JP2014004895A - Driving force transmission structure for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving force transmission structure for a vehicle for improving the performance of an electric motor and reducing a production cost by preventing circumferential deflection of a rotor from being large.SOLUTION: The driving force transmission structure for a vehicle comprises: a rotary support member having a support part connected integrally with a rotor of an electric motor to support the rotor and a fitting fixing part subjected to spline fitting to an output shaft; a stopper part with which one side face of an inner ring of an angular bearing provided around the outer circumference of the fitting fixing part to bear the outer circumference of the fitting fixing part is brought into contact; and a nut member screwed to the outer circumference of the fitting fixing part of the rotary support member, brought into contact with the other side face of the inner ring of the angular bearing and screwed in the direction of the stopper part along a rotary axial line to thereby fix the angular bearing to the rotary support member.

Description

  The present invention relates to a vehicle driving force transmission structure for transmitting a driving force of a motor to an axle in a vehicle using an electric motor as a driving source.

  Conventionally, several structures for transmitting a driving force from an input shaft connected to a drive source to an output shaft connected to an axle are known for a vehicle drive device. In the hybrid vehicle driving apparatus, a structure for transmitting driving force from two driving sources of a motor and an engine is described. According to this, the stator is attached to the inner peripheral surface of the motor case, and the rotor is rotatably attached to the motor case so as to face the stator.

  The clutch for intermittently transmitting the driving force from the engine and transmitting it to the output shaft is provided on the inner diameter side of the rotor, the first clutch plate provided on the input shaft on the engine side, and the output shaft on the automatic transmission side And a second clutch plate connected via a clutch drum (rotation support member). The first clutch plate and the second clutch plate are alternately arranged while facing each other, and can be brought into a connected state in which the first clutch plate and the second clutch plate are pressure-bonded to each other. It can be. The plurality of second clutch plates are fitted to the distal end portion of the outer cylinder portion constituting the clutch drum so as not to be relatively rotatable and movable in the axial direction.

  The rotor is connected to the outer cylinder portion of the clutch drum so as not to be relatively movable, and the inner side of the outer cylinder portion of the clutch drum is spline-fitted by a fitting fixing portion to the outer peripheral portion of the output shaft connected to the automatic transmission. ing. An inner ring of the angular bearing is fitted on the outer periphery of the fitting fixing portion of the clutch drum, and the outer ring of the angular bearing is supported and fixed to the side wall portion of the case. The side surface on the engine side of the inner ring of the angular bearing abuts on the end surface of the automatic transmission side of the bending portion protruding in the radial direction provided at the engine side end on the outer periphery of the fitting fixing portion, and the outer periphery of the fitting fixing portion. The length in the rotation axis direction is formed slightly shorter than the width in the rotation axis direction of the inner ring of the angular bearing. Further, a step portion protruding in the radial direction perpendicular to the rotation axis is provided on the output shaft side of the output shaft. The engine-side end surface (the engine-side end surface of the bent portion) of the clutch drum fitting and fixing portion is brought into contact with the nut member screwed from the end portion of the output shaft, and the nut member is screwed into the automatic transmission side. As a result, the side end face of the inner ring of the angular bearing on the side of the automatic transmission comes into contact with the step portion of the output shaft, so that the inner ring of the angular bearing is sandwiched between the clutch drum (bending portion) and the output shaft (step portion). It is supposed to be fixed. In this way, the clutch drum and the angular bearing can be assembled to the output shaft with a single nut member, and the outer periphery of the clutch drum is tightened by applying a preload to the angular bearing with the nut member during assembly. This is to prevent circumferential runout of the surface (rotor).

JP2010 / 070485 gazette

  However, the fitting between the output shaft and the clutch drum is by spline fitting, and these two members are not completely integrated. For this reason, spline backlash (clearance) occurs between the output shaft and the clutch drum in the rotational direction. And what was described in patent document 1 has the engine side end surface of the inner ring of the angular bearing in contact with the clutch drum, and the automatic transmission side end surface of the inner ring in contact with the step portion of the output shaft. Therefore, when spline backlash occurs between the output shaft and the clutch drum, contact wear occurs on the side end surface of the inner ring and the contact surfaces of the output shaft and the clutch drum that are in contact with the inner ring. The preload applied when the drum is assembled is lowered, and there is a risk that the circumferential runout at the high speed rotation of the clutch drum (rotor) is increased.

  On the other hand, in order to obtain a magnetic flux pattern that generates a large torque in an electric motor, it is better to make the gap between the inner circumference of the stator and the outer circumference of the rotor as small as possible, but it is possible to prevent both of them from contacting due to the circumferential runout of the rotor. Therefore, there is a current situation that the gap is enlarged at the expense of performance.

  The present invention has been made in view of the above-described problems, and provides a vehicle driving force transmission structure that prevents an increase in the circumferential runout of the rotor and improves the performance of the electric motor and reduces the production cost. For the purpose.

  In order to solve the above problems, the structural feature of the invention according to claim 1 is that the rotor of the electric motor, the output shaft rotatably disposed on the rotation axis of the rotor, and the rotor are integrally connected. A rotation support member having a support portion for supporting the rotor and a fitting fixing portion for spline fitting to the output shaft; an angular bearing for supporting an outer periphery of the fitting fixing portion of the rotation support member; and the rotation support. A case in which a member is rotatably supported on the rotational axis via the angular bearing, and the electric motor is surrounded by both side walls and an outer peripheral wall, and a stator of the electric motor is fixed to the outer peripheral wall. A driving force transmission structure for a vehicle comprising: a stop that is provided around an outer periphery of the fitting fixing portion of the rotation support member and is in contact with one side surface of the inner ring of the angular bearing. And an outer periphery of the fitting fixing portion of the rotation support member, abuts against the other side surface of the inner ring of the angular bearing, and is screwed in the stopper direction along the rotation axis. And a nut member for fixing the angular bearing to the rotation support member.

  The structural feature of the invention according to claim 2 is that in claim 1, an input shaft rotatably connected to the engine and supported on one of the side walls of the case on the rotation axis, and the rotation support member A plurality of first clutch plates engaged so as to be movable in the direction of the rotation axis, and arranged so as to be alternately contactable and disengageable with the plurality of first clutch plates, and engaged with the input shaft so as to be movable in the direction of the rotation axis. And a plurality of second clutch plates, and a clutch provided on the rotation support member and having a pressure contact means for pressure-contacting the first clutch plate and the second clutch plate.

  According to a third aspect of the present invention, in the second aspect of the present invention, the clutch is configured such that the clutch is integrally formed with the rotation support member, and is slidable in the rotation axis direction on the cylinder portion. Provided between the fitted piston member, and between the piston member and the cylinder portion, and urged the piston member toward the first clutch plate and the second clutch plate to be provided on the piston member. An elastic member as the pressure contact means for always bringing the first clutch plate and the second clutch plate into a pressure contact state by the pressing portion, and a partition provided on the cylinder portion and facing the piston member on the opposite side of the elastic member A member, a pressurizing chamber formed between the piston member and the partition member, and supplying the working oil to the pressurizing chamber. A control valve for the said latch plate second clutch plates and separating state, is to comprise a.

  According to a fourth aspect of the present invention, the hydraulic pump for discharging the hydraulic oil supplied to the pressurizing chamber by the rotational force of the output shaft is provided in the side wall portion of the case. That is.

  According to the first aspect of the present invention, the angular bearing interposed between the case and the rotation support member is provided on the outer periphery of the fitting fixing portion of the rotation support member, and the stopper portion is in contact with one side surface of the inner ring of the angular bearing. And a nut member that is screwed onto the outer periphery of the fitting and fixing portion of the rotation support member and that is in contact with the other side surface of the inner ring of the angular bearing and screwed in the direction of the stopper portion along the rotation axis. To be fixed to the rotation support member. Therefore, the angular bearing is fixed to the rotation support member without contacting the output shaft. As a result, even if a rotational clearance generated by spline fitting occurs between the rotation support member and the output shaft, the angular bearing and the portion holding the angular bearing are not worn by the rotational clearance. The preload in which the angular bearing is fastened to the rotation support member by the nut member does not decrease with the course of use. Therefore, since the circumferential runout of the rotor supported by the rotation support member can be kept small, the gap between the outer peripheral surface of the rotor and the inner peripheral surface of the stator can be made small. Since this gap is made small, it is possible to improve the performance of the motor by constructing a magnetic flux pattern that easily generates a large torque, and it is possible to reduce the outer shape of the case for fixing the stator. Reduction can be achieved.

  According to the second aspect of the present invention, the plurality of second clutch plates engaged with the input shaft of the engine and the first clutch plate provided on the rotation support member are pressed against each other, so that the driving force from the engine is generated. , Transmitted to the rotation support member, and further transmitted to the output shaft that is spline-fitted with the rotation support member. When a rotational clearance generated by spline fitting occurs between the rotation support member and the output shaft, the angular bearing and the portion holding the angular bearing are conventionally worn by the rotational clearance, and the nut member is angular. The preload with which the bearing is fastened to the rotation support member is lowered with the course of use, and there is a possibility that the contact position of the first clutch plate with respect to the second clutch plate may change due to circumferential rotation or end surface vibration of the rotation support member. In the present invention, since the angular bearing and the portion holding the angular bearing are not worn by the clearance generated by the spline fitting, the circumferential vibration and end face vibration of the first clutch plate engaged with the rotation support member are prevented. be able to. Accordingly, it is possible to smoothly press the first clutch plate and the second clutch plate while suppressing the deterioration of the clutch over time.

  In addition, when the vehicle is decelerating, the rotor is rotated with kinetic energy from the output shaft (drive wheels) and the battery is stored as regenerative energy. Since the torque in the reverse rotation direction opposite to the normal rotation direction that rotates in the reverse direction also acts, the spline fitting between the output shaft and the rotation support member is easily affected by the clearance in the rotation direction. Even in such a case, the angular bearing and the portion that holds the angular bearing do not wear due to the clearance in the rotational direction, so the preload that tightens the angular bearing to the rotation support member with the nut member does not decrease over time, Circumferential vibration and end face vibration of the first clutch plate engaged with the rotation support member can be prevented.

  According to the third aspect of the present invention, in the normally closed type clutch, the first clutch plate and the second clutch plate are always in a pressure contact state, so that the rotation support member is added to the driving force from the electric motor. Since the driving force from the engine is transmitted, a large torque is applied between the rotation support member and the output shaft, and there is a possibility that the play in the spline fitting becomes large. Even in such a case, the angular bearing and the portion that holds the angular bearing are not worn by the backlash, so the preload obtained by tightening the angular bearing to the rotation support member with the nut member does not decrease with use, and the rotation support member It is possible to prevent the occurrence of circumferential runout and end face runout of the first clutch plate engaged with the rotor supported by the rotor and the rotation support member. Therefore, it is possible to smoothly press the first clutch plate against the second clutch plate while suppressing deterioration over time.

  According to the invention of claim 4, the output shaft prevents the inner ring or the like of the angular bearing that supports the rotation from being worn by use, and prevents a decrease in the preload applied to the fastening of the angular bearing. Stable rotation can be maintained indefinitely in a state where the circumferential runout is suppressed. Since the hydraulic pump is driven by the rotational force of the output shaft that maintains such stable rotation, the hydraulic oil can be stably supplied into the pressurizing chamber as the output shaft rotates. Furthermore, since the hydraulic oil is supplied by a hydraulic pump that operates according to the rotation of the output shaft, the output does not decrease like an electric pump even at low temperatures, and a stable clutch disconnection / connection operation can be performed.

It is the schematic which shows the control system and transmission system of the driving force of the hybrid vehicle in 1st Embodiment which concern on this invention. It is sectional drawing of the driving force transmission structure for vehicles of 1st Embodiment which concerns on this invention. FIG. 3 is a partially enlarged view of the vehicle driving force transmission structure shown in FIG. 2. It is the schematic which shows the control system and transmission system of the driving force of the hybrid vehicle in 2nd Embodiment which concern on this invention. It is sectional drawing of the driving force transmission structure for vehicles of 2nd Embodiment which concerns on this invention. It is the elements on larger scale of the hydraulic pump used for the drive force transmission structure for vehicles shown in FIG. It is VII-VII sectional drawing of the hydraulic pump shown in FIG.

  A first embodiment in which a vehicle driving force transmission structure according to the present invention is embodied in a hybrid vehicle having two drive sources will be described below with reference to the drawings. FIG. 1 schematically shows a drive force control system and a transmission system of a hybrid vehicle drive device to which a vehicle drive force transmission structure 1 according to the present invention is applied. In FIG. 1, solid arrows indicate hydraulic piping connecting the devices, and broken arrows indicate control signal lines. In FIG. 1, an electromagnetic switching valve (control valve) 20, an electric oil pump (hydraulic pump) 42, and a reservoir 44 that connect / disconnect the clutch 2 are described separately from the electric motor 6. However, in practice, the electromagnetic switching valve 20 and the electric oil pump 42 are integrated with the electric motor 6 together with the clutch 2, and the reservoir 44 is formed in the case 3 surrounding the clutch 2. Here, the vehicle driving force transmission structure 1 includes an input shaft 14 (see FIG. 2) coupled to the output shaft of the engine 4, an electric motor 6, a clutch 2, and an output shaft 16 coupled to the automatic transmission 8 (FIG. 2). (See FIG. 2). The electric oil pump 42 and the case 3 (see FIG. 2) surrounding the clutch 2 and the electric motor 6 are mainly configured.

  As shown in FIG. 1, an engine (EG) 4 and an electric motor 6 as a vehicle drive source are connected in series via a clutch 2 which is a wet multi-plate clutch. The clutch 2 connects and disconnects the connection between the engine 4 and the electric motor 6 to interrupt torque transmission. The electric motor 6 is connected in series with an automatic transmission device 8 of the vehicle, and the automatic transmission device 8 is connected with drive wheels of a vehicle (not shown) via a differential device (not shown). The engine 4, the electric motor 6, and the automatic transmission 8 are controlled by a control device (ECU) 7.

  The automatic transmission 8 includes, for example, a transmission (not shown) and a torque converter 10, and the output of the torque converter 10 is input to the input shaft of the transmission.

  The electric motor 6 and the torque converter 10 shown in FIG. 1 are rotationally coupled via a clutch drum 12 as a rotation support member and an output shaft 16 that transmits a rotational force to the torque converter 10 (see FIG. 2). As shown in FIG. 2, the output shaft 16 is arranged side by side on the same rotational axis as the input shaft 14 from the engine 4. The output shaft 16 is connected to a front cover (not shown) of the torque converter 10 and is rotated together with the front cover. When the front cover rotates together with the output shaft 16, a pump impeller (not shown) in the torque converter 10 connected to the front cover is rotated. As a result, an oil flow is generated by the pump impeller, and a turbine runner (not shown) connected to the input shaft (not shown) of the transmission is rotated by the generated oil flow, so that a rotational force is applied to the input shaft of the transmission. Communicated. The input shaft 14, the output shaft 16, and the rotation shaft of the front cover are disposed on the same rotation axis CL as the input shaft of the transmission.

  The engine 4 is a normal internal combustion engine that generates an output from a hydrocarbon-based fuel. However, the present invention is not limited to this, and any drive source that drives the rotating shaft may be used. The electric motor 6 is a synchronous motor for driving wheels, but is not limited thereto. The automatic transmission 8 is a normal planetary gear type automatic transmission, and is not limited to this. The clutch 2 is a normally closed type clutch that usually connects the engine 4 and the electric motor 6.

  The electromagnetic switching valve 20 has a first position for supplying hydraulic oil to the spring chamber 40 and a second position for supplying hydraulic oil to the pressurizing chamber 30. When the electromagnetic switching valve 20 is positioned by the control device 7 at the first position where the clutch 2 is connected when the electric oil pump 42 is operating, all of the hydraulic oil is supplied to a spring chamber 40 which will be described later. A biasing force of a coil spring 62 provided in the chamber 40 is applied to bias the piston member 52 in a direction in which the clutch 2 is connected. In this case, the hydraulic oil in the pressurizing chamber 30 is discharged to the reservoir 44 through the port of the electromagnetic switching valve 20.

  Next, when the control device 7 switches the electromagnetic switching valve 20 to the second position where the clutch 2 is disconnected, the hydraulic oil of the electric oil pump 42 is supplied to the pressurizing chamber 30, and the pressurizing chamber 30 is increased in pressure. The piston member 52 is moved and the clutch 2 is disconnected. In this case, since the oil passage 34 connected to the spring chamber 40 is closed by the closing port of the electromagnetic switching valve, the hydraulic oil in the spring chamber 40 does not flow to the electromagnetic switching valve 20 side, and the spring chamber 40 is discharged from the discharge hole 51. And is accumulated in the reservoir 44 (see FIG. 2).

  A relief valve 25 is provided between the electric oil pump 42 and the electromagnetic switching valve 20 (see FIG. 1). When the pressure chamber 30 and the spring chamber 40 are increased in pressure, an excessive load is applied to the electric oil pump. The pressure is adjusted so as not to be applied to 42. Further, since the electric oil pump 42 is electric, hydraulic oil can be supplied regardless of the driving of the engine 4. Further, the electromagnetic switching valve 20 may be a system built in the case 3 or a system externally attached to the case 3.

  A controller (ECU) 7 is electrically connected to the electromagnetic switching valve 20 and the electric oil pump 42. The control device 7 operates the electric oil pump 42 and the electromagnetic switching valve 20 to supply an appropriate hydraulic pressure to the clutch 2 and controls the connection / disconnection state of the clutch 2.

  The control device 7 controls the rotation of the engine 4 or the electric motor 6 to drive the vehicle. Further, the control device 7 is connected to an electromagnetic solenoid (not shown) that operates a shift valve of the automatic transmission 8 and operates the automatic transmission based on the rotational speed of the engine 4, the vehicle speed, the shift position, and the like. Is controlling.

  Next, the clutch 2 will be described in detail with reference to FIGS. The clutch 2 includes an input shaft 14 that is rotatably connected to the engine 4, and the above-described clutch drum 12 that is integrally connected to the rotor 15 with a rotation shaft disposed on the same axis as the rotor 15 of the electric motor 6. And an output shaft 16 connected to the automatic transmission 8.

  The clutch 2 is a plurality of separate plates 54 as first clutch plates engaged with an engaging portion of the clutch drum 12 which is one of the input shaft 14 and the clutch drum 12, and the other shaft. And a plurality of friction plates 56 as second clutch plates engaged with the engaging portion 14 d of the input shaft 14.

  The clutch 2 includes a case 3 that surrounds the electric motor 6, the separation plate 54, the friction plate 56, etc., a cylinder portion 58 that is formed integrally with the clutch drum 12, and a cylinder portion 58 that slides in the rotational axis direction. The piston member 52 includes a pressing portion 52a that is movably fitted and presses the plurality of separate plates 54 and the friction plate 56 so as to press against each other.

  Furthermore, the clutch 2 is contracted between the surface of the piston member 52 on the automatic transmission 8 side and the cylinder portion 58, and a coil spring 62 as pressure contact means for biasing the piston member 52 toward the engine 4 side, The partition member 94 provided in the cylinder portion 58 and facing the piston member 52 and the coil spring 62 on the opposite side, and the pressurizing chamber 30 defined between the piston member 52 and the partition member 94 are provided. doing. The clutch 2 is a normally closed type in which the separation plate 54 and the friction plate 56 are normally in pressure contact with each other by the piston member 52 biased by the coil spring 62 (the state in which the clutch 2 is connected). .

  The input shaft 14 is rotationally connected to the output shaft of the engine 4 via a flywheel (not shown) and a damper for absorbing rotational vibration. As shown in FIG. 2, the input shaft 14 has a fixed portion 14a for the damper, a connecting portion 14b that is rotatably supported in a through hole 66 of the front case 3b described later of the case 3, and a large diameter that is a large diameter engaging portion. And a support portion 14c. Hereinafter, the front case 3b side on which the input shaft 14 is supported is referred to as the engine side. The outer peripheral side of the large-diameter support portion 14c is widened in the direction of the rotation axis CL, and the friction plates 56 on the plurality of rings described above are restricted in relative rotation by the engagement portions 14d on the outer peripheral surface and relatively moved in the direction of the rotation axis. Engaged as possible.

  The clutch drum 12 is rotationally connected to an output shaft 16 that transmits rotational force to the torque converter 10. The output shaft 16 is rotatably supported by a through hole 68 formed in a support wall portion 3c described later of the case 3 via a double row angular bearing 76. Hereinafter, the side of the support wall 3c on which the output shaft 16 connected to the clutch drum 12 is supported is referred to as the automatic transmission side.

  As shown in FIG. 2, the clutch drum 12 has triple cylindrical wall portions 12a, 12b and 12c having a large diameter, a medium diameter and a small diameter. Large diameter cylindrical wall portion 12a and medium diameter cylindrical wall portion 12b as supporting portions for supporting the rotor 15, and stepped portions that are continuous with the automatic transmission side end portions of the large diameter cylindrical wall portion 12a and the medium diameter cylindrical wall portion 12b. The bottom wall portions 70a and 70b form the above-described cylinder portion 58, and the cylinder portion 58 is open at the end on the engine side. The bearing support portion 72 includes a medium diameter cylindrical wall portion 12b and a small diameter cylindrical wall portion (fitting fixing portion) 12c, and a continuous wall 74 in which the engine side ends of the medium diameter cylindrical wall portion 12b and the small diameter cylindrical wall portion 12c are continuous. The bearing support 72 is open at the end on the automatic transmission side. A needle bearing 75 that receives a thrust load in the direction of the rotation axis CL is provided between the engine-side end surface of the continuous wall 74 and the automatic transmission-side end surface of the support portion 14c of the input shaft 14. The input shaft 14 and the clutch drum 12 are provided such that a load in the direction of the rotation axis CL can be applied to each other and can be relatively rotated. The plurality of annular separate plates 54 described above are engaged with the engaging portion of the inner peripheral surface of the tip end portion on the engine side of the large-diameter cylindrical wall portion 12a so that relative rotation is restricted and relative movement in the direction of the rotation axis CL is possible. Yes.

  A plurality of separate plates 54 and a plurality of friction plates 56 supported on the outer peripheral surface of a support portion 14c, which is a large-diameter engaging portion 14d of the input shaft 14, are arranged so as to be able to contact and separate alternately. When the separate plate 54 is pressed against the engine side in the direction of the rotation axis CL by the piston member 52, the separate plate 54 moves (slides) in the axial direction. As a result, the friction plate 56 and the separate plate 54 are pressed against each other (the clutch 2 is in a connected state), and the input shaft 14, the clutch drum 12 and the output shaft 16 are rotationally connected, and the output shaft of the engine 4 and the automatic transmission are automatically shifted. The input shaft of the device rotates as a unit.

  An engagement hole 78 that is splined to the output shaft 16 is formed inside the small-diameter cylindrical wall portion (fitting fixing portion) 12 c of the clutch drum 12, so that the clutch drum 12 can rotate integrally with the output shaft 16. ing. A male screw portion 12d is screwed on the outer periphery of the automatic transmission side of the small diameter cylindrical wall portion 12c of the clutch drum 12, and a nut member 80 is screwed into the male screw portion 12d.

  As shown in FIG. 3, the nut member 80 includes an engine-side end surface 80a that abuts on the side surface of the inner ring 76a of the double-row angular bearing 76, and a guide hole that is used when the nut member 80 is externally fitted to the small-diameter cylindrical wall portion 12c. 80b, a female screw portion 80c screwed to the end of the automatic transmission device of the nut member 80 in succession to the guide hole 80b, a fitting portion 80d that fits the fastening tool when fastened, and a guide hole And a fitting groove 80e which is provided around the inner peripheral surface of 80b and into which a seal ring is fitted. The continuous wall 74 located at a position facing the nut member 80 by projecting radially outward from the small-diameter cylindrical wall portion 12c constitutes a stopper portion 74a. The stopper portion 74 a holds the double row angular bearing 76 together with the nut member 80. By screwing the female threaded portion 80c of the nut member 80 into the small diameter cylindrical wall portion 12c male threaded portion 12d, the stopper portion 74a comes into contact with the side surface on the engine side of the inner ring 76a of the double row angular bearing 76, and the engine side of the nut member 80 The end surface 80a contacts the side surface of the inner ring 76a of the double row angular bearing 76 on the automatic transmission side. By fastening the nut member 80 with a fastening tool, the inner ring 76a of the double-row angular bearing 76 is integrally assembled to the clutch drum 12 (small-diameter cylindrical wall portion 12c) with a preload applied. In this case, the inner ring 76 a of the double-row angular bearing 76 is not in contact with the output shaft 16. A space between the inner periphery of the nut member 80 and the outer periphery of the output shaft 16 is liquid-tightly sealed by a seal ring provided in the fitting groove 80e of the nut member 80. A space between the outer periphery of the nut member 80 on the engine side and a support wall portion 3c described later is sealed in a liquid-tight manner by a seal member 87.

  A fitting groove is provided on the outer periphery of the output shaft 16 on the engine side, and a stopper ring 82 is fitted on the fitting groove so that the clutch drum 12 spline-fitted to the output shaft 16 does not fall off. . A fitting groove 89 facing the inner circumference of the small-diameter cylindrical wall portion 12 c is provided around the outer periphery of the output shaft 16 on the automatic transmission side, and an O-ring is fitted in the fitting groove 89. The bearing support portion 72 is fitted with a support wall portion (side wall portion) 3 c that protrudes radially inward from the outer peripheral wall portion 3 a of the case 3 and has a cylindrical wall that is bent in the engine side direction. An inner peripheral surface facing the outer peripheral surface of the small-diameter cylindrical wall portion 12c is formed at the distal end portion of the support wall portion 3c. A fitting groove is provided around the inner peripheral surface of the distal end portion of the support wall 3c, and a stopper ring 84 is fitted in the fitting groove. A step 86 that projects in the radial direction of the inner periphery is formed at a position on the automatic transmission side facing the stopper ring 84. The stopper ring 84 abuts against the engine-side side surface of the outer ring 76b of the double-row angular bearing 76, and the stepped portion 86 abuts against the side surface of the outer ring 76b of the double-row angular bearing 76 on the automatic transmission side. The outer ring 76b of the bearing 76 is clamped by the support wall 3c so that it cannot be removed. Accordingly, the double-row angular bearing 76 is arranged between the outer peripheral surface of the small-diameter cylindrical wall portion (fitting fixing portion) 12c and the inner peripheral surface of the support wall portion 3c, and the clutch drum 12 with respect to the support wall portion 3c. Smoothly rotate relative to the output shaft 16. Further, a double-row angular bearing 76 is used to support not only a radial load in a direction orthogonal to the rotation axis CL but also an axial load in the direction of the rotation axis CL that acts when the clutch 2 is brought into and out of contact.

The case 3 includes an outer peripheral wall 3a that forms the outer periphery, the aforementioned support wall (side wall) 3c formed between the electric motor 6 and the clutch 2, and the torque converter 10, and an outer peripheral wall 3a on the engine side. And the above-described front case 3b covering the opening. Further, in the case 3, the outer peripheral wall portion 3 a extends from the base end portion of the support wall portion 3 c by a predetermined amount toward the automatic transmission side, and covers a part of the torque converter 10. The extended outer peripheral wall 3a is fixed by a not-shown case and bolts covering the remaining portion of the torque converter 10 to form a housing (not shown) of the automatic transmission.
An oil passage 24 for connecting the electromagnetic switching valve 20 and the pressurizing chamber 30 and an oil passage 34 for connecting the electromagnetic switching valve 20 and the spring chamber 40 are formed inside the support wall 3c. .

  One end of the oil passage 34 is connected to the electromagnetic switching valve 20, and the other end of the oil passage 34 is connected to an annular groove 36 formed on the entire outer peripheral surface of the support wall 3c. Grooves are formed on both sides of the annular groove 36 in the direction of the rotation axis CL, and an annular ring made of resin, for example, is provided in the groove to prevent leakage of hydraulic oil from the annular groove 36. The annular groove 36 communicates with the spring chamber 40 through a through-hole 38 provided in the middle diameter cylindrical wall portion 12b of the cylinder portion.

  One end of the oil passage 24 is connected to the electromagnetic switching valve 20, and the other end of the oil passage 24 is connected to an annular groove 26 formed on the entire outer peripheral surface of the support wall 3c. Grooves are formed on both sides of the annular groove 26 in the direction of the rotation axis CL, and a resin-made annular ring is similarly provided in the groove to prevent leakage of hydraulic oil from the annular groove 26. The annular groove 26 communicates with the pressurizing chamber 30 through a through-hole 28 penetrating the medium-diameter cylindrical wall portion 12b of the cylinder portion 58.

  The front case 3b is fixed to the outer peripheral wall 3a by bolts. The aforementioned through-hole 66 is provided in the front center portion of the front case 3b so that the input shaft 14 is supported. A ball bearing 88 is interposed between the through hole 66 and the input shaft 14 to support the input shaft 14 rotatably.

  The piston member 52 is accommodated in the cylinder part 58 described above. The piston member 52 is formed in a substantially disc shape, and a support hole 90 is formed in the center. The piston member 52 is provided on the outer periphery of the piston member 52, for example, a rubber O-ring that seals between the inner peripheral surface of the large-diameter cylindrical wall portion 12a, and a medium-diameter cylindrical wall provided on the inner periphery of the piston member 52. For example, a rubber O-ring that seals between the outer peripheral surface of the part 12b is provided, and the cylinder part 58 is configured to be slidable and movable in the direction of the rotation axis CL.

  On the automatic transmission side, which is the back side of the piston member 52, the wall thickness on the bearing hole 90 side, which is the inner diameter portion, is thicker in the axial cross section, and the wall thickness gradually decreases toward the outer diameter side of the piston member 52. . The piston member 52 has a pressure receiving surface 92 that is a plane orthogonal to the rotation axis CL of the input shaft 14 on the engine side. Here, the pressure receiving surface 92 refers to a surface having an effect of urging the piston member 52 in the direction of the rotation axis CL when hydraulic pressure is applied.

  As shown in FIG. 3, the piston member 52 includes a pressing portion 52 a that protrudes toward the axial engine side at a position on the large-diameter side of the pressure receiving surface 92 (a position on the side away from the rotation axis CL). Yes. The pressing portion 52a is provided in an annular shape on the outer peripheral portion of the pressure receiving surface 92, and a separating member described in detail later on the inner peripheral surface of the pressing portion 52a so that the piston member 52 can slide in the rotation axis CL direction. The sliding surface 52b for fitting with the outer peripheral surface 94a of 94 is formed.

  As shown in FIG. 3, the partition member 94 has an outer circumferential surface 94 a, an inner circumferential surface 94 b, an input shaft side plane 94 c, and an output shaft side plane 94 d. A groove is formed on the engine side of the outer peripheral surface of the medium diameter cylindrical wall portion 12b, and a fixing ring 96 such as a C ring is fitted into the groove. This restricts the movement of the separation member 94 beyond a predetermined position in the engine side direction.

  For example, ten fitting holes 98 are provided inside the input shaft side plane 94 c of the partition member 94, and one end of the small coil spring 100 is fitted into each fitting hole 98. An attachment ring plate 102 protruding in the outer diameter direction of the fixing ring 96 is fixed to the automatic transmission side of the fixing ring 96, and the other end of the small coil spring 100 is locked to the attachment ring plate 102. These small coil springs 100 are provided between the separating member 94 and the mounting ring plate 102 in a compressed state, and urge the separating member 94 toward the automatic transmission side to cause the separating member 94 and the piston member 52 to move. It is comprised so that it may contact | abut.

  A pressurizing chamber 30 is defined between the piston member 52 and the separating member 94. Specifically, the pressurizing chamber 30 includes an output shaft side plane 94d of the partition member 94, a pressure receiving surface 92 of the piston member 52, a sliding surface 52b of the pressing portion 52a, and an outer peripheral surface of the medium diameter cylindrical wall portion 12b. It is surrounded and formed by.

  For example, a rubber O-ring 104 is disposed on the inner peripheral surface 94 b of the partition member 94 to seal the pressurizing chamber 30 in a liquid-tight manner. An outer peripheral surface 94 a of the partition member 94 is fitted to a sliding surface 52 b that is an inner peripheral surface of the pressing portion 52 a of the piston member 52 via, for example, a rubber O-ring 106. The pressure chamber 30 is liquid-tightly sealed by the O-ring 106.

  The pressurizing chamber 30 has the through-hole 28 that communicates with the electromagnetic switching valve 20, the electric oil pump 42, and the reservoir 44 as described above. The through holes 28 are provided at, for example, three locations on the circumference of the medium diameter cylindrical wall portion 12b. However, the number of the through holes 28 is not limited to three, and may be appropriately determined in consideration of the magnitude of the hydraulic pressure supplied to the pressurizing chamber 30 and the discharge capacity when the oil is discharged from the pressurizing chamber 30. A second position of the electromagnetic switching valve 20 on the side for supplying hydraulic pressure to the pressurizing chamber 30 (disengaging the clutch 2), and a first position for releasing the hydraulic pressure from the pressurizing chamber 30 (connecting the clutch 2). Is switched by operating the electromagnetic switching valve 20, and by switching to the first position, the pressurizing chamber 30 communicates with the reservoir 44 through the through-hole 28.

  As shown in FIGS. 2 and 3, the coil spring 62 is contracted between the surface on the automatic transmission side which is the back surface of the piston member 52 and the bottom wall portion 70 b of the cylinder portion 58. In this embodiment, 10 coil springs 62 are arranged at equal intervals on the same radius of the rotation axis of the piston member 52, and urge the pressing portions 52a of the piston member 52 toward the engine side. The plate 54 is pressed and pressed with a predetermined load. The urging force of these coil springs 62 is set so as to be the sum of the urging force required to press the separate plate 54 and the friction plate 56 and the urging force of the small coil spring 100 described above.

  A cylindrical hole 108 having a diameter slightly larger than the coil outer diameter of the coil spring 62 so that, for example, each of the ten coil springs 62 is disposed on the surface of the piston member 52 on which the coil spring 62 is disposed on the automatic transmission side. And each coil spring 62 is engaged with the cylindrical hole 108. A spring chamber is formed by the space formed between the cylindrical hole 108, the back surface of the piston member 52, the inner peripheral surface of the large-diameter cylindrical wall portion 12a, the outer peripheral surface of the medium-diameter cylindrical wall portion 12b, and the bottom wall portions 70a and 70b. 40 is configured. The spring chamber 40 is sealed by an O-ring provided between the piston member 52 and the large-diameter cylindrical wall portion 12a and an O-ring provided between the piston member 52 and the medium-diameter cylindrical wall portion 12b. Can be stored. In the inner diameter direction of the spring chamber 40, the above-described through hole 38 and the oil passage 34 are communicated. A discharge hole 51 is formed in the bottom wall portion 70 b constituting the spring chamber 40, and the inside and outside of the spring chamber 40 communicate with each other through the discharge hole 51. The discharge hole 51 functions as a flow restrictor and maintains a state in which hydraulic oil is stored in the spring chamber 40. When the spring chamber 40 rotates about the rotation axis CL in accordance with the rotation of the input shaft 14 or the like, the discharge hole 51 causes the hydraulic oil to remain in the spring chamber 40 while discharging the hydraulic oil out of the spring chamber 40. As a result, the centrifugal force of the hydraulic oil remaining in the spring chamber 40 against the pressure caused by the centrifugal force of the hydraulic oil remaining in the pressurizing chamber 30 located on the opposite side of the spring chamber 40 with the piston member 52 interposed therebetween. It is comprised so that the resulting pressure can be made to oppose. Here, since the pressures in the spring chamber 40 and the pressurizing chamber 30 caused by centrifugal force act in opposite directions, both pressures are canceled out. As a result, it is possible to prevent a decrease in the pressure contact force required to press the separate plate 54 and the friction plate 56 in particular due to the centrifugal force applied to the pressure chamber 30.

  In the present embodiment, ten coil springs 62 are arranged. However, the present invention is not limited to this, and an urging force capable of pressing and connecting the friction plate 56 and the separation plate 54 can be applied, and the pressing portion 52a extends the friction plate 56 and the separation plate 54 over the entire circumference of the contact portion. Any number of coil springs may be arranged as long as they can be pressed evenly.

Next, the electric motor 6 will be described with reference to FIG. The electric motor 6 includes a rotor 15 and a stator 17 and is disposed on the inner peripheral side of the outer peripheral wall portion 3a.
The rotor 15 is a member that generates rotational torque by interlinking with a rotating magnetic field generated by a stator 17 described in detail later. The rotor 15 has a holding member 15c, which will be described later, extending radially inward from the end face on the automatic transmission side. The holding member 15c is bolted to the side face of the automatic transmission side of the bottom wall portion 70a of the clutch drum 12. It is fixed. Thereby, the rotor 15 is fixed to the outer peripheral part of the large diameter cylindrical wall part 12a, and the rotor 15 and the clutch drum 12 rotate integrally. The bottom wall portion 70a and the large diameter cylindrical wall portion 12a constitute a support portion for the clutch drum 12. With such a structure, the rotor 15 is disposed on the inner peripheral side of a stator 17 described later so as to be relatively rotatable. The rotor 15 has a rotor core 15a, a magnet 15b, and a holding member 15c.

  The rotor core 15a is an annular member that constitutes a part of the magnetic path and accommodates the magnet 15b. The rotor core 15a is configured by laminating annular silicon steel plates. A plurality of through holes 15d penetrating in the axial direction (front-rear direction) are formed in the rotor core 15a in the circumferential direction.

  The magnet 15b is a rod-shaped member that generates magnetic flux. The magnet 15b is accommodated in the through hole 15d of the rotor core 15a. The magnet 15b is magnetized in the plate thickness direction so that different magnetic poles are formed alternately in the circumferential direction on the outer peripheral surface of the rotor core 15a.

  The holding member 15 c is an annular member for holding the magnet 15 b accommodated in the through hole 15 d and fixing the rotor core 15 a to the large-diameter cylindrical wall portion 12 a of the clutch drum 12.

  The stator 17 is a member that generates a rotating magnetic field when a current flows. The stator 17 has a stator core 17a, a bobbin 17b, and a coil 17c. The stator 17 has an annular shape, is fixed to the inner peripheral surface of the outer peripheral wall 3 a, and is disposed with a gap t on the outer peripheral side of the rotor 15.

  The stator core 17a constitutes a part of the magnetic path and is a member around which the coil 17c is wound. The stator core 17a includes a plurality of cores and a stator ring 17d. The core is a member configured by laminating substantially T-shaped silicon steel plates. The stator ring 17d is a substantially cylindrical member made of a magnetic material. The stator core 17a is configured by press-fitting or adhesively fixing a plurality of cores arranged in an annular shape to the stator ring 17d. The stator ring 17d is fixed to the inner peripheral surface of the outer peripheral wall 3a with a bolt or the like.

  The bobbin 17b is a member made of resin for insulating between the coil 17c and the stator core 17a. The bobbin 17b is disposed so as to cover both peripheral surfaces of the stator core 17a.

  The coil 17c is a member made of a wire material that generates a rotating magnetic field when a current flows. The coil 17c is wound around a bobbin 17b, and is composed of a U-phase coil, a V-phase coil, and a W-phase coil. The coil 17c is electrically connected to the control device 7, and the control device 7 is based on signals from sensors (vehicle speed sensor, throttle opening sensor, shift position sensor, etc.) that are not shown in the figure, which detect various states. The amount of current supplied to the coil 17c or the non-energization of the coil 17c is controlled.

  Next, an operation when the above-described vehicle driving force transmission structure is implemented in a hybrid vehicle will be described. Now, when the vehicle is stopped, the engine 4 is started when an unillustrated ignition switch is turned on and the driver steps on the accelerator pedal (at the time of low throttle opening). That is, when the accelerator pedal is depressed to start the vehicle and the throttle is opened more than a certain degree of opening, the fuel injection device is activated, the ignition plug is ignited, and the starter motor (not shown) fixed to the case 3 The output shaft is driven. Then, a ring gear (not shown) on the outer periphery of a flywheel (not shown) meshing with the output shaft of the starter motor is rotated together with the flywheel and the output shaft 16 to start the engine 4.

  At the same time, a current flows from a battery (not shown) to the electric motor 6, and the electric motor 6 functions as a drive motor. At this time, the clutch 2 is connected, whereby the driving forces of both the engine 4 and the electric motor 6 are added and transmitted to the torque converter 10 via the output shaft 16. The torque transmitted to the torque converter 10 is increased at a predetermined torque ratio by the torque converter 10 and then transmitted to the input shaft of the automatic transmission 8 to drive the vehicle.

  Here, the output shaft 16 engages with a separate plate 54 that is in pressure contact with a friction plate 56 that engages with the input shaft 14 of the engine 4, and the clutch drum 12 in which the rotor 15 of the electric motor 6 is assembled to the rotating circumferential portion. It is fitted with spline. Therefore, a rotational clearance (spline backlash) is generated between the output shaft 16 and the clutch drum 12.

  However, in the clutch drum 12 of the present embodiment, the inner ring 76a of the double row angular bearing 76 in which the outer ring 76b is fixed to the support wall 3c of the case 3 is provided with the stopper 74a provided on the clutch drum 12 and the clutch drum 12. The inner ring 76a of the double row angular bearing 76 is in a non-contact state with the output shaft 16 because it is sandwiched and fixed by the engine side end face 80a of the nut member 80 screwed into the small diameter cylindrical wall portion 12c. Yes. Therefore, even if a rotational clearance occurs between the output shaft 16 and the clutch drum 12 as in the prior art, a portion (nut) that holds the inner ring 76a of the angular bearing and the double-row angular bearing 76 by the rotational clearance. The member 80 and the stopper portion 74a) are not worn, and the preload in which the double row angular bearing 76 is fastened to the clutch drum 12 by the nut member 80 does not decrease with the course of use. Therefore, since the circumferential runout of the rotor 15 supported by the clutch drum 12 can be kept small, the gap t between the rotor 15 and the stator 17 can be made small during the design.

  When the vehicle is in a steady high-speed traveling state, the electric motor 6 is operated without load (the motor output is controlled so as to cancel the torque generated by the counter electromotive force generated in the motor), and the electric motor 6 is idled. As a result, the vehicle travels solely by the driving force of the engine 4 while the clutch 2 remains connected.

  Further, when the vehicle is decelerated, the clutch 2 is disconnected and the engine 4 is disconnected, and the electric motor 6 efficiently recovers the regenerative power in a state where the influence of deceleration due to engine braking of the engine 4 is eliminated. Yes.

  Next, the operation of the clutch 2 of the vehicle driving force transmission structure described above will be described below. When the vehicle is stopped, the clutch 2 is a normally closed type and is normally in a connected state. In this case, as shown in FIG. 3, the piston member 52 is biased by the coil spring 62 in the direction in which the separate plate 54 and the friction plate 56 are in pressure contact. Conventionally, since the separating member 94 is fixed to the cylinder portion 58, a gap is required between the piston member 52 and the separating member 94 in order for the piston member 52 to press the separating plate 54 until it abuts against the friction plate 56. Met. Since the stored hydraulic oil remains in this gap (corresponding to the pressurizing chamber 30), a piston is applied to the hydraulic oil in the pressurizing chamber 30 by centrifugal force accompanying rotation of the input shaft or the like during traveling of the vehicle. There is a possibility that the hydraulic pressure for the member 52 is generated, the piston member 52 is biased toward the automatic transmission device, and the transmission torque of the clutch 2 is reduced. However, in this embodiment, as shown in FIG. 3, a small coil spring 100 that biases the separating member 94 in the direction in which the separating member 94 approaches the piston member 52 is provided on the mounting ring plate 102 on the engine side of the separating member 94. Therefore, the separating member 94 is urged to contact the piston member 52, and the hydraulic oil in the pressurizing chamber 30 is forcibly discharged to the reservoir 44 through the oil passage 24. As a result, the hydraulic oil in the pressurizing chamber 30 is sufficiently discharged, the hydraulic pressure in the pressurizing chamber 30 is prevented from being generated due to centrifugal force, and the piston member 52 is not urged toward the automatic transmission side. Ensure the connection status of.

Next, the operation of the clutch 2 according to the traveling state of the vehicle will be described below.
When the driving force of the engine 4 is transmitted to the input shaft of the automatic transmission 8, the clutch 2 is connected. The control device 7 positions the electromagnetic switching valve 20 at the first position and causes the pressurizing chamber 30 to communicate with the reservoir 44. At that time, since the hydraulic oil flows from the electric oil pump 42 into the spring chamber 40 via the electromagnetic switching valve 20, the pressure of the spring chamber 40 is increased and the connected state of the clutch 2 is ensured. At this time, the electric oil pump 42 stops after being driven for a predetermined time.

  When the vehicle is decelerated, it is necessary to disconnect the clutch 2 and disconnect the engine 4 from the electric motor 6 in order to efficiently recover the regenerative power by the electric motor 6. Therefore, in the normal traveling state, the connection of the plurality of friction plates 56 and the separate plate 54 of the clutch 2 connected is disconnected. Therefore, the control device 7 first drives the electromagnetic switching valve 20 to switch the electromagnetic switching valve 20 connected to the pressurizing chamber 30 from the first position to the second position. Then, a hydraulic pressure of a predetermined pressure is supplied from the electric oil pump 42 into the pressurizing chamber 30 through the electromagnetic switching valve 20 and the through-hole 28. Due to the hydraulic pressure supplied to the pressurizing chamber 30, the piston member 52 moves in the direction toward the automatic transmission against the spring force of the coil spring 62. As a result, the pressing portion 52a of the piston member 52 is separated from the friction plate 56 and the separation plate 54 of the clutch 2, and the connection between the friction plate 56 and the separation plate 54 is disconnected. In this case, the pressure is adjusted by a relief valve (not shown) provided between the electric oil pump 42 and the electromagnetic switching valve 20 so that an excessive load is not applied to the electric oil pump 42.

  Next, when the engine 4 is driven and accelerated from the state where the clutch 2 is disengaged, it is necessary to connect the input shaft 14 and the output shaft 16 again with the clutch 2 in a connected state. Therefore, the electromagnetic switching valve 20 is switched to the first position where the pressurizing chamber 30 communicates with the reservoir 44. As a result, the pressure in the pressurizing chamber 30 is reduced to atmospheric pressure. The piston member 52 is pressed by the biasing force of the coil spring 62 in the input shaft direction, and much hydraulic oil in the pressurizing chamber 30 is forcibly discharged to the reservoir 44 through the through-hole 28. However, at this time, since the pressurizing chamber 30 is integrally rotated about the rotation axis of the output shaft 16, a part of the hydraulic oil in the pressurizing chamber 30 is in the pressurizing chamber 30 due to the influence of centrifugal force and the like. May remain. Further, even if hydraulic oil remains in the pressurizing chamber 30, if hydraulic oil remains in the spring chamber 40, the pressure caused by the centrifugal force generated in the pressurizing chamber 30 and the spring chamber 40 is offset. However, there is a possibility that all the hydraulic oil in the spring chamber 40 is discharged from the discharge hole 51. In this case, when hydraulic pressure is generated in the hydraulic oil remaining in the pressurizing chamber 30 due to centrifugal force, the piston member 52 is biased toward the automatic transmission device, which may reduce the transmission torque of the clutch 2.

  However, in the invention of the present embodiment, as shown in FIG. 3, the small coil spring 100 that biases the separating member 94 in the direction in which the separating member 94 approaches the piston member 52 is attached to the mounting ring plate 102 on the engine side of the separating member 94. Therefore, when the pressure in the pressurizing chamber 30 becomes smaller than the biasing force of the small coil spring 100, the separation member 94 is moved and brought into contact with the piston member 52. As a result, the hydraulic oil in the pressurizing chamber 30 is sufficiently discharged, the hydraulic pressure in the pressurizing chamber 30 is prevented from being generated due to centrifugal force, and the piston member 52 is not urged toward the automatic transmission side. The connection state of can be reliably realized.

  As apparent from the above description, the double-row angular bearing 76 interposed between the case 3 and the clutch drum 12 is provided around the outer periphery of the small-diameter cylindrical wall portion 12 c of the clutch drum 12. A stopper portion 74a with which the engine-side side surface of the inner ring 76a abuts, and is screwed onto the outer periphery of the small-diameter cylindrical wall portion 12c of the clutch drum 12 and abuts against the automatic transmission-side side surface of the inner ring 76a of the double row angular bearing 76 to rotate. The nut member 80 is screwed in the stopper portion direction along the axis CL, and is clamped and fixed to the clutch drum 12. Therefore, the double-row angular bearing 76 is fixed to the clutch drum 12 without contacting the output shaft 16. Thus, even if the clutch drum 12 and the output shaft 16 have a mutual clearance in the rotational direction caused by the spline fitting, the double row angular bearing 76 and the portions 74a, 80 that hold the angular bearing 76 are retained by the clearance. Is not worn, and the preload in which the double-row angular bearing 76 is fastened to the clutch drum 12 by the nut member 80 does not decrease over time. Therefore, since the circumferential runout of the rotor 15 supported by the clutch drum 12 can be kept small, the gap t between the rotor 15 and the stator 17 can be made small during the design. Since the gap t is made small, a magnetic flux pattern that easily generates a large torque can be constructed to improve the performance of the electric motor 6, and the outer shape of the case 3 that fixes the stator 17 can be made small. Costs can be reduced from what is possible.

  Further, the driving force from the engine 4 is transmitted to the clutch drum 12 by pressing the friction plates 56 engaged with the input shaft 14 of the engine 4 and the separate plate 54 provided on the clutch drum 12. Further, it is transmitted to the output shaft 16 that is spline-fitted with the clutch drum 12. When the clutch drum 12 and the output shaft 16 have mutual rotational clearances caused by spline fitting, the angular bearing and the portion holding the angular bearings are conventionally worn by the clearances, and the nut members are used to fix the angular bearings. While the preload tightened on the clutch drum decreases with the course of use, there is a possibility that the contact position of the separate plate with respect to the friction plate may change due to end face vibration or circumferential vibration of the clutch drum due to wear of the holding portion of the angular bearing.

  In the invention according to the present embodiment, the double row angular bearing 76 (inner ring 76a) and the portion holding the double row angular bearing 76 (stopper portion 74a, nut member 80) are worn by the rotational clearance generated by the spline fitting. Therefore, circumferential runout and end face runout of the separate plate 54 engaged with the clutch drum 12 can be prevented. Thereby, the temporal degradation of the clutch 2 can be suppressed, and the pressure contact between the separate plate 54 and the friction plate 56 can be performed smoothly.

  Further, when the vehicle is decelerating, the rotor 15 is rotated by the kinetic energy from the output shaft (drive wheel) 16 and stored in the battery (not shown) as regenerative energy, for example, between the output shaft 16 and the clutch drum 12. Since the torque in the reverse rotation direction opposite to the normal rotation direction rotating during acceleration traveling or the like also acts, it is easily affected by the clearance in the rotation direction. Even in such a case, the double row angular bearing 76 (inner ring 76a) and the portion (stopper portion 74a, nut member 80) holding the double row angular bearing 76 are not worn by the clearance. The preload obtained by tightening the bearing 76 to the clutch drum 12 does not decrease with the course of use, and the circumferential vibration and end face vibration of the separate plate 54 engaged with the clutch drum 12 can be prevented.

  Further, in the normally closed type clutch, the separation plate 54 and the friction plate 56 are always in a pressure contact state, so that the driving force from the engine 4 is transmitted to the clutch drum 12 in addition to the driving force from the electric motor 6. Therefore, a large torque is applied between the clutch drum 12 and the output shaft 16, and there is a possibility that the play in the spline fitting becomes large. Even in such a case, the double row angular bearing 76 (inner ring 76a) and the portion (stopper portion 74a, nut member 80) that holds the double row angular bearing 76 are not worn by the play, so the double row angular contact is made by the nut member 80. The preload that tightens the bearing 76 to the clutch drum 12 does not decrease with the course of use, and the occurrence of circumferential runout and end runout of the rotor 15 supported by the clutch drum 12 and the separate plate 54 engaged with the clutch drum 12 occurs. Can be prevented. Therefore, the pressure contact with the friction plate 56 can be smoothly performed while suppressing deterioration with time.

  Next, a second embodiment of the vehicle driving force transmission structure will be described with reference to FIGS. In the vehicle driving force transmission structure of the present embodiment, a hydraulic pump (internal gear oil pump) 150 that is driven by the rotational force of the output shaft 16 is provided on the side wall (support wall) 3c of the case 3. However, it differs from the first embodiment. The differences in configuration will be described below with reference to FIGS. 5, 6, and 7. FIG.

  As shown in FIG. 5, a hydraulic pump 150 is assembled with bolts around the output shaft 16 at the end of the support wall 3c of the case 3 on the automatic transmission side. The hydraulic pump 150 includes a pump wall 152 b of the rear side wall 152, an inner rotor 154, an outer rotor 156, and a casing 158. The inner rotor 154, the outer rotor 156, and the casing 158 are made of cast iron, which is an iron-based metal having excellent wear resistance.

  As shown in FIG. 6, a close contact surface 152a is formed in the vertical direction on the automatic transmission side of the pump wall 152b. The casing 158 and the rear side wall portion 152 are assembled by the casing 158 being in close contact with the contact surface 152a. Between the close contact surface 152a and the casing 158, an outer storage portion 158c which is a flat cylindrical space flattened in the horizontal direction is formed. The outer storage portion 158c is formed in a recess at the engine side end of the casing 158 with the engine side opened. The outer storage portion 158c is closed by the pump wall portion 152b. It should be noted that both the casing 158 and the pump wall portion 152b may be recessed to form the outer storage portion, and the outer storage portion may be formed on the pump wall portion 152b side.

  As shown in FIG. 6, an insertion hole 158 a is formed in communication with the center of the casing 158. The shaft portion of the output shaft 16 is inserted through the insertion hole 158a.

  As shown in FIG. 7, an outer rotor 156 is rotatably mounted in the outer storage portion 158c. The outer rotor 156 has a flat and substantially cylindrical shape, and an inner tooth 156a having a curved surface protruding toward the center is formed on the inner peripheral edge. An inner rotor 154 is rotatably disposed inside the inner teeth 156a. The inner rotor 154 has a ring shape, and outer teeth 154a are formed on the outer edge. The inner teeth 156a and the outer teeth 154a are configured by a plurality of trochoid curves. The number of teeth of the external teeth 154a is smaller than the number of teeth of the internal teeth 156a. The outer teeth 154a and the inner teeth 156a mesh with each other. Note that the rotation center of the outer rotor 156 is eccentric with respect to the rotation center of the inner rotor 154.

  A shaft hole is formed at the center of the inner rotor 154, and a serration 154b is formed at the inner periphery of the shaft hole. The serration 154b is serrated with a serration 16a formed on the automatic transmission side of the shaft portion of the output shaft 16. With such a structure, the inner rotor 154 rotates integrally with the output shaft 16.

  A suction port 152c communicating with the outer storage portion 158c is formed in the pump wall portion 152b. The casing 158 is formed with a discharge port 158b communicating with the outer storage portion 158c.

  As shown in FIG. 6, the inner peripheral surface of the insertion hole 158a of the casing 158 is in contact with the outer peripheral surface of the output shaft 16 on the automatic transmission side over the entire periphery, and the seal prevents leakage of oil to the outside. A member 160 is attached.

  When the output shaft 16 rotates, the inner rotor 154 rotates, and the outer rotor 156 engaged with the outer teeth 154a and the inner teeth 156a also rotates. Then, the space formed between the external teeth 154a and the internal teeth 156a sequentially moves from the suction port 152c to the discharge port 158b, and oil is supplied from the suction port 152c to the discharge port 158b.

  As shown in FIG. 4, the electromagnetic switching valve 20 is connected to the pressurizing chamber 30 (see FIG. 5) that moves the piston member 52 by an oil passage 24. A relief valve 25 is provided in the oil passage 24. The electromagnetic switching valve 20 is connected to a reservoir 44 (in this embodiment, the lower part in the case 3, see FIG. 5) via a reservoir passage 162. A discharge port 158 b of the hydraulic pump 150 is connected to the electromagnetic switching valve 20. The electromagnetic switching valve 20 selects either the oil passage 24 or the reservoir passage 162 and connects to the discharge port 158b. When the electromagnetic switching valve 20 connects the discharge port 158 b and the oil passage 24, the oil pumped by the hydraulic pump 150 is regulated by the relief valve 25 and then supplied to the pressurizing chamber 30. By increasing the hydraulic pressure in the pressurizing chamber 30, the piston member 52 is moved in the direction toward the automatic transmission against the biasing force of the coil spring 62, and the connection between the separate plate 54 and the friction plate 56 is disconnected. . When the electromagnetic switching valve 20 connects the discharge port 158b and the reservoir passage 162, the hydraulic pressure in the pressurizing chamber 30 is released, and the separation plate 54 and the friction plate 56 are connected. Since these points are different from the first embodiment and the other configurations are the same, the same reference numerals are given and the description is omitted.

  The operation is different in that the hydraulic pump 150 is driven by the rotation of the output shaft 16, and the other operations are the same as those in the first embodiment, and thus the description thereof is omitted.

  According to the invention of this embodiment, the output shaft 16 has a preload applied to the fastening of the double-row angular bearing 76 without causing the inner ring (76a) of the double-row angular bearing 76 that supports the rotation to wear due to the course of use. A decrease in rotation is prevented, and stable rotation can be maintained indefinitely in a state where the circumferential runout of the rotor 15 is suppressed. Since the hydraulic pump 150 is driven by the rotational force of the output shaft 16 that maintains such a stable rotation, the hydraulic oil can be stably supplied into the pressurizing chamber 30 as the output shaft 16 rotates. Furthermore, since the hydraulic oil is supplied by the hydraulic pump 150 that operates according to the rotation of the output shaft 16, the output does not decrease even when the temperature is low, for example, like an electric pump, and a stable clutch disconnection / connection operation can be performed. it can.

  In addition, it is good also as a structure which reverses the input shaft 14 and the output shaft 16 in this embodiment. The engine may be connected to the output shaft 16 in the present embodiment to form a new input shaft, and the input shaft 14 may be configured to rotate integrally with the rotor of the electric motor as the new output shaft. This also provides the same effect.

  In addition to the planetary gear transmission generally used as a transmission, the automatic transmission according to the present invention is a continuously meshed transmission or a synchronous mesh gear transmission generally used in a manual transmission. May be.

  Moreover, although the angular bearing is a double row angular bearing, it is not limited to this, and for example, a combination of two or more single row angular bearings may be used.

  Further, although the first clutch plate is a separate plate and the second clutch plate is a friction plate, the present invention is not limited to this. For example, the first clutch plate may be a friction plate and the second clutch plate may be a separate plate.

  Moreover, although the internal pump hydraulic pump is used as the hydraulic pump, the present invention is not limited to this. For example, an external gear hydraulic pump may be used.

  The present invention is not limited to the embodiment described above and shown in the drawings, and can be implemented with appropriate modifications within a range not departing from the gist.

  2 ... clutch, 3 ... case, 3a ... outer peripheral wall, 3b ... side wall (support wall), 4 ... engine, 6 ... electric motor, 12 ... rotation Support member (clutch drum), 12a ... support part (large diameter cylindrical wall part), 12c ... fitting and fixing part (small diameter cylindrical wall part), 14 ... input shaft, 15 ... rotor, 16 ... Output shaft, 20 ... Control valve (electromagnetic switching valve), 30 ... Pressure chamber, 52 ... Piston member, 52a ... Pressing part, 54 ... First clutch plate (separate) Plate) 56 ... second clutch plate (friction plate) 58 ... cylinder part 62 ... pressure contact means / elastic member (coil spring) 74a ... stopper part 76 ... angular bearing (Double-row angular bearing), 76a ... Inner ring, 80 ... Nut member, 94 ... separator member, 150 ... hydraulic pump, CL ... rotational axis.

Claims (4)

An electric motor rotor;
An output shaft rotatably disposed on the rotation axis of the rotor;
A rotation support member integrally connected to the rotor and having a support portion that supports the rotor and a fitting fixing portion that is spline-fitted to the output shaft;
An angular bearing for supporting an outer periphery of the fitting fixing portion of the rotation support member;
The rotation support member is rotatably supported on the rotation axis via the angular bearing, and the electric motor is surrounded by both side walls and an outer peripheral wall, and a stator of the electric motor is fixed to the outer peripheral wall. And the case
A vehicle driving force transmission structure comprising:
A stopper portion that is provided around the outer periphery of the fitting fixing portion of the rotation support member and that contacts one side surface of the inner ring of the angular bearing;
The angular bearing is screwed onto the outer periphery of the fitting fixing portion of the rotation support member, contacts the other side surface of the inner ring of the angular bearing, and is screwed in the stopper portion direction along the rotation axis. A nut member that fixes the rotation support member to the rotation support member;
A vehicle driving force transmission structure comprising: In claim 1,
An input shaft rotatably connected to the engine and supported on one of the side walls of the case on the rotation axis;
A plurality of first clutch plates engaged with the rotation support member so as to be movable in the direction of the rotation axis, and arranged so as to be able to come into contact with and separate from the plurality of first clutch plates, and move to the input shaft in the direction of the rotation axis A plurality of second clutch plates engaged with each other, and a clutch provided on the rotation support member and having a pressure contact means for pressing the first clutch plate and the second clutch plate;
A vehicle driving force transmission structure further comprising: 3. The clutch according to claim 2, wherein the clutch is
A cylinder portion formed integrally with the rotation support member;
A piston member slidably fitted to the cylinder portion in the rotational axis direction;
The first clutch plate is provided between the piston member and the cylinder portion, urges the piston member toward the first clutch plate and the second clutch plate, and a pressing portion provided on the piston member. And an elastic member as the pressure contact means for always bringing the second clutch plate into a pressure contact state;
A separating member provided in the cylinder portion and opposed to the piston member on the opposite side of the elastic member;
A pressurizing chamber formed between the piston member and the partition member;
A control valve for separating the first clutch plate and the second clutch plate by supplying hydraulic oil to the pressurizing chamber;
A vehicle driving force transmission structure comprising:   4. The vehicle driving force transmission structure according to claim 3, wherein a hydraulic pump that discharges hydraulic oil supplied to the pressurizing chamber by a rotational force of the output shaft is provided on a side wall portion of the case.

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