JP2019172007A - Vehicle driving device - Google Patents

Abstract

To provide a vehicle driving device which can be easily assembled to a vehicle.SOLUTION: A driving device 1 is used to transmit driving force to an outer shaft 5. The driving device 1 includes a housing 10, an electric motor 13, and a torque converter 15. The housing 10 has an internal space S. The electric motor 13 is disposed in the internal space S. The torque converter 15 is disposed in the internal space S. The torque converter 15 transmits the driving force of the electric motor 13 to the output shaft 5.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle drive device, and more particularly to a vehicle drive device for transmitting a drive force to an output shaft.

  A conventional vehicle drive device includes, for example, a motor generator (electric motor) and a torque converter (see Patent Document 1). In this vehicle drive device, the motor generator and the torque converter are distributed in the vehicle (see FIG. 2 of Patent Document 1).

JP 2011-231857 A

  In a conventional vehicle drive device, each configuration of the drive device, for example, a motor generator and a torque converter are distributed in the vehicle. Therefore, when the drive device is arranged in the vehicle, it is necessary to assemble each configuration individually. . For this reason, there exists a possibility that the assembly property of a drive device may fall.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle drive device that can be easily assembled to a vehicle.

  A vehicle drive device according to one aspect of the present invention is for transmitting a driving force to an output shaft. The vehicle drive device includes a housing, an electric motor, and a torque converter. The housing has an internal space. The electric motor is disposed in the internal space. The torque converter is disposed in the internal space. The torque converter transmits the driving force of the electric motor to the output shaft.

  In the vehicle drive device, the electric motor and the torque converter are arranged in the internal space of the housing. Thereby, the drive device for vehicles can be easily assembled | attached to a vehicle as 1 unit.

  In the vehicle drive device according to another aspect of the present invention, the electric motor may include a first stator fixed to the housing and a first rotor configured to be rotatable with respect to the first stator. preferable. In this case, the torque converter includes an impeller configured to rotate integrally with the first rotor, a turbine coupled to the output shaft, and a second stator rotatable relative to the casing.

  Even if comprised in this way, the drive device for vehicles can be easily assembled | attached to a vehicle as 1 unit.

  The vehicle drive device according to another aspect of the present invention preferably further includes a lockup structure. The lockup structure is disposed in the internal space. The lockup structure connects the impeller and the turbine so as to be integrally rotatable.

  Even if the lockup structure is configured in this manner, the drive device for the vehicle can be easily assembled to the vehicle as one unit.

  The vehicle drive device according to another aspect of the present invention preferably further includes a rotation transmission structure. In this case, the rotation transmission structure is disposed in the internal space. The rotation transmission structure selectively transmits the rotation of the first rotor to the output shaft. The torque converter transmits the rotation of the first rotor to the output shaft when the first rotor rotates in the first rotation direction. The rotation transmission structure transmits the rotation of the first rotor to the output shaft when the first rotor rotates in the second rotation direction opposite to the first rotation direction.

  Thus, even if it comprises a rotation transmission structure, the drive device for vehicles can be easily assembled | attached to a vehicle as 1 unit.

  The vehicle drive device according to another aspect of the present invention preferably further includes a braking portion. In this case, the braking unit is disposed in the internal space. The braking unit brakes the rotation of the first rotor. The braking unit includes a third stator fixed to the housing, and a second rotor configured to be rotatable with respect to the third stator and to be integrally rotatable with the first rotor.

  Even if the braking portion is configured in this way, the vehicle drive device can be easily assembled to the vehicle as one unit.

  In the present invention, a vehicle drive device can be easily assembled to a vehicle.

The schematic diagram which shows the whole structure of the vehicle which concerns on 1st Embodiment of this invention. Sectional drawing of the drive device for demonstrating a structure. Sectional drawing of the drive device for demonstrating an oil circuit.

<Overview>
FIG. 1 is a schematic diagram showing an overall configuration of a vehicle in which a vehicle drive device 1 according to the present invention is arranged. A configuration related to the drive device 1 will be briefly described with reference to FIG.

  As shown in FIG. 1, for example, a drive device 1, a control unit 2, and a battery unit 3 are arranged in the vehicle. Here, an example in which the control unit 2 and the battery unit 3 are not included in the drive device 1 is shown, but the control unit 2 and the battery unit 3 may be included in the drive device 1.

  The drive device 1 is for driving the drive wheels 4. The drive device 1 is mounted on a vehicle body (not shown). The drive device 1 is operated by the electric power from the battery unit 3 and drives the drive wheels 4 via the first output shaft 5 (an example of an output shaft) and the second output shaft 6. A first gear portion 7 is provided on the first output shaft 5. The second output shaft 6 is provided with a second gear portion 8. The second gear portion 8 meshes with the first gear portion 7. A differential mechanism 9 is disposed between the second output shaft 6 and the drive wheel 4.

  With this configuration, when a driving force is transmitted from the driving device 1 to the first output shaft 5, this driving force is transmitted from the second output shaft 6 to the driving shaft of the driving wheel 4 via the differential mechanism 9. Is done. In this way, the drive wheel 4 is driven by the drive device 1.

  The power transmission path described above is merely an example, and the driving force of the driving device 1 may be transmitted to the driving wheels 4 by further using another output shaft or gear unit. Details of the driving device 1 will be described later.

  The control unit 2 controls the drive device 1 and the battery unit 3. The control unit 2 is attached to the vehicle body. The control unit 2 operates with power from the battery unit 3.

  The battery unit 3 supplies power to the driving device 1 and the control unit 2. The battery unit 3 is attached to the vehicle body. The battery unit 3 can be charged by an external power source. Further, the battery unit 3 can be charged using the electric power generated in the driving device 1.

<Drive device>
The driving device 1 is for transmitting a driving force to the first output shaft 5. The drive device is configured as one unit and is mounted on the vehicle body. As shown in FIG. 2, the drive device 1 includes a housing 10, a motor 13 (an example of an electric motor), and a torque converter 15. The drive device 1 further includes a rotation transmission structure 17. The drive device 1 further includes a lockup structure 19. The drive device 1 further includes a retarder 20 (an example of a braking unit).

  Here, the housing 10, the motor 13, the torque converter 15, the oil reservoir 16, the rotation transmission structure 17, the lockup structure 19, and the retarder 20 are disposed inside the housing 10. Thus, the housing 10 is configured as one unit.

(Casing)
The housing 10 is attached to the vehicle body. As shown in FIGS. 1 and 2, the housing 10 has an internal space S. The housing 10 has an oil chamber Y and an oil reservoir 16. Specifically, the oil chamber Y is formed in the internal space S. The oil chamber Y has a first oil chamber Y1 and a second oil chamber Y2.

  The first oil chamber Y1 is provided between the casing 10 and the torque converter cases 25a and 32 (described later). The second oil chamber Y2 is provided inside the torque converter cases 25a and 32. The second oil chamber Y2 includes a main oil chamber YM and a sub oil chamber YS.

  The main oil chamber YM is an internal space of the torque converter 15, for example, a space in which the impeller 25, the turbine 27, and the second stator 29 are operated. The sub oil chamber YS is a space excluding the main oil chamber YM, for example, a space between the turbine shell 27a and the cover portion 32, and a space radially outside the main oil chamber YM.

  The oil reservoir 16 stores hydraulic oil. The oil reservoir 16 is arranged to be able to supply hydraulic oil to the oil chamber Y (internal space S). Specifically, the oil reservoir 16 is provided in the housing 10 so that hydraulic oil can be supplied to the second oil chamber Y2.

  Here, the oil reservoir 16 is disposed radially inward from the torque converter 15. The oil reservoir 16 supplies hydraulic oil to the second oil chamber Y2 by the operation of the torque converter 15. Further, the oil reservoir 16 receives the hydraulic oil from the first oil chamber Y1.

  In the present embodiment, an example in which the oil reservoir 16 is disposed radially inward of the torque converter 15 is shown. However, if the oil reservoir 16 is connected to the oil chamber Y, the oil reservoir 16 may be placed in another location. It may be arranged.

(motor)
The motor 13 is a drive unit of the drive device 1. As shown in FIG. 2, the motor 13 is disposed in the internal space S of the housing 10. The motor 13 includes a first stator 21 and a first rotor 22. The first stator 21 is fixed to the housing 10. The first stator 21 is provided with a coil portion 21a.

  The first rotor 22 is configured to be rotatable with respect to the first stator 21. The first rotor 22 is supported so as to be rotatable with respect to the first output shaft 5. Specifically, the first rotor 22 is supported via the rotation transmission structure 17 so as to be rotatable with respect to the first output shaft 5. The first rotor 22 is positioned in the axial direction by a positioning member 34. The positioning member 34 is attached to the first rotor 22 so as to be rotatable integrally with the first rotor 22, and is supported by the first output shaft 5 so as to be rotatable with respect to the first output shaft 5. The first rotor 22 is provided with a magnet portion 22a in which N poles and S poles are alternately arranged in the circumferential direction.

  An oil passage YR1 (an example of a second oil passage) is formed in the first rotor 22. Specifically, the oil passage YR1 is formed in the first rotor 22 between the magnet portion 22a and the radial direction of the rotation axis O. Here, the oil passage YR1 extends in the axial direction along the rotation axis O. The oil passage YR1 is connected to an oil passage YR3 (described later).

  By supplying a current from the battery unit 3 to the coil portion 21a of the first stator 21 and generating a magnetic field between the coil portion 21a and the magnet portion 22a, the first rotor 22 is rotated about the rotation axis of the first output shaft 5. It rotates about the first stator 21 around. The rotation of the first rotor 22 is controlled by controlling the current from the battery unit 3 by the control unit 2.

(Torque converter)
The torque converter 15 transmits the driving force of the motor 13 to the first output shaft 5. Specifically, the torque converter 15 transmits the rotation of the first rotor 22 to the first output shaft 5 when the first rotor 22 rotates in the driving direction R1 (an example of the first rotation direction; see FIG. 1). To do. Here, the driving direction R1 is a direction in which the first rotor 22 is rotated in order to advance the vehicle.

  As shown in FIG. 2, the torque converter 15 is disposed inside the housing 10, that is, in the internal space S of the housing.

  The torque converter 15 guides the hydraulic oil from the oil reservoir 16 to the second oil chamber Y2 by centrifugal force. The torque converter 15 supplies hydraulic oil from the second oil chamber Y2 to the first oil chamber Y1.

  The torque converter 15 includes an impeller 25, a turbine 27, and a second stator 29. The torque converter 15 transmits the torque input to the impeller 25 to the turbine 27 by rotating the impeller 25, the turbine 27, and the second stator 29 via the hydraulic oil.

  The impeller 25 is configured to be able to rotate integrally with the first rotor 22. For example, the impeller 25 is fixed to the cover part 32, and the cover part 32 is fixed to the first rotor 22. A torque converter case (an example of a case portion) is formed by the impeller shell 25 a of the impeller 25 and the cover portion 32 fixed to the first rotor 22. The torque converter cases 25a and 32 form the second oil chamber Y2 (the main oil chamber YM and the sub oil chamber YS). The torque converter cases 25a and 32 are nonmagnetic materials.

  An oil passage YR2 (an example of a first oil passage) and an oil passage YR3 are formed in the torque converter cases 25a and 32, for example, the cover portion 32. The oil passage YR <b> 2 extends from the inner surface of the cover portion 32 toward the outer surface of the cover portion 32. Specifically, the oil passage YR <b> 2 extends toward the coil portion 21 a of the first stator 21. As a result, when centrifugal force acts on the hydraulic oil, the hydraulic oil passes through the oil passage YR2 via the pressure regulating valve 18, and the coil portion 21a in the first oil chamber Y1 is cooled.

  The oil passage YR <b> 3 extends from the inner surface of the cover portion 32 toward the outer surface of the cover portion 32. Specifically, it extends toward the first rotor 22. More specifically, the oil passage YR3 extends toward the oil passage YR1 of the first rotor 22 and is connected to the oil passage YR1. With this connection, when hydraulic fluid flows from the oil reservoir 16 into the oil passage YR1 due to centrifugal force, the magnet portion 22a is cooled, and then the hydraulic fluid in the oil passage YR1 flows into the sub oil chamber YS via the oil passage YR3. To do.

  The turbine 27 is connected to the first output shaft 5. Here, the turbine 27 is coupled to the first output shaft 5 so as to be integrally rotatable. The turbine shell 27 a of the turbine 27 is disposed between the impeller shell 25 a and the cover portion 32. The second stator 29 is configured to be rotatable with respect to the housing 10. For example, the second stator 29 is disposed so as to be rotatable with respect to the housing 10 via the one-way clutch 30.

  When the torque converter 15 is operated, the hydraulic oil is sucked up from the oil reservoir 16 into the second oil chamber Y2. Specifically, when the impeller 25, the turbine 27, and the second stator 29 are rotated by the operation of the torque converter 15, the working oil is sucked up from the oil reservoir 16 to the main oil chamber YM. Then, the hydraulic oil in the main oil chamber YM passes through the gap between the impeller 25 and the turbine 27 and moves from the centrifugal clutch 31 side to the sub oil chamber YS.

  Further, when the torque converter 15 is operated, the hydraulic oil is sucked up from the oil reservoir 16 into the sub oil chamber YS. In this state, the hydraulic oil is supplied from the second oil chamber Y2 (sub oil chamber YS) to the first oil chamber Y1 via the oil passage YR2 in which the pressure regulating valve 18 is disposed. Details of the path along which the hydraulic oil moves, for example, details of the oil circuit, will be described later.

  As described above, the hydraulic oil is guided in the order of the oil reservoir 16, the second oil chamber Y2, and the first oil chamber Y1 by the operation of the torque converter 15. That is, the torque converter 15 functions as a pump and moves the hydraulic oil inside the housing 10. By this movement of the hydraulic oil, each component arranged in the internal space S of the housing 10, for example, the motor 13 can be cooled.

(Pressure adjustment valve)
In the torque converter cases 25a and 32 (the impeller shell 25a and the cover portion 32), a pressure regulating valve 18 is provided. Specifically, the pressure regulating valve 18 is disposed in the torque converter cases 25a and 32, for example, in the oil passage YR2 provided in the cover portion 32. The pressure regulating valve 18 permits or restricts the movement of hydraulic oil from the inside of the torque converter cases 25a, 32 to the outside of the torque converter cases 25a, 32 according to the pressure inside the torque converter cases 25a, 32.

  Specifically, when the pressure inside the torque converter cases 25a, 32, for example, the pressure in the second oil chamber Y2, is higher than the pressure outside the torque converter cases 25a, 32, for example, the pressure in the first oil chamber Y1, the pressure regulating valve 18 The oil passage YR2 is opened and the movement of the hydraulic oil in the oil passage YR2 is permitted.

  On the other hand, when the pressure inside the torque converter cases 25a and 32, such as the pressure in the second oil chamber Y2, is lower than the pressure outside the torque converter cases 25a and 32, such as the pressure in the first oil chamber Y1, the pressure regulating valve 18 The path YR2 is closed and the movement of the hydraulic oil in the oil path YR2 is restricted. Thereby, even when the torque converter 15 stops operating, the hydraulic oil can be held inside the torque converter 15, for example, in the second oil chamber Y2.

(Rotation transmission structure)
The rotation transmission structure 17 selectively transmits the rotation of the first rotor 22 to the first output shaft 5. As shown in FIG. 2, the rotation transmission structure 17 is disposed between the first rotor 22 and the first output shaft 5 in the internal space S of the housing 10. For example, the rotation transmission structure 17 includes a one-way clutch 17a (an example of a clutch unit).

  For example, when the first rotor 22 rotates in the driving direction R <b> 1, the one-way clutch 17 a does not transmit the rotation of the first rotor 22 to the first output shaft 5. On the other hand, when the first rotor 22 rotates in the counter driving direction R2 (an example of the second rotation direction; see FIG. 1), the one-way clutch 17a causes the rotation of the first rotor 22 to the first output shaft 5. introduce. Here, the counter driving direction R2 is a rotation direction opposite to the driving direction R1.

(Lock-up structure)
The lockup structure 19 is disposed in the internal space S of the housing 10. The lockup structure 19 connects the impeller 25 and the turbine 27 so as to be integrally rotatable.

  Here, as shown in FIG. 2, the lockup structure 19 has a centrifugal clutch 31. The centrifuge 31a of the centrifugal clutch 31 is provided in the turbine 27, for example, the turbine shell 27a. Specifically, each of the plurality of centrifuges 31a constituting the centrifugal clutch 31 is arranged at intervals in the circumferential direction (rotation direction), is movable in the radial direction, and can rotate integrally with the turbine shell 27a. Is retained.

  The plurality of centrifuges 31a are disposed to face the radially outer portion 25b of the impeller shell 25a. Each of the plurality of centrifuges 31a is provided with a friction member 31b. The friction member 31b of each centrifuge 31a is disposed at a distance from the radially outer portion 25b of the impeller shell 25a.

  Specifically, when centrifugal force is not acting on the plurality of centrifuges 31a, or when the centrifugal force acting on the plurality of centrifuges 31a is less than a predetermined centrifugal force, the plurality of centrifuges 31a (friction members 31b) are The impeller shell 25a is disposed at a distance from the radially outer portion 25b. This state is a clutch-off state.

  On the other hand, the state where the friction member 31b of each centrifuge 31a is in contact with the radially outer portion 25b of the impeller shell 25a is the clutch-on state. Specifically, when the centrifugal force acting on the plurality of centrifuges 31a is equal to or greater than a predetermined centrifugal force, the plurality of centrifuges 31a (friction members 31b) abut on the radially outer portion 25b of the impeller shell 25a. Thereby, the impeller 25 and the turbine 27 are connected so as to be integrally rotatable. This state is a clutch-on state.

(Retarder)
The retarder 20 brakes the rotation of the first rotor 22. The retarder 20 generates a braking force using electromagnetic induction. As shown in FIG. 2, the retarder 20 is disposed in the housing 10. Specifically, the retarder 20 is disposed in the internal space S of the housing 10.

  The retarder 20 includes a third stator 35 and a second rotor 37. The third stator 35 is fixed to the housing 10. The second rotor 37 is configured to be rotatable with respect to the third stator 35. Further, the second rotor 37 is configured to be able to rotate integrally with the first rotor 22.

  Here, the 2nd rotor 37 is being fixed to the impeller shell 25a (radial direction outer side part 25b). As described above, since the impeller shell 25a can rotate integrally with the first rotor 22 via the cover portion 32, the second rotor 37 is connected to the first rotor 22 via the impeller shell 25a and the cover portion 32. And can be rotated together.

  When the current is supplied from the battery unit 3 to the third stator 35 and a magnetic field is formed between the magnet portions of the third stator 35 and the second rotor 37, the second rotor 37 rotates with respect to the third stator 35. Then, an eddy current is generated. By the generation of this eddy current, the electrical resistance becomes a torque resistance, that is, a braking force.

  Here, the braking force is controlled by controlling the current from the battery unit 3 to the third stator 35 by the control unit 2. For example, when the battery unit 3 is fully charged (when the battery unit 3 cannot be charged), it is difficult to use the motor 13 as a regenerative brake, so the braking force of the retarder 20 is used.

  In this case, current is supplied from the battery unit 3 to the third stator 35. When the second rotor 37 that rotates integrally with the first rotor 22 rotates with respect to the third stator 35, the rotation of the second rotor 37 is braked. In other words, the rotation of the first rotor 22 is braked by braking the rotation of the second rotor 37.

  When the retarder 20 is operated in this way, the charge amount of the battery unit 3 decreases. Thus, when the battery unit 3 can be charged, the operation of the retarder 20 is stopped, and the motor 13 is used as a regenerative brake.

When the motor 13 is used as a regenerative brake, the power supply from the battery unit 3 to the motor 13 is stopped. Then, the first rotor 22 of the motor 13 rotates with respect to the first stator. Thereby, the motor 13 functions as a generator and a braking part. Thereby, the battery unit 3 is charged and the rotation of the first rotor 22 of the motor 13 is braked. Note that when the battery unit 3 can be charged, not only the braking force of the motor 13 but also the braking force of the retarder 20 You may use simultaneously. In this case, only the braking force of the retarder 20 may be used without generating the braking force in the motor 13.

  The state of charge of the battery unit 3 described above is monitored by the control unit 2. In this state, for example, when the driving of the motor 13 is stopped based on a command from the control unit 2, the control unit 2 can control the braking force and / or the motor 13 according to the state of charge of the battery unit 3 described above. It is determined whether or not the braking force of the retarder 20 is used.

(Hydraulic oil circuit)
As shown in FIG. 3, when the torque converter 15 is activated and centrifugal force is applied to the hydraulic oil, first, the hydraulic oil flows from the oil reservoir 16 to the second oil chamber Y2 (the main oil chamber YM and the sub oil chamber YS). Guided.

  Specifically, the hydraulic oil passes from the oil reservoir 16 through the oil passage YR4 of the first output shaft 5, the oil passage YR5 between the first output shaft 5 and the housing 10, and enters the main oil chamber YM. To reach. The hydraulic oil in the main oil chamber YM can move from the centrifugal clutch 31 side to the sub oil chamber YS.

  The hydraulic oil passes from the oil reservoir 16 through the oil passages YR6a and YR6b between the first output shaft 5 and the first rotor 22, the oil passage YR7 between the cover portion 32 and the turbine shell 27a, and the sub oil It reaches the inside of the chamber YS.

  Further, the hydraulic oil flows from the oil reservoir 16 to the oil path YR6b between the first output shaft 5 and the positioning member 34, the oil path YR8, the oil path YR1, and the oil path YR3 between the first rotor 22 and the positioning member 34. And reaches the inside of the sub oil chamber YS. At this time, the magnet portion 22a of the first rotor 22 is cooled by the hydraulic oil.

  Next, when the centrifugal force increases and the pressure in the second oil chamber Y2 (the main oil chamber YM and the sub oil chamber YS) increases, the pressure adjustment valve 18 opens. Then, the hydraulic oil is guided from the second oil chamber Y2 to the first oil chamber Y1 via the oil path YR2. Thereby, the coil part 21a of the 1st stator 21 is cooled by hydraulic fluid.

  For example, when the torque converter 15 stops operating and the pressure in the second oil chamber Y2 (the main oil chamber YM and the sub oil chamber YS) decreases, the pressure adjustment valve 18 is closed. Thereby, the movement of the hydraulic oil from the second oil chamber Y2 to the first oil chamber Y1 is stopped, and the second oil chamber Y2 is sealed by the pressure regulating valve 18.

<Summary>
By configuring the drive device 1 as described above, the motor 13 and the torque converter 15 are disposed in the internal space S of the housing 10. Thereby, the drive device 1 can be easily assembled to the vehicle as one unit.

  By configuring the drive device 1 as described above, the hydraulic oil can be guided in the order of the oil reservoir 16, the second oil chamber Y2, and the first oil chamber Y1. Thus, in the drive device 1, it is possible to guide hydraulic oil without preparing a pump and a pump control device, for example. In other words, the drive device 1 can guide the hydraulic oil with a simple configuration, and can be downsized.

  Further, by configuring the drive device 1 as described above, the rotation of the first rotor 22 is braked by at least one of the motor 13 and the retarder 20. For this reason, for example, when it is difficult to brake the rotation of the first rotor 22 in the motor 13, the rotation of the first rotor 22 can be braked by the retarder 20. Thus, in the drive device 1 described above, the rotation of the first rotor 22, that is, the rotation output from the motor 13 can be suitably braked.

  Further, by configuring the drive device 1 as described above, when the rotor 22 rotates in the drive direction R <b> 1, the rotation of the rotor 22 is transmitted to the first output shaft 5 via the torque converter 15. On the other hand, when the rotor 22 rotates in the counter driving direction R2, the rotation of the rotor 22 is transmitted to the first output shaft 5 via the rotation transmission structure 17, for example, the one-way clutch 17a. That is, in the drive device 1, the rotation of the rotor 22 is transmitted to the first output shaft 5 by the torque converter 15 or the rotation transmission structure 17 (one-way clutch 17 a) according to the rotation direction of the rotor 22. Thereby, the driving force of the motor 13 can be suitably transmitted to the first output shaft 5.

[Other Embodiments]
The present invention is not limited to the above-described embodiments, and various changes or modifications can be made without departing from the scope of the present invention.

  (A) In the said embodiment, the example in case the turbine 27 was comprised so that rotation with the 1st output shaft 5 was possible was shown. Instead of this, the turbine 27 may be configured to be rotatable integrally with the first output shaft 5 in the driving direction R1 and to be rotatable with respect to the first output shaft 5 in the counter driving direction R2. This configuration can be realized, for example, by arranging a one-way clutch between the turbine 27 and the first output shaft 5.

  (B) In the said embodiment, although the example in case the lockup structure 19 has the centrifugal clutch 31 was shown, if the connection and disconnection of the impeller 25 and the turbine 27 can be performed as mentioned above, the lockup structure 19 will be shown. May have other structures. For example, each of the plurality of centrifuges 31a may be swingably held by the turbine shell 27a.

DESCRIPTION OF SYMBOLS 1 Drive device 5 1st output shaft 10 Case 13 Motor 15 Torque converter 17, 117 Rotation transmission structure 17a One-way clutch 118 Planetary gear mechanism 119 Electromagnetic clutch 16 Oil reservoir 18 Backflow prevention valve 19 Lockup structure 21 First stator 22 First 1 rotor 20 retarder 35 third stator 37 second rotor Y oil chamber Y1 first oil chamber Y2 second oil chamber YM main oil chamber YS sub oil chamber

Claims (5)

A driving device for a vehicle for transmitting a driving force to an output shaft,
A housing having an internal space;
An electric motor disposed in the internal space;
A torque converter disposed in the internal space and transmitting the driving force of the electric motor to the output shaft;
A vehicle drive device comprising: The electric motor has a first stator fixed to the housing, and a first rotor configured to be rotatable with respect to the first stator,
The torque converter includes an impeller configured to be integrally rotatable with the first rotor, a turbine coupled to the output shaft, and a second stator rotatable with respect to the housing.
The vehicle drive device according to claim 1. A lock-up structure that is disposed in the internal space and connects the impeller and the turbine so as to be integrally rotatable;
Further comprising
The drive device for vehicles according to claim 2. A rotation transmission structure that is disposed in the internal space and selectively transmits the rotation of the first rotor to the output shaft;
Further comprising
The torque converter transmits rotation of the first rotor to the output shaft when the first rotor rotates in a first rotation direction;
The rotation transmission structure transmits the rotation of the first rotor to the output shaft when the first rotor rotates in a second rotation direction opposite to the first rotation direction.
The vehicle drive device according to claim 2 or 3. A braking portion disposed in the internal space and configured to be able to brake the rotation of the first rotor;
Further comprising
The braking portion includes a third stator fixed to the housing, and a second rotor configured to be rotatable with respect to the third stator and to be integrally rotatable with the first rotor.
The drive apparatus for vehicles of any one of Claim 2 to 4.

Images