JP2014019373A - Mounting device of transaxle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a mounting device of a transaxle enabling installation of the transaxle while reducing bending moment applied to a mount fastening section and a vehicle member in the transaxle internally including an electric motor.SOLUTION: In a cover 12c of a casing 12, a mount fastening seat face 92 and a mount 90 are provided at a position overlapping with a coil end 82 of a second electric motor MG2 in the radial direction to thereby shorten a distance L between the mount fastening seat face 92 and mount 90 and a vehicle body frame 100. Accordingly, bending moment M acting on the vehicle body frame 100 and the mount fastening seat face 92 is reduced. The mount fastening seat face 92 is provided at the position overlapping with the second electric motor MG2 in the radial direction to thereby suppress an increase in the whole length (axial direction length) of a transaxle 10 which is caused by the mount fastening seat face 92 provided in the cover 12c.

Description

  The present invention relates to a transaxle mounting device, and more particularly to a transaxle mounting device including an electric motor therein.

  Vehicles having a transaxle with an electric motor inside are well known, such as hybrid vehicles. As a structure for mounting such a transaxle on a vehicle, there is a structure in which a mount 4 is attached to an upper portion of a transmission case 1 and a transaxle is connected to a vehicle body side member 16 via the mount 4 as disclosed in Patent Document 1, for example. .

JP-A-9-309344 JP 2005-282695 A

  When the transaxle is mounted on the vehicle in this way, since the mount fastening portion is provided at the upper part of the transmission case, the distance from the mount fastening portion on the transaxle side to the vehicle body side member 16 (vehicle member) is increased. The bending moment applied to the mount fastening portion and the vehicle body side member 16 is increased. In particular, a transaxle including an electric motor such as a hybrid vehicle has a greater weight than a transaxle that does not include an electric motor.

  On the other hand, when the mount fastening part on the transaxle side is provided on the side wall side of the case, the distance from the mount fastening part to the vehicle member is shortened, so that the bending moment is reduced. However, in a transaxle having an electric motor inside, the overall length (axial length) of the transaxle is longer in comparison with a transaxle not having an electric motor in relation to the provision of the electric motor inside. Therefore, the mount mounting space provided between the transaxle and the vehicle member becomes narrow, and there is a problem that it is difficult to install the transaxle.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to reduce a bending moment applied to a mount fastening portion and a vehicle member in a transaxle including an electric motor inside, while reducing the bending moment applied to the mount fastening portion and the vehicle member. It is an object of the present invention to provide a transaxle mounting device that can be installed.

  To achieve the above object, the gist of the first invention is (a) a transaxle mounting device for mounting a transaxle including an electric motor to a vehicle member via a mount, and (b) A mount fastening portion for fastening the mount is provided on a side wall of the casing of the transaxle, which overlaps with a portion of the electric motor in the radial direction.

  In this case, since the mount fastening portion is provided on the side wall of the casing of the transaxle and overlapping the portion of the electric motor in the radial direction, the mount fastening portion is an upper portion of the casing of the transaxle. The distance between the mount fastening portion and the vehicle body side member (vehicle member) on which the transaxle is mounted is shorter than that provided in the case. Accordingly, the bending moment acting on the mount fastening portion and the vehicle body side member is reduced. In addition, since the mount fastening portion is provided on the side wall of the casing and overlaps with the electric motor part in the radial direction, the total length of the transaxle (the length in the axial direction) by providing the mount fastening portion on the side wall. The increase in the height is also suppressed, and the mount mounting space is suitably secured.

  Preferably, the gist of the second invention is the transaxle mounting device according to the first invention, wherein: (a) the transaxle is arranged in parallel with different rotational axes; (B) as viewed from the side wall side of the casing, at a position straddling the perpendicular of the line segment passing through the midpoint of the line segment that connects the centers of the rotation axes of the plurality of electric motors, A mount fastening portion is provided. Since the plurality of electric motors are arranged on different rotational axes, the projected area of the side wall of the casing is increased. Therefore, when the forward rotation and reverse rotation of each electric motor are switched according to the traveling state of the vehicle, many out-of-plane resonance modes are generated in which the forcing forces using the plurality of electric motors as vibration sources are generated. Because of the large projected area, vibration tends to increase. On the other hand, when viewed from the side wall side of the casing, the mount fastening portion is provided at a position straddling the perpendicular of the line passing through the midpoint of the line connecting the centers of the rotation axes of the plurality of electric motors. Thus, it is possible to suppress the shaking by increasing the rigidity of the portion that is easily deformed when the out-of-plane resonance mode of the side wall is generated. As described above, since the side wall fluctuation at the time of occurrence of the out-of-plane resonance mode is suppressed, the NV characteristics are improved.

  Preferably, in the first invention, the portion of the electric motor corresponds to a coil end protruding in the axial direction from the stator of the electric motor.

  Preferably, the casing includes a cylindrical case that is open on both sides in the axial direction, and a cover that closes one of the openings of the case, and the cover is bolted so as to close the opening of the case. It functions as a side wall of the casing.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram for explaining a structure of a hybrid vehicle drive device to which the present invention is preferably applied. It is sectional drawing for demonstrating the structure of the transaxle of FIG. FIG. 3 is a view of the transaxle of FIG. 2 as viewed from the arrow A side. It is the figure which looked at the transaxle of FIG. 2 from right above (vertically upward). FIG. 3 is a view of the transaxle of FIG. 2 as viewed from the arrow B side. FIG. 6 is an enlarged view of the mount of FIGS. 3 to 5, and particularly corresponds to FIG. 3. FIG. 6 is an enlarged view of the mount of FIGS. 3 to 5, and particularly corresponds to FIG. 4. FIG. 6 is an enlarged view of the mount of FIGS. 3 to 5, and particularly corresponds to FIG. 5. It is a figure which shows the state by which the transaxle was mounted in the vehicle body frame of a vehicle.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram for explaining the structure of a hybrid vehicle drive device 6 (hereinafter referred to as drive device 6) to which the present invention is preferably applied. The drive device 6 functions as a driving power source (power source) for traveling and is a known gasoline engine, diesel engine, or the like, and a transaxle 10 that is a power transmission device that transmits the power of the engine 8 to the drive wheels 9. Including. The transaxle 10 is configured to include four rotation axes (C1 to C4) parallel to each other in a casing 12 that is a casing of the transaxle 10. The first axis C1 coincides with the rotational axis of the engine 8, and the input shaft 14, the power distribution mechanism 28, and the first rotor shaft 16 of the first electric motor MG1 are rotatable on the first axis C1. It is supported by. A counter shaft 18 is rotatably disposed on the second axis C2. A power transmission shaft 20 and a second rotor shaft 22 of the second electric motor MG2 are rotatably supported on the third axis C3. A differential gear 24, which is a differential gear device, is rotatably supported on the fourth axis C4. As described above, the transaxle 10 includes the first electric motor MG1 and the second electric motor MG2 inside, and the first electric motor MG1 and the second electric motor MG2 are arranged in parallel to different rotational axes, so that the electric motors of each other Compared with the case where the first electric motor MG1 and the second electric motor MG2 are arranged in series on the same rotation axis, the length of the transaxle 10 in the axial direction can be shortened. The first electric motor MG1 and the second electric motor MG2 correspond to the electric motor of the present invention.

  FIG. 2 is a cross-sectional view for explaining the structure of the transaxle 10 of FIG. 1 in detail. The casing 12 that protects the interior of the transaxle 10 includes a housing 12a, a cylindrical case 12b, and three case members including a cover 12c that functions as a side wall by closing an opening on one end side in the axial direction of the cylindrical case 12b. It is a configured non-rotating member, and is configured as one casing 12 by fastening the end face (mating surface) in the axial direction of each case member with a bolt. In addition, the case 12b which is a part of the casing 12 is formed with a partition wall 13 which extends from the cylindrical outer wall toward the inside of the casing 12 and is substantially perpendicular to each rotation axis. By forming the partition wall 13, a motor chamber 19 that houses the first electric motor MG <b> 1 and the second electric motor MG <b> 2 is formed in the casing 12. A gear chamber 21 that houses the power split mechanism 28, the counter shaft 18, the power transmission shaft 20, the differential gear 24, and the like is formed in the casing 12 on the opposite side of the motor chamber 19 across the partition wall 13. Thus, the partition wall 13 functions as a wall that partitions the motor chamber 19 and the gear chamber 21.

  The input shaft 14 is supported by a housing 12a constituting the casing 12 via a needle roller bearing or a thrust bearing so as to be rotatable around an axis C1. A power distribution mechanism 28 including a damper device 26 and a planetary gear device is disposed on the outer peripheral side of the input shaft 14.

  The damper device 26 has a function of absorbing torque fluctuation transmitted from the engine 8, and is interposed between the engine 8 and the input shaft 14 so that power can be transmitted. The outer peripheral portion of the damper device 26 is fastened by a bolt 36 to a disc-like flywheel 34 connected to the crankshaft 32 of the engine 8, and the inner peripheral portion of the damper device 26 is splined to one end in the axial direction of the input shaft 14. It is mated.

  The power distribution mechanism 28 includes a rotatable sun gear S around the first axis C1, a ring gear R arranged on the outer peripheral side, and a carrier CA that supports the sun gear S and the pinion gear meshing with the ring gear R so as to be able to rotate and revolve. Consists mainly of. The sun gear S is connected to the first rotor shaft 16 of the first electric motor MG1 by spline fitting so as not to be relatively rotatable, and the carrier CA is connected to a flange portion 14a extending in the radial direction from the input shaft 14 so as not to be relatively rotatable. The ring gear R is integrally formed on the inner peripheral portion of the compound gear shaft 40 on which a counter drive gear 38 described later is formed. Accordingly, the rotation of the ring gear R is transmitted to the counter drive gear 38.

  The compound gear shaft 40 is rotatably supported around the first axis C1 by the casing 12 via a first bearing 42 and a second bearing 46 disposed at both ends in the axial direction. The first rotor shaft 16 is supported by the casing 12 through the third bearing 48 and the fourth bearing 50 so as to be rotatable around the first axis C1.

  A first electric motor MG1 is arranged on the outer peripheral side of the first rotor shaft 16. The first electric motor MG1 mainly includes a stator 52, a rotor 54, and a coil end 56 that protrudes axially from the stator 52. The first electric motor MG1 is a so-called motor generator having a motor function and a power generation function. The stator 52 of the first electric motor MG1 is non-rotatably fixed to the casing 12 (case 12b) by bolts. An inner peripheral portion of the rotor 54 is fixed to the first rotor shaft 16 so as not to be relatively rotatable. Accordingly, the rotation of the first electric motor MG1 is transmitted to the first rotor shaft 16. In addition, a resolver 58 is provided for detecting the rotational speed of the first rotor shaft 16, that is, the rotational speed of the first electric motor MG1.

  The counter shaft 18 disposed on the second shaft center C2 can rotate around the second shaft center C2 to the casing 12 via the fifth bearing 60 and the sixth bearing 62 disposed at both ends in the axial direction. It is supported.

  A counter driven gear 64 that meshes with a counter drive gear 38 formed on the composite gear shaft 40 and a reduction gear 72 described later is formed on the engine 8 side (right side in FIG. 2) in the axial direction of the counter shaft 18. Yes. A differential drive gear 66 that meshes with the differential ring gear 65 of the differential gear 24 is formed on the cover 12c side (left side in FIG. 2) in the axial direction of the counter shaft 18.

  The power transmission shaft 20 disposed on the third axis C3 is connected to the second electric motor MG2, and rotates around the third axis C3 to the casing 12 via the seventh bearing 68 and the eighth bearing 70. Supported as possible.

  The power transmission shaft 20 is formed with a reduction gear 72 that meshes with the counter driven gear 64. Further, the end of the cover 12c side (left side in FIG. 2) in the axial direction of the power transmission shaft 20 is spline-fitted to the second rotor shaft 22 so as not to be relatively rotatable. The second rotor shaft 22 is supported by the casing 12 via a ninth bearing 74 and a tenth bearing 76 so as to be rotatable about the third axis C3.

  A second electric motor MG2 that functions as a power source is disposed on the outer peripheral side of the second rotor shaft 22. The second electric motor MG2 mainly includes a stator 78, a rotor 80, and a coil end 82 protruding in the axial direction from the stator 78. Similar to the first electric motor MG1, the second electric motor MG2 is a so-called motor generator having a motor function and a power generation function. The stator 78 of the second electric motor MG2 is fixed to the case 12b (casing 12) in a non-rotatable manner by bolts. An inner peripheral portion of the rotor 80 is fixed to the second rotor shaft 22 so as not to be relatively rotatable. Accordingly, the rotation of the second electric motor MG2 is transmitted to the second rotor shaft 22. Further, since the second rotor shaft 22 is spline-fitted to the power transmission shaft 20, the rotation of the second rotor shaft 22, that is, the second electric motor MG 2 is transmitted to the reduction gear 72. In addition, a resolver 84 is provided for detecting the rotational speed of the second rotor shaft 22, that is, the rotational speed of the second electric motor MG2.

  The differential gear 24 functioning as a differential device (final reduction gear) disposed on the fourth axis C4 is capable of rotating around the fourth axis C4 to the casing 12 via the eleventh bearing 86 and the twelfth bearing 88. It is supported. Since the specific structure and operation of the differential gear 24 are known, the description thereof is omitted. Note that the differential gear 24 that meshes with the differential drive gear 66 is described as a separate figure because the first axis C1 to the fourth axis C4 are not actually arranged on one plane. is there.

  3 to 5 schematically show the outer appearance of the transaxle 10. 3 shows a view of the transaxle 10 shown in FIG. 2 as viewed from the arrow A side, and FIG. 4 shows a view of the transaxle 10 shown in FIG. 2 as seen from the upper side (vertically upward side). 5 corresponds to a view of the transaxle 10 shown in FIG. 2 as viewed from the arrow B side. As shown in FIG. 3, the rotation axes C1 to C4 (C2 is not shown) are not arranged on a straight line. As shown in FIGS. 3 to 5, a casing 12 that is a protective member of the transaxle 10 includes a housing 12 a adjacent to the engine 8, a cylindrical shape having a predetermined width dimension and having both ends opened in the width direction. The case 12b and the cover 12c disposed so as to close one of the openings of the case 12b are constituted by three case members, and end faces (mating surfaces) of the case members are connected to each other by bolts. Functions as one casing 12. The cover 12c corresponds to the side wall of the present invention.

  As shown in FIGS. 3 to 5, a mount 90 for mounting the transaxle 10 on a vehicle body frame 100 (vehicle member) to be described later is attached to the cover 12 c of the casing 12. Although not shown, a pair of other mounts are attached to the transaxle 10 on, for example, the vehicle front side of the housing 12a and the vehicle rear side of the housing 12a.

  As shown in FIG. 3, a rectangular mount fastening seat surface 92 formed substantially parallel to the ground is formed on the cover 12 c, and the mount 90 is placed on the mount fastening seat surface 92. The bolt 94 is fastened and fixed. The mount fastening seat surface 92 corresponds to a mount fastening portion for fastening the mount of the present invention.

  6 to 8 are enlarged views of the mount 90 shown in FIGS. 3 to 5. 6 corresponds to an enlarged view of the mount 90 in FIG. 3, FIG. 7 corresponds to an enlarged view of the mount 90 in FIG. 4, and FIG. 8 corresponds to an enlarged view of the mount 90 in FIG. As shown in FIGS. 6 to 8, the mount 90 includes a main body portion 90a fixed to the cover 12c and a connecting portion 90b in which an interference member such as rubber is interposed.

  The main body 90a is formed in a rectangular parallelepiped shape, and has a through hole 96 through which the bolt 94 passes, as indicated by a broken line in FIG. 8 (not shown in FIG. 6). Although one through hole 96 is shown in FIG. 8, the number of through holes 96 corresponding to the number of bolts 94 (three in this embodiment) is actually formed. When the bolt 94 passes through the through-hole 96, the bolt 94 protrudes from the contact surface 98 of the main body 90a that contacts the mount fastening seat surface 92 formed on the cover 12c. The male thread portion 94a of the bolt 94 further protruding from the contact surface 98 is bolted to a screw hole (not shown) formed in the mount fastening seat surface 92 of the cover 12c. Accordingly, the main body 90a of the mount 90 is fixed to the mount fastening seating surface 92 of the cover 12c by the bolt 94. Further, the connecting portion 90b is configured to include an interference member such as rubber inside, and vibration generated in the transaxle 10 is absorbed or attenuated by the interference member.

  FIG. 9 shows a state where the transaxle 10 is mounted on the vehicle body frame 100 of the vehicle. As shown in FIG. 9, the transaxle 10 is connected to and held by the vehicle body frame 100 via a mount 90 attached to the cover 12 c of the casing 12. A connecting member 102 is fixed to the body frame 100 by a plurality of bolts 104, and the connecting member 102 is connected and fixed to a connecting portion 90 b of the mount 90. The transaxle 10 is connected to the vehicle body frame 100 through other plural mounts, but is omitted in this embodiment. The transaxle mounting device according to the present invention includes a mount fastening seat surface 92 formed on the cover 12c, a mount 90 mounted on the mount fastening seat surface 92, and a connection attached to the vehicle body frame 100. It includes the member 102 and the like. The body frame 100 corresponds to the vehicle member of the present invention.

  Returning to FIG. 3, the two circles indicated by the broken lines on the cover 12c indicate the outer diameter line of the coil end 56 of the first electric motor MG1 and the outer diameter line of the coil end 82 of the second electric motor MG2. As shown in FIG. 3, the mount fastening seating surface 92 is provided at a position that avoids the outer diameter lines of the coil ends 56 and 82. That is, the mount fastening seating surface 92 is provided at a position where it does not interfere with the coil end 56 of the first electric motor MG1 and the coil end 82 of the second electric motor MG2.

  Further, a quadrangle Q indicated by a thick alternate long and short dash line in FIG. 2 indicates a position where the mount fastening seating surface 92, that is, the mount 90 is mounted. As shown in FIG. 2, the mount fastening seat surface 92 and the mount 90 are provided at positions that partially overlap with the coil end 82 of the second electric motor MG <b> 2 in the radial direction. That is, the axial positions of the mount fastening seat surface 92 and the mount 90 and the coil end 82 of the second electric motor MG2 are partially equalized. The coil end 82 of the second electric motor MG2 corresponds to the portion of the electric motor of the present invention.

  In this way, the mount fastening seating surface 92 and the mount 90 do not interfere with the coil end 56 of the first electric motor MG1 and the coil end 82 of the second electric motor MG2, and in the radial direction with the coil end 82 of the second electric motor MG2. It is provided in the overlapping position. Therefore, the transaxle 10 by providing the mount 90 by providing the mount fastening seat surface 92 and the mount 90 in the external space of the cover 12c formed at a position overlapping with the coil end 82 of the second electric motor MG2 in the radial direction. The increase in the axial direction is suppressed. Thereby, the mount mounting space is also secured.

  When the mount fastening seating surface 92 and the mount 90 are provided on the cover 12c, the distance L between the vehicle frame 100 and the mount fastening portion of the cover 12c is short in a state where the transaxle 10 shown in FIG. 9 is mounted on the vehicle. Therefore, the bending moment M applied to the vehicle frame 100 and the mount fastening seating surface 92 is reduced. Accordingly, it is easy to secure the strength and rigidity in consideration of the bending moment M, and it is possible to reduce the weight of the transaxle 10 by reducing the number of reinforcing ribs formed on the cover 12c. Conventionally, since the mount 90 is provided on the upper portion (case 12b) of the casing 12, the distance between the vehicle frame 100 and the mount fastening portion is, for example, about the distance L ′ shown in FIG. Therefore, the bending moment M is also increased.

  Moreover, since the transaxle 10 has the first electric motor MG1 and the second electric motor MG2 disposed on different rotational axes, the projected area of the cover 12c is increased. Therefore, the influence of the out-of-plane resonance mode in which the first electric motor MG1 and the second electric motor MG2 interlock and rock the cover 12c tends to increase. Therefore, in the view seen from the cover 12c side of the casing 12 shown in FIG. 3, that passing through the midpoint P of the line segment X1 connecting the rotation axis C1 of the first electric motor MG1 and the rotation axis C3 of the second electric motor MG2. A mount fastening seat surface 92 and a mount 90 are provided at a position straddling the perpendicular line X2 of the line segment X1. By providing the mount fastening seat surface 92 and the mount 90 at such a position, the out-of-plane resonance mode in which the first electric motor MG1 and the second electric motor MG2 rock the cover 12c in conjunction with each other is effectively suppressed. That is, when the mount 90 is attached at the above position, the rigidity and weight of the portion of the cover 12c that easily vibrates (the portion that overlaps the perpendicular line X2 of the cover 12c) increases using the weight and rigidity of the mount 90. The vibration due to the out-of-plane resonance mode is suppressed. As a result, the swing of the cover 12c due to the out-of-plane resonance mode is suppressed, and the NV characteristics are also improved.

  Further, in the view of the casing 12 shown in FIG. 3 as viewed from the cover 12c side, it passes through the midpoint of the line segment X1 connecting the rotation axis C1 of the first electric motor MG1 and the rotation axis C3 of the second electric motor MG2, and A mount fastening seat surface 92 and a mount 90 are provided at a position straddling a line X3 indicated by a one-dot chain line perpendicular to X4. Even when the mount fastening seat surface 92 and the mount 90 are provided at such positions, the out-of-plane resonance mode in which the first electric motor MG1 and the second electric motor MG2 rock the cover 12c in conjunction with each other is effectively suppressed.

  As described above, according to the present embodiment, the mount fastening seating surface 92 is provided at the position that is the cover 12c of the casing 12 of the transaxle 10 and overlaps with a part of the coil end 82 of the second electric motor MG2 in the radial direction. Since the mount 90 and the mount 90 are provided, the distance L between the mount fastening seat surface 92 and the mount 90 and the vehicle body frame 100 is larger than when the mount fastening seat surface 92 and the mount 90 are provided in the case 12b of the casing 12. Becomes shorter. Therefore, the bending moment M acting on the vehicle body frame 100 and the mount fastening seating surface 92 is reduced. Further, since the mount fastening seat surface 92 is provided at a position that partially overlaps with the coil end 82 of the second electric motor MG2 in the radial direction, which is the cover 12c of the casing 12, the mount fastening seat surface 92 is covered with the cover 12c. The increase in the total length (axial length) of the transaxle 10 due to the mounting is suppressed, and a mount mounting space is suitably secured.

  In addition, according to the present embodiment, the first motor MG1 and the second motor MG2 are arranged on different rotation axes C1 and C3, so that the projected area of the cover 12c of the casing 12 is increased. Therefore, when the forward and reverse rotations of the electric motors MG1 and MG2 are switched according to the traveling state of the vehicle, many out-of-plane resonance modes in which the forcing forces using the electric motors MG1 and MG2 as the vibration source are generated. Moreover, since the projected area of the cover 12c is large, vibration is likely to increase. On the other hand, when viewed from the cover 12c side of the casing 12, at a position straddling the perpendicular line X2 of the line segment passing through the midpoint P of the line segment X1 connecting the centers of the rotation axes C1 and C3 of the electric motors MG1 and MG2. By providing the mount fastening seat surface 92 and the mount 90, it is possible to increase the rigidity of the portion of the cover 12c that is easily deformed when the out-of-plane resonance mode is generated, thereby suppressing the shaking. As described above, since the swing of the cover 12c when the out-of-plane resonance mode is generated is suppressed, the NV characteristics are improved.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, the transaxle 10 of the above-described embodiment has two electric motors inside, but the number of electric motors may be one or three or more. For example, the first motor MG1 and the third motor may be arranged on the first axis C1, and the second motor MG2 may be arranged on the third axis.

  Further, the casing 12 of the above-described embodiment is configured by the housing 12a, the case 12b, and the cover 12c. However, the casing 12 is not necessarily configured by the three case members, and may be appropriately changed.

  Further, the cover 12c functioning as a side wall in the above-described embodiment is integrally fixed to the case 12b with a bolt, but these may be integrally formed.

  The transaxle according to the above-described embodiment includes the power distribution mechanism 28, the first electric motor MG1, and the second electric motor MG2. For example, the transaxle includes an electric motor and a stepped transmission or a continuously variable transmission. In the range provided with the electric motor, it may be appropriately changed.

  Further, in the transaxle 10 of the above-described embodiment, the first electric motor MG1 and the second electric motor MG2 are arranged on different rotational axes, but may be arranged on a coaxial axis.

  In the above-described embodiment, the coil end 82 of the second electric motor MG2 overlaps the mount fastening seating surface 92 and the mount 90 in the radial direction, but the coil end 56 of the first electric motor MG1 or the coils of both electric motors. It may be configured to overlap with the ends 56 and 82 in the radial direction.

  In the above-described embodiment, the mount fastening seat surface 92 is formed substantially parallel to the ground. However, the present invention is not limited to this and may have a slope.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Transaxle 12: Casing 12c: Cover (side wall)
56: Coil end 82: Coil end (motor part)
90: Mount (Transaxle mounting device)
92: Mount fastening seat (mount fastening part)
100: Body frame (vehicle member)
MG1: First motor (motor)
MG2: Second electric motor (electric motor)
X1: Line segment X2: Vertical line P: Midpoint

Claims (2)

A transaxle mounting device for mounting a transaxle including an electric motor to a vehicle member via a mount,
A transaxle mounting device, wherein a mount fastening portion for fastening the mount is provided on a side wall of a casing of the transaxle and overlapping with a portion of the electric motor in a radial direction. The transaxle includes a plurality of electric motors arranged in parallel to different rotation axes,
The mount fastening portion is provided at a position straddling the perpendicular of the line passing through the midpoint of the line connecting the centers of the rotation axes of the plurality of electric motors when viewed from the side wall of the casing. The transaxle mounting device according to claim 1, characterized in that:

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