JP2001260671A - Method of manufacturing transmission unit housing and transmission unit housing - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method of manufacturing a transmission unit housing for a hybrid vehicle, capable of keeping the positional relationship of a motor and an output shaft of a driven pulley with high accuracy even in shrinkage- fitting a stator of the motor. SOLUTION: In this method of manufacturing a transmission unit housing, a pre-work location hole 71 is formed on a position outside of a region defined by an accommodation thick part of a stator accommodating part 79 and an accommodation thick range of a driven shaft hole 76, a pre-work location hole 72 is formed on a region diagonal to the pre-work location hole 71 through the accommodating thick range, plural holes with machining allowance are formed on the basis of the pre-work location holes 71, 72, the stator is shrinkage-fitted into the stator accommodating part 79, further a pair of after- work location holes 73, 74 are newly formed on positions different from the pre-work location holes 71, 72 on the basis of the pre-work location holes 71, 72, and the after-processing (finishing) is executed on plural holes with machining allowance on the basis of the after-work location holes 73, 74.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention has an engine and a motor which also functions as a generator, and transmits the output torque of the engine to a transmission so that either one or both of the engine and the motor drive the driving force. The present invention relates to a transmission unit mounted on a hybrid vehicle that obtains the following.

[0002]

2. Description of the Related Art In recent years, from the viewpoint of protecting the global environment and saving finite resources, there is a demand for improved fuel efficiency of automobiles.
A hybrid vehicle has been considered as one means for meeting the demand for improved fuel efficiency. This hybrid vehicle
By arranging the engine and motor in series or in parallel, it assists the engine output and acts as a generator at the time of deceleration, converts the kinetic energy of the car into electric energy, and assists the output again using this electric energy. It is configured.

[0003] From such a viewpoint, for example, Japanese Patent Application Laid-Open
An apparatus described in Japanese Patent Application No. 0-9213 is known. As shown in FIG. 8, this device includes a clutch chamber 101 formed by a first housing 113 and a first partition 116, a second housing 114, a first partition 116 and a second partition 11,
7 and the transmission chamber 1 formed by the third housing 115 and the second partition 117.
03. The rotation from the engine is input to the electromagnetic clutch 110 in the clutch chamber 101, and the output from the electromagnetic clutch 110 is the motor 111 in the motor chamber 102 and the continuously variable transmission (hereinafter referred to as CVT) 112 in the transmission chamber 103. To the input shaft 100.

The stator 111 of the motor 111
a is fitted into the stator housing portion 114a of the second housing 114 by shrinkage fitting. This is because the stator 111a is provided on the second housing 114 as shown in FIG.
If a screw is used to fasten the motor 11, a gap is formed between the second housing 114 and the stator 111a, and this gap impairs heat conduction to the water jacket 123 for releasing the heat generated by the coil, and the coil is likely to heat up.
1 has been solved.
Further, since the second housing 114 is fitted by heat shrinkage, the number of parts is reduced.

[0005]

However, the above-mentioned prior art has the following problems.
That is, the diameter of the stator housing portion 114a is
11a, which is smaller than the diameter of 11a and is fitted during thermal expansion and then thermally contracted, so that the stator housing portion 114a is expanded in the outer peripheral direction as compared with before shrink fitting, so that distortion of other housing parts is also caused. There was a problem that would occur. Since this distortion is easily propagated in the high-thickness portion, the M region in FIG. 9B around the input shaft receiving portion a and the driven shaft hole b of the CVT has particularly large distortion and requires high accuracy. This was a particularly serious problem in a belt-type continuously variable transmission.

FIG. 10 shows a measured value (▲ in the figure) obtained by actually measuring the distortion amount on the CVT output axis and a normal distribution (shaded area in the figure) based on a theoretical value. Basically, the amount of distortion increases according to the size of the interference (difference between the stator diameter at normal temperature and the diameter of the stator housing portion), and the value also follows a normal distribution. Therefore, it is possible to estimate a certain amount of distortion. However, as shown in FIG. 11, when the directions of the distortion were actually measured at the points P, Q, and R, the direction of the distortion was not constant, and it was extremely difficult to estimate the amount and the direction of the distortion at the same time. there were.

The present invention has been made in view of the above-mentioned problems. An electromagnetic clutch and a motor are provided in series on an input shaft of a drive pulley of a belt-type continuously variable transmission, and the belt-type continuously variable transmission is provided. In a method of manufacturing a transmission unit housing of a hybrid vehicle in which an output shaft of a driven pulley of a stepped transmission is provided in parallel with the motor, the positional relationship between the motor and the output shaft of the driven pulley even if the stator of the motor is shrunk. It is an object of the present invention to provide a method of manufacturing a transmission unit housing that can maintain the accuracy of the transmission unit housing.

[0008]

According to the present invention, an electromagnetic clutch and a motor are provided in series on an input shaft of a transmission, and an output shaft of the transmission is provided in parallel with the motor. A transmission unit for a hybrid vehicle,
At least the stator of the motor is shrunk in a high-thickness stator housing portion provided in a transmission unit housing, and an output shaft of the transmission is provided in a high-thickness output shaft provided in the transmission unit housing. In the method for manufacturing a transmission unit housing to be housed in a hole, a pair of pre-processing is performed at diagonal positions sandwiching a region formed by the thick portion of the stator housing portion and the thick portion of the output shaft hole. A locating hole is provided, a plurality of holes having a margin are formed on the basis of the pre-processed locating hole, and the stator is shrunk in the stator accommodating portion. A pair of post-processing locate holes are newly provided at positions different from the pair of pre-processing locate holes, and post-processing is performed on the plurality of holes based on the post-processing locate holes.

According to a second aspect of the present invention, in the method of manufacturing the transmission unit housing according to the first aspect, the margin is at least a tolerance at the time of pre-processing, a positional deviation due to shrinkage fitting, and a time of machining. It is characterized by having a size greater than or equal to the sum of the positional deviation caused by regripping and the tolerance caused by post-processing.

According to a third aspect of the present invention, a transmission unit for a hybrid vehicle, wherein an electromagnetic clutch and a motor are provided in series on an input shaft of a transmission, and an output shaft of the transmission is provided in parallel with the motor. Wherein at least the stator of the motor is shrunk in a high-thickness stator housing portion provided in a transmission unit housing, and an output shaft of the transmission is provided in a high-thickness portion provided in the transmission unit housing. In the transmission unit housing housed in the thick output shaft hole, a pair of front portions are located at diagonal positions sandwiching a region formed by the thick portion of the stator housing portion and the thick portion of the output shaft hole. It is characterized in that a pair of post-processing locating holes are provided at positions different from the processing locating holes and the pair of pre-processing locating holes.

According to a fourth aspect of the present invention, in the transmission unit housing according to the third aspect, the housing includes the stator housing portion, the output shaft hole, the idler shaft hole, and the drive shaft hole. It is characterized by having.

According to a fifth aspect of the present invention, in the transmission unit housing according to the third or fourth aspect, the housing includes a first housing accommodating an electromagnetic clutch, and a second housing accommodating a motor. And a third housing for accommodating the transmission, wherein shrink fitting is performed only on the second housing.

[0013]

In the transmission unit according to the first aspect, the electromagnetic clutch and the motor are provided in series on the input shaft of the transmission, and the output shaft of the transmission is provided in parallel with the motor. Then, at least the stator of the motor is shrunk in the high-thickness stator housing portion provided in the transmission unit housing, and the output shaft of the transmission is provided in the high-thickness output shaft provided in the transmission unit housing. Installed in the hole. When manufacturing the transmission unit housing, a pair of pre-processed locating holes are provided at diagonal positions sandwiching a region formed by the thick portion of the stator housing portion and the thick portion of the output shaft hole. Based on the pre-located hole,
A plurality of holes (an input shaft hole, a driven shaft hole, etc.) having a margin are formed. Then, after the stator is shrunk in the stator housing portion, a pair of post-processing locate holes is newly provided at a position different from the pair of pre-processing locate holes based on the pre-processed locate holes, and the post-processing locate holes are provided. Post-processing is performed on a plurality of holes as a reference. In general, when a locate hole and another machining hole based on the locate hole are simultaneously machined, an effect of further improving the accuracy (compared to machining in another process) can be obtained. Therefore, if a post-processing locate hole is not set for a hole that is strict in accuracy, the pre-processing locate hole and the post-processing (finish processing) are separate processes, and it is difficult to ensure accuracy. For example,
After performing the pre-processing, after performing the shrink fit, post-processing,
In this case, the finishing process is performed based on the pre-processed locating hole of the transmission unit housing, and an error occurs in this process. In particular, in a belt-type continuously variable transmission, the position of the shaft hole of the driving pulley and the driven pulley is important,
In the transmission unit of the present invention, the drive pulley and the motor are formed on one axis, that is, the position of the shaft hole between the input shaft and the output shaft of the driven pulley is important. Therefore, by providing the post-processing locating hole as described above, it becomes possible to simultaneously process the locating hole and another processing hole based on the locating hole, and the post-processing (finish processing) ensuring high accuracy ) Can be.

In the method of manufacturing a transmission unit housing according to the present invention, at least a tolerance at the time of pre-processing, a positional deviation due to shrinkage, and a positional deviation due to gripping at the time of processing are provided as a margin. It is provided with a size equal to or greater than the sum of the tolerances due to post-processing. Therefore, when performing post-processing, all tolerances and positional deviations can be allowed in the margin, and post-processing with higher accuracy can be performed.

According to a third aspect of the present invention, there is provided a transmission unit housing, wherein an electromagnetic clutch and a motor are provided in series on an input shaft of the transmission, and an output shaft of the transmission is provided in parallel with the motor. A transmission unit, wherein at least a stator of the motor is shrunk in a high-thickness stator housing portion provided in a transmission unit housing, and an output shaft of the transmission is provided in the transmission unit housing. In the transmission unit housing to be accommodated in the output shaft hole having a large thickness, a diagonal position sandwiching a region formed by the high thickness portion of the stator accommodation portion and the high thickness portion of the output shaft hole. A pair of post-processed locate holes were provided at positions different from the pair of pre-processed locate holes. Therefore, a highly accurate transmission unit housing can be obtained.

According to a fourth aspect of the present invention, the transmission unit housing includes a stator housing portion, an output shaft hole, an idler shaft hole, and a drive shaft hole. Therefore, it is possible to process the shaft hole position of each shaft hole until the output from the engine is output to the drive shaft with extremely high accuracy.

In the transmission unit housing according to the fifth aspect, the housing includes a first housing for housing the electromagnetic clutch, a second housing for housing the motor, and a third housing for housing the transmission. Have been. Then, shrink fitting is performed only on the second housing. Also,
The post-processed locating hole can be used as a pin hole at the time of final connection with the first housing. In this case, if the hole position is displaced due to the distortion, the hole cannot be connected due to the displacement of the pin, or even if the hole can be connected, there is a problem that the axial accuracy is displaced from the connected first housing. Since the locating hole is processed with high accuracy without being affected by distortion, the above-mentioned problem can be avoided.

[0018]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a configuration of a main unit of the hybrid vehicle according to the embodiment.
1 is a transmission unit, 2 is an engine, 3 is a B motor for power generation / start, 4 is an inverter, 5 is a battery, 6 is an electric power steering, 7 is a hybrid control unit, and 8 is a chain.

The transmission unit 1 includes an electromagnetic clutch 1
1, an A motor 15 as a drive motor, and a continuously variable transmission (CVT) 13 are housed, and the A motor 15 also functions as a motor for energy regeneration during deceleration and braking. Also,
A C motor 9 for driving the electric hydraulic pump is provided. This is because, in a hybrid vehicle having a driving range using only a motor, an oil pump driven by the engine alone cannot provide the hydraulic pressure (particularly the pulley hydraulic pressure of the CVT 13) when only the motor runs. For the same reason, the assisting force of the power steering 6 is also of an electric type, and is assisted by a motor.

The B motor 3, which is a power generation / starting motor,
It is mounted on an engine block and is connected to the engine 2 by a chain 8, and normally functions as a generator and at start-up as a starter. The control units 7a, 7b, 7c, 7d, and 7e of the battery 5, the motors 3, 15, the engine 2, the clutch 11, and the CVT 13 are independent of each other, and are finally controlled integrally by the hybrid control unit 7.

Next, the operation of the drive system will be described. The hybrid vehicle of the present embodiment is of a parallel type, and the A motor 15 functions as an assisting role of the engine 2 in which the fuel efficiency is prioritized over the output. The CVT 13 also serves as a coordinator for operating the engine at the best fuel efficiency point.
The clutch 11 is an electromagnetic clutch. When the clutch 11 is turned off, the vehicle runs only with the A motor 15. ON / O of clutch 11
The FF is automatically and optimally controlled by a clutch control unit 7d that receives a command from the hybrid control unit 7.

(At the time of starting the system) At the time of starting, the B motor 3 functions as a starter and starts the engine 2.

(Starting / Low Speed Running) When starting or running at a low load with low fuel consumption efficiency of the engine 2, the engine 2 stops and the A motor 15 runs only. Even when the vehicle starts and runs at low speed, if the load is large (the throttle opening is large), the engine 2 starts immediately, the clutch 11 is turned on, and the vehicle runs with the engine 2 and the A motor 15.

(Normal traveling) The traveling is mainly performed by the engine 2. In this case, the operation on the best fuel efficiency line is realized by adjusting the engine speed by the shift control of the CVT 13.

(High Load) When the engine 2 generates a maximum output and the driving force is insufficient, the battery 5
From which electric energy is actively supplied to the A motor 15,
The overall driving force is increased.

(During deceleration) During deceleration, the engine 2 is cut off fuel. At the same time, the A motor 15 functions as a generator, converts a part of the kinetic energy conventionally discarded into electric energy, and collects it in the battery 5.

(Reverse) The CVT 13 is not set with a reverse gear. Therefore, at the time of retreat, the clutch 11 is released, the A motor 15 is rotated in the reverse direction, and only the A motor 15 runs.

(Stop) When the vehicle stops, the engine 2 stops. However, the engine 2 does not stop when the battery 5 needs to be charged, when the air conditioner compressor needs to be operated, or during warm-up.

FIG. 2 shows a belt-type continuously variable transmission (CV) according to the present invention.
FIG. 4 is a cross-sectional view of a transmission unit of the hybrid vehicle provided with T). 2, an engine output shaft 10 is connected to an electromagnetic clutch 11 as a rotation transmission mechanism, and is provided with a slip ring 11a for supplying power to the electromagnetic clutch 11. An output side of the electromagnetic clutch 11 is connected to a transmission input shaft 12, and a drive pulley 14 of a CVT 13 is provided at an end of the input shaft 12 and is located between the drive pulley 14 and the electromagnetic clutch 11. Thus, a traveling A motor (motor described in the claims) 15 is provided.

A motor 15 includes a rotor 16 fixed to the input shaft 12 and a stator 17 fixed to the housing.
The input shaft 12 is driven by receiving power supply from the battery 5 or functions as a generator based on the torque of the input shaft 12 at the time of deceleration or the like.

The CVT 13 controls the driving pulley 14, the driven pulley 18, and the rotational force of the driving pulley 14 by using the driven pulley 1.
And a belt 19 for transmitting the power to the belt 8. The drive pulley 14 includes a fixed conical plate 20 that rotates integrally with the input shaft 12.
And a movable conical plate 22 which is arranged opposite to the fixed conical plate 20 to form a V-shaped pulley groove and is movable in the axial direction of the input shaft 12 by hydraulic pressure acting on the drive pulley cylinder chamber 21. The driven pulley 18 is connected to the driven shaft 2
3 is provided. The driven pulley 18 has a driven shaft 23
A fixed conical plate 24 that rotates integrally with the driven conical plate 24, a V-shaped pulley groove formed opposite to the fixed conical plate 24, and a driven shaft 23 formed by hydraulic pressure acting on a driven pulley cylinder chamber 32.
And a movable conical plate 25 which is movable in the axial direction.

A drive gear 26 is fixed to the driven shaft 23, and the drive gear 26 meshes with an idler gear 28 on an idler shaft 27. The pinion 29 provided on the idler shaft 27 meshes with the final gear 30. The final gear 30 drives a drive shaft reaching wheels (not shown) via a differential device 31.

The torque input from the engine output shaft 10 to the CVT 13 as described above is transmitted to the CVT 13 via the electromagnetic clutch 11 and the input shaft 12. Input shaft 12
Of the driving pulley 14, the belt 19, the driven pulley 1
8, driven shaft 23, drive gear 26, idler gear 28, idler shaft 27, pinion 29, and final gear 30
Is transmitted to the differential device 31 via the

At the time of the power transmission as described above, the movable conical plate 22 of the driving pulley 14 and the movable conical plate 25 of the driven pulley 18 are moved in the axial direction to change the radius of the contact position with the belt 19, so that the driving is performed. Pulley 14 and driven pulley 18
, That is, the gear ratio can be changed. The control for changing the width of the V-shaped pulley groove of the driving pulley 14 and the driven pulley 18 is performed by the CVT control unit 7.
The control is performed by controlling the hydraulic pressure to the driving pulley cylinder chamber 21 or the driven pulley cylinder chamber 32 via e.

By the way, the transmission housing in which such a transmission mechanism and a motor are accommodated includes a second housing 41 in which the CVT 13 and the A motor 15 are accommodated, and a first housing 42 in which the electromagnetic clutch 11 is accommodated. The structure is divided in the axial direction. The second housing 41 is CVT1
A transmission chamber 43 in which the motor 3 is installed and a motor chamber 44 in which the A motor 15 is installed are partitioned via a second partition wall 45.

The first housing 42 has a first partition wall 46 formed on one end face to which the second housing 41 is connected, and between the partition walls 45, 46 when the housings 41, 42 are connected. The motor chamber 44 is defined, and when the other end surface of the first housing 42 is connected to the engine 2 (not shown), the first partition 46 and the engine 2
Are formed so as to define a clutch chamber 47 therebetween.

The stator 17 of the A motor 15 is incorporated in the motor chamber 44 by shrink fitting. This simplifies the structure, while cooling water formed in the second housing 41 so as to surround the stator 17. Jacket 48
The A motor 15 can be efficiently cooled by circulating the cooling water.

Next, a method of manufacturing a transmission unit housing to which the present invention is applied will be described. FIG. 3 is a front view of the second housing 41 to which the manufacturing method of the present embodiment is applied, as viewed from the first housing 42 side.

As shown in FIG. 4, the pre-processed locating holes 71 and 72 are located at positions away from the M region having the high thickness portion and at diagonal positions across the M region. This is because the high-thickness portion is easily deformed during shrinkage fitting. The post-processed locate holes 73 and 74 are also located away from the M region with respect to the pre-processed locate holes, and
They are arranged at diagonal positions across the region. Further, the post-processing locate holes 73 and 74 finally become pin holes at the time of coupling with the first housing 42. Therefore, if the hole position is displaced due to the distortion, it cannot be connected due to the displacement of the pin, or even if the connection can be made, there is a problem that the axial accuracy is displaced from the connected first housing 42, but post-processing is performed. Since the locating hole is processed with high accuracy without being affected by distortion, the above-mentioned problem can be avoided.

Reference numeral 75 denotes an input shaft hole through which the input shaft 12 passes.
Reference numeral 6 denotes a driven shaft hole through which the driven shaft 23 penetrates, 77 denotes an idler shaft hole through which an idler shaft passes, 78 denotes a drive shaft hole through which a drive shaft passes, and 79 denotes a stator housing portion.

Next, the manufacturing process will be described. First, the tolerance and the positional deviation in each step are set as follows. Tolerance during pre-processing: A Positional deviation due to shrinkage fit: B Positional deviation due to gripping during processing: C Tolerance during post-processing: D (At pre-processing) Pre-processing locates 71, 72 are processed with tolerance A, Pre-processing is performed based on the pre-processing locates 71 and 72. At this time, after performing the pre-processing, the portion not subjected to the post-processing (which does not require much accuracy) is strictly determined from the required accuracy, the positional deviation B due to shrinkage, the positional deviation C due to re-gripping, and the margin α. And process. As shown in FIG. 6, when the required accuracy is X, the tolerance at the time of pre-processing is X-
(B + C + α). However, A ≦ X− (B + C
+ Α). Thus, the required accuracy can be maintained even if there is a maximum displacement due to shrinkage fitting and refilling after pre-processing.

The part to be subjected to post-processing (requiring high precision) is processed with the tolerance A at the time of pre-processing, but as shown in FIG. At the time of pre-processing, a hole having a diameter smaller than the margin is formed. This allowance is set to A + B + C + D + α.

(At the time of shrinkage fitting) The first housing 41 is heated, and the stator 17 is fitted into the stator housing portion 79.
At this time, a positional deviation B due to shrinkage occurs.

(At the time of post-processing) As shown in FIG. 5, since the stator 17 has already been fitted, a special sealing jig 80 for protecting the stator 17 from cutting oil, washing water and the like is mounted. Next, the post-processing locators 73, 74 are set on the basis of the pre-processing locators 71, 72 which are shifted by B from the pre-processing to post-processing in the processing machine during the pre-processing to post-processing (positional deviation due to gripping = C). It is formed by the tolerance D. At this time, if the required accuracy is Y, then Y ≧ D. Post-processing locate 7
Each shaft hole 75, 76,
77, 78 and other holes required for high precision are formed. Therefore, since each shaft hole is finally formed with the tolerance D, high accuracy can be obtained.

(Operation and Effect of the Embodiment) As described above, by applying the method of manufacturing the transmission unit housing of the present embodiment, the thick portion of the stator housing portion 79 and the driven shaft hole The pre-located locating holes 7 are provided one by one at diagonal positions sandwiching the region A formed by the high-thickness portion 76.
1, 72 are provided, and the pre-processed locate holes 71, 72 are provided.
Of the input shaft hole 75 and the driven shaft hole 7
6, an idler shaft hole 77, a drive shaft hole 78, and several other holes are formed. Then, after the stator 17 is shrunk in the stator housing portion 79, post-processing locate holes 73, 74 are newly provided based on the pre-processing locate holes 71, 72, and replacement is performed based on the post-processing locate holes 73, 74. Post-processing is performed on a plurality of holes having. Therefore, by providing the post-processing locating holes 73 and 74 as described above, it is possible to simultaneously process the locating hole and another processing hole based on the locating hole, and the post-processing with high accuracy is secured. (Finish processing).

As a margin, at least the total of the tolerance A at the time of pre-processing, the positional deviation B due to shrinkage, the positional deviation C due to gripping, and the tolerance D due to post-processing is provided. ing. Therefore, when post-processing,
All tolerances and positional deviations can be tolerated in the margin, and post-processing with higher accuracy can be performed.

Further, the transmission unit housing 1 has a first housing 4 in which at least the electromagnetic clutch 11 is accommodated.
2, a second housing 41 accommodating at least the A motor 15 and the output shaft 23 of the driven pulley, and at least a CV
And a housing cover 49 for housing T13. Further, the post-processing locate holes 73 and 74 can be used as pin holes at the time of coupling with the first housing 42 finally. In this case, if the hole position is displaced due to the distortion, the hole cannot be connected due to the displacement of the pin, or even if the hole can be connected, there is a problem that the axial accuracy is displaced from the first housing 42 to which the hole is connected. Since the processing locate holes 73 and 74 are processed with high accuracy without being affected by distortion, the above-mentioned problem can be avoided.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of a main unit of a hybrid vehicle according to an embodiment.

FIG. 2 is a belt-type continuously variable transmission (CV) according to the embodiment;
FIG. 4 is a cross-sectional view of a transmission unit of the hybrid vehicle provided with T).

FIG. 3 is a front view of a transmission unit housing in the embodiment.

FIG. 4 is a conceptual diagram of a transmission unit housing in the embodiment.

FIG. 5 is a diagram illustrating a jig at the time of post-processing in the embodiment.

FIG. 6 is a diagram illustrating tolerances and positional deviations according to the embodiment.

FIG. 7 is a diagram illustrating allowance for the embodiment.

FIG. 8 is a conceptual diagram showing a conventional technique.

FIG. 9 is a diagram illustrating a problem of the related art.

FIG. 10 is a diagram illustrating a relationship between an amount of distortion due to shrinkage and interference.

FIG. 11 is a conceptual diagram illustrating a distortion direction due to shrinkage fitting.

[Explanation of symbols]

 Reference Signs List 1 transmission unit housing 2 engine 3 motor 4 inverter 5 battery 6 power steering 7 hybrid control unit 7a battery control unit 7b motor control unit 7c engine control unit 7d clutch control unit 7e CVT control unit 8 chain 9 C motor 10 engine output shaft 11a Slip ring 11 Electromagnetic clutch 12 Input shaft 13 CVT 14 Drive pulley 15 Motor 16 Rotor 17 Stator 18 Follower pulley 19 Belt 20 Fixed cone plate 21 Drive pulley cylinder chamber 22 Movable cone plate 23 Follower shaft 24 Fixed cone plate 25 Movable cone plate 26 Drive Gear 27 idler shaft 28 idler gear 29 pinion 30 final gear 31 differential device 32 driven pulley cylinder chamber 41 second housing 42 1 Housing 43 Transmission Room 44 Motor Room 45 Second Partition 46 First Partition 47 Clutch Room 48 Cooling Water Jacket 49 Housing Cover 60 Drive Shaft 71, 72 Pre-Processed Locator 73, 74 Post-Processed Locator 75 Input Shaft Hole 76 Followed Shaft Hole 77 idler shaft hole 78 drive shaft hole 79 stator housing 80 dedicated seal jig 100 input shaft 101 clutch room 102 motor room 103 transmission room 110 electromagnetic clutch 111a stator 111 motor 113 first housing 114a stator housing 114 second Housing 115 Third housing 116 First partition 117 Second partition 123 Water jacket A Tolerance a Input shaft receiving part B Position shift b Drive shaft hole C Position shift D Tolerance α, α 'margin

Continued on front page F-term (reference) 3D039 AA01 AA02 AA04 AA05 AB26 AC07 AC14 AC24 AC34 AC67 AD02 AD33 AD36 AD53 3J063 AA02 AB23 AC03 BA01 CA01 CB41 CB53 CD11 CD41 CD42 CD45 XA05 XA22 XA37

Claims (5)

[Claims] 1. A transmission unit for a hybrid vehicle, wherein a motor serving as a power source together with an engine is provided in series on an input shaft of a transmission, and an output shaft of the transmission is provided in parallel with the motor. The motor includes a rotor on the input shaft side and a stator on a transmission unit housing side, and at least the stator of the motor is mounted on a high-thickness stator housing portion provided on the transmission unit housing on the stator outer peripheral side. A method for manufacturing the transmission unit housing, which shrinks and integrates a high-thickness output shaft support portion provided in a unit housing perpendicular to the input shaft with the stator housing portion, A first locate hole is provided at a position outside the region formed by the housing thickness range of the stator housing portion and the housing thickness range of the output shaft support portion, A pair of pre-located locating holes are provided by providing a second locating hole in a diagonal area of the first locating hole with the thick wall region interposed therebetween, and a plurality of holes having a margin based on the pre-located locating hole. Forming the stator, shrink-fitting the stator housing portion, and after shrink-fitting, a new pair of post-processing locate holes is provided at a position different from the pair of pre-processing locate holes based on the pre-processed locate holes. Providing a post-processing for the plurality of holes with reference to the post-processing locate holes. 2. The method of manufacturing a transmission unit housing according to claim 1, wherein the machining allowance is different from at least a first tolerance at the time of pre-machining and a second positional deviation due to shrinkage. The third positional deviation due to the gripping of the mounting position, the first tolerance of the fourth tolerance due to the post-processing, the second positional deviation, and the third positional deviation.
A method of manufacturing a transmission unit housing, wherein the size of the transmission unit housing is equal to or greater than the sum of the positional deviation and the fourth tolerance. 3. A transmission unit of a hybrid vehicle, wherein a motor serving as a power source together with an engine is provided in series on an input shaft of a transmission, and an output shaft of the transmission is provided in parallel with the motor. The motor includes a rotor on the input shaft side and a stator on the transmission unit housing side, and at least the stator of the motor is shrunk on a high-thickness stator housing portion provided in the transmission unit housing. A transmission unit housing for accommodating a high-thickness output shaft supporting portion provided in a unit housing perpendicular to an input shaft together with a stator housing portion; A first locating hole is provided at a position outside the region formed by the wall thickness region and the housing thick region of the output shaft support portion, and the first locate hole is provided on the outside of the housing thick region. A pair of pre-located locating holes are provided by providing a second locating hole in a diagonal area of the kate hole, and a pair of post-processing locating holes are provided at positions different from the pair of pre-locating locating holes. Transmission unit housing. 4. The transmission unit housing according to claim 3, wherein the housing includes the stator housing section, the output shaft support section, an idler shaft support section, and a drive shaft support section. A transmission unit housing characterized in that: 5. The transmission unit housing according to claim 3, wherein the housing houses a first housing that houses an electromagnetic clutch, a second housing that houses a motor, and houses a transmission. A transmission unit housing comprising a third housing, wherein shrink fitting is performed only on the second housing.