JP2008155823A - Hybrid drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive device which enhances torque to be transmitted to a driven member from an electric motor. <P>SOLUTION: This hybrid drive device includes: an engine; a driven member which generates a driving force by receiving the torque; a belt type continuous variable transmission provided in a torque transmitting route from the engine to the driven member; and an electric motor which is mounted so that the torque is transmitted to the driven member. In the hybrid drive device where a belt is wound over a primary shaft and a secondary shaft of the belt type continuous variable transmission, the secondary shaft and rotation elements of the electric motor are coaxially placed and connected so that the torque is transmitted thereto, and a reduction gear is provided in the torque transmitting route. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a hybrid drive device in which an engine and an electric motor are provided so that power can be transmitted to a driven member.

  Conventionally, a hybrid drive device in which an engine and an electric motor are provided so that power can be transmitted to a driven member is known, and such a hybrid drive device can be used for a vehicle, a transport machine, a machine tool, and the like. is there. An example of a technique using a hybrid drive device in a vehicle is described in Patent Document 1. In the structure of the vehicle power train described in Patent Document 1, a transmission is connected to the output side of the engine. This transmission includes a fluid transmission, a forward / reverse switching device, and a continuously variable transmission. The fluid transmission device is disposed on the same axis as the output shaft of the engine, and its input member is connected to the output shaft of the engine. A forward / reverse switching device is disposed on the output side of the fluid transmission. This forward / reverse switching device is arranged on the same axis as the fluid transmission device, and is constituted by a pair of double pinion planetary gear mechanisms. And the sun gear which is an input member of the forward / reverse switching device is connected to the output member of the fluid transmission device.

  The continuously variable transmission unit is mainly composed of a belt-type continuously variable transmission, and the belt-type continuously variable transmission has a driving pulley and a driven pulley arranged with their center axes parallel to each other. The drive pulley is connected to rotate integrally with a carrier that is an output member of the forward / reverse switching device. Further, a belt is wound around the driving pulley and the driven pulley. An output shaft integral with the driven pulley is provided, and an alternator is disposed on the tip end side of the output shaft. When the accelerator pedal is returned while the vehicle is traveling at a constant vehicle speed or higher, torque is input from the drive wheel side, and the torque is transmitted to the alternator via the output shaft, so that the inertia energy of the vehicle is stored. The electric power is stored in the power storage means. Patent Document 1 describes that a motor / generator may be provided instead of the alternator. A hybrid vehicle in which an engine and an electric motor are connected to wheels so as to be able to transmit power is also described in Patent Document 2 and Patent Document 3.

JP 2003-79002 A JP 2001-78307 A JP 2001-47881 A

  By the way, in the structure of the vehicle power train described in Patent Document 1, it is possible to drive a motor / generator provided instead of the alternator as an electric motor and transmit the torque to the wheels. In this case, it was difficult to obtain a sufficient assist torque by the motor / generator.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a hybrid drive device capable of increasing the torque transmitted from the electric motor to the driven member as much as possible.

  In order to achieve the above object, an invention according to claim 1 is directed to an engine that outputs torque, and a driven member that is coupled so that torque can be transmitted and that generates torque by transmitting torque. A belt-type continuously variable transmission provided in a torque transmission path from the engine to the driven member; and an electric motor provided to transmit torque to the driven member, the belt-type continuously variable The transmission includes a primary shaft and a secondary shaft whose rotation axes are arranged in parallel, and a belt wound around the primary pulley of the primary shaft and the secondary pulley of the secondary shaft, and the engine torque is the primary torque. When input to the shaft, the torque is applied to the driven member via the belt and the secondary shaft. In the hybrid drive device having a configuration to be reached, the secondary shaft and the rotating element of the electric motor are coaxially arranged, and the secondary shaft and the rotating element of the electric motor are connected to transmit torque. And a reduction gear is provided in a torque transmission path from the rotating element of the electric motor to the secondary shaft, and the reduction gear rotates when the torque of the electric motor is transmitted to the secondary shaft. The rotation speed of the secondary shaft is lower than the speed.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the engine is disposed on one side with respect to the secondary pulley in a direction along the rotation axis of the secondary shaft, and the rotation of the secondary shaft In the direction along the axis, the electric motor and the speed reducer are arranged on the opposite side of the engine from where the engine is arranged with respect to the secondary pulley.

  According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, the speed reducer is disposed inside the electric motor in a radial direction centering on a rotation axis of the secondary shaft, and the secondary shaft The arrangement area of the electric motor and the arrangement area of the reduction gear overlap each other in the direction along the rotation axis.

  According to a fourth aspect of the present invention, in addition to the configuration of any one of the first to third aspects, an arrangement area of the primary shaft and an arrangement area of the motor / generator are arranged in a direction along the rotation axis of the primary shaft. In addition, the primary pulley arrangement area and the motor / generator arrangement area overlap each other in the rotation axis direction of the primary shaft.

  The invention of claim 5 has a casing in which the belt type continuously variable transmission, the electric motor, and the speed reducer are housed in addition to the structure of any of claims 1 to 4, The first case, the second case, the third case, and the fourth case are sequentially arranged adjacent to each other in a direction along the rotation axis, and the primary shaft is configured to be the second case and the second case. 3 is rotatably supported by the case 3, the secondary shaft is rotatably supported by the first case and the third case, and the rotating element of the motor is rotatable by the third case and the fourth case. It is characterized by being supported by.

  According to a sixth aspect of the present invention, in addition to the structure of any of the first to fifth aspects, a first bearing is provided for rotatably supporting the secondary shaft, and the speed reducer is capable of differential rotation. It has the planetary gear mechanism comprised from a 1st element thru | or a 3rd element, the said 1st element is an input element connected with the said motor generator, and a 2nd element is connected with a secondary shaft The third element is a reaction force element, and the fixing mechanism for fixing the reaction element has a function of fixing the first bearing. It is.

  The invention of claim 7 has a casing in which the belt-type continuously variable transmission, the electric motor and the speed reducer are housed in addition to the structure of any one of claims 1 to 6, wherein the speed reducer is a differential gear. It has a planetary gear mechanism composed of a rotatable first element to third element, the first element is an input element connected to the motor / generator, and the second element is a secondary element. An output element connected to the shaft; a third element is a reaction force element; the third element is fixed to the casing; and a second bearing attached to the casing; The rotating element of the electric motor is supported by a third bearing attached to the element.

  According to an eighth aspect of the present invention, in addition to the structure of any one of the first to sixth aspects, the speed reducer has a double pinion type planetary gear mechanism, the planetary gear mechanism comprising a sun gear, the sun gear, A ring gear provided on the same axis, a first pinion gear meshing with the sun gear, a second pinion gear meshing with the first pinion gear and the ring gear, and the first pinion gear and the second pinion gear are supported to be capable of rotating and revolving. The sun gear is a first element, the ring gear is a second element, the carrier is a third element, the sun gear is connected to the electric motor, and the ring gear Is connected to the secondary shaft, and the carrier is fixed.

  According to a ninth aspect of the present invention, in addition to the configuration of any of the first to eighth aspects, the electric motor has a stator fixed to the casing and a radial direction centering on the rotation axis of the secondary shaft, and the inner side of the stator. The casing is provided with a support mechanism for supporting the rotating element. When the electric motor is mounted inside the casing, the stator in the rotation axis direction of the rotating element is provided. The length of the rotor and the direction of the rotation axis are such that the length from the end of the support mechanism provided in the casing to the tip of the rotor is longer than the overlap length between the rotor and the rotary element The fixed position of the stator and the position of the support mechanism are determined.

  According to the first aspect of the present invention, when the engine torque is input to the primary pulley of the belt type continuously variable transmission, the torque is transmitted to the driven member via the belt and the secondary pulley to generate a driving force. . Further, it is possible to transmit the torque of the electric motor to the secondary pulley via a reduction gear, and transmit the torque of the secondary pulley to the driven member. When the torque of the motor is transmitted to the secondary pulley, the rotation speed of the secondary pulley is lower than the rotation speed of the rotating element of the motor, so the torque transmitted from the motor to the secondary pulley is amplified. In addition, it is possible to sufficiently obtain the assist torque transmitted from the electric motor to the driven member.

  According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, it is possible to avoid interference between the engine and the electric motor in the direction along the rotation axis of the secondary pulley.

  According to the invention of claim 3, in addition to obtaining the same effect as that of the invention of claim 1 or 2, an arrangement region in which the electric motor and the speed reducer are integrated in a direction along the rotation axis of the secondary pulley is provided. Can be reduced as much as possible, and an increase in size of the hybrid drive device in the direction of the rotation axis can be suppressed.

  According to the invention of claim 4, in addition to obtaining the same effect as that of any of the inventions of claims 1 to 3, the hybrid drive device is centered on the direction along the rotation axis of the primary shaft and the rotation axis. The size can be reduced in the radial direction.

  According to the invention of claim 5, in addition to obtaining the same effect as the invention of any one of claims 1 to 4, the case for supporting the belt type continuously variable transmission and the case for supporting the electric motor are shared. Therefore, it is easy to attach the belt type continuously variable transmission and the electric motor in the casing.

  According to the invention of claim 6, in addition to obtaining the same effect as that of the invention of claims 1 to 5, the reaction force element and the bearing can be fixed by a common fixing mechanism.

  According to the seventh aspect of the invention, in addition to the same effects as the first to sixth aspects of the invention, the rotating element of the electric motor can be supported by the second bearing and the third bearing.

  According to the invention of claim 8, in addition to obtaining the same effect as the invention of any one of claims 1 to 7, the rotation direction of the rotating element of the motor is the same as the rotation direction of the secondary shaft, Wear / sliding of an interposed member (for example, a seal) provided between the rotating element and the secondary shaft can be suppressed.

  According to the ninth aspect of the present invention, in addition to obtaining the same effects as those of any of the first to eighth aspects of the invention, after the stator is attached to the casing, the shaft is inserted in the step of inserting the rotating element into the casing. The support mechanism of the casing first supports and positions in the radial direction, and then the rotating element and the stator overlap in the rotation axis direction. Therefore, contact between the stator of the electric motor and the rotating element can be avoided, and the assembling workability of the rotating element is improved.

  In the present invention, the engine is a power device that converts thermal energy when fuel is burned into kinetic energy, and an internal combustion engine such as a gasoline engine, an LPG engine, or a methanol engine can be used as the engine. is there. In the present invention, the electric motor is a power device that converts electric energy into kinetic energy and outputs it, and may be either a DC motor or an AC motor. Further, as the electric motor, it is possible to use a motor / generator having both a function as a motor (power running function) and a function as a generator (regenerative function). In the present invention, the driven member is a mechanism that generates a driving force for performing an operation such as a rotational motion, a reciprocating motion, and a linear motion by an input torque. The present invention can be used in passenger cars, transport vehicles, machine tools, and the like. When the present invention is used in vehicles, rotating elements such as shafts, gears, and wheels correspond to driven members.

  When the present invention is used in a vehicle, it may be a vehicle having a power train configured to transmit the torque of the engine and the electric motor to either the front wheels or the rear wheels, that is, a two-wheel drive vehicle. Further, a vehicle having a power train configured to transmit the power of the power source to both the front wheels and the rear wheels, that is, a four-wheel drive vehicle may be used. Furthermore, when this invention is used for a machine tool, a cutting tool for cutting a workpiece, a chuck for holding the workpiece, and the like correspond to the driven member. In the reduction gear according to the present invention, when the torque of the motor is transmitted to the secondary pulley, the rotation speed of the secondary pulley is lower than the rotation speed of the motor. That is, the gear ratio between the rotation speed of the electric motor and the rotation speed of the secondary pulley is configured to be larger than “1”. Further, the speed reducer according to the present invention may have either a configuration in which the gear ratio is fixed or a configuration in which the gear ratio can be changed. Furthermore, in this invention, when the arrangement | positioning area | regions of each structure overlap in the direction along a rotating shaft, at least one part overlaps, and the case where all overlap. In the present invention, the rotating element and the first to third elements are mechanisms for transmitting torque, and include, for example, a gear, a roller, a pulley, a connecting drum, a carrier, a shaft, and the like. Further, the first to third elements capable of differential rotation can be constituted by a gear transmission that transmits power by the meshing force and a traction transmission that transmits power by the shearing force of hydraulic oil. is there. A planetary gear mechanism can be used as the gear transmission, and a planetary roller mechanism can be used as the traction transmission.

  Next, the hybrid drive device of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram showing a specific example when the present invention is used in a vehicle 1. In FIG. 1, first, an engine 2 is provided as a driving force source for a vehicle 1. As the engine 2, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, or the like is used. The engine 2 is a power unit that burns fuel and outputs thermal energy as kinetic energy of the crankshaft 3. A crankshaft that is an output shaft of the engine 2 is arranged in the width direction (left-right direction) of the vehicle 1. The rotation axis A1 of the crankshaft is arranged substantially horizontally. A transaxle 4 is provided on the output side of the engine 2. The transaxle 4 is a unit in which a fluid transmission device 6, a forward / reverse switching device 7, a belt-type continuously variable transmission 8 and a differential 9 are incorporated in a casing 5. In addition, a forward / reverse switching device 7 is disposed between the engine 2 and a primary pulley (described later) of the belt-type continuously variable transmission 8 in a direction along the rotational axis A1. A fluid transmission device 6 is provided between the engine 2 and the engine 2. A casing 5 constituting an outer shell of the transaxle 4 includes a transaxle housing 10, a transaxle case 11, a rear case 12, and a rear cover 13.

  The transaxle housing 12 is attached to the outer wall of the engine 2. Further, the transaxle housing 10 is disposed between the engine 2 and the transaxle case 11 in a direction along the rotation axis A1. Further, the transaxle housing 10 and the transaxle case 11 are fastened and fixed by a fixing member such as a bolt or a nut. The transaxle case 11 is disposed between the transaxle housing 10 and the rear case 12 in a direction along the rotational axis A1, and the transaxle case 11 and the rear case 12 are fixed members such as bolts. Or it is fastened and fixed with nuts. Further, the rear case 12 is disposed between the transaxle case 11 and the rear cover 13 in a direction along the rotational axis A1, and the rear cover 13 and the rear case 12 are fixed by a fixing member such as a bolt or a nut. Tightened and fixed. The rear case 12 and the transaxle case 11 are configured in a cylindrical shape, and the rear cover 13 is configured in a dish shape.

  As a metal material constituting the transaxle housing 10, the transaxle case 11, the rear case 12, and the rear cover 13, for example, cast iron, aluminum, aluminum alloy, or the like can be selected. A fluid transmission device 6 is provided inside the transaxle housing 10, and a forward / reverse switching device 7 is provided inside the transaxle case 11. Further, the belt type continuously variable transmission 8 is provided in the transaxle case 11 and the rear case 12. Further, the differential 9 is provided in the transaxle housing 10 and the transaxle case 11. First, the configuration of the fluid transmission device 6 will be described. In this embodiment, a torque converter is used. Hereinafter, the fluid transmission device 6 will be referred to as a torque converter 6 for convenience. The torque converter 6 has a pump impeller 14 and a turbine runner 15. A front cover 16 is connected to the pump impeller 14 so as to rotate integrally therewith, and the front cover 16 and the crankshaft 3 are connected so as to transmit torque. The turbine runner 15 and the pump impeller 14 are disposed to face each other, and a stator 17 is provided inside the turbine runner 15 and the pump impeller 14. The stator 17 is fixed to the transaxle housing 10 via a one-way clutch 18. The turbine runner 15 is connected to the input shaft 19 so as to rotate integrally therewith, and a lock-up clutch 20 is provided to connect the input shaft 19 and the front cover 16 so that power can be transmitted.

  The rotation axis A1 of the input shaft 19 is common to the rotation axis A1 of the crankshaft 3, and the input shaft 19 is connected to the forward / reverse switching device 7 so as to transmit torque. The configuration of the forward / reverse switching device 7 will be specifically described. The forward / backward switching device 7 has a double pinion type planetary gear mechanism. The planetary gear mechanism includes a sun gear 21 that rotates integrally with the input shaft 19, a ring gear 22 that is arranged coaxially with the sun gear 21 on the outer peripheral side of the sun gear 21, and a pinion gear 23 that meshes with the sun gear 21. A pinion gear 24 meshed with the pinion gear 23 and the ring gear 22 and a carrier 25 holding the pinion gears 23 and 24 so as to be capable of rotating and revolving are provided. The carrier 25 is connected to a primary shaft (described later) of the belt type continuously variable transmission 8.

  Further, the forward / reverse switching device 7 has a switching mechanism for switching the rotation direction of the carrier 25 as an output element between forward and reverse. In this embodiment, a friction engagement device, specifically, a forward clutch 26 and a reverse brake 27 are used as the switching mechanism. The forward clutch 26 selectively connects and releases the input shaft 19 and the carrier 26, and a hydraulic clutch, an electromagnetic clutch, or the like can be used. Further, the reverse brake 27 can apply a braking force to the ring rear 22 to stop the ring gear 22. As the reverse brake 27, a hydraulic brake, an electromagnetic brake or the like can be used.

  Next, the configuration of the belt type continuously variable transmission 8 will be described. The belt type continuously variable transmission 8 has a primary shaft 29 and a secondary shaft 30, and the rotation axis A 1 of the primary shaft 29 is common to the rotation axis A 1 of the input shaft 19. The rotation axis B1 of the secondary shaft 30 and the rotation axis A1 of the primary shaft 29 are arranged in parallel. Further, the primary shaft 29 is connected so as to rotate integrally with the carrier 25. Further, a primary pulley 31 that rotates integrally with the primary shaft 29 is provided, and a secondary pulley 32 that rotates integrally with the secondary shaft 30 is provided. As shown in FIG. 2, the primary pulley 31 has a fixed piece 33 formed on the outer periphery of the primary shaft 29 and a movable piece 34 configured to be movable in the axial direction of the primary shaft 29. . A V-shaped groove 35 is formed between the fixed piece 33 and the movable piece 34.

  The primary shaft 29 is supported by two bearings 37 and 136, the outer ring of one bearing 136 is attached to the rear case 12, and the outer ring of the other bearing 37 is attached to the transaxle case 11. It is attached. The primary pulley 31 is disposed between the two bearings 136 and 37 in the direction along the rotational axis A1. The fixed piece 33 is arranged between the forward / reverse switching device 7 and the movable piece 31 in the direction along the rotational axis A1. Next, a mechanism for controlling the width of the groove 35 of the primary pulley 31 will be described. A primary cylinder 36 that rotates integrally with the primary shaft 31 is provided, and the primary cylinder 36 is formed in an annular shape. The primary cylinder 36 has a cylindrical portion 37, an S-shaped bent portion 38 that is continuous with one end of the cylindrical portion 37, and a tapered portion 39 that is continuous inside the bent portion 38. The cylindrical portion 37 extends in the direction along the rotation axis A <b> 1, and the bent portion 38 extends in the radial direction so as to have a smaller diameter than the cylindrical portion 37. Further, the taper portion 39 is reduced in diameter in a direction in which the outer diameter decreases as it approaches the rear cover 13, and the inner peripheral end of the taper portion 39 is fixed to the outer periphery of the primary shaft 29. A movable piece 34 is disposed in the cylindrical portion 37, and a primary hydraulic chamber 40 is formed between the primary cylinder 36 and the movable piece 34. Based on the hydraulic pressure of the primary hydraulic chamber 40, the movable piece 34 is configured to be given a thrust in the direction along the rotation axis A1.

  On the other hand, the secondary shaft 30 is supported by two bearings 41, 42, the outer ring of one bearing 41 is attached to the rear case 12, and the outer ring of the other bearing 42 is attached to the transaxle housing 10. It is attached. The secondary pulley 32 is arranged between the two bearings 41 and 42 in the direction along the rotation axis B1. The secondary pulley 32 includes a fixed piece 43 formed on the outer periphery of the secondary shaft 30 and a movable piece 44 configured to be movable in a direction along the rotation axis B <b> 1 of the secondary shaft 30. In addition, the fixed piece 43 is disposed between the bearing 41 and the movable piece 44 in a direction along the rotation axis B1. A V-shaped groove 45 is formed between the fixed piece 34 and the movable piece 44. An endless belt 46 is wound around the primary pulley 31 and the secondary pulley 32 thus configured. Next, a mechanism for controlling the width of the groove 45 of the secondary pulley 32 will be described. A secondary cylinder 47 that rotates integrally with the secondary shaft 30 is provided, and the secondary cylinder 47 is formed in an annular shape. Further, a secondary hydraulic chamber 48 is formed between the secondary cylinder 47 and the movable piece 44, and thrust in a direction along the rotation axis B1 is given to the movable piece 44 based on the hydraulic pressure of the secondary hydraulic chamber 48. It has a configuration that can be.

  Further, a counter drive gear 49 is provided at one end portion of the secondary shaft 30, specifically, at an end portion disposed in the transaxle housing 10. Further, a countershaft 50 is disposed over the transaxle housing 10 and the transaxle case 11, and the rotation axis C1 of the countershaft 50 is disposed in parallel with the rotation axis B1. The counter shaft 50 is provided with a counter driven gear 51 and a final drive gear 52, and the counter driven gear 51 and the counter drive gear 49 are engaged with each other. The differential 9 has a differential case 53, and a ring gear 54 is formed in the differential case 53. The ring gear 54 and the final drive gear 52 are meshed with each other. A wheel 56 is attached to a drive shaft 55 provided in the differential case 53 so that torque can be transmitted.

  Next, the electric motor provided in the casing 5 will be described. An electric motor, specifically, a motor / generator 57 is provided inside the rear case 12 and the rear cover 13. The motor / generator 57 is connected to a power device, for example, a power storage device or a fuel cell. As the power storage device, a secondary battery such as a battery or a capacitor can be used. The motor / generator 57 includes a stator 58 fixed to the rear case 12 and a rotor 59 provided on the inner side of the stator 58 in the radial direction about the rotation axis B1. The stator 58 is configured by winding an electromagnetic coil 61 around a plurality of electromagnetic steel plates 60 stacked in a direction along the rotation axis B1, and the electromagnetic coil 61 is provided at both ends in the direction along the rotation axis B1. A part (coil end part) is located. A part of the arrangement area of the motor / generator 57 and a part of the arrangement area of the primary shaft 29 overlap in the direction along the rotation axis B1.

  Specifically, as shown in FIG. 2, the arrangement area of the stator 58 and the arrangement area of the primary shaft 29 overlap in an area D1 in the direction along the rotation axis A1. Further, in the radial direction centered on the rotation axis A1 of the primary shaft 29, the arrangement area of the primary pulley 34 and the arrangement area of the motor / generator 57 overlap in the area E1. The rotor 59 includes a shaft 62, an outward flange 63 formed on the outer periphery of the shaft 62, a cylindrical portion 63 continuous to the outer peripheral edge of the outward flange 63, and a magnetic steel plate attached to the outside of the cylindrical portion 64. 65. The electromagnetic steel plates 65 are laminated in a direction along the rotation axis B1. The laminated thickness of the electromagnetic steel plates 60 and the laminated thickness of the electromagnetic steel plates 65 are the same in the direction along the rotation axis B1.

  Next, the configuration of the torque transmission path between the motor / generator 57 and the wheel 56 will be described. An annular space around the rotation axis B1 is formed between the shaft 62 and the cylindrical portion 64, and a speed reducer 66 is provided in this space. The speed reducer 66 is a mechanism that connects the rotor 59 of the motor / generator 57 and the secondary shaft 30 so as to transmit torque. In this embodiment, a gear transmission, which is a transmission that transmits power by a meshing force, specifically, a double pinion type planetary gear mechanism is used as the speed reducer 66. The speed reducer 66 includes a sun gear 67 that rotates integrally with the shaft 62, a ring gear 68 that is arranged coaxially with the sun gear 67 on the outer peripheral side of the sun gear 67, a pinion gear 69 that meshes with the sun gear 67, A pinion gear 70 meshed with the pinion gear 69 and the ring gear 68 and a carrier 71 holding the pinion gears 69 and 70 so as to be capable of rotating and revolving are provided. The ring gear 68 is connected so as to rotate integrally with the secondary shaft 30. Specifically, the ring gear 68 and the secondary shaft 30 are spline-fitted.

  The carrier 71 is fixed to the rear case 12 so that it cannot rotate. Specifically, the carrier 71 has a first component piece 72 and a second component piece 73 configured in an annular shape, and the first component piece 72 and the second component piece 73 are connected by a pinion pin 71A. Yes. The first component piece 72 has a substantially crank-shaped cross-section in the direction along the rotation axis B1 and is disposed so as to surround the outer peripheral side of the ring gear 68. The outer peripheral end is fastened and fixed by a bolt 74. A stopper plate 75 having a female screw portion into which the male screw portion of the bolt 74 is screwed is provided, and the bearing 41 is positioned and fixed by the stopper plate 75. Specifically, the bearing 41 is sandwiched between the stopper plate 75 and the partition wall 76 of the rear case 12, and the bearing 41 is positioned and fixed in a direction along the rotation axis B1. Furthermore, the second component piece 73 has an L-shaped cross-section in the direction along the rotation axis B1, and the inner peripheral surface of the second component piece 73, the outer peripheral surface of the shaft 62, and the like. In between, the needle bearing 77 is arrange | positioned.

  The speed reducer 66 configured in this manner is disposed inside the cylindrical portion 64 in the radial direction centered on the rotation axis B1. Therefore, a part of the arrangement area of the reduction gear 66 and a part of the arrangement area of the motor / generator 57 overlap each other in the direction along the rotation axis B1. Further, the rotor 59 is rotatably supported by a bearing 78 attached to the rear cover 13. Furthermore, a shaft hole 79 is formed in the secondary shaft 30, and one end portion of the shaft 62 is disposed in the shaft hole 79. A seal 80 is interposed between the outer peripheral surface of the shaft 79 and the inner peripheral surface of the shaft hole 79 of the secondary shaft 30. Then, the rear cover 13 is attached to the rear case 12, and the stator 58 and the rotor 59 are positioned in the direction along the rotation axis B1, and the secondary shaft 30 and the rotor 59 are positioned in the rotation axis direction B1. In the assembled state, that is, in the assembled state of the transaxle 4, in the direction along the rotation axis B1, the needle bearing is larger than the overlap length L1 between the electromagnetic steel plate 60 of the stator 58 and the electromagnetic steel plate 65 of the rotor 59. The length of the shaft 62, the fixed position of the stator 60 in the direction along the rotation axis B1, and the needle bearing 77 so that the length L2 from the end of 77 to the tip of the shaft 62 is longer. The mounting position is determined.

  Next, a hydraulic control apparatus that supplies oil (pressure oil / hydraulic oil) to the torque converter 6, the forward / reverse switching device 7, and the belt type continuously variable transmission 8 will be described. First, an oil pump 81 driven by the torque transmitted to the pump impeller 14 is provided, and oil stored in the casing 5 is sucked into the oil pump 81. The oil discharged from the oil pump 81 is configured to be supplied to each of the above mechanisms via a hydraulic control circuit (not shown). Further, the hydraulic control circuit is provided with a pressure control valve, a flow rate control valve, and the like, and is configured to be able to control the oil amount and hydraulic pressure supplied to each mechanism. Further, an electronic control device (not shown) for controlling the engine 2, the forward / reverse switching device 7, the belt-type continuously variable transmission 8 and the lockup clutch 20 is provided and is input to this electronic control device. Various control signals are output based on the signals and data stored in the electronic control unit.

  Next, the operation of the power train shown in FIG. 1 will be described. For example, the driving and stopping of the engine 2 and the motor / generator 57 are controlled based on parameters such as the vehicle speed and the accelerator opening. When the engine 2 is operated, the torque is transmitted to the front cover 16. On the other hand, the lockup clutch 20 is controlled based on a map for controlling the lockup clutch 20. When the lock-up clutch 20 is released, power is transmitted between the pump impeller 14 and the turbine runner 15 by the kinetic energy of hydraulic oil. Thus, when the lockup clutch 20 is released, torque amplification is performed by the action of the stator 18 when the speed ratio between the pump impeller 14 and the turbine runner 15 is equal to or less than a predetermined value. On the other hand, when the lockup clutch 20 is engaged, power is transmitted between the front cover 16 and the input shaft 19 by a frictional force. In this way, the engine torque is transmitted to the input shaft 19.

  Next, the control of the forward / reverse switching device 7 will be described. When the forward position is selected as the shift position, the forward clutch 26 is engaged, the reverse brake 27 is released, and the input shaft 19 and the primary shaft 29 are directly connected. In this state, when the engine torque is transmitted to the input shaft 19, the input shaft 19, the carrier 25, and the primary shaft 29 rotate integrally. The torque transmitted to the primary shaft 29 is transmitted to the secondary pulley 32 via the belt 46. The torque transmitted to the secondary pulley 32 is transmitted to the counter shaft 50 via the counter drive gear 49 and the counter driven gear 51. The torque transmitted to the counter shaft 50 is transmitted to the differential case 53 via the final drive gear 52 and the ring gear 54. When the differential case 53 rotates, the torque is transmitted to the wheel 56 via the drive shaft 55, and a driving force is generated. On the other hand, when the reverse position is selected, the forward clutch 26 is released and the reverse brake 27 is engaged, so that the ring gear 22 is fixed. Then, the ring gear 22 becomes a reaction force element, and the carrier 25 rotates in the direction opposite to the rotation direction of the input shaft 19 as the input shaft 19 rotates.

  The gear ratio of the belt-type continuously variable transmission 8 is controlled based on the driving force request of the vehicle 1 determined from conditions such as the vehicle speed and the accelerator opening, and data stored in the electronic control unit. For example, a required engine output is determined based on the driving force request, and a target engine speed and a target engine torque are determined so as to achieve the required engine output with optimum fuel consumption. The gear ratio of the belt type continuously variable transmission 8 is controlled so that the actual engine speed approaches the target engine speed. Specifically, the groove width of the primary pulley 31 is adjusted by controlling the hydraulic pressure in the primary hydraulic chamber 40. As a result, the winding radius of the belt 46 in the primary pulley 31 changes, and the ratio between the rotation speed of the primary shaft 29 of the belt-type continuously variable transmission 8 and the rotation speed of the secondary shaft 30, that is, the gear ratio is stepless ( Continuously). Furthermore, by controlling the hydraulic pressure in the secondary hydraulic chamber 48, the groove width of the secondary pulley 32 changes. That is, the clamping pressure (in other words, clamping force) of the secondary pulley 32 with respect to the belt 46 is controlled, and the transmission torque is controlled.

  Further, as described above, the motor / generator 57 can be driven as an electric motor, and the output torque of the motor / generator 57 can be transmitted to the speed reducer 66. In this case, since the carrier 71 is fixed in the speed reducer 66, the carrier 71 functions as a reaction force element, and the torque of the sun gear 67 is transmitted to the ring gear 68 and the secondary pulley 32. As described above, when the torque 57 of the motor / generator is transmitted to the secondary pulley 32, the rotational speed of the ring gear 68 as the output element is higher than the rotational speed of the sun gear 67 as the input element of the speed reducer 66. Since the speed is low, the transmission torque is amplified. Therefore, the torque transmitted to the wheel 56 can be sufficiently increased. In this embodiment, the reduction gear 66 has a fixed gear ratio. Further, it is possible to execute control for transmitting both the engine torque and the torque of the motor / generator 57 to the wheel 56, or control for transmitting either the engine torque or the torque of the motor / generator 57 to the wheel 56. . In addition, when the torque of the motor / generator 57 is transmitted to the wheel 56 and the engine torque is not transmitted to the wheel 56 (when EV traveling), both the forward clutch 26 and the reverse brake 27 can be released.

  On the other hand, when the vehicle 1 travels by repulsion, both the forward clutch 26 and the reverse brake 27 of the forward / reverse switching device 7 are released, and the motor 1 transmits the kinetic energy of the vehicle 1 from the secondary shaft 30 via the speed reducer 66. Control that transmits power to the generator 57 and generates electric power with the motor / generator 57, that is, regeneration control, can be performed, and the generated electric power can be charged in the power storage device. In this way, when the EV travels or when the regenerative control by the motor / generator 57 is executed, the forward clutch 26 and the reverse brake 27 are both released, thereby preventing power transmission between the engine 2 and the input shaft 19. It becomes possible. Therefore, the generation of drag torque due to the inertial mass of the engine 2 can be prevented. Further, it is not necessary to increase the transmission torque of the belt-type continuously variable transmission 8, and an electric oil pump that discharges oil supplied to the primary hydraulic chamber 40 and the secondary hydraulic chamber 48 is unnecessary, and oil pump loss and belt loss are reduced. it can.

  In this embodiment, a speed reducer 66 is provided in a path for transmitting the torque of the motor / generator 57 to the secondary pulley 32, and the torque transmitted from the motor / generator 57 to the secondary pulley 32 is transmitted to the secondary pulley 32. It can be amplified by the speed reducer 66. Therefore, the motor / generator 57 can have a high rotational speed and low torque characteristics, the size of the motor / generator 57 can be reduced, and motor loss can be reduced. Further, since the motor / generator 57 can be downsized, the overall length of the casing 5 in the direction along the rotation axis B1 can be shortened. Therefore, the casing 5 can be prevented from coming into contact with a front side member (not shown) or the wheel 56 provided on the vehicle body side, and deterioration of vehicle mountability can be suppressed. Furthermore, since the rotor 59 and the secondary pulley 32 of the motor / generator 57 are coaxially arranged, the radial component arrangement space around the rotation axis B1 can be narrowed.

  Further, in this embodiment, in the direction along the rotation axis A1, the arrangement area of the primary shaft 29 and the arrangement area of the motor / generator 57 overlap in the area D1. More specifically, a part of the stator 58 of the motor / generator 57 is disposed on the outer peripheral side of the tapered portion 39 of the primary cylinder 36. Therefore, the outer diameter of the motor / generator 57 can be increased, and the maximum torque of the motor / generator 57 can be increased. That is, by increasing the outer diameter of the motor / generator 57, the maximum torque of the motor / generator 57 can be increased. Therefore, the laminated thickness of the electromagnetic steel plate 65 of the rotor 59 and the electromagnetic steel plate 60 of the stator 58 can be reduced. Can be reduced. Thus, the motor / generator 57 can be further reduced in size in the direction along the rotation axis B1, and the vehicle mountability of the hybrid drive apparatus can be improved. Further, the speed reducer 66 is disposed inside the cylindrical portion 64 of the motor / generator 57 in the radial direction centered on the rotation axis B1. Further, in the direction along the rotation axis B1, a part of the motor / generator 57, that is, an arrangement area of the stator 58 and the rotor 59, and an arrangement area of the speed reducer 66 overlap. Therefore, the overall length of the hybrid drive device can be shortened, and the onboard performance is improved.

  Further, in this embodiment, the primary shaft 29 is rotatably supported by the tonx axle case 11 and the rear case 12 with two bearings 136 and 37 interposed therebetween. The secondary shaft 30 is rotatably supported by the transaxle case 11 and the transaxle housing 10 with two bearings 41 and 42 interposed therebetween. Further, the motor / generator 57 and the speed reducer 66 are supported by the rear case 12 and the rear cover 13 with a needle bearing 77 and a bearing 78 interposed therebetween. That is, a part of the support mechanism for supporting the belt type continuously variable transmission 8 and the support mechanism for supporting the motor / generator 57 and the speed reducer 66 are shared. Therefore, the number of parts, that is, an increase in the support mechanism can be suppressed, an increase in manufacturing cost of the hybrid drive device, and an increase in weight of the hybrid drive device can be suppressed. Moreover, the increase in the seal | sticker interposed between the bolt for fixing support mechanisms and the contact part of support mechanisms can be suppressed. Furthermore, an increase in the number of assembly steps of the hybrid drive device can be suppressed.

  Further, in this embodiment, a bolt 74 for fixing the carrier 71 to the rear case 12 and a bolt 74 for fixing the bearing 41 to the rear case 12 are shared. For this reason, it is possible to reduce the number of parts, reduce the number of bolt tightening steps, suppress the manufacturing cost of the hybrid drive device, and increase the weight of the hybrid drive device. In addition, part of the bolt 74 and part of the stator 58 overlap part of the arrangement region in the direction along the rotation axis B1, which can contribute to shortening the overall length of the hybrid drive device. Further, a rotor 59 of the motor / generator 57 is rotatably supported by a bearing 78 and a needle bearing 77. The carrier 71 to which one of the needle bearings 77 is attached is positioned and fixed to the rear case with 12 accuracy, more specifically in the radial direction, with an inlay joint (not shown) or a knock pin (not shown). Yes. The rear cover 13 that supports the bearing 78 is positioned and fixed to the rear case 12 with high accuracy by a knock pin (not shown) or a spigot joint (not shown), specifically, with high accuracy in the radial direction. . Therefore, the stator 58 and the rotor 59 of the motor / generator 57 can be positioned and fixed relatively accurately in the radial direction. Accordingly, misalignment between the rotor 59 and the stator 58 can be prevented, the gap between the rotor 59 and the stator 58 can be set with high accuracy, and interference and noise between the stator 58 and the rotor 59 can be prevented.

  Further, in this embodiment, a double pinion type planetary gear mechanism is used as the speed reducer 66, the carrier 71 is fixed, the sun gear 67 is connected to the motor generator 57, and the ring gear 68 is connected to the secondary shaft 30. It is connected. For this reason, the secondary shaft 30 and the rotor 59 rotate in the same direction, and the rotational speed difference is relatively small. Therefore, wear and seizure of the seal 80 can be prevented. In this embodiment, as described above, since the motor / generator 57 can be increased in speed and torque, the reduction ratio of the speed reducer 66 is increased while the engine speed is decreased. Thus, fuel consumption can be improved.

  In this embodiment, the rear cover 13 is attached to the rear case 12, and the stator 58 and the rotor 59 are positioned in the direction along the rotation axis B1, and the secondary shaft 30 and the rotor 59 are In the state positioned in the direction along the rotational axis B1, that is, in the assembled state of the casing 5, the needle bearing is more than the overlap length between the electromagnetic steel plate 60 of the stator 58 and the electromagnetic steel plate 65 of the rotor 59. 77, the length of the shaft 62, the fixed position of the stator 58 in the direction of the rotation axis B1, and the length from the end near the secondary shaft 30 to the tip of the shaft 62 become longer. The mounting position of the needle bearing 77 is determined. For this reason, in the assembly process of the hybrid drive device, as shown in FIG. 3, after the secondary shaft 30 is disposed in the transaxle case 11 and the stator 58 is attached to the rear case 12, the shaft 62 and the rotor are arranged. When 59 is inserted into the rear case 12, the tip of the shaft 62 is first supported by the needle bearing 77, and the shaft 62 and the rear case 12 are positioned in the radial direction.

  That is, the needle bearing 77 and the shaft 62 overlap in the range of the length L3 in the direction along the rotation axis B1. At this time, there is a gap between the electromagnetic steel plate 65 of the rotor 59 and the electromagnetic steel plate 60 of the stator 58 and a length L4 in the direction along the rotation axis B1, and they do not overlap. When the rear cover 13 is further brought closer to the rear case 12, the electromagnetic steel plate 65 of the rotor 59 and the electromagnetic steel plate 60 of the stator 58 overlap in the direction along the rotation axis B1. Thus, the rotor 59 and the stator 58 are positioned in the radial direction in a step before the time when the electromagnetic steel plate 65 of the rotor 59 and the electromagnetic steel plate 60 of the stator 58 are attracted by electromagnetic force. . Therefore, the assembling work of the shaft 62 and the rotor 59 can be easily performed with high accuracy, and it is not necessary to use a jig.

  Here, the correspondence relationship between the configuration shown in FIGS. 1 to 3 and the configuration of the present invention will be described. The counter shaft 50, the drive shaft 55, and the wheels 56 correspond to the driven members in the present invention. The generator 57 corresponds to the electric motor in the present invention, the rotor 59 corresponds to the “rotary element of the electric motor” in the present invention, the transaxle housing 10 corresponds to the first case in the present invention, and the transaxle case 11 Corresponds to the second case in the present invention, the rear case 12 corresponds to the third case in the present invention, the rear cover 13 corresponds to the fourth case in the present invention, and the bearing 41 in the present invention. The sun gear 67 corresponds to the first bearing and the input element in the present invention. The gear gear 68 corresponds to the second element and the output element in the present invention, the carrier 71 corresponds to the third fixing element and the reaction force element in the present invention, and the bolt 74 and the stopper plate 75 are fixed in the present invention. Corresponding to the mechanism, the bearing 78 corresponds to the second bearing in the present invention, the needle bearing 77 corresponds to the third bearing in the present invention, the pinion gear 69 corresponds to the first pinion gear in the present invention, The pinion gear 70 corresponds to the second pinion gear in the present invention, and the needle bearing 77 corresponds to the support mechanism of the present invention.

  In this embodiment, the speed reducer 66 may be either a speed reducer having a fixed gear ratio or a speed reducer capable of changing the speed ratio. Further, a single pinion type planetary gear mechanism can be used as the speed reducer 66. In this case, the sun gear may be connected to the motor / generator, the carrier may be connected to the secondary shaft, and the ring gear may be fixed. Instead of the planetary gear mechanism constituting the speed reducer 66, a traction transmission device can be used. Specifically, planetary rollers may be used in place of the rollers constituting the planetary gear mechanism. Further, in the above embodiment, all the rotation axes are arranged in the width direction (left-right direction) of the vehicle 1, but the power train having a configuration in which all the rotation axes are arranged in the vehicle front-rear direction, This invention can be used. In this embodiment, a fluid coupling that does not have a torque amplification function can be used as the fluid transmission device. Further, as the forward / reverse switching device, a single pinion type planetary gear mechanism can be used instead of the double pinion type planetary gear mechanism. Further, the forward / reverse switching device may be a parallel shaft gear type forward / reverse switching device instead of the configuration using the planetary gear mechanism. Further, as a switching mechanism for switching the rotation direction of the output element of the forward / reverse switching device between forward and reverse, an electromagnetic actuator can be used instead of the hydraulic actuator. Moreover, this invention can also be used for a conveyance machine, a machine tool, etc. besides a vehicle.

It is a skeleton figure which shows the power train of the vehicle which has the hybrid drive device of this invention. FIG. 3 is a cross-sectional view showing a specific configuration of a belt-type continuously variable transmission, a motor generator, and a speed reducer shown in FIG. 2. FIG. 3 is a cross-sectional view when the rotor of the motor / generator is supported by a needle bearing in the assembly process of the hybrid drive device shown in FIGS. 1 and 2.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 2 ... Engine, 5 ... Casing, 8 ... Belt type continuously variable transmission, 10 ... Transaxle housing, 11 ... Transaxle case, 12 ... Rear case, 13 ... Rear cover, 29 ... Primary shaft, 30 ... Secondary shaft, 31 ... Primary Pulley, 32 ... Secondary pulley, 41, 78 ... Bearing, 46 ... Belt, 50 ... Countershaft, 55 ... Drive shaft, 56 ... Wheel, 57 ... Motor generator, 58 ... Stator, 59 ... Rotor, 66 ... Reducer, 67 ... Sun gear, 68 ... Ring gear, 69,70 ... Pinion gear, 71 ... Carrier, 74 ... Bolt, 75 stopper plate, 77 ... Needle bearing, A1, B1 ... Rotation axis.

Claims (9)

An engine that outputs torque, a drive member that is coupled so that torque can be transmitted and that generates torque by transmitting torque, and a torque transmission path from the engine to the driven member are provided. A belt-type continuously variable transmission and an electric motor provided so as to be able to transmit torque to the driven member. The belt-type continuously variable transmission includes a primary shaft and a secondary shaft whose rotation axes are arranged in parallel. A shaft and a belt wound around the primary pulley of the primary shaft and the secondary pulley of the secondary shaft, and when the engine torque is input to the primary shaft, the torque causes the belt and the secondary shaft to Hybrid drive device having a configuration of being transmitted to the driven member via Oite,
The secondary shaft and the rotating element of the electric motor are coaxially arranged, and the secondary shaft and the rotating element of the electric motor are connected so as to be able to transmit torque, and from the rotating element of the electric motor to the secondary shaft A reduction gear is provided in the torque transmission path to reach, and this reduction gear is configured to make the rotation speed of the secondary shaft lower than the rotation speed of the electric motor when transmitting the torque of the electric motor to the secondary shaft. A hybrid drive device comprising:   The engine is arranged on one side with respect to the secondary pulley in a direction along the rotation axis of the secondary shaft, and the engine on the basis of the secondary pulley in a direction along the rotation axis of the secondary shaft. The hybrid drive device according to claim 1, wherein the electric motor and the speed reducer are arranged on a side opposite to the arrangement location.   The reduction gear is disposed inside the electric motor in a radial direction centered on the rotation axis of the secondary shaft, and the electric motor arrangement region and the reduction gear are arranged in a direction along the rotation axis of the secondary shaft. The hybrid drive apparatus according to claim 1, wherein the arrangement area overlaps with the arrangement area.   In the direction along the rotation axis of the primary shaft, the arrangement area of the primary shaft overlaps with the arrangement area of the motor / generator, and in the direction of the rotation axis of the primary shaft, the arrangement area of the primary pulley The hybrid drive apparatus according to claim 1, wherein the motor generator / generator arrangement area overlaps.   The belt-type continuously variable transmission, the electric motor, and a casing in which the speed reducer is housed. The casing includes a first case, a second case, and a third case in a direction along the rotation axis. The case and the fourth case are sequentially arranged adjacent to each other, the primary shaft is rotatably supported by the second case and the third case, and the secondary shaft is the first case and the fourth case. 5. The device according to claim 1, wherein the motor is rotatably supported by a case of 3, and the rotating element of the electric motor is rotatably supported by the third case and the fourth case. 6. Hybrid drive device. A first bearing for rotatably supporting the secondary shaft is provided;
The speed reducer has a planetary gear mechanism composed of first to third elements capable of differential rotation, and the first element is an input element connected to the motor / generator. The second element is an output element coupled to the secondary shaft, the third element is a reaction force element, and the fixing mechanism for fixing the reaction force element has a function of fixing the first bearing. 6. The hybrid drive device according to claim 1, wherein the hybrid drive device is also provided. The belt type continuously variable transmission and the casing in which the electric motor and the speed reducer are housed;
The speed reducer has a planetary gear mechanism composed of first to third elements capable of differential rotation, and the first element is an input element connected to the motor / generator. The second element is an output element coupled to the secondary shaft, the third element is a reaction force element, the third element is fixed to the casing, and the second element is attached to the casing. The hybrid drive device according to claim 1, wherein a rotating element of the electric motor is supported by a bearing of the second and a third bearing attached to the third element.   The speed reducer has a double-pinion type planetary gear mechanism. The planetary gear mechanism includes a sun gear, a ring gear provided coaxially with the sun gear, a first pinion gear meshing with the sun gear, and a first gear. A second pinion gear meshing with the one pinion gear and the ring gear; and a carrier supporting the first pinion gear and the second pinion gear so as to be capable of rotating and revolving, wherein the sun gear is the first element, and the ring gear Is a second element, the carrier is a third element, the sun gear is connected to the electric motor, the ring gear is connected to the secondary shaft, and the carrier is fixed. Item 7. The hybrid drive device according to any one of Items 1 to 6.   The electric motor has a stator fixed to the casing, and a rotating element is provided inside the stator in a radial direction centering on a rotation axis of the secondary shaft, and the casing supports the rotating element. When the electric motor is mounted inside the casing, the length of the support mechanism provided in the casing is longer than the overlap length of the stator and the rotating element in the rotation axis direction of the rotating element. The length of the rotor, the fixed position of the stator in the rotation axis direction, and the position of the support mechanism are determined so that the length from the end to the tip of the rotor is longer. The hybrid drive device according to any one of claims 1 to 8.

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