JP2007263183A - Vehicular power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular power transmission device using common components without the need for changing a casing including a motor even when a transmission itself or a rear-stage power transmission component connected to the transmission is changed. <P>SOLUTION: A casing 16 consists of a second motor case 52 storing a second motor M2 and a power distributing mechanism (a planetary gear device) 18, and a transmission case 54 storing the transmission 20 and connected to the end of the second motor case 52 in communication therewith. The second motor case 52 has a fourth supporting wall (a supporting wall) 82 at the end on the side of the transmission case 54, in which a through-hole 92 is formed. A transmission input shaft 40 is rotatably supported in the state of vertically passing through the through-hole 92 of the fourth supporting wall 82 by the fourth supporting wall 82. The fourth supporting wall 82 has a cylindrical center supporting protruded portion 96 protruded from around the through-hole 92 to the side of the transmission 20 for rotatably supporting a third clutch drum 108, etc. of the transmission 20. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle power transmission device including an electric motor and a transmission sequentially on a common axis, and more particularly to a vehicle power transmission device including a planetary gear device connected to the motor and an engine. .

  2. Description of the Related Art A vehicle power transmission device is known in which an electric motor and a transmission are sequentially provided on a common axis, and the electric motor, the planetary gear device, and the transmission are housed in a casing. For example, it is described in Patent Document 1.

  According to this, since the internal combustion engine and the electric motor are used as drive sources and the drive wheels are driven via the transmission, hybrid driving with higher power performance and efficiency can be achieved.

JP 2005-162002 A

  By the way, in the conventional vehicle power transmission device, since the (second) motor and the transmission are housed in a common casing, the transmission itself or the subsequent power transmission component connected to the transmission is changed. In such a case, it is necessary to change the casing including the electric motor, and it is difficult to share parts. Moreover, it is necessary to add another member for fixing the shaft of the transmission, and there is a possibility that the fastening portion increases and the rigidity of the entire casing decreases.

  The present invention has been made in the background of the above circumstances, and its object is to include an electric motor even when the transmission itself or a subsequent power transmission component connected to the transmission is changed. An object of the present invention is to provide a vehicular power transmission device that does not require a casing change and that can share parts.

  In order to solve such a problem, the gist of the invention according to claim 1 is that a vehicle in which an electric motor and a transmission are sequentially provided on a common axis, and the electric motor and the transmission are accommodated in a casing. In the power transmission device for a vehicle, (a) a transmission in which the casing is connected in a state where the casing is connected to one or a plurality of electric motor cases, and the transmission is accommodated in one end of the electric motor case. (B) the electric motor case is provided with a support wall formed with a through hole at an end on the transmission case side, and (c) the input shaft of the transmission is the (D) the support wall is rotatably supported by the support wall in a state of passing through the through hole of the support wall, and the support wall rotatably supports the clutch drum of the input clutch of the transmission. Projected from around the hole toward the transmission A cylindrical center support protrusion is provided.

  Further, the gist of the invention according to claim 2 is that a common shaft center includes an electric motor, a planetary gear device connected to the motor and the engine, and a transmission connected to the output shaft of the planetary gear device. A power transmission device for a vehicle in which the electric motor, the planetary gear device, and the transmission are housed in a casing, and (a) one or more electric motors that house the motor and the planetary gear device. And a transmission case that accommodates the transmission and is connected in a state of being connected to one end of the electric motor case, and (b) the electric motor case has a support wall in which a through hole is formed. (C) The input shaft of the transmission is rotatably supported by the support wall in a state of passing through the through hole of the support wall; (d) The support wall In order to rotatably support the clutch drum of the input clutch of the transmission, a cylindrical center support protrusion that protrudes from the periphery of the through hole to the transmission side is provided.

  According to a third aspect of the present invention, in the first or second aspect of the invention, the transmission case includes a thick connecting portion that protrudes toward an outer peripheral side at an opening edge facing the electric motor case. It is connected with the said motor case by the screwing of the volt | bolt which passed through the connection boss hole provided by penetrating the part in the axial direction.

  The invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein: (a) the motor case protrudes from the periphery of the support wall and the through hole of the support shaft to the motor side. A cylindrical support protrusion is integrally provided, and (b) the cylindrical support protrusion is configured to rotatably support an end portion on the transmission side of the rotor of the electric motor.

  The invention according to claim 5 is the invention according to any one of claims 1 to 4, wherein the electric motor case is integrally provided with a transfer connecting portion connected to a transfer provided at a subsequent stage of the transmission. It is characterized by being.

  The invention according to claim 6 is the invention according to any one of claims 1 to 5, wherein the transmission case is integrally provided with a fixing portion fixed to the vehicle body via a rear mount. It is characterized by.

  According to the vehicle power transmission device of the first aspect of the present invention, (a) the casing includes one or more motor cases that house the electric motor, and the transmission that houses the one end of the electric motor case. (B) the electric motor case is provided with a support wall formed with a through hole at an end portion on the transmission case side, and (c) ) The input shaft of the transmission is rotatably supported by the support wall in a state of passing through the through hole of the support wall, and (d) the support wall is a clutch drum of the input clutch of the transmission. Power transmission member connected to the transmission itself or the rear stage of the transmission, since it includes a cylindrical center support protrusion protruding from the periphery of the through hole toward the transmission side. If there is a change, By changing the transmission case, there is no need to change the motor case, and a vehicle power transmission device that can share parts is obtained.

  According to the vehicle power transmission device of the invention according to claim 2, (a) the casing includes one or more motor cases that house the electric motor and the planetary gear device, and a motor case that houses the transmission. (B) the electric motor case is provided with a support wall formed with a through hole at the end on the transmission case side. (C) The input shaft of the transmission is rotatably supported by the support wall in a state of being vertically passed through the through hole of the support wall, and (d) the support wall is an input of the transmission. In order to rotatably support the clutch drum of the clutch, it is provided with a cylindrical center support protrusion that protrudes from the periphery of the through-hole to the transmission side, so that it is connected to the transmission itself or the rear stage of the transmission. If there is a change in the power transmission member For example, by changing the transmission case correspondingly, it is not necessary to change the electric motor case, and a vehicle power transmission device that can share parts is obtained.

  According to the vehicle power transmission device of the invention of claim 3, the transmission case includes a thick connecting portion that protrudes to the outer peripheral side at an opening edge facing the electric motor case, and the connecting portion includes The engine is connected to the side opposite to the transmission case of the motor case because it is connected to the electric motor case by screwing a bolt through a connecting boss hole provided penetrating in the axial direction. When it is assumed that transmission gears of different sizes can be easily assembled, high workability can be obtained.

  According to the vehicle power transmission device of the invention according to claim 4, (a) the motor case is a cylindrical support protrusion that protrudes from the periphery of the support wall and the through hole of the support shaft to the motor side. (B) the cylindrical support projection is for rotatably supporting the end portion on the transmission side of the rotor of the electric motor, so that the stator of the electric motor and the rotor of the electric motor are: Since it is supported by the motor case, support wall, and cylindrical support protrusion, which are integral members, the rotor of the motor is centered with high accuracy with respect to the stator of the motor, and noise associated with the rotation of the motor is reduced. The

  Further, according to the vehicle power transmission device of the invention according to claim 5, the transmission case is integrally provided with a transfer connecting portion connected to a transfer provided at a rear stage of the transmission. Even if the vehicle power transmission device is a four-wheel drive type, the electric motor case and the electric motor and planetary gear device accommodated in the electric motor case are used in common.

  According to the vehicle power transmission device of the invention of claim 6, since the transmission case is integrally provided with a fixing portion fixed to the vehicle body via the rear mount, it is supported by the rear mount. The motor case and the motor and the planetary gear set accommodated in the motor case are also commonly used for those types.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a conceptual diagram including a skeleton diagram for explaining a power transmission device 10 for a hybrid vehicle according to an embodiment of the present invention. In FIG. 1, a power transmission device 10 includes an engine 12, a casing 16 as a non-rotating member attached to a vehicle body via a transfer case 14, and a common shaft center C in the casing 16 in order from the engine 12 side. A first electric motor M1, a power distribution mechanism 18, a second electric motor M2, and a stepped automatic transmission 20 are provided. The power transmission device 10 is preferably used in an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is provided between an engine 12 as a driving force source for traveling and a pair of driving wheels. The power of the engine 12, the first electric motor M1, or the second electric motor M2 is provided to a pair of drive wheels via a differential gear device (final reduction gear) (not shown) and a pair of axles in order. introduce. In addition, since the power transmission device 10 is configured substantially symmetrically with respect to the axis, the lower side is omitted in the portion representing the power transmission device 10 of FIG.

  The power distribution mechanism 18 is a mechanical mechanism that mechanically synthesizes or distributes the output of the engine 12 input to the input shaft 26 via the damper 24 for absorbing torque vibration from the crankshaft 22 of the engine 12. The output of the engine 12 is distributed to the first electric motor M1 and the transmission member 28, or the output of the engine 12 and the output of the first electric motor M1 are combined and output to the transmission member 28. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has at least a generator (power generation) function for generating a reaction force. The electric motor M2 has at least a motor (electric motor) function for outputting a driving force.

  The power distribution mechanism 18 supports the sun gear S0 connected to the first rotor RM1 of the first electric motor M1 via the cylindrical or tubular first rotor support shaft 30 and the planetary gear P0 so that the planetary gear P0 can rotate and revolve. A carrier CA0 connected to the crankshaft 22 through the shaft 26 and the damper 24, a sun gear S0 through the planetary gear P0 and the transmission member 28 and a cylindrical or tubular second rotor support shaft 32 connected thereto. And a ring gear R0 connected to the second rotor RM2 of the second electric motor M2 through three planetary gear devices.

  In the power distribution mechanism 18, the sun gear S 0, the carrier CA 0, and the ring gear R 0 are in a differential state that can rotate relative to each other, so that the output of the engine 12 is distributed to the first electric motor M 1 and the transmission member 28. The first electric motor M1 is generated by the output of the engine 12 distributed to the first electric motor M1, and the second electric motor M2 is rotationally driven by the generated electric energy or the stored electric energy. In the speed change state, the rotation of the transmission member 28 is continuously changed regardless of the predetermined rotation of the engine 12. That is, the power distribution mechanism 18 has a differential state in which the gear ratio γ0 (rotational speed of the input shaft 26 / rotational speed of the transmission member 28) is electrically changed from the minimum value γ0min to the maximum value γ0max. It is possible to function as an electric continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max.

  The automatic transmission 20 includes a plurality of planetary gear devices, that is, a single-pinion-type first planetary gear device 34 and a single-pinion-type second planetary gear device 36, which are stepped transmissions of four forward speeds and one reverse speed. It is. The first planetary gear unit 34 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The 1st ring gear R1 which meshes with is provided. The second planetary gear device 36 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. Is provided with a second ring gear R2.

  The automatic transmission 20 is provided with a transmission input shaft 40 connected to the transmission member 28 and a transmission output shaft 42 from which power is output. The second sun gear S2 is selectively connected to the transmission input shaft 40 via the first clutch C1. The first carrier CA1 is selectively connected to the transmission input shaft 40 via the second clutch C2, is connected to the second ring gear R2, and further is a non-rotating member transmission via the second brake B2. It is selectively connected to the case 54. The first sun gear S1 is selectively connected to the transmission input shaft 40 via the third clutch C3 and is selectively connected to the transmission case 54 via the first brake B1. The first ring gear R1, the second carrier CA2, and the transmission output shaft 42 are integrally connected to each other.

  The first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 are similar to the hydraulic friction engagement device often used in the conventional automatic transmission for vehicles. One end of one or two bands wound around the outer peripheral surface of a rotating drum or a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator. It is composed of a band brake or the like tightened by a hydraulic actuator, and selectively connects members on both sides of the band brake.

  The casing 16 is an aluminum die-cast part having a structure divided into three in the direction of the axis C. As shown in detail in the longitudinal sectional view of FIG. 2, the casing 16 accommodates the damper 24 and the first electric motor M1. ) Houses a cylindrical first electric motor case 50 that is detachably connected to the engine 12 by screwing of a bolt (not shown), the power distribution mechanism 18 and the second electric motor M2, and has one (front) end portion. A cylindrical second electric motor case 52 detachably connected to the other (rear) end of the first electric motor case 50 by screwing of a bolt (not shown) and the automatic transmission 20 are accommodated, and one (front) end Is composed of a cylindrical transmission case 54 detachably connected to the other (rear) end of the second electric motor case 52 by screwing of a bolt 56. A thick flange-like connecting portion 60 projecting to the outer peripheral side is formed at the opening edge portion of the opening 58 that opens to the second electric motor M2 side of the transmission case 54, and penetrates the connecting portion 60 in the axial direction. The connecting boss hole 62 is formed, and the transmission case 54 is fastened to the second motor case 52 by screwing the bolt 56 passing through the connecting boss hole 62 into the second motor case 52. ing.

  A stator SM1 of the first electric motor M1 is fixed to the inner peripheral surface of the first electric motor case 50. The first electric motor case 50 is detachably provided with a lid-like first support wall 66 fixed by a bolt 64 on one (front) end side thereof, and a second support wall 68 is integrally formed on the other end side thereof. I have. The first support wall 66 and the second support wall 68 rotatably support both ends of the first rotor support shaft 30 to which the first rotor RM1 of the first electric motor M1 is fixed via a pair of bearings 70 and 72. is doing. Since the first rotor support shaft 30 is a tubular shaft, the input shaft 26 is vertically passed inside the first rotor support shaft 30 and a pair of bearings 74 and 76 are formed by the inner peripheral surface of the first rotor support shaft 30. It is supported so that relative rotation is possible. The second support wall 68 is provided with a resolver 78 for detecting the rotation angle of the first rotor support shaft 30.

  A stator SM2 of the second electric motor M2 is fixed to the inner peripheral surface of the second electric motor case 52. The second electric motor case 52 is detachably provided with a lid-like third support wall 80 fixed by a bolt (not shown) on one (front) end portion thereof, and a fourth support wall on the other (rear) end portion side. 82 is integrally provided. The third support wall 80 and the fourth support wall 82 rotatably support both ends of the second rotor support shaft 32 to which the second rotor RM2 of the second electric motor M2 is fixed via a pair of bearings 84 and 86. is doing. Since the second rotor support shaft 32 is a tubular shaft, inside the second rotor support shaft 32, a part of the transmission member 28 and the transmission input shaft 40 integrally connected thereto can be relatively rotated. It is running through.

  The third support wall 80 is provided with a resolver 88 and a hydraulic pump 90 for detecting the rotation angle of the second rotor support shaft 32. The fourth support wall 82 includes a through hole 92 formed in the center thereof, a cylindrical support protrusion 94 protruding from the periphery of the through hole 92 toward the second electric motor M2 side, and the through hole 92. A cylindrical center support protrusion 96 protruding from the periphery toward the transmission 20 is provided. The fourth support wall 82 is thicker than the first support wall 66, the second support wall 68, and the third support wall 80 and has a high strength so that a large load can be supported. It has become. A bearing 86 that supports the second rotor support shaft 32 is attached to the tip of the support protrusion 94, and the transmission input shaft is interposed between the through hole 92 of the fourth support wall 82 and the transmission input shaft 40. As will be described later, the center support protrusion 96 rotatably supports the clutch drum of the third clutch C3, which is one of the input clutches of the automatic transmission 20, as will be described later. ing.

  The transmission case 54 is integrally provided with a transfer connecting portion 100 that opens toward the distal end of the transmission output shaft 42 in order to be connected to the transfer case 14 provided at the rear stage of the transmission 20, and has a cylindrical center. A part of the transmission input shaft 40 vertically passing through the support protrusion 96, the intermediate shaft 102 integrally connected to the shaft end, and the transmission case 54 are rotatably supported by the bearing 104. A part of the transmission output shaft 42 and each element connected to, mounted on, or mounted on the transmission case 54 to form the transmission 20 are accommodated. Those elements are omitted in FIG. 2 because they are difficult to illustrate, and are shown in detail in FIG.

  In FIG. 3, the transmission input shaft 40 is connected to the first clutch drum 106 of the first clutch C 1, and the third clutch drum 108 of the third clutch C 3 is relative to the outer peripheral surface of the center support protrusion 96. It is connected via a sleeve 110 that is rotatably fitted. A first clutch piston 112 is slidably fitted inside the first clutch drum 106, and a second clutch drum also serving as a third clutch piston is disposed on the inner peripheral side of the third clutch drum 108. 114 is slidably fitted, and the second piston 116 is slidably fitted on the inner peripheral side of the second clutch drum 114.

  The plurality of first clutch friction elements 118 of the first clutch C1 are provided between the first clutch drum 106 and the first clutch hub 120 connected to the intermediate shaft 102, and an intermediate portion of the intermediate shaft 102 is provided. Since the second sun gear S2 is spline-fitted, the second sun gear S2 is connected to the transmission input shaft 40 via the first clutch C1 when the first clutch piston 112 presses the first clutch friction element 118. It has come to be.

  The plurality of second clutch friction elements 122 of the second clutch C2 are provided between the second clutch drum 114 and the second clutch hub 124 connected to the first carrier CA1, and the second clutch piston 116 is provided. When the second clutch friction element 122 is pressed, the first carrier CA1 is connected to the transmission input shaft 40 via the second clutch C2. The first carrier CA1 is connected to the second ring gear R2 via the cylindrical member 126 and is connected to the inner wall surface of the transmission case 54 via the one-way clutch OWC. The plurality of second brake friction elements 128 of the second brake B2 are provided between the cylindrical member 126 and the inner wall surface of the transmission case 54, and the second brake friction element 128 is provided on the inner wall surface of the transmission case 54. When the brake piston 130 presses the second brake friction element 128, the first carrier CA1 and the second ring gear R2 are brought into a non-rotating state.

  The third clutch friction element 132 of the third clutch C3 is provided between the third clutch drum 108 and the third clutch hub 134 connected to the first sun gear S1, and the third clutch piston (second clutch drum) is provided. ) 114 presses the third clutch friction element 132, the first sun gear S1 is connected to the transmission input shaft 40 via the third clutch C3. The plurality of first brake friction elements 136 of the first brake B1 are provided between the third clutch hub 134 and the inner wall surface of the transmission case 54, and the first brake friction element 136 is provided on the inner wall surface of the transmission case 54. When the two brake piston 138 presses the first brake friction element 136, the first sun gear S1 is brought into a non-rotating state.

  A recess 144 is formed in the lower wall 140 located at the lower portion of the transmission case 54 so as to form an oil-tight space by being closed by the oil pan 142. In the oil-tight space, an electromagnetic control valve 146, a valve body 148, a strainer 150, and the like for constituting a shift hydraulic control circuit that controls the shift stage of the transmission 20 are housed.

  As described above, the casing 16 of the vehicle power transmission device 10 of the present embodiment houses the second motor case 52 that houses the second motor M2 and the power distribution mechanism (planetary gear device) 18, and the transmission 20. And a transmission case 54 connected to the end of the second electric motor case 52. The second electric motor case 52 has a fourth support wall (support wall) in which a through hole 92 is formed. 82 is provided at the end of the transmission case 54, and the transmission input shaft 40 is rotatably supported by the fourth support wall 82 in a state in which the through hole 92 of the fourth support wall 82 is vertically passed. The fourth support wall 82 extends from the periphery of the through hole 92 to the transmission 20 side so as to rotatably support the third clutch drum 108 of the third clutch (input clutch) of the transmission 20. Projecting cylindrical center If there is a change in the transmission 20 itself or a power transmission member connected to the rear stage of the transmission 20, the transmission case 54 is changed accordingly. There is no need to change the first electric motor case 50 or the second electric motor case 52, and the vehicle power transmission device 10 capable of sharing parts is obtained.

  Further, the transmission case 54 of the vehicle power transmission device 10 of the present embodiment includes a thick connecting portion 60 that protrudes toward the outer peripheral side at the opening edge portion of the opening 58 facing the second electric motor case 52, and the connecting portion. The second motor case 52 is opposite to the transmission case 54 because it is fastened to the second motor case 52 by screwing a bolt 56 through a connecting boss hole 62 provided through the shaft 60 in the axial direction. When it is assumed that the engine 12 is connected to the side via the first electric motor case 50, the transmission case 54 having a different size can be easily assembled and high workability can be obtained.

  The second electric motor case 52 of the vehicle power transmission device 10 of the present embodiment has a cylindrical shape protruding from the periphery of the fourth support wall 82 and the through hole 92 of the fourth support shaft 82 toward the second electric motor M2. Since the support protrusion 94 is integrally provided and the cylindrical support protrusion 94 rotatably supports the end portion on the transmission 20 side of the rotor RM2 of the second electric motor M2, the stator of the second electric motor M2 is supported. Since SM2 and the rotor RM2 are supported by the second motor case 54, the fourth support wall 82, and the cylindrical support protrusion 94, which are integral members, the rotor RM2 of the second motor M2 is connected to the stator SM2. The centering is performed with high accuracy, and noise associated with the rotation of the second electric motor M2 is suitably reduced.

  Further, since the transmission case 54 of the vehicle power transmission device 10 of the present embodiment is integrally provided with the transfer connecting portion 100 connected to the transfer 14 provided at the rear stage of the transmission 20, Even if the transmission device 10 is a four-wheel drive type, the first electric motor case 50 and the second electric motor case 52 and the first electric motor M1, the power distribution mechanism 18, the second electric motor M2, and the like housed therein are commonly used.

  Further, since the casing 16 of the vehicle power transmission device 10 of this embodiment is divided into a first motor case 50, a second motor case 52, and a transmission case 54, casting represented by aluminum die casting is performed. It becomes easy and the manufacturing cost is reduced.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  4, 5, and 6 correspond to FIG. 2 of the above-described embodiment. Each of the embodiments shown in FIGS. 4, 5 and 6 is configured in the same manner as the above-described embodiment except that the shape of the transmission case 54 or the second motor case 52 in addition thereto is different. The same effect can be obtained.

  Since the embodiment of FIG. 4 shows the vehicle power transmission device 10 used in a two-wheel drive vehicle, the transmission output shaft 42 is fitted with a joint 152 for connecting to the propeller shaft. The transmission case 54 of the present embodiment does not integrally include the transfer connecting portion 100 for connecting to the transfer 14. Instead, the transmission case 54 is supported by the rear mount 156 provided on the cross member 154 of the chassis. A rear mount support 158 for fixing is integrally formed. The rear mount support 158 is fixed to the rear mount 156 by a bolt 160. Since the transmission case 54 of the vehicle power transmission device 10 of this embodiment is integrally provided with a rear mount support portion 158 that is fixed to the vehicle body via the rear mount 156, the transmission case 54 is supported by the rear mount 156. The second electric motor case 52, the second electric motor M2 accommodated in the second electric motor case 52, and the power distribution mechanism (planetary gear device) 18 are also used in common.

  The embodiment of FIG. 5 shows a vehicle power transmission device 10 used in a four-wheel drive vehicle. The second motor case 52 is integrally provided with a mounting portion 162 extending rearward, and the mounting thereof. The transmission case 54 is fixed on the second electric motor case 52 with bolts 56 in a state where the transmission case 54 is placed on the portion 162. In the transmission case 54 of the present embodiment, a portion corresponding to the mounting portion 162 described above is formed smaller than the embodiment of FIGS.

  The embodiment of FIG. 6 shows a vehicle power transmission device 10 used in a four-wheel drive vehicle. The transmission case 54 of the present embodiment is integrally provided with a transfer connecting portion 100 and a rear mount support portion 158, and the transmission case 54 is fixed to the rear mount 156 and also connected to the transfer 14. ing. Since the transmission case 54 of the vehicle power transmission device 10 of this embodiment is integrally provided with a rear mount support portion 158 that is fixed to the vehicle body via the rear mount 156, the transmission case 54 is supported by the rear mount 156. The second electric motor case 52, the second electric motor M2 accommodated in the second electric motor case 52, and the power distribution mechanism (planetary gear device) 18 are also used in common.

  7, 8, 9, 10, and 11 show structures in the second electric motor case 52 for remarkably increasing the centering accuracy of the rotor RM2 of the second electric motor M2 with respect to the stator SM2.

  The embodiment of FIG. 7 can be considered that the inner periphery of the second motor case 52 is divided from the outer periphery. The second motor case 52 includes a bottomed cylindrical inner support member 172 composed of a cylindrical peripheral wall portion 170 and a fourth support wall 82, and an outer case portion 174 into which the inner support member 172 is fitted. The third support wall 80 is fixed to the opening of the inner support member 172 by a bolt 176 so as to close it, and at the same time, by the bolt 176 and the bolt 177 penetrating the fourth support wall 82, An inner support member 172 is fixed to the outer case portion 174. The outer case portion 174 is formed to be larger than the diameter of the peripheral wall portion 170 except for the vicinity of the bottom portion of the inner support member 172 in the inner peripheral wall of the outer case portion 174, and between the peripheral wall portion 170 and the outer case portion 174, a cylinder is formed. A shaped space 178 is formed.

  According to the present embodiment, the stator SM <b> 2 of the second electric motor M <b> 2 is fixed to the inner peripheral surface of the peripheral wall portion 170 of the inner support member 172, and the through hole of the fourth support wall 82 that is integral with the inner support member 172. Since the rotor RM2 of the second electric motor M2 is rotatably supported by 94 that protrudes from the periphery of the 92 to the second electric motor M2 side, high centering accuracy with respect to the stator SM2 of the rotor RM2 is obtained, and noise generation is suppressed. Is done. Further, since the cylindrical space 178 is provided on the outer periphery of the second electric motor M2, the vibration of the stator SM2 is suppressed from being transmitted to the outer case portion 174, and noise is further reduced.

  The embodiment of FIG. 8 can be considered that the inner peripheral portion of the second motor case 52 is divided from the outer peripheral portion, similarly to the embodiment of FIG. The second motor case 52 includes a bottomed cylindrical inner support member 172 composed of a cylindrical peripheral wall portion 170 and a fourth support wall 82, and an outer case portion 174 into which the inner support member 172 is fitted. The third support wall 80 is fixed to the opening of the inner support member 172 by a bolt 176 so as to close it, and at the same time, the inner support member 172 is attached to the outer case portion 174 by tightening the bolt 176. It is fixed. The outer case portion 174 is formed so as to be larger than the diameter of the peripheral wall portion 170 except for the vicinity of the bottom portion of the inner support member 172 in the inner peripheral wall of the outer case portion 174. A shaped space 178 is formed.

  According to the present embodiment, in addition to the same effects as those of the embodiment of FIG. 7, the bolt 177 is not necessary, and the assembly man-hour and the assembly cost are reduced.

  9 can be considered that the inner peripheral portion of the second electric motor case 52 is divided from the outer peripheral portion, similarly to the embodiment of FIG. The second motor case 52 includes a bottomed cylindrical inner support member 172 composed of a cylindrical peripheral wall portion 170 and a fourth support wall 82, and an outer case portion 174 into which the inner support member 172 is fitted. The third support wall 80 is fixed to the opening of the inner support member 172 by a bolt 176 so as to close the opening, and at the same time, the inner support member 172 is outside by the bolt 177 penetrating the fourth support wall 82. It is fixed to the case part 174. The outer case portion 174 is formed to be larger than the diameter of the peripheral wall portion 170 except for the vicinity of the bottom portion of the inner support member 172 in the inner peripheral wall of the outer case portion 174, and between the peripheral wall portion 170 and the outer case portion 174, a cylinder is formed. A shaped space 178 is formed.

  According to this embodiment, in addition to the same effects as those of the embodiment of FIG. 7, the outer peripheral surface of the inner support member 172 is fitted to the inner peripheral surface of the peripheral wall 170 at two locations in the axial direction. As a result, higher fitting accuracy can be obtained.

  In the embodiment of FIG. 10, the stator SM <b> 2 is fixed to the inner peripheral surface of the second motor case 52, and the second motor case 52 is integrally provided with a fourth support wall 82, and the through hole of the fourth support wall 82 is provided. Since the rotor RM2 of the second electric motor M2 is rotatably supported by 94 that protrudes from the periphery of the 92 to the second electric motor M2 side, high centering accuracy with respect to the stator SM2 of the rotor RM2 is obtained, and noise generation is suppressed. Is done.

  In the embodiment of FIG. 11, the stator SM <b> 2 is fixed to the inner peripheral surface of the second motor case 52, and the second motor case 52 is integrally provided with a fourth support wall 82, and the through hole of the fourth support wall 82 is provided. Since the rotor RM2 of the second electric motor M2 is rotatably supported by 94 protruding from the periphery of the second electric motor M2 to the second electric motor M2 side, the same effect as in the embodiment of FIG. 10 can be obtained. Further, a longitudinal direction that passes through the connecting boss hole 62 formed in the connecting portion 60 of the transmission case 54, passes through the second motor case 52 through the connecting hole 179 formed in the axial direction, and penetrates the third support wall 80. The bolt 180 is screwed into the first electric motor case 50, whereby the second electric motor case 52 and the transmission case 54 are connected to the first electric motor case 50.

  In the present embodiment, an annular fitting protrusion 182 that fits the opening edge of the transmission case 54 is provided on the end face of the second electric motor case 52 on the transmission case 54 side, and the third support wall 80. An annular fitting protrusion 184 that fits with the opening edge of the first motor case 50 and an annular fitting protrusion 186 that fits with the opening edge of the second motor case 52 are provided on the outer peripheral portion of the first electric motor case 50. There is an advantage that the first motor case 50, the second motor case 52, and the transmission case 54 are centered with high accuracy.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the power distribution mechanism 18 of the power transmission device 10 of the above-described embodiment, the carrier CA0 is coupled to the engine 12, the sun gear S0 is coupled to the first electric motor M1, and the ring gear R0 is coupled to the transmission member 28. The connection relationship is not necessarily limited thereto, and the engine 12, the first electric motor M1, and the transmission member 28 are the three elements CA1, S1, and R1 of the planetary gear unit that constitutes the power distribution mechanism 18. It can be connected to either.

  In the above-described embodiment, the engine 12 is concentrically connected to the input shaft 26. However, the engine 12 may be operatively connected through, for example, a gear, a belt, or the like, and is disposed on a common shaft center. There is no need.

  The power distribution mechanism 18 may be provided with a switching clutch C0 that selectively connects the sun gear S0 and the carrier CA0. Instead of the sun gear S0 and the carrier CA0, the sun gear S1 The ring gear R1 or the carrier CA1 and the ring gear R1 may be selectively connected. Further, a switching brake B0 for selectively connecting the carrier CA0 to a non-rotating member such as the first electric motor case 50 may be provided.

  Further, the transmission case 54 can be modified for various purposes.

  Further, the power distribution mechanism 18 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and functions as a transmission of three or more stages in a constant speed state. It may be a thing.

  In the above-described embodiment, the automatic transmission 20 having the two first planetary gear devices 34 and the second planetary gear device 36 is provided. However, the speed reduction mechanism having one planetary gear device is provided. Alternatively, a transmission having three or more planetary gear units may be provided. In short, the structure of the automatic transmission is not limited to that of the automatic transmission 20 of the above-described embodiment, and the number of planetary gear units, the number of shift stages, and the clutch C and the brake B are selectively selected from any element of the planetary gear unit. There is no particular limitation on whether they are connected to each other.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram and a conceptual diagram for explaining a power transmission device for a hybrid vehicle that is an embodiment of the present invention. It is a longitudinal cross-sectional view explaining the structure of the power transmission device of the Example of FIG. FIG. 3 is an essential part longitudinal cross-sectional view enlarged to illustrate the configuration of the transmission of FIG. 2 in detail. It is a figure explaining the structure of the transmission case of the other Example of this invention, Comprising: It is a figure equivalent to FIG. It is a figure explaining the structure of the transmission case of the other Example of this invention, Comprising: It is a figure equivalent to FIG. It is a figure explaining the structure of the transmission case of the other Example of this invention, Comprising: It is a figure equivalent to FIG. It is a figure explaining the structure in the 2nd motor case of the other Example of this invention. It is a figure explaining the structure in the 2nd motor case of the other Example of this invention. It is a figure explaining the structure in the 2nd motor case of the other Example of this invention. It is a figure explaining the structure in the 2nd motor case of the other Example of this invention. It is a figure explaining the structure in the 2nd motor case of the other Example of this invention.

Explanation of symbols

10: Vehicle power transmission device 18: Power distribution mechanism (planetary gear device)
20: Automatic transmission (transmission)
50: First electric motor case (electric motor case)
52: Second motor case (motor case)
54: Transmission case 82: Fourth support wall (support wall)
92: Through hole 96: Center support protrusion M2: Second electric motor

Claims (6)

In the vehicle power transmission device, in which the electric motor and the transmission are sequentially provided on a common axis, and the electric motor and the transmission are accommodated in a casing,
The casing includes one or more motor cases that house the motor, and a transmission case that houses the transmission and is connected to one end of the motor case.
The electric motor case is provided with a support wall formed with a through hole at an end portion on the transmission case side,
The input shaft of the transmission is rotatably supported by the support wall in a state of passing through the through hole of the support wall,
The support wall includes a cylindrical center support protrusion that protrudes from the periphery of the through hole toward the transmission side in order to rotatably support a clutch drum of an input clutch of the transmission. Power transmission device. An electric motor, a planetary gear device connected to the motor and the engine, and a transmission connected to the output shaft of the planetary gear device are sequentially provided on a common axis, the electric motor, the planetary gear device, and the transmission In the vehicle power transmission device housed in the casing,
The casing includes one or more motor cases that house the motor and the planetary gear device, and a transmission case that houses the transmission and is connected to one end of the motor case. ,
The electric motor case is provided with a support wall formed with a through hole at an end portion on the transmission case side,
The input shaft of the transmission is rotatably supported by the support wall in a state of passing through the through hole of the support wall,
The support wall includes a cylindrical center support protrusion that protrudes from the periphery of the through hole toward the transmission side in order to rotatably support a clutch drum of an input clutch of the transmission. Power transmission device. The transmission case includes a thick connecting portion that protrudes toward the outer peripheral side at an opening edge facing the electric motor case, and a bolt that passes through a connecting boss hole that extends through the connecting portion in the axial direction. The vehicle power transmission device according to claim 1 or 2, wherein the vehicle power transmission device is connected to the electric motor case by screwing. The motor case integrally includes the support wall and a cylindrical support protrusion protruding from the periphery of the through hole of the support shaft to the motor side.
4. The vehicle power transmission device according to claim 1, wherein the cylindrical support protrusion rotatably supports an end portion on the transmission side of the rotor of the electric motor. 5. The vehicle power transmission device according to claim 1, wherein the electric motor case is integrally provided with a transfer connecting portion that is connected to a transfer provided at a rear stage of the transmission. 6. 6. The vehicle power transmission device according to claim 1, wherein the transmission case is integrally provided with a fixing portion that is fixed to the vehicle body via a rear mount.

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