JP2009001127A - Hybrid driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device capable of being miniaturized in a direction along an axis of a rotating member of an electric motor. <P>SOLUTION: In this hybrid driving device, power of an engine 2 is transmitted to a first torque transmission member 24 via a clutch 49, and power of then electric motor 3 is transmitted to the first torque transmission member 24 without passing through the clutch 49. The clutch 49 is arranged inside the electric motor 3 in the radial direction with an axis A1 of the rotating member 22 of the electric motor 3 as a center. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid drive device having an engine and an electric motor.

  Conventionally, a hybrid drive device having an engine and an electric motor as a power source is known, and an example thereof is described in Patent Document 1. The hybrid vehicle described in Patent Document 1 includes an engine and a motor, and a rotor of the motor is coupled to a main shaft. Also, a flywheel with a damper is provided in the path from the crankshaft of the engine to the main shaft via a clutch. By connecting or disconnecting the clutch, a path between the engine and the motor is provided. The driving force is transmitted or interrupted. A hybrid drive device having an engine and an electric motor is also described in Patent Document 2.

JP 2003-200743 A JP 2001-260672 A

  However, in Patent Document 1, the engine, the clutch, the damper-equipped flywheel, and the motor are sequentially arranged in the direction along the axis of the crankshaft and the main shaft, and it is necessary to reduce the size in the axial direction. there were.

  The present invention has been made against the background of the above circumstances, and an object thereof is to provide a hybrid drive device that can be miniaturized in a direction along the axis of a rotating member of an electric motor.

  In order to achieve the above object, the invention according to claim 1 is configured such that the power of the engine is transmitted to the first torque transmission member via the clutch, and the power of the electric motor is not transmitted via the clutch. In the hybrid drive device in which the power transmission path is configured to be transmitted to the first torque transmission member, the clutch is disposed inside the motor in a radial direction centering on the axis of the rotating member of the motor. It is characterized by that.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, a second torque transmission member to which power is transmitted from the first torque transmission member, oil is enclosed, and the second torque transmission member is surrounded. And the clutch is disposed inside the oil sealing mechanism, and the electric motor is disposed outside the oil sealing mechanism in a radial direction about the axis. It is characterized by being arranged.

  According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, a first torsional damper that attenuates torque fluctuation is provided in a power transmission path formed between the engine and the clutch. The power transmission path formed between the first torque transmission member and the second torque transmission member is provided with a second torsional damper that attenuates torque fluctuations.

  According to a fourth aspect of the invention, in addition to the structure of any one of the first to third aspects, a third torque transmission member provided on the power input side of the clutch, and a flywheel attached to the output shaft of the engine And the input member of the first torsional damper is fixed to the flywheel using a bolt, and the output member of the first torsional damper and the third torque transmission member are splined. It is characterized by being connected.

  According to a fifth aspect of the present invention, in addition to the structure of any one of the first to fourth aspects, a first bearing is provided between the second torque transmission member and the third torque transmission member, and the engine A second bearing is provided between the output shaft and the third torque transmission member, and the third torque transmission member is rotatably supported by the first bearing and the second bearing. It is characterized by.

  According to a sixth aspect of the invention, in addition to the configuration of the first aspect, a second torque transmission member to which power is transmitted from the first torque transmission member, oil is enclosed, and the second torque transmission member is surrounded. The clutch is disposed outside the oil sealing mechanism, and the electric motor is disposed outside the oil sealing mechanism in a radial direction centered on the axis. And an intermediate wall is provided between the engine and the clutch in a direction along the axis.

  According to a seventh aspect of the invention, in addition to the configuration of the sixth aspect, a casing in which the electric motor is housed, an oil pan in which lubricating oil for lubricating the clutch is stored, and a stator of the electric motor and the casing are provided. And a lubricating oil passage for returning the lubricating oil after lubricating the clutch to the oil pan.

  According to an eighth aspect of the invention, in addition to the configuration of the sixth or seventh aspect, a second clutch is provided in a power transmission path from the first torque transmission member to the second torque transmission member, and the second clutch Is arranged inside the oil sealing mechanism.

  According to the first aspect of the present invention, engine power is transmitted to the first torque transmission member via the clutch. Further, the torque of the electric motor is transmitted to the first torque transmission member without going through the clutch. Further, since the clutch is arranged inside the electric motor in a radial direction centering on the axis of the rotating member of the electric motor, the arrangement space of the electric motor and the clutch overlaps in the direction along the axis. Therefore, it is possible to reduce the size of the hybrid drive device.

  According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, the oil enclosed in the oil enclosure mechanism can be shared for the lubrication and cooling of the clutch.

  According to the invention of claim 3, in addition to obtaining the same effect as that of the invention of claim 1 or 2, the torque fluctuation is attenuated by the first torsion damper when power is transmitted from the engine to the clutch. Is done. Further, when power is transmitted from the rotating member of the electric motor to the second torque transmitting member, torque fluctuation is attenuated by the second torsion damper.

  According to the invention of claim 4, in addition to obtaining the same effects as those of the inventions of claims 1 to 3, the torque output from the output shaft of the engine passes through the flywheel and the first torsion damper. And transmitted to the third torque transmitting member. The torque of the third torque transmission member is transmitted to the first torque transmission member via the clutch, and the torque output from the first torque transmission member is transmitted to the second torsion damper. On the other hand, in the assembly process of the hybrid drive device, the output member of the first torsional damper and the third torque transmission member can be spline-fitted, and the assembling property between the components is improved.

  According to the invention of claim 5, in addition to obtaining the same effect as that of any of the inventions of claims 1 to 4, the third torque transmission member can be rotated by the first bearing and the second bearing. Therefore, it is not necessary to provide a dedicated intermediate wall for supporting the third torque transmission member.

  According to the sixth aspect of the invention, in addition to obtaining the same effect as the first aspect of the invention, since the clutch is disposed outside the oil sealing mechanism, the oil of the oil sealing mechanism adheres to the clutch. This can be prevented, and drag loss can be reduced when the clutch is released.

  According to the seventh aspect of the invention, the same effect as that of the sixth aspect of the invention can be obtained, and the lubricating oil of the oil pan is supplied to the clutch, and the clutch is lubricated and cooled. Subsequently, the lubricating oil after lubricating the clutch is returned to the oil pan via the lubricating oil passage.

  According to the eighth aspect of the present invention, the second clutch can be lubricated and cooled by the oil sealed inside the oil sealing mechanism, in addition to the same effect as the sixth or seventh aspect of the invention. Therefore, it is possible to transmit at least one of the engine torque or the torque of the electric motor to the first torque transmission member and to slide the second clutch to transmit the torque of the first torque transmission member to the second torque transmission member. Is possible.

  The hybrid drive device according to the present invention can be used in a vehicle, a transport machine, a machine tool, and the like, and can transmit the power of an engine and a motor as a power source to a driven member. Here, the driven member is a member that rotates or reciprocates when power is transmitted. For example, when a hybrid drive device is used in a vehicle or a transport machine, rotating elements such as wheels, rotary shafts, gears, chains, belts, and pulleys correspond to driven members, and the hybrid drive device is used in a machine tool. The chuck that supports the workpiece, the blade that cuts the workpiece, and the like correspond to the driven members. When the present invention is applied to a vehicle, the axis of the rotating member may be disposed along the left-right direction of the vehicle, or may be disposed along the front-rear direction of the vehicle.

  In the present invention, the engine and the electric motor are power units that generate torque to be transmitted to the driven member. First, an engine is a power unit that converts thermal energy when fuel is burned into kinetic energy, and an internal combustion engine such as a gasoline engine, a diesel engine, or an LPG 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 may be either a DC motor or an AC motor. Furthermore, an electric motor / generator (motor / generator) having a function of converting kinetic energy into electric energy may be used as the electric motor. In this invention, the oil sealing mechanism is provided so as to surround the second torque transmission member. Specifically, an oil sealing mechanism is provided so as to surround the outer peripheral side of the second torque transmission member in the radial direction centered on the axis of the rotating member of the electric motor. As this oil sealing mechanism, for example, an annular casing can be used, and oil is supplied into the casing or oil is sealed therein. Then, the oil is agitated by the rotating member arranged in the casing or the rotating member constituting the casing, or the rotating member is supplied by the oil (oil circulating in the casing) supplied into the casing. It is configured to be lubricated and cooled. Further, as the oil sealing mechanism, it is possible to use a mechanism having a function of transmitting power, for example, a fluid transmission device.

  In the present invention, the clutch is a device that controls the capacity of the torque to be transmitted, and a friction clutch, an electromagnetic clutch, a meshing clutch, or the like can be used in a configuration that does not include an oil sealing mechanism. On the other hand, a friction clutch can be used as the clutch in the configuration including the oil sealing mechanism. In the present invention, various torque transmission members and rotating members are elements that transmit power or torque output from the engine or the electric motor. The torque transmitting member and the rotating member include a rotating shaft, a gear, a connecting drum, a planetary gear. It includes gear mechanism carriers, belts, pulleys, chains, sprockets, hubs, plates and other elements. In the present invention, the lubricating oil passage may have a configuration that allows the lubricating oil (oil) to pass therethrough, such as a hole, a groove, a recess, a dent, and a gap. Hereinafter, specific examples of the hybrid drive device will be sequentially described.

(Specific example 1)
First, a specific example 1 of the hybrid drive device will be described with reference to FIGS. 1 and 2. FIG. 2 is a skeleton diagram showing a power train of a vehicle 1 having a hybrid drive device, and FIG. 1 is a cross-sectional view showing a main part of FIG. In the vehicle 1 shown in FIG. 2, an engine 2 and a motor / generator 3 are provided as driving power sources. The engine 2 is a power unit that converts heat energy when fuel is burned into kinetic energy. First, the configuration of the power transmission path from the engine 2 to the motor / generator 3 will be described with reference to FIG. The engine 2 has a crankshaft 4 that rotates about an axis A1. A cylinder block (not shown) and a crankcase (not shown) that constitute the engine body 5 serve as a bearing (not shown). The crankshaft 4 is rotatably supported through the gap. In the specific examples of FIGS. 1 and 2, the axis A1 is arranged along the left-right direction of the vehicle 1, in other words, along the width direction. A disc-shaped flywheel 6 is attached to the end of the crankshaft 4. The flywheel 6 is fastened and fixed to the crankshaft 4 by bolts 7. A sleeve 8 is integrally provided at the end of the crankshaft 4. A bearing 9 is attached to the inner periphery of the sleeve 8, and the engine input shaft 10 is rotatably supported by the bearing 9. This bearing 9 is a radial bearing. That is, the crankshaft 4 and the engine input shaft 10 are disposed so as to be relatively rotatable and coaxial.

  A hollow casing 11 is attached to the outer wall of the engine body 5, and the casing 11 is configured by coupling and fixing a transaxle housing 12, a transaxle case 13, and a rear cover 14. The transaxle housing 12 and the transaxle case 13 are arranged adjacent to each other in the direction along the axis A1. The transaxle housing 12 is fastened and fixed to the engine body 5 by bolts (not shown), and the transaxle housing 12 and the transaxle case 13 are fastened and fixed by bolts 15. The flywheel 6 and the engine input shaft 10 are provided inside the transaxle housing 12. Further, a torsional damper (torsional damper) 16 is provided for connecting the flywheel 6 and the engine input shaft 10 so that power can be transmitted.

  The torsion damper 16 is a mechanism that attenuates fluctuations in the transmitted torque. The torsional damper 16 includes a disk-shaped plate 17, a holder 16A disposed inside the plate 17, and an elastic member 19 that connects the plate 17 and the holder 16A so as to transmit power. Yes. On the outer peripheral side of the flywheel 6, an annular projecting portion 6A that projects in the direction along the axis A1 is formed. Further, an elastic member 19 is disposed inside the protruding portion 6A in the radial direction centered on the axis A1. Further, the outer peripheral side of the plate 17 is fixed to the projecting portion 6 </ b> A of the flywheel 6 by tightening the bolt 20. Further, as the elastic member 19, for example, a compression coil spring (torsion spring) can be used, and the elastic member 19 is arranged to be stretchable in the circumferential direction about the axis A1. Further, a hub 18 is connected to the holder 16A via a torque limiter 79. The torque limiter 79 is composed of a friction material, a disc spring, and the like. The torque limiter 79 has a function of transmitting torque below a predetermined reference value and not transmitting torque exceeding the reference value. Yes. The hub 18 is a cylindrical member, and inner teeth (not shown) are formed on the inner periphery of the hub 18. Further, external teeth (not shown) are formed on the outer periphery of the engine input shaft 10, and the hub 18 and the engine input shaft 10 are spline-coupled to be connected to rotate integrally.

  On the other hand, the motor / generator 3 is disposed inside the transaxle housing 12. The motor / generator 3 functions as an electric motor by supplying electric power, and has a function as a generator that converts kinetic energy into electric energy. The motor / generator 3 includes a stator 21 and a rotor 22, and the stator 21 is fixed to the transaxle housing 12. The stator 21 has a plurality of electromagnetic steel plates 21A stacked in a direction along the axis A1 and a coil 21B wound around the electromagnetic steel plates 21A. The rotor 22 includes an annular holder 22A and an electromagnetic steel plate 22B attached to the outer periphery of the holder 22A. A plurality of the electromagnetic steel plates 22B are laminated in the direction along the axis A1. Further, the rotor 22 is disposed inside the stator 21 in a radial direction centered on the axis A1. Furthermore, a disk-shaped plate 92 is attached to the holder 22A, and a disk-shaped plate 93 is attached to the transaxle housing 12. The plate 92 and the plate 93 are disposed with a gap therebetween, and a labyrinth seal 94 is configured by the plates 92 and 93.

  Further, a torque converter 23 which is a kind of fluid transmission device is provided inside the transaxle housing 12, and a front cover 24 constituting a part of the casing of the torque converter 23 rotates integrally with the rotor 22. To be connected. Specifically, the front cover 24 is provided inside the rotor 22 in a radial direction centered on the axis A1. The front cover 24 includes an outer cylinder portion 25 that extends in the direction along the axis A1, an inward flange portion 26 that is continuous with an end portion of the outer cylinder portion 25 in the axis A1 direction, and an inward direction thereof. And an inner cylinder portion 27 formed continuously at the inner peripheral end of the flange portion 26. The outer cylinder part 25 and the inner cylinder part 27 have a cylindrical shape, and the inner cylinder part 27 is arranged inside the outer cylinder part 25. The outer cylinder portion 25 is fixed to the inner periphery of the rotor 22. The inner cylinder portion 27 is supported on the outer periphery of the engine input shaft 10 with a needle bearing 28 interposed therebetween. That is, the front cover 24 and the engine input shaft 10 can be rotated relative to each other. An oil seal 29 is provided between the outer periphery of the engine input shaft 10 and the outer cylinder portion 27.

  The torque converter 23 has an annular pump impeller 30 that rotates integrally with the front cover 24, and a plurality of blades 31 are formed on the pump impeller 30. Further, a turbine runner 32 is provided inside the front cover 24. The turbine runner 32 has a large number of blades 33. The torque converter 23 is configured to be supplied with working fluid therein, and is a transmission device that transmits power between the pump impeller 30 and the turbine runner 32 by the kinetic energy of the working fluid. As described above, the pump impeller 30 and the front cover 24 are both formed in an annular shape to form an internal hollow casing. Further, an oil pump 34 is provided inside the transaxle housing 12. A body 35 of the oil pump 34 is fastened and fixed to the transaxle housing 12 by bolts 36. Further, the rotor 37 of the oil pump 34 is connected to rotate integrally with the pump impeller 30. An oil seal 39 is provided between the cylindrical portion 38 of the pump impeller 30 and the oil pump body 35. An annular oil pump cover 40 is fixed to the body 35 of the oil pump by bolts 41, and a cylindrical member 42 is fixed to the inner periphery of the oil pump cover 40. The cylindrical member 42 is provided around the axis A1. A stator 101 is provided inside the pump impeller 30 and the turbine runner 32, and the stator 101 is attached to the cylindrical member with a one-way clutch 43 interposed therebetween.

  A transmission input shaft 45 that is rotatable about the axis A1 is provided in the shaft hole 44 of the cylindrical member 42. The inner peripheral surface of the cylindrical member 42 and the outer peripheral surface of the transmission input shaft 45 are provided. A needle bearing 46 is disposed between the two. A part of the transmission input shaft 45 is exposed to the outside of the cylindrical member 42, and the exposed portion is disposed in a recess 47 provided at an end of the engine input shaft 10. A needle bearing 48 is disposed between the inner peripheral surface of the recess 47 and the outer peripheral surface of the transmission input shaft 45. In this way, the engine input shaft 10 is rotatably supported by the transmission input shaft 45 via the needle bearing 48.

  Further, a clutch 49 for controlling transmission torque between the engine input shaft 10 and the front cover 24 is provided. In this specific example 1, a friction clutch is used as the clutch 49. The friction clutch includes a disc-shaped hub 50 that rotates integrally with the engine input shaft 10, a drum 51 that is fixed to the front cover 24, a clutch plate 52 that is spline-fitted to the hub 50, and A clutch disk 53 spline-fitted to the drum 51, a piston 49A operable in a direction along the axis A1, a hydraulic chamber 49B for applying a thrust in a direction along the axis A1 to the piston 49A, and the piston 49A Has a return spring 49C that presses in the opposite direction to the force of the hydraulic chamber 49B. The piston 49 </ b> A is operable along the outer peripheral surface of the inner cylinder portion 27 of the front cover 24. The clutch 49 is a wet multi-plate clutch, and the clutch 49 is engaged and released by controlling the hydraulic pressure of the hydraulic chamber 49B, so that the clutch 49 is interposed between the engine input shaft 10 and the front cover 24. The transmission torque is configured to be controlled.

  Further, the turbine runner 32 and the transmission input shaft 45 are connected by a hub 54 so as to rotate integrally. The hub 54 is a cylindrical member splined to the transmission input shaft 45, and is provided with a lock-up clutch 55 that controls transmission torque between the hub 54 and the front cover 24. The lock-up clutch 55 is a transmission that transmits power by frictional force between the front cover 24 and the transmission input shaft 45. The lock-up clutch 55 includes a disk-shaped plate 56 provided so as to be rotatable relative to the hub 54, the drum 51, a clutch plate 57 that is spline-fitted to the plate 56, and a spline on the drum 51. The clutch disc 58 is engaged. The drum 51 is shared by the clutch 49 and the lockup clutch 55. The lock-up clutch 55 is a wet multi-plate clutch, and is configured such that the lock-up clutch 55 is engaged and released by controlling the hydraulic pressure in a hydraulic chamber formed in the torque converter 23. ing.

  A torsional damper (torsional damper) 59 is provided in the power transmission path between the plate 56 and the hub 54. The torsion damper 59 is a mechanism that attenuates fluctuations in the transmission torque. The clutch 49, the lockup clutch 55, and the torsional damper 59 are disposed between the torsional damper 16 and the turbine runner 32 in the direction along the axis A1. The clutch 49, the lock-up clutch 55, and the torsional damper 59 are disposed inside the outer cylinder portion 25 in the radial direction centered on the axis A1. In other words, the clutch 49, the lockup clutch 55, and the torsional damper 59 are disposed inside the rotor 22 in the radial direction about the axis A <b> 1. More specifically, in the direction along the axis A1, the range of the laminated length of the electromagnetic steel sheets constituting the rotor 22 and the arrangement area of the clutch 49, the lock-up clutch 55, and the torsional damper 59 are approximately Match. The front cover 24 and the pump impeller 30 are provided so as to surround the hub 54 and the plate 56 configured as described above and a part of the transmission input shaft 45. Specifically, the front cover 24 and the pump impeller 30 are provided so as to surround the hub 54, the plate 56, and the outer peripheral side of the transmission input shaft 45 in the radial direction centered on the axis A1.

  A belt type continuously variable transmission 60 is disposed in the transaxle case 13 and the rear cover 14. The belt-type continuously variable transmission 60 includes a primary shaft 61 and a secondary shaft 62, and the primary shaft 61 is configured to be rotatable about the axis A1. A forward / reverse switching device 63 is provided in the power transmission path between the transmission input shaft 45 and the primary shaft 61. Specifically, a forward / reverse switching device 63 is provided inside the transaxle case 13. The forward / reverse switching device 63 is a mechanism that is employed when the rotation direction of the crankshaft 4 is limited to one direction. This is a device for switching the rotation direction of the shaft 61 between forward and reverse.

  In the example shown in FIGS. 1 and 2, a double pinion type planetary gear mechanism is employed as the forward / reverse switching device 63. That is, a sun gear 64 that rotates integrally with the transmission input shaft 45 and a ring gear 65 disposed concentrically with the sun gear 64 are provided. The pinion gear 66 meshed with the sun gear 64, Another meshed pinion gear 67 is arranged, and the pinion gears 66 and 67 are held by a carrier 68 so as to rotate and revolve freely. Further, a forward clutch 69 that connects the transmission input shaft 45 and the carrier 68 so as to be integrally rotatable is provided. Further, a reverse brake 70 is provided that reverses the rotation direction of the primary shaft 61 with respect to the rotation direction of the transmission input shaft 45 by selectively fixing the ring gear 65. As the forward clutch 69 and the reverse brake 70, for example, a friction clutch and a friction brake, or an electromagnetic clutch and an electromagnetic brake can be used.

  In this specific example 1, it is assumed that a friction clutch is used as the forward clutch 69 and a friction brake is used as the reverse brake 70. The engagement / release of the forward clutch 69 and the reverse brake 70 is controlled by a hydraulic control device (not shown). The primary shaft 61 and the carrier 68 are splined so as to rotate together. Further, the transmission input shaft 45 is disposed on the inner periphery of the carrier 68, and a needle bearing 71 is provided between the carrier 68 and the transmission input shaft 45. That is, the transmission input shaft 45 is supported by the primary shaft 61 through the needle bearing 71. Further, the oil pump 34 is arranged between the forward / reverse switching device 63 and the torque converter 23 in the direction along the axis A1.

  The primary shaft 61 is rotatably supported by a bearing 72, and the outer ring of the bearing 72 is held by the transaxle case 13. The primary shaft 61 and the secondary shaft 62 are arranged in parallel, the primary shaft 61 is provided with a primary pulley 73, and the secondary shaft 62 is provided with a secondary pulley 74. Further, an annular belt 75 is wound around the primary pulley 73 and the secondary pulley 74. The belt 75 is configured by attaching a number of elements in a circumferential direction to an annular carrier (not shown). A hydraulic actuator (not shown) is provided for controlling the clamping pressure applied from the primary pulley 73 to the belt 75 and the clamping pressure applied from the secondary pulley 74 to the belt 75. A differential 77 is connected to the secondary shaft 62 through a gear transmission 76, and wheels 78 are connected to the differential 77.

  In the vehicle 1 configured as described above, torque of the crankshaft 4 of the engine 2 is transmitted to the flywheel 6, and torque is transmitted from the flywheel 6 to the engine input shaft 10. In the process of transmitting torque from the flywheel 6 to the engine input shaft 10, the torque fluctuation is attenuated by the torsion damper 16. When the clutch 49 is engaged, the torque of the engine input shaft 10 is transmitted to the front cover 24. Further, when electric power is supplied to the motor / generator 3 and the motor / generator 3 is driven as an electric motor, the torque of the rotor 22 is transmitted to the front cover 24. When no electric power is supplied to the motor / generator 3 and the motor / generator 3 is not functioning as a generator, the rotor 22 idles.

  When torque is transmitted to the front cover 24 and the lock-up clutch 55 is released as described above, the kinetic energy of the hydraulic oil is used between the pump impeller 30 and the turbine runner 32. Power transmission is performed. Further, when the lock-up clutch 55 is released and the speed ratio between the pump impeller 30 and the turbine runner 32 is equal to or less than a predetermined value, torque amplification is performed by the function of the stator 101. It is. On the other hand, when the speed ratio between the pump impeller 30 and the turbine runner 32 exceeds a predetermined value, torque amplification is not performed. On the other hand, when the lock-up clutch 55 is engaged, power is transmitted between the front cover 24 and the transmission input shaft 45 by a frictional force.

  Next, the control of the forward / reverse switching device 63 will be described. First, when the forward position is selected, the forward clutch 69 is engaged and the reverse brake 70 is released. Then, the transmission input shaft 45 and the carrier 68 rotate together, and the torque of the transmission input shaft 45 is transmitted to the primary shaft 61. At this time, the transmission input shaft 45 and the primary shaft 61 rotate in the same direction. On the other hand, when the reverse position is selected, the forward clutch 69 is released and the reverse brake 70 is engaged. Then, the ring gear 65 becomes a reaction force element, and the torque of the sun gear 64 is transmitted to the primary shaft 61 via the carrier 68. In this case, the transmission input shaft 45 and the primary shaft 61 rotate in opposite directions.

  As described above, the engine torque is transmitted to the primary shaft 61 and the control of the belt type continuously variable transmission 60 is executed. When the clamping pressure applied to the belt 75 from the primary pulley 73 is adjusted, the winding radius of the belt 75 with respect to the primary pulley 73 continuously changes, and the gear ratio changes steplessly. Further, the clamping pressure of the secondary pulley 74 against the belt 75 is adjusted. In this manner, the capacity of the torque transmitted via the belt 75 is controlled between the primary pulley 73 and the secondary pulley 74. The torque transmitted from the primary shaft 61 to the secondary shaft 62 via the belt 75 reaches the differential 77 via the gear transmission 76, and then the torque is transmitted to the wheels 78 to generate driving force. . The clutch 49 is released, the engine 2 is stopped, the motor / generator 3 is driven as an electric motor, and the torque of the motor / generator 3 is transmitted to the transmission input shaft 45 to Control for running (electric vehicle mode selection) can also be executed.

  As described above, the vehicle 1 shown in FIG. 2 is a hybrid vehicle capable of transmitting the torque of either the engine 2 or the motor / generator 3 to the wheels 78. More specifically, it is a parallel hybrid vehicle in which the engine 2 and the motor / generator 3 are arranged in series on the power transmission path to the wheels 78. The friction material constituting the clutch 49 and the lockup clutch 55 is lubricated and cooled by the hydraulic oil in the torque converter 23. Further, since an oil seal 29 is provided between the engine input shaft 10 and the front cover 24, the oil supplied to the hydraulic chamber 49B is placed in a space where the torsion damper 16 and the torque limiter 79 are disposed. It can prevent leakage. Further, the oil pump 34 is driven by the rotation of the pump impeller 30 and the oil in an oil pan (not shown) is sucked. Since an oil seal 39 is provided between the oil pump body 35 and the cylindrical portion 38, when the oil is sucked into the oil pump 34, the oil is a space in which the motor / generator 3 is disposed. Can be prevented from leaking. Furthermore, an oil pan (not shown) is provided in the lower part of the casing 11, and the motor / generator 3 is cooled by the lubricating oil supplied from the oil pan. Since a labyrinth seal 94 is provided between the space where the motor / generator 3 is arranged and the space where the torsion damper 16 is arranged, the oil which has lubricated the motor / generator 3 is added to the torsion damper 16. Can be prevented from leaking into the space in which is placed.

  1 and FIG. 2, the clutch 49 is arranged inside the rotor 22 of the motor / generator 3 in the radial direction centered on the axis A1. For this reason, the arrangement space of the motor / generator 3 and the clutch 49 can be overlapped in the direction along the axis A1, the hybrid drive device can be downsized, and the onboard performance is improved. 1 and FIG. 2, the lock-up clutch 55 and the clutch 49 are housed in the torque converter 23, and the hydraulic oil supplied into the torque converter 23 is supplied to the lock-up clutch 23. The clutch 55 and the clutch 49 can be commonly used for lubrication and cooling. Further, it is not necessary to provide a dedicated hydraulic chamber for controlling the engagement / release of the clutch 49 inside the transaxle housing 12, and it is not necessary to provide a partition wall or a sealing device for forming the hydraulic chamber. Therefore, the structure of the hybrid drive apparatus is also simplified (compact) and simplified. Further, according to the specific examples of FIGS. 1 and 2, torque fluctuation (vibration) is attenuated by the torsion damper 16 in a path through which power is transmitted from the engine 2 to the clutch 49. When the lock-up clutch 55 is engaged, torque fluctuation (vibration) is attenuated by the torsion damper 59 in a path through which power is transmitted from the front cover 24 to the transmission input shaft 45.

  Further, according to the specific example of FIGS. 1 and 2, after the hub 18, the torsion damper 16, and the flywheel 6 are attached to the crankshaft 4 in the assembly process of the hybrid drive device, the hub 18 and the The engine input shaft 10 can be spline-fitted and the assembling property between the parts is improved. 1 and 2, the transmission input shaft 45 is supported by the crankshaft 4 via the bearing 9 and supported by the transmission input shaft 45 via a needle bearing 48. ing. The crankshaft 4 is supported by the engine body 5 through a bearing (not shown). Further, the transmission input shaft 45 is supported by the transaxle case 13 via a needle bearing 71, a carrier 68, a primary shaft 61 and a bearing 72. Therefore, it is not necessary to provide the casing 11 with a dedicated intermediate wall (partition wall) for attaching a bearing that supports the engine input shaft 10.

  Furthermore, torque fluctuation when starting the engine 2 can be attenuated by the shearing force of the lubricating oil in the clutch 49, and vibration and noise can be reduced. Further, since the clutch 49 can be lubricated and cooled by the oil in the torque converter 23, the engine 1 is stopped, the clutch 49 is released, and the motor / generator 3 is driven as an electric motor so that the vehicle 1 travels. Even when the clutch 49 is engaged to transmit a part of the torque of the motor / generator 3 to the engine 2 for cranking and starting, the heat resistance of the clutch 49 can be ensured. Therefore, it is possible to execute the engagement control of the clutch 49 with emphasis on shock reduction.

  Further, torsion dampers 16 and 59 are arranged in series at different locations in the power transmission path from the engine 2 to the wheels 78. For this reason, the compression coil spring 59 </ b> A of the torsional damper 59 can be compactly arranged inside the rotor 22. Furthermore, the elastic member (compression coil spring) 19 of the torsion damper 16 is disposed in an empty space inside the annular protrusion 6A provided on the outer periphery of the flywheel 6, and the spring rigidity of the elastic member 19 is reduced. it can. Further, since the two torsional dampers 16 and 59 perform two-stage vibration damping, the effect of damping the rotational fluctuation of the engine 2 is enhanced, and the NV (noise vibration) in the drive system is reduced and the engine is reduced. The number of revolutions can be reduced, and the fuel efficiency is improved. Further, when the engine 2 is operated and the clutch 49 is engaged, when the clutch 49 is subsequently released, the inertial mass of the flywheel 6 and the inertia during the rotation of the engine 2 are generated. The vibration and noise due to the rotational fluctuation of the engine 2 can be reduced. Furthermore, when the engine 2 having a small number of cylinders (such as three cylinders) is used, the rotational fluctuation of the engine 2 increases, but the total length in the direction along the axis A1 can be shortened. Thus, if the overall length can be shortened, the increase in the occupied space due to the arrangement of the motor / generator 3 can be absorbed by the shortened overall length of the engine 2. Therefore, it is possible to prevent the casing 11 from interfering with deterioration of mountability in the vehicle 1, for example, a side member provided in the front-rear direction of the vehicle body or the wheel 78. Furthermore, even when the engine 2 having a small number of cylinders is used, the problem of NV such as a booming noise in the drive system can be solved by performing two-stage attenuation by the two torsion dampers 16 and 59.

  Here, the correspondence relationship between the configuration shown in FIG. 1 and FIG. 2 and the configuration of the present invention will be described. The clutch 49 corresponds to the clutch of the present invention, and the motor / generator 3 is the motor of the present invention. The rotor 22 corresponds to the rotating member of the present invention, the torque converter 23 corresponds to the oil sealing mechanism of the present invention, the front cover 24 corresponds to the first torque transmitting member of the present invention, The hub 54, the plate 56, and the transmission input shaft 45 correspond to the second torque transmission member in the present invention, the torsion damper 16 corresponds to the first torsion damper in the present invention, and the torsion damper 59 corresponds to the first torsion damper 59 in the present invention. The engine input shaft 10 corresponds to the torsional damper 2 and the third torque transmission member according to the present invention. The plate 17 corresponds to the “input member of the first torsional damper” in the present invention, the bolt 20 corresponds to the bolt of the present invention, and the hub 18 corresponds to the “first torsional damper of the present invention. The needle bearing 48 corresponds to the first bearing in the present invention, and the bearing 9 corresponds to the second bearing in the present invention.

(Specific example 2)
Next, a specific example 2 of the hybrid drive device will be described with reference to FIGS. FIG. 3 is a skeleton diagram showing the power train of the vehicle 1 having the hybrid drive device, and FIGS. In the specific example 2, the same components as those in the specific example 1 are denoted by the same reference numerals as those in the specific example 1. The difference between the second specific example and the first specific example will be described. In the second specific example, the casing 11 includes a first transaxle housing 12A and a second transaxle housing 12B. A first transaxle housing 12 </ b> A is fixed to the engine body 5 of the engine 2. Further, the second transaxle housing 12B is disposed between the first transaxle housing 12A and the transaxle case 13 in the direction along the axis A1. The transaxle case 13 and the second transaxle housing 12B are fastened and fixed by bolts 15. The clutch 49 is disposed outside the torque converter 23. Specifically, an intermediate wall (partition wall) 90 continuous to the first transaxle housing 12A is provided between the motor / generator 3 and the torsion damper 16 in the direction along the axis A1. Yes. The clutch 49 is disposed between the front cover 24 and the intermediate wall 90 in a direction along the axis A1.

  Further, a lubrication system provided in the casing 11 will be described with reference to FIG. An opening 95 is provided below the transaxle case 13, and an oil pan 96 is provided below the opening 95. The oil pan 96 is fixed to the transaxle case 13 and stores lubricating oil. In this lubricating oil, the ring gear of the differential 77 is immersed. A passage 97 is formed between the inner surface of the first transaxle housing 12 </ b> A and the outer peripheral surface of the stator 21 of the motor / generator 3. Furthermore, a passage 98 that connects the oil pan 96 and the passage 97 is provided in the lower portion of the second transaxle housing 12B. These passages 97 and 98 may be configured to allow oil to pass therethrough, such as holes, grooves, recesses, depressions, and gaps. Further, the inner cylinder portion 27 extends toward the engine input shaft 10, and the inner cylinder portion 27 is disposed in the recess 47 of the engine input shaft 10. An end portion of the transmission input shaft 45 is disposed in the inner cylinder portion 27. A needle bearing 99 is disposed between the engine input shaft 10 and the inner cylinder portion 27, and a needle bearing 100 is disposed between the inner cylinder portion 27 and the transmission input shaft 45.

  Also in this specific example 2, a clutch 49 is provided inside the rotor 22 in the radial direction centering on the axis A1. That is, the arrangement area of the motor / generator 3 and the arrangement area of the clutch 49 overlap each other in the direction along the axis A1. A cylinder 49D constituting a part of the clutch 49 is fixed to the outer periphery of the engine input shaft 10, and a clutch disk 53 is spline fitted to the cylinder 49D. On the other hand, the front cover 24 is provided with a cylindrical portion 91, and the clutch plate 52 constituting the clutch 49A is spline-fitted to the cylindrical portion 91. Further, the piston 49A constituting the clutch 49 is configured to be operable in the direction along the axis A1 along the engine input shaft 10 and the cylinder 49D. A hydraulic chamber 49B is formed between the cylinder 49D and the piston 49A. The return spring 49C is attached to the engine input shaft 10. Further, an oil seal 92 is provided between the inner peripheral surface of the shaft hole of the intermediate wall 90 and the outer peripheral surface of the engine input shaft 10. The oil seal 92 provides a fluid-tight seal between the space in which the torsion damper 16 is disposed and the space in which the clutch 49 is disposed.

  In the second specific example, the same effect as that of the first specific example can be obtained with respect to the same components as in the first specific example. In the second specific example, the clutch 49 is disposed outside the torque converter 23. Further, as described above, the motor / generator 3 is cooled by the oil supplied from the oil pan 96, and the clutch 49 is lubricated and cooled. The oil that has lubricated the clutch 49 reaches the lower inner surface of the first transaxle housing 12A by its own weight, and returns (recovers) to the oil pan 96 via the passage 97 and the passage 98. Accordingly, it is possible to suppress the accumulation of lubricating oil in the first transaxle housing 12A and the second transaxle housing 12B, and increase the stirring resistance (the drag torque) of the rotor 22 of the torque converter 23 and the motor / generator 3. Can be suppressed. Further, since the oil is collected in the oil pan 96 as described above, it is possible to suppress a decrease in the amount of oil accumulated in the oil pan 96. Therefore, it is possible to suppress the oil pump 34 from sucking air. In particular, when the vehicle 1 travels on an uphill road, when the vehicle 1 starts suddenly, when the vehicle 1 suddenly brakes, when the vehicle 1 makes a sudden turn, etc., the oil flows in the oil pan 96. Even in the case of uneven distribution, the intake of air by the oil pump 34 can be suppressed. Therefore, a predetermined hydraulic pressure can be ensured in a hydraulic control device (not shown) to which the oil discharged from the oil pump 34 is supplied.

  Furthermore, in the specific example 2, the space in which the clutch 49 is provided and the space in which the torsion damper 16 is provided are partitioned by the intermediate wall 90 and are liquid-tightly sealed by the oil seal 92. . Therefore, the oil supplied to the space in which the clutch 49 is provided can be prevented from leaking into the space in which the torsion damper 16 is disposed. Further, in the specific example 2, the clutch 49 is disposed outside the torque converter 23, so that the amount of oil supply is smaller than that inside the torque converter 23. Therefore, when the vehicle 1 is coasting and the clutch 49 is released and the motor / generator 3 generates electric power (regenerative control), the oil film between the friction materials constituting the clutch 49 is good. The drag loss is small. Therefore, the regenerative energy obtained by the motor / generator 3 is increased. Also, when the vehicle 1 travels with the electric vehicle mode selected, drag loss due to the clutch 49 is reduced, power transmission efficiency is improved, the electric vehicle mode selection region is increased, and the engine 2 is in a low efficiency region. Driving frequency can be reduced and fuel efficiency is improved. Furthermore, in the second specific example, one end of the engine input shaft 10 is supported by the bearing 9, and the other end of the engine input shaft 10 is connected to the transmission via the needle bearing 99, the inner cylinder portion 27, and the needle bearing 100. It is supported by the input shaft 45. Therefore, it is not necessary to provide a dedicated partition for supporting the engine input shaft 10. Here, the correspondence between the configuration described in the specific example 2 and the configuration of the present invention will be described. The passages 97 and 98 correspond to the lubricating oil passage of the present invention. The relationship between the other configurations described in the second specific example and the present invention is the same as that in the first specific example.

(Specific example 3)
Next, a specific example 3 of the hybrid drive device will be described with reference to FIGS. 6 and 7. In the third specific example, the same components as those in the first specific example are denoted by the same reference numerals as those in the first specific example. In this specific example 3, the torque converter 23 described in the specific example 1 is not provided. In the third specific example, the front cover 24 and the rear cover 102 are joined to form a casing of an oil sealing mechanism, and the clutch 49, the lockup clutch 55, and the torsion damper 59 are provided in the casing. . The configurations of the clutch 49, the lock-up clutch 55, and the torsional damper 59 are the same as those in the first specific example. Then, lubricating oil is supplied into the front cover 24 and the rear cover 102. Further, the cylindrical member 42 is disposed in the cylindrical portion 38 of the rear cover 102.

  In the third specific example, the same effects as those of the first specific example can be obtained for the same components as in the first specific example. In the third specific example, since the torque converter 23 is not provided, when the lock-up clutch 55 is released, unlike the first specific example, the front cover 24, the transmission input shaft 45, It is impossible to transmit power between the two. When the torque of the motor / generator 3 is transmitted to the transmission input shaft 45, the lock-up clutch 55 is engaged. Further, when the vehicle 1 travels by repulsion, the lock-up clutch 55 is also engaged when the motor / generator 3 performs regenerative control.

  In this specific example 3, the lock-up clutch 55 is released, the clutch 49 is engaged, and the motor / generator 3 is driven as an electric motor to transmit the torque to the engine 2, The engine 2 can be cranked. For this reason, it is not necessary to provide a dedicated starter motor used for starting the engine 2. Further, when the vehicle 1 is stopped, the clutch 49 is engaged and the lock-up clutch 55 is released to transmit the engine torque to the motor / generator 3 to generate electric power. Therefore, it is not necessary to provide an alternator dedicated to power generation. The correspondence between the configuration described in the third specific example and the configuration of the present invention will be described. The front cover 24 and the rear cover 102 correspond to the oil sealing mechanism in the present invention. The correspondence between the other configurations in the third specific example and the configuration of the present invention is the same as that in the first specific example.

(Specific example 4)
Next, a specific example 4 of the hybrid drive device will be described with reference to FIGS. In this specific example 4, the same components as those of the specific example 3 are denoted by the same reference numerals as those of the specific example 3. This specific example 4 has substantially the same mechanism as the specific example 3, and the specific example 4 is different from the specific example 3 in that the lock-up clutch 55 is not provided. That is, the front cover 24 and the plate 56 are connected to rotate integrally. Specifically, an annular hub 103 is fixed to the plate 56, and external teeth (not shown) are formed on the outer periphery of the hub 103. The outer teeth of the hub 103 and the inner teeth of the drum 51 are spline-fitted. In this specific example 4, the same effects as those of the specific example 3 can be obtained for the same components as in the specific example 3. In this specific example 4, the clutch 49 is housed in a casing constituted by the front cover 24 and the rear cover 102, and oil is supplied into the casing. Accordingly, the clutch 49 can be lubricated and cooled, and a decrease in the durability of the friction material constituting the clutch 49 can be suppressed. Further, the power transmission path from the front cover 24 to the transmission input shaft 45 is not provided with the lockup clutch 55 described in the specific example 3. For this reason, a decrease in power transmission efficiency between the front cover 24 and the transmission input shaft 45 can be suppressed. Therefore, it is possible to suppress a decrease in driving force generated at the wheel 78.

(Specific example 5)
Next, a specific example 5 of the hybrid drive device will be described with reference to FIGS. 10 and 11. FIG. 10 is a skeleton diagram showing a power train of the vehicle 1 having the hybrid drive device, and FIG. 11 is a cross-sectional view showing a main part of FIG. The specific example 5 is common to the configuration of the specific example 2 described above, and the specific example 2 is different from the specific example 5 in that the torque converter 23 is not provided. That is, in this specific example 5, the front cover 24 and the rear cover 102 form a casing, and the lock-up clutch 55 and the torsion damper 59 are provided inside the casing. Oil is supplied to the inside of the casing, and the lockup clutch 55 is engaged and released, and the lockup clutch 55 is lubricated and cooled. In the same manner as in the second specific example, the clutch 49 is disposed outside the casing. An intermediate wall 90 is provided between the clutch 49 and the torsional damper 16.

  In this specific example 5, the same effects as those of the specific example 2 can be obtained for the same components as those of the specific example 2. Also in this specific example 5, it is possible to provide the lubrication system described with reference to FIG. Further, in this specific example 5, when the torque of the engine 2 and the motor / generator 3 is transmitted to the wheels 78, the clutch 49 is engaged first, and then the lock-up clutch 55 is engaged. Thus, control for generating a driving force, that is, friction start control can be performed. Further, when the electric vehicle mode in which the lockup clutch 55 is engaged, the clutch 49 is released, and the engine 2 is stopped is selected, the torque capacity of the lockup clutch 55 is reduced, It is also possible to start the engine 2 with a starter motor and engage the clutch 49 to perform flow control. In this specific example 5, since the torque converter 23 is not provided, the power transmission between the front cover 24 and the transmission input shaft 45 is cut off when the lockup clutch 55 is released.

  Here, the correspondence relationship between each claim and each specific example will be described. Specific example 1 shown in FIGS. 1 and 2 corresponds to any one of claims 1 to 5. The second specific example shown in FIGS. 3 to 5 corresponds to the invention of claim 1 and the inventions of claims 3 to 8. Specific example 3 corresponds to the inventions of claims 1 to 5. Specific example 4 corresponds to any one of claims 1 to 5. Furthermore, the specific example 5 corresponds to either claim 1 or claims 3 to 8. In each of the above specific examples, there is shown a vehicle in which a forward / reverse switching device is arranged in the power transmission path from the engine to the belt type continuously variable transmission, but the belt type continuously variable transmission reaches the wheels. The present invention can also be applied to a vehicle in which a forward / reverse switching device is arranged in the power transmission path. Further, the present invention can be applied to a vehicle having a toroidal type continuously variable transmission instead of the belt type continuously variable transmission. In this case, the axis A1 is arranged in the longitudinal direction of the vehicle. Further, when the axis A1 is disposed in the longitudinal direction of the vehicle, a stepped transmission can be used instead of the toroidal type continuously variable transmission. In this case, the aforementioned forward / reverse switching device is not necessary. Further, as the stepped transmission, a planetary gear mechanism type stepped transmission, a selective gear mechanism type stepped transmission, or the like can be used. Furthermore, as the fluid transmission device, a fluid coupling that does not have a torque amplification function can be used instead of the torque converter.

It is sectional drawing in the direction along the axis which shows the structure of the principal part of the hybrid drive device of this invention. FIG. 2 is a skeleton diagram showing a power train of a vehicle having the hybrid drive device shown in FIG. FIG. 6 is a skeleton diagram showing a power train of a vehicle having the hybrid drive device of the present invention and corresponding to a specific example 2; FIG. 4 is a cross-sectional view in a direction along an axis, showing a configuration of a main part of the hybrid drive device shown in FIG. 3. It is sectional drawing which shows the lubrication system of the hybrid drive device shown by FIG. FIG. 6 is a skeleton diagram showing a power train of a vehicle having the hybrid drive device of the present invention and corresponding to a specific example 3; It is sectional drawing which shows the principal part of the hybrid drive device shown by FIG. FIG. 10 is a skeleton diagram showing a power train of a vehicle having the hybrid drive device of the present invention and corresponding to a specific example 4; It is sectional drawing which shows the principal part of the hybrid drive device shown by FIG. FIG. 7 is a skeleton diagram showing a power train of a vehicle having a hybrid drive device of the present invention and corresponding to Example 5; It is sectional drawing which shows the principal part of the hybrid drive device shown by FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 2 ... Engine, 3 ... Motor generator, 6 ... Flywheel, 9 ... Bearing, 10 ... Engine input shaft, 16, 59 ... Torsion damper, 17 ... Plate, 18 ... Hub, 20 ... Bolt, 22 ... Rotor, 23 ... Torque converter, 24 ... front cover, 30 ... pump impeller, 45 ... transmission input shaft, 48, 99, 100 ... needle bearing, 49 ... clutch, 90 ... intermediate wall, 96 ... oil pan, 97, 98 ... passage, 102 ... Rear cover, A1 axis.

Claims (8)

The power of the engine is configured to be transmitted to the first torque transmission member via the clutch, and the power of the motor is transmitted to the first torque transmission member without passing through the clutch. In the hybrid drive device in which the transmission path is configured,
The hybrid drive device, wherein the clutch is disposed inside the electric motor in a radial direction centering on an axis of a rotating member of the electric motor.   A second torque transmission member that transmits power from the first torque transmission member; and an oil sealing mechanism that encloses the second torque transmission member and encloses oil. 2. The hybrid according to claim 1, wherein the clutch is disposed inside an oil sealing mechanism, and the electric motor is disposed outside the oil sealing mechanism in a radial direction centered on the axis. 3. Drive device.   A power transmission path formed between the engine and the clutch is provided with a first torsional damper that attenuates torque fluctuation, and is provided between the first torque transmission member and the second torque transmission member. The hybrid drive apparatus according to claim 1, wherein a second torsional damper that attenuates torque fluctuation is provided in the formed power transmission path.   A third torque transmission member provided on a power input side of the clutch; and a flywheel attached to an output shaft of the engine, wherein the input member of the first torsional damper is connected to the flywheel. 4. The hybrid according to claim 1, wherein the output member of the first torsional damper and the third torque transmission member are spline-connected to each other. Drive device.   A first bearing is provided between the second torque transmission member and the third torque transmission member, and a second bearing is provided between the output shaft of the engine and the third torque transmission member. 5. The hybrid drive device according to claim 1, wherein the third torque transmission member is rotatably supported by the first bearing and the second bearing.   A second torque transmission member that transmits power from the first torque transmission member; and an oil sealing mechanism that encloses the second torque transmission member and encloses oil. The clutch is disposed outside the oil sealing mechanism, in the radial direction centered on the axis, the motor is disposed outside the oil sealing mechanism, and in the direction along the axis, The hybrid drive device according to claim 1, wherein an intermediate wall is provided between the engine and the clutch. A casing containing the electric motor;
An oil pan in which lubricating oil for lubricating the clutch is stored;
7. A lubricating oil passage provided between a stator of the electric motor and the casing, and returning a lubricating oil after lubricating the clutch to the oil pan. Hybrid drive device.   A second clutch is provided in a power transmission path from the first torque transmission member to the second torque transmission member, and the second clutch is disposed inside the oil sealing mechanism. The hybrid drive device according to claim 6 or 7.

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