JP2011037401A - Driving device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a compact driving device requiring no motor-driven oil pump and including a clutch for starting, as a driving device for a hybrid vehicle. <P>SOLUTION: This vehicular driving device including an engine 2, a transmission 3, and a drive unit 10 including a motor 30 disposed therebetween includes: an input shaft 21 inputting an output of the engine 2; an output shaft 22 outputting an output of the drive unit 10 to the transmission 3; a slide-controllable clutch 60 connecting/disconnecting the input shaft 21 and a rotor 32 of the motor 30 to/from the output shaft 22; and a hydraulic pump 15 generating oil pressure for controlling the clutch. The clutch 60 is disposed inside a housing 11 of the drive unit 10, and a drum 61 of the clutch 60 is connected to the rotor 32 and the hydraulic pump 15. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a drive device mounted on a vehicle, and more particularly to a drive device for a hybrid vehicle provided with an engine and a motor as drive sources, and belongs to the technical field of vehicle drive devices.

  In recent years, a hybrid vehicle including an engine and a motor as a drive source has been put into practical use. As an example, Patent Document 1 uses an existing engine and a transmission between which a motor and a friction engagement element are used. A hybrid system is disclosed by disposing a drive unit including:

  As shown in FIG. 10, the drive unit A described in Patent Document 1 includes an input shaft a coupled to the output shaft of the engine B, an output shaft b to the transmission C, and the input shaft a and the output shaft. a coast clutch c that connects and disconnects b, a motor d having a rotor d ′ connected to the output shaft b side of the coast clutch c, and the coast clutch c between the input shaft a and the output shaft b in parallel. A configuration including a one-way clutch e that is disposed and transmits a rotational force only from the input shaft a side to the output shaft b side, and a hydraulic pump f that is driven by the output shaft b and generates hydraulic pressure for coast clutch control or the like. It is said that.

  According to the drive unit A, when the motor d is operated, the output is directly transmitted to the output shaft b, and the motor travels. Further, by connecting the coast clutch c, the engine B can be started by the motor d, and when the engine B is started, the output is transmitted from the input shaft a to the output shaft b via the one-way clutch e. Engine running or combined running of the engine and motor is performed. If the coast clutch c is released while the engine is running, the one-way clutch e idles during deceleration while the engine is running, so that all of the kinetic energy due to the inertial running of the vehicle is transmitted to the motor d. Regeneration is performed efficiently.

  Since the hydraulic pump f is driven by the output shaft b connected to the rotor d ′ of the motor d, the hydraulic pump f can be operated by the motor d even when the engine B is not operated. There is an advantage that it is not necessary to have.

JP 2008-126702 A

  By the way, when a drive unit such as that described above is installed, a torque converter is not provided, so that at the time of starting, the output of the engine or motor is gradually transmitted to the transmission in the power transmission state to start smoothly. Any one of the clutches must be slid, and when the drive unit and the transmission mechanism of the automatic transmission are combined, the clutch that is fastened at the forward start stage of the transmission mechanism, for example, the forward clutch is slid Become.

  However, the forward clutch of an automatic transmission that presupposes the presence of a torque converter does not have a heat capacity that can cope with heat generated by slipping at the time of starting, and the drive unit as described above is combined with a transmission mechanism of the automatic transmission. If it tries to do so, the design change of a speed change mechanism will be needed, such as enlarging a forward clutch.

  Therefore, the present invention does not require an electric oil pump as a drive device for a hybrid vehicle having an engine and a motor, and also requires a change in the design of the transmission mechanism even when a transmission mechanism of an automatic transmission is used. Furthermore, it is an object to provide a drive device that is configured in a compact manner.

  In order to solve the above-described problems, a vehicle drive device according to the present invention is configured as follows.

  According to the first aspect of the present invention, a drive unit including a motor is disposed between the engine and the transmission, and at least one output of the engine and the motor is driven through the transmission. An input shaft for inputting an engine output to the drive unit, an output shaft for outputting the output of the drive unit to a transmission, the input shaft, a motor rotor, and the output A clutch capable of sliding control that connects and disconnects the shaft, and a hydraulic pump that generates hydraulic pressure for clutch control, wherein the clutch is disposed in the housing of the drive unit, and the drum of the clutch is The rotor is connected to the hydraulic pump.

  According to a second aspect of the present invention, in the first aspect of the present invention, the outer diameter of the drum of the clutch is substantially the same as the outer diameter of the rotor, and is adjacent to the transmission side of the rotor. It is characterized by being arranged.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, a transmission side wall is provided at an end of the drive unit on the transmission side, and the hydraulic pressure is provided on the wall. The pump is supported, and the drum of the clutch is supported by a boss portion provided on the wall portion and extending to the engine side.

  Furthermore, the invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein an engine side wall portion is provided at an end of the drive unit on the engine side, and the wall portion is provided. And a stator and a rotor of the motor are supported.

  The invention according to claim 5 is the invention according to claim 4, wherein a second clutch is disposed between the input shaft and the rotor of the motor, and the clutch is disposed inside the rotor. The boss is provided on the engine side wall and extends to the transmission side.

  According to the first aspect of the present invention, since a slip-controllable clutch is disposed between the input shaft of the drive unit and the rotor and output shaft of the motor, when starting by the output of the engine or motor In addition, it is possible to start smoothly by sliding the clutch by hydraulic control. In particular, when a transmission mechanism of an automatic transmission is used as the transmission, there is an advantage that the design change is not required.

  The clutch is disposed in the housing of the drive unit, and a hydraulic pump that generates hydraulic pressure for controlling the clutch is driven by a motor as a vehicle drive source through the drum of the clutch. Therefore, this type of drive device for a hybrid vehicle is more compactly configured than when a starting clutch is provided outside the drive unit or an electric pump is provided.

  According to the second aspect of the present invention, since the outer diameter of the clutch drum is substantially the same as that of the relatively large rotor, the capacity of the clutch can be sufficiently secured, and the stator can be secured. A space is generated on the outer periphery of the drum on the transmission side of the transmission, and by using the space as, for example, a place where the hydraulic control unit of the clutch is disposed, the drive device is made compact accordingly. It will be.

  According to the invention described in claim 3, the hydraulic pump and the drum of the clutch are supported on the wall of the transmission unit on the transmission side, and the drum is connected to the hydraulic pump. Therefore, the pump and the drive member are supported by the same wall portion. Thereby, both are centered accurately and the pump operates well.

  Furthermore, according to the invention described in claim 4, since the stator and the rotor constituting the motor are supported on the engine side wall provided at the engine side end of the drive unit, both can be accurately centered. Compared with the case where these are supported by different members, the gap between the stator inner peripheral surface and the rotor outer peripheral surface can be narrowed, and the efficiency of the motor is improved accordingly.

  According to the fifth aspect of the present invention, the second clutch is disposed between the input shaft for inputting the engine output to the drive unit and the rotor of the motor. In addition, it is possible to perform energy regeneration control and engine brake control by the motor during deceleration.

  The second clutch is supported inside the rotor by a boss provided on the engine side wall of the drive unit, so that the clutch is firmly supported, and the clutch and the rotor are Thus, the extension of the drive unit in the axial direction due to the provision of the clutch is suppressed.

It is sectional drawing of the drive device which concerns on embodiment of this invention. It is a principal part expanded sectional view of the same apparatus. It is a skeleton diagram showing the composition of the device, and is a figure showing at the time of engine starting. It is a figure which similarly shows at the time of engine driving | running | working. It is a figure which similarly shows the time of motor start and driving | running | working. It is a figure which similarly shows the time of engine starting in motor driving | running | working. It is a figure which similarly shows the time of deceleration regeneration. It is a figure which similarly shows an engine brake action time. It is sectional drawing by the cross section different from FIG. 1 of the apparatus. It is a skeleton figure of the conventional drive device.

  Hereinafter, embodiments of the present invention will be described.

  As shown in FIG. 1, the vehicle drive apparatus 1 according to this embodiment includes an engine 2, a transmission 3, and a drive unit 10 disposed between the two. It is input to the transmission 3 via the drive unit 10 and further transmitted to the drive wheels via a differential device (not shown).

  The drive unit 10 includes a housing 11 having a front end coupled to the cylinder block 2a of the engine 2 and a rear end coupled to the case 3a of the transmission 3, and the engine 2 side in the housing 11 and the transmission. On the third side, an engine side partition wall 12 and a transmission side partition wall 13 are respectively provided. A drive plate 4, a flywheel 5, and a damper 6 coupled to the engine output shaft 2 b are accommodated in a space between the end face of the cylinder block 2 a and the engine side partition wall 12.

  The engine-side partition wall 12 has a cylindrical portion 12 a extending toward the transmission 3 on the outer peripheral portion. The cylindrical portion 12 a is fitted to the front inner peripheral surface of the housing 11 and is centered with respect to the housing 11. ing. Also, a boss portion 12b extending to the transmission 3 side is provided at the center of the partition wall 12, and an input shaft 21 arranged on the same axis as the engine output shaft 2b is provided in the boss portion 12b. Is inserted. The front end of the input shaft 21 is spline-fitted to the damper 6, thereby being connected to the engine output shaft 2 b via the drive plate 4, flywheel 5, and damper 6.

  On the other hand, the transmission side partition wall 13 is also centered by fitting the outer peripheral surface thereof to the housing 11, and a boss portion 13 a extending toward the engine 2 is provided at the center of the partition wall 13. An output shaft 22 disposed on the same axis line behind the input shaft 21 extends rearward through the boss portion 13a and transmits the output of the drive unit 10 to the transmission 3. . A pump cover 14 is attached to the surface of the transmission side partition wall 13 on the engine 3 side, and a hydraulic pump 15 is accommodated between the partition wall 13 and the cover 14.

  In the space between the engine side partition wall 12 and the transmission side partition wall 13 of the housing 11, as members constituting the drive unit 10, a motor 30, a coast clutch 40, a one-way clutch 50, and a start A clutch 60 is provided.

  The motor 30 includes a stator 31 and a rotor 32 disposed concentrically on the inside thereof. The stator 31 is fixed to the inside of the cylindrical portion 12a of the outer peripheral portion of the engine side partition wall. The rotor 32 has a flange 33 on the inner side of the end portion on the engine 3 side, and the inner peripheral portion of the flange 33 is fitted on the boss portion 12 b of the engine side partition wall 12 on the engine 3 side. It is fixed to the end and is rotatably supported by the boss 12b through bearings 71 and 72. A resolver 35 for detecting the rotation angle of the rotor 32 is attached to the engine side partition wall 12.

  As shown in an enlarged view in FIG. 2, the coast clutch 40 includes a drum 41 coupled to the flange 33 of the rotor 32 in the motor 30, and a hub 42 disposed on the inner side and coupled to the input shaft 21. A plurality of friction plates 43 disposed between the drum 1 and the hub 42 and alternately engaged with each other, a piston 44 for fastening the friction plates 43, and between the piston 44 and the drum 41. Between the drum 41 and the piston 44, and between the piston 44 and the seal plate 46 disposed on the opposite side of the drum 44. There are a fastening hydraulic chamber 47 and a release hydraulic chamber 48 provided between them.

  When hydraulic pressure is introduced from the oil passage 47a into the fastening hydraulic chamber 47, the piston 44 is pressed in the same direction as the biasing direction of the spring 45, that is, in the fastening direction of the friction plate 43, and released from the oil passage 48a. When the hydraulic pressure is introduced into the hydraulic chamber 48, the piston 44 is pressed against the urging force of the spring 45 in the releasing direction of the friction plate 43.

  Further, the one-way clutch 50 is formed integrally with the hub 42 of the coast clutch 40 and is coupled to the input shaft 21, and is disposed on the inner side of the one-way clutch 50. The inner race 52 is coupled to the rotor 32 of the motor 30 via the sleeve 34 and the flange 33, and a plurality of lock members 53 are interposed between the outer race 51 and the inner race 52. The rotational force is transmitted only from the outer race 51 side to the inner race 52 side with respect to the rotational direction (engine rotational direction).

  Here, the coast clutch 40 and the one-way clutch 50 are accommodated in a space formed by the rotor 32, the flange 33, and the sleeve 34 inside the rotor 32 of the motor 30.

  Further, the starting clutch 60 includes a drum 61 connected to the drum 41 of the coast clutch 40, a hub 62 disposed on the inner side of the starting clutch 60, and an inner peripheral portion thereof being spline-fitted to the output shaft 22, and the drum 61. And a plurality of friction plates 63 that are alternately engaged with each other, a piston 64 that presses the friction plate 63, and a biasing force of the piston 64 in the release direction of the friction plate 63. Provided between a piston 65 and a piston extension plate 61a coupled to the inner periphery of the drum 61 and the piston 64. When hydraulic pressure is introduced from an oil passage 66a, the piston 64 is attached to the spring 65. And a hydraulic chamber 66 that presses against the force in the releasing direction of the friction plate 63.

  A sleeve 67 is fixed to the inner periphery of the drum extension plate 61a. A seal plate 68 for receiving one end of the spring 65 is attached to the sleeve 67, and the seal plate 68 and the piston 64 are connected to each other. In the middle, a centrifugal balance chamber 69 is provided in which hydraulic oil is introduced from the oil passage 69 a to cancel the residual pressure in the hydraulic chamber 66.

  As shown in FIG. 1, the extension 67 a of the sleeve 67 extending toward the transmission 3 is inserted into the hydraulic pump 15 housed in the transmission-side partition wall 13 to drive the pump 15. It is considered as a part.

  Here, the starting clutch 60 is disposed adjacent to the transmission 3 side of the rotor 32 in the motor 30, and the outer diameter of the drum 61, which is the maximum diameter, is substantially the same as the outer diameter of the rotor 32. It is said that.

  With the above configuration, when the coast clutch 40 is engaged, the input shaft 21 and the rotor 32 of the motor 30 are coupled, and even when the clutch 40 is not engaged, the rotation (engine rotation) of the input shaft 21 is performed by the rotor 32. When the rotational speed is higher than the rotational speed, the one-way clutch 50 is locked and the input shaft 21 and the rotor 32 are coupled. The rotor 32 is coupled to the output shaft 22 when the starting clutch 60 is engaged.

  Here, the power transmission operation in each operation state of the drive unit 10 will be described with reference to the skeleton diagrams of FIGS.

  First, when the engine 2 is started, the rotor 30 is rotated by operating the motor 30 as shown in FIG. At this time, the coast clutch 40 is not supplied with hydraulic pressure to either the engagement hydraulic chamber 47 or the release hydraulic chamber 48, but is engaged by the urging force of the spring 45. Therefore, the rotation of the rotor 32 is prevented. The coast clutch 40 is transmitted to the engine 3 through the outer race 51 and the input shaft 21 of the one-way clutch 50, and the engine 3 is cranked and started.

  The one-way clutch 50 is not locked because the rotation of the rotor 32 is input from both sides of the outer race 51 and the inner race 52, and the rotation of the rotor 32 is not transmitted to the engine 2 via the one-way clutch 50. .

  Further, when the engine 2 is cold and the cranking resistance is increased due to an increase in the viscous resistance of the lubricating oil, the coast clutch 40 causes the engine 2 to be engaged only by the urging force of the spring 45. It is not possible to transmit enough torque to start. Therefore, at the time of cold start, the rise of the discharge pressure of the hydraulic pump 15 driven by the rotation of the rotor 32 via the drum 61 of the start clutch 60 is waited and the hydraulic pressure is supplied to the engagement hydraulic chamber 47 of the coast clutch 40. To do.

  As a result, the coast clutch 40 has a large torque transmission capacity due to the urging force of the spring 45 and the pressing force by the hydraulic pressure supplied to the fastening hydraulic chamber 46, and even if the output of the motor 30 increases, The engine 2 can be started by overcoming a large cranking resistance.

  Next, when the engine 2 is started as described above, as shown in FIG. 4, first, hydraulic pressure is supplied to the release hydraulic chamber 48 of the coast clutch 40 to release the coast clutch 40. At this time, since the rotation of the engine 2 is input to the one-way clutch 50 from the outer race 51 side, the one-way clutch 50 is locked, and the rotation of the engine 2 is started from the one-way clutch 50 via the drum 41 of the coast clutch 40. 60 drums 61 are transmitted.

  At this time, since the transmission 3 has already been switched to a power transmission state such as the D range, the engine 2 is rotated by supplying hydraulic pressure to the hydraulic chamber 66 and fastening the start clutch 60. Then, the vehicle is transmitted to the transmission 3 via the output shaft 22 and the vehicle starts.

  In that case, in order to start smoothly, the start clutch 60 needs to be gradually tightened by performing slip control. At that time, frictional heat is generated, but the start clutch 60 has a relatively large diameter. Since the heat capacity is set sufficiently, there is no problem caused by heat generated by sliding.

  Further, if the motor 30 is operated after starting by the engine 2, the output of the engine 2 and the output of the motor 30 are merged in the drum 41 of the coast clutch 40 to which the rotor 32 of the motor 30 is coupled. Will be obtained. At this time, since the coast clutch 40 is released, the output of the motor 30 is not distributed to the one-way clutch 50 side, but is transmitted only to the start clutch 60 or the output shaft 22 side, and the output is efficiently transmitted to the transmission 3. Communicated.

  On the other hand, when the vehicle starts running with the motor 30, the motor 30 is operated to rotate the rotor 32 as shown in FIG. 5, and the hydraulic pump 15 is driven by the rotation of the rotor 32 to start the rising hydraulic pressure. Supplying to the hydraulic chamber 66 of the clutch 60, the starting clutch 60 is fastened. Also in this case, since the transmission 3 has already been switched to the power transmission state, the start clutch 60 is gradually engaged by the slip control. Thereby, rotation of the rotor 32 is gradually transmitted to the transmission 3, and the vehicle starts smoothly.

  In this case, the hydraulic pressure is supplied to the release hydraulic chamber 48 of the coast clutch 40, and the clutch 40 is released. As a result, the one-way clutch 50 rotates by receiving rotation only from the inner race 52 side, and the rotation of the rotor 32 is not transmitted to the engine 2 side.

  Further, when the engine 2 is started in the traveling state as described above by the motor 30, the hydraulic pressure supplied to the release hydraulic chamber 48 of the coast clutch 40 is discharged as shown in FIG. The clutch 40 is fastened by the urging force. At that time, if necessary, the hydraulic pressure is supplied to the fastening hydraulic chamber 47 to increase the torque transmission capacity of the coast clutch 40. Then, the output of the motor 30 is increased by the amount of cranking the engine 2.

  As a result, the rotation of the rotor 32 is transmitted to the output shaft 22 or the transmission 3 side, and is also transmitted to the engine 2 via the coast clutch 40 and the input shaft 21 to start the engine 2. In addition, after the engine 2 is started, the output of the engine 2 and the output of the motor 30 are merged by the drum 41 of the coast clutch 40, as in the case where the motor 30 is operated after the engine is started. can get.

  Further, at the time of deceleration while the engine is running or the motor is running, as shown in FIG. 7, the starting clutch 60 is in the engaged state with the hydraulic pressure supplied to the hydraulic chamber 66, so that the rotational force due to the inertia running of the vehicle is reduced. This is transmitted to the rotor 32 of the motor 30 via the starting clutch 60. When the motor 30 is operated as a generator, a braking force acts on the vehicle by the power generation resistance, and the kinetic energy of the vehicle is converted into electric energy and stored in the battery, and the energy is regenerated.

  At this time, since the one-way clutch 50 is idling and the coast clutch 40 is in the released state with the hydraulic pressure supplied to the release hydraulic chamber 48, the rotation due to the inertia traveling of the vehicle is transmitted to the engine 2. Absent.

  Further, when the battery is already fully charged at the time of deceleration, further charging causes deterioration of the battery. In this case, the operation of the motor 30 as a generator is stopped as shown in FIG. Then, in addition to the starting clutch 60, the hydraulic pressure is supplied to the fastening oil hydraulic chamber 47 of the coast clutch 40 and the clutch 40 is fastened, so that the rotational force generated by the inertia traveling of the vehicle is generated by the starting clutch 60, the coast clutch 40 and the input. This is transmitted to the engine 2 via the shaft 21. As a result, the engine brake is activated and a required braking force is obtained.

  It should be noted that the deceleration regeneration control of FIG. 7 and the engine brake control of FIG.

  Next, the characteristic part regarding the structure of this embodiment is demonstrated with FIG. 1, FIG.

  As described above, the drive unit 10 is connected to the rotor 32 of the motor 30 and between the drum 41 of the coast clutch 40 connected to the input shaft 21 via the one-way clutch 50 and the output shaft 22. 60, the hydraulic pressure supplied to the hydraulic chamber 65 of the starting clutch 60 is controlled when the transmission 3 is switched to the power transmission state and starts by the output of the engine 2 or the motor 30. By performing slip control of the clutch 60, the vehicle can be started smoothly.

  In that case, if the heat capacity by the slip control can be sufficiently absorbed by appropriately setting the heat capacity according to the diameter of the starting clutch 60, the number of the friction plates 63, etc., the automatic transmission can be used as the transmission 3. When the speed change mechanism excluding the torque converter is used, the speed change mechanism can be diverted as it is without requiring a design change such as an increase in the capacity of the forward clutch.

  Since the starting clutch 60 is disposed in the housing 11 of the drive unit 10 together with the motor 30 and the coast clutch 40, the entire drive device is compared with a case where this type of clutch is provided separately from the drive unit 10. It will be compact.

  Further, when the motor 30 is operated, the hydraulic pump 15 is driven through the drum 41 of the coast clutch 40, the drums 61 and 61a of the start clutch 60, and the sleeve 67. Therefore, a separate electric pump is provided for slip control or connection control of the start clutch 60 when starting by the motor 30, or for fastening the coast clutch 40 to start the engine 2 when cold. There is no need, and this also makes the drive unit 10 simple and compact.

  Further, since the coast clutch 40 and the one-way clutch 50 are accommodated in the space inside the rotor 32 in the motor 30, the drive is compared with the case where they are arranged side by side with the rotor 32 in the axial direction. An increase in the axial dimension of the unit 10 is suppressed.

  The starting clutch 60 is disposed adjacent to the transmission 3 side of the rotor 32 in the motor 30, and the outer diameter of the drum 61, which is the maximum diameter, is substantially the same as the outer diameter of the rotor 32. Therefore, the starting clutch 60 can be brought close to the rotor 32 while avoiding interference with the coil portion 31a protruding in the axial direction of the stator 31, and the axial dimension of the drive unit 10 can be reduced accordingly. Increase is suppressed.

  Furthermore, since the outer diameter of the starting clutch 60 is substantially the same as the outer diameter of the rotor 32, as described above, the outer diameter of the starting clutch 60 is larger than that of the forward clutch provided in the transmission mechanism of the automatic transmission. A sufficient heat capacity as described above can be secured, and a space X is created outside the start clutch 60 on the transmission 3 side of the stator 31.

  Therefore, in this embodiment, as shown in FIG. 9, a control valve mounting portion 11a is provided in the housing 11 so as to bulge into the space X, and the control valve for controlling the coast clutch 40 is provided in the mounting portion 11a. A unit 80 is attached. Thereby, the space X is effectively used, and the drive unit 10 is prevented from being enlarged.

  The housing 11 and the engine side partition wall 12 are provided with oil passages 11b and 12c extending from the control valve unit 80, and communicate with the hydraulic chambers 47 and 48 of the coast clutch 40 via the oil passages 47a and 48a. . The transmission side partition wall 13 is provided with an oil passage 13b communicating with the hydraulic chamber 66 of the start clutch 60 through the oil passage 66a. The oil passage 12c for the coast clutch 40 and the start clutch 60 are provided. The oil passage 13b is provided separately from the engine-side partition wall 12 and the transmission-side partition wall 13, so that these oil passages do not cross each other and the configuration of the oil passage is simplified. ing.

  Further, in this embodiment, as shown in FIG. 2, an inclined surface 11 c that is inclined outward toward the coil portion 31 a of the stator 31 in the motor 30 is provided on the outside of the starting clutch 60 in the housing 11. . Further, the seal plate 68 of the starting clutch 60 is provided with an oil hole 68a through which hydraulic oil introduced into the centrifugal balance chamber 69 flows out of the chamber 69, and the drum 61 and the hub of the clutch 60 are provided. 62 also has oil holes 61b and 62a.

  As a result, as shown by arrows in FIG. 2, the hydraulic oil flowing out from the oil hole 68a of the seal plate 68 is scattered outward by centrifugal force and supplied to the friction plate 63 from the oil hole 62a of the hub 62. The friction plate 63 is lubricated.

  The hydraulic oil that has lubricated the friction plate 63 further scatters outward from the oil hole 61b of the drum 61 by centrifugal force, contacts the inclined surface 11c provided in the housing 11, and follows the inclined surface 11c. Then, it is guided to the coil portion 31a of the motor 30 and is collected after adhering to the coil 31a and absorbing heat. As a result, the coil 31a is cooled.

  Further, in this embodiment, as shown in FIG. 1, the stator 31 of the motor 30 is on the cylindrical portion 12 a on the outer periphery of the engine side partition wall 12, and the rotor 32 is on the boss portion 12 b on the inner periphery of the partition wall 12. Since both are supported by the same partition wall 12, the relative positional relationship between them, particularly the positional relationship in the radial direction, can be set with high accuracy, whereby the inner peripheral surface of the stator 31 and the rotor 32 can be set. Therefore, the efficiency of the motor 30 can be improved accordingly.

  Further, the hydraulic pump 15 provided on the transmission side partition wall 13 is driven by the extension portion 67a of the sleeve 67 fitted and supported by the boss portion 13a of the partition wall 13, whereby the pump 15 and its drive are driven. The members are supported by the same partition wall 13, and both are accurately centered. As a result, the pump 15 operates well.

  As described above, since the present invention realizes a simple and compact drive device for a hybrid vehicle, it can be suitably used in the field of manufacturing this type of vehicle.

DESCRIPTION OF SYMBOLS 2 Engine 3 Transmission 10 Drive unit 11 Housing 12 Engine side partition wall 13 Transmission side partition wall 21 Input shaft 22 Output shaft 30 Motor 31 Stator 32 Rotor 40 Coast clutch 60 Start clutch

Claims (5)

  A drive unit for a vehicle, wherein a drive unit including a motor is disposed between an engine and a transmission, and an output of at least one of the engine and the motor is transmitted to drive wheels via the transmission. An input shaft for inputting engine output to the unit, an output shaft for outputting output of the drive unit to the transmission, a slip-controllable clutch for connecting and disconnecting the input shaft, the rotor of the motor, and the output shaft; A hydraulic pump that generates hydraulic pressure for clutch control, wherein the clutch is disposed in the housing of the drive unit, and the drum of the clutch is connected to the rotor and the hydraulic pump. A vehicle drive device.   2. The vehicle drive device according to claim 1, wherein an outer diameter of the drum of the clutch is substantially the same as an outer diameter of the rotor, and is disposed adjacent to a transmission side of the rotor. .   A transmission side wall is provided at an end of the drive unit on the transmission side, the hydraulic pump is supported on the wall, and a boss extending on the engine side provided on the wall is connected to the boss. 3. The vehicle drive device according to claim 1, wherein a drum is supported.   The engine side wall portion is provided at the engine-side end portion of the drive unit, and the stator and the rotor of the motor are supported on the wall portion. The vehicle drive device described in 1.   A second clutch is disposed between the input shaft and the rotor of the motor, and the clutch is supported by a boss extending on the transmission side provided on the engine side wall inside the rotor. The vehicle drive device according to claim 4, wherein the vehicle drive device is a vehicle.

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