JP2007008470A - Hybrid drive apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive apparatus which can arbitrarily change an engine side total gear ratio without changing the relative position between shafts, and can easily carry out a countermeasure for reducing gear noise. <P>SOLUTION: The hybrid drive apparatus comprises an engine E/G, a generator G, a differential gear device P for connecting the engine and the generator, a motor M, and a differential device D, and further comprises an engine and generator side power transmitting system for connecting the output element 23 of the differential gear device P with the differential device D, and a motor side power transmitting system for connecting the motor M with the differential device D. The engine E/G, the generator G, and the differential gear device P are coaxially arranged, and the motor M and the output shaft of the differential device D are arranged on different axes in parallel with the axis of the engine E/G, the generator G, and the differential gear device P. The engine and generator side power transmitting system is drivingly connected with the differential device D via the motor side power transmitting system. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hybrid drive device that uses an engine and an electric motor as power sources, and more particularly to a drive connection structure of a power transmission system on the engine side and the electric motor side in the hybrid drive device.

  A hybrid drive device using an engine (combustion engine) and an electric motor as power sources transmits two types of power to the differential device, and thus can adopt various powertrain configurations. Under these circumstances, a technique disclosed in Japanese Patent Laid-Open No. 8-183347 is known as a driving device having an excellent configuration in that the output from the engine and the output from the electric motor are transmitted to the differential device by setting arbitrary gear ratios, respectively. There is. In this drive device, an engine and a generator are arranged on a first axis, an electric motor is arranged on a second axis, a countershaft is arranged on a third axis, and a differential device is arranged on a fourth axis. It is connected to the countershaft via a differential gear device, and the motor and the differential device are directly connected to the countershaft, and the power of the two systems is transmitted to the wheels via the countershaft. The driven gear (the third gear 32 in terms of the above publication) is engaged with a drive gear (also the first gear 15) that is drivingly connected to the engine side and a drive gear (also the second gear 27) that is drivingly connected to the motor side. The outputs from both the engine and the motor are input to the countershaft at an arbitrary gear ratio.

  By the way, regarding the engine in the hybrid drive apparatus as described above, it is not uncommon that the requirements differ depending on the vehicle, such as a vehicle that emphasizes fuel efficiency or a vehicle that emphasizes acceleration. Higher, the latter should be set lower. In order to respond to such a request, in the hybrid drive device, in order to change the engine-side total gear ratio, the diameter of the gear pair connecting the differential gear device and the countershaft is changed. The diameter of the pair of gears connecting the electric motor and the countershaft must be changed, which affects the gear ratio on the electric motor side. Further, as the gear diameter is changed in this way, the inter-axis distance between the countershaft on the third axis and the differential unit on the fourth axis also changes. Even the casing shape to be changed must be changed.

  Furthermore, from the viewpoint of gear noise, the engine-side drive gear and the motor-side drive gear are meshed simultaneously with the counter-driven gear, and the tooth surface accuracy between the engine-side drive gear and the counter-driven gear and between the motor-side drive gear and the counter-driven gear is improved. It must be satisfied at the same time, and it takes a lot of man-hours. And, since the meshing order (noise frequency) is the same, not only will gear noise be generated, but whether the meshing part of the noise factor is between the counter driven gear and the engine side drive gear, counter driven gear vs. motor side drive gear It is not possible to determine whether the time is between noise frequency shifts, and no noise reduction measures are taken.

  Therefore, the present invention provides a hybrid drive device that can arbitrarily set and further change the total gear ratio on the engine side and the motor side without changing the shaft positions of the engine, the generator, the motor, and the differential device. The first purpose is to provide it. Next, a second object of the present invention is to facilitate noise reduction measures when gear noise that needs to be reduced occurs in a hybrid drive device.

  In order to achieve the above object, an engine, a generator, a differential gear device that connects the engine and the generator, a motor, and a differential device are provided, and the output elements of the differential gear device are on the engine and generator side. In a hybrid drive device that is drivingly connected to a differential device via a power transmission system and an electric motor is drive-connected to the differential device via a motor-side power transmission system, the engine, the generator, and the differential gear device are arranged coaxially. The output shafts of the motor and the differential device are arranged on different shafts parallel to the shafts of the engine, the generator, and the differential gear device, and the engine and the generator side power transmission system are the motor side power transmission system. It is drive-coupled to the differential device through the above.

  According to this configuration, in the power transmission flow on the engine side and the motor side, since the power transmission flow on the motor side is located on the downstream side, when changing the total gear ratio of the engine and the generator side power transmission system, The total gear ratio of the motor side power transmission system can be prevented from being affected.

Specifically, the motor-side power transmission system includes a power transmission element that drives and connects the rotor shaft of the motor and the differential input gear of the differential device, and the engine and generator-side power transmission system includes a differential gear device. And a power transmission element for drivingly connecting the output element and the rotor shaft of the electric motor.
Each power transmission system (the engine and generator-side power transmission system or the motor-side power transmission system) refers to the entire system that performs power transmission by driving and connecting between predetermined elements. The system includes a power transmission element including one or more gears, a gear mechanism, a sprocket, a chain, and the like. Accordingly, in the present application, the description that these power transmission systems are configured with predetermined “power transmission elements” means that each power transmission system includes the predetermined power transmission elements. .

  More specifically, the motor-side power transmission system includes a motor output gear fixed to the rotor shaft of the motor, and a power transmission element that drives and connects the motor output gear and the differential input gear. The machine-side power transmission system includes a power transmission element that drives and connects the output element of the differential gear device and the motor output gear.

  According to these configurations, when changing the gear ratio on both the engine side and the motor side, the power transmission elements between the shafts of the engine, the generator, the motor, and the differential device can be used to change the position of the main shaft. As a result, the casing before and after the gear ratio setting change can be unified.

  In the above configuration, the motor-side power transmission system includes a first motor output gear fixed to the rotor shaft of the motor, and a power transmission element that drives and connects the first motor output gear and the differential input gear. The engine and generator side power transmission system is effectively composed of a power transmission element that drives and connects the output element of the differential gear unit and the second motor output gear fixed to the rotor shaft of the motor. is there.

  According to this configuration, since the input portion from the engine side power transmission path to the motor side power transmission path becomes a path independent of the motor side power transmission path, noise reduction measures when gear noise that needs to be reduced occurs. Becomes easy.

In the above configuration, the engine and generator-side power transmission system is spanned between the sprocket connected to the output element of the differential gear device, the sprocket fixed to the rotor shaft of the electric motor, and both sprockets. It is also effective to be composed of chains.
Similarly to the above, in the present application, the description that each power transmission system is composed of the two sprockets and the chain means that each power transmission system includes the two sprockets and the chain. Is meant to be.

  According to this configuration, since the engine-side power transmission system is a mechanism that is not subject to the restriction of the inter-shaft distance that accompanies the change in the gear ratio, it is easy to change the engine-side total gear ratio alone.

  Next, the present invention includes an engine, a generator, a differential gear device that connects the engine and the generator, and an electric motor, and an output element of the differential gear device is connected to the engine and the generator side power transmission system. In the hybrid drive device in which the motor is drive-coupled to the wheel and the electric motor is drive-coupled to the wheel via the motor-side power transmission system, the motor-side power transmission system includes a first motor output gear fixed to the rotor shaft of the motor. And a power transmission element that drives and connects the first motor output gear and wheels, and the engine and generator side power transmission system is a second fixed to the output element of the differential gear device and the rotor shaft of the motor. The engine and the generator side power transmission system are drivingly connected to the wheels via the motor side power transmission system.

  According to this configuration, it is possible to configure a power transmission system without simultaneous meshing while performing power transmission of the engine and the generator side power transmission system via the electric motor side power transmission system, and thus a reduction is required. Noise reduction measures when gear noise occurs are easy.

  Moreover, as a configuration of a hybrid drive device of a form different from the present invention (hereinafter referred to as “related form”) for achieving the above object, an engine, a generator, and the engine and the generator are connected. A differential gear device, an electric motor, and a differential device, wherein an output element of the differential gear device is drivingly connected to the differential device via an engine and a generator side power transmission system, and the motor is connected via a motor side power transmission system. The engine, the generator, and the differential gear device are arranged coaxially, and the output shaft of the motor, the differential device is connected to the engine, the generator, and the differential gear device. Arranged on different shafts parallel to the shaft, the engine and generator side power transmission system and the motor side power transmission system are respectively Is composed of pieces of transmission paths, there is a configuration that is drivingly connected to the differential apparatus at the most downstream of the respective power transmission system.

  According to this configuration, power transmission from the engine side to the differential device by the engine and generator side power transmission system and power transmission from the motor to the differential device by the motor side power transmission system are performed separately in each transmission path. Therefore, the output from the engine side and the electric motor can be completely independent, and the total gear ratio up to the differential devices of both can be set freely. In addition, since both power transmission paths are independent, it is easy to take noise reduction measures when gear noise that needs to be reduced occurs.

  Specifically, the engine and generator side power transmission system includes a power transmission element that drives and connects the output element of the differential gear device and the differential input gear of the differential device, and the motor side power transmission system includes the motor And a power transmission element for drivingly connecting the rotor input shaft and the differential input gear.

  According to this configuration, when changing the selection of the gear ratio on both the engine side and the motor side, the power transmission elements between the shafts of the engine, the generator, the motor, and the differential device can be used, so the position of the main shaft is not changed. As a result, the casing before and after the gear ratio setting change can be unified.

  In the above configuration, the differential input gear of the differential device includes first and second differential input gears, and the engine and generator side power transmission system includes the output element of the differential gear device and the first differential input gear. It is effective that the motor side power transmission system is composed of a power transmission element that drives and connects the rotor shaft of the motor and the second differential input gear.

  According to this configuration, since the power transmission paths on both the engine side and the motor side are independent paths for the input unit to the differential device, noise reduction measures when gear noise that needs to be reduced occurs can be made easier. Become.

  Further, as another configuration of the hybrid drive device according to the related aspect, the present invention includes an engine, a generator, a differential gear device that connects the engine and the generator, a motor, and a differential device, In a hybrid drive device in which an output element of a dynamic gear device is drivingly connected to a differential device via an engine and a generator side power transmission system, and an electric motor is drivingly connected to the differential device via a motor side power transmission system, the engine and The generator and the differential gear device are arranged coaxially, and the output shafts of the motor and the differential device are arranged on different shafts parallel to the shafts of the engine, the generator, and the differential gear device. The transmission system has a configuration in which it is drivingly connected to a differential device via an engine and generator side power transmission system. .

  According to this configuration, each of the engine, the generator, the motor, and the differential device is selected when changing the gear ratio on both the engine side and the motor side while merging the engine and generator side power transmission system and the motor side power transmission system. Since it is possible to cope with the power transmission element between the shafts, it is possible to cope with without changing the position of the main shaft, and as a result, the casing before and after the gear ratio setting change can be unified.

  Specifically, the engine and generator side power transmission system includes a power transmission element that drives and connects the output element of the differential gear device and the differential input gear of the differential device, and the motor side power transmission system includes the motor And a power transmission element for drivingly connecting the rotor shaft and the output element of the differential gear device.

  More specifically, the engine and generator side power transmission system includes a counter drive gear coupled to the output element of the differential gear unit, and a power transmission element that drives and couples the counter drive gear and the differential input gear. The motor-side power transmission system includes a motor output gear fixed to the rotor shaft of the motor, and a power transmission element that drives and connects the motor output gear and the counter drive gear.

  According to these configurations, when changing the gear ratio on both the engine side and the motor side, the power transmission elements between the shafts of the engine, the generator, the motor, and the differential device can be used to change the position of the main shaft. As a result, the casing before and after the gear ratio setting change can be unified.

  In the above configuration, the engine and generator-side power transmission system is configured to drive and connect the first counter drive gear coupled to the output element of the differential gear device, and the first counter drive gear and the differential input gear. The motor-side power transmission system includes a motor output gear fixed to the rotor shaft of the motor, and a second counter drive gear coupled to the motor output gear and the output element of the differential gear device. It is effective to be composed of a power transmission element that drives and connects the two.

  According to this configuration, since the input portion from the motor side power transmission path to the engine side power transmission path becomes a path independent of the engine side power transmission path, noise reduction measures when gear noise that needs to be reduced occurs. Becomes easy.

  In the above configuration, the motor-side power transmission system includes a sprocket fixed to the rotor shaft of the motor, a sprocket connected to the output element of the differential gear device, and a chain spanned between both sprockets. It is also effective to be configured.

  According to this configuration, since the motor-side power transmission system is a mechanism that is not subject to the restriction of the inter-axis distance that accompanies the change in gear ratio, the setting and changing of the motor-side total gear ratio is facilitated. In addition, it is easy to fix the motor-side total gear ratio when changing the engine-side total gear ratio.

  Further, the configuration of the hybrid drive device according to the related aspect includes an engine, a generator, a differential gear device that connects the engine and the generator, and an electric motor, and an output element of the differential gear device is an engine and In a hybrid drive device that is drivingly connected to wheels via a generator-side power transmission system and an electric motor is drivingly connected to wheels via a motor-side power transmission system, an output that drives and connects each of the power transmission system and the wheels. The engine and generator side power transmission system includes a power transmission element that drives and connects the output element of the differential gear unit and the first output gear fixed to the output shaft. The system is composed of a power transmission element that drives and connects the rotor shaft of the motor and the second output gear fixed to the output shaft. There are things.

  According to this configuration, power transmission from the engine side to the output shaft by the engine and generator side power transmission system, and power transmission from the motor to the output shaft by the motor side power transmission system are performed separately in each transmission path. Therefore, the output from the engine side and the electric motor can be made completely independent, and the total gear ratio up to both output shafts can be freely set. In addition, since both power transmission paths are independent, it is easy to take noise reduction measures when gear noise that needs to be reduced occurs.

  The hybrid drive device according to the related aspect further includes an engine, a generator, a differential gear device that connects the engine and the generator, and an electric motor. In a hybrid drive device that is drivingly connected to a wheel via a generator-side power transmission system and an electric motor is drive-connected to a wheel via a motor-side power transmission system, the engine and the generator-side power transmission system are a differential gear device. The first counter drive gear connected to the output element of the motor and a power transmission element drivingly connecting the first counter drive gear and the wheel. The motor side power transmission system is fixed to the rotor shaft of the motor. A power transmission element that drives and connects the motor output gear and the second counter drive gear coupled to the output element of the differential gear device, Motivation side power transmission system, there is a drive connection configurations to the wheels via the engine and the generator-side power transmission system.

  According to this configuration, it is possible to configure a power transmission system without simultaneous meshing while performing power transmission of the motor-side power transmission system via the engine and the generator-side power transmission system, which requires reduction. Noise reduction measures when gear noise occurs are easy.

  Through the above-described configurations, the power transmission element can be configured to have an idle gear.

  According to this configuration, since the power transmission elements constituting the engine and generator side power transmission system and the motor side power transmission system are all arranged in the same plane, the shaft length of the drive device is restricted. This arrangement is advantageous.

  Through the above-described configurations, the power transmission element can be configured to have a counter reduction gear mechanism.

  According to this configuration, the total gear ratio on both the engine side and the motor side can be changed without changing not only the main shaft but also the shaft positions of the power transmission elements.

  Through the above-described configurations, one of the power transmission elements of the engine and generator side power transmission system and the motor side power transmission system has an idle gear, and the other power transmission element is a counter. A configuration having a reduction gear mechanism can also be adopted.

  According to this configuration, it is possible to flexibly cope with the necessity of changing the shaft position of each power transmission element accompanying the change of the total gear ratio and the restriction on the shaft length of the drive device.

  It is also effective to adopt a configuration in which a coaxial reduction mechanism is inserted into at least one of the engine and generator side power transmission system and the motor side power transmission system through each of the above-described configurations.

  According to this configuration, it is possible to eliminate any change in the shaft position of each power transmission element that accompanies the change in the total gear ratio.

  Before describing the embodiment of the present invention, the configuration of a hybrid drive apparatus according to a related embodiment that is different from the present invention will be described as related embodiments 1 to 18 based on the drawings. Among these related forms, the hybrid drive apparatus of related forms 1 to 10 is different from the first to eighth embodiments according to the present invention described later, and includes an engine and a generator side power transmission system and a motor side power transmission system. These are configured by separate transmission paths to form separate systems, and are driven and connected to the differential device D at the most downstream of each power transmission system. In addition, the hybrid drive devices according to related embodiments 11 to 18 are the same as the embodiment of the present invention in that one of the power transmission systems is configured to be drivingly connected to the differential device via the other power transmission system. The power transmission system is different from the embodiment of the present invention in that the power transmission system is configured to be drivingly connected to the differential device via the engine side power transmission system.

  First, FIG. 1 shows the power train of the hybrid drive device according to the first related embodiment in a skeleton with the shafts expanded. This device includes an engine E / G, a generator G, a differential gear device P that connects the engine E / G and the generator G, an electric motor M, and a differential device D, and includes a planetary gear set having a single pinion configuration. The output element of the differential gear device P is driven and connected to the differential device D via the engine and generator side power transmission system (hereinafter abbreviated as engine side power transmission system), and the motor M is driven to the motor side power. The basic configuration is that the drive unit is connected to the differential device D via the transmission system. In the driving device in this embodiment, the engine E / G, the generator G, and the differential gear device P are arranged coaxially (on a common shaft), and the output shafts of the motor M and the differential device D are connected to the engine E. / G, generator G, and front engine / front drive (FF) car or rear engine / rear drive (RR) car arranged on different axes parallel to the axis of the differential gear unit P (the common axis) This is a horizontal drive device.

  In this drive device, the engine-side power transmission system and the motor-side power transmission system are each composed of power transmission elements that constitute separate transmission paths, and the differential device D is provided at the most downstream of the power transmission flow of each power transmission system. It is connected.

  The engine E / G is connected to the generator G and the engine side power transmission system by connecting the output shaft 11 to the planetary gear carrier 21 constituting the differential gear device P, and the generator G is connected to the rotor shaft 31. Is connected to the sun gear 22 of the differential gear unit P and is connected to the engine E / G and the engine side power transmission system. Therefore, the ring gear 23 of the differential gear unit P functions as an output element that transmits the power of the engine E / G to the engine side power transmission system.

  The engine side power transmission system is composed of a power transmission element that connects a ring gear 23 that is an output element of the differential gear device P and a differential ring gear 49 that is fixed to the differential case 60 as an input gear of the differential device D. The transmission system includes a power transmission element that drives and connects the rotor shaft 51 of the electric motor M to the differential ring gear 49 of the differential device D.

  The power transmission element of the engine side power transmission system in this embodiment includes a counter drive gear 41 connected to the ring gear 23 and an idle gear 42 meshing with the counter drive gear 41 and the diff ring gear 49. The power transmission element of the motor side power transmission system is configured by a motor output gear 45 fixed to the rotor shaft 51, and the motor output gear 45 is meshed with the diff ring gear 49 of the differential device D.

  As shown in FIG. 2, the actual positional relationship between the shafts is such that the engine E / G (see FIG. 1) and the generator G are on the same first axis, and the motor M is on the second axis. Further, the differential device D (see FIG. 1) is arranged in parallel to each other on the third axis. The counter drive gear 41 on the first shaft meshes with the diff ring gear 49 of the differential device D on the third shaft via the idle gear 42, and the motor output gear 45 on the second shaft is different from the same diff ring gear 49. Meshed at circumferential position.

  In the hybrid drive device having such a configuration, the motor M and the differential device D are directly connected to each other in terms of power transmission, though the motor-side power transmission system is connected to the engine E / G. The generators G are indirectly connected to each other and to the differential device D via a differential gear device P in terms of power transmission. As a result, by adjusting the power generation load of the generator G with respect to the ring gear 23 that receives the travel load of the vehicle via the differential device D, the ratio of using the engine output for driving force and power generation energy (battery charging). It is possible to travel with the appropriate adjustment. Further, since the reaction force applied to the carrier 21 is reversed by driving the generator G as an electric motor, the carrier 21 is locked to the drive device casing by an appropriate means (not shown) at that time, so that the generator G The output can be transmitted to the ring gear 23, and the driving force at the start of the vehicle by the simultaneous output of the electric motor M and the generator G (running in parallel mode) can be performed.

  Next, the change of the engine side gear ratio as the subject of the invention according to the related embodiment 1 will be described. As shown in FIG. 2, the relationship between the actual shaft position and the gear meshing, the counter drive gear 41 and the diff ring gear 49 having a predetermined gear ratio are similarly output to the output gear 45 and the diff ring gear 49 having other predetermined gear ratios. Therefore, when the diameter of the counter drive gear 41 is changed in response to a request for changing the gear ratio, the shaft position of the idle gear 42 meshed with the counter drive gear 41 is changed. However, it is not necessary to change the diameter or change the shaft position for other gears.

  Thus, according to this drive device, the engine E / G side and the motor M side have completely independent outputs, so the total gear ratio on the engine side can be set freely. At this time, the distance between the axes of the main gears does not change, and the casing can be unified.

  Further, according to this drive device, the power transmitted through the engine side power transmission system and the motor side power transmission system is not merged on the way to the differential device, so that a gear noise to be reduced occurs. Therefore, it is easy to specify the noise generation part, and noise reduction measures become easy.

  Next, FIG.3 and FIG.4 shows the related form 2 by the method similar to the case of the related form 1. FIG. In this embodiment, the power transmission element of the engine side power transmission system includes a counter drive gear 41 coupled to the ring gear 23, a counter driven gear 43 meshing with the counter drive gear 41, a counter driven gear 43, and a diff ring gear 49. A counter reduction gear mechanism including a pinion gear 44 that meshes with each other is provided. On the other hand, a coaxial reduction mechanism R is interposed in the motor side power transmission system. The coaxial reduction mechanism R is not specifically illustrated in particular, but an arbitrary coaxial reduction mechanism represented by a planetary gear set is used. In this case, the coaxial reduction mechanism R is arranged such that its input element is connected to the rotor shaft 51 and the shaft 52 connected to the output element is connected to the output gear 45 meshing with the diff ring gear 49. Accordingly, the power transmission elements of the motor side power transmission system in this case are the coaxial reduction mechanism R and the output gear 45. The rest of the configuration is substantially the same as in the related mode 1, and therefore, the corresponding reference numerals are assigned to the corresponding elements and the description is omitted. This also applies to all other related forms and embodiments that follow.

  When such a form is adopted, the gear pair constituted by the counter drive gear 41 and the counter driven gear 43 having a predetermined gear ratio is similarly a gear constituted by the pinion gear 44 and the diff ring gear 49 having other predetermined gear ratios. Since the diameter of the counter drive gear 41 is changed in response to a request for changing the gear ratio, the diameter of the counter driven gear 43 that meshes with the other needs to be changed. No change in diameter is required. Also in this case, since the change of the gear ratio does not affect the other gear pairs as described above, the position of the counter deceleration shaft is not changed. Furthermore, in this case, by changing the reduction ratio of the coaxial reduction mechanism R inserted in the motor side power transmission system, the gear ratio on the motor side can be freely changed without changing the diameter or shaft position of other gears. Can be set to Therefore, this drive device can also achieve the same effect as in the case of the related form 1.

  In addition, when the change of the gear ratio on the electric motor side is not assumed, the electric motor side power transmission system can be simplified. Next, FIG. 5 shows the powertrain configuration of the related form 3 in such a case with a skeleton. Since the axial positional relationship in this embodiment is exactly the same as in the case of the related embodiment 2, the illustration is replaced with reference to FIG. In this embodiment, the coaxial reduction mechanism R of the motor side power transmission system is eliminated. The other points are the same as in the related form 2.

  Next, FIGS. 6 and 7 show the related form 4 in the same manner as in the related form 1. In this embodiment, the power transmission elements of the engine side power transmission system are the counter drive gear 41 and the idle gear 42 as in the related embodiment 1, and the ring gear 23 and the counter drive gear 41 as the output elements of the differential gear unit P are provided. A configuration is adopted in which a coaxial reduction mechanism R is interposed between the two. As this coaxial reduction mechanism R, the same thing as the coaxial reduction mechanism by the side of the electric motor of the related form 2 can be used. The motor-side power transmission system is the same as that of the related form 2.

  When such a form is adopted, it is not necessary to change the meshing diameter of the counter drive gear 41 and the idle gear 42 as in the related form 1, and the coaxial reduction mechanism R inserted between the ring gear 23 and the counter drive gear 41 is used. By changing the reduction ratio, the engine side gear ratio can be changed without affecting the motor side gear ratio. And the opposite is true for the motor side gear ratio.

  Next, FIGS. 8 and 9 show the related form 5 in the same manner as in the related form 1. In this embodiment, the power transmission element of the engine side power transmission system includes a counter drive gear 41, a counter driven gear 43 that meshes with the counter drive gear 41, and a pinion gear 44 that is coupled to the counter driven gear 43 and meshes with the diff ring gear 49. The power transmission element of the motor-side power transmission system is connected to the motor output gear 45 fixed to the rotor shaft 51, the counter driven gear 47 meshed with the motor output gear 45, and the counter driven gear 47. A counter reduction gear mechanism including a pinion gear 48 meshing with the diff ring gear 49 is provided.

  When such a form is adopted, the engine side gear ratio is changed by changing the meshing diameter of the counter drive gear 41 and the counter driven gear 43, and the motor side gear ratio is changed by changing the meshing diameter of the output gear 45 and the counter driven gear 47. Can be changed without affecting the gear ratio.

  Next, FIG.10 and FIG.11 shows the related form 6 by the method similar to the case of the related form 1. FIG. In this configuration, the power transmission element of the engine side power transmission system in the related mode 5 is replaced with the power transmission element of the engine side power transmission system in the related mode 4, that is, as an output element of the differential gear device P. A configuration is adopted in which a coaxial reduction mechanism R is interposed between the ring gear 23 and the counter drive gear 41. Therefore, the power transmission element of the engine side power transmission system in this case is constituted by three members: the coaxial reduction mechanism R, the counter drive gear 41, and the idle gear 42.

  When such a form is adopted, the engine side gear ratio is changed with respect to the reduction ratio of the coaxial reduction mechanism R and / or the diameter of the counter drive gear 41 with respect to the diff ring gear 49, and the motor side gear ratio is By changing the meshing diameter of the counter driven gear 47, the counter driven gear 47 can be changed without affecting the mutual gear ratio.

  Next, FIG. 12 shows the related form 7 in the same skeleton as in the related form 1. Since the axial positional relationship in this form is exactly the same as in the case of the related form 6, the illustration is replaced with reference to FIG. In this embodiment, a configuration in which the coaxial reduction mechanism R between the ring gear 23 and the counter drive gear 41 as an output element of the differential gear device P is removed from the related embodiment 6.

  When such a form is adopted, the engine side gear ratio is changed by changing the diameter of the counter drive gear 41 with respect to the diff ring gear 49, and the motor side gear ratio is changed by changing the meshing diameter of the motor output gear 45 and the counter driven gear 47. Can be changed without affecting the gear ratio.

  By the way, in each said form, although the engine side power transmission system and the motor side power transmission system were made into a separate system, the form finally joined to the common diff ring gear 49 on the power transmission flow was taken. It is also possible to separate the merging portion in consideration of gear noise countermeasures. Next, three examples of such a case will be described.

  The related configuration 8 in which the powertrain configuration is shown by a skeleton in FIG. 13 is the same train configuration as the related configuration 5 shown in FIGS. 8 and 9, and the diff ring gear 49 of the differential device D has the first and second differential gears. The engine side power transmission system is composed of a power transmission element that drives and connects the output element 23 of the differential gear device P and the first differential ring gear 49A, and the motor side power transmission system is composed of ring gears 49A and 49B. Is configured by a power transmission element that drives and connects the rotor shaft 51 of the electric motor M and the second diffring gear 49B.

  When such a configuration is adopted, since the meshing portions of all the power transmission elements can be meshed with different gears throughout the power train, the noise frequency generated for each meshing portion is different, so that reduction is required. Measures for when noise is generated become easier.

  The related configuration 9 in which the power train configuration is shown by a skeleton in FIG. 14 is the same train configuration as the related configuration 6 shown in FIGS. 10 and 11, and the diff ring gear is similarly used as the first and second diff ring gears 49A. 49B, the output element 23 of the differential gear unit P and the first diff ring gear 49A are drivingly connected by an idle gear 42, and the rotor shaft 51 of the motor M and the second diff ring gear 49B are counter-reduction gear mechanisms. It is set as the structure connected by drive.

  Similarly, FIG. 15 shows a related configuration 10 in which the powertrain configuration is represented by a skeleton, in which the same configuration as the related configuration 7 shown in FIG. 12 is applied to the differential ring gear in the same manner as the above two configurations. .

  In each of the above embodiments, the engine-side power transmission system and the motor-side power transmission system are separated from each other in order to achieve both ease of changing the engine-side gear ratio and ease of countermeasures for gear noise. By the way, when focusing on the ease of changing the gear ratio, it is possible to adopt a configuration in which one power transmission system is drivingly connected to the differential device via the other power transmission system. Therefore, the hybrid drive devices according to related embodiments 11 to 18 are configured such that the motor side power transmission system is drivingly connected to the differential device via the engine side power transmission system. Below, the related form which takes such a structure is demonstrated.

  First, the hybrid drive device of the related form 11 shown by a skeleton in FIG. 16 is similar to each of the related forms described above, in which the engine E / G, the generator G, and the differential connecting the engine E / G and the generator G are connected. A gear device P, an electric motor M, and a differential device D are provided. An output element of the differential gear device P is drivingly connected to the differential device D via an engine side power transmission system, and the motor M is connected via a motor side power transmission system. Thus, the basic configuration is that the drive unit is connected to the differential device D. Also in this drive device, the engine E / G, the generator G, and the differential gear device P are arranged coaxially (on a common shaft), and the output shafts of the motor M and the differential device D are the engine E / G, generator G, and front engine / front drive (FF) car or rear engine / rear drive (RR) car arranged on different axes parallel to the axis of the differential gear unit P (the common axis) This is a horizontal drive device.

  This drive device also includes an engine-side power transmission system that connects an output element of a differential gear device P composed of a planetary gear set of a single pinion configuration to a differential device D, and an electric motor-side power transmission system that connects an electric motor M to a differential device D. In this apparatus, the motor side power transmission system is connected to the differential device D through the engine side power transmission system. Specifically, the engine-side power transmission system is configured by a power transmission element that drives and connects the output element 23 of the differential gear device P and the differential ring gear 49 of the differential device D. The motor-side power transmission system is a rotor of the motor M. The power transmission element is configured to drively connect the shaft 51 and the output element 23 of the differential gear device P.

  In the engine side power transmission system in this embodiment, the counter drive gear 41 connected to the ring gear 23 as the output element of the differential gear device P, and the idle gear 42 that drives and connects the counter drive gear 41 and the diff ring gear 49 are powered. In the motor-side power transmission system that constitutes the transmission element, the motor output gear 45 fixed to the rotor shaft 51 of the motor M, and the idle gear 46 that drives and connects the motor output gear 45 and the counter drive gear 41 are the power transmission elements. Is configured.

  When such a configuration is adopted, the engine and generator, motor, and differential unit shafts can be changed when changing the gear ratio on both the engine side and the motor side while merging the engine side power transmission system and the motor side power transmission system. Therefore, the main shaft position can be changed without change, and as a result, the casing before and after the gear ratio setting change can be unified. This is the same for a series of subsequent embodiments.

  In the related form 12 shown by the skeleton in the next FIG. 17, a counter reduction gear mechanism is used instead of the idle gear 46 of the motor side power transmission system of the related form 11.

  Moreover, in the related form 13 shown by the skeleton in the next FIG. 18, the counter reduction gear mechanism is used instead of the idle gear 42 of the engine side power transmission system of the related form 11.

  Moreover, in the related form 14 shown with a skeleton in the next FIG. 19, a counter reduction gear mechanism is used in place of the idle gear for both the engine side power transmission system and the motor side power transmission system.

  The related form 15 shown by the skeleton in FIG. 20 is different from the modification in the related form of the former three, and has a configuration in which the counter drive gear 41 is divided into two parts from the same aim as the case of the previous diff ring gear 49. In this case, the engine side power transmission system drives and connects the first counter drive gear 41A connected to the output element 23 of the differential gear device P, and the counter drive gear 41A and the diff ring gear 49. The motor-side power transmission system includes a motor output gear 45 fixed to the rotor shaft 51 of the motor M, an output element of the motor output gear 45 and the differential gear unit P. 23, a power transmission element (namely, idle gear 46) for drivingly connecting the second counter drive gear 41B connected to 23.

  The related form 16 shown by the skeleton in the next FIG. 21 is obtained by replacing both idle gears of the engine side power transmission system and the motor side power transmission system in the related form 15 with a counter reduction gear mechanism.

  In a related form 17 shown by a skeleton in FIG. 22 below, the motor side power transmission system is a chain transmission mechanism as the same direction rotation transmission mechanism, and the power transmission element in this case is connected to the rotor shaft 51 of the motor M. It is composed of a fixed sprocket 71, a sprocket 73 connected to the output element 23 of the differential gear device P, and a chain 72 spanned between both sprockets.

  The related form 18 shown by a skeleton in FIG. 23 is the same as the related form 17 in the related form 17, with the coaxial reduction gear R interposed in the motor side power transmission system, and the counter reduction gear mechanism of the engine side power transmission system replaced with the idle gear 42. It is a thing.

  Next, the configuration of the hybrid drive device according to the present invention will be described as first to eighth embodiments with reference to the drawings. The hybrid drive devices of the first to eighth embodiments are configured such that the engine side power transmission system is drivingly connected to the differential device through the motor side power transmission system. Hereinafter, a series of embodiments of the present invention having such a configuration will be described.

  First, FIG. 24 and FIG. 25 show the skeleton which developed between the shafts and the gear meshing view of the driving device in the axial direction, regarding the power train of the hybrid driving device of the first embodiment to which the present invention is applied. This device also has a basic configuration including an engine E / G, a generator G, a differential gear device P connecting the engine E / G and the generator G, an electric motor M, and a differential device D. It is the same as the form. In this drive device, the engine-side power transmission system for drivingly connecting the output element of the differential gear device P composed of a planetary gear set having a single pinion configuration to the differential device D is the motor-side power for connecting the motor M to the differential device D. It is connected to a differential device D through a transmission system.

  The power transmission element of the motor-side power transmission system in this embodiment includes a motor output gear 45 fixed to the rotor shaft 51 and an idle gear 46 that meshes with the motor output gear 45 and the diff ring gear 49. The power transmission element of the engine side power transmission system includes a counter drive gear 41 connected to the ring gear 23 of the differential gear device P, and an idle gear 42 that meshes with the counter drive gear 41 and the motor output gear 45. ing.

  Even when such a configuration is adopted, the total gear ratio on the engine side is the gear between the counter drive gear 41 having a predetermined gear ratio and the motor output gear 45 as shown in FIG. 25 showing the relationship between the actual shaft position and the gear meshing. Ratio, and the gear ratio between the motor output gear 45 and the diff ring gear 49, that is, the motor side gear ratio, the diameter of the counter drive gear 41 is changed when only the engine side total gear ratio is changed. The distance between the counter drive gear 41 and the motor output gear 45 that changes as a result can be accommodated by shifting the shaft position of the idle gear 42. Further, when the motor side gear ratio is also changed, the diameter of the motor output gear 45 is changed, and the distance between the motor output gear 45 and the diff ring gear 49 changed thereby, the motor output gear 45 and the counter drive gear 41 are changed. Can be accommodated by shifting the axial positions of the idle gears 46 and 42. In this way, when changing the diameters of the counter drive gear 41, the motor output gear 45, and the diff ring gear 49, or when changing the diameters of the counter drive gear 41, the shaft positions of both idle gears can be shifted. it can.

  In this way, according to this drive device, the engine-side total gear ratio can be changed while the positions of the three main axes where the engine E / G, the motor M, and the differential device D are arranged are fixed. Since the gear ratio can be changed, it is possible to respond to the request for each gear ratio change without requiring a significant change in the drive device casing. In particular, in the form using idle gears in both the power transmission systems, all the power transmission elements can be arranged in the same plane, so that the advantage of downsizing of the driving device can be obtained.

  Next, FIG.26 and FIG.27 shows 2nd Embodiment. In this embodiment, the power transmission element of the engine side power transmission system is the same as that of the first embodiment, and only the power transmission element of the motor side power transmission system is changed to a counter gear mechanism having a deceleration function. The counter reduction gear mechanism of this embodiment includes a motor output gear 45 fixed to the rotor shaft 51 of the motor M, a counter driven gear 47 that meshes with the motor output gear 45, and a pinion gear that is coupled to the counter driven gear 47 and meshes with the diff ring gear 49. 48.

  When such a configuration is adopted, the engine-side total gear ratio can be changed by changing the gear ratio of the motor-side power transmission system with reference to the relationship between the actual shaft position and the power transmission element in FIG. The changing factor in this case is the diameter ratio of the motor output gear 45 to the counter driven gear 47 or the diameter ratio of the pinion gear 48 to the diff ring gear 49. Only when the diameter of the motor output gear 45 is changed, the shaft position of the idle gear 42 is changed. Need to shift.

  In the third embodiment shown by a skeleton in FIG. 28, the power transmission element of the engine side power transmission system is changed to a counter reduction gear mechanism, contrary to the second embodiment.

  Next, FIG. 29 shows a fourth embodiment in which the motor output gear 45 is divided into two for the same reason as in the related form 15 shown in FIGS. In this embodiment, the idle gear 42 of the engine-side power transmission system meshes with one motor output gear 45B fixed to the rotor shaft 51 of the motor M, and the other motor output gear 45B is based on the first embodiment. It is configured to mesh with the diff ring gear 49 via the idle gear 46.

  When such a configuration is adopted, the meshing diameter of the motor output gear with respect to the counter drive gear 41 and the diff ring gear 49 can be individually changed, so that the gear ratio can be easily changed for both the engine side power transmission system and the motor side power transmission system. It is.

  In the fifth embodiment shown in FIG. 30, the idle gear of the motor side power transmission system in the fourth embodiment is changed to a counter reduction gear mechanism.

  FIG. 31 shows a sixth embodiment that is the simplest of the fourth embodiment. In this embodiment, the engine-side power transmission system and the motor-side power transmission system are directly driven and connected without an intermediate transmission element. That is, the counter drive gear 41 constituting the engine side power transmission system meshes with the motor output gear 45B fixed to the rotor shaft 51 of the motor M, and the motor output gear 45A constituting the motor side power transmission system is connected to the diff ring gear 49. Meshed.

  Even when such a configuration is adopted, the engine-side total gear ratio can be achieved without affecting the motor-side gear ratio by changing the meshing diameter ratio between the counter drive gear and the motor output gear.

  Next, FIGS. 32 and 33 show a seventh embodiment in which the transmission means of the engine side power transmission system in the previous fourth embodiment is changed to a chain transmission mechanism. Specifically, the power transmission elements constituting the chain transmission mechanism include a sprocket 71 connected to the ring gear 23 of the differential gear device P, a sprocket 73 fixed to the rotor shaft 51 of the electric motor M, both sprockets 71, The chain 72 is stretched over the chain 73.

  When such a configuration is adopted, referring to the relationship between the actual shaft position and the transmission means in FIG. 33, the total gear ratio on the engine side is the gear ratio due to the difference in diameter between the two sprockets 71 and 73 having a predetermined reduction ratio. And the gear ratio between the motor output gear 45 and the differential ring gear 49, that is, the motor-side gear ratio. In this embodiment, when only the engine-side total gear ratio is changed, it is possible to respond without changing all shaft positions only by changing the diameter difference between the two sprockets 71 and 73. Further, when the motor side gear ratio is also changed, it is as described in the description of the first embodiment. In this way, in the present embodiment as well, as in the case of the first embodiment, it is possible to respond to the request for each reduction ratio change without requiring a significant change in the drive device casing. In particular, in the case of a change in the total gear ratio on the engine side, which is actually highly demanded, it can be handled with the unified transmission casing.

  Next, FIGS. 34 and 35 show an eighth embodiment. In this embodiment, the power transmission element of the engine side power transmission system is the same as that of the seventh embodiment, and the power transmission element of the motor side power transmission system is the same as that of the second embodiment.

  In the case of adopting such a form, referring to the relationship between the actual shaft position and the power transmission element in FIG. 35, regarding the engine-side total gear ratio, the sprocket diameter is changed, and for the motor-side gear ratio, the motor output gear 45 pair By changing the diameter ratio of the counter driven gear 47, it becomes possible to cope with the gear ratio change without changing the shaft position at all.

  As described above, the embodiment of the present invention and the related forms are divided into three series, and the horizontal type drive device for FF vehicle or RR vehicle has been described as an example. However, the present invention is a front engine / rear drive (FR) vehicle. It can also be embodied in the form of a vertical drive device. In the case of adopting such a configuration, an engine, a generator, a differential gear device that connects the engine and the generator, and an electric motor are provided, and an output element of the differential gear device is driven to a wheel via an engine-side power transmission system. The basic configuration is that the motors are connected and driven and connected to the wheels via the motor-side power transmission system. And a drive device shall be provided with the output shaft which carries out drive connection of each said power transmission system and a wheel.

  In this case, regarding the related forms 1 to 10 in the first series, the engine-side power transmission system connects the output element of the differential gear device and the first output gear fixed to the output shaft. The motor-side power transmission system can be composed of a power transmission element that connects a rotor shaft of the motor and a second output gear fixed to the output shaft. When such a configuration is adopted, the specific configuration is not shown, but referring to FIGS. 13 and 14, the differential device in the related configurations 9 and 10 is replaced with an output shaft, and the diff ring gear is replaced with an output gear. It is obvious.

  Also in this method, the first counter drive gear in which the engine-side power transmission system is connected to the output element of the differential gear device, as in the related embodiments 11 to 18 of the present invention according to the second series. A motor-side power transmission system is connected to the motor output gear fixed to the rotor shaft of the motor and the output element of the differential gear device. It is possible to adopt a configuration in which the motor side power transmission system is drivingly connected to the wheels via the engine side power transmission system.

  Also in this case, although a specific configuration is not shown, it is obvious by replacing the differential device in each embodiment with an output shaft with reference to FIGS. 20 and 21.

  Similarly to the first to eighth embodiments of the third series, the power transmission element in which the motor-side power transmission system drives and connects the first motor output gear fixed to the rotor shaft of the motor and the wheels. The engine side power transmission system is composed of a power transmission element that drives and connects the output element of the differential gear device and the second motor output gear fixed to the rotor shaft of the motor, and the engine side power transmission system is Also, it is possible to adopt a configuration in which the wheels are connected to the wheels via a motor-side power transmission system.

  Also in this case, although the illustration of the specific configuration is omitted, it is obvious by replacing the differential device in each embodiment with an output shaft with reference to FIGS.

  The present invention has been described in detail with reference to a number of embodiments. However, these embodiments do not cover the technical idea of the present invention, and the present invention is within the scope of the matters described in the claims. Various specific configurations can be changed and implemented.

It is a skeleton figure of the hybrid drive device concerning related form 1. It is an arrangement | positioning figure which shows the meshing relationship of each gear of the power transmission system of the drive device of the related form 1. It is a skeleton figure of the hybrid drive device concerning related form 2. It is an arrangement | positioning figure which shows the meshing relationship of each gear of the power transmission system of the drive device of the related form 2. It is a skeleton figure of the hybrid drive device concerning related form 3. It is a skeleton figure of the hybrid drive device concerning related form 4. It is an arrangement | positioning figure which shows the meshing relationship of each gear of the power transmission system of the drive device of the related form 4. It is a skeleton figure of the hybrid drive device concerning related form 5. It is a layout diagram showing the meshing relationship of each gear of the power transmission system of the drive device of the related form 5. It is a skeleton figure of the hybrid drive device concerning related form 6. It is an arrangement | positioning figure which shows the meshing relationship of each gear of the power transmission system of the drive device of the related form 6. It is a skeleton figure of the hybrid drive device concerning related form 7. It is a skeleton figure of the hybrid drive device concerning related form 8. It is a skeleton figure of the hybrid drive device concerning related form 9. It is a skeleton figure of the hybrid drive device concerning related form 10. It is a skeleton figure of the hybrid drive device concerning related form 11. It is a skeleton figure of the hybrid drive device concerning related form 12. It is a skeleton figure of the hybrid drive device concerning related form 13. It is a skeleton figure of the hybrid drive device concerning related form 14. It is a skeleton figure of the hybrid drive device concerning related form 15. It is a skeleton figure of the hybrid drive device concerning related form 16. It is a skeleton figure of the hybrid drive device concerning related form 17. It is a skeleton figure of the hybrid drive device concerning related form 18. It is a skeleton figure of the hybrid drive device concerning a 1st embodiment of the present invention. FIG. 3 is an arrangement diagram showing a meshing relationship of gears of a power transmission system of the drive device according to the first embodiment. It is a skeleton figure of the hybrid drive device concerning a 2nd embodiment of the present invention. It is a layout diagram showing the meshing relationship of each gear of the power transmission system of the drive device of the second embodiment. It is a skeleton figure of the hybrid drive device concerning a 3rd embodiment of the present invention. It is a skeleton figure of the hybrid drive device concerning a 4th embodiment of the present invention. It is a skeleton figure of the hybrid drive device concerning a 5th embodiment of the present invention. It is a skeleton figure of the hybrid drive device concerning a 6th embodiment of the present invention. It is a skeleton figure of the hybrid drive device concerning a 7th embodiment of the present invention. It is an arrangement figure showing meshing relation of each gear of a power transmission system of a drive unit of a 7th embodiment. It is a skeleton figure of the hybrid drive device concerning an 8th embodiment of the present invention. It is an arrangement figure showing meshing relation of each gear of a power transmission system of a drive unit of an 8th embodiment.

Explanation of symbols

E / G Engine G Generator P Differential gear device M Motor D Differential device R Coaxial reduction mechanism 23 Ring gear (output element)
41 counter drive gear 41A first counter drive gear 41B second counter drive gear 42 idle gear 43 counter driven gear (counter reduction gear mechanism)
44 Pinion gear (counter reduction gear mechanism)
45 Motor output gear 45A First motor output gear 45B Second motor output gear 46 Idle gear 47 Counter driven gear (counter reduction gear mechanism)
48 pinion gear (counter reduction gear mechanism)
49 Differential ring gear (Differential input gear)
49A (first differential input gear)
49B (second differential input gear)
51 Rotor shaft 71 Sprocket 72 Chain 73 Sprocket

Claims (10)

An engine, a generator, a differential gear device that connects the engine and the generator, an electric motor, and a differential device, and an output element of the differential gear device is a differential device through the engine and the generator side power transmission system In the hybrid drive device in which the motor is drive-coupled to the differential device via the motor-side power transmission system,
The engine, the generator and the differential gear device are arranged coaxially, and the output shafts of the motor and the differential device are arranged on different axes parallel to the shafts of the engine, the generator and the differential gear device,
The hybrid drive device, wherein the engine and generator side power transmission system are drivingly connected to the differential device via the motor side power transmission system. The motor-side power transmission system is composed of a power transmission element that drives and connects the rotor shaft of the motor and the differential input gear of the differential device,
The hybrid drive device according to claim 1, wherein the engine and generator side power transmission system includes a power transmission element that drives and connects an output element of the differential gear device and a rotor shaft of the motor. The motor-side power transmission system is composed of a motor output gear fixed to the rotor shaft of the motor, and a power transmission element that drives and connects the motor output gear and the differential input gear.
The hybrid drive device according to claim 2, wherein the engine and generator side power transmission system includes a power transmission element that drives and connects an output element of a differential gear device and the motor output gear. The motor-side power transmission system includes a first motor output gear fixed to the rotor shaft of the motor, and a power transmission element that drives and connects the first motor output gear and the differential input gear.
The engine and generator side power transmission system is constituted by a power transmission element that drives and connects an output element of the differential gear device and a second motor output gear fixed to the rotor shaft of the motor. Hybrid drive device.   The engine and generator side power transmission system is composed of a sprocket connected to an output element of a differential gear device, a sprocket fixed to a rotor shaft of an electric motor, and a chain spanned between both sprockets. The hybrid drive device according to claim 2. An engine, a generator, a differential gear device that connects the engine and the generator, and an electric motor, and an output element of the differential gear device is drivingly connected to a wheel via an engine and a generator-side power transmission system. In the hybrid drive device in which the electric motor is drivingly connected to the wheel via the electric motor side power transmission system,
The motor-side power transmission system includes a first motor output gear fixed to the rotor shaft of the motor, and a power transmission element that drives and connects the first motor output gear and the wheels.
The engine and generator side power transmission system is composed of a power transmission element that drives and connects an output element of the differential gear device and a second motor output gear fixed to the rotor shaft of the motor,
A hybrid drive device in which an engine and a generator-side power transmission system are drivingly connected to wheels through an electric motor-side power transmission system.   The hybrid drive apparatus according to claim 2, wherein the power transmission element has an idle gear.   The hybrid drive apparatus according to claim 2, wherein the power transmission element has a counter reduction gear mechanism.   Of the power transmission elements of the engine and generator side power transmission system and the motor side power transmission system, one power transmission element has an idle gear, and the other power transmission element has a counter reduction gear mechanism. The hybrid drive apparatus of any one of Claims 2-6. The hybrid drive device according to any one of claims 1 to 6, wherein a coaxial reduction mechanism is inserted in at least one of the engine, the generator-side power transmission system, and the motor-side power transmission system.

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