 22. Therefore, the motor drive path and the engine drive path can share a path for transmitting power from the engine drive gear 22 to the output shaft 55. As a result, the number of shafts and gears provided on the transmission mechanism 5 can be reduced, so that the motor unit 10 can be miniaturized and lightweight.
In the power generation path, the power of the engine 2 is transmitted to the engine drive shaft 12. The generator rotor 41 (see fig. 1) is fixed to the engine drive shaft 12. Therefore, the power of the engine 2 is transmitted to the generator 4 without via gears. Therefore, compared with the case where a gear is interposed in the power generation path, the loss associated with power transmission can be suppressed, and the power generation efficiency can be improved. Further, the motor unit 10 can be made smaller and lighter than in the case where a gear is interposed in the power generation path.
According to the present embodiment, the motor drive gear 21 is meshed with the engine drive gear 22. The motor drive gear 21 is driven by the motor 1 and overlaps the motor 1 when viewed from the axial direction. Similarly, the engine driving gear 22 is driven by the engine 2 and overlaps with the engine 2 when viewed from the axial direction. The motor 1 and the engine 2 are disposed on axially opposite sides of the transmission mechanism 5. The projected areas of the motor 1 and the engine 2 in the axial direction among the respective components of the power train 9 are relatively large. Therefore, by disposing the motor 1 and the engine 2 so as to overlap when viewed from the axial direction, the size of the entire power train 9 when viewed from the axial direction can be reduced. According to the present embodiment, by meshing the motor drive gear 21 and the engine drive gear 22, the motor axis J1 and the engine axis J2 can be arranged in close proximity, and the motor 1 and the engine 2 can be easily arranged to overlap each other as viewed from the axial direction. Thus, according to the present embodiment, the size of the power train 9 can be easily reduced.
In addition, as a structure similar to that of patent document 1, even in the case where a structure in which the motor drive gear 21 and the engine drive gear 22 are engaged with the pinion gear 23 is adopted, the motor 1 and the engine 2 can be arranged so as to partially overlap each other when viewed from the axial direction. However, in this case, the motor drive gear 21 and the engine drive gear 22 need to be arranged so as to be shifted vertically along the circumference of the pinion gear 23, and as a result, the dimension of the motor unit 10 in the vertical direction increases. According to the present embodiment, the motor drive gear 21 and the engine drive gear 22 can be arranged in a row in the horizontal direction by adopting a configuration in which the motor drive gear 21 and the engine drive gear 22 are engaged. This can reduce the size of the motor unit 10 in the up-down direction.
According to the present embodiment, the generator rotor 41 is fixed to the engine drive shaft 12. The generator 4 and the motor 1 are disposed on axially opposite sides of the transmission mechanism 5. By engaging the motor drive gear 21 with the engine drive gear 22 and fixing the generator rotor 41 to the engine drive shaft, the generator 4 and the motor 1 can be arranged to overlap each other as viewed in the axial direction. The projected areas of the generator 4 and the motor 1 in the axial direction among the respective components of the motor unit 10 are relatively large. The generator 4 overlaps the motor 1 when viewed from the axial direction, and thus the size of the motor unit 10 when viewed from the axial direction can be reduced.
According to the present embodiment, the motor axis J1, the engine axis J2, the sub axis J3, and the output axis J4 are parallel to each other, and are sequentially aligned in the front-rear direction of the vehicle when viewed from the up-down direction. Accordingly, the gears 21, 22, 23, 24, 51 that rotate about the respective axes J1, J2, J3, J4 can be arranged in the front-rear direction of the vehicle. That is, any one of the gears is not disposed so as to protrude in the vertical direction, and the vertical dimension of the motor unit 10 can be reduced.
As shown in fig. 5, the motor drive gear 21 of the present embodiment is arranged between the upper end of the pinion gear 23 and the lower end of the ring gear 51 in the up-down direction. This can reduce the size of the motor unit 10 in the up-down direction. The motor drive gear 21 of the present embodiment is disposed between the upper end and the lower end of the engine drive gear 22 in the up-down direction. Therefore, the motor 1 is not disposed so as to protrude in the vertical direction from the generator 4 and the engine 2, and the vertical dimension of the motor unit 10 can be reduced more effectively.
In the present embodiment, the diameter of the pinion gear 23 is substantially equal to the diameter of the engine drive gear 22. More specifically, the diameter of the pinion gear 23 is preferably 90% or more and 110% or less with respect to the diameter of the engine driving gear 22. In addition, it is more preferable that the diameter (and the number of teeth) of the pinion 23 is exactly equal to the diameter (and the number of teeth) of the engine driving gear 22. By making the diameter of the pinion gear 23 equal to the diameter of the engine drive gear 22, the reduction ratio in the engine drive path is determined only by the relationship of the diameters of the drive gear 24 and the ring gear 51. That is, the reduction ratio in the engine driving path is independent of the diameters of the pinion gear 23 and the engine driving gear 22. Therefore, in determining the reduction ratio of the motor drive path, the diameter (i.e., the number of teeth) of the engine drive gear 22 that meshes with the motor drive gear 21 can be appropriately set. As a result, the reduction gear ratios of the engine drive path and the motor drive path can be optimally set in consideration of the rotational speed of the engine 2 and the rotational speed of the motor 1, respectively, which are efficient. In the present embodiment, the reduction ratio of the engine driving path is 2.5 to 3.5. On the other hand, the reduction ratio of the motor driving path is 9 to 11.
While the embodiments and modifications of the present invention have been described above, the structures and combinations thereof in the embodiments and modifications are merely examples, and the structures may be added, omitted, substituted, and other modified without departing from the spirit of the present invention. The present invention is not limited to the embodiments.
Description of the reference numerals
1: a motor; 2: an engine; 2c: a damper; 4: a generator; 5: a transmission mechanism (drive axle); 10: a motor unit; 11: a motor drive shaft; 12: an engine drive shaft; 12A: a 1 st shaft portion; 12B: a 2 nd shaft portion; 13: a secondary shaft; 21: a motor drive gear; 22: an engine drive gear; 23: pinion (large gear portion); 24: a drive gear (pinion gear portion); 41: a rotor for a generator; 42: a stator for a generator; 50: differential devices (differential gears); 51: a gear ring; 55: an output shaft (axle); 60: a release mechanism (clutch mechanism); j1: a motor axis; j2: an engine axis; j3: a secondary axis; j4: an output axis.

Claims (7)

1. A motor unit mounted on a vehicle and connected to an engine, wherein,
the motor unit includes:
a motor; and
a transmission mechanism that transmits power of the engine and the motor and outputs the power from an output shaft,
the transmission mechanism includes:
a motor drive shaft extending along a motor axis, rotated by the motor;
a motor drive gear fixed to the motor drive shaft for rotation about the motor axis;
an engine drive shaft extending along an engine axis, rotated by the engine;
an engine drive gear fixed to the engine drive shaft for rotation about the engine axis;
a minor axis extending along a minor axis;
a pinion gear fixed to the auxiliary shaft, meshed with the engine driving gear, and rotated around the auxiliary shaft axis;
a drive gear fixed to the auxiliary shaft and rotatable around the auxiliary shaft;
a ring gear engaged with the drive gear and rotating about an output axis; and
the output shaft is connected with the gear ring and rotates around the output axis,
the motor axis, the engine axis, the secondary axis and the output axis extend parallel to each other,
the motor drive gear is meshed with the engine drive gear,
the motor unit has a generator that generates electricity by power of the engine,
the generator has:
a rotor for a generator; and
a stator for a generator which surrounds the rotor for a generator,
the generator is secured to the engine drive shaft with a rotor, rotates about the engine axis,
viewed axially from the engine axis, the generator overlaps the motor,
the transmission mechanism has a separation mechanism disposed coaxially with the engine and the generator,
the engine drive shaft has a 1 st shaft portion and a 2 nd shaft portion arranged on a coaxial shaft,
the 1 st shaft portion is connected with the engine,
the 2 nd shaft portion is fixed with the engine driving gear,
the separation mechanism alternately switches between a connection state in which the 1 st shaft portion and the 2 nd shaft portion are connected and a disconnection state in which the 1 st shaft portion and the 2 nd shaft portion are separated.
2. The motor unit according to claim 1, wherein,
the motor axis, the engine axis, the sub axis, and the output axis are arranged in order in the front-rear direction of the vehicle when viewed from the up-down direction.
3. The motor unit according to claim 1 or 2, wherein,
the motor drive gear is disposed between an upper end of the pinion gear and a lower end of the ring gear in the up-down direction.
4. The motor unit according to claim 1 or 2, wherein,
the motor drive gear is disposed between an upper end and a lower end of the engine drive gear in an up-down direction.
5. The motor unit according to claim 1 or 2, wherein,
the disengagement mechanism is a rotational synchronization device having a sleeve, a clutch hub, a synchronizer ring, a key, and a drive.
6. The motor unit according to claim 1 or 2, wherein,
the diameter of the pinion is equal to the diameter of the engine driving gear.
7. The motor unit according to claim 1 or 2, wherein,
the engine drive shaft is connected to the engine via a damper.
CN201980025750.5A 2018-04-20 2019-03-28 Motor unit Active CN112004702B (en)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
US201862660297P 2018-04-20 2018-04-20
US62/660,297 2018-04-20
JP2018125243 2018-06-29
JP2018-125243 2018-06-29
PCT/JP2019/013730 WO2019202946A1 (en) 2018-04-20 2019-03-28 Motor unit

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CN112004702B true CN112004702B (en) 2023-11-10

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Publication number Priority date Publication date Assignee Title
JP2008286247A (en) * 2007-05-15 2008-11-27 Toyota Motor Corp Oil level adjusting device
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JP2011011706A (en) * 2009-07-06 2011-01-20 Mazda Motor Corp Drive unit for hybrid vehicle
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