CN213892154U

CN213892154U - Motor unit

Info

Publication number: CN213892154U
Application number: CN201990000616.5U
Authority: CN
Inventors: 山口康夫; 藤原久嗣; 中村圭吾
Original assignee: Nidec Corp
Current assignee: Nidec Corp
Priority date: 2018-04-06
Filing date: 2019-03-28
Publication date: 2021-08-06
Anticipated expiration: 2029-03-28
Also published as: WO2019194076A1

Abstract

One mode of the motor unit of the present invention includes a generator, a motor, a transmission mechanism, a clutch, a rotation sensor for the generator, a rotation sensor for the motor, and a control unit. The transmission mechanism has an engine drive shaft rotated by the engine. The engine drive shaft has a 1 st shaft part and a 2 nd shaft part that are disconnected or connected by a clutch. In the clutch connection operation, the control portion supplies electric power to the generator to apply torque to the 1 st shaft portion by the generator based on a difference between a rotation speed of the 1 st shaft portion calculated from a rotation speed of the generator and a rotation speed of the 2 nd shaft portion calculated from a rotation speed of the motor, so that the rotation speed of the 1 st shaft portion approaches the rotation speed of the 2 nd shaft portion.

Description

Motor unit

Technical Field

The utility model relates to a motor unit.

Background

In general, a hybrid vehicle is provided with a clutch that separates a transmission system of an engine from a transmission system of a motor. Patent document 1 discloses a structure using a synchronizer ring as a clutch.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2014-237379

SUMMERY OF THE UTILITY MODEL

Problem to be solved by utility model

When the transmission system of the engine and the transmission system of the motor are connected or disconnected, if there is a difference in the rotational speeds of these transmission systems, a shock is applied at the time of connection. In addition, in the case where their rotational speeds are synchronized using a synchronizer ring or the like, the abrasion of the synchronizer ring becomes significant.

An object of one aspect of the present invention is to provide a motor unit capable of mitigating an impact during a clutch connection operation.

Means for solving the problems

The utility model discloses a mode and the engine of motor unit are connected, and wherein, this motor unit has: a generator that generates electricity by power of the engine; a motor; a transmission mechanism that transmits force among the engine, the generator, and the motor, and outputs power of the engine and the motor from an output shaft; a clutch provided in the transmission mechanism and capable of cutting off a transmission path of power of the engine; a rotation sensor for a generator that measures a rotation speed of the generator; a motor rotation sensor that measures a rotation speed of the motor; and a control unit connected to the motor, the generator, the clutch, the generator rotation sensor, and the motor rotation sensor, and controlling the motor, the generator, and the clutch. The transmission mechanism has an engine drive shaft extending along an engine axis and rotated by the engine. The engine drive shaft has: a 1 st shaft portion connected to the engine and the generator; and a 2 nd shaft portion disposed coaxially with the 1 st shaft portion, the clutch being selectively switched between a connected state in which the 1 st shaft portion and the 2 nd shaft portion are connected and a disconnected state in which the 1 st shaft portion and the 2 nd shaft portion are separated with respect to the 1 st shaft portion in a path of the transmission mechanism, the controller supplying electric power to the generator and applying torque to the 1 st shaft portion by the generator in a clutch connection operation in which the disconnected state is switched to the connected state in a state in which the 1 st shaft portion is driven by the engine and the 2 nd shaft portion is driven by the motor, the rotation speed of the 1 st shaft part is made to approach the rotation speed of the 2 nd shaft part.

Effect of the utility model

According to an aspect of the present invention, there is provided a motor unit capable of relaxing an impact during a clutch connection operation.

Drawings

FIG. 1 is a conceptual diagram of a powertrain having one embodiment of a motor unit.

Fig. 2 is a side view of one embodiment of a motor unit.

Fig. 3 is a partial sectional view of a motor unit of an embodiment.

Fig. 4 is a cross-sectional view of an embodiment pump section.

Detailed Description

Hereinafter, a motor unit according to an embodiment of the present invention will be described with reference to the drawings. The scope of the present invention is not limited to the following embodiments, and can be arbitrarily changed within the scope of the technical idea of the present invention. In the drawings below, scales, numbers, and the like of the respective structures may be different from those of actual structures in order to facilitate understanding of the respective structures.

In the following description, the direction of gravity is defined based on the positional relationship when the motor unit 10 is mounted on a vehicle on a horizontal road surface, and the description is given.

In the present specification, "extend in the axial direction" includes a case of extending in a direction inclined in a range of less than 45 ° with respect to the axial direction, in addition to a case of extending strictly in the axial direction (i.e., a direction parallel to the X axis). In the present specification, "extend along the axis" means extend in the axial direction around a predetermined axis. In addition, in this specification, "extend in the radial direction" includes, in addition to a case of extending strictly in the radial direction (i.e., a direction perpendicular to the axial direction), a case of extending in a direction inclined in a range of less than 45 ° with respect to the radial direction.

Fig. 1 is a conceptual diagram of a powertrain 3 having one embodiment of a motor unit 10. The Y-axis is shown in fig. 1. The Y-axis direction is the width direction (left-right direction) of the vehicle.

The powertrain 3 has a motor unit 10 and an engine 2. The motor unit 10 is connected to the engine 2. The motor unit 10 includes a motor 1, a motor rotation sensor 33, a generator 4, a generator rotation sensor 43, a transmission mechanism (transaxle) 5, a clutch (release mechanism) 6, a parking lock mechanism 7, a pump portion 70, a case 8, an inverter unit 9, and oil O stored in the case 8. The inverter unit 9 has a control unit 9 a. That is, the motor unit 10 has a control unit 9 a. The control unit 9a is connected to the motor 1, the generator 4, the clutch 6, the generator rotation sensor 43, and the motor rotation sensor 33.

The motor unit 10 is mounted on a vehicle having the motor 1 and the engine 2 as power sources, such as a Hybrid Electric Vehicle (HEV) or a plug-in hybrid electric vehicle (PHV).

In a vehicle (not shown) equipped with the motor unit 10, three traveling modes, that is, an EV mode, a series mode, and a parallel mode, are prepared. These travel modes are alternatively selected by the control unit 9a according to the vehicle state, the travel state, the output requested by the driver, and the like.

The EV mode is a running mode in which the vehicle is driven only by the motor 1 using the charging power of a driving battery, not shown, while the engine 2 and the generator 4 are stopped. The EV mode is selected when the running load is low or when the battery charge level is high.

The series mode is a traveling mode in which the generator 4 is driven by the engine 2 to generate electric power and the vehicle is driven by the motor 1 using the electric power. The series mode is selected when the running load is medium or when the charge level of the battery is low.

The parallel running mode is a running mode in which the vehicle is driven mainly by the engine 2 and the driving of the vehicle is assisted by the motor 1 as necessary, and the parallel running mode is selected when the running load is high.

The engine 2 is an internal combustion engine (gasoline engine or diesel engine) that burns gasoline or light oil. The engine 2 of the present embodiment is a so-called transverse engine in which the crankshaft 2a is disposed transversely so that the direction thereof coincides with the vehicle width direction. The engine 2 is disposed on one side of the motor unit 10 in the vehicle width direction. The crankshaft 2a extends along an engine axis J2. The engine axis J2 is arranged in parallel with the output shaft 55 of the motor unit 10. The operating state of the engine 2 is controlled by the control unit 9 a.

As shown in fig. 1, the engine 2 and the motor unit 10 are connected via a damper 2 c. The damper 2c functions as a torque limiter. The damper 2c reduces vibration caused by rapid torque variation when the vehicle is rapidly accelerated by the engine. The engine 2 is connected to an engine drive shaft 12 of the motor unit 10 via a damper 2 c. That is, the engine 2 drives the engine drive shaft 12.

The housing 8 is made of, for example, aluminum die casting. The housing 8 is formed by connecting a plurality of members arranged in the vehicle width direction. The housing 8 is provided with a housing space 8S. The housing 8 houses the motor 1, the motor rotation sensor 33, the generator 4, the generator rotation sensor 43, the transmission mechanism 5, the clutch 6, the parking lock mechanism 7, and the pump unit 70 in the housing space 8S. In addition, oil O is accumulated in a lower region of the storage space 8S.

The housing space 8S is provided with a generator chamber 8A housing the generator 4, a gear chamber 8B housing the transmission mechanism 5, and a motor chamber 8C housing the motor 1.

Further, the housing 8 has: a generator housing section 81 in which a generator room 8A is formed; a transmission mechanism housing section 82 that constitutes the gear chamber 8B inside; and a motor housing portion 83 which constitutes a motor chamber 8C therein.

The housing 8 has: an outer peripheral wall portion 8a surrounding the storage space 8S; and a 1 st partition wall portion (partition wall portion) 8b and a 2 nd partition wall portion (partition wall portion) 8c that divide the inside of the housing space.

The 1 st and 2 nd

partition wall portions

8b and 8c extend along a plane perpendicular to the vehicle width direction (i.e., the axial direction). The 1 st partition wall portion 8B partitions a generator chamber 8A and a gear chamber 8B. The 2 nd partition wall portion 8C partitions a gear chamber 8B and a motor chamber 8C. The 2 nd partition wall portion 8c faces the 1 st partition wall portion 8b in the vehicle width direction. Therefore, the 1 st partition wall portion 8B and the 2 nd partition wall portion 8c are positioned on both sides of the gear chamber 8B in the vehicle width direction, and surround the gear chamber 8B from both sides in the vehicle width direction.

An oil reservoir P for accumulating the oil O is provided in a lower region of the housing space 8S. In the present embodiment, the bottom of the motor chamber 8C and the bottom of the generator chamber 8A are located above the bottom of the gear chamber 8B. The 1 st partition wall portion 8b is provided with a 1 st partition wall opening 8 bb. The 1 st partition wall opening 8bb communicates the generator chamber 8A and the gear chamber 8B. The 1 st partition opening 8bb moves the oil O accumulated in the lower region of the generator chamber 8A to the gear chamber 8B. Similarly, the 2 nd partition wall portion 8c is provided with a 2 nd partition wall opening 8 cb. The 2 nd partition wall opening 8cb communicates the motor chamber 8C and the gear chamber 8B. The 2 nd partition opening 8cb moves the oil O accumulated in the lower region of the motor chamber 8C to the gear chamber 8B. Therefore, the oil O in the housing space 8S is finally accumulated in the lower region of the gear chamber 8B. That is, in the present embodiment, the oil reservoir P is located in the lower region of the gear chamber 8B.

An oil passage 90 for circulating the oil O is provided in the housing space 8S. The oil passage 90 includes a 1 st oil passage 91 and a 2 nd oil passage 92. That is, the 1 st oil passage 91 and the 2 nd oil passage 92 for circulating the oil O are provided in the housing space 8S. The oil O is supplied from the oil reservoir P to each part of the motor unit 10 in the oil passage 90. The oil passage 90 will be described in detail later.

The case 8 has a bottom wall 8d located below the oil reservoir P. The bottom wall 8d constitutes a part of the transmission mechanism housing 82. A flow path member 8e is fixed to the bottom wall portion 8 d. The flow path member 8e is made of a metal material having high thermal conductivity. For example, the flow path member 8e is made of an aluminum alloy.

A refrigerant flow path 8ea is provided inside the flow path member 8 e. Refrigerant pipes 8eb are connected to both ends of the refrigerant flow path 8ea, respectively. The refrigerant pipe 8eb is formed in an annular shape. The refrigerant cooled by a radiator (not shown) provided in the path flows through the refrigerant pipe 8 eb. In the refrigerant flow path 8ea of the flow path member 8e, the refrigerant flows between the inlet and the outlet. Thereby, the flow passage member 8e is cooled by the refrigerant.

Further, an inverter unit 9 is provided in a path of the refrigerant pipe 8 eb. The refrigerant flowing through the refrigerant pipe 8eb cools the inverter unit 9 together with the flow passage member 8 e.

The flow path member 8e is fixed to the bottom wall 8d of the casing 8 below the oil reservoir P. Therefore, the flow passage member 8e cooled by the coolant cools the bottom wall portion 8 d. Thereby, the flow passage member 8e cools the oil O accumulated in the oil reservoir P through the bottom wall portion 8 d.

The flow path member 8e can be regarded as a part of the bottom wall portion 8 d. That is, the casing 8 is provided with a refrigerant flow path 8ea passing through the lower side of the oil reservoir P (the lower region of the housing space 8S). As will be described later, the oil O circulating through the 1 st oil passage 91 and the 2 nd oil passage 92 merges in the oil reservoir P. The refrigerant flowing through the refrigerant flow path 8ea cools the oil O accumulated in the oil reservoir P, and thereby the oil O circulating through the 1 st oil path 91 and the 2 nd oil path 92 can be cooled together.

The oil O is used for lubrication of the transmission mechanism 5, and for cooling of the motor 1 and the generator 4. The oil O is accumulated in a lower region of the gear chamber 8B (i.e., the oil reservoir P). For the oil O, in order to realize the functions of a lubricating oil and a cooling oil, it is preferable to use an oil equivalent to an Automatic Transmission lubricating oil (ATF) having a low viscosity.

The motor 1 is a motor generator having both a function as an electric motor and a function as a generator. The motor 1 mainly functions as an electric motor to drive the vehicle, and functions as a generator during regeneration.

The motor 1 includes a motor rotor (rotor) 31 and a motor stator (stator) 32 surrounding the motor rotor 31. The motor rotor 31 rotates about a motor axis J1. The motor stator 32 has a ring shape. The motor stator 32 surrounds the motor rotor 31 from the radially outer side of the motor axis J1.

The motor rotor 31 is fixed to a motor drive shaft 11 described later. The motor rotor 31 rotates about a motor axis J1. The motor rotor 31 includes a motor rotor magnet 31a and a motor rotor core 31 b. The motor rotor magnet 31a is fixed in a holding hole provided in the motor rotor core 31 b.

The motor stator 32 includes a motor stator core 32a and a motor coil 32 b. The motor stator core 32a has a plurality of teeth projecting radially inward of the motor axis J1. The motor coil 32b is wound around the teeth of the motor stator core 32 a.

The rotation speed of the motor 1 is measured by a motor rotation sensor 33. The motor rotation sensor 33 of the present embodiment is a resolver, and includes a resolver rotor and a resolver stator. The resolver rotor of the motor rotation sensor 33 is attached to the motor drive shaft 11. The resolver stator of the motor rotation sensor 33 is fixed to the inner wall surface of the housing 8.

The generator 4 is a motor generator having both a function as a motor and a function as a generator. The generator 4 functions as a motor (starter) when the engine 2 is started, and generates power by engine power when the engine 2 is operated.

The generator 4 includes a generator rotor 41 and a generator stator 42 surrounding the generator rotor 41. The generator rotor 41 rotates about the engine axis J2. The generator stator 42 is annular. The generator stator 42 surrounds the generator rotor 41 from the radially outer side of the engine axis J2.

The generator rotor 41 is fixed to an engine drive shaft 12 described later. The generator rotor 41 rotates about the engine axis J2. The generator rotor 41 includes a rotor magnet 41a and a rotor core 41 b. The rotor magnet 41a is fixed in a holding hole provided in the rotor core 41 b.

The generator stator 42 includes a stator core 42a and a coil 42 b. The stator core 42a has a plurality of teeth projecting radially inward of the engine axis J2. The coil 42b is wound around the teeth of the stator core 42 a.

The rotation speed of the generator 4 is measured by a generator rotation sensor 43. The generator rotation sensor 43 of the present embodiment is a resolver, and includes a resolver rotor and a resolver stator, as in the case of the motor rotation sensor 33. The resolver rotor of the generator rotation sensor 43 is attached to the engine drive shaft 12. The resolver stator of the generator rotation sensor 43 is fixed to the inner wall surface of the housing 8.

The motor stator 32 and the generator stator 42 are connected to an inverter unit 9 that converts direct current and alternating current. The respective rotational speeds of the motor 1 and the generator 4 are controlled in the inverter unit 9.

The transmission mechanism 5 transmits force between the engine 2, the generator 4, and the motor 1. The transmission mechanism 5 has a plurality of mechanisms that transmit power between the drive source and the driven device. The transmission mechanism 5 outputs the power of the engine 2 and the motor 1 from the output shaft 55.

The transmission mechanism 5 has a differential device (differential gear) 50. The transmission mechanism 5 has a plurality of shafts extending in the horizontal direction and a plurality of gears fixed to the plurality of shafts, respectively. The transmission mechanism 5 is provided with a pump section 70, a clutch 6, and a parking lock mechanism 7.

The plurality of shafts of the transmission mechanism 5 include a motor drive shaft 11, an engine drive shaft 12, a counter shaft 13, and a pair of output shafts 55 provided to the differential device 50.

The plurality of gears of the transmission mechanism 5 include a motor drive gear 21, an engine drive gear 22, a pinion gear 23, a drive gear 24, and a ring gear 51 provided to the differential device 50.

The motor drive shaft 11 extends along a motor axis J1. The motor drive shaft 11 is fixed to the motor rotor 31. The motor drive shaft 11 is rotated by the motor 1.

The motor drive gear 21 is fixed to the motor drive shaft 11. The motor drive gear 21 rotates about the motor axis J1 with the motor drive shaft 11.

The motor drive shaft 11 is a hollow shaft having a hollow portion 11h provided therein. The hollow portion 11h linearly extends along the motor axis J1. As will be described later, the oil O is supplied to the hollow portion 11 h. Therefore, the oil O flows in the hollow portion 11 h.

The motor drive shaft 11 is provided with a through hole 11p extending from the hollow portion 11h to the outside in the radial direction of the motor axis J1. The through hole 11p overlaps with the motor stator 32 in the axial direction. The through hole 11p faces the motor stator 32 in the radial direction of the motor axis J1. The oil O supplied to the hollow portion 11h is scattered radially outward from the through hole 11p and supplied to the motor stator 32, thereby cooling the motor stator 32.

The engine drive shaft 12 extends along an engine axis J2. The engine drive shaft 12 is connected to a crankshaft 2a of the engine 2 via a damper 2 c. The engine drive shaft 12 is rotated by the engine 2. In the case of stably rotating the engine 2, the engine drive shaft 12 rotates in synchronization with the crankshaft 2 a. A generator rotor 41 is fixed to the engine drive shaft 12.

A part of the pump section 70 (external gear 72, see fig. 4) is fixed to the engine drive shaft 12. The pump section 70 will be described in detail later.

The engine drive shaft 12 is a hollow shaft having a hollow portion 12h provided therein. The hollow portion 12h linearly extends along the engine axis J2. The discharge port 76 of the pump section 70 is connected to the hollow section 12 h. Therefore, the oil O flows in the hollow portion 12 h. The hollow portion 12h is open in the axial direction on the upper side of the motor 1. Part of the oil O flowing through the hollow portion 12h is supplied to the motor 1 from above, and cools the motor 1.

The engine drive shaft 12 is provided with a 1 st through hole 12p and a 2 nd through hole 12q extending from the hollow portion 12h to the outside in the radial direction of the engine axis J2. The 1 st through hole 12p and the 2 nd through hole 12q are aligned along the axial direction of the engine axis J2.

The 1 st through hole 12p overlaps with the gear constituting the transmission mechanism 5 in the axial direction. The 1 st through hole 12p faces the gear constituting the transmission mechanism 5 in the radial direction of the engine axis J2. Part of the oil O supplied from the pump section 70 to the hollow portion 12h is scattered radially outward from the 1 st through hole 12p and supplied to the gears of the transmission mechanism 5, thereby improving the lubricity between the gears.

The 2 nd through hole 12q overlaps with the generator stator 42 in the axial direction. The 2 nd through hole 12q faces the generator stator 42 in the radial direction of the engine axis J2. Part of the oil O supplied from the pump section 70 to the hollow portion 12h is scattered radially outward from the 2 nd through hole 12q and supplied to the generator stator 42, thereby cooling the generator stator 42.

The engine drive shaft 12 has a 1 st shaft part 12A and a 2 nd shaft part 12B. The 1 st and 2

nd shaft portions

12A and 12B, respectively, extend along an engine axis J2. That is, the 1 st shaft part 12A and the 2 nd shaft part 12B are coaxially aligned. The hollow portion 12h of the engine drive shaft 12 extends across the insides of the 1 st and 2

nd shaft portions

12A and 12B. The generator rotor 41 and the external gear 72 of the pump section 70 are fixed to the 1 st shaft section 12A. An engine drive gear 22 is fixed to the 2 nd shaft portion 12B.

A clutch 6 is provided on the engine drive shaft 12. When the vehicle travels in the EV mode or the series mode, the clutch 6 separates the 1 st shaft part 12A and the 2 nd shaft part 12B. Further, when the vehicle travels in the parallel mode, the clutch 6 connects the 1 st shaft part 12A and the 2 nd shaft part 12B. The clutch 6 will be described in detail later.

The engine drive gear 22 is fixed to the engine drive shaft 12. The engine drive gear 22 rotates with the engine drive shaft 12 about the engine axis J2.

The secondary shaft 13 extends along a secondary axis J3. The counter shaft 13 rotates about a counter axis J3. A parking lock gear 7a of the parking lock mechanism 7 is fixed to the counter shaft 13. Further, the tooth surface of the parking lock gear 7a is opposed to the parking lock arm 7b in the radial direction of the sub-axis J3. The parking lock arm 7b is engaged with the parking lock gear 7 a. The parking lock mechanism 7 will be described in detail later.

The counter gear 23 is fixed to the counter shaft 13. The pinion 23 rotates about the pinion axis J3 together with the counter shaft 13. The pinion gear 23 meshes with the motor drive gear 21 and the engine drive gear 22. The pinion 23 is rotated by the motor 1 via the motor drive gear 21. The pinion gear 23 is rotated by the engine 2 via the engine drive gear 22.

The drive gear 24 is fixed to the counter shaft 13. Drive gear 24 rotates about countershaft J3 with countershaft 13 and pinion 23.

The ring gear 51 is fixed to the differential device 50. The ring gear 51 rotates about the output axis J4. The ring gear 51 meshes with the drive gear 24. The ring gear 51 transmits the power of the motor 1 and the engine 2 transmitted via the drive gear 24 to the differential device 50.

The differential device 50 is a device for transmitting torque output from the motor 1 and the engine 2 to wheels of the vehicle. The differential device 50 has the following functions: the speed difference of the left and right wheels is absorbed when the vehicle turns, and the same torque is transmitted to the output shafts 55 of the left and right two wheels.

The differential device 50 has a gear housing (not shown) fixed to the ring gear 51, a pair of pinion gears (not shown), a pinion shaft (not shown), and a pair of side gears (not shown). The gear housing rotates together with the ring gear 51 about the output axis J4. The gear housing houses a pair of pinions, a pinion shaft, and a pair of side gears. The pair of pinions are bevel gears facing each other. The pair of pinions are supported by the pinion shaft. The pair of side gears are bevel gears that mesh at right angles with the pair of pinions. The pair of side gears are fixed to the output shaft 55, respectively.

The output shaft 55 rotates about an output axis J4. The power of the motor drive gear 21 is transmitted to the output shaft 55 via the gears. Similarly, the power of the engine drive gear 22 is transmitted to the output shaft 55 via the gears.

The motor unit 10 of the present embodiment is provided with a pair of output shafts 55. The pair of output shafts 55 are connected to the ring gear 51 via the differential device 50, respectively. Wheels are fixed to the front ends of the pair of output shafts 55. The output shaft 55 outputs the power to the outside (to the road surface via the wheels).

Fig. 2 is a side view of one embodiment of the motor unit 10. An XYZ coordinate system is shown in fig. 2. The X-axis direction is the front-rear direction of the vehicle. The Y-axis direction is the width direction of the vehicle. The Z-axis direction is the up-down direction, and the + Z direction is the up direction.

The motor axis J1, the engine axis J2, the secondary axis J3, and the output axis J4 are parallel to one another. Further, the motor axis J1, the engine axis J2, the sub axis J3, and the output axis J4 are parallel to the width direction of the vehicle. In the following description, the vehicle width direction may be simply referred to as the axial direction.

The transmission mechanism 5 has three power transmission paths. The first power transmission path is a motor drive path from the motor 1 to the output shaft 55. The second power transmission path is an engine drive path from the engine 2 to the output shaft 55. The third power drive path is a power generation path from the engine 2 to the generator 4.

In the motor drive path, the power of the motor 1 is first transmitted from the motor drive gear 21 to the pinion gear 23. The pinion gear 23 is disposed coaxially with the drive gear 24 and rotates together with the drive gear 24. The power of the motor 1 is transmitted from the drive gear 24 to the ring gear 51, and is transmitted to the output shaft 55 via the differential device 50.

In the engine drive path, the power of the engine 2 is first transmitted from the engine drive gear 22 to the pinion gear 23. Similarly to the power of the motor 1, the power of the engine 2 transmitted to the pinion 23 is transmitted to the output shaft 55 via the drive gear 24, the ring gear 51, and the differential device 50. That is, the motor drive path and the engine drive path share the power transmission path from the pinion gear 23 to the output shaft 55.

In the power generation path, the power of the engine 2 is transmitted to the engine drive shaft 12. The generator rotor 41 is fixed to the engine drive shaft 12. Therefore, the power of the engine 2 is transmitted to the generator 4 without passing through the gear.

According to the present embodiment, the pinion gear 23 meshes with the motor drive gear 21 and the engine drive gear 22. The power of the motor 1 and the power of the engine 2 are transmitted to the pinion gear 23. Therefore, the power transmission path from the pinion 23 to the output shaft 55 can be shared between the motor drive path and the engine drive path. As a result, the number of shafts and gears provided in the transmission mechanism 5 can be reduced, and the motor unit 10 can be made smaller and lighter.

Further, according to the present embodiment, by appropriately setting the diameters (i.e., the numbers of teeth) of the motor drive gear 21 and the engine drive gear 22 that mesh with the pinion gear 23, the reduction ratios of the motor drive path and the engine drive path can be set, respectively. By making the reduction gear ratio different in the motor drive path and the engine drive path, a reduction gear ratio suitable for driving in the engine 2 and a reduction gear ratio suitable for driving in the motor 1 can be realized in each path. As a result, the vehicle can be driven efficiently in any case where the vehicle is driven by either one or both of the engine 2 and the motor 1. That is, according to the present embodiment, it is possible to provide the motor unit 10 in which the reduction gear ratio of the power transmission path from the motor 1 to the output shaft 55 and the reduction gear ratio of the power transmission path from the engine 2 to the output shaft 55 are set, respectively, and the number of shafts and gears is reduced.

The diameter of the motor drive gear 21 is smaller than the diameter of the engine drive gear 22. In other words, the number of teeth of the motor drive gear 21 is smaller than that of the engine drive gear 22. This makes it possible to increase the reduction ratio of the motor drive path to be higher than the reduction ratio of the engine drive path. Normally, the limit rotation speed of the motor 1 is larger than the limit rotation speed of the engine 2. For example, the limit rotation speed of the motor 1 is 15000 revolutions. The limit rotation speed of the engine 2 is 6000 revolutions. Therefore, the reduction ratio of the motor drive path can be made higher than the reduction ratio of the engine drive path, and the vehicle can be efficiently driven. In the present embodiment, the reduction ratio of the motor drive path is 9 to 11. On the other hand, the reduction ratio of the engine driving path is 2.5-3.5.

According to the present embodiment, the diameter of the engine drive gear 22 is larger than the diameter of the pinion gear 23. Therefore, in the engine drive path, the power is temporarily increased in the process from the engine drive gear 22 to the pinion gear 23. By adopting such a configuration, the diameter of the pinion 23 becomes small, and as a result, the distance between the pinion axis J3 and the motor axis J1 can be shortened. Thus, the motor 1 can be disposed near the center of the motor unit 10 when viewed from the axial direction, and the size of the entire motor unit 10 when viewed from the axial direction can be reduced.

The parking lock mechanism 7 is driven according to a displacement operation of the driver. The parking lock mechanism 7 is selectively switched between a locked state in which transmission of power by the transmission mechanism 5 is restricted and an unlocked state in which the restriction is released.

As shown in fig. 2, the parking lock mechanism 7 has a parking lock gear 7a, a parking lock arm 7b, an arm support shaft 7e, a parking lock actuator 7c, and a parking lock power transmission mechanism 7 d.

The parking lock gear 7a is fixed to the counter shaft 13. The parking lock gear 7a rotates together with the counter shaft 13 about the counter axis J3. A plurality of tooth portions arranged in the circumferential direction of the sub-axis J3 are arranged on the outer circumferential surface of the parking lock gear 7a facing the radially outer side of the sub-axis J3.

The parking lock arm 7b has a plate shape extending along a plane perpendicular to the axial direction. The parking lock arm 7b is rotatably supported by an arm support shaft 7e centering on a 2 nd central axis J7e extending in the axial direction. The parking lock arm 7b extends upward from the arm support shaft 7 e.

The parking lock arm 7b extends along the outer peripheral surface of the parking lock gear 7 a. The parking lock arm 7b is opposed to the tooth portion of the parking lock gear 7a in the radial direction of the secondary axis J3. The parking lock arm 7b has an engaging portion 7ba opposed to the tooth portion of the parking lock gear 7 a. The engagement portion 7ba projects toward the radially inner side of the minor axis J3. The meshing portion 7ba meshes with the tooth portion of the parking lock gear 7 a. That is, the parking lock arm 7b is engaged with the parking lock gear at the engaging portion 7 ba.

The parking lock arm 7b is driven by the parking lock actuator 7c and rotates within a predetermined range around the 2 nd center axis J7 e.

When the parking lock mechanism 7 is in the locked state by the operation of the driver, the parking lock arm 7b rotates counterclockwise about the 2 nd center axis J7e in fig. 2, and the engaging portion 7ba engages with the tooth portion of the parking lock gear 7 a. This suppresses rotation of the counter shaft 13, and transmission of power in the transmission mechanism 5.

On the other hand, when the parking lock mechanism 7 is in the unlocked state by the driver's operation, the parking lock arm 7b rotates clockwise about the 2 nd center axis J7e, and the meshing portion 7ba is disengaged from the tooth portion of the parking lock gear 7 a. Thereby, the engine drive shaft can be freely rotated, and the transmission mechanism 5 can transmit power.

According to the present embodiment, the parking lock arm 7b extends in the up-down direction. The motor drive shaft 11 and the parking lock arm 7b are disposed on the opposite sides of the auxiliary shaft 13 in the horizontal direction when viewed from the axial direction. Therefore, the vertical dimension of the motor unit 10 can be suppressed. Similarly, the engine drive shaft 12 and the parking lock arm 7b are disposed on the opposite sides of the auxiliary shaft 13 in the horizontal direction when viewed from the axial direction. Therefore, as in the present embodiment, even when the motor unit 10 is mounted on a hybrid vehicle connected to the engine 2, the vertical dimension of the motor unit 10 can be suppressed.

The parking lock power transmission mechanism 7d is located between the parking lock actuator 7c and the parking lock arm 7 b. The parking lock power transmission mechanism 7d transmits power of the manual shaft 7ca rotating about the 1 st center axis J7c to the parking lock arm 7b, and rotates the parking lock arm 7b about the 2 nd center axis J7 e.

The parking lock actuator 7c is fixed to an upper side of the housing 8. The parking lock actuator 7c has a manual shaft 7ca centered on a 1 st central axis J7c extending in the up-down direction. The parking lock actuator 7c rotates the manual shaft 7ca about the 1 st center axis J7 c. The parking lock actuator 7c drives the parking lock arm 7b via the parking lock power transmission mechanism 7 d.

According to the present embodiment, the parking lock actuator 7c is located directly above the counter shaft 13. That is, the parking lock actuator 7c overlaps the counter shaft 13 when viewed from the up-down direction. This can reduce the horizontal dimension of the motor unit 10.

The parking lock actuator 7c is located outside the housing space 8S. That is, at least a part of the parking lock arm 7b is exposed to the outside. At least a part of the parking lock actuator 7c overlaps the housing 8 when viewed from the axial direction. That is, the parking lock actuator 7c is disposed to be shielded by a part of the housing 8 when viewed from the axial direction. More specifically, the parking lock actuator 7c overlaps the motor 1 and the motor housing portion 83 of the housing 8 when viewed from the axial direction. Therefore, even if the parking lock actuator 7c is exposed to the outside, the overall size of the motor unit 10 as viewed in the axial direction does not increase in size. As a result, the parking lock actuator 7c can be easily maintained, and the motor unit 10 can be downsized.

In the present embodiment, a case is exemplified in which the parking lock actuator 7c overlaps the motor housing portion 83 of the housing 8 when viewed from the axial direction. However, the parking lock actuator 7c may overlap with other portions of the housing 8 when viewed from the axial direction. For example, the parking lock actuator 7c may be overlapped with the generator housing 81 of the housing 8. In this case, too, the parking lock actuator 7c is preferably overlapped with the generator 4. By disposing the parking lock actuator 7c in this manner, an increase in the overall size of the motor unit 10 as viewed from the axial direction can be suppressed.

The clutch 6 can block a transmission path (engine drive path) of the power of the engine 2 in the engine drive shaft 12. As described above, the engine drive shaft 12 has the 1 st shaft part 12A and the 2 nd shaft part 12B. The clutch 6 alternately switches between a connected state in which the 1 st shaft part 12A and the 2 nd shaft part 12B are connected and a disconnected state in which the 1 st shaft part 12A and the 2 nd shaft part 12B are disconnected.

The 1 st shaft part 12A is connected to the engine 2 and the generator 4. The 1 st shaft portion 12A is provided with a pump portion 70. The 2 nd shaft part 12B is disposed coaxially with the 1 st shaft part 12A. The 2 nd shaft portion 12B is located on the output side (i.e., the output shaft 55 side) with respect to the 1 st shaft portion 12A in the path of the transmission mechanism 5. The power of the engine 2 is transmitted from the 1 st shaft part 12A to the 2 nd shaft part 12B.

Fig. 3 is a sectional view of the motor unit 10 including the clutch 6. The 1 st shaft portion 12A has a 1 st facing end portion 12Aa that axially faces the 2 nd shaft portion 12B. The 1 st opposite end portion 12Aa is provided with a recess 12Ac that opens in the axial direction. The 1 st shaft portion 12A has a connecting flange portion 12Ab located at the 1 st opposite end portion 12 Aa. The outer peripheral surface of the connecting flange portion 12Ab is provided with external spline 12 Ad.

The 2 nd shaft portion 12B has a 2 nd opposing end portion 12Ba axially opposing the 1 st shaft portion 12A. The 2 nd shaft portion 12B is housed in the recess 12Ac of the 1 st shaft portion 12A at the 2 nd opposite end portion 12 Ba. A needle bearing 12n is housed between the inner peripheral surface of the recess 12Ac and the 2 nd shaft portion 12B.

The clutch 6 has a sleeve 61, a clutch hub 62, a synchronizer ring (synchronizer ring)63, a key 64, a fork (support member) 65, a 1 st support shaft 66A, a 2 nd support shaft 66B, a rack 67a, a pinion gear 67B, a speed reducer portion 68, and a clutch actuator 69. The clutch 6 of the present embodiment is referred to as a rotation synchronization device or a synchronization mechanism.

The clutch hub 62 is fixed to the outer peripheral surface of the 2 nd shaft portion 12B. That is, the clutch 6 of the present embodiment is fixed to the 2 nd shaft portion 12B. The clutch hub 62 rotates about the engine axis J2 together with the 2 nd shaft portion 12B. An external spline 62a is provided on the outer peripheral surface of the clutch hub 62.

The sleeve 61 is supported by the 2 nd shaft portion 12B via the clutch hub 62. The sleeve 61 is moved by the clutch actuator 69 in the axial direction of the engine axis J2 via the fork 65, the rack 67a, the pinion 67b, and the reduction gear portion 68.

An internal spline 61a is provided on the inner peripheral surface of the sleeve 61. The sleeve 61 is engaged with the external spline 62a of the clutch hub 62, and rotates integrally with the clutch hub 62 and the 2 nd shaft portion 12B. After the clutch hub 62 and the connecting flange portion 12Ab rotate in synchronization, the internal spline 61a of the sleeve 61 is fitted to the external spline 12Ad provided on the outer peripheral surface of the connecting flange portion 12 Ab. Thereby, the clutch 6 couples the 1 st shaft part 12A and the 2 nd shaft part 12B.

The key 64 is held by the sleeve 61. The key 64 moves axially together with the sleeve 61. The key 64 aligns the phases of the internal spline 61a and the external spline 12Ad provided on the sleeve 61 and the connecting flange portion 12Ab, respectively.

The synchronizer ring 63 moves in the axial direction together with the sleeve 61. The synchronizer ring 63 has a tapered surface whose inner diameter increases as it approaches the connection flange portion 12Ab side. On the other hand, the connection flange portion 12Ab is provided with a boss portion that protrudes toward the synchronizer ring 63 side in the axial direction. The boss portion is provided with a tapered surface opposed to the synchronizer ring 63. The synchronizer ring 63 and the connection flange portion 12Ab rotate synchronously by bringing tapered surfaces thereof into contact with each other.

As shown in fig. 2, the fork 65 sandwiches the outer peripheral surface of the sleeve 61 from the up-down direction. The fork 65 supports the sleeve 61 rotatably about the engine axis J2.

As shown in fig. 3, the yoke 65 has a 1 st face 65a facing one side (+ Y side) in the axial direction and a 2 nd face 65b facing the other side (-Y side) in the axial direction. A 1 st support shaft 66A and a 2 nd support shaft 66B are fixed to the fork 65. The fork 65 is supported by the housing 8 via a 1 st support shaft 66A and a 2 nd support shaft 66B.

The 1 st support shaft 66A protrudes and extends from the 1 st surface 65a of the yoke 65 to one axial side (+ Y) side. The tip of the 1 st support shaft 66A is inserted into the 1 st holding hole 8ba provided in the 1 st partition wall portion 8b of the housing 8. The diameter of the front end of the 1 st support shaft 66A is slightly smaller than the diameter of the 1 st retaining hole 8 ba. The 1 st support shaft 66A is axially movable with respect to the 1 st retaining hole 8 ba. That is, the 1 st support shaft 66A is slidably supported by the 1 st partition portion 8 b.

The 2 nd support shaft 66B protrudes and extends from the 2 nd surface 65B of the yoke 65 to the other axial side (-Y). The tip of the 2 nd support shaft 66B is inserted into the 2 nd holding hole 8ca provided in the 2 nd partition portion 8c of the housing 8. The diameter of the front end of the 2 nd support shaft 66B is slightly smaller than the diameter of the 2 nd holding hole 8 ca. The 2 nd support shaft 66B is axially movable relative to the 2 nd holding hole 8 ca. That is, the 2 nd support shaft 66B is slidably supported by the 2 nd partition portion 8 c. Thus, the fork 65 is movable in the axial direction relative to the housing 8.

According to the present embodiment, the fork 65 is supported by two support shafts (the 1 st support shaft 66A and the 2 nd support shaft 66B). The 1 st support shaft 66A and the 2 nd support shaft 66B are disposed at different positions from each other when viewed from the axial direction. Thus, when the fork 65 is moved in the axial direction together with the 1 st support shaft 66A and the 2 nd support shaft 66B to drive the sleeve 61, the posture of the fork 65 is easily maintained even if a reaction force is received from the sleeve 61. As a result, the movement of the sleeve 61 can be made smooth.

At least a part of the 1 st support shaft 66A is located radially inward of the engine axis J2 with respect to the generator stator 42. In addition, at least a portion of the 2 nd support shaft 66B is located radially outward of the engine axis J2 with respect to the engine drive gear 22.

In the motor unit 10 of the present embodiment, the axial dimension of the gear chamber 8B is minimized to the limit. As a result, the axial position of the 1 st support shaft 66A overlaps with the axial position of the generator stator 42, and the axial position of the 2 nd support shaft 66B overlaps with the axial position of the engine drive gear 22.

Generally, the fork of the clutch is supported by one support shaft penetrating the fork. In the present embodiment, if the fork 65 is supported by one support shaft, the support shaft needs to be arranged radially outward of the generator stator 42, and the motor unit 10 is increased in size in the radial direction. According to the present embodiment, by supporting the fork 65 with two support shafts (the 1 st support shaft 66A and the 2 nd support shaft 66B), the 1 st support shaft 66A can be disposed radially inward of the generator stator 42 and the 2 nd support shaft 66B can be disposed radially outward of the engine drive gear 22. This can suppress an increase in size of the motor unit 10.

The rack 67a is provided on the outer peripheral surface of the 2 nd support shaft 66B. That is, the rack gear 67a is fixed to the 2 nd support shaft 66B. The plurality of teeth of the rack 67a are aligned in the axial direction. The rack gear 67a meshes with the pinion gear 67 b. The pinion gear 67b rotates about a rotation shaft extending substantially in the vertical direction. The pinion gear 67b is rotated by a clutch actuator 69 via a reduction gear unit 68. The speed reducer portion 68 reduces the rotation of the clutch actuator 69.

The clutch actuator 69 is a small motor. When the clutch actuator 69 is driven, the pinion gear 67b rotates via the reduction gear unit 68. The rotational motion of the pinion gear 67b is converted into linear motion in the axial direction by being transmitted to the rack gear 67 a. When the rack 67a moves in the axial direction, the sleeve 61 moves in the axial direction via the 2 nd support shaft 66B and the fork 65.

When the sleeve 61 is moved to one axial direction side (+ Y side) by driving of the clutch actuator 69, the internal spline 61a of the sleeve 61 is engaged with the external spline 12 Ad. Thereby, the clutch 6 is switched to a connected state in which the 1 st shaft part 12A and the 2 nd shaft part 12B are connected. When the sleeve 61 is moved to the other axial side (-Y side) by driving the clutch actuator 69, the internal spline 61a of the sleeve 61 is disengaged from the external spline 12 Ad. Thereby, the clutch 6 is switched to a disengaged state in which the 1 st shaft part 12A and the 2 nd shaft part 12B are separated.

As shown in fig. 2, the clutch actuator 69 is embedded in the housing 8. In addition, the clutch actuator 69 overlaps the generator 4 when viewed from the axial direction. Therefore, the motor unit 10 can be downsized compared to the case where the clutch actuator 69 is provided outside the housing 8.

As shown in fig. 3, in the present embodiment, the clutch 6 has a sleeve 61, and the sleeve 61 is provided with an internal spline 61a and moves along an engine axis J2. The clutch 6 has a synchronizer ring 63 which is pressed against the connecting flange portion 12Ab by the sleeve 61 to synchronize the rotation of the 1 st shaft portion 12A and the 2 nd shaft portion 12B. The external splines 12Ad of the connecting flange portion 12Ab and the internal splines 61a of the sleeve 61 mesh with each other after the 1 st shaft portion 12A and the 2 nd shaft portion 12B rotate in synchronization. That is, the clutch 6 meshes the internal spline 61a with the external spline 12Ad in the connected state, and disengages the internal spline 61a from the external spline 12Ad in the disconnected state.

According to the present embodiment, since the clutch 6 includes the synchronizer ring 63, the 1 st shaft part 12A and the 2 nd shaft part 12B can be rotated in synchronization when the 1 st shaft part 12A and the 2 nd shaft part 12B are connected. Therefore, it is possible to suppress the 1 st shaft part 12A and the 2 nd shaft part 12B from being subjected to an impact at the time of connection of the clutch 6.

According to the present embodiment, the clutch 6 separates the 1 st shaft part 12A and the 2 nd shaft part 12B which are coaxially arranged. Therefore, the clutch 6 can be downsized. In addition, along with this, the motor unit 10 can be downsized.

The clutch 6 of the present modification is an example. Other mechanisms may be used as the clutch. However, the 1 st shaft part 12A and the 2 nd shaft part 12B separated from each other by the clutch 6 are preferably arranged coaxially.

In the clutch 6 of the present embodiment, the sleeve 61 is supported on the 2 nd shaft portion 12B, and the connection flange portion 12Ab is provided on the 1 st shaft portion 12A. However, the sleeve 61 may be supported by either one of the 1 st shaft part 12A and the 2 nd shaft part 12B, and a connecting flange may be provided on the other one of the 1 st shaft part 12A and the 2 nd shaft part 12B.

According to the present embodiment, the engine 2, the generator 4, and the clutch 6 are coaxially arranged. Therefore, the engine drive shaft 12 functions as both a rotation shaft of the generator 4 and a clutch shaft. This enables the motor unit 10 to be downsized.

As a modification of the clutch 6, a structure without a synchronizer ring may be employed. In this case, the clutch 6 of the modified example moves the sleeve along the engine axis J2 to mesh the internal spline of the sleeve with the external spline 12Ad of the connecting flange portion 12Ab when the rotation speed of the 2 nd shaft portion 12B by the power of the motor 1 and the rotation speed of the 1 st shaft portion 12A by the power of the engine 2 are synchronized.

Next, a method of controlling the clutch 6 when an operation (i.e., a connection operation) for switching from the EV mode or the series mode to the parallel mode is performed while the vehicle is traveling will be described. That is, a control method in the clutch connection operation for switching the clutch 6 from the disconnected state to the connected state in a state where the motor 1 independently drives the 2 nd shaft part 12B and the engine 2 independently drives the 1 st shaft part 12A will be described.

The clutch 6 is controlled by a control unit 9a of the inverter unit 9. The control unit 9a controls the motor 1 and the generator 4. The control unit 9a controls the start of the engine 2 in conjunction with a control device of the engine 2.

In the cut state, the 1 st shaft part 12A and the 2 nd shaft part 12B are separated from each other. Therefore, in the cut state, the 1 st shaft part 12A and the 2 nd shaft part 12B rotate independently of each other.

First, the control unit 9a measures the rotation speed of the motor 1 that drives the vehicle using the motor rotation sensor 33. The control unit 9a calculates the rotation speed of the 2 nd shaft unit 12B rotated by the motor 1 from the rotation speed of the motor 1 measured by the motor rotation sensor 33 according to the reduction gear ratio of the transmission mechanism 5.

Next, the control unit 9a gives an instruction to the control device of the engine 2 to drive the engine 2 so that the rotation speed of the engine 2 approaches the rotation speed of the 2 nd shaft unit 12B.

Next, the controller 9a measures the rotation speed of the 1 st shaft part 12A driven by the engine 2 using the generator rotation sensor 43. In the present embodiment, the generator rotation sensor 43 is provided in the 1 st shaft part 12A together with the generator 4, and directly measures the rotation speed of the 1 st shaft part 12A. However, when the generator and the generator sensor are connected to the 1 st shaft part 12A via the gear mechanism, the rotation speed measured by the generator rotation sensor is the rotation speed obtained by multiplying the rotation speed of the 1 st shaft part 12A by the reduction ratio of the gear mechanism. In this case, the control unit 9a calculates the rotation speed of the 1 st shaft unit 12A rotated by the motor 1 based on the rotation speed of the motor 1 measured by the generator rotation sensor 43 according to the reduction ratio in the gear mechanism. That is, the control unit 9a calculates the rotation speed of the 1 st shaft part 12A from the rotation speed measured by the generator rotation sensor 43 based on the power transmission relationship between the 1 st shaft part 12A and the generator rotation sensor 43.

Next, the control unit 9a calculates a difference between the rotation speed of the 1 st shaft part 12A calculated from the rotation speed of the generator 4 and the rotation speed of the 2 nd shaft part 12B calculated from the rotation speed of the motor 1. In general, it is difficult to strictly control the rotation speed of the engine 2. Therefore, the rotation speed of the 1 st shaft part 12A and the rotation speed of the 2 nd shaft part 12B are difficult to match each other. That is, the difference in the rotation speed between the 1 st shaft part 12A and the 2 nd shaft part 12B is hardly 0.

Next, the controller 9a supplies electric power to the generator 4 in accordance with the difference in the rotation speed between the 1 st shaft part 12A and the 2 nd shaft part 12B. When electric power is supplied to the generator 4, the generator 4 causes the 1 st shaft portion 12A to generate torque in accordance with the electric power. That is, the controller 9a applies torque to the 1 st shaft part 12A via the generator 4. Thereby, the controller 9a brings the rotation speed of the 1 st shaft part 12A close to the rotation speed of the 2 nd shaft part 12B. Further, the control unit 9a performs feedback control for adjusting the electric power supplied to the generator 4 until the difference between the rotation speed of the 1 st shaft part 12A and the rotation speed of the 2 nd shaft part 12B becomes equal to or less than a predetermined threshold value.

According to the present embodiment, after the rotation speed of the 1 st shaft part 12A is made to substantially approach the rotation speed of the 2 nd shaft part 12B by the driving of the engine 2, the rotation speed of the 1 st shaft part 12A is adjusted by the driving of the generator 4. The rotation speeds of the 1 st shaft part 12A and the 2 nd shaft part 12B are measured by the generator rotation sensor 43 and the motor rotation sensor 33, respectively. The rotation speed of the 1 st shaft part 12A by the driving of the generator 4 can be sufficiently close to the rotation speed of the 2 nd shaft part 12B by the feedback control. Therefore, according to the present embodiment, it is possible to suppress the 1 st shaft part 12A and the 2 nd shaft part 12B from being impacted when the clutch 6 is engaged. In addition, wear of the synchronizer ring 63 provided in the clutch 6 can be suppressed.

In the present embodiment, the 1 st shaft part 12A may be braked (cut off) by driving the generator 4, and the rotation speed of the 1 st shaft part 12A and the 2 nd shaft part 12B may be adjusted by reducing the rotation speed of the 1 st shaft part 12A. That is, the control unit 9a may supply electric power to the generator 4 during the clutch connection operation, and brake the rotation of the 1 st shaft unit 12A by the generator 4, thereby reducing the rotation speed of the 1 st shaft unit 12A. In this case, the rotation speed of the 1 st shaft part 12A by the driving of the engine 2 is set to be higher than the rotation speed of the 2 nd shaft part 12B in advance.

When the rotation speed of the 1 st shaft part 12A is controlled by the generator 4, the generator 4 applies a torque in a direction opposite to the rotation direction of the 1 st shaft part 12A to brake the rotation of the 1 st shaft part 12A, thereby enabling highly accurate control. This allows the 1 st shaft part 12A and the 2 nd shaft part 12B to be connected more smoothly.

In the present embodiment, the 1 st shaft part 12A may be accelerated by driving the generator 4 to increase the rotation speed of the 1 st shaft part 12A, thereby adjusting the rotation speeds of the 1 st shaft part 12A and the 2 nd shaft part 12B. That is, the control unit 9a may supply electric power to the generator 4 during the clutch connection operation, and accelerate the rotation of the 1 st shaft unit 12A by the generator 4 to increase the rotation speed of the 1 st shaft unit 12A. In this case, the rotation speed of the 1 st shaft part 12A by the driving of the engine 2 is set to be lower than the rotation speed of the 2 nd shaft part 12B in advance.

When the rotation speed of the 1 st shaft part 12A is controlled by the generator 4, the rotation speed of the 1 st shaft part 12A is accelerated by applying a torque in the same direction as the rotation speed of the 1 st shaft part 12A by the generator 4, whereby the energy efficiency of the entire powertrain 3 can be improved.

As shown in fig. 1, the pump portion 70 is held by the 1 st partition portion 8b of the casing 8. The pump section 70 is provided on the engine drive shaft 12 connected to the engine 2 and is driven by the power of the engine 2. More specifically, the pump section 70 is provided in the 1 st shaft section 12A of the engine drive shaft 12, and is driven by the rotation of the 1 st shaft section 12A. The pump section 70 sucks the oil O from the lower region of the housing space 8S and supplies the oil O to the motor 1 and the generator 4, thereby cooling the motor 1 and the generator 4.

As shown in fig. 3, the pump section 70 has a pump chamber 71, an external gear (inner rotor) 72, an internal gear (outer rotor) 73, a suction port 75, and a discharge port 76.

The pump chamber 71 is configured as a space surrounded by a pump housing recess 71a and a cover 74, the pump housing recess 71a being provided on a surface of the 1 st partition wall portion 8b facing the generator chamber 8A, the cover 74 covering an opening of the pump housing recess 71 a. The pump chamber 71 is sealed from the outside by an O-ring not shown. The pump chamber 71 houses an external gear 72 and an internal gear 73. The engine axis J2 passes through the pump chamber 71. The pump chamber 71 has a circular outer shape when viewed from the axial direction.

Fig. 4 is a sectional view of the pump section 70 in a section perpendicular to the engine axis J2.

The externally toothed gear 72 is fixed to the outer peripheral surface of the 1 st shaft portion 12A of the engine drive shaft 12. The externally-toothed gear 72 rotates about the engine axis J2 together with the 1 st shaft portion 12A. The external gear 72 is housed in the pump chamber 71. The external gear 72 has a plurality of teeth 72b on the outer peripheral surface. The tooth profile of the tooth portion 72b of the external gear 72 is a trochoid tooth profile.

The internal gear 73 surrounds the radially outer side of the external gear 72. The internal gear 73 is an annular gear rotatable about a rotation shaft Jt eccentric to the engine axis J2. The internal gear 73 is housed in the pump chamber 71. The internal gear 73 meshes with the external gear 72. The internal gear 73 has a plurality of teeth 73b on the inner peripheral surface. The tooth profile of the tooth 73b of the internal gear 73 is a trochoid tooth profile.

According to the present embodiment, the tooth profile of the tooth portion 72b of the external gear 72 and the tooth profile of the tooth portion 73b of the internal gear 73 are trochoid tooth profiles, and therefore, a trochoid pump can be configured. Therefore, noise generated from the pump section 70 can be reduced, and the pressure and amount of the oil O discharged from the pump section 70 can be easily stabilized.

The inner wall surface of the pump chamber 71 is provided with a 1 st pump internal oil passage 78 and a 2 nd pump internal oil passage 79 that extend in an arc shape. The 1 st pump internal oil passage 78 and the 2 nd pump internal oil passage 79 are arranged in the circumferential direction of the engine axis J2. The 1 st pump internal oil passage 78 and the 2 nd pump internal oil passage 79 overlap with several of the plurality of tooth portions 73b of the internal gear 73 when viewed from the axial direction.

The 1 st pump internal oil passage 78 is an oil passage provided in a groove portion extending in an arc shape in the bottom surface of the pump housing recess 71 a. The 1 st pump internal oil passage 78 is connected to the suction port 75. The pump section 70 sucks the oil O from the suction port 75. The suction port 75 is connected to a suction path 92a of a 2 nd oil passage 92 described later. In addition, the suction path 92a is a path connected to a lower region of the housing space 8S. Therefore, the pump section 70 sucks the oil from the lower region of the housing space 8S via the suction path 92 a.

The 2 nd pump internal oil passage 79 is an oil passage provided in a groove portion extending in an arc shape of a bottom surface of the pump housing recess 71a and an opposed surface of the cover portion 74 opposed to the bottom surface. The 2 nd pump internal oil passage 79 is connected to the discharge port 76. The pump section 70 discharges the oil O from the discharge port 76. The discharge port 76 is connected to the hollow portion 12h of the engine drive shaft 12. Therefore, the pump section 70 supplies the oil to the hollow portion 12h of the engine drive shaft 12.

When the 1 st shaft part 12A of the engine drive shaft 12 rotates, the externally toothed gear 72 fixed to the 1 st shaft part 12A rotates about the engine axis J2. Thereby, the internal gear 73 meshing with the external gear 72 rotates about the rotation axis Jt. In addition, the portion where the gap between the external gear 72 and the internal gear 73 is widened moves around the engine axis J2. The oil O sucked into the pump chamber 71 from the suction port 75 is sent to the discharge port 76 through the gap between the external gear 72 and the internal gear 73. The oil O discharged from the discharge port 76 flows into the hollow portion 12h of the engine drive shaft 12. Thus, the pump section 70 is driven via the engine drive shaft 12.

According to the present embodiment, the pump section 70 is driven by the rotation of the engine drive shaft 12, and sucks the oil O from the lower region of the housing space 8S via the suction path 92 a. Therefore, an external power supply is not required for driving the pump section 70.

According to the present embodiment, the discharge port 76 of the pump section 70 is connected to the hollow portion 12h of the engine drive shaft 12. One end of the hollow portion 12h is open on the upper side of the motor 1. The pump section 70 supplies the oil O sucked from the oil reservoir P to the motor 1 through the hollow portion 12 h.

According to the present embodiment, the engine drive shaft 12 rotates about the engine axis J2, and therefore centrifugal force is applied to the oil O in the hollow portion 12 h. The oil O in the hollow portion 12h scatters radially outward from the 1 st through hole 12p and the 2 nd through hole 12 q. Therefore, in the present embodiment, during driving of the pump section 70, the inside of the hollow portion 12h is at a negative pressure, and suction of the oil O by the pump section 70 is promoted. Therefore, even when the pump section 70 is downsized, the pump section 70 can be made to have a sufficient suction force. According to the present embodiment, the pump section 70 can be downsized, and as a result, the motor unit 10 can be downsized.

As shown in fig. 1, the oil passage 90 is formed across the generator chamber 8A, the gear chamber 8B, and the motor chamber 8C. The oil passage 90 is a path of the oil O that supplies the oil O from the oil reservoir P to the motor 1 and the generator 4 and is guided to the oil reservoir P again.

In the present specification, the "oil passage" refers to a path of the oil O circulating in the housing space 8S. Therefore, "oil passage" refers to the following concept: the term "flow path" includes not only a path that forms a stable oil flow stably in one direction, but also a path (for example, reservoir) in which oil temporarily stays and a path in which oil drops.

The oil passage 90 has a 1 st oil passage 91 and a 2 nd oil passage 92.

The 1 st oil passage 91 supplies oil O from a lower region (oil reservoir P) of the housing space 8S to the inside of the motor 1, and cools the motor 1 from the inside.

The 2 nd oil passage 92 supplies oil O from a lower region (oil reservoir P) of the housing space 8S to the outside of the motor 1, and cools the motor 1 from the outside. The 2 nd oil passage 92 supplies the oil O from the lower region (oil reservoir P) of the housing space 8S to the inside of the generator 4 to cool the generator 4 from the inside.

The 1 st oil passage 91 has a stirring path 91a and a motor supply path 91 b. Further, a reservoir 93 located in the gear chamber 8B is provided in the path of the 1 st oil passage 91.

The stirring path 91a is a path for stirring up the oil O from the oil reservoir P by the rotation of the ring gear 51 and receiving the oil O from the reservoir 93. The reservoir 93 opens to the upper side, receives the oil O stirred by the ring gear 51 and temporarily stores the oil O. Further, when the liquid level of the oil reservoir P is high, for example, immediately after the motor 1 is driven, the reservoir 93 receives the oil O stirred up by the engine drive gear 22 in addition to the oil O stirred up by the ring gear 51. That is, the stirring path 91a is a path in which the oil O accumulated in the lower region of the housing space 8S is stirred up by the gears constituting the transmission mechanism 5 and stored in the reservoir 93.

In addition, a part of the oil O stirred up by the rotation of the ring gear 51 is supplied to the tooth surfaces of the gears constituting the transmission mechanism 5. This can improve the power transmission efficiency of the transmission mechanism 5.

The motor supply path 91b is a path for supplying the oil O from the reservoir 93 to the inside of the motor 1. The motor supply path 91b includes a shaft supply path 91ba, a shaft inner path 91bb, and a rotor inner path 91 bc. The shaft supply path 91ba guides the oil O from the reservoir 93 to the hollow portion 11h of the motor drive shaft 11. The in-shaft path 91bb is a path through which the oil O passes in the hollow portion 11h of the motor drive shaft 11. The rotor inner path 91bc is a path that scatters from the through hole 11p of the motor drive shaft 11 to the motor stator 32.

In the shaft inner path 91bb, a centrifugal force is applied to the oil O in the hollow portion 11h as the motor drive shaft 11 rotates. Thereby, the oil O continuously scatters radially outward from the motor drive shaft 11. Further, as the oil O is scattered, the inside of the hollow portion 11h becomes a negative pressure, and the oil O stored in the reservoir 93 is sucked into the hollow portion 11h, and the hollow portion 11h is filled with the oil O.

The oil O that reaches the motor stator 32 absorbs heat from the motor stator 32. The oil O that has cooled the motor stator 32 drips downward and is accumulated in the lower region of the motor chamber 8C. The oil O accumulated in the lower region of the motor chamber 8c moves to the gear chamber 8B through the 2 nd partition wall opening 8cb provided in the 2 nd partition wall portion 8 c.

The 2 nd oil passage 92 has a suction path 92a, a 1 st branch path 92b, and a 2 nd branch path 92 c. Further, a pump section 70 is provided in a path of the 2 nd oil passage 92.

The suction path 92a is provided inside the 1 st partition wall part 8 b. The suction path 92a extends in the up-down direction. The lower end of the suction path 92a is connected to the oil reservoir P. In addition, the upper end of the suction path 92a is connected to the suction port 75 of the pump section 70. That is, the suction path 92a is connected to the suction port 75 of the pump section 70 from the lower region of the housing space 8S.

The 1 st branch path 92b and the 2 nd branch path 92c branch off from each other at the discharge port 76 of the pump section 70. The 1 st branch path 92b and the 2 nd branch path 92c pass through the inside of the hollow portion 12h of the engine drive shaft 12. The 1 st branch paths 92b are paths facing the opposite sides in the axial direction inside the hollow portion 12 h.

The 1 st branch path 92b is a path for supplying the oil O to the motor 1 from the upper side of the motor 1. The 1 st branch path 92b extends from the discharge port 76 toward the motor 1 side inside the hollow portion 12 h. The 1 st branch path 92b extends from the discharge port 76 of the pump section 70 to just above the motor 1.

The oil O supplied to the motor 1 from the upper side of the motor 1 through the 1 st branch path 92b cools the motor stator 32, drops downward, accumulates in the lower region of the motor chamber 8C, and merges with the oil O in the 1 st oil path 91. Further, the oil O accumulated in the lower region of the motor chamber 8C moves to the gear chamber 8B through the 2 nd partition wall opening 8cb provided in the 2 nd partition wall portion 8C.

In the 1 st branch path 92b, a part of the oil O passing through the hollow portion 12h is scattered from the 1 st through hole 12p of the engine drive shaft 12 and supplied to the gears constituting the transmission mechanism 5. This improves the lubricity of the tooth surfaces of the gears of the transmission mechanism 5, thereby improving the power transmission efficiency of the transmission mechanism 5.

The 2 nd branch path 92c is a path for supplying the oil O from the discharge port 76 of the pump section 70 to the generator 4. The 2 nd branch path 92c extends from the discharge port 76 toward the generator 4 side inside the hollow portion 12 h. The oil O passing through the 2 nd branch path 92c is scattered from the 2 nd through hole 12q provided in the engine drive shaft 12 and supplied to the generator stator 42.

The oil O that reaches the generator stator 42 absorbs heat from the generator stator 42. The oil O that has cooled the generator stator 42 drips downward and is accumulated in the lower region of the generator chamber 8A. The oil O accumulated in the lower region of the generator chamber 8A moves to the gear chamber 8B through the 1 st partition wall opening 8bb provided in the 1 st partition wall portion 8B.

The oil O passing through the 1 st oil passage 91 and the oil O passing through the 1 st branch passage 92B and the 2 nd branch passage 92c of the 2 nd oil passage 92 all merge in the lower region of the gear chamber 8B to form an oil reservoir P. The oil O in the oil reservoir P is cooled by the refrigerant passing through the refrigerant flow path 8ea provided in the flow path member 8 e.

According to the present embodiment, oil path 90 includes 1 st oil path 91 that cools motor 1 from inside and 2 nd oil path 92 that cools motor 1 from outside. According to the present embodiment, the motor 1 is cooled by supplying the oil O to the inside and outside of the motor 1 from a plurality of paths, and the motor 1 can be efficiently cooled.

According to the present embodiment, the pump section 70 of the 2 nd oil passage 92 is driven by the engine 2. Therefore, a separate driving device such as a motor is not required for driving the motor 1 and the generator 4. As a result, according to the present embodiment, the motor unit 10 can be downsized.

In the present embodiment, the electric pump is not provided in the 1 st oil passage 91. Therefore, according to the present embodiment, the oil O can be circulated in the housing space 8S without using an electric pump as the whole motor unit 10.

According to the present embodiment, the 1 st oil passage 91 includes the in-shaft passage 91bb provided in the hollow portion 11h of the motor drive shaft 11. Similarly, the 2 nd oil passage 92 includes a 1 st branch passage 92b and a 2 nd branch passage 92c provided in the hollow portion 12h of the engine drive shaft 12. In this way, since part of the oil passage 90 is provided in the

hollow portions

11h and 12h, external piping constituting the oil passage can be omitted. As a result, the motor unit 10 can be downsized.

In the present embodiment, the pump section 70 provided in the 2 nd oil passage 92 is provided in the 1 st shaft section 12A of the engine drive shaft 12, and is driven by the rotation of the 1 st shaft section 12A. That is, the pump portion 70 is located on the engine 2 side with respect to the clutch 6 in the power transmission path of the engine 2.

When the vehicle climbs a steep slope, the load of the motor 1 becomes large, and therefore the temperature of the motor 1 easily rises. Further, when the vehicle climbs a slope, the rotation speed of the output shaft 55 decreases, and therefore the ring gear 51 cannot be sufficiently stirred up. Therefore, the amount of oil O circulating in the 1 st oil passage 91 becomes small. Further, when the vehicle is climbing a hill, if the powertrain 3 is driven in the parallel mode with the clutch 6 in the engaged state, the rotation speed of the engine drive shaft 12 is also reduced. Therefore, in this case, the amount of oil O sucked by the pump unit 70 is also reduced, and the amount of oil O circulating through the 2 nd oil passage 92 is also reduced. As a result, cooling of the motor 1 may become insufficient.

According to the present embodiment, the pump section 70 is located on the engine 2 side of the clutch 6 in the transmission mechanism 5. Therefore, in a state where the clutch 6 is disconnected and the power of the engine 2 is disconnected from the output shaft 55, the pump section 70 can be driven by the power of the engine 2. That is, when the vehicle is climbing a slope, the power train 3 can be driven in the series mode and the pump section 70 can suck the oil O. In the series mode, the driving of the pump section 70 is cut off from the output shaft 55, and therefore the pump section 70 can be driven at high speed even when climbing a slope. Therefore, even when climbing a slope, a sufficient amount of oil O can be supplied from the 2 nd oil passage 92 to the motor 1, and the motor 1 can be sufficiently cooled.

Further, if the powertrain 3 is driven in the parallel mode when the vehicle is climbing a slope, the engine 2 cannot be driven at high rotation, and the driving efficiency of the engine is reduced. Therefore, from the viewpoint of the driving efficiency of the engine, it is also preferable to drive the powertrain 3 in the series mode when the vehicle is climbing a hill.

While the embodiment and the modified examples of the present invention have been described above, the configurations and combinations thereof in the embodiment and the modified examples are examples, and addition, omission, replacement, and other modifications of the configurations can be made without departing from the scope of the present invention. In addition, the present invention is not limited by the embodiments.

Description of the reference symbols

1: a motor; 2: an engine; 4: a generator; 5: a transfer mechanism; 6: a clutch; 7: a parking lock mechanism; 7 a: a parking lock gear; 7 b: a parking lock arm; 7 c: a parking lock actuator; 8: a housing; 8A: a generator room; 8B: a gear chamber; 8C: a motor chamber; 8S: a storage space; 8 b: 1 st partition wall part (partition wall part); 8 c: a 2 nd partition wall portion (partition wall portion); 8 ea: a refrigerant flow path; 9: an inverter unit; 9 a: a control unit; 10: a motor unit; 11: a motor drive shaft; 11h, 12 h: a hollow part; 11 p: a through hole; 12: an engine drive shaft; 12A: 1 st shaft part; 12B: a 2 nd shaft portion; 12 p: 1 st through hole; 12 q: a 2 nd through hole; 12 Ab: a connecting flange portion; 13: a counter shaft; 21: a motor driving gear; 22: an engine drive gear; 23: a pinion gear; 24: a drive gear; 31: a rotor (rotor) for a motor; 32: a stator (stator) for a motor; 33: a rotation sensor for a motor; 41: a rotor for a generator; 42: a stator for a generator; 43: a rotation sensor for a generator; 50: a differential device; 51: a ring gear; 55: an output shaft; 61: a sleeve; 61 a: an internal tooth spline; 62a, 12 Ad: an external tooth spline; 63: a synchronizer ring; 65: a fork (support member); 66A: 1 st support shaft; 66B: a 2 nd support shaft; 69: a clutch actuator; 70: a pump section; 75: a suction inlet; 76: an outlet port; 81: a generator housing section; 82: a transfer mechanism housing section; 83: a motor storage section; 90: an oil path; 91: the 1 st oil path; 91 a: a stirring path; 92 a: a suction path; 91 b: a motor providing a path; 92: a 2 nd oil passage; 92 b: a 1 st branch path; 92 c: a 2 nd branch path; 93: a reservoir; j1: a motor axis; j2: an engine axis; o: and (3) oil.

Claims

1. A motor unit connected to an engine, characterized in that,

the motor unit includes:

a generator that generates electricity by power of the engine;

a motor;

a transmission mechanism that transmits force among the engine, the generator, and the motor, and outputs power of the engine and the motor from an output shaft;

a clutch provided in the transmission mechanism and capable of cutting off a transmission path of power of the engine;

a rotation sensor for a generator that measures a rotation speed of the generator;

a motor rotation sensor that measures a rotation speed of the motor; and

a control unit connected to the motor, the generator, the clutch, the generator rotation sensor, and the motor rotation sensor to control the motor, the generator, and the clutch,

the transmission mechanism has an engine drive shaft extending along an engine axis and rotated by the engine,

the engine drive shaft has:

a 1 st shaft portion connected to the engine and the generator; and

a 2 nd shaft portion disposed coaxially with the 1 st shaft portion and located on the output shaft side with respect to the 1 st shaft portion in a path of the transmission mechanism,

the clutch selectively switches between a connected state in which the 1 st shaft part and the 2 nd shaft part are connected and a disconnected state in which the 1 st shaft part and the 2 nd shaft part are disconnected,

in a clutch connection operation in which the engine drives the 1 st shaft portion and the motor drives the 2 nd shaft portion and the clutch is switched from the disconnected state to the connected state, the control portion supplies electric power to the generator and applies torque to the 1 st shaft portion by the generator based on a difference between a rotation speed of the 1 st shaft portion calculated from a rotation speed of the generator and a rotation speed of the 2 nd shaft portion calculated from a rotation speed of the motor, so that the rotation speed of the 1 st shaft portion approaches the rotation speed of the 2 nd shaft portion.

2. The motor unit of claim 1,

in the clutch connection operation, the control portion supplies electric power to the generator to brake rotation of the 1 st shaft portion by the generator, and reduces the rotation speed of the 1 st shaft portion.

3. The motor unit of claim 1,

in the clutch connection operation, the control portion supplies electric power to the generator to accelerate rotation of the 1 st shaft portion by the generator, so that the rotation speed of the 1 st shaft portion is increased.

4. The motor unit according to any one of claims 1 to 3,

either one of the 1 st shaft part and the 2 nd shaft part has a connecting flange part provided with an external spline on an outer peripheral surface thereof,

the clutch has:

a sleeve supported by the other of the 1 st shaft portion and the 2 nd shaft portion, the sleeve having an internal spline on an inner circumferential surface thereof, the internal spline being engaged with the external spline; and

a clutch actuator that moves the sleeve in an axial direction of the engine axis,

in the connected state, the clutch engages the internal spline with the external spline, and in the disconnected state, the clutch disengages the internal spline from the external spline.

5. The motor unit according to claim 4,

the clutch has a synchronizer ring which is pressed against the connecting flange portion by the sleeve to synchronize rotation of the 1 st shaft portion and the 2 nd shaft portion.

6. The motor unit according to claim 4,

the clutch actuator overlaps the generator when viewed axially.