CN211649015U - Lubricating structure of drive device for hybrid vehicle - Google Patents

Lubricating structure of drive device for hybrid vehicle Download PDF

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Publication number
CN211649015U
CN211649015U CN202020082453.4U CN202020082453U CN211649015U CN 211649015 U CN211649015 U CN 211649015U CN 202020082453 U CN202020082453 U CN 202020082453U CN 211649015 U CN211649015 U CN 211649015U
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oil
bearing holding
holding portion
gear
lubricating oil
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CN202020082453.4U
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Chinese (zh)
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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
    • B60K6/38—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
    • B60K6/36—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
    • B60K6/40—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
    • 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
    • B60K6/48—Parallel type
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F16H57/0423—Lubricant guiding means mounted or supported on the casing, e.g. shields or baffles for collecting lubricant, tubes or pipes
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F16H57/0424—Lubricant guiding means in the wall of or integrated with the casing, e.g. grooves, channels, holes
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F16H57/0426—Means for guiding lubricant into an axial channel of a shaft
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/043—Guidance of lubricant within rotary parts, e.g. axial channels or radial openings in shafts
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0457—Splash lubrication
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/048—Type of gearings to be lubricated, cooled or heated
    • F16H57/0493—Gearings with spur or bevel gears
    • F16H57/0494—Gearings with spur or bevel gears with variable gear ratio or for reversing rotary motion
    • 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
    • B60K6/48—Parallel type
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • 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
    • B60K6/48—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
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Details Of Gearings (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Abstract

Provided is a lubrication structure for a hybrid vehicle drive device, which can reliably lubricate a speed reduction mechanism and improve the reliability of the speed reduction mechanism even when the speed reduction mechanism is arranged above a speed change mechanism. In a drive device (4), an input shaft (34), a 1 st intermediate shaft (35), and a 2 nd intermediate shaft (36) of a reduction mechanism (33) protrude upward relative to a speed change mechanism (40) and are provided separately in the vertical direction, a transmission case (5) includes: an oil pipe (48) that supplies lubricating oil to the upper part of the speed reduction mechanism (33); and a guide groove which supplies the lubricating oil supplied by the oil pipe (48) to the oil flow space inside the bearing holding portion.

Description

Lubricating structure of drive device for hybrid vehicle
Technical Field
The utility model relates to a drive arrangement's for hybrid vehicle lubricating structure.
Background
As a transmission mounted on a vehicle, a transmission is known which includes an Oil groove (Oil groove) in a transmission case that houses an input shaft and an intermediate shaft constituting a transmission mechanism (see patent document 1).
The oil groove captures oil lifted up by a final driven gear of the differential device, and guides the oil to a lubricated portion such as a bearing provided at an end portion of the input shaft or the intermediate shaft or a synchronizing mechanism.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2011-
SUMMERY OF THE UTILITY MODEL
Problem to be solved by utility model
In such a conventional transmission, it is possible to supply lubricating oil to bearings or synchronizing mechanisms provided at the ends of the input shaft or the intermediate shaft through oil grooves.
However, in a hybrid vehicle power transmission device having a driving force source such as a motor in addition to an engine, when a power transmission mechanism such as a speed reduction mechanism having a plurality of rotating shafts for the motor is provided above an input shaft or an intermediate shaft, the power transmission mechanism cannot be lubricated. That is, in the conventional oil groove, it is not possible to lubricate the power transmission mechanism provided at a position higher than the transmission mechanism.
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a lubrication structure of a drive device for a hybrid vehicle, which can reliably lubricate a speed reduction mechanism even when the speed reduction mechanism is disposed above a speed change mechanism, and which can improve reliability of the speed reduction mechanism.
Means for solving the problems
The utility model relates to a drive arrangement's for hybrid vehicle lubricating structure possesses: a speed change mechanism that changes a rotational speed of power transmitted from the internal combustion engine; a speed reduction mechanism having a plurality of rotating shafts and a plurality of speed reduction gear sets provided on the plurality of rotating shafts, the plurality of rotating shafts protruding upward from the speed change mechanism and being provided separately in a vertical direction, the speed reduction gear sets reducing a rotational speed of the motor and transmitting the reduced rotational speed to the speed change mechanism; and a transmission case that houses the transmission mechanism and the reduction mechanism, the transmission case having an oil flow space formed therein for flowing a lubricating oil, the transmission case including a plurality of bearing holding portions that support the plurality of rotating shafts via bearings and that allow the plurality of rotating shafts to rotate freely, the plurality of bearing holding portions including: an upper bearing holding portion that supports an uppermost rotary shaft among the plurality of rotary shafts; and a lower bearing holding portion located below the upper bearing holding portion, wherein the transmission case includes: an oil passage portion that supplies lubricating oil to an upper portion of the speed reducing mechanism; and a guide groove for guiding the lubricating oil supplied from the oil passage portion to the oil flow space of the upper bearing holding portion.
Effect of the utility model
As described above, according to the present invention, even when the speed reducing mechanism is provided above the speed changing mechanism, the speed reducing mechanism can be lubricated reliably, and the reliability of the speed reducing mechanism can be improved.
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 rear 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 left side view of the hybrid vehicle drive device according to the embodiment of the present invention, showing a state in which the cover is removed.
Fig. 5 is a sectional view taken along the direction V-V of fig. 1.
Fig. 6 is a perspective view of a cover of a hybrid vehicle drive device according to an embodiment of the present invention.
Fig. 7 is a perspective view of an upper portion of a left housing of a hybrid vehicle drive device according to an embodiment of the present invention.
Fig. 8 is a sectional view taken along line VIII-VIII of fig. 1.
Fig. 9 is a sectional view taken in the direction IX-IX of fig. 4, and is a sectional view in a state where the cover is assembled.
Fig. 10 is a cross-sectional view taken along the X-X direction in fig. 1.
Fig. 11 is a longitudinal sectional view of a cover of a hybrid vehicle drive device according to an embodiment of the present invention, taken along an oil passage.
Fig. 12 is a perspective view of an oil groove of a hybrid vehicle drive device according to an embodiment of the present invention.
Fig. 13 is a plan view of an oil groove of a hybrid vehicle drive device according to an embodiment of the present invention.
Description of the reference numerals
A vehicle, 4.. a drive device (a drive device for a hybrid vehicle), 5.. a transmission case, 8.. an engine (an internal combustion engine), 11.. an input shaft (a transmission mechanism), 12.. a forward-drive output shaft (a transmission mechanism), 16A, 16B, 16C, 16D, 16E, 16f.. an input gear (a transmission mechanism), 17A, 17B, 17C, 17D, 17E, 17f.. an output gear (a transmission mechanism), 27A.. a side wall portion (an oil groove support portion), 27℃. a bearing holding portion (an upper bearing holding portion, a 2 nd upper bearing holding portion), 27D, 27E.. a bearing holding portion (a lower bearing holding portion), 27D.. an oil passage (a), 27f.. an engaging hole portion (an oil groove support portion), 27g.. a guide groove (a 2 nd guide groove), 28.. a peripheral wall portion, 29a.. longitudinal wall portion (oil groove supporting portion), 29d.. bearing holding portion (upper bearing holding portion, 1 st upper bearing holding portion), 29E, 29f.. bearing holding portion (lower bearing holding portion), 29h.. mounting portion (oil groove supporting portion), 29g.. guide groove (1 st guide groove), 32.. motor, 33.. reduction mechanism, 34.. input shaft (rotation shaft), 35.. first intermediate shaft (rotation shaft), 36.. second intermediate shaft (rotation shaft), 37.. first reduction gear set (reduction gear set), 38.. second reduction gear set (reduction gear set), 39.. third reduction gear set (reduction gear set), 40.. transmission mechanism, 48.. oil pipe (oil passage portion), 51a.. ball bearing (bearing, 1 st bearing), a 51b.. ball bearing (bearing, 2 nd bearing), a 51c.. needle bearing (bearing), a 51D, 51E, 51f.. ball bearing (bearing), a 53A, 53B, 53C, 53D, 53E, 53f.. oil flow-through space, a 60.. oil groove, a 60a.. oil discharge port (1 st oil discharge port), a 60b.. oil discharge port (2 nd oil discharge port).
Detailed Description
The utility model discloses a hybrid vehicle drive arrangement's of an embodiment lubricating structure possesses: a speed change mechanism that changes a rotational speed of power transmitted from the internal combustion engine; a speed reduction mechanism having a plurality of rotating shafts and a plurality of speed reduction gear sets provided on the plurality of rotating shafts, and transmitting a rotation speed of the motor to the speed change mechanism after reducing the speed, the plurality of rotating shafts protruding upward from the speed change mechanism and being provided separately in a vertical direction; and a transmission case that houses the transmission mechanism and the reduction mechanism, the transmission case having an oil flow space formed therein for flowing the lubricating oil, the transmission case including a plurality of bearing holding portions that support the plurality of rotating shafts via bearings and that allow the plurality of rotating shafts to rotate freely, the plurality of bearing holding portions including: an upper bearing holding part which supports the uppermost rotary shaft among the plurality of rotary shafts; and a lower bearing holding portion located below the upper bearing holding portion, the transmission case including: an oil passage portion that supplies lubricating oil to an upper portion of the speed reducing mechanism; and a guide groove which guides the lubricating oil supplied from the oil passage portion to the oil flowing space of the upper bearing holding portion.
Therefore, the lubricating structure of the hybrid vehicle drive device according to the embodiment of the present invention can reliably lubricate the speed reducing mechanism even when the speed reducing mechanism is disposed above the speed changing mechanism, and can improve the reliability of the speed reducing mechanism.
[ examples ]
Hereinafter, a lubricating structure of a hybrid vehicle drive device according to an embodiment of the present invention will be described with reference to the drawings.
Fig. 1 to 13 are views showing a lubricating structure of a hybrid vehicle drive device according to an embodiment of the present invention.
In fig. 1 to 13, the vertical, front, rear, and left-right directions are the vertical, front, rear, and left-right directions of the hybrid vehicle drive device in a state of being installed in the vehicle, the direction orthogonal to the front-rear direction is the left-right direction, 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. A hybrid vehicle drive device (hereinafter simply referred to as a drive device) 4 is provided in the engine room 2A, and the drive device 4 has a shift speed of forward 6 speed and reverse 1 speed.
As shown in fig. 2, 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 27 in this order from the right side.
The right end of the right housing 6 is connected 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 wheel drive (FF) vehicle. The engine 8 of the present embodiment is constituted by an internal combustion engine.
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. As shown in fig. 2, a flange portion 6F (see fig. 2) is formed on the outer peripheral edge of the left side of the right housing 6.
As shown in fig. 2, a flange portion 7F is formed on the outer periphery 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.
The flange portion 7F is provided with a plurality of boss portions (not shown) into which bolts 23A (see fig. 1) are inserted, and the flange portion 6F is formed with a plurality of boss portions (not shown) that match the boss portions of the flange portion 7F.
In the transmission case 5, the right case 6 and the left case 7 are fastened and integrated by fastening the bolts 23A to the boss portion of the flange portion 6F and the boss portion of the flange portion 7F. The cover 27 is fastened to the left end of the left housing 7 by a bolt 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, 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.
As shown in fig. 3, the input shaft 11 is coupled to the engine 8 via a clutch 10, and the power of the engine 8 is transmitted via the clutch 10. 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 and 16B are fixed to the input shaft 11 and rotate integrally with the input shaft 11. The input gears 16C to 16F are provided on the input shaft 11 and are relatively rotatable.
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, and the output gears 17A to 17F mesh with input gears 16A to 16F constituting the same shift speed.
The output gears 17A and 17B are provided on the forward output shaft 12 and are relatively rotatable. The output gears 17C to 17F and the final drive gear 17G are fixed to the forward output shaft 12 and 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.
The 1 st synchronizer 18 couples the output gear 17A for the 1 st gear to the output shaft 12 for forward movement when shifting to the 1 st gear by the shift operation, and the 1 st synchronizer 18 couples the output gear 17B for the 2 nd gear to the output shaft 12 for forward movement when shifting to the 2 nd gear by the shift operation. Thus, the output gear 17A or the output gear 17B is coupled to the forward output shaft 12 and 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.
The 2 nd synchronizer 19 couples the input gear 16C to the input shaft 11 when shifting to 3 th gear by a shift operation, and the 2 nd synchronizer 19 couples the input gear 16D to the input shaft 11 when shifting to 4 th gear by a shift operation. Thus, 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.
A 3 rd synchronizer 20 is provided on the input shaft 11 between the input gear 16E and the input gear 16F.
The 3 rd synchronizer 20 couples the input gear 16E to the input shaft 11 when shifting to 5 th gear by a shift operation, and the 3 rd synchronizer 20 couples the input gear 16F to the input shaft 11 when shifting to 6 th gear by a shift operation. Thus, 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.
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 on the reverse output shaft 13 to be relatively rotatable, and the reverse gear 22A is meshed 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. Thus, 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 output gear 17A and the reverse gear 22A that rotate relative to the input gear 16A and the forward output shaft 12.
The forward final drive gear 17G and the reverse final drive gear 22B are engaged with the final driven gear 15A of the differential device 15, and 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. The final driven gear 15A of the present embodiment constitutes a gear member of the present invention.
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 the left and right drive wheels 40L, 40R, 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 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 40.
As shown in fig. 2, a motor 32 is provided at an upper portion of the left housing 7. The motor 32 has: a motor case 32A, and a motor shaft 32B (see fig. 3) rotatably supported by the motor case 32A. A rotor and a stator having a coil wound thereon, which are not shown in the drawings, 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 of the stator. The stator links the generated magnetic flux to the rotor, thereby rotationally driving the rotor integrated with the motor shaft 32B.
The transmission case 5 is formed with a reduction gear case portion 25 by the left case 7 and the cover 27. As shown in fig. 1, 3, and 4, the reducer case portion 25 includes: a case 26 formed by extending the left end of the left case 7 so as to expand upward, and an upper portion of the cover 27. A speed reduction mechanism 33 (see fig. 4) is housed inside the speed reducer case 25.
That is, the left housing 7 has a housing portion 26 bulging upward at its left end portion, and the opening at the left end portion of the left housing 7 is enlarged upward by the housing portion 26. The case 26 is a case portion that houses the speed reduction mechanism 33, and the speed reduction mechanism 33 is disposed on the left side thereof.
As shown in fig. 1 and 2, the cover 27 is joined (fastened) to the left end portion of the left housing 7 by a bolt 23B, and closes the opening of the left end portion of the left housing 7 including also the portion of the housing portion 26. The upper portion of the cover 27 is disposed on the left side of the speed reduction mechanism 33, and constitutes the speed reducer case 25 forming a housing space for the speed reduction mechanism 33 from the left and right, together with the case 26.
As shown in fig. 3, the speed reduction mechanism 33 includes an input shaft 34 connected to a motor shaft 32B of the motor 32, a 1 st intermediate shaft 35, a 2 nd intermediate shaft 36, and a 4-speed output gear 17D provided on the forward output shaft 12.
As shown in fig. 10, a fitting groove 34a is formed in the input shaft 34, a spline is formed on the inner peripheral surface of the fitting groove 34a, and the tip end portion of the motor shaft 32B is spline-fitted into the fitting groove 34 a.
As shown in fig. 3, a 1 st drive gear 34A is provided on the input shaft 34, and 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 diameter larger than that of the 1 st drive gear 34, and is meshed with the 1 st drive gear 34. The 2 nd drive gear 35B is disposed on the left side of the 1 st driven gear 35A, is formed to have a diameter smaller than the diameters of the 1 st driven gear 35A and the 2 nd driven gear 36A, and meshes with the 2 nd driven gear 36A.
The 3 rd driving gear 36B is disposed on the right side of the 2 nd driven gear 36A with the 1 st driven gear 35A interposed therebetween. The diameter of the 3 rd driving gear 36B is substantially the same as the diameter of the 2 nd driven gear 36A, and is formed to be larger than the diameter of the output gear 17D for the 4 th gear, and the 3 rd driving gear 36B is meshed with the output gear 17D for the 4 th gear.
The speed reduction mechanism 33 reduces the speed of the power of the motor 32 and transmits the power to the forward movement output shaft 12 by setting the diameters of the drive gears 34A, 35B, and 36B and the driven gears 35A and 36A so as to have an arbitrary speed reduction ratio.
The 1 st drive gear 34A and the 1 st driven gear 35A of the present embodiment constitute a 1 st reduction gear set 37, and the 2 nd drive gear 35B and the 2 nd driven gear 36A constitute a 2 nd reduction gear set 38. The 3 rd drive gear 36B and the output gear 17D constitute a 3 rd reduction gear set 39, and these reduction gear sets 37, 38, 39 constitute a reduction gear set of the present invention. Further, the gears of different diameters disposed coaxially contribute to the reduction in speed, as do the 1 st driven gear 35A and the 2 nd drive gear 35B.
The damper 81 is disposed coaxially with the 2 nd intermediate shaft 36 at the left end portion of the 2 nd intermediate shaft 36. As shown in fig. 9, the damper 81 includes: an outer cylinder 82 fitted to the 2 nd driven gear 36A to rotate integrally; an inner cylinder 86 fitted and fixed to the 2 nd intermediate shaft 36; and an elastic member 85 provided between the outer cylinder 82 and the inner cylinder 86.
The inner peripheral portion of the outer cylinder 82 on the 2 nd driven gear 36A side in the axial direction is spline fitted to the outer peripheral portions of the 2 nd driven gear 36A and the inner cylinder 86.
The outer cylinder 82 is spline-fitted to the 2 nd driven gear 36A at the spline fitting portion 88 without a gap. That is, in the spline fitting portion 88, there is no gap in the rotational direction between the spline of the outer cylinder 82 and the spline of the 2 nd driven gear 36A, and the outer cylinder 82 and the 2 nd driven gear 36A are spline fitted to rotate integrally.
In the spline fitting portion 89, the outer cylinder 82 and the inner cylinder 86 are spline fitted to each other with a relatively large clearance in the rotational direction so as to be slightly rotatable relative to each other. That is, the spline fitting portion 89 restricts the relative rotation between the outer cylinder 82 and the inner cylinder 86 within a predetermined range, and transmits the power from the outer cylinder 82 to the inner cylinder 86 without passing through the elastic member 85 in a state where the splines whose relative rotation is restricted are in contact with each other.
A bearing (metal bush) is disposed between the 2 nd driven gear 36A and the 2 nd intermediate shaft 36, and the 2 nd driven gear 36A has a fitting portion 87 that is pivotally supported by the 2 nd intermediate shaft 36 and is relatively rotatable. However, in the spline fitting portion 89, the relative rotation is restricted to a predetermined range, and the 2 nd driven gear 36A is allowed to rotate relative to the 2 nd intermediate shaft 36 by the degree of the rotational fluctuation of the gear caused by the rotational fluctuation of the engine by deforming the elastic member 85.
The damper 81 (elastic member 85) effectively absorbs rotational fluctuations and rotational differences of different power sources such as the engine 8 and the electric motor 32, and suppresses tooth impact sounds among the gears of the input shaft 34, the 1 st intermediate shaft 35, and the 2 nd intermediate shaft 36.
As shown in fig. 2, 4, and 9, the case 26 constituting the reducer case 25 has a peripheral wall 28. Peripheral wall portion 28 protrudes leftward (in a direction away from right case 6) from a peripheral edge of wall portion 29, which will be described later, of left case 7, and an upper end 28a (see fig. 4) thereof extends upward from upper wall 7B of left case 7. The upper wall 7B is a portion other than the housing portion 26, and is a top wall portion of the left housing 7 where the speed change mechanism 40 is disposed without the reduction mechanism 33.
As shown in fig. 4, the peripheral wall portion 28 is formed from the front of the speed reduction mechanism 33 to the rear via the upper portion, and surrounds the periphery of the speed reduction mechanism 33 except the lower portion, when viewed from the axial direction of the input shaft 11.
As shown in fig. 6, the cover 27 has a side wall portion 27A and a peripheral wall portion 27B. As shown in fig. 8, the side wall portion 27A is a vertical wall perpendicular to the left-right direction that constitutes the left face of the transmission case 5, the peripheral wall portion 27B projects from the side wall portion 27A toward the peripheral wall portion 28 so as to match the peripheral wall portion 28 of the left case 7, and the tip end portion 27A in the projecting direction is joined to the tip end portion 28B in the projecting direction of the peripheral wall portion 28.
In the description of the peripheral wall portion 28 of the left housing 7, the portion referred to as the reducer housing portion 25 is described, but a peripheral portion of the left housing 7 that is open on the left side is present continuously with the peripheral wall portion 28, and a joint surface continuous with the joint surface of the tip end portion 27a of the peripheral wall portion 27B of the cover 27 and the tip end portion 28B of the peripheral wall portion 28 is formed on the peripheral portion. At this joint surface, a cover 27 is joined (fastened) to the left end portion of the left housing 7 by a bolt 23B, and the cover 27 closes the opening of the left end portion of the left housing 7 including also the portion other than the housing portion 26.
That is, the cover 27 is fastened to the peripheral wall portion 28 by the bolt 23B (see fig. 1) in a state where the tip end portion 27a in the protruding direction and the tip end portion 28B in the protruding direction of the peripheral wall portion 28 overlap each other, thereby closing the open end of the peripheral wall portion 28.
As shown in fig. 2, 4, and 8, the left housing 7 has a wall portion 29. The wall portion 29 is a vertical wall perpendicular to the axial direction (left-right direction), and is formed integrally with the left housing 7. As shown in fig. 8, the wall portion 29 is provided between the speed reduction mechanism 33 and the motor 32 in the axial direction of the input shaft 34, and the speed reduction mechanism 33 is provided between the wall portion 29 and the cover 27 in the axial direction of the input shaft 34.
As shown in fig. 2 and 8, the wall portion 29 includes: a vertical wall portion 29A extending upward from the upper wall 7B of the left housing 7 to become a right side wall of the reducer housing portion 25; and a partition wall portion 29B that is an internal partition wall of the left housing 7 that is continuous with the lower portion of the vertical wall portion 29A and extends downward from the upper wall 7B of the left housing 7, and that connects the upper wall 7B and the lower portion 28c of the left housing 7 (see fig. 4).
Wall portion 29 of the present embodiment has vertical wall portion 29A and partition wall portion 29B, and vertical wall portion 29A and partition wall portion 29B are integrally formed in left housing 7. A portion located above upper wall 7B of left housing 7 with upper wall 7B as a boundary constitutes vertical wall portion 29A, and a portion located below upper wall 7B constitutes partition wall portion 29B.
As shown in fig. 5, the partition wall portion 29B is formed inside the left housing 7 from the vicinity of the center of the rear wall of the left housing 7 in the left-right direction toward the front, and as shown in fig. 4, the partition wall portion 29B passes above the forward output shaft 12 and reaches above the input shaft 11.
As shown in fig. 9, the speed reduction mechanism housing chamber 30B is formed by a space between the cover 27 and the wall portion 29.
As shown in fig. 4, the partition wall 29B is not formed at a front-lower position in the left housing 7, and an opening 29h in which the input shaft 11 and the forward output shaft 12 are disposed is formed. As shown in fig. 5, the input shaft 11 and the forward movement output shaft 12 extend from the right housing 6 side to the reduction mechanism housing chamber 30B side through the opening portion 29h.
The input gears 16A, 16B, and 16C and the output gears 17A, 17B, and 17C are provided in a gear housing chamber 30A on the right housing 6 side of the partition wall 29B, and the input gears 16D, 16E, and 16F, the output gears 17D, 17E, and 17F, and the reduction mechanism 33 are provided in a reduction mechanism housing chamber 30B on the cover 27 side of the partition wall 29B.
As shown in fig. 2 and 4, an electric motor 32 for generating driving force for traveling is mounted on the right side of the case 26. A motor mounting portion 29C is provided on the upper portion of the vertical wall portion 29A toward the right side for mounting the motor 32. The motor mounting portion 29C is formed in a disk shape having an outer diameter equal to the outer diameter of the motor 32, that is, the outer diameter of the motor case 32A.
A plurality of boss portions 29m are provided on the outer peripheral portion of the motor attachment portion 29C, and the boss portions 29m are provided along the outer peripheral portion of the motor attachment portion 29C. The motor 32 is fastened to the motor mounting portion 29C by inserting a bolt 23C (see fig. 1) into the motor mounting portion 29C and screwing the bolt 23C into a screw hole (not shown) formed in the motor case 32A.
As shown in fig. 1, a motor connector 32C is provided at the rear of the right end of the motor 32, and a power supply line, not shown, for driving the motor 32 is connected to the motor connector 32C.
A cooling water inlet pipe portion 32a and a cooling water outlet pipe portion 32b are provided above the motor 32. The cooling water inlet pipe portion 32a introduces cooling water into the motor 32, and the cooling water outlet pipe portion 32b discharges the cooling water that has cooled the motor 32 from the motor 32.
As shown in fig. 1 and 2, a front carrier 46A and a rear carrier 46B are provided in the transmission case 5. The front bracket 46A couples a front edge portion of the right end portion of the motor 32 and the right housing 6, and supports the right end portion of the motor 32 on the right housing 6.
The rear bracket 46B couples the rear edge portion of the right end portion of the motor 32 and the right housing 6, and supports the motor 32 on the right housing 6. Thus, the left side of the motor 32 is coupled to the motor fitting portion 29C, and the right side is coupled to the right housing 6.
As shown in fig. 8 and 9, the wall portion 29 of the left housing 7 is provided with bearing holding portions 29D, 29E, and 29F. The bearing holding portions 29D and 29E are configured to extend in a cylindrical shape from the vertical wall portion 29A toward the cover 27 side, and include the vertical wall portion 29A. The bearing holding portion 29F is configured to extend in a cylindrical shape from the partition wall portion 29B toward the cover 27 side, and includes a partition wall portion 29B.
Cylindrical bearing holding portions 27C, 27D, and 27E are provided in the side wall portion 27A of the cover 27. The bearing holding portions 27C, 27D, and 27E are configured to extend in a cylindrical shape from the side wall portion 27A toward the vertical wall portion 29A, and include the side wall portion 27A.
As shown in fig. 8, the right end portion of the input shaft 34 of the speed reduction mechanism 33 is rotatably supported by the bearing holding portion 29D via a ball bearing 51A, and the left end portion of the input shaft 34 of the speed reduction mechanism 33 is rotatably supported by the bearing holding portion 27C via a ball bearing 51B.
The inner diameter of the ball bearing 51A is larger than the inner diameter of the ball bearing 51B.
An oil seal 55 is provided at an opening end (an opening end on the motor 32 side with respect to the ball bearing 51A) of the bearing holding portion 29D, and an outer peripheral portion of a right end portion of the input shaft 34 is in contact with an inner peripheral portion of the oil seal 55. That is, the right end portion of the input shaft 34 protrudes from the reduction mechanism housing chamber 30B, and the motor shaft 32B can be spline-fitted into the fitting groove 34a formed in the axial center of the right end portion of the input shaft 34 while the reduction mechanism housing chamber 30B is sealed with the oil seal 55. The oil seal 55 of the present embodiment constitutes a part of the longitudinal wall portion 29A.
An oil flow space 53A through which lubricating oil flows is formed inside the bearing holding portion 29D. The oil circulation space 53A includes a space surrounded by the bearing holder 29D, the oil seal 55 (the vertical wall 29A of the bearing holder 29D), and the right end of the input shaft 34, and the ball bearing 51A is provided in the oil circulation space 53A.
An oil flow space 53B through which lubricating oil flows is formed inside the bearing holding portion 27C. The oil flow space 53B includes a space surrounded by the bearing holding portion 27C and the left end portion of the input shaft 34, and the ball bearing 51B is provided in the oil flow space 53B.
As shown in fig. 8 and 9, the right end portion of the 1 st intermediate shaft 35 is rotatably supported by the bearing holding portion 29E via a needle bearing 51C, and the left end portion of the 1 st intermediate shaft 35 is rotatably supported by the bearing holding portion 27D via a ball bearing 51D.
An oil flow space 53C for flowing lubricating oil is provided inside the bearing holding portion 29E. The oil flow space 53C includes a space surrounded by the bearing holding portion 29E and the right end portion of the 1 st intermediate shaft 35, and the needle bearing 51C is provided in the oil flow space 53C.
An oil flow space 53D for flowing lubricating oil is formed inside the bearing holding portion 27D. The oil flow space 53D includes a space surrounded by the bearing holding portion 27D and the left end portion of the 1 st intermediate shaft 35, and the ball bearing 51D is provided in the oil flow space 53D.
As shown in fig. 9, an oil flow space 53E for flowing lubricating oil is formed inside the bearing holding portion 29F. The oil flow space 53E includes a space surrounded by the bearing holding portion 29F and the right end portion of the 2 nd intermediate shaft 36, and the ball bearing 51E is provided in the oil flow space 53E.
An oil flow space 53F for flowing the lubricating oil is formed inside the bearing holding portion 27E. The oil flow space 53F includes a space surrounded by the bearing holding portion 27E and the left end portion of the 2 nd intermediate shaft 36, and the ball bearing 51F is provided in the oil flow space 53F.
Thus, the input shaft 34, the 1 st intermediate shaft 35, and the 2 nd intermediate shaft 36 are rotatably supported by the wall portion 29 and the cover 27 via the ball bearings 51A, 51B, 51D, 51E, and 51F and the needle bearing 51C.
The ball bearings 51A, 51B, 51D, 51E, 51F and the needle bearing 51C of the present embodiment constitute the bearing of the present invention.
As shown in fig. 7 and 8, a semicircular recess 29M is formed between the bearing holding portion 29D and the bearing holding portion 29E, and the bearing holding portion 29E is located at the lower end of the recess 29M.
As shown in fig. 8, the bearing holding portion 29D and the bearing holding portion 29E are arranged in parallel in the vertical direction perpendicular to the input shaft 34. That is, the bearing holding portion 29D is formed at the same position as the bearing holding portion 29E in the axial direction of the input shaft 34. As shown in fig. 9, the bearing holding portion 27E is provided at a position farther from the vertical wall portion 29A than the bearing holding portion 27D in the axial direction of the input shaft 34.
The bearing holding portion 29F is provided at a position farther from the cover 27 than the bearing holding portion 29E in the axial direction of the 2 nd intermediate shaft 36. In the axial direction of the 2 nd intermediate shaft 36, the 3 rd drive gear 36B is disposed at the same position as the bearing holding portion 29E, and the 3 rd drive gear 36B is provided so as to be bored below the bearing holding portion 29E.
Specifically, a gear housing 29G in which the partition wall 29B is recessed into a cylindrical shape toward the right housing 6 side is provided below the bearing holding portion 29E in the partition wall 29B and on the bearing holding portion 27E side with respect to the bearing holding portion 29F, and the 3 rd drive gear 36B is housed in the gear housing 29G.
Here, the reason why the right end portion of the 1 st intermediate shaft 35 is supported by the bearing holding portion 29E by the needle bearing 51C will be described.
If the 3 rd drive gear 36B is provided so as to be bored below the bearing holding portion 29E, the axial length of the input shaft 34 and the 1 st intermediate shaft 35 can be shortened, and the transmission case 5 can be downsized in the axial direction of the input shaft 34 and the 1 st intermediate shaft 35.
That is, although the ball bearings 51A, 51E and the needle bearing 51C of the input shaft 34, the 1 st intermediate shaft 35 and the 2 nd intermediate shaft 36 are disposed on the same wall portion 29, the axial lengths of the input shaft 34 and the 1 st intermediate shaft 35 can be shortened by disposing the ball bearings 51A and the needle bearings 51C of the input shaft 34 and the 1 st intermediate shaft 35 on the side closer to the cover 27 than the ball bearings 51E of the 2 nd intermediate shaft 36, and these shafts can be made advantageous in terms of strength and rigidity.
Further, the 3 rd drive gear 36B can be disposed closer to the right housing 6 side than the first driven gear 35A, and the transmission housing 5 can be downsized in the axial direction. The 3 rd drive gear 36B can be meshed with the output gear 17D disposed near the center in the axial direction of the forward output shaft 12.
However, in the case where the 3 rd drive gear 36B is provided so as to be bored below the bearing holding portion 29E in consideration of downsizing in the axial direction, if a ball bearing is used instead of the needle bearing 51C, the bearing becomes large, and the bearing holding portion 29E holding it becomes large in the vertical direction. Further, the bearing holding portion 29E having a large size interferes with the 3 rd drive gear 36B.
Therefore, the bearing holding portion 29E and the bearing holding portion 29F are vertically separated, and the 1 st intermediate shaft 35 and the 2 nd intermediate shaft 36 are vertically separated. As a result, the transmission case 5 may be increased in size in the vertical direction.
In contrast, according to the drive device 4 of the present embodiment, the right end portion of the 1 st intermediate shaft 35 is rotatably supported by the bearing holding portion 29E by the needle bearing 51C, so that the size of the bearing holding portion 29E (the dimension in the radial direction from the axial center of the 1 st intermediate shaft 35) can be reduced.
Therefore, the bearing holding portion 29E and the bearing holding portion 29F can be provided vertically close to each other, and the 1 st intermediate shaft 35 and the 2 nd intermediate shaft 36 can be provided vertically close to each other. As a result, the transmission case 5 can be prevented from being enlarged in the vertical direction.
As shown in fig. 5, ball bearings 50A and 50B are provided at the left end portion of the input shaft 11 and the left end portion of the forward output shaft 12, respectively, and the left end portion of the input shaft 11 and the left end portion of the forward output shaft 12 protrude leftward from the left housing 7, and are rotatably supported by the cover 27 via the ball bearings 50A and 50B, respectively.
As shown in fig. 9, an oil passage 36a is formed in the axial center of the 2 nd intermediate shaft 36.
The oil passage 36a extends in the axial direction of the 2 nd intermediate shaft 36, and is open at both ends.
As shown in fig. 1 and 4, a pump housing portion 43 is provided on the left side wall 7A of the left housing 7, and an oil pump 47 is housed in the pump housing portion 43. The oil pump 47 is provided at an end portion of the reverse output shaft 13 (see fig. 3), and is driven by the reverse output shaft 13.
That is, the reverse output shaft 13 is transmitted with the rotation of the final driven gear 15A of the differential device 15 through the final drive gear 22B, and the oil pump 47 is driven by the reverse output shaft 13 while the vehicle is traveling.
As shown in fig. 4, a cylindrical oil discharge passage portion 44 is provided in the pump housing portion 43, and the oil discharge passage portion 44 has an oil discharge passage 44a that opens to the inside of the left housing 7 in the interior thereof. The base end portion of the oil pipe 48 is inserted and fitted into an opening formed at the upper end portion of the oil discharge passage 44 a.
As shown in fig. 4, the oil pipe 48 is disposed along the inner surface of the transmission case 5, extends upward through the rear of the 2 nd intermediate shaft 36, the 1 st intermediate shaft 35, and the input shaft 34 of the reduction mechanism 33, and extends to the rear side of the input shaft 34 through the upper side of the input shaft 34.
The lubricant oil O is stored in the bottom of the left housing 7, an oil filter, not shown, is mounted in the pump housing 43, and the lubricant oil in the bottom of the left housing 7 is introduced from the oil filter to the oil pump 47. The oil pump 47 supplies the lubricating oil introduced into the pump housing 43 to the oil pipe 48 through the oil discharge passage 44 a.
The oil pipe 48 discharges the lubricating oil supplied from the oil pump 47 above the input shaft 34. That is, the oil pipe 48 supplies the lubricating oil supplied from the oil pump 47 to the upper portion of the speed reducing mechanism 33. The oil pipe 48 of the present embodiment constitutes the oil passage portion of the present invention.
As shown in fig. 4 and 6, the oil pipe 48 is bent from the rear side of the bearing holder 27C along the peripheral wall 27B of the cover 27 or the peripheral wall 28 of the left housing 7 and extends forward, and has a tip end portion opened downward.
That is, the upper tip of the oil pipe 48 opens toward the front side of the input shaft 34 and between the input shaft 34 and the peripheral wall portion 27B or the peripheral wall portion 28. A rib 27B is provided on the inner peripheral surface of the peripheral wall portion 27B of the cover 27. The rib 27B is formed along the axial direction of the input shaft 34, and protrudes from the peripheral wall portion 27B toward the bearing holding portion 27C.
As shown in fig. 7, a rib 28d is provided on the inner peripheral surface of the peripheral wall portion 28 of the left housing 7. The rib 28d is formed along the axial direction of the input shaft 34, and protrudes from the peripheral wall portion 28 toward the input shaft 34. Further, the position of the rib 28d is set to be continuous with the rib 27b in a state where the cover 27 is fitted to the left housing 7. Further, the rib 28d and the rib 27b are disposed in front of the input shaft 34 and at a position higher than the axial center of the input shaft 34.
The opening of the upper portion of the oil pipe 48 opens downward, specifically, to the ribs 27b and 28 d. The lubricating oil flowing out from the tip end portion (opening) of the oil pipe 48 collides with the ribs 27b and 28 d. The flow velocity of the lubricating oil after colliding with the ribs 27b, 28d decreases, and the lubricating oil scatters and flows down over a wide range in the reduction gear case portion 25.
As shown in fig. 6, a notched guide groove 27g is formed in the bearing holding portion 27C that supports the uppermost input shaft 34 among the input shaft 34, the 1 st intermediate shaft 35, and the 2 nd intermediate shaft 36. The guide groove 27g is formed in the front side portion of the bearing holding portion 27C in the range from the axial center position of the input shaft 34 to the positions of the ribs 27b and 28d in the height direction.
As shown in fig. 10, the guide groove 27g reaches the oil flow space 53B, and the oil flow space 53B communicates with the space around the bearing holding portion 27C through the side of the ball bearing 51B. The guide groove 27g guides the lubricating oil flowing out from the oil pipe 48 to the oil flowing space 53B.
As shown in fig. 7, of the bearing holding portions 29D, 29E, and 29F of the wall portion 29 of the left housing 7, the bearing holding portion 29D that supports the uppermost input shaft 34 is formed with a notch-shaped guide groove 29g. The guide groove 29g is formed in the front portion of the bearing holding portion 29D in the range from the axial center position of the input shaft 34 to the positions of the ribs 27b and 28D in the height direction.
As shown in fig. 10, the guide groove 29g reaches the oil flow space 53A, and the oil flow space 53A communicates with the space around the bearing holding portion 29D through the side of the ball bearing 51A. The guide groove 29g guides the lubricating oil flowing out from the oil pipe 48 to the oil flow space 53A.
The input shaft 34, the 1 st intermediate shaft 35, and the 2 nd intermediate shaft 36 of the present embodiment constitute a rotary shaft of the present invention. The bearing holding portions 27C and 29D constitute upper bearing holding portions of the present invention, and the bearing holding portions 27D, 27E, 29E, and 29F constitute lower bearing holding portions of the present invention.
Ball bearing 51A constitutes the utility model discloses a bearing and 1 st bearing, ball bearing 51B constitutes the utility model discloses a bearing and 2 nd bearing. The bearing holding portion 29D constitutes an upper bearing holding portion and a 1 st upper bearing holding portion of the present invention which support the right end portion (one end portion) of the input shaft 34 in the axial direction by the ball bearing 51A and freely rotate the shaft 34, and the bearing holding portion 27C constitutes an upper bearing holding portion and a 2 nd upper bearing holding portion of the present invention which support the left end portion (the other end portion) of the input shaft 34 in the axial direction by the ball bearing 51B and freely rotate the shaft 34.
As shown in fig. 6 and 7, the oil groove 60 is provided in the cover 27 and the wall portion 29 at the same height position as the bearing holding portions 27C and 29D (see fig. 4), that is, at the same height position as the input shaft 34. An oil groove 60 is provided in the reduction gear case portion 25 in front of the input shaft 34.
The oil grooves 60 are provided below the ribs 27b, 28 d. The oil groove 60 catches the lubricating oil scattered or flowing down by colliding with the ribs 27b, 28d, and guides the lubricating oil to supply the lubricating oil to a portion requiring lubrication.
As shown in fig. 9 and 10, the oil groove 60 is a gutter-like member having a bottom wall, a front wall standing upward from a front end of the bottom wall, and a rear wall standing upward from a rear end of the bottom wall, and having an upper opening, and extends in the axial direction of the input shaft 34. The rear wall of the oil groove 60 has an oil discharge port 60A with a narrow opening width and an oil discharge port 60B with a wider opening width than the oil discharge port 60A.
As shown in fig. 7, the oil discharge port 60A is formed by simply cutting a notch in the rear wall at the end (right end) on the vertical wall portion 29A side without projecting rearward, and faces the guide groove 29g of the bearing holding portion 29D. The oil groove 60 receives the lubricating oil supplied from the oil pipe 48, causes the received lubricating oil to flow out from the oil discharge port 60A to the guide groove 29g, and guides the lubricating oil to the oil flowing space 53A through the guide groove 29g.
The oil discharge port 60A is not projected rearward, and is not interfered with the 1 st drive gear 34A during assembly. That is, the rear wall of the oil groove 60 is set at a position close to the 1 st drive gear 34A disposed rearward thereof.
As shown in fig. 6, the oil discharge port 60B is formed in a gutter shape protruding rearward from the rear wall of the end portion on the side of the side wall portion 27A, faces the guide groove 27g of the bearing holding portion 27D, and is partially disposed in the guide groove 27g. The oil groove 60 receives the lubricating oil supplied from the oil pipe 48, and guides the received lubricating oil from the oil discharge port 60B to the oil flowing space 53B through the guide groove 27g.
Since the oil discharge port 60B is disposed on the left side of the 1 st drive gear 34A, it does not interfere with the 1 st drive gear 34A during assembly, and the oil discharge port 60B protrudes rearward from the rear wall so that the oil discharge port 60B is closer to the guide groove 27g.
The oil outlet 60A of the present embodiment constitutes the 1 st oil outlet of the present invention, and the oil outlet 60B constitutes the 2 nd oil outlet of the present invention. Guide slot 29g constitutes the 1 st guide slot of the present invention, and guide slot 27g constitutes the 2 nd guide slot of the present invention.
As shown in fig. 7, a fitting projection 60a is provided at the left end portion (end portion on the side of the side wall portion 27A) of the oil groove 60. As shown in fig. 6 and 9, a cylindrical fitting hole 27f opening to the vertical wall portion 29A is provided in the side wall portion 27A of the cover 27, and the fitting projection 60a is inserted into the fitting hole 27f and fitted therein. That is, the oil groove 60 is fitted to the transmission in a state of being fitted to the cover 27.
As shown in fig. 7 and 9, a rib-shaped mounting portion 29H continuous with a lower portion of the guide groove 29g is provided along the front-rear direction on the vertical wall portion 29A of the left housing 7, and the mounting portion 29H connects the bearing holding portion 29D and the peripheral wall portion 28.
The right end portion (end portion on the side of the vertical wall portion 29A) of the oil groove 60 is placed on the placement portion 29H and is supported by the placement portion 29H. Further, by bringing the right end surface of the oil groove 60 into contact with the contact surface 29A of the vertical wall portion 29A located above the placement portion 29H, the movement of the oil groove 60 to the right side is suppressed, and the fitting projection 60a is prevented from coming out of (coming off) the fitting hole portion 27f.
That is, the oil groove 60 is disposed so that the left end portion is held by the fitting hole portion 27f and the right end portion is brought close to the abutment surface 29A of the vertical wall portion 29A in a state of abutting against the placement portion 29H, and is supported so as to be sandwiched between the side wall portion 27A of the cover 27 and the vertical wall portion 29A of the left housing 7. The side wall portion 27A, the fitting hole portion 27f, the vertical wall portion 29A, and the mounting portion 29H of the present embodiment constitute an oil groove supporting portion of the present invention.
As shown in fig. 9, an oil passage 35a is formed in the axial center of the 1 st intermediate shaft 35. The oil passage 35a extends in the axial direction of the 1 st intermediate shaft 35, and is open at both ends.
A guide plate 61 is provided at the left end of the 1 st intermediate shaft 35. The guide plate 61 has: a disk-shaped plate portion 61A having a hole formed in the center thereof; and a cylindrical tube portion 61B joined to the center of the plate portion 61A.
The plate portion 61A is fixed to the side wall portion 27A of the cover 27, and abuts against a plurality of projections 27t (see fig. 8) projecting from the side wall portion 27A toward the 1 st intermediate shaft 35 side, so that a space is formed between the plate portion 61A and the side wall portion 27A on the left side thereof as an oil flow space.
The tube portion 61B protrudes from the center of the plate portion 61A toward the right side perpendicular to the plate portion 61A and is inserted into the oil passage 35 a. The tube portion 61B communicates the oil passage space 53D with the oil passage 35a through the center hole of the disc-shaped plate portion 61A.
As shown in fig. 9, the outer race 51n of the ball bearing 51D is fixed to the bearing holding portion 27D by a snap spring 63, and is positioned in the axial direction of the 1 st intermediate shaft 35. The inner race 51m of the ball bearing 51D is fixed to the 1 st intermediate shaft 35 by a circlip 64, and is positioned on the 1 st intermediate shaft 35 in the axial direction of the 1 st intermediate shaft 35.
Thus, the 1 st intermediate shaft 35 is fitted to the transmission case 5 in a state of being positioned in the axial direction. That is, the 1 st intermediate shaft 35 is positioned to the cover 27 by the ball bearing 51D. This positioning is important because the other end portion (right end portion) of the 1 st intermediate shaft 35 is rotatably supported by the wall portion 29 via the needle bearing 51C that cannot perform axial positioning.
A cylindrical circlip operation hole portion 27H is formed in a side wall portion 27A of the cover 27 located in the vicinity of the bearing holding portion 27D above and in front of the ball bearing 51D. The circlip work hole portion 27H is closed by a cover 65. When the cover 65 is removed from the circlip work hole portion 27H, the speed reduction mechanism housing chamber 30B communicates with the outside, and the speed reduction mechanism housing chamber 30B can be accessed from the outside.
In a state where the cover 65 is removed from the circlip working hole portion 27H, a tool not shown is inserted into the reduction mechanism housing chamber 30B from the circlip working hole portion 27H, whereby the circlip 63 can be expanded in diameter from the outside, and the ball bearing 51D attached to the 1 st intermediate shaft 35 can be fixed to the bearing holding portion 27D. That is, the 1 st intermediate shaft 35 can be fitted to the bearing holding portion 27D.
As shown in fig. 11, an oil passage 27d is formed in the side wall portion 27A of the cover 27.
The oil passage 27D extends obliquely leftward and downward from the oil flow space 53B of the bearing holding portion 27C, and the lower end in the extending direction communicates with the oil flow space 53D.
The oil passage 27d is a hole formed by drilling, and is formed to be inclined downward to the left so that a cutting tool (drill) used for the drilling does not interfere with the cylindrical portion (portion into which the ball bearing 51B is fitted) of the bearing holding portion 27C.
In the left-right direction, the ball bearing 51D is disposed on the left side of the ball bearing 51B, the bearing holding portion 27D is disposed on the left side of the bearing holding portion 27C, and the oil flowing space 53D is disposed on the left side of the oil flowing space 53B, so that the bulging portion of the oil flowing space 53D bulging to the left side to communicate with the oil passage 27D can be minimized.
That is, the oil passage 27D communicates the oil flow space 53B of the bearing holding portion 27C with the oil flow space 53D of the bearing holding portion 27D. The lubricating oil supplied from the oil flow space 53B to the oil flow space 53D through the oil passage 27D is introduced from the oil flow space 53D to the oil passage 35a of the 1 st intermediate shaft 35 through the tube portion 61B.
The oil passage 27d of the present embodiment constitutes a communication passage of the present invention.
As shown in fig. 4, an oil groove 66 is provided in the transmission case 5. The oil groove 66 is provided above the forward drive output shaft 12 and at the same height as the lowermost 2 nd intermediate shaft 36 of the input shaft 34, the 1 st intermediate shaft 35, and the 2 nd intermediate shaft 36.
As shown in fig. 5, the oil groove 66 extends in the left direction from the end edge of the left housing 7 on the right housing 6 side, and reaches the hood 27.
The oil groove 66 includes a 1 st oil groove portion 67, a 2 nd oil groove portion 68, and a 3 rd oil groove portion 69.
The 1 st oil groove portion 67 is provided in the gear housing chamber 30A and extends from the end edge of the left housing 7 on the right housing 6 side to the partition wall portion 29B along the rear wall inner surface of the left housing 7.
The 2 nd oil groove portion 68 is provided in the gear housing chamber 30A. The 2 nd oil groove portion 68 is curved with respect to the 1 st oil groove portion 67, and extends in the front-rear direction on the right side of the partition wall portion 29B along the partition wall portion 29B from the left end of the 1 st oil groove portion 67 to above the forward drive output shaft 12.
The 3 rd oil groove 69 is provided in front of the 2 nd intermediate shaft 36 from the gear housing chamber 30A to the reduction mechanism housing chamber 30B through below the partition wall 29B. The 3 rd oil groove portion 69 is curved with respect to the 2 nd oil groove portion 68, and extends from the tip of the 2 nd oil groove portion 68 along the forward output shaft 12 to the cover 27 side above the forward output shaft 12.
In fig. 12 and 13, the 1 st oil groove portion 67 has a bottom wall 67A and side walls 67B and 67C extending upward from front and rear edges of the bottom wall 67A, and the bottom wall 67A and the side walls 67B and 67C form a 1 st oil passage 70 in a gutter shape that opens upward.
The 2 nd oil groove portion 68 has a bottom wall 68A continuous with the bottom wall 67A, and side walls 68B, 68C extending upward from the left and right edges of the bottom wall 68A and continuous with the side walls 67B, 67C, and a 2 nd oil passage 71 in a gutter shape communicating with the 1 st oil passage 70 and opening upward is formed by the bottom wall 68A and the side walls 68B, 68C.
The 3 rd oil groove 69 includes a bottom wall 69A continuous with the bottom wall 68A, and side walls 69B and 69C extending upward from front and rear edges of the bottom wall 69A and continuous with the side walls 68B and 68C, and a 3 rd oil passage 72 in a gutter shape communicating with the 2 nd oil passage 71 and opening upward is formed by the bottom wall 69A and the side walls 69B and 69C.
The right end of the 1 st oil groove 67 is disposed forward and upward of the final driven gear 15A, and an oil introduction portion 67D that opens rearward is provided at the right end of the 1 st oil groove 67. The lubricating oil carried up by the final driven gear 15A is introduced into the oil introduction portion 67D (the 1 st oil groove portion 67).
The lubricating oil introduced from the oil introduction portion 67D into the 1 st oil groove portion 67 flows into the 2 nd oil passage 71 in the 1 st oil passage 70. The lubricating oil flowing in the 1 st oil passage 70 to the 2 nd oil passage 71 is guided from the 1 st oil passage 70 to the 3 rd oil passage 72 through the 2 nd oil passage 71.
A tubular pipe portion 68D is provided on the left side wall 68C of the 2 nd oil groove portion 68. The pipe portion 68D projects leftward from the side wall 68C with its axis extending in the left-right direction, and is configured to allow the lubricating oil in the 2 nd oil passage 71 to flow out through an inner hole of the pipe portion 68D.
As shown in fig. 9, the pipe portion 68D passes through the partition wall portion 29B and is inserted into the oil passage 36a of the 2 nd intermediate shaft 36. The 2 nd oil passage 71 communicates with the oil passage 36a through the pipe portion 68D, and the lubricating oil flowing through the 2 nd oil passage 71 is introduced into the oil passage 36a through the pipe portion 68D.
In this way, the oil groove 66 includes a pipe portion 68D that supplies lubricating oil to the oil passage 36a formed in the axial center of the 2 nd intermediate shaft 36 located at the lowermost position.
In fig. 12 and 13, oil receiving portions 69D and 69E are provided on side walls 69B and 69C of the 3 rd oil groove portion 69, respectively. The oil receiving portions 69D and 69E are shaped to increase the amount of lubricating oil in the 3 rd oil groove portion 69, and introduce the lubricating oil flowing down from the speed reducing mechanism housing chamber 30B into the oil groove 66. The oil receiving portions 69D and 69E extend obliquely upward so as to extend in the front-rear direction from the side walls 69B and 69C and project upward, and are formed to have a predetermined dimension in the axial direction of the input shaft 11 as shown in fig. 5.
As shown in fig. 4, the 3 rd oil groove portion 69 is disposed below the front peripheral wall portion 28. The upper end of the oil receiving portion 69D is located below the upper wall 7B in front of the peripheral wall portion 28 and is disposed close to the inner surface (lower surface) of the upper wall 7B, receives the lubricating oil scattered from the speed reduction mechanism 33 and flowing down along the peripheral wall portion 28, and leads the lubricating oil to the 3 rd oil passage 72.
As shown in fig. 6, a cylindrical circlip working hole portion 27H is formed in the side wall portion 27A of the cover 27 so as to protrude into the reduction mechanism housing chamber 30B, and the lubricating oil is collected on the side of the peripheral wall portion 28 on the circular upper surface of the circlip working hole portion 27H, thereby efficiently collecting the lubricating oil.
The oil receiving portion 69E is provided on the 2 nd intermediate shaft 36 side with respect to the oil receiving portion 69D, bulges out rearward from the side wall 69B toward the speed reduction mechanism 33, and extends so as to be inclined upward along the outer diameter of the 2 nd driven gear 36A.
Specifically, the oil receiving portion 69E is inclined from the side wall 69C toward the meshing portion between the 2 nd drive gear 35B and the 2 nd driven gear 36A, receives oil scattered from the 2 nd drive gear 35B and the 2 nd driven gear 36A, and leads the oil to the 3 rd oil passage 72.
The oil receiving portion 69D of the present embodiment constitutes the 1 st oil receiving portion of the present invention, and the oil receiving portion 69E constitutes the 2 nd oil receiving portion of the present invention.
As shown in fig. 12 and 13, oil supply portions 69F and 69G are provided at the left end portion of the 3 rd oil groove portion 69.
As shown in fig. 5, the oil supply portion 69F supplies lubricating oil from the 3 rd oil passage 72 to the ball bearing 50A provided on the input shaft 11. The oil supply portion 69G supplies the lubricating oil from the 3 rd oil passage 72 to the ball bearing 50B provided in the forward output shaft 12. Although not shown, the oil supply portions 69F and 69G are inserted into lubrication grooves that communicate with bearing holding portions for the ball bearings 50A and 50B formed in the cover 27.
As shown in fig. 12 and 13, notches 69B and 69C are formed in side walls 69B and 69C of the 3 rd oil groove portion 69, and the notches 69B and 69C are located on the 2 nd oil groove portion 68 side with respect to the oil receiving portions 69D and 69E.
The lower ends of the notches 69B and 69C are located below the upper ends of the side walls 69B and 69C. Accordingly, a part of the lubricating oil flowing through the 3 rd oil passage 72 flows out from the notches 69b, 69 c.
As shown in fig. 5, the notches 69B and 69c are located between the 2 nd synchronizer 19 and the 3 rd synchronizer 20 in the axial direction of the input shaft 11, and the lubricating oil discharged from the notches 69B and 69c is supplied to the 2 nd synchronizer 19, the 3 rd synchronizer 20, a meshing portion of the 3 rd drive gear 36B and the output gear 17D, a meshing portion of the input gear 16D and the output gear 17D, a meshing portion of the input gear 16E and the output gear 17E, and the like. That is, the notches 69b and 69c are formed above the portions that need to be lubricated, and the notches 69b and 69c are disposed adjacent to the oil receiving portions 69D and 69E and on the right side of the oil receiving portions 69D and 69E.
Thus, the oil groove 66 of the present embodiment captures both the oil carried up by the final driven gear 15A and the oil scattered and flowing down from the speed reduction mechanism 33.
As shown in fig. 12 and 13, a fitting projection 68a is provided on the front side of the tube portion 68D of the side wall 68C of the 2 nd oil groove portion 68 so as to project leftward. The fitting projection 68a is fitted into a fitting hole formed in the partition wall portion 29B of the left housing 7. The oil groove 66 is provided with an extension 68E extending rearward at a connection portion between the 1 st oil groove portion 67 and the 2 nd oil groove portion 68.
Extending portion 68E is provided with a fitting projection 68B having the same shape as fitting projection 68a so as to project leftward, and fitting projection 68B is fitted into a fitting hole formed in partition wall portion 29B. The oil groove 66 is fitted to the partition wall 29B of the left housing 7 in front and rear of the pipe portion 68D via the fitting projection 68a and the fitting projection 68B.
That is, the oil groove 66 is assembled to the transmission case 5 by inserting the oil supply portions 69F, 69G into the lubrication grooves, inserting the fitting projections 68a, 68B into the fitting holes, and coming into contact with the transmission case 5 by bringing the projecting portion projecting forward from the side wall 67B into contact with the transmission case 5, thereby achieving the anti-drop (suppressing the movement of the oil groove 66 to the right).
Next, the operation will be described.
As shown by the broken line arrow in fig. 4 as a left side view, when the vehicle 1 travels forward, the input shaft 34 of the reduction mechanism 33 rotates counterclockwise, the 1 st intermediate shaft 35 rotates clockwise, and the 2 nd intermediate shaft 36 rotates counterclockwise. The input shaft 11 of the transmission mechanism 40 rotates counterclockwise, and the forward output shaft 12 rotates clockwise. Thus, the final stage driven gear 15A rotates counterclockwise.
The lubricating oil supplied from the oil pump 47 to the oil pipe 48 through the oil discharge passage 44a is discharged from the tip end portion of the oil pipe 48 disposed in the upper portion of the reduction mechanism housing chamber 30B. This lubricating oil collides with the ribs 27B, 28d such as the cover 27, and the flow velocity thereof is reduced, and the lubricating oil is scattered in the reduction mechanism housing chamber 30B, falls on the gears of the reduction mechanism 33, and is captured by the oil grooves 60 provided below the ribs 27B, 28 d.
As shown in fig. 10, the lubricating oil caught by the oil grooves 60 flows through the oil grooves 60 and flows out from the oil discharge port 60A. The lubricating oil flowing out of the oil discharge port 60A is guided to the placement portion 29H and the guide groove 29g and introduced into the oil flow space 53A.
The lubricating oil O1 introduced into the oil flow space 53A is supplied to the oil seal 55, lubricates the ball bearing 51A by the ball bearing 51A, and is then discharged from the oil flow space 53A.
As shown in fig. 8, the lubricating oil O1 discharged from the oil flowing space 53A lubricates the meshing portion between the 1 st drive gear 34A and the 1 st driven gear 35A disposed on the lateral side of the lower portion of the oil flowing space 53A, flows downward, and is guided to the oil flowing space 53C of the bearing holding portion 29E along the concave portion 29M as shown by the lubricating oil O2 in fig. 7 and 8.
As shown in fig. 8, the lubricating oil O2 introduced into the oil flow space 53C lubricates the needle bearing 51C, the outer peripheral surface of the 1 st intermediate shaft 35 serving as the rolling surface of the needle bearing 51C, and the inner diameter surface of the bearing holding portion 29E, and flows downward from the oil flow space 53C.
As shown in fig. 10, the lubricating oil caught by the oil grooves 60 is guided from the oil discharge port 60B to the guide groove 27g and introduced into the oil flow space 53B as shown by the lubricating oil O3. Part of the lubricating oil O3 introduced into the oil flow space 53B lubricates the ball bearing 51B by the ball bearing 51B, and is discharged downward from the oil flow space 53B.
As shown in fig. 8, the lubricating oil O3 discharged downward from the oil flowing space 53B lubricates the meshing portion of the 1 st drive gear 34A and the 1 st driven gear 35A disposed on the lateral side of the lower portion of the oil flowing space 53B.
On the other hand, as shown by the lubricating oil O4 in fig. 11, a part of the lubricating oil introduced into the oil flow space 53B is introduced from the oil flow space 53B into the oil flow space 53D through the oil passage 27D.
As shown by the lubricating oil O5 in fig. 8, the lubricating oil O4 introduced into the oil flow space 53D is introduced from the oil flow space 53D to the oil passage 35a of the 1 st intermediate shaft 35 through the tube portion 61B of the guide plate 61.
The lubricating oil O5 introduced into the oil passage 35a is introduced into the oil flow space 53C of the bearing holding portion 29E, lubricates the needle bearings 51C provided in the bearing holding portion 29E, and is then discharged downward from the oil flow space 53C.
Part of the lubricating oil O5 introduced into the oil passage 35a is supplied to the ball bearing 51D from between the inner peripheral surface of the 1 st intermediate shaft 35 and the tube portion 61B (see the lubricating oil O6 in fig. 9). Thereby, the ball bearing 51D is lubricated.
As shown in fig. 9, the lubricating oil O6 having lubricated the ball bearing 51D is discharged downward from the oil flow space 53D. The meshing portion between the 2 nd driven gear 36A and the 2 nd drive gear 35B is located on the side of the lower portion of the bearing holding portion 27D.
Thus, the meshing portion between the 2 nd driven gear 36A and the 2 nd drive gear 35B is lubricated by the lubricating oil O6 discharged from the bearing holding portion 27D.
The opening width of the oil discharge port 60B of the oil groove 60 of the present embodiment is wider than the opening width of the oil discharge port 60A, and therefore, more lubricating oil can be supplied to the oil flow space 53B of the bearing holding portion 27C. Further, more lubricating oil can be made to flow by the oil passage 27D, and a larger amount of lubricating oil can be supplied to the oil flow space 53D.
Therefore, a sufficient amount of oil can be supplied from the oil passage 27D to the ball bearing 51D supporting the left end portion of the 1 st intermediate shaft 35. Further, the oil passage 35a of the 1 st intermediate shaft 35 can supply a sufficient amount of lubricating oil to the needle roller bearing 51C provided on the opposite side of the 1 st intermediate shaft 35 from the ball bearing 51D and in the small gap between the bearing holding portion 29E and the right end portion of the 1 st intermediate shaft 35.
On the other hand, the lubricating oil O accumulated in the bottom portion of the left casing 7 is carried up by the final stage driven gear 15A, and is introduced from the oil introduction portion 67D of the 1 st oil groove portion 67 to the 1 st oil passage 70 as shown by the lubricating oil O7 in fig. 5.
The lubricating oil O7 introduced into the 1 st oil passage 70 is guided from the 1 st oil passage 70 to the 3 rd oil passage 72 through the 2 nd oil passage 71.
As shown in fig. 9, a tubular pipe portion 68D is provided on a side wall 68C of the 2 nd oil groove portion 68 constituting the 2 nd oil passage 71, and the pipe portion 68D is inserted into the oil passage 36a of the 2 nd intermediate shaft 36 through the oil flow passage space 53E.
Thus, as shown in fig. 9, the lubricating oil O7 flowing through the 2 nd oil passage 71 is supplied to the oil passage 36a of the 2 nd intermediate shaft 36 through the tube portion 68D as shown by the lubricating oil O8.
A part of the lubricating oil O8 supplied to the oil passage 36a is discharged from the oil passage 36a to the oil flow space 53E as shown by the lubricating oil O9, lubricates the ball bearing 51E provided in the bearing holding portion 29F, and is then discharged from the oil flow space 53E.
The lubricating oil O9 discharged downward from the oil flowing space 53E flows along the gear housing 29G, and lubricates the meshing portion between the 3 rd drive gear 36B and the 4 th output gear 17D.
The lubricating oil O8 flowing through the oil passage 36a is introduced into the oil flow space 53F as shown by the lubricating oil O10. The lubricating oil O10 introduced into the oil flow space 53F lubricates the ball bearing 51F, and is then discharged from the oil flow space 53F.
On the other hand, side walls 69B and 69C of the 3 rd oil groove portion 69 of the oil groove 66 are provided with oil receiving portions 69D and 69E extending upward from the side walls 69B and 69C, respectively.
As shown in fig. 4, the peripheral wall portion 28 is disposed in front of the input shaft 34 and the 1 st intermediate shaft 35, and receives lubricating oil scattered as the gears rotate. The oil receiving portion 69D is provided below the peripheral wall portion 28, and the oil receiving portion 69D receives the lubricating oil O11 scattered from the 1 st drive gear 34A, the 1 st driven gear 35A, and the 2 nd drive gear 35B of the reduction mechanism 33 and flowing down along the peripheral wall portion 28, and leads the lubricating oil O11 to the 3 rd oil passage 72.
The oil receiving portion 69E is provided on the 2 nd intermediate shaft 36 side with respect to the oil receiving portion 69D, and is inclined from the side wall 69C toward the speed reducing mechanism 33. Further, the 2 nd drive gear 35B and the 2 nd driven gear 36A rotate along their meshing positions in a direction in which the upper ends of the oil receiving portions 69E approach each other.
Thus, the oil receiving portion 69E receives the lubricating oil O12 scattered from the meshing portion of the 2 nd drive gear 35B and the 2 nd driven gear 36A, and leads it to the 3 rd oil passage 72.
The lubricating oil flowing through the 3 rd oil passage 72 is supplied from the oil supply portion 69F provided at the left end portion of the 3 rd oil groove portion 69 to the ball bearing 50A provided at the input shaft 11. Thus, the ball bearing 50A is lubricated by the oil.
The lubricating oil flowing through the 3 rd oil passage 72 is supplied from an oil supply portion 69G provided at the left end portion of the 3 rd oil groove portion 69 to the ball bearing 50B provided in the forward movement output shaft 12.
Thus, the ball bearing 50B is lubricated by the oil. Notches 69b and 69c are formed in the 3 rd oil passage 72, and the lubricating oil flowing out of the notches 69b and 69c is supplied to a synchronizing device, a gear meshing portion, and the like disposed therebelow.
The lubricating oil discharged from the oil grooves 60, 66 finally returns to the bottom of the left casing 7, and joins the lubricating oil O stored in the bottom of the left casing 7.
As described above, according to the drive device 4 of the present embodiment, the transmission case 5 has the oil flow space 53A to the oil flow space 53F formed therein for flowing the lubricating oil, and has the tubular bearing holding portions 27C, 27D, 27E, 29D, 29E, and 29F supporting the input shaft 34, the 1 st intermediate shaft 35, and the 2 nd intermediate shaft 36 by the ball bearings 51A, 51B, 51D, 51E, and 51F and the needle bearing 51C and rotatably holding these shafts.
In the reduction mechanism 33, the input shaft 34, the 1 st intermediate shaft 35, and the 2 nd intermediate shaft 36 project upward from the shift mechanism 40 and are provided separately in the vertical direction.
The transmission case 5 has: an oil pipe 48 that supplies lubricating oil to the upper portion of the reduction mechanism 33; a guide groove 29g that supplies oil supplied from the oil pipe 48 to the oil flow space 53A inside the bearing holding portion 29D; and a guide groove 27g that supplies the lubricating oil supplied from the oil pipe 48 to the oil flowing space 53B inside the bearing holding portion 27C.
Therefore, even when the speed reduction mechanism 33 is disposed above the speed change mechanism 40, the ball bearings 51A and 51B that support the input shaft 34 of the speed reduction mechanism 33 can be reliably lubricated. As a result, the durability of the ball bearings 51A and 51B can be improved, and the reliability of the speed reduction mechanism 33 can be improved.
In addition, according to the drive device 4 of the present embodiment, the transmission case 5 has the oil passage 27D, the oil passage 27D communicates the oil flow space 53B of the bearing holding portion 27C and the oil flow space 53D of the bearing holding portion 27D, and the lubricating oil is supplied from the oil flow space 53B to the oil flow space 53D.
Therefore, the lubricating oil can be reliably supplied from the oil flowing space 53B of the bearing holding portion 27C to the oil flowing space 53D of the bearing holding portion 27D, and the ball bearing 51D provided in the bearing holding portion 27D can be reliably lubricated.
In addition, according to the drive device 4 of the present embodiment, the oil groove 60 is provided in the transmission case 5, and the oil groove 60 receives the lubricating oil supplied from the oil pipe 48 and guides it to the guide grooves 27g, 29g.
Thus, the lubricating oil discharged from the oil pipe 48 can be caught by the oil groove 60, and a large amount of lubricating oil can be supplied to a necessary portion through the oil groove 60. Therefore, more oil can be supplied from the oil groove 60 to the oil flowing space 53A of the bearing holding portion 29D and the oil flowing space 53B of the bearing holding portion 27C through the guide grooves 27g, 29g.
Therefore, the ball bearings 51A and 51B can be lubricated more reliably. As a result, the durability of the ball bearings 51A and 51B can be further improved, and the reliability of the speed reduction mechanism 33 can be further improved.
In addition, according to the driving device 4 of the present embodiment, the oil groove 60 has the oil discharge port 60A and the oil discharge port 60B. The guide groove 29g guides the lubricating oil discharged from the oil discharge port 60A to the oil flow space 53A of the bearing holding portion 29D, and the guide groove 27g guides the lubricating oil discharged from the oil discharge port 60B to the oil flow space 53B of the bearing holding portion 27C.
Accordingly, a large amount of lubricating oil can be simultaneously supplied to the ball bearings 51A, 51B provided at both end portions of the input shaft 34 by the 1 oil groove 60, and the ball bearings 51A, 51B can be lubricated more effectively.
As described above, in the drive device 4 of the present embodiment, only one oil groove 60 for supplying oil to the ball bearings 51A and 51B is required, and therefore, the lubrication performance of the ball bearings 51A and 51B can be improved while the number of parts of the oil groove is reduced.
Further, according to the drive device 4 of the present embodiment, the transmission case 5 is supported so that the oil groove 60 is sandwiched by the side wall portion 27A of the cover 27 and the vertical wall portion 29A of the left case 7.
That is, the oil groove 60 is held by the fitting hole portion 27f at the left end portion and is abutted against the mounting surface 29A of the vertical wall portion 29A in a state where the right end portion is supported by the mounting portion 29H, whereby the oil groove 60 is attached so as to be sandwiched between the side wall portion 27A of the cover 27 and the vertical wall portion 29A of the left housing 7.
Accordingly, the oil groove 60 can be supported by the shape of the transmission case 5, and the oil groove 60 can be easily prevented from falling off.
Further, by adopting the configuration in which the oil groove 60 is sandwiched between the side wall portion 27A of the cover 27 and the vertical wall portion 29A of the left case 7, the oil groove 60 can be easily assembled to the transmission case 5, and the assembly of the oil groove 60 can be performed easily and in a short time. As a result, the productivity of the drive device 4 can be improved.
Further, although the lubricating oil is supplied to the upper portion of the speed reducing mechanism 33 through the oil pipe 48 in the drive device 4 of the present embodiment, it is not limited thereto. As an example, an oil passage may be formed in the cover 27 or the left housing 7, and the lubricating oil discharged from the oil pump 47 may be supplied to the upper portion of the speed reducing mechanism 33 through the oil passage.
In the drive device 4 of the present embodiment, the bearing is formed by a ball bearing or a needle bearing, but the present invention is not limited to the ball bearing.
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 (6)

1. A lubrication structure for a hybrid vehicle drive device is provided with:
a speed change mechanism that changes a rotational speed of power transmitted from the internal combustion engine;
a speed reduction mechanism having a plurality of rotating shafts and a plurality of speed reduction gear sets provided on the plurality of rotating shafts, the plurality of rotating shafts protruding upward from the speed change mechanism and being provided separately in a vertical direction, the speed reduction gear sets reducing a rotational speed of the motor and transmitting the reduced rotational speed to the speed change mechanism; and
a transmission case that houses the transmission mechanism and the reduction mechanism,
the transmission case has an oil flow space formed therein for flowing a lubricating oil therethrough, and a plurality of bearing holding portions rotatably supporting the plurality of rotating shafts via bearings,
the plurality of bearing holding portions include: an upper bearing holding portion that supports an uppermost rotary shaft among the plurality of rotary shafts; and a lower bearing holding portion located below the upper bearing holding portion,
the lubricating structure of the hybrid vehicle drive device is characterized in that,
the transmission case includes: an oil passage portion that supplies lubricating oil to an upper portion of the speed reducing mechanism; and a guide groove for guiding the lubricating oil supplied from the oil passage portion to the oil flow space of the upper bearing holding portion.
2. The lubrication structure of a drive device for a hybrid vehicle according to claim 1,
the transmission case has a communication passage that communicates the oil flow space of the upper bearing holding portion with the oil flow space of the lower bearing holding portion, and the oil flow space of the lower bearing holding portion is supplied with lubricating oil from the oil flow space of the upper bearing holding portion.
3. The lubrication structure of a drive device for a hybrid vehicle according to claim 1 or claim 2,
an oil groove is provided in the transmission case,
the oil groove receives the lubricating oil supplied from the oil passage portion and guides the lubricating oil to the guide groove.
4. The lubrication structure of a drive device for a hybrid vehicle according to claim 3,
the bearing has a 1 st bearing and a 2 nd bearing,
the upper bearing holding part includes: a 1 st upper bearing holding portion that rotatably supports one end portion of the rotating shaft in the axial direction by the 1 st bearing; and a 2 nd upper bearing holding portion for rotatably supporting the other end portion of the rotary shaft in the axial direction by the 2 nd bearing,
the oil groove has a 1 st oil discharge port and a 2 nd oil discharge port,
the guide groove has: a 1 st guide groove for guiding the lubricating oil discharged from the 1 st oil discharge port to the oil flow space of the 1 st upper bearing holding portion; and a 2 nd guide groove for guiding the lubricating oil discharged from the 2 nd oil discharge port to the oil flow space of the 2 nd upper bearing holding portion.
5. The lubrication structure of a drive device for a hybrid vehicle according to claim 3,
the transmission case has an oil groove support portion that supports the oil groove from both sides.
6. The lubrication structure of a drive device for a hybrid vehicle according to claim 4,
the transmission case has an oil groove support portion that supports the oil groove from both sides.
CN202020082453.4U 2019-01-16 2020-01-15 Lubricating structure of drive device for hybrid vehicle Active CN211649015U (en)

Applications Claiming Priority (2)

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JP2019-005194 2019-01-16
JP2019005194A JP7251155B2 (en) 2019-01-16 2019-01-16 Lubricating structure of drive system for hybrid vehicle

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CN211649015U true CN211649015U (en) 2020-10-09

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CN (1) CN211649015U (en)
FR (1) FR3091736B1 (en)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0192554U (en) * 1987-12-11 1989-06-16
DE19538192A1 (en) * 1995-10-13 1997-04-17 Zahnradfabrik Friedrichshafen Oil supply device for shaft bearing
JP4450599B2 (en) 2003-10-08 2010-04-14 株式会社クボタ Work machine transmission case structure
JP2007216865A (en) 2006-02-17 2007-08-30 Honda Motor Co Ltd Power transmission device for hybrid vehicle

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JP2020112246A (en) 2020-07-27
FR3091736B1 (en) 2023-05-26
JP7251155B2 (en) 2023-04-04

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