JP2016168974A - Driving device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving device for a hybrid vehicle that is excellent in mountability on a vehicle.SOLUTION: A driving device 100 for a hybrid vehicle comprises: an engine 1 comprising an engine shaft 1a; a differential 17; an automatic transmission 3 that comprises an input shaft 3a to which engine torque Te is inputted and an output gear 3b rotatably connected to the differential 17; a motor generator 2 that outputs motor torque Tm and generates power; and a switch mechanism 50 that is rotatably connected to the motor generator 2 and switches a motor shaft 21 between a first connection state where the motor shaft 21 is rotatably connected to an engine shaft 1a and a second connection state where the motor shaft 21 is connected to the differential 17. With respect to a direction in which a shaft center of the input shaft 3a and a rotation center of the differential 17 are joined or a first direction, the shaft center of the motor shaft 21 is positioned between the shaft center of the input shaft 3a and the rotation center of the differential 17.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a hybrid vehicle drive device in which drive wheels are driven by an engine and a motor generator.

  Conventionally, as disclosed in Patent Document 1, there is a drive device for a hybrid vehicle in which driving wheels of a vehicle are driven by an engine torque output by an engine and a motor torque output by a motor generator. The drive device disclosed in Patent Document 1 includes an engine, a motor generator, an automated manual transmission (hereinafter abbreviated as AMT), and a connection device. The motor generator is provided coaxially with the engine shaft and the input shaft between the engine shaft of the engine and the input shaft of the AMT. The motor generator is selectively connected to the engine shaft or the input shaft by the connecting device.

  In the drive device configured as described above, after connecting the motor generator to the engine shaft by the connecting device, the motor generator can be driven to start the engine.

JP 2010-173381 A

In the drive device shown in Patent Document 1, when starting the engine, the motor generator is directly connected to the engine shaft without passing through the reduction gear. Therefore, it is necessary to use a motor generator having a large output, and the size of the motor generator is small. growing. As a result, the size of the driving device increases.
Further, since the engine shaft, the motor generator, and the input shaft are arranged in series, the size of the driving device in the axial direction is increased. For this reason, the mounting property to the vehicle of a drive device deteriorates.

  The present invention has been made in order to solve the above-described problems, and provides a hybrid vehicle drive device that is easily mounted on a vehicle.

  In order to solve the above-described problems, an invention of a hybrid vehicle drive device according to claim 1 includes an engine torque input member to which engine torque is input, a differential in which drive wheels of a vehicle are rotationally connected, and the engine torque is A transmission comprising an input shaft that is input and an output member that is rotationally coupled to the differential, and a transmission that variably changes a reduction ratio obtained by dividing the rotational speed of the input shaft by the rotational speed of the output member, and the transmission A motor generator that outputs motor torque and generates power; a motor shaft that is rotationally connected to the motor generator and provided in parallel with the input shaft; and the motor shaft rotates to the engine torque input member Switching between a connected first connected state and a second connected state in which the motor shaft is connected to the differential. A first axis that is a direction connecting the axis of the input shaft and the center of rotation of the differential, and the axis of the motor shaft is the center of rotation of the input shaft and the center of the differential. Is located between.

  A member such as a gear of the transmission is provided coaxially with the input shaft. Further, the outer diameter of the differential is increased in order to obtain a large reduction ratio between the differential and the gear meshing with the differential. For this reason, a space exists between the member provided coaxially with the input shaft and the differential. Therefore, as described above, with respect to the first direction, which is the direction connecting the axis of the input shaft and the center of rotation of the differential, the motor shaft is positioned between the axis of the input shaft and the center of rotation of the differential. I am letting. Thus, a member such as a motor generator provided coaxially with the motor shaft can be disposed in a space existing between the member provided coaxially with the input shaft and the differential. For this reason, the drive device for hybrid vehicles can be reduced in size, and the mounting property of the drive device for hybrid vehicles on a vehicle becomes favorable.

  The motor generator is provided in parallel with the transmission, and the motor shaft is provided in parallel with the input shaft. For this reason, the size in the axial direction of the hybrid vehicle drive device can be reduced as compared with the configuration in which the motor generator is provided between the engine shaft of the engine and the input shaft of the transmission. The mounting property of the vehicle drive device on the vehicle is improved.

It is explanatory drawing of the drive device for hybrid vehicles of 1st embodiment. FIG. 2 is an arrangement diagram of each axis constituting the hybrid vehicle drive device of the first embodiment shown in FIG. 1. It is an operation | movement table | surface which shows the operation state of each element which comprises the drive device for hybrid vehicles in each mode of the drive device for hybrid vehicles. It is a figure corresponding to FIG. 1 which showed the transmission path of the motor torque in the state which the hybrid vehicle drive device of 1st embodiment is in mode 1 (engine start). It is a figure corresponding to FIG. 1 which showed the transmission path | route of the rotational torque in the state which the drive apparatus for hybrid vehicles of 1st embodiment is in mode 2 (regenerative braking). It is a figure corresponding to FIG. 1 which showed the transmission path | route of the motor torque and engine torque in the state in which the drive device for hybrid vehicles of 1st embodiment is mode 3 (drive wheel is driven with a motor torque). It is a figure corresponding to FIG. 1 which showed the transmission path | route of the engine torque in the state in which the drive device for hybrid vehicles of 1st embodiment is the mode 4 (power generation at a time of a stop). It is a figure corresponding to FIG. 1 which showed the transmission path | route of the engine torque in the state in which the drive device for hybrid vehicles of 1st embodiment is the mode 5 (travel power generation). It is a figure corresponding to FIG. 1 which showed the transmission path | route of the engine torque in the state in which the drive device for hybrid vehicles of 1st embodiment is the mode 6 (a driving wheel is driven only with engine torque). The figure corresponding to FIG. 1 which showed the transmission path | route of the motor torque and engine torque in the state which the hybrid vehicle drive device of 1st embodiment is the mode 7 (drive wheel is driven from the output-shaft side with a motor torque). is there. It is a figure corresponding to FIG. 1 which showed the transmission path | route of the rotational torque in the state in which the hybrid vehicle drive device of 1st embodiment is in mode 8 (regenerative braking). It is a layout view of each axis constituting a hybrid vehicle drive device of another embodiment. It is a layout view of each axis constituting a hybrid vehicle drive device of another embodiment. It is explanatory drawing of the drive device for hybrid vehicles of 2nd embodiment. FIG. 15 is an arrangement diagram of respective axes constituting the hybrid vehicle drive device of the second embodiment shown in FIG. 14. FIG. 15 is a diagram corresponding to FIG. 14 illustrating a transmission path of motor torque in a state where the hybrid vehicle drive device of the second embodiment is in mode 1 (engine start).

(Configuration of drive device for hybrid vehicle)
A hybrid vehicle 1000 (hereinafter simply abbreviated as a vehicle 1000) on which the hybrid vehicle drive device 100 of the first embodiment (hereinafter simply abbreviated as a drive device 100) is mounted will be described with reference to FIGS. In FIG. 1, the left-right direction of the paper surface is the axial direction of the driving device 100 and each element constituting the driving device 100. As shown in FIG. 1, the vehicle 1000 includes a drive device 100, a differential 17, drive shafts 18R and 18L, and drive wheels 19R and 19L. In the present embodiment, the drive wheels 19R and 19L are front wheels of the vehicle 1000, and the vehicle 1000 is a front wheel drive vehicle.

  The drive device 100 includes an engine 1, a motor generator 2, an automatic transmission 3, a torque converter 4, an inverter 5, a battery 6, a lockup control valve 7, a control unit 10, a motor shaft 21, an output shaft 22, and a first one-way clutch 31. , Second one-way clutch 32, planetary gear mechanism 40, switching mechanism 50, first sprocket 61, second sprocket 62, chain 63, first connection member 65, second connection member 66, first gear 71, second gear 72. , A third gear 73, a first member 75, a second member 76, an oil pump 80, and a housing 90.

  Motor generator 2, automatic transmission 3, motor shaft 21, output shaft 22, first one-way clutch 31, second one-way clutch 32, planetary gear mechanism 40, switching mechanism 50 (except for switching actuator 56 described later), first sprocket 61, second sprocket 62, chain 63, first connection member 65, second connection member 66, first gear 71, second gear 72, third gear 73, first member 75, second member 76, and oil pump 80 is housed in the same housing 90.

  The engine 1 includes an engine shaft 1a. The engine 1 is a gasoline engine, a diesel engine, or the like that uses a hydrocarbon fuel such as gasoline or light oil and outputs an engine torque Te to the engine shaft 1a.

  The automatic transmission 3 has an input shaft 3a, an output gear 3b, a plurality of planetary gear mechanisms (not shown), a plurality or single AT clutch (not shown), and a plurality or single AT brake (not shown). ing. The input shaft 3a is provided coaxially with the engine shaft 1a. The engine torque Te output from the engine 1 is input to the input shaft 3a via the engine shaft 1a and the torque converter 4. The plurality of planetary gear mechanisms are rotationally connected to the input shaft 3a and the output gear 3b. The AT clutch connects elements (sun gear, carrier, ring gear) of a plurality of planetary gear mechanisms so that they can be engaged and disengaged. The AT brake connects a plurality of planetary gear mechanism elements to the housing 90 in a detachable manner. In the present embodiment, the output gear 3b is provided coaxially with the input shaft 3a.

  Each of the frictional engagement elements including the multiple or single AT clutch and the multiple or single AT brake is selectively switched to the engaged state or the released state, so that the power transmission paths of the plurality of planetary gear mechanisms are changed. Can be switched. By switching the power transmission paths of the plurality of planetary gear mechanisms, a plurality of shift stages having different reduction ratios obtained by dividing the rotational speed of the input shaft 3a by the rotational speed of the output gear 3b are formed in the automatic transmission 3. Thus, the automatic transmission 3 changes the said reduction ratio variably. Oil pressure is supplied to each friction engagement element by an oil pump 80 described later. By switching whether or not the hydraulic pressure supplied by the oil pump 80 is supplied to each friction engagement element between each friction engagement element and the oil pump 80, each friction engagement element is engaged or A solenoid valve (electromagnetic valve) (not shown) that selectively switches to the released state is provided. This solenoid valve is controlled by the control unit 10. Since the configuration of the automatic transmission 3 is a well-known technique as disclosed in JP 2014-194237 A, JP 2014-101926 A, and the like, further description thereof is omitted.

  The torque converter 4 is provided between the engine shaft 1 a of the engine 1 and the input shaft 3 a of the automatic transmission 3. The torque converter 4 transmits the engine torque Te from the engine 1 to the input shaft 3a. The torque converter 4 includes a cover 4a, a pump impeller 4b, a turbine runner 4c, and a lockup clutch 4d.

  The cover 4 a is connected to the engine shaft 1 a of the engine 1. Oil is accommodated in the cover 4a. The pump impeller 4b (engine torque input member) is connected to the cover 4a. With such a configuration, the pump impeller 4b (engine torque input member) is connected to the engine shaft 1a via the cover 4a, rotates integrally with the engine shaft 1a, and receives engine torque Te. The turbine runner 4c is disposed to face the pump impeller 4b. The turbine runner 4c is connected to the input shaft 3a and rotates integrally with the input shaft 3a. The oil is filled between the pump impeller 4b and the turbine runner 4c. When the pump impeller 4b is rotated by the engine torque Te output from the engine 1, the engine torque Te is amplified and transmitted to the turbine runner 4c by the helical flow of oil generated by the rotation of the pump impeller 4b.

  The lock-up clutch 4d directly connects or disconnects the cover 4a and the turbine runner 4c, thereby disconnecting the lock-up state in which the engine shaft 1a and the input shaft 3a are directly connected, and the engine shaft 1a and the input shaft 3a. The torque converter is switched to a torque converter state in which a rotational difference occurs between the engine shaft 1a and the input shaft 3a. The lockup clutch 4d includes a piston 4d1, a friction material 4d2, and a damper 4d3.

  The piston 4d1 has a disk shape, and is attached to the turbine runner 4c so as not to be relatively rotatable and movable along the axial direction. The outer edge of the piston 4d1 is in close contact with or close to the inner peripheral wall surface of the cover 4a. The piston 4d1 partitions the inside of the cover 4a in a liquid-tight manner. A liquid-tight first chamber 45 is formed between the piston 4d1 and the inner surface of the cover 4a on the turbine runner 4c side. A liquid-tight second chamber 46 is formed between the piston 4d1 and the inner surface of the cover 4a on the engine shaft 1a side. The friction material 4d2 is provided at a position facing the inner wall surface of the cover 4a on the engine shaft 1a side of the piston 4d1.

  When hydraulic pressure is supplied to the first chamber 45, the piston 4d1 moves to the engine shaft 1a side, and the friction material 4d2 is pressed against the inner wall surface of the cover 4a on the engine shaft 1a side. Then, the cover 4a and the turbine runner 4c are directly connected, and the torque converter 4 is in a lock-up state. Then, the engine shaft 1a and the input shaft 3a are directly connected, and torque transmission loss between the engine shaft 1a and the input shaft 3a is reduced compared to torque transmission by oil.

  On the other hand, when hydraulic pressure is supplied to the second chamber 46, the piston 4d1 moves to the turbine runner 4c side, the friction material 4d2 moves away from the inner wall surface of the cover 4a on the engine shaft 1a side, and the cover 4a and the turbine runner 4c Is released, and the torque converter 4 enters the torque converter state. Then, the engine torque Te is amplified by the oil between the pump impeller 4b and the turbine runner 4c, and is transmitted from the pump impeller 4b to the turbine runner 4c.

  The piston 4d1 is provided with a damper 4d3 made of an elastic body such as a coil spring. When the torque converter 4 is in the lock-up state, the damper 4d3 is displaced (expanded / contracted) to absorb the torque fluctuation of the engine torque Te input from the engine 1 to the input shaft 3a.

  Oil is supplied to the lockup control valve 7 from an oil pump 80 described later. Then, the lock-up control valve 7 supplies the hydraulic pressure by the supplied oil to either the first chamber 45 or the second chamber 46 according to a control signal from the control unit 10, so that the torque converter 4 is in the torque converter state. Or put it in a lock-up state.

  The first connection member 65 has a cylindrical shape. The input shaft 3 a is inserted through the first connection member 65. The first connecting member 65 is provided on the input shaft 3a so as to be rotatable relative to the input shaft 3a, coaxially with the input shaft 3a. The second sprocket 62 is connected to the pump impeller 4b by a first connecting member 65. With such a structure, the second sprocket 62 (second connecting member) is provided coaxially with the engine shaft 1a, the pump impeller 4b (engine torque input member) and the input shaft 3a, and is pumped via the first connecting member 65. It is rotationally connected to an impeller 4b (engine torque input member), and is rotationally connected to the engine shaft 1a of the engine 1 via a pump impeller 4b and a cover 4a.

  The motor shaft 21 and the output shaft 22 are provided in parallel with the input shaft 3a. A first gear 71 and a second gear 72 are fixed to the output shaft 22. The pitch circle diameter of the first gear 71 is larger than the pitch circle diameter of the second gear 72. The first gear 71 meshes with the output gear 3 b of the automatic transmission 3.

  The differential 17 is connected to a pair of drive wheels 19R and 19L via a pair of drive shafts 18R and 18L. The differential 17 absorbs the rotational speed difference between the drive wheels 19R and 19L. The differential 17 includes a case 17a, a pinion shaft 17b, a pair of pinion gears 17c and 17d, and a pair of side gears 17e and 17f.

  The case 17a has a box shape, and houses a pinion shaft 17b, a pair of pinion gears 17c and 17d, and a pair of side gears 17e and 17f. A pair of boss portions 17a1 and 17a2 protrude from both sides of the case 17a. The boss portions 17a1 and 17a2 have a cylindrical shape. The pair of boss portions 17 a 1 and 17 a 2 are inserted through a pair of bearings 16 attached to the housing 90. With such a configuration, the case 17 a is rotatably supported by the housing 90 via the bearing 16 attached to the housing 90. The direction of the rotation axis of the case 17 a is the same as the axial direction of the driving device 100.

  The pair of drive shafts 18R and 18L are inserted through the boss portions 17a1 and 17a2, respectively. Side gears 17e and 17f are respectively attached to the pair of drive shafts 18R and 18L by spline fitting.

  A ring gear 17a3 is formed in the case 17a. The ring gear 17a3 meshes with the second gear 72. In order to obtain a large reduction ratio between the second gear 72 and the ring gear 17a3, as shown in FIG. 2, the pitch circle diameter of the ring gear 17a3 is much larger than the pitch circle diameter of the second gear 72 (for example, 2 More than double).

  The pinion shaft 17b is provided along a direction orthogonal to the direction of the rotation axis of the case 17a, and is attached to the case 17a. A pair of pinion gears 17c and 17d is rotatably attached to the pinion shaft 17b. The pair of pinion gears 17c and 17d meshes with both the pair of side gears 17e and 17f.

  The motor generator 2 operates as a motor that applies a rotational driving force to the drive wheels 19R and 19L, and also operates as a generator that converts the kinetic energy of the vehicle 1000 into electric power. The motor generator 2 is provided in parallel with the engine 1 and the automatic transmission 3. The motor generator 2 has a stator 2a and a rotor 2b. The stator 2 a is fixed to the housing 90 of the drive device 100. The rotor 2b of the motor generator 2 is rotatably provided on the inner peripheral side of the stator 2a, and is connected (rotationally connected) to the motor shaft 21.

  The inverter 5 is electrically connected to the stator 2a and the battery 6. The inverter 5 is connected to the control unit 10 so as to be communicable. The inverter 5 boosts the direct current supplied from the battery 6 based on a control signal from the control unit 10 and converts the direct current into an alternating current, and then supplies the alternating current to the stator 2a. In this way, the inverter 5 causes the motor generator 2 to output the motor torque Tm and causes the motor generator 2 to function as a motor. The inverter 5 causes the motor generator 2 to function as a generator based on a control signal from the control unit 10. The inverter 5 converts the alternating current generated by the motor generator 2 into a direct current and drops the voltage to charge the battery 6.

  The first member 75 has a cylindrical shape. The motor shaft 21 is inserted through the first member 75. With such a structure, the first member 75 is provided coaxially with the motor shaft 21 on the outer peripheral side of the motor shaft 21 so as to be rotatable relative to the motor shaft 21. The first sprocket 61 (first connecting member) is provided on the outer peripheral side of the first member 75 coaxially with the first member 75. In this way, the first sprocket 61 is provided in parallel (on a different axis) with the engine shaft 1a and the pump impeller 4b (engine torque input member). The first sprocket 61 and the second sprocket 62 are rotationally connected by a chain 63 (transmission member, endless belt). With such a structure, the engine shaft 1a and the pump impeller 4b (engine torque input member) and the first sprocket 61 are rotationally coupled to each other via the first connection member 65, the second sprocket 62, and the chain 63. Yes. The first sprocket 61 is connected to a carrier 43 described later by a second connection member 66. With such a structure, the engine shaft 1a and the carrier 43 are rotationally connected to each other.

  The planetary gear mechanism 40 is provided on the outer peripheral side of the motor shaft 21 coaxially with the motor shaft 21. The planetary gear mechanism 40 is a single pinion type and includes a sun gear 41, a plurality of planetary gears 42, a carrier 43, and a ring gear 44. The sun gear 41 is connected to the first member 75 and rotates integrally with the first member 75. A plurality of planetary gears 42 are disposed around the sun gear 41 and mesh with the sun gear 41. The carrier 43 pivotally supports a plurality of planetary gears 42 so as to be rotatable (rotatable). The ring gear 44 has a ring shape, is provided on the outer peripheral side of the plurality of planetary gears 42, and meshes with the plurality of planetary gears 42.

  The first one-way clutch 31 is provided on the outer peripheral side of the ring gear 44 coaxially with the motor shaft 21 and the first member 75, and is fixed to the housing 90. The first one-way clutch 31 is locked when the motor torque Tm (rotational torque) output from the motor generator 2 is input to the sun gear 41, and the ring gear 44 generates a reaction force of the motor torque Tm input to the sun gear 41. receive. Then, the rotation of the sun gear 41 is decelerated by the planetary gear mechanism 40 and transmitted from the carrier 43 to the first sprocket 61. That is, the motor torque Tm (rotational torque) input to the sun gear 41 is amplified by the planetary gear mechanism 40 and transmitted from the carrier 43 to the first sprocket 61. Thus, the first one-way clutch 31 allows the transmission of the motor torque Tm (rotational torque) input to the sun gear 41 (first member 75) to the first sprocket 61 via the planetary gear mechanism 40.

  On the other hand, the first one-way clutch 31 enters a free state when the engine torque Te output from the engine 1 is input to the carrier 43, and the ring gear 44 does not receive the reaction force of the engine torque Te input to the carrier 43. For this reason, the engine torque Te input to the carrier 43 is not transmitted to the sun gear 41. Thus, the first one-way clutch 31 transmits the engine torque Te (rotational torque) input to the carrier 43 (first sprocket 61) to the sun gear 41 (first member 75) via the planetary gear mechanism 40. Not allowed.

  The second one-way clutch 32 is provided between the first member 75 and the first sprocket 61 so as to be coaxial with the motor shaft 21, the first member 75, and the first sprocket 61. The second one-way clutch 32 is locked when the engine torque Te (rotational torque) output from the engine 1 is input to the first sprocket 61, and the engine torque Te is transferred from the first sprocket 61 to the first member 75. introduce. On the other hand, when the motor torque Tm (rotational torque) output from the motor generator 2 is input to the first member 75, the second one-way clutch 32 enters a free state, and the motor torque Tm (rotational torque) is supplied to the first one. Transmission from the member 75 to the first sprocket 61 is not performed.

  The second member 76 has a cylindrical shape. The motor shaft 21 is inserted through the second member 76. With such a structure, the second member 76 is provided coaxially with the motor shaft 21 on the outer peripheral side of the motor shaft 21 so as to be rotatable relative to the motor shaft 21. The third gear 73 is fixed to the second member 76. That is, the third gear 73 is provided to be rotatable relative to the motor shaft 21. The third gear 73 is in mesh with the first gear 71. With such a configuration, the second member 76 is rotationally connected to the output gear 3b and the drive wheels 19R and 19L.

  The switching mechanism 50 includes a hub 51, a first engagement member 52, a second engagement member 53, a sleeve 54, a fork 55, and a switching actuator 56. The hub 51 is fixed to the motor shaft 21 between the first member 75 and the second member 76. The first engagement member 52 is connected to the first member 75 so as to face the hub 51. The second engagement member 53 is connected to the second member 76 so as to face the hub 51.

  The sleeve 54 is provided on the outer peripheral side of the hub 51 so as not to rotate relative to the hub 51 and to be movable along the axial direction of the motor shaft 21. The sleeve 54 engages with the first engagement member 52 or the second engagement member 53 depending on the position along the axial direction of the motor shaft 21, and engages with the first engagement member 52 and the second engagement member 53. do not do. The fork 55 is engaged with the sleeve 54.

  The switching actuator 56 moves the sleeve 54 along the axial direction of the motor shaft 21 via the fork 55 according to a control signal from the control unit 10. As shown in FIG. 1, the sleeve 54 is positioned between the first engagement member 52 and the second engagement member 53, and the sleeve 54 is located on either the first engagement member 52 or the second engagement member 53. In the neutral state where it is not engaged (indicated as N in FIGS. 1 and 3), neither the first member 75 nor the second member 76 is rotationally connected to the motor shaft 21. When the sleeve 54 is moved to the first engagement member 52 side by the switching actuator 56 and the sleeve 54 is engaged with the first engagement member 52, the first connection 75 is connected to the motor shaft 21 so as not to rotate. It becomes a state (denoted as S1 in FIGS. 1 and 3). In the first coupled state, as will be described later, the motor generator 2 is rotationally coupled to the engine shaft 1a. When the sleeve 54 is moved to the second engagement member 53 side by the switching actuator 56 and the sleeve 54 is engaged with the second engagement member 53, the second member 76 is non-rotatably connected to the motor shaft 21. A connected state (denoted as S2 in FIGS. 1 and 3) is obtained. In this second connected state, as will be described later, the motor generator 2 is rotationally connected to the drive wheels 19R and 19L.

  The oil pump 80 is provided coaxially with the motor shaft 21. The oil pump 80 supplies oil (hydraulic pressure) to the lockup control valve 7 and supplies oil (hydraulic pressure) to the first chamber 45 and the second chamber 46 of the torque converter 4 via the lockup control valve 7. . The oil pump 80 supplies oil (hydraulic pressure) to each friction engagement element of the automatic transmission 3 via each solenoid valve. The oil pump 80 supplies oil to the chain 63 (transmission member). In the present embodiment, the oil pump 80 is a trochoid pump including a casing 81, an outer rotor 82, and an inner rotor 83.

  The casing 81 has a flat cylindrical space formed therein, and a suction port 81a and a discharge port 81b communicating with the space. The casing 81 is provided coaxially with the motor shaft 21. The casing 81 is attached to the housing 90. The suction port 81a is connected to an oil reservoir 95 in which oil is stored. In the present embodiment, the oil reservoir 95 is formed in the housing 90. The discharge port 81 b is connected to the lock-up control valve 7 and each friction engagement element of the automatic transmission 3.

  The outer rotor 82 is provided in the space of the casing 81 so as to be rotatable with respect to the casing 81. The outer rotor 82 has a ring shape and is formed with a trochoid curve on the inner peripheral surface thereof to form internal teeth.

  The inner rotor 83 is provided coaxially with the motor shaft 21 and inside the inner teeth of the outer rotor 82. On the outer peripheral surface of the inner rotor 83, external teeth formed with a trochoid curve meshing with the internal teeth of the outer rotor 82 are formed. The inner rotor 83 is connected to the carrier 43 and rotates integrally with the carrier 43. That is, the inner rotor 83 is connected to the first sprocket 61 via the carrier 43 and rotates integrally with the first sprocket 61.

  As the first sprocket 61 (carrier 43) rotates, the inner rotor 83 rotates, and the space between the outer teeth of the inner rotor 83 and the inner teeth of the outer rotor 82 is sequentially shifted from the suction port 81a to the discharge port 81b. The oil moved and sucked from the suction port 81a is discharged from the discharge port 81b. The oil discharged from the discharge port 81b passes through the lockup control valve 7 to the first chamber 45 and the second chamber 46 of the torque converter 4, the friction engagement elements of the automatic transmission 3, the chain 63, and the like. Supplied to members housed in the housing 90. The oil supplied to the members housed in the housing 90 such as the first chamber 45 and the second chamber 46 of the torque converter 4, the friction engagement elements of the automatic transmission 3, and the chain 63, Return to the oil reservoir 95.

  As described above, the engine shaft 1a and the carrier 43 of the engine 1 are rotationally connected to each other. For this reason, the inner rotor 83 is rotationally connected to the engine shaft 1 a of the engine 1. Therefore, when the engine shaft 1a of the engine 1 rotates, the inner rotor 83 rotates, and the oil sucked from the suction port 81a is discharged from the discharge port 81b as described above.

  Hereinafter, the arrangement of the axes constituting the driving apparatus 100 will be described with reference to FIG. In FIG. 2, the horizontal direction of the drawing is the width direction (first direction) of each element constituting the driving device 100 and the driving device 100, and the vertical direction of the drawing is the height of each element constituting the driving device 100 and the driving device 100. The direction is the second direction. As shown in FIG. 2, in the present embodiment, the axis of the input shaft 3a, the axis of the output shaft 22, and the rotation center of the differential 17 are straight along the width direction (first direction) of the drive device 100. It is arranged on the line.

  Regarding the first direction, which is the direction connecting the axis of the input shaft 3 a and the rotation center of the differential 17 (ring gear 17 a 3), the axis of the motor shaft 21 is between the axis of the input shaft 3 a and the rotation center of the differential 17. Is located. That is, the axis of the motor shaft 21 passes along the first straight line, which is a straight line passing through the axis of the input shaft 3a and perpendicular to the first direction, and along the rotational direction of the differential 17 along the height direction. It is located between the second straight line that is a straight line. The rotational center of the differential 17 is the rotational center of the ring gear 17a3 and coincides with the axis of the drive shafts 18R and 18L. Further, the first direction coincides with the width direction of the driving apparatus 100 and is orthogonal to the axial direction of the driving apparatus 100.

  At least a part of members such as the motor generator 2 and the third gear 73 provided coaxially with the motor shaft 21 constitutes the drive device 100 in the second direction which is a height direction orthogonal to the first direction. Is arranged inside the maximum element (the torque converter 4 in this embodiment) having the largest size in the second direction. That is, at least a part of members such as the motor generator 2 and the third gear 73 provided coaxially with the motor shaft 21 passes through the upper end of the maximum element (torque converter 4) and is a straight line along the first direction. It is located between the three straight lines and the fourth straight line that passes through the lower end of the maximum element (torque converter 4) and extends along the first direction. It is. The second direction is orthogonal to the axial direction.

  The control unit 10 performs overall control of the drive device 100. The control unit 10 controls the engine 1 to control the magnitude of the engine torque Te output from the engine 1. Control unit 10 controls inverter 5 to cause motor generator 2 to function as a motor and to control the magnitude of motor torque Tm output from motor generator 2. Further, the control unit 10 controls the inverter 5 to cause the motor generator 2 to function as a generator, to control the amount of power generated by the motor generator 2, and to control the magnitude of the regenerative braking force applied to the vehicle 1000. .

  The control unit 10 controls the lockup control valve 7 to supply the oil (hydraulic pressure) supplied from the oil pump 80 to the first chamber 45 or the second chamber 46 of the torque converter 4, so that the torque converter 4. To either the lock-up state or the torque converter state.

  The control unit 10 controls the solenoid valve provided in the automatic transmission 3 so that the oil discharged from the oil pump 80 is or is not supplied to each friction engagement element, so that the automatic transmission 3 can change the speed. Form a step. Note that the control unit 10 determines the shift speed formed in the automatic transmission 3 based on the vehicle speed of the vehicle 1000 and the accelerator opening that is the amount of operation of an accelerator (not shown) by the driver. Further, the control unit 10 controls the solenoid valve provided in the automatic transmission 3 so that the oil discharged from the oil pump 80 is not supplied to each friction engagement element. Set to the neutral state where no is formed.

  The control unit 10 controls the switching actuator 56 to rotationally connect either the first member 75 or the second member 76 to the motor shaft 21, or the first member 75 and the second member 76 are connected to the motor shaft 21. And not connected in rotation.

(Operation of hybrid vehicle drive device)
Hereinafter, the operation state of the drive device 100 in each mode of the drive device 100 will be described with reference to FIGS. FIG. 3 shows the state of each element constituting the driving device 100 in each mode of the driving device 100. In the column of the engine 1 in FIG. 3, “driven” refers to a state in which the engine 1 is rotated by the rotational torque input to the engine shaft 1a.

[Mode 1]
The mode 1 will be described below with reference to FIG. Mode 1 is a mode in which the engine 1 is started by the motor torque Tm output from the motor generator 2. The control unit 10 outputs a control signal to the switching actuator 56 so that the first member 75 is connected to the motor shaft 21 in a non-rotatable state. The control unit 10 puts the automatic transmission 3 in a neutral state by outputting a control signal to each solenoid valve of the automatic transmission 3. Thus, even if the motor torque Tm output from the motor generator 2 is input to the pump impeller 4b and the turbine runner 4c rotates and the input shaft 3a rotates, the vehicle 1000 does not start.

  Control unit 10 outputs a control signal to inverter 5 to drive motor generator 2 and cause motor generator 2 to output motor torque Tm. Then, the motor torque Tm input from the motor generator 2 to the motor shaft 21 is input to the sun gear 41 via the hub 51, the sleeve 54, the first engagement member 52, and the first member 75, and the sun gear 41 rotates. To do. Then, the first one-way clutch 31 is locked, and the rotation of the sun gear 41 is decelerated and transmitted to the carrier 43, whereby the motor torque Tm input to the sun gear 41 is amplified and input to the carrier 43. The second one-way clutch 32 is in a free state.

  The motor torque Tm input to the carrier 43 is input to the engine shaft 1a via the first sprocket 61, the chain 63, the second sprocket 62, the first connection member 65, the pump impeller 4b, and the cover 4a. Then, the engine shaft 1a is rotated by the motor torque Tm, and the engine 1 is started.

  Thus, in the first connected state, the motor generator 2 includes the motor shaft 21, the hub 51, the sleeve 54, the first engagement member 52, the first member 75, the planetary gear mechanism 40, the first sprocket 61, the chain 63, It is rotationally connected to the pump impeller 4b (engine torque input member) via the second sprocket 62 and the first connecting member 65, and is rotationally connected to the engine shaft 1a via the pump impeller 4b and the cover 4a.

  Since the carrier 43 is rotated by the motor torque Tm and the inner rotor 83 is rotated, the oil pump 80 discharges oil. Thereby, the oil discharged by the oil pump 80 is supplied to each solenoid valve and the lockup control valve 7 of the automatic transmission 3. For this reason, after the engine 1 is started, there is no delay in the formation of the shift stage in the automatic transmission 3, and there is no delay in turning the torque converter 4 into the torque converter state or the lock-up state.

[Mode 2]
The mode 2 will be described below with reference to FIG. In mode 2, when the vehicle 1000 is traveling, the rotation of the drive wheels 19R, 19L is transmitted to the motor generator 2 via the automatic transmission 3, thereby causing the motor generator 2 to generate electric power. Is a mode in which a regenerative braking force is applied. The control unit 10 outputs a control signal to the switching actuator 56 so that the first member 75 is connected to the motor shaft 21 in a non-rotatable state. And the control part 10 forms a gear stage with the automatic transmission 3 by outputting a control signal to each solenoid valve of the automatic transmission 3. Further, the control unit 10 puts the torque converter 4 into a lock-up state by outputting a control signal to the lock-up control valve 7. Then, the rotational torque from the drive wheels 19L and 19R is transmitted through the differential 17, the second gear 72, the output shaft 22, the first gear 71, the output gear 3b, the planetary gear mechanism in the automatic transmission 3, and the input shaft 3a. And transmitted to the turbine runner 4c. Since the torque converter 4 is in the lock-up state, the rotational torque transmitted to the turbine runner 4c is transmitted to the pump impeller 4b.

  The rotational torque transmitted to the pump impeller 4b is transmitted to the first sprocket 61 via the first connecting member 65, the second sprocket 62, and the chain 63. Then, the second one-way clutch 32 is locked, and the rotational torque transmitted to the first sprocket 61 is transmitted to the first member 75. The rotational torque transmitted to the first member 75 is transmitted to the rotor 2 b of the motor generator 2 via the first engagement member 52, the sleeve 54, the hub 51, and the motor shaft 21. The first one-way clutch 31 is in a free state.

  The control unit 10 controls the inverter 5 to cause the motor generator 2 to function as a generator, generate electric power with the motor generator 2, and generate regenerative braking force in the motor generator 2.

  In this mode 2, the rotational torque transmitted from the drive wheels 19L, 19R is also transmitted to the engine shaft 1a, so that an engine brake is generated in the engine 1 and a braking force by the engine brake is applied to the vehicle 1000. Is done. This mode 2 is effective when it is necessary to apply a greater braking force to the vehicle 1000 or when the battery 6 is nearly fully charged and it is difficult for the motor generator 2 to generate a large amount of power generation.

[Mode 3]
The mode 3 will be described below with reference to FIG. Mode 3 is a mode in which the motor torque Tm output from the motor generator 2 is input to the automatic transmission 3 to drive the drive wheels 19R and 19L with the motor torque Tm. Mode 3 is applicable to both an electric travel mode in which the vehicle 1000 travels only with the motor torque Tm and a hybrid mode in which the vehicle 1000 travels with both the motor torque Tm and the engine torque Te. In the following description, mode 3 will be described for the hybrid mode.

  The control unit 10 outputs a control signal to the switching actuator 56 so that the first member 75 is connected to the motor shaft 21 in a non-rotatable state. Further, the control unit 10 forms a gear stage in the automatic transmission 3 by outputting a control signal to each solenoid valve of the automatic transmission 3. Further, the control unit 10 outputs a control signal to the lockup control valve 7 to place the torque converter 4 in the torque converter state or the lockup state. Control unit 10 controls inverter 5 to cause motor generator 2 to function as a motor and cause motor generator 2 to output motor torque Tm. Then, similarly to mode 1, the motor torque Tm output from the motor generator 2 is amplified by the planetary gear mechanism 40 and transmitted to the pump impeller 4b and the cover 4a.

  The control unit 10 outputs an engine torque Te in the engine 1 by outputting a control signal to the engine 1. Then, the engine torque Te output from the engine 1 is transmitted to the cover 4a and the pump impeller 4b via the engine shaft 1a.

  When the torque converter 4 is in the torque converter state, the motor torque Tm and the engine torque Te transmitted to the pump impeller 4b are transmitted to the turbine runner 4c by the oil between the pump impeller 4b and the turbine runner 4c. The When the torque converter 4 is in the lock-up state, the motor torque Tm and the engine torque Te transmitted to the cover 4a are transmitted to the turbine runner 4c by the lock-up clutch 4d. The motor torque Tm and engine torque Te transmitted to the turbine runner 4c are input to the automatic transmission 3 via the input shaft 3a. The motor torque Tm and the engine torque Te input to the automatic transmission 3 are output via the output gear 3b, the first gear 71, the output shaft 22, the second gear 72, the differential 17, and the drive shafts 18R and 18L. It is transmitted to the drive wheels 19R and 19L, and the drive wheels 19R and 19L are driven.

  After the engine 1 is started by the motor generator 2 in the mode 1 described above, when the vehicle 1000 starts in the mode 3, a shift stage is formed in the automatic transmission 3 in the neutral state. In the present embodiment, since the gear stage is formed in the automatic transmission 3 by supplying hydraulic pressure to the friction engagement element of the automatic transmission 3, compared with the case where the automatic transmission 3 is AMT, No time is required to form the gear stage of the automatic transmission 3. For this reason, after the engine 1 is started, the vehicle 1000 can start quickly.

  In the mode 3, when traveling in the electric travel mode, the control unit 10 places the torque converter 4 in the torque converter state and stops the engine 1.

[Mode 4]
The mode 4 will be described below with reference to FIG. Mode 4 is a mode in which the motor generator 2 is rotated by the engine torque Te output from the engine 1 and the motor generator 2 generates power when the vehicle 1000 is stopped. Mode 4 is executed when the amount of charge of the battery 6 is insufficient when the vehicle 1000 is stopped.

  The control unit 10 outputs a control signal to the switching actuator 56 so that the first member 75 is connected to the motor shaft 21 in a non-rotatable state. The control unit 10 puts the automatic transmission 3 in a neutral state by outputting a control signal to each solenoid valve of the automatic transmission 3. Thereby, even if the engine torque Te output from the engine 1 is input to the pump impeller 4b, the turbine runner 4c rotates, and the input shaft 3a rotates, the vehicle 1000 does not start.

  The control unit 10 outputs an engine torque Te in the engine 1 by outputting a control signal to the engine 1. Then, the engine torque Te output from the engine 1 is transmitted to the first sprocket 61 via the engine shaft 1a, the cover 4a, the pump impeller 4b, the first connection member 65, the second sprocket 62, and the chain 63. . Then, the second one-way clutch 32 is locked, and the engine torque Te transmitted to the first sprocket 61 is transmitted to the first member 75. The engine torque Te transmitted to the first member 75 is transmitted to the rotor 2b of the motor generator 2 via the first engagement member 52, the sleeve 54, the hub 51, and the motor shaft 21, and the rotor 2b rotates.

  The control unit 10 controls the inverter 5 to cause the motor generator 2 to function as a generator and cause the motor generator 2 to generate power.

[Mode 5]
The mode 5 will be described below with reference to FIG. Mode 5 is a mode in which the motor generator 2 is rotated by the engine torque Te and the motor generator 2 generates power in a state where the vehicle 1000 is traveling at the engine torque Te. The control unit 10 outputs a control signal to the switching actuator 56 so that the first member 75 is connected to the motor shaft 21 in a non-rotatable state. The controller 10 outputs a control signal to each solenoid valve of the automatic transmission 3 to form a gear stage in the automatic transmission 3. Further, the control unit 10 outputs a control signal to the lockup control valve 7 to place the torque converter 4 in the torque converter state or the lockup state.

  The control unit 10 outputs an engine torque Te in the engine 1 by outputting a control signal to the engine 1. Then, the engine torque Te output from the engine 1 is transmitted to the cover 4a and the pump impeller 4b via the engine shaft 1a. The engine torque Te transmitted to the pump impeller 4b is transmitted to the first sprocket 61 via the first connecting member 65, the second sprocket 62, and the chain 63. Then, the second one-way clutch 32 is locked, and the engine torque Te transmitted to the first sprocket 61 is transmitted to the first member 75. The engine torque Te transmitted to the first member 75 is transmitted to the rotor 2b of the motor generator 2 via the first engagement member 52, the sleeve 54, the hub 51, and the motor shaft 21, and the rotor 2b rotates.

  The control unit 10 controls the inverter 5 to cause the motor generator 2 to function as a generator and cause the motor generator 2 to generate power.

  When the torque converter 4 is in the torque converter state, the engine torque Te transmitted to the pump impeller 4b is transmitted from the pump impeller 4b to the turbine runner 4c by the oil between the pump impeller 4b and the turbine runner 4c. The When the torque converter 4 is in the lock-up state, the engine torque Te transmitted to the cover 4a is transmitted to the turbine runner 4c by the lock-up clutch 4d. The engine torque Te transmitted to the turbine runner 4c is input to the automatic transmission 3 through the input shaft 3a. Then, the engine torque Te input to the automatic transmission 3 is supplied to the drive wheels 19R, the output gear 3b, the first gear 71, the output shaft 22, the second gear 72, the differential 17, and the drive shafts 18R, 18L. Driven to 19L, the drive wheels 19R and 19L are driven.

[Mode 6]
The mode 6 will be described below with reference to FIG. Mode 6 is a mode in which the drive wheels 19R and 19L are driven only by the engine torque Te when the vehicle 1000 travels at a high speed (for example, 80 km / h or more). In mode 6, the rotor 2b of the motor generator 2 is disconnected from the drive wheels 19R and 19L, the engine 1, and the automatic transmission 3.

  The controller 10 outputs a control signal to each solenoid valve of the automatic transmission 3 to form a gear stage in the automatic transmission 3. Further, the control unit 10 outputs a control signal to the lockup control valve 7 to place the torque converter 4 in the lockup state or the torque converter state.

  The control unit 10 outputs an engine torque Te in the engine 1 by outputting a control signal to the engine 1. Then, as in mode 5, the engine torque Te output from the engine 1 is transmitted to the input shaft 3a and input to the automatic transmission 3. The engine torque Te input to the automatic transmission 3 is supplied to the drive wheels 19R, the output gear 3b, the first gear 71, the output shaft 22, the second gear 72, the differential 17, and the drive shafts 18R, 18L. Driven to 19L, the drive wheels 19R and 19L are driven.

  The control unit 10 outputs a control signal to the switching actuator 56, thereby setting the neutral state in which the sleeve 54 is not engaged with either the first engagement member 52 or the second engagement member 53. As a result, the rotor 2 b of the motor generator 2 is disconnected from the drive wheels 19 </ b> R and 19 </ b> L, the engine 1, and the automatic transmission 3. Therefore, when the vehicle 1000 travels at a high speed, loss due to mechanical loss, iron loss, and cogging torque of the motor generator 2 due to rotation of the rotor 2b of the motor generator 2 at a high rotational speed occurs. Is prevented. Therefore, the fuel efficiency of the vehicle 1000 is improved.

  As described above, the inner rotor 83 of the oil pump 80 is rotationally connected to the engine shaft 1 a of the engine 1. Therefore, the inner rotor 83 is rotated by the rotation of the engine shaft 1 a of the engine 1, and oil is supplied from the oil pump 80 to the lockup control valve 7 and the solenoid valve of the automatic transmission 3.

[Mode 7]
The mode 7 will be described below with reference to FIG. Mode 7 is a mode in which the drive wheels 19R and 19L are driven by the motor torque Tm output from the motor generator 2. In mode 7, the motor torque Tm output from the motor generator 2 is transmitted directly to the drive wheels 19R and 19L via the output shaft 22 without passing through the automatic transmission 3. Mode 7 is applicable to both an electric travel mode in which the vehicle 1000 travels only with the motor torque Tm and a hybrid mode in which the vehicle 1000 travels with both the motor torque Tm and the engine torque Te. In the following description, mode 7 will be described for the hybrid mode.

  The control unit 10 outputs a control signal to the switching actuator 56, whereby the sleeve 54 is engaged with the second engagement member 53, and the third gear 73 is non-rotatably connected to the motor shaft 21. To. Control unit 10 controls inverter 5 to cause motor generator 2 to function as a motor and cause motor generator 2 to output motor torque Tm. As a result, the motor torque Tm output from the motor generator 2 is applied to the motor shaft 21, the hub 51, the sleeve 54, the second engagement member 53, the third gear 73, the first gear 71, the output shaft 22, and the second gear 72. Then, it is transmitted to the drive wheels 19R and 19L via the differential 17 and the drive shafts 18R and 18L, and the drive wheels 19R and 19L are driven.

  As described above, in the second connected state, the motor generator 2 includes the motor shaft 21, the hub 51, the sleeve 54, the second engagement member 53, the third gear 73, the first gear 71, the output shaft 22, and the second gear 72. The drive wheels 19R and 19L are rotationally connected to each other via a differential 17 and drive shafts 18R and 18L.

  The controller 10 outputs a control signal to each solenoid valve of the automatic transmission 3 to form a gear stage in the automatic transmission 3. Further, the control unit 10 outputs a control signal to the lockup control valve 7 to place the torque converter 4 in the lockup state or the torque converter state.

  The control unit 10 outputs an engine torque Te in the engine 1 by outputting a control signal to the engine 1. Then, as in mode 5, the engine torque Te output from the engine 1 is transmitted to the input shaft 3a and input to the automatic transmission 3. The engine torque Te input to the automatic transmission 3 is supplied to the drive wheels 19R, the output gear 3b, the first gear 71, the output shaft 22, the second gear 72, the differential 17, and the drive shafts 18R, 18L. Driven to 19L, the drive wheels 19R and 19L are driven.

  When the vehicle 1000 travels in the electric travel mode, the control unit 10 stops the engine 1 by outputting a control signal to the engine 1. Thereby, the consumption of fuel in the engine 1 is stopped. Further, the control unit 10 puts the automatic transmission 3 in a neutral state by outputting a control signal to each solenoid valve of the automatic transmission 3. Thereby, as the vehicle 1000 travels, mechanical loss due to rotation of each element in the automatic transmission 3 and mechanical loss due to oil agitation in the torque converter 4 are caused. And friction loss due to rotation of the engine 1 are prevented.

[Mode 8]
The mode 8 will be described below with reference to FIG. Mode 8 is a mode in which when the vehicle 1000 is traveling, the rotation of the drive wheels 19R and 19L is transmitted to the motor generator 2 to generate power by the motor generator 2 and to apply a regenerative braking force to the vehicle 1000. It is.

  The control unit 10 outputs a control signal to the switching actuator 56, whereby the sleeve 54 is engaged with the second engagement member 53, and the third gear 73 is non-rotatably connected to the motor shaft 21. To. Then, the rotational torque from the drive wheels 19L and 19R is generated by the differential 17, the second gear 72, the output shaft 22, the first gear 71, the third gear 73, the second member 76, the second engagement member 53, the sleeve 54, It is transmitted to the rotor 2b of the motor generator 2 via the hub 51 and the motor shaft 21, and the rotor 2b rotates.

  The control unit 10 controls the inverter 5 to cause the motor generator 2 to function as a generator, generate electric power with the motor generator 2, and generate regenerative braking force in the motor generator 2.

  The control unit 10 stops the engine 1 by outputting a control signal to the engine 1. Thereby, the consumption of fuel in the engine 1 is stopped. Further, the control unit 10 puts the automatic transmission 3 in a neutral state by outputting a control signal to each solenoid valve of the automatic transmission 3. Thereby, as the vehicle 1000 travels, mechanical loss due to rotation of each element in the automatic transmission 3 and mechanical loss due to oil agitation in the torque converter 4 are caused. And friction loss due to rotation of the engine 1 are prevented. Thus, in mode 8, compared to mode 2, fuel consumption in engine 1, mechanical loss in automatic transmission 3 and torque converter 4, and generation of friction loss in engine 1 are prevented, and vehicle 1000 Improved fuel economy.

(Effect of this embodiment)
As shown in FIG. 2, members such as an output gear 3b of the automatic transmission 3 (transmission) and a torque converter 4 are provided coaxially with the input shaft 3a. The differential 17 has a large outer diameter in order to obtain a large reduction ratio between the differential 17 and the second gear 72 meshing with the ring gear 17a3 of the differential 17. Therefore, a space S1 (shown in FIG. 2) exists between the differential 17 and the members such as the output gear 3b and the torque converter 4 provided coaxially with the input shaft 3a. Therefore, as described above, with respect to the first direction, which is the direction connecting the axis of the input shaft 3a and the rotation center of the differential 17, the axis of the motor shaft 21 is set to the axis of the input shaft 3a and the rotation center of the differential 17. It is located between. Thereby, the members such as the motor generator 2 and the third gear 73 provided coaxially with the motor shaft 21 are replaced with the members such as the output gear 3b and the torque converter 4 provided coaxially with the input shaft 3a and the differential 17. It can be arranged in the space S1 existing between. For this reason, the drive device 100 can be reduced in size in the second direction (height direction) orthogonal to the first direction, and the mountability of the drive device 100 on the vehicle 1000 is improved.

  As shown in FIG. 2, at least some of the members such as the motor generator 2 and the third gear 73 provided coaxially with the motor shaft 21 are in the second direction, which is the height direction orthogonal to the first direction. Among the elements constituting the driving device 100, the element is arranged inside the largest element (torque converter 4) having the largest size in the second direction. Thereby, at least a part of the members such as the motor generator 2 and the third gear 73 provided coaxially with the motor shaft 21 is arranged in the space S2 inside the maximum element (torque converter 4) in the second direction. The For this reason, the drive device 100 can be reduced in size in the second direction (height direction) orthogonal to the first direction.

  The motor generator 2 is provided in parallel with the automatic transmission 3 (transmission), and the motor shaft 21 is provided in parallel with the input shaft 3a. Therefore, the size of the driving device 100 in the axial direction can be reduced as compared with the configuration in which the motor generator 2 is provided between the engine shaft 1 a of the engine 1 and the input shaft 3 a of the automatic transmission 3. Thus, the mountability of the drive device 100 on the vehicle 1000 is improved.

  The driving device 100 includes a first member 75, a second member 76, a first sprocket 61 (first connection member), a second sprocket 62 (second connection member), and a chain 63 (transmission member, endless belt). ing. The first member 75 is provided coaxially with the motor shaft 21. The second member 76 is rotationally connected to the differential 17. The first sprocket 61 (first connecting member) is provided coaxially with the motor shaft 21 and is rotationally connected to the first member 75. The second sprocket 62 is provided coaxially with the input shaft 3a and is rotationally connected to the engine shaft 1a and the pump impeller 4b (engine torque input member). The chain 63 (transmission member, endless belt) rotationally connects the first sprocket 61 and the second sprocket 62. With such a configuration, the motor shaft 21 is positioned between the axis of the input shaft 3a and the rotation center of the differential 17 in the first direction, and the first connection state and the second connection state described above are provided. A switchable configuration is realized.

  The first member 75, the second member 76, and the first sprocket 61 (first connection member) are provided coaxially with the motor shaft 21. Thereby, compared with the structure where the first member 75, the second member 76, and the first sprocket 61 are provided in parallel with the motor shaft 21, the size in the direction orthogonal to the axial direction of the drive device 100 is reduced. It can be made.

  A first sprocket 61 (first connection member) that is rotationally connected to the first member 75 and a second sprocket 62 (second connection member) that is rotationally connected to the engine shaft 1a by a chain 63 (transmission member, endless belt). It is rotationally connected. As a result, the first connecting member that is rotationally connected to the first member 75 and the second connecting member that is rotationally connected to the engine shaft 1a are compared with the structure that is rotationally connected by a transmission member such as a plurality of gears. Thus, the degree of freedom in arrangement of the motor shaft 21 in the driving device 100 can be increased. For this reason, the motor shaft 21 can be disposed at an appropriate position where the driving device 100 is further downsized, and the driving device 100 can be further downsized.

  The planetary gear mechanism 40 (deceleration mechanism) amplifies the motor torque Tm (rotational torque) input to the first member 75 and transmits it to the first sprocket 61 (first connecting member). The first one-way clutch 31 allows transmission of the motor torque Tm (rotational torque) input to the first member 75 to the first sprocket 61 via the planetary gear mechanism 40. Further, the first one-way clutch 31 does not allow transmission of the engine torque Te (rotational torque) input to the first sprocket 61 to the first member 75 via the planetary gear mechanism 40. The second one-way clutch 32 transmits the engine torque Te (rotational torque) input to the first sprocket 61 (first connecting member) to the first member 75. The second one-way clutch 32 does not transmit the motor torque Tm (rotational torque) input to the first member 75 to the first sprocket 61 (first connection member).

  Thus, when the motor torque Tm output from the motor generator 2 is input to the first member 75, the first one-way clutch 31 passes the planetary gear mechanism 40 of the motor torque Tm input to the first member 75. Transmission to the first sprocket 61 is allowed. Therefore, the motor torque Tm is amplified by the planetary gear mechanism 40 and transmitted to the first sprocket 61 and transmitted to the engine shaft 1 a of the engine 1. Therefore, the engine 1 is rotated at a smaller motor torque Tm when the engine 1 is started as compared with the structure in which the motor torque Tm output from the motor generator 2 is transmitted to the engine shaft 1a of the engine 1 without being amplified. be able to. As a result, the motor generator 2 can be downsized, and the drive device 100 can be downsized.

  On the other hand, when the engine torque Te output from the engine 1 is input to the first sprocket 61, the engine torque Te input to the first sprocket 61 is transmitted to the first member 75 by the second one-way clutch 32. And transmitted to the rotor 2 b of the motor generator 2. In other words, the rotation of the first sprocket 61 is transmitted to the rotor 2 b of the motor generator 2 without being accelerated by the planetary gear mechanism 40. For this reason, when the motor generator 2 is generating electric power with the engine torque Te, the rotational speed of the rotor 2b of the motor generator 2 does not become excessively high. Therefore, the motor generator 2 is prevented from being unable to generate power due to the excessively high rotation speed of the rotor 2b, and the power generation efficiency of the motor generator 2 is prevented from being lowered.

  The speed reduction mechanism that amplifies the rotational torque input to the first member 75 and transmits it to the second sprocket is the planetary gear mechanism 40. The planetary gear mechanism 40 (reduction mechanism) is provided coaxially with the motor shaft 21. Thereby, compared with the structure in which the speed reduction mechanism is provided in parallel with the motor shaft 21, the size in the direction orthogonal to the axial direction of the drive device 100 can be reduced.

  As shown in FIG. 1, the differential 17, the automatic transmission 3 (transmission), the motor shaft 21, the first member 75, the second member 76, the first sprocket 61 (first connecting member), the second sprocket 62 (first The two connecting members), the chain 63 (transmission member, endless belt), and the switching mechanism 50 (excluding the switching actuator 56) are housed in the same housing 90. For this reason, the size of the drive device 100 can be reduced. The chain 63 is housed in the housing 90. Thus, unlike the configuration in which the chain 63 is disposed outside the housing 90, the oil discharged by the oil pump 80 can be supplied to the chain 63 (transmission member, endless belt).

  An oil pump 80 that supplies oil to the automatic transmission 3 is provided coaxially with the motor shaft 21. The inner rotor 83 of the oil pump 80 is connected to the first sprocket 61 (first connecting member) via the carrier 43. As a result, the size of the drive device 100 in the axial direction can be reduced as compared with the configuration in which the oil pump 80 is provided coaxially with the engine shaft 1a.

(Another embodiment)
In the above embodiment, as shown in FIG. 2, the axis of the input shaft 3 a, the axis of the output shaft 22, and the rotational center of the differential 17 are arranged in a straight line along the width direction of the driving device 100. ing. However, as shown in FIG. 12, the shaft center of the input shaft 3 a and the rotation center of the differential 17 are arranged in parallel along the width direction of the driving device 100, and the shaft center of the motor shaft 21 and the shaft center of the output shaft 22. Is positioned above the straight line connecting the axis of the input shaft 3a and the rotation center of the differential 17, and is positioned between the axis of the input shaft 3a and the rotation center of the differential 17 in the first direction. The embodiment may be used. Thereby, the members such as the motor generator 2 and the third gear 73 provided coaxially with the motor shaft 21 and the first gear 71 and the second gear 72 provided coaxially with the output shaft 22 are replaced with the input shaft 3a. Can be arranged in a space S1 existing between the differential 17 and a member such as the output gear 3b or the torque converter 4 provided coaxially. For this reason, the drive device 100 can be reduced in size in the second direction (height direction) orthogonal to the first direction, and the mountability of the drive device 100 on the vehicle 1000 is improved.

  In the embodiment shown in FIG. 12, members such as the motor generator 2 and the third gear 73 provided coaxially with the motor shaft 21, and the first gear 71 and the second gear 72 provided coaxially with the output shaft 22. At least a part of is arranged inside the largest element (torque converter 4) having the largest size in the second direction among the elements constituting the drive device 100 in the second direction which is a height direction orthogonal to the first direction. Has been. Thereby, at least a part of the members such as the motor generator 2 and the third gear 73 provided coaxially with the motor shaft 21 and the first gear 71 and the second gear 72 provided coaxially with the output shaft 22 are provided. The second direction is arranged in the space S2 inside the maximum element (torque converter 4). For this reason, the drive device 100 can be reduced in size in the second direction (height direction) orthogonal to the first direction. In the embodiment shown in FIG. 12, the size of the driving device 100 in the first direction (width direction) can be suppressed while the size of the driving device 100 in the second direction (height direction) is suppressed.

  As shown in FIG. 13, the output gear 3b of the automatic transmission 3 and the ring gear 17a3 of the differential 17 are directly meshed, and the third gear 73 and the ring gear 17a3 of the differential 17 are meshed directly. In this embodiment, the axis of the motor shaft 21 is located between the axis of the input shaft 3 a and the rotation center of the differential 17 in the first direction. Thereby, the members such as the motor generator 2 and the third gear 73 provided coaxially with the motor shaft 21 are replaced with the members such as the output gear 3b and the torque converter 4 provided coaxially with the input shaft 3a and the differential 17. It can be arranged in the space S1 existing between. For this reason, the drive device 100 can be reduced in size in the second direction (height direction) orthogonal to the first direction, and the mountability of the drive device 100 on the vehicle 1000 is improved.

  In the embodiment shown in FIG. 13, at least some of the members such as the motor generator 2 and the third gear 73 provided coaxially with the motor shaft 21 are in the second direction, which is the height direction orthogonal to the first direction. Of the elements constituting the drive device 100, the largest element (torque converter 4) having the largest size in the second direction is arranged. Thereby, at least a part of the members such as the motor generator 2 and the third gear 73 provided coaxially with the motor shaft 21 is arranged in the space S2 inside the maximum element (torque converter 4) in the second direction. be able to. For this reason, the drive device 100 can be reduced in size in the second direction (height direction) orthogonal to the first direction. In the embodiment shown in FIG. 13, the size of the driving device 100 in the first direction (width direction) can be further suppressed while the size of the driving device 100 in the second direction (height direction) is suppressed.

  In said embodiment, the 1st sprocket 61 (1st connection member) and the 2nd sprocket 62 (2nd connection member) are rotationally connected by the chain 63 (transmission member, endless belt). However, a first pulley (first connecting member) is provided instead of the first sprocket 61, a second pulley (second connecting member) is provided instead of the second sprocket 62, and the chain 63 (transmission member, endless belt) Instead, there may be an embodiment provided with a belt for rotationally connecting a belt (transmission member, endless belt) that rotationally connects the first pulley and the second pulley. The material of the belt includes rubber, rigid resin, and metal. Alternatively, a first gear (first connecting member) is provided instead of the first sprocket 61, a second gear (second connecting member) is provided instead of the second sprocket 62, and the chain 63 (transmission member, endless belt) Instead, there may be an embodiment in which a single or a plurality of transmission gears (transmission members) meshing with the first gear and the second gear are provided.

  In the above embodiment, the automatic transmission 3 includes a plurality of planetary gear mechanisms and a plurality of friction engagement elements that switch the power transmission paths of the plurality of planetary gear mechanisms. However, the automatic transmission 3 may be the driving device 100 that is CVT (Continuously Variable Transmission).

(Driving device for hybrid vehicle of second embodiment)
As shown in FIG. 14, an embodiment has an automatic clutch 140 instead of the hybrid vehicle drive device 200 (hereinafter abbreviated as drive device 200) torque converter 4, and the automatic transmission 3 is an automated manual transmission. However, there is no problem. The difference between the drive device 200 of the second embodiment and the drive device 100 of the first embodiment described above will be described below with reference to FIG. In addition, about the drive device 200 of 2nd embodiment, about the part of the same structure as the drive device 100 of 1st embodiment, the code | symbol same as the drive device 100 of 1st embodiment is attached | subjected and the description is abbreviate | omitted.

  The automatic clutch 140 is provided between the engine shaft 1 a of the engine 1 and an input shaft 131 described later of the automatic transmission 3. The automatic clutch 140 connects or disconnects the engine shaft 1a and the input shaft 131. The automatic clutch 140 can change the clutch torque Tc, which is the torque transmitted between the engine shaft 1a and the input shaft 131. The automatic clutch 140 includes a flywheel 141 (engine torque input member), a clutch disk 142, a clutch cover 143 (engine torque input member), a diaphragm spring 144, a pressure plate 145, a clutch actuator 146, and a release bearing 147.

  The flywheel 141 (engine torque input member) has a disk shape, is connected to the engine shaft 1a, and receives engine torque Te. The flywheel 141 is provided with a damper 141a made of an elastic body such as a coil spring. When the engine torque Te is input to the flywheel 141, the damper 141a is displaced (expanded / contracted), so that the torque fluctuation of the engine torque Te input from the engine 1 to the input shaft 131 is absorbed.

  The clutch disk 142 is disposed closer to the automatic transmission 3 than the flywheel 141 and faces the flywheel 141. The clutch disk 142 has a disk shape, and friction materials 142a are provided on both surfaces of the outer peripheral portion thereof. The clutch disk 142 is spline-fitted to the tip of the input shaft 131 so as to be movable along the axial direction but not to be relatively rotatable. With such a configuration, the clutch disc 142 contacts the flywheel 141 or is separated from the flywheel 141.

  The clutch cover 143 (engine torque input member) includes a flat cylindrical portion 143a and a ring-shaped ring extending from the end of the cylindrical portion 143a on the automatic transmission 3 side toward the rotation center of the input shaft 131. Part 143b. The cylindrical portion 143a is connected to the flywheel 141. Therefore, the clutch cover 143 (engine torque input member) rotates integrally with the flywheel 141 and the engine shaft 1a, and the engine torque Te is input. The pressure plate 145 is provided on the opposite side of the flywheel 141 so as to face the clutch disk 142 and to be movable in the axial direction with respect to the clutch cover 143 and not to rotate relative to the clutch cover 143. The pressure plate 145 has a disc shape with an insertion hole 145a formed at the center. The input shaft 131 is inserted into the insertion hole 145 a of the pressure plate 145.

  The diaphragm spring 144 includes a ring-shaped base portion 144a and a plurality of leaf spring portions 144b extending inward from the inner peripheral edge of the base portion 144a. The leaf spring portion 144b is inclined so as to gradually move away from the base portion 144a in the inner direction. The tip of the leaf spring portion 144 b can be elastically deformed along the axial direction of the input shaft 131. The diaphragm spring 144 is provided between the pressure plate 145 and the ring portion 143b of the clutch cover 143 with the tip of the leaf spring portion 144b compressed in the axial direction. The base portion 144 a of the diaphragm spring 144 is in contact with the pressure plate 145. An intermediate portion of the leaf spring portion 144 b of the diaphragm spring 144 is connected to the inner peripheral edge of the ring portion 143 b of the clutch cover 143. The input shaft 131 is inserted through the center of the diaphragm spring 144.

  The input shaft 131 is inserted through the center of the release bearing 147, and the release bearing 147 can move in the axial direction with respect to the input shaft 131. The release bearing 147 includes a first member 147a and a second member 147b that face each other and can rotate relative to each other. The first member 147a is in contact with the tip of the leaf spring portion 144b of the diaphragm spring 144.

  The clutch actuator 146 presses the second member 147b of the release bearing 147 toward the diaphragm spring 144 and releases the pressure on the second member 147b in response to a control signal from the control unit 10. In a state where the clutch actuator 146 is not pressing the second member 147b of the release bearing 147, the clutch disk 142 is urged toward the flywheel 141 by the diaphragm spring 144 via the pressure plate 145, and the flywheel 141. It is pressed against. Therefore, the engine shaft 1a, the flywheel 141, the clutch disc 142, the clutch cover 143, the pressure plate 145, and the friction force between the friction material 142a and the flywheel 141 and the friction force between the friction material 142a and the pressure plate 145, and The input shaft 131 rotates integrally with the automatic clutch 140.

  On the other hand, when the clutch actuator 146 presses the second member 147b of the release bearing 147, the leaf spring portion 144b is deformed with the connection portion with the inner periphery of the ring portion 143b as a fulcrum, and the urging force of the diaphragm spring 144 is reduced. As a result, the urging force by which the base portion 144a of the diaphragm spring 144 urges the clutch disc 142 toward the flywheel 141 via the pressure plate 145 is reduced, and the clutch torque Tc is reduced. When the clutch actuator 146 completely presses the second member 147b of the release bearing 147, the clutch torque Tc becomes 0 and the automatic clutch 140 is in a disconnected state.

  A first transmission gear 161 that rotates integrally with the flywheel 141 and the clutch cover 143 is provided on the outer peripheral side of the flywheel 141 and the clutch cover 143. A third transmission gear 163 that rotates integrally with the clutch cover 143 is provided on the ring portion 143 b of the clutch cover 143.

  A second transmission gear 162 is provided coaxially with the first member 75 and the motor shaft 21 on the outer peripheral side of the first member 75. The second transmission gear 162 meshes with the first transmission gear 161. With such a structure, the second transmission gear 162 is rotationally coupled to the engine shaft 1a via the first transmission gear 161 and the flywheel 141. As shown in FIG. 15, the pitch circle of the first transmission gear 161 is much larger (for example, twice or more) than the pitch circle of the second transmission gear 162.

  A first one-way clutch 171 is provided between the first member 75 and the second transmission gear 162. When the motor torque Tm (rotational torque) output from the motor generator 2 is input to the first member 75, the first one-way clutch 171 is locked, and the motor torque Tm is transferred from the first member 75 to the second transmission gear. 162. On the other hand, when engine torque Te (rotational torque) output from the engine 1 is input to the second transmission gear 162 via the engine shaft 1a, the flywheel 141, and the first transmission gear 161, the first one-way clutch 171 is in a free state and does not transmit the engine torque Te from the second transmission gear 162 to the first member 75.

  A fourth transmission gear 164 is provided on the outer peripheral side of the first member 75 coaxially with the motor shaft 21 and the first member 75. The fourth transmission gear 164 meshes with the third transmission gear 163. With such a structure, the engine shaft 1a is rotationally coupled to the fourth transmission gear 164 via the flywheel 141, the clutch cover 143, and the third transmission gear 163.

  A second one-way clutch 172 is provided between the first member 75 and the fourth transmission gear 164. When the engine torque Te (rotational torque) output from the engine 1 is input to the fourth transmission gear 164, the second one-way clutch 172 enters the locked state, and the engine torque Te is transmitted from the fourth transmission gear 164 to the first. Transmit to member 75. On the other hand, when the motor torque Tm (rotational torque) output from the motor generator 2 is input to the first member 75, the second one-way clutch 172 enters a free state, and the motor torque Tm is transferred from the first member 75 to the first state. Not transmitted to the four transmission gears 164.

  The automatic transmission 3 according to the second embodiment includes an input shaft 131, an output shaft 132, a plurality of drive gears 133a to 133e, a plurality of driven gears 134a to 134e, an output gear 135, and a plurality of switching mechanisms 136a to 136c. Yes. The input shaft 131 is provided coaxially with the engine shaft 1a and in series with the engine shaft 1a. The output shaft 132 is provided in parallel with the input shaft 131.

  The input shaft 131 is provided with a first drive gear 133a to a fifth drive gear 133e. In the present embodiment, the plurality of drive gears 133 a to 133 e are idle gears that can rotate relative to the input shaft 131.

  The output shaft 132 is provided with a first driven gear 134a to a fifth driven gear 134e. In the present embodiment, the plurality of driven gears 134 a to 134 e are fixed gears that are not rotatable relative to the output shaft 132.

  The first drive gear 133a to the fifth drive gear 133e mesh with the first driven gear 134a to the fifth driven gear 134e, respectively. The pitch circle increases in the order of the first drive gear 133a to the fifth drive gear 133e. The pitch circle becomes smaller in the order of the first driven gear 134a to the fifth driven gear 134e.

  The first drive gear 133 a and the first driven gear 134 a are gears that form the first speed in the automatic transmission 3. The second drive gear 133b and the second driven gear 134b are gears that form the second speed in the automatic transmission 3. The third drive gear 133c and the third driven gear 134c are gears that form the third speed in the automatic transmission 3. The fourth drive gear 133d and the fourth driven gear 134d are gears that form the fourth speed in the automatic transmission 3. The fifth drive gear 133e and the fifth driven gear 134e are gears that form the fifth speed in the automatic transmission 3.

  An output gear 135 (output member) is fixed to the output shaft 132. The output gear 135 meshes with the ring gear 17a3 of the differential 17 and rotates integrally.

  The first switching mechanism 136a connects the first drive gear 133a or the second drive gear 133b to the input shaft 131 by the control signal from the control unit 10, and connects the first drive gear 133a and the second drive gear 133b to the input shaft. No connection to 131 is made. The second switching mechanism 136b connects the third drive gear 133c or the fourth drive gear 133d to the input shaft 131 by the control signal from the control unit 10, and connects the third drive gear 133c and the fourth drive gear 133d to the input shaft. No connection to 131 is made. The third switching mechanism 136c connects the fifth drive gear 133e to the input shaft 131 and disables the fifth drive gear 133e from being connected to the input shaft 131 by a control signal from the control unit 10.

  When the plurality of switching mechanisms 136a to 136c connect any one of the first drive gear 133a to the fifth drive gear 133e to the input shaft 131, the gears corresponding to the drive gears 133a to 133e connected to the input shaft 131 are automatically set. It is formed in the transmission 3. On the other hand, when the plurality of switching mechanisms 136a to 136c are in a state where all of the first drive gear 133a to the fifth drive gear 133e are not connected to the input shaft 131, no gear stage is formed in the automatic transmission 3. Neutral state.

  A first gear 181 is fixed to the second member 76. The first gear 181 meshes with the ring gear 17a3 of the differential 17 and rotates integrally.

  Hereinafter, with reference to FIG. 15, the arrangement of the axes constituting the driving device 200 will be described. In FIG. 15, the horizontal direction of the paper is the width direction (first direction) of each element constituting the driving device 200 and the driving device 200, and the vertical direction of the paper is the height of each element constituting the driving device 200 and the driving device 200. The direction is the second direction. As shown in FIG. 15, in the second embodiment, the shaft centers of the engine shaft 1 a and the input shaft 131 and the rotation center of the differential 17 are arranged in parallel in the width direction of the drive device 200.

  Regarding the first direction, which is the direction connecting the axis of the input shaft 131 and the rotation center of the differential 17 (ring gear 17a3), the axis of the motor shaft 21 and the axis of the output shaft 132 are the same as the axis of the input shaft 131 and the differential. It is located between 17 rotation centers. That is, the shaft center of the motor shaft 21 and the shaft center of the output shaft 132 are the first straight line that is a straight line passing through the shaft center of the input shaft 131 and is perpendicular to the first direction, and the rotational center of the differential 17. It is located between the second straight line that is a straight line along the street height direction.

  The axis of the motor shaft 21 is located above the straight line connecting the axis of the input shaft 131 and the rotation center of the differential 17. The axis of the output shaft 132 is located below the straight line connecting the axis of the input shaft 131 and the rotation center of the differential 17.

  Members such as a first transmission gear 161, a third transmission gear 163, and drive gears 133a to 133e are provided coaxially with the input shaft 131. The differential 17 has a large outer diameter in order to obtain a large reduction ratio between the differential gear 17 and the output gear 135 that meshes with the ring gear 17a3 of the differential 17. Therefore, a space S1 (shown in FIG. 15) exists between the member provided coaxially with the input shaft 131 and the differential 17. Therefore, as described above, with respect to the first direction, which is the direction connecting the axis of the input shaft 131 and the rotation center of the differential 17, the axis of the motor shaft 21 and the axis of the output shaft 132 are used as the axis of the input shaft 131. It is located between the center and the center of rotation of the differential 17. Thereby, members such as the motor generator 2, the first gear 181, and the fourth transmission gear 164 provided coaxially with the motor shaft 21, driven gears 134 a to 134 e provided coaxially with the output shaft 132, and the output gear 135. Can be arranged in a space S1 existing between the member 17 provided coaxially with the input shaft 131 and the differential 17. For this reason, the drive device 200 can be reduced in size in the second direction (height direction) orthogonal to the first direction, and the mountability of the drive device 200 on the vehicle 1000 is improved.

  At least a part of members such as the motor generator 2 and the fourth transmission gear 164 provided coaxially with the motor shaft 21 and the driven gears 134 a to 134 e provided coaxially with the output shaft 132 and the output gear 135 are the first About the 2nd direction which is the height direction orthogonal to a direction, it arrange | positions inside the largest element (2nd embodiment 1st transmission gear 161) with the largest size of a 2nd direction among the elements which comprise the drive device 200. Has been. Accordingly, at least a part of the members such as the motor generator 2 and the fourth transmission gear 164 provided coaxially with the motor shaft 21, the driven gears 134 a to 134 e provided coaxially with the output shaft 132, and the output gear 135 are provided. In the second direction, it is arranged in the space S2 inside the largest element (first transmission gear 161). For this reason, the drive device 200 can be reduced in size in the height direction orthogonal to the first direction.

[Mode 1]
A mode 1 (shown in FIG. 3) which is a mode for starting the engine 1 will be described with reference to FIG. The control unit 10 outputs a control signal to the switching actuator 56 so that the first member 75 is connected to the motor shaft 21 in a non-rotatable state. The control unit 10 puts the automatic transmission 3 in a neutral state by outputting control signals to the switching mechanisms 136a to 136c of the automatic transmission 3.

  Control unit 10 outputs a control signal to inverter 5 to drive motor generator 2 and cause motor generator 2 to output motor torque Tm. Then, the motor torque Tm input from the motor generator 2 to the motor shaft 21 is input to the first member 75 via the hub 51, the sleeve 54, and the first engagement member 52. Then, the first one-way clutch 171 is locked, and the motor torque Tm input to the first member 75 is input to the second transmission gear 162. The second one-way clutch 172 is in a free state. The motor torque Tm input to the second transmission gear 162 is input to the engine shaft 1a via the first transmission gear 161 and the flywheel 141. Then, the engine shaft 1a is rotated by the motor torque Tm, and the engine 1 is started.

  As described above, the pitch circle of the first transmission gear 161 is larger than the pitch circle of the second transmission gear 162. For this reason, the rotation of the second transmission gear 162 is decelerated and transmitted to the first transmission gear 161. Thus, the second transmission gear 162 and the first transmission gear 161 serve as a speed reduction mechanism. With such a configuration, when the motor torque Tm output from the motor generator 2 is input to the first member 75, the motor torque Tm is amplified by the second transmission gear 162 and the first transmission gear 161, and the engine. 1 is transmitted to the engine shaft 1a. Therefore, the engine 1 is rotated at a smaller motor torque Tm when the engine 1 is started as compared with the structure in which the motor torque Tm output from the motor generator 2 is transmitted to the engine shaft 1a of the engine 1 without being amplified. be able to. As a result, the motor generator 2 can be downsized, and the drive device 200 can be downsized.

  Also in the mode 2 to mode 8 of the operation table shown in FIG. 3, the control unit 10 performs the engine 1, the motor generator 2 (inverter 5) according to the operation table shown in FIG. Then, the switching mechanism 50 is controlled to set the driving device 200 of the second embodiment to the mode 2 to the mode 8.

  In the drive device 200 of the second embodiment described above, the drive gears 133a to 133e are idle gears, and the driven gears 134a to 134e are fixed gears. However, any or all of the drive gears 133a to 133e may be fixed gears, and any or all of the driven gears 134a to 134e may be idle gears.

  The driving device 200 may be an embodiment having a manual clutch instead of the automatic clutch 140 and a manual transmission instead of the automatic transmission 3.

  2 ... motor generator, 3 ... automatic transmission (transmission), 3a ... input shaft, 3b ... output gear (output member), 4b ... pump impeller (engine torque input member), 19R, 19L ... drive wheels, 17 ... differential , 21 ... motor shaft, 31 ... first one-way clutch, 32 ... second one-way clutch, 40 ... planetary gear mechanism (deceleration mechanism), 50 ... switching mechanism, 61 ... first sprocket (first connecting member), 62 ... first Two sprockets (second connecting member), 63 ... chain (transmission member, endless belt), 75 ... first member (first member), 76 ... second member (second member), 100 ... hybrid of the first embodiment Vehicle drive device, 135 ... output gear (output member), 141 ... flywheel (engine torque input member), 143 ... clutch cover (engine torque input member), 1 DESCRIPTION OF SYMBOLS 1 ... 1st transmission gear (2nd connection member, reduction mechanism), 162 ... 2nd transmission gear (1st connection member, reduction mechanism), 163 ... 3rd transmission gear (2nd connection member), 164 ... 4th transmission Gear (first connecting member), 200... Hybrid vehicle drive device of second embodiment

Claims (7)

An engine torque input member to which engine torque is input;
A differential in which the drive wheels of the vehicle are rotationally coupled;
A transmission that includes an input shaft to which the engine torque is input and an output member that is rotationally coupled to the differential, and that variably changes a reduction ratio obtained by dividing the rotational speed of the input shaft by the rotational speed of the output member; ,
A motor generator that is provided in parallel with the transmission and that outputs motor torque and generates electricity;
A motor shaft that is rotationally coupled to the motor generator and provided in parallel with the input shaft;
A switching mechanism that switches between a first connected state in which the motor shaft is rotationally connected to the engine torque input member and a second connected state in which the motor shaft is connected to the differential,
With respect to the first direction, which is the direction connecting the axis of the input shaft and the center of rotation of the differential, the axis of the motor shaft is located between the axis of the input shaft and the center of rotation of the differential. A hybrid vehicle drive device. A first member provided coaxially with the motor shaft;
A second member rotationally coupled to the differential and provided coaxially with the motor shaft;
A first coupling member provided coaxially with the motor shaft and rotationally coupled to the first member;
A second connecting member provided coaxially with the input shaft and rotationally connected to the engine torque input member;
A transmission member that rotationally connects the first connecting member and the second connecting member;
The first connection state is a state in which the first member is connected to the motor shaft,
The hybrid vehicle drive device according to claim 1, wherein the second connection state is a state in which the second member is connected to the motor shaft.   The hybrid vehicle drive device according to claim 2, wherein the transmission member is an endless belt. A speed reduction mechanism that amplifies the rotational torque input to the first member and transmits the amplified torque to the first connecting member;
The rotation torque input to the first member is allowed to be transmitted to the first connection member via the speed reduction mechanism, and the rotation torque input to the first connection member is allowed to pass through the speed reduction mechanism. A first one-way clutch that does not allow transmission to one member;
And a second one-way clutch that transmits the rotational torque input to the first connecting member to the first member and does not transmit the rotational torque input to the first member to the first connecting member. A drive device for a hybrid vehicle according to claim 2 or claim 3. The speed reduction mechanism is a planetary gear mechanism,
The hybrid vehicle drive device according to claim 4, wherein the speed reduction mechanism is provided coaxially with the motor shaft.   The differential, the transmission, the motor shaft, the first member, the second member, the first connecting member, the second connecting member, and the transmission member are housed in the same housing. The hybrid vehicle drive device according to any one of claims 5 to 5. An oil pump for supplying oil to the transmission;
The hybrid vehicle drive device according to any one of claims 2 to 6, wherein the oil pump is provided coaxially with the motor shaft and connected to the first connecting member.

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