JP2011201387A - Hybrid driving unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid driving unit that can improve a mountability thereof onto a vehicle while suppressing a reduction of output power from a generator and a motor.SOLUTION: A crank shaft 35 is arranged to extend in a front-and-rear direction of a hybrid vehicle, a first rotation shaft 55 is arranged to extend in a lateral direction of the hybrid vehicle, a second rotation shaft 65 is arranged to extend in the lateral direction of the hybrid vehicle, and a generator 50 and a motor 60 are arranged in a rear side of an engine 30 with respect to the hybrid vehicle so that protruding portions of the first rotation shaft 55 and the second rotation shaft 65 are faced with each other. Thereby, the crank shaft 35, the first rotation shaft 55 and the second rotation shaft 65 can be arranged closely, a gear mechanism provided among the crank shaft 35, the first rotation shaft 55 and the second rotation shaft 65 can be downsized, and further, the mountability of a hybrid driving unit 20 onto the hybrid vehicle can be improved.

Description

  The present invention relates to a hybrid drive device having an internal combustion engine, a generator for charging an on-vehicle power storage unit, and an electric motor driven by electric power of the on-vehicle power storage unit.

  2. Description of the Related Art Conventionally, development of a hybrid vehicle including an engine (internal combustion engine), a generator (generator) that charges a high-voltage battery (on-vehicle storage body), and a motor (electric motor) that is driven by electric power of the high-voltage battery has progressed. It is out. When the vehicle is decelerated, the hybrid vehicle operates a generator to convert kinetic energy into electrical energy, thereby charging the high voltage battery while decelerating the vehicle. Further, the hybrid vehicle drives the motor to accelerate the vehicle when the vehicle is changed from the stopped state to the traveling state. The engine is driven as a drive source, for example, when the hybrid vehicle travels at a constant speed on an expressway. Thereby, the low fuel consumption of the engine is realized.

  The hybrid vehicle includes a hybrid drive device including an engine, a generator, and a motor, and the engine, the generator, and the motor can transmit power to each other via a gear mechanism. For this reason, the hybrid drive system is larger than the engine alone and is not easily mounted on a vehicle. In particular, it is difficult to secure a space with sufficient space under the feet in the passenger compartment, and the degree of freedom in vehicle design is reduced. It is a cause.

  Therefore, for example, it is conceivable to arrange a generator or motor formed in a thin annular shape on the axis of the crankshaft of the engine, thereby suppressing an increase in the length of the hybrid drive device in the axial direction of the crankshaft. However, in this case, problems such as a reduction in the recovery efficiency of electric energy and a reduction in the acceleration force of the vehicle may occur as the generator and motor become thinner. In other words, it is desirable to improve the mountability to the vehicle while suppressing the output decrease of the generator and the motor.

  As a hybrid drive device including an engine, a generator, and a motor, for example, a technique described in Patent Document 1 is known. As an example of the hybrid drive device described in Patent Document 1, there is one that employs a so-called vertical engine layout in which an engine is mounted such that a crankshaft extends in the longitudinal direction of the vehicle. It also describes that a pair of motor generators (motor A, motor B) are provided and the rotation shafts of the motor generators are mounted so as to be parallel to the crankshaft. A gear mechanism such as a planetary gear mechanism is provided between the engine and each motor generator so that power can be transmitted between the engine and each motor generator. Each motor generator is set so that the axial dimension and the radial dimension of the motor core (stator) are relatively close to each other, that is, the section along the axial direction of the rotating shaft is substantially square. As a result, it is possible to cope with an improvement in the recovery efficiency of electric energy and an improvement in the acceleration force of the vehicle, that is, a higher output than the above-described thin annular motor generator.

JP 2009-143562 A (FIGS. 1 and 2)

  However, according to the hybrid drive device described in the above-mentioned Patent Document 1, the distance between the rotating shafts of the adjacent motor generators is long, thereby increasing the size of the gear mechanism used for power transmission between the motor generators. The mountability to the vehicle was low. In addition, since each rotating shaft of each motor generator protrudes toward the engine, it is necessary to retract each motor generator to the vehicle interior side. In this respect as well, mounting on a vehicle is low.

  The objective of this invention is providing the hybrid drive device which can improve the mounting property to a vehicle, suppressing the output fall of a generator or an electric motor.

  The hybrid drive device of the present invention is a hybrid drive device having an internal combustion engine, a generator for charging an in-vehicle power storage unit, and an electric motor driven by electric power of the in-vehicle power storage unit, provided in the internal combustion engine, A crankshaft extending in the front-rear direction of the vehicle, a first rotating shaft provided in the generator and extending in the left-right direction of the vehicle, and a second rotating shaft provided in the electric motor and extending in the left-right direction of the vehicle. The electric motor and the generator are arranged on the rear side of the vehicle in the internal combustion engine with the protruding portions of the first rotating shaft and the second rotating shaft facing each other.

  In the hybrid drive device of the present invention, a first gear mechanism that transmits power between the crankshaft and the first rotating shaft is provided between the crankshaft and the first rotating shaft, and the first rotation is performed. A drive shaft for driving the drive wheels of the vehicle is provided between the shaft and the second rotation shaft via a second gear mechanism.

  In the hybrid drive device of the present invention, the internal combustion engine is a horizontally opposed two-cylinder engine having a pair of cylinders opposed to each other or a V-type two-cylinder engine having a pair of cylinders arranged in a V shape. .

  The hybrid drive device of the present invention is characterized in that a part of the electric motor is arranged in a step space of the internal combustion engine formed by arrangement of the cylinders in the longitudinal direction of the vehicle.

  According to the hybrid drive device of the present invention, the crankshaft of the internal combustion engine extends in the front-rear direction of the vehicle, the first rotating shaft of the generator extends in the left-right direction of the vehicle, and the second rotating shaft of the electric motor is used as the vehicle. The electric motor and the generator are arranged on the rear side of the vehicle in the internal combustion engine so that the protruding portions of the first rotating shaft and the second rotating shaft face each other. As a result, the crankshaft, the first rotating shaft, and the second rotating shaft can be arranged close to each other, the gear mechanism used for power transmission between the crankshaft, the first rotating shaft, and the second rotating shaft can be downsized, and the hybrid drive device The mounting property on the vehicle can be improved. In addition, since the electric motor and the generator are arranged so as to extend in the left-right direction of the vehicle, the amount of retraction of the electric motor and the generator toward the vehicle interior side can be suppressed, and a sufficient space can be secured in the foot of the vehicle interior.

  According to the hybrid drive device of the present invention, the first gear mechanism for transmitting power between the crankshaft and the first rotary shaft is provided between the crankshaft and the first rotary shaft, and the first rotary shaft and the first rotary shaft are provided. A drive shaft for driving the drive wheels of the vehicle is provided between the two rotation shafts via the second gear mechanism. Thereby, the first gear mechanism and the second gear mechanism can be arranged close to each other, so that the loss of power transmission can be reduced, and the recovery efficiency of electric energy can be further improved.

  According to the hybrid drive device of the present invention, the internal combustion engine is a horizontally opposed two-cylinder engine having a pair of cylinders opposed to each other or a V-type two-cylinder engine having a pair of cylinders arranged in a V shape. The length dimension with respect to the longitudinal direction of the vehicle can be shortened. Therefore, the hybrid drive device can be further reduced in size and can cope with higher output of the generator and the motor.

  According to the hybrid drive device of the present invention, since a part of the electric motor is arranged in the step space of the internal combustion engine formed by the arrangement of the cylinders in the longitudinal direction of the vehicle, the electric motor is brought closer to the internal combustion engine. be able to. Therefore, it is possible to further reduce the size of the hybrid drive device.

It is explanatory drawing explaining the schematic structure of a hybrid vehicle. It is a perspective view which shows the external appearance of a hybrid drive device. It is the expanded sectional view which shows the internal structure of a drive mechanism. FIG. 3 is a view as seen from an arrow A in FIG. 2. It is explanatory drawing explaining the dimension of each part of a hybrid drive device. It is the expanded sectional view which shows the internal structure of the drive mechanism which concerns on 2nd Embodiment. It is the top view corresponding to Drawing 4 which looked at the hybrid drive device concerning a 2nd embodiment from the side. It is explanatory drawing explaining the dimension of each part of the hybrid drive device which concerns on 2nd Embodiment.

  Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is an explanatory diagram for explaining the schematic structure of the hybrid vehicle, FIG. 2 is a perspective view showing the external appearance of the hybrid drive device, FIG. 3 is a developed sectional view showing the internal structure of the drive mechanism, and FIG. FIG. 5 is an explanatory diagram for explaining the dimensions of each part of the hybrid drive device.

  A hybrid vehicle (vehicle) 10 shown in FIG. 1 is a light vehicle, and an engine room 12 is provided on the vehicle front side of a vehicle body 11. The engine room 12 is formed in a relatively compact manner, so that a vehicle compartment 13 having a sufficient capacity is secured inside the vehicle body 11. A hybrid drive device 20 is mounted in the engine room 12, and the hybrid drive device 20 includes an engine (internal combustion engine) 30 and a drive mechanism 40. The hybrid drive device 20 is configured to drive a pair of front wheels 14 (only one is shown in the figure) provided on the vehicle front side of the vehicle body 11, and the hybrid vehicle 10 is a front wheel drive vehicle (FF vehicle). Yes. A rack and pinion 15 for steering each front wheel 14 is disposed behind and below the drive mechanism 40 in the engine room 12.

  A high voltage battery (on-vehicle power storage unit) 16 is mounted on the rear side of the hybrid vehicle 10, and the high voltage battery 16 is a lithium ion secondary battery. However, as the high voltage battery, other secondary batteries (such as nickel hydride secondary batteries and electric double layer capacitors) can be used. The high voltage battery 16 is charged by a charging operation of the generator 50 (see FIG. 2) of the drive mechanism 40, that is, conversion from kinetic energy of the generator 50 to electric energy. The electric power stored in the high voltage battery 16 is used to drive the motor 60 (see FIG. 2) in the drive mechanism 40, and thus the hybrid vehicle 10 can be accelerated by the driving force of the motor 60.

  As shown in FIG. 2, the engine 30 is a two-cylinder engine having a first cylinder part (cylinder) 31 and a second cylinder part (cylinder) 32, and the first cylinder part 31 and the second cylinder part 32 are banks. They are arranged opposite to each other so that the angle is 0 degree. That is, the engine 30 is a horizontally opposed two-cylinder engine. Thus, by making the engine 30 a horizontally opposed two-cylinder engine, the cylinder portions 31 and 32 can be partially overlapped in the left-right direction of the hybrid vehicle 10. The length dimension with respect to the direction is shortened. Here, if the engine can partially overlap the first cylinder portion and the second cylinder portion in the left-right direction of the hybrid vehicle 10, for example, a V-type two cylinder in which a pair of cylinders are arranged in a V shape. An engine can also be used.

  An intake system 33 including an intake pipe or the like for supplying an air-fuel mixture obtained by mixing gasoline and air to cylinder chambers (not shown) of the cylinder portions 31 and 32 is provided above the engine 30. . On the other hand, on the lower side of the engine 30 (see FIG. 1), there is provided an exhaust system 34 including an exhaust pipe or the like for exhausting exhaust gas from the cylinder chambers of the cylinder portions 31 and 32 to the outside.

  Here, as shown in FIG. 5, the engine 30 includes a first piston 31 a that reciprocates in the cylinder chamber of the first cylinder portion 31 and a second piston 32 a that reciprocates in the cylinder chamber of the second cylinder portion 32. Have. The pistons 31a and 32a are rotatably connected to the distal ends of the connecting rods 31b and 32b, respectively, and the proximal ends of the connecting rods 31b and 32b are rotatably connected to a crankshaft 35 that is an output shaft of the engine 30. Has been.

  The crankshaft 35 extends in the front-rear direction of the hybrid vehicle 10, and the engine 30 adopts a vertical layout. Here, the crankshaft 35 moves the second piston 32a to the bottom dead center when the first piston 31a is moved to the top dead center, and moves the second piston 32a to the second dead center when the first piston 31a is moved to the bottom dead center. It is formed in a shape that moves the piston 32a to the top dead center. That is, the crankshaft 35 is rotationally driven by the first piston 31a and the second piston 32a alternately moving between the top dead center and the bottom dead center.

  The first cylinder part 31 is arranged with a predetermined amount offset from the second cylinder part 32 toward the front side of the vehicle. Accordingly, a step space 36 is formed on the first cylinder portion 31 side of the engine 30 due to the positional relationship of the first cylinder portion 31 and the second cylinder portion 32 in the front-rear direction of the hybrid vehicle 10. The depth dimension of the step space 36, that is, the length dimension in the front-rear direction of the hybrid vehicle 10 is set to L1.

  As shown in FIG. 3, the drive mechanism 40 includes a generator (generator) 50, a motor (electric motor) 60, and a gear unit 70 provided on the vehicle rear side of the engine 30. The gear unit 70 includes a gear case 71 formed in a box shape by casting an aluminum material or the like, and the gear case 71 is fixed to the vehicle rear side of the engine 30 by a fixing bolt (not shown).

  In the gear case 71, a first bevel gear 35a fixed to the tip of the crankshaft 35 protruding from the engine 30 is rotatably provided. Here, a disc-shaped damper member 35 b is attached to the distal end side of the crankshaft 35, and the damper member 35 b absorbs pulsation of the crankshaft 35 when the engine 30 is driven. Thereby, the driving force of the engine 30 is stabilized and can be output from the crankshaft 35.

  The generator 50 includes a housing 51 formed in a substantially cylindrical shape by casting an aluminum material or the like. A motor core 53 formed in a cylindrical shape with a magnetic material and wound with a coil 52 is fixed in the housing 51, and the motor core 53 is magnetized via a predetermined air gap (minute gap) on the inner side in the radial direction. A rotor 54 made of a material is rotatably provided. A first rotation shaft 55 extending in the left-right direction (left-right direction in the drawing) of the hybrid vehicle 10 is fixed to the rotation center of the rotor 54, and the tip end side of the first rotation shaft 55 protrudes outside the housing 51.

  A second bevel gear 55 a is fixed to the distal end portion of the first rotation shaft 55, and the second bevel gear 55 a is rotatably provided in the gear case 71. The generator 50 is mounted on the gear case 71 so that the extending direction of the first rotating shaft 55 is orthogonal to the extending direction of the crankshaft 35. The second bevel gear 55a and the first bevel gear 35a are set to substantially the same diameter dimension R1 (see FIG. 5), and are engaged with each other in the gear case 71. Here, the first bevel gear 35a and the second bevel gear 55a form a gear mechanism for transmitting power between the crankshaft 35 and the first rotating shaft 55, and constitute the first gear mechanism in the present invention. Yes. In addition, by changing the pitch diameter of the second bevel gear 55a and the first bevel gear 35a and setting the gear ratio to other than 1: 1, the operating speed of the engine 30 and the speed of the generator 50 are the highest efficiency. It is also possible to match so that

  The motor 60 includes a housing 61 formed into a substantially cylindrical shape by casting an aluminum material or the like. A motor core 63 formed in a cylindrical shape with a magnetic material and having a coil 62 wound thereon is fixed inside the housing 61, and a rotor made of a magnetic material is disposed on a radially inner side of the motor core 63 via a predetermined air gap. 64 is rotatably provided. A second rotation shaft 65 extending in the left-right direction of the hybrid vehicle 10 is fixed to the rotation center of the rotor 64, and the distal end side of the second rotation shaft 65 protrudes outside the housing 61.

  A first spur gear 65 a is fixed to the distal end portion of the second rotating shaft 65, and the first spur gear 65 a is rotatably provided in the gear case 71. The motor 60 is mounted on the gear case 71 such that the extending direction of the second rotating shaft 65 is orthogonal to the extending direction of the crankshaft 35, and the protruding portion (right side in the drawing) of the first rotating shaft 55 of the generator 50 and Projecting portions (left side in the figure) of the second rotating shaft 65 of the motor 60 are opposed to each other.

  In the gear case 71, a drive shaft 72, a driven shaft 73, a drive shaft 74, and a motor output shaft 75 are rotatably provided. The base end side (left side in the figure) of the drive shaft 72 is fixed to the second bevel gear 55 a and is arranged coaxially with the first rotation shaft 55 so as to rotate integrally with the first rotation shaft 55. A small-diameter gear 72a and a large-diameter gear 72b are provided on the drive shaft 72 so as to be arranged at a predetermined interval. Further, a gear-type oil pump 72 c is provided on the distal end side (right side in the drawing) of the drive shaft 72, and the oil pump 72 c is operated as the drive shaft 72 rotates. The oil pump 72c circulates transmission oil (lubricating oil) (not shown) in the gear case 71, thereby lubricating the movable parts (such as a plurality of gears) in the gear case 71.

  The driven shaft 73 is provided in parallel with the drive shaft 72, and the driven shaft 73 is provided with a large-diameter gear 73a, a small-diameter gear 73b, and an engine output gear 73c arranged at predetermined intervals. The large-diameter gear 73a of the driven shaft 73 is engaged with the small-diameter gear 72a of the drive shaft 72, and the large-diameter gear 73a and the small-diameter gear 72a form a low-speed gear (high torque and low-speed traveling). On the other hand, the small-diameter gear 73b of the driven shaft 73 is meshed with the large-diameter gear 72b of the drive shaft 72, and the small-diameter gear 73b and the large-diameter gear 72b form a high speed gear (low torque and high speed travel).

  A wet clutch 76 is provided between the large diameter gear 73a and the small diameter gear 73b of the driven shaft 73, and the wet clutch 76 includes a first clutch portion 76a and a second clutch portion 76b. The wet clutch 76 is operated by hydraulic pressure from a hydraulic control valve (not shown), and the second clutch portion 76b is released when the first clutch portion 76a is fastened, and the second clutch when the first clutch portion 76a is released. Actuate to fasten part 76b. A low-speed gear or a high-speed gear is switched by controlling the wet clutch 76 by a transmission controller (TCU) (not shown). Here, when the hybrid vehicle 10 is driven, the wet clutch 76, the high speed gear, and the low speed gear are controlled by controlling the low speed region to be driven by the driving force of the motor 60 and the high speed region to be driven by the driving force of the engine 30. It is possible to omit the transmission mechanism.

  The drive shaft 74 is provided in parallel with the driven shaft 73, and each front wheel 14 (see FIG. 1) is provided on both ends of the drive shaft 74 via a universal joint (not shown). It comes to drive. The drive shaft 74 includes a first drive shaft 74a and a second drive shaft 74b, and a differential (difference) for distributing the drive force to each front wheel 14 between the first drive shaft 74a and the second drive shaft 74b. Moving device) 74c is provided. A large-diameter gear 74 d is provided on the second drive shaft 74 b side so as to be integrally rotatable. The large-diameter gear 74 d of the second drive shaft 74 b is meshed with the engine output gear 73 c of the driven shaft 73.

  The motor output shaft 75 is provided in parallel with the drive shaft 74, and the motor output shaft 75 is provided with a small-diameter gear 75a and a large-diameter gear 75b arranged at a predetermined interval. The small diameter gear 75 a of the motor output shaft 75 is meshed with the large diameter gear 74 d of the drive shaft 74, and the large diameter gear 75 b of the motor output shaft 75 is meshed with the first spur gear 65 a of the second rotating shaft 65. As a result, the high-speed rotation of the motor 60 can be reduced to increase the torque, and the increased driving force can be output to the drive shaft 74.

  Here, the small-diameter gear 72a and large-diameter gear 72b of the drive shaft 72, the large-diameter gear 73a of the driven shaft 73, the small-diameter gear 73b and the engine output gear 73c, the large-diameter gear 74d of the drive shaft 74, and the small-diameter gear of the motor output shaft 75. The gear mechanism composed of 75a and the large-diameter gear 75b constitutes the second gear mechanism in the present invention. That is, the drive shaft 74 is provided between the first rotating shaft 55 and the second rotating shaft 65 via the second gear mechanism.

  Next, the positional relationship among the engine 30, the generator 50, and the motor 60 will be described in detail with reference to FIGS. 4 and 5, the drive shaft 72, the driven shaft 73, the drive shaft 74, and the motor output shaft 75 are omitted.

  By meshing the first bevel gear 35a and the second bevel gear 55a having the diameter dimension R1, a gap having a length dimension L2 is formed between the generator 50 and the second cylinder part 32. This gap dimension L2 is determined by the diameter dimension R1 of each bevel gear 35a, 55a. The length dimension of the hybrid drive device 20 with respect to the front-rear direction of the hybrid vehicle 10 is L3, and this length dimension L3 is substantially the same as the length dimension of a single in-line four-cylinder engine (vertical layout). Yes.

  A part of the motor 60 is disposed in the step space 36 of the engine 30, thereby suppressing the backward movement of the motor 60 toward the vehicle rear side (vehicle interior side). By suppressing the amount of retraction of the motor 60 toward the vehicle interior side, as shown in FIG. Here, the gap dimension between the generator 50 and the motor 60 is L4, and this gap dimension L4 is also determined by the diameter dimension R1 of each bevel gear 35a, 55a.

  As described above in detail, according to the hybrid drive device 20 according to the first embodiment, the crankshaft 35 of the engine 30 extends in the front-rear direction of the hybrid vehicle 10, and the first rotary shaft 55 of the generator 50 is hybridized. The vehicle 10 extends in the left-right direction, the second rotation shaft 65 of the motor 60 extends in the left-right direction of the hybrid vehicle 10, and the generator 50 and the motor 60 are rotated by the first rotation on the rear side of the hybrid vehicle 10 in the engine 30. It arrange | positioned so that the protrusion part of the axis | shaft 55 and the 2nd rotating shaft 65 may oppose.

  As a result, the crankshaft 35, the first rotating shaft 55, and the second rotating shaft 65 can be disposed close to each other, and the gear mechanism used for power transmission between the crankshaft 35, the first rotating shaft 55, and the second rotating shaft 65 can be downsized. Thus, the mountability of the hybrid drive device 20 to the hybrid vehicle 10 can be improved. In addition, since the motor 60 and the generator 50 are arranged so as to extend in the left-right direction of the hybrid vehicle 10, the amount of retraction of the motor 60 and the generator 50 toward the vehicle interior side can be suppressed, and there is a space in the foot of the vehicle interior with a margin. Can be secured.

  Further, according to the hybrid drive device 20 according to the first embodiment, each umbrella that transmits power between the crankshaft 35 and the first rotating shaft 55 between the crankshaft 35 and the first rotating shaft 55. Gears 35 a and 55 a (first gear mechanism) are provided, and the gears provided on the drive shaft 72, the driven shaft 73, the drive shaft 74, and the motor output shaft 75 between the first rotating shaft 55 and the second rotating shaft 65. A drive shaft 74 that drives each front wheel 14 of the hybrid vehicle 10 via the (second gear mechanism) is provided. Thereby, the first gear mechanism and the second gear mechanism can be arranged close to each other, so that the loss of power transmission can be reduced, and the recovery efficiency of electric energy can be further improved.

  Furthermore, according to the hybrid drive device 20 according to the first embodiment, the engine 30 is a horizontally opposed two-cylinder engine in which the first cylinder part 31 and the second cylinder part 32 are arranged to face each other. The length dimension with respect to the front-rear direction of the vehicle 10 can be shortened. Therefore, the hybrid drive device 20 can be further reduced in size and can cope with higher output of the generator 50 and the motor 60.

  Further, according to the hybrid drive device 20 according to the first embodiment, a part of the motor 60 is provided in the step space 36 of the engine 30 formed by the arrangement of the cylinder portions 31 and 32 in the front-rear direction of the hybrid vehicle 10. Therefore, the motor 60 can be brought closer to the engine 30. Therefore, the hybrid drive device 20 can be further downsized.

  Next, a second embodiment of the present invention will be described in detail with reference to the drawings. In addition, the same code | symbol is attached | subjected about the part which has the same function as 1st Embodiment mentioned above, and the detailed description is abbreviate | omitted.

  FIG. 6 is a developed sectional view showing the internal structure of the drive mechanism according to the second embodiment, and FIG. 7 is a plan view corresponding to FIG. 4 when the hybrid drive device according to the second embodiment is viewed from the side. FIG. 8 is an explanatory diagram for explaining the dimensions of each part of the hybrid drive apparatus according to the second embodiment.

  As shown in FIGS. 6 to 8, the hybrid drive apparatus 80 according to the second embodiment differs from the first embodiment in the points described in the following (1) to (4). .

  (1) The diameter dimension R2 of the first bevel gear 81 and the second bevel gear 82 constituting the first gear mechanism is reduced (R2 <R1).

  (2) The drive shaft 83 is provided in parallel with the first rotation shaft 55, and the gear train 84 is provided between the drive shaft 83 and the first rotation shaft 55.

  (3) An engine output shaft 85 is provided between the driven shaft 73 and the drive shaft 74, and a gear train 86 is provided between the driven shaft 73 and the engine output shaft 85.

  (4) Along with the provision of the gear train 84 and the gear train 86, the high-speed gear train 87 and the low-speed gear train 88 provided on the drive shaft 83 and the driven shaft 73 are reversely arranged in the left-right direction of the hybrid vehicle 10.

  The hybrid drive device 80 formed as described above also has the same operational effects as the first embodiment. In addition, in the hybrid drive apparatus 80, as shown in FIG. 8, the diameter dimension R2 of each of the bevel gears 81 and 82 is reduced, so that the distance between the generator 50 and the second cylinder portion 32 is reduced and the gap is reduced. The dimension L5 can be set to L5 (L5 <L2), and the length dimension L6 of the hybrid drive apparatus 80 in the front-rear direction of the hybrid vehicle 10 can be further shortened (L6 <L3). In addition, since the diameter dimension R2 of each of the bevel gears 81 and 82 is reduced, the gap dimension L7 between the generator 50 and the motor 60 can be reduced, and other in-vehicle devices are located near the generator 50 (left side in the figure). A space in which (low voltage battery or the like) can be placed can be provided.

  It goes without saying that the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the invention. For example, in each of the above embodiments, the engine 30 as the internal combustion engine is a horizontally opposed two-cylinder engine having a short length in the front-rear direction of the hybrid vehicle 10, but the present invention is not limited thereto. Not limited to this, other types of engines having a short length in the front-rear direction of the hybrid vehicle 10, such as a rotary engine, may be used.

  In each of the above embodiments, the engine 30 as the internal combustion engine is shown as a horizontally opposed two-cylinder engine having a short length in the front-rear direction of the hybrid vehicle 10, but the present invention is not limited thereto. Not limited to this, a horizontally opposed four-cylinder engine, a V-type four-cylinder engine, an in-line two-cylinder engine, or the like may be used as long as there is room in the engine room of the hybrid vehicle.

10 Hybrid vehicle (vehicle)
14 Front wheels (drive wheels)
16 High-voltage battery (on-vehicle storage battery)
20 Hybrid drive system 30 Engine (internal combustion engine, horizontally opposed two-cylinder engine)
35 Crankshaft 35a First bevel gear (first gear mechanism)
36 Step space 50 Generator (generator)
55 1st rotating shaft 55a 2nd bevel gear (1st gear mechanism)
60 Motor (electric motor)
65 Second rotating shaft 72a Small diameter gear (second gear mechanism)
72b Large-diameter gear (second gear mechanism)
73a Large-diameter gear (second gear mechanism)
73b Small-diameter gear (second gear mechanism)
73c Engine output gear (second gear mechanism)
74 Drive shaft 74d Large-diameter gear (second gear mechanism)
75a Small-diameter gear (second gear mechanism)
75b Large diameter gear (second gear mechanism)
80 Hybrid drive device 81 First bevel gear (first gear mechanism)
82 Second bevel gear (first gear mechanism)
84 Gear train (second gear mechanism)
86 Gear train (second gear mechanism)
87 High-speed gear train (second gear mechanism)
88 Low-speed gear train (second gear mechanism)

Claims (4)

A hybrid drive device having an internal combustion engine, a generator for charging an in-vehicle power storage unit, and an electric motor driven by electric power of the in-vehicle power storage unit,
A crankshaft provided in the internal combustion engine and extending in the longitudinal direction of the vehicle;
A first rotating shaft provided in the generator and extending in a left-right direction of the vehicle;
A second rotating shaft provided in the electric motor and extending in a left-right direction of the vehicle;
The hybrid drive device, wherein the electric motor and the generator are arranged on the rear side of the vehicle in the internal combustion engine with the protruding portions of the first rotating shaft and the second rotating shaft facing each other.   2. The hybrid drive device according to claim 1, wherein a first gear mechanism that transmits power between the crankshaft and the first rotating shaft is provided between the crankshaft and the first rotating shaft, and the first A hybrid drive apparatus comprising a drive shaft for driving the drive wheels of the vehicle via a second gear mechanism between a first rotary shaft and the second rotary shaft.   3. The hybrid drive system according to claim 1, wherein the internal combustion engine is a horizontally opposed two-cylinder engine having a pair of cylinders arranged opposite each other, or a V-type two-cylinder engine having a pair of cylinders arranged in a V shape. The hybrid drive device characterized by this.   4. The hybrid drive apparatus according to claim 3, wherein a part of the electric motor is arranged in a step space of the internal combustion engine formed by arrangement of the cylinders in the longitudinal direction of the vehicle. .

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