JP3146709B2 - Power transmission device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle having a drive system driven by an electric motor, and more particularly to a power source using an internal combustion engine such as a gasoline engine or a diesel engine and an electric motor using electric energy such as a battery. Suitable for use in hybrid vehicles used in combination as
More specifically, the present invention relates to a power transmission device in a vehicle in which a transmission gear unit is interposed in an electric motor drive system.

[0002]

2. Description of the Related Art Generally, a vehicle is equipped with an internal combustion engine such as a gasoline engine or a diesel engine.
The vehicle travels using the combustion of the internal combustion engine as an energy source. The engine can obtain a high output and can run for a long distance, but generates noise and exhaust gas such as No _x and Co ₂ with combustion.

[0003] Recently, due to an increase in environmental problems, vehicles driven by an electric motor that does not generate noise and generate no exhaust gas have attracted attention. However, the electric vehicle needs to be equipped with a battery that is heavy and has a limited electric capacity, and its output is not sufficient as compared with a vehicle equipped with an engine, such as acceleration performance, high-load running, and high-speed running. The running performance is low, and the cruising distance from one battery charge is short, and the range of use is limited.

Therefore, a hybrid vehicle using both an internal combustion engine and an electric motor has been proposed. A series (series) type in which the hybrid vehicle drives the generator by rotating the engine in a constant state and drives the generator by rotation of an electric motor based on electric energy by the generator;
There is a parallel type in which outputs of an electric motor and an engine are respectively connected to driving wheels, and either the electric motor or the engine is selectively used.

[0005] Conventionally, as a power transmission device in the hybrid vehicle, for example, as disclosed in Japanese Patent Application Laid-Open No. Sho 59-204402, an automatic transmission (automatic transmission) having a torque converter for rotating an engine and an electric motor. , And a one-way clutch between the engine and the electric motor, which can transmit the output of the engine to the electric motor but does not transmit the output from the electric motor to the engine. .

[0006] Thus, the vehicle is driven by only the engine output, only the motor output or the engine output and the motor output in accordance with the required torque, and the electric motor is driven as a generator by the engine output or by regenerative braking. To charge the battery.

[0007]

The use of an automatic transmission having a torque converter in the power transmission device of a hybrid vehicle is effective for starting and accelerating the vehicle. The largest power loss due to the converter. In particular, in this type of vehicle, the cruising distance when traveling by the electric motor is a major issue, but when the engine is traveling, even if the power loss of the torque converter does not become a major problem,
When the electric motor is running, the power loss of the torque converter closely affects the cruising distance due to the low energy density of the battery and the like.

Accordingly, the applicant has separated the automatic transmission into a fluid transmission device such as a torque converter and an automatic transmission device including a transmission gear unit and the like, and the output of the engine is transmitted via the fluid transmission device and the automatic transmission device. A hybrid vehicle that transmits power to the driving wheels and transmits the output of the electric motor to the driving wheels only through the automatic transmission to eliminate a power loss due to the fluid transmission during the electric motor running and secure a relatively long cruising distance. Proposed a power transmission device (not disclosed).

In this case, if the driving portion including the engine becomes long by the electric motor, a large modification of the entire vehicle is required, so that the electric motor and the automatic transmission are mounted on the vehicle. And a compact design that superimposes in the axial direction is required.

By the way, in order for the electric motor to achieve a predetermined performance, it is necessary that the gap between the rotor and the stator is uniform. For this reason, in general, in the conventional electric motor, both ends of the rotor are generally formed of a case. We support in. However, in the power transmission device described above, when the support structure of the rotor is employed, since the coil ends protrude from both ends of the stator, the electric motor and the automatic transmission need to be arranged in series in the axial direction. The axial dimension becomes longer, which causes a problem in mounting on a vehicle.

[0011] Even in an electric vehicle in which an electric motor and an automatic transmission are combined, reduction in the axial direction is desired.

According to the present invention, the structure for supporting the rotating shaft and the output shaft to which the rotor is connected and fixed is improved, and the transmission gear unit is disposed inside the rotor while accurately maintaining the gap between the rotor and the stator. It is an object of the present invention to provide a power transmission device for a vehicle, which is made compact, and particularly reduced in axial dimension.

[0013]

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has an electric motor (10) having a rotor (27) and a stator (26); a transmission gear unit (25); A power transmission device for a vehicle, wherein the output of the electric motor (10) is transmitted to drive wheels (33) via the transmission gear unit (25). And an input section (R or CR) of the transmission gear unit
A rotary shaft (21) connected to the drive wheel and an output shaft (22) integrally provided with an output gear (23) interlocked with the drive wheel and connected to an output (CR or R) of the transmission gear unit (25). The rotary shaft and the output shaft are loosely fitted to each other to form a multi-shaft structure. One end of the rotary shaft (21) is directly supported on the case (5) (35), and the other end of the rotary shaft is provided. To the case (3a) via the output shaft (22).
And the other end of the output shaft (22) is directly supported (36) on the case (3a), and one end of the output shaft is connected to the case (5) via the rotary shaft (21). Indirect support (39), and the axial center position (D) of the rotor (27) is directly supported (35) with respect to the position (b) where the rotary shaft (21) is indirectly supported (37). The position (E) of the output gear (23) is set close to the position (a) of the output shaft (2).
2) is disposed close to the position (c) where the indirect bearing (39) is directly supported (36) on the position (d) side (d <c)
Then, the transmission gear unit (2) is provided inside the rotor (A).
5) is arranged. Preferably, the transmission gear unit (25) constitutes the speed-change gear unit pathway engaging means (C2, F, B) of the automatic transmission formed by appropriately changed at the (9, 9 _2).

[0014]

According to the above construction, the rotation of the rotor (27) of the electric motor (10) is shifted in the transmission gear unit (25), and the drive wheels (33) from the output gear (23) are rotated.
a, 33b). At that time, the electric motor (1
Rotary shaft (21) to which rotor (27) of (0) is connected and fixed
One end is directly supported (35) on the case (5), and the other end is indirectly supported (37) on the case (3a) via the output shaft (22). The output shaft (22) to which the output gear (23) is connected and fixed has the other end directly supported (36) on the case (3a) and the one end indirectly supported (39) on the case (5).

[0015]

As described above, according to the present invention,
The rotating shaft (21) is directly supported on the case (5) by the near side which greatly affects the accuracy of supporting the rotor (27) (35).
Even if the other end is indirectly supported (37) and there is a support error, the rotor (27) is located between the stator (26) and the stator (26) because the other end is on the remote side with little effect on the support accuracy. An electric motor (10) that is accurately supported while maintaining a small gap
Can be maintained.

Similarly, the output shaft (22) is directly supported by the case (3a) (36), and one end is indirectly supported (39) on the near side, which has a large influence on the support accuracy of the output gear (23). However, the indirect bearing (39) side is separated from the output gear (24) and has little effect on its support accuracy, so that the transmission by the output gear (24) can be made accurate and reliable, and the efficiency can be maintained.

The rotation shaft (21) and the output shaft (2)
The support span can be widened while maintaining the support accuracy of 2), and a wide space (A) is secured inside the rotor (27) and outside the output shaft (22), so that the transmission gear unit (25) is secured. ) Can be placed in the space.

Further, the output of the electric motor (10) is shifted through a transmission gear unit (25) to drive wheels (3).
Since the electric motor (10) is transmitted to (3), a small-sized electric motor (10) can be used, and compactness can be improved. In particular, the transmission gear unit (25) is provided with the engagement means (C2,
By configuring the automatic transmission (9) that is appropriately shifted in F and B), the size and size of the electric motor (10) can be further improved.

By combining the above effects, the inside of the electric motor (10), which has been a dead space in the past, can be utilized, and the power transmission device including the electric motor can be made compact, particularly, shortened in the axial direction.

Thus, even if the present invention is applied to a hybrid vehicle combined with an internal combustion engine (1), the entire length including the engine (1) can be kept within a range that can be mounted on a conventional vehicle, and the entire vehicle It is possible to mount the hybrid vehicle without significant modification, and to provide an inexpensive and highly reliable hybrid vehicle.

Furthermore, the power transmission device can be shortened and its weight can be reduced, so that the cruising distance per charge can be increased and the fuel efficiency can be improved.

The reference numerals in parentheses are for comparison with the drawings, but do not limit the configuration of the present invention.

[0023]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a first embodiment of the present invention, in which a two-speed automatic transmission having an underdrive mechanism (U / D) is connected to the downstream side of transmission of an engine and an electric motor. is there.

The hood portion of the hybrid vehicle includes:
An internal combustion engine 1 such as gasoline or diesel is mounted horizontally, a converter housing 2 is fixed in connection with the engine 1, and a transaxle case 3 and a motor case 5 are fixed integrally. . A torque converter 6, an input clutch 7, a 2-speed automatic transmission 9 and an electric motor 10 are arranged in line with the engine output shaft 1a, and a differential device 11 is arranged below the torque converter 6, an input clutch 7, a second-speed automatic transmission 9 and an electric motor 10. The cases (housings) 2, 3, 5 integrally connected
Is housed inside.

The torque converter 6 as a fluid transmission device
Is disposed in the converter housing 2 and includes a pump impeller 12, a turbine runner 13, a stator 15, and a lock-up clutch 16. The pump impeller 12 is connected to the engine output shaft 1a,
Output sides of the turbine runner 13 and the lock-up clutch 16 are connected to an input shaft 17. Also, the stator 15
Are supported on a one-way clutch 19, and the inner race of the one-way clutch 19 is fixed to the housing 2. A hydraulic pump 20 is provided between the torque converter 6 and the input clutch 7, and a drive gear of the pump 20 is connected to the pump impeller 12.

The input clutch 7 comprises a hydraulic wet type multi-plate clutch, the input side of which is connected to the input shaft 17 and the output side of which is connected to an intermediate shaft (rotating shaft) 21 extending toward the automatic transmission 9. Connected. A sleeve-shaped output shaft 22 is rotatably fitted on the intermediate shaft 21 to form a double shaft. One end of the output shaft 22 is adjacent to the input clutch 7 and has a counter drive. Gear 23
Has been fixed.

The second-speed automatic transmission 9 has an underdrive mechanism (U / D) having a single planetary gear unit 25 constituting a transmission gear unit, and its ring gear R is connected to an intermediate shaft (rotary shaft) 21. The carrier CR is connected to the output shaft 22. Further, carrier C
A low-speed brake B and a one-way clutch, which also constitute the engagement means, are provided between the sun gear S and the case 3 between the R and the sun gear S. F is interposed.

On the other hand, the electric motor 10 is a brushless DC
It comprises a hollow motor such as a motor, an induction motor, and a DC shunt motor, and is arranged in the motor case 5. The electric motor 10 has a flat stator 26 and a flat rotor 27.
And a coil 28 is wound around the inner wall of the intermediate shaft 2 via a rotary hub 34.
1 and connected to the ring gear R of the planetary gear unit 25. Accordingly, the electric motor 10 has a large cylindrical hollow portion A extending in the axial direction inside the rotor 27, and the second speed is formed in the hollow portion A over a part of the axle case 3. An automatic transmission 9 is provided.

A counter shaft 29 and a differential device 11 are disposed below the transaxle case 3, and a counter driven gear 30 and a pinion 31 that mesh with the drive gear 23 are fixed to the counter shaft 29. . The differential device 11 has a ring gear 32 that meshes with the pinion 31, and the torque from the gear 32 is transmitted to the left and right front wheels 33a, 33b according to the load torque.

As shown in FIG. 2, the intermediate shaft (rotary shaft) 21 has its rear end supported by the motor case 5 via a ball bearing 35, and an output shaft fitted with the intermediate shaft. The front end side of 22 is supported by a partition wall 3 a of the transaxle case 3 via a roller bearing 36. A plate 38 connected to the rear end of the rotor 27 of the electric motor 10 is fixed to the front end of the rotary hub 34, and the rear end of the hub 34 is integrally fixed to the intermediate shaft 21. Have been. Further, the front end of the intermediate shaft 21 is supported inside the output shaft 22 via a needle bearing 37, and the rear end of the output shaft 22 is supported inside the rotary hub 34 via a needle bearing 39. Have been. That is, the intermediate shaft 21 has its rear end directly supported by the case 5 and its front end indirectly supported via the output shaft 22. The output shaft 22 has its front end directly supported by the case 3 and its rear end. Is intermediate shaft 2
Indirectly supported through 1

The axial center position D of the rotor 29
Is set at a position (b> a) close to the direct support position (a) with respect to the indirect support position (b) on the intermediate shaft 21 on which the rotor is supported and fixed. The axial position E of the counter drive gear 23 connected to the output shaft 22 protrudes forward from the position (36) where the output shaft 22 is directly supported, and is therefore directly supported from the gear position E. The distance d to the position (37) is significantly shorter than the distance c from the gear position E to the indirect support position (39).

Next, the operation of the first embodiment will be described.

In order to drive a vehicle at high speed and long distance in a suburb, a highway, or the like, an engine driving mode is set by a mode changeover switch and an electronic control unit. In this state, based on the hydraulic control circuit (not shown), the input clutch 7 is in the connected state, and the input shaft 17 and the intermediate shaft 21 are connected. The rotation of the engine output shaft 1a is transmitted to the torque converter 6, transmitted to the input shaft 17 via the oil flow or via the lock-up clutch 16, and further transmitted to the intermediate shaft 21 via the input clutch 7. You. Therefore, in the engine running mode, the torque converter 6 automatically and smoothly increases the torque even when the output characteristic of the engine 1 is low at a low rotation speed, and the engine 1 starts, accelerates and Climbing can be performed smoothly and reliably.

The rotation of the intermediate shaft 21 is shifted to the second speed by the automatic transmission 9 based on the throttle opening and the vehicle speed, and transmitted to the output shaft 22. That is, in the first speed state, the direct clutch C2 is disengaged and the one-way clutch F is in the locked state. In this state, the intermediate shaft 21
Is transmitted to the ring gear R, and further based on the sun gear S in the locked state, the carrier CR rotates at a reduced speed while rotating the pinion P, and the reduced rotation (U / D) is applied to the output shaft 2.
2 is transmitted. During the operation of the engine brake (coasting), the brake B is engaged and the sun gear S
To stop.

In the second speed state, the direct clutch C2 is engaged. In this state, the sun gear S and the carrier CR are integrated by the clutch C2, and the gear unit 25 rotates integrally. Therefore, the rotation of the intermediate shaft 21 is transmitted to the output shaft 22 as it is.

The rotation of the output shaft 22 is transmitted from the counter drive gear 23 to the driven gear 30 and further transmitted to the differential device 11 via the differential drive pinion 32. Further, the differential device 11 transmits differential rotation to the left and right front wheels 33a and 33b, respectively.

The rotation of the engine output shaft 1a is transmitted to a hydraulic pump 20 via a converter case, and the pump generates a predetermined hydraulic pressure. In the engine running mode, the circuit of the coil 28 is open,
In the electric motor 10, a rotor 27 integrated with the intermediate shaft 21 is idling. The circuit of the coil may be connected to the battery, and the battery may be charged by electromotive force based on the rotation of the rotor 27, or may be operated as a regenerative brake during braking to charge the battery.

On the other hand, the vehicle starts repeatedly at a low speed, such as running in an urban area.
When stopping, the mode is set to the electric motor running mode by a mode change switch, an electronic control unit, or the like. In this state, the input clutch 7 is disengaged, and the input shaft 17 and the intermediate shaft 2 are disengaged.
1 and the controller 28 drives the electric motor 10 by applying a predetermined current to the coil 28 from the controller. Then
The rotation of the rotor 27 of the electric motor 10 is transmitted to the output shaft 22 via the above-described two-speed automatic transmission 9, and further transmitted to the counter drive gear 23, the driven gear 30, and the pinion 3.
1, and transmitted to the left and right front wheels 33a, 33a via the differential device 11.

At this time, the engine 1 is rotating at a constant speed in a predetermined low-speed state where the generation of exhaust gas and noise is small, and the rotation of the output shaft 1a is transmitted to the hydraulic pump 20 through the converter case 15 and Hydraulic pressure is being generated. The rotation of the engine output shaft 1a is not transmitted to the intermediate shaft 21 because the input clutch 7 is disconnected.

In the electric motor running mode, when a large load torque is applied at the time of starting, accelerating, climbing a hill, or the like, the automatic transmission 9 is in the first speed state. To increase the front wheel 33
a, 33b, and when a high rotation speed such as a normal running is required, the automatic transmission 9 enters the second speed state to transmit the high speed rotation. It can respond to torque.

Also, in the electric motor running mode, power is not transmitted through the torque converter 6, so that no power loss is caused by the torque converter 6, and torque can be transmitted to the wheels with high transmission efficiency. Thus, a relatively long cruising distance can be ensured while using a battery having a low energy density. Further, in the electric motor running mode, the electric motor 10 itself has a characteristic that it rises smoothly from a rotation speed of 0 to a high speed and has a high torque at a low rotation speed, though the torque converter 6 is not interposed. , Smooth start and acceleration are possible.

In the above embodiment, the engine 1 is idling even in the electric motor running mode because the engine 1 drives the hydraulic pump 20.
The engine 1 may be stopped when the electric motor is running, for example, by providing a small motor dedicated to driving the hydraulic pump.

In general, the shaft support error is inversely proportional to the distance between the support and the support point. That is, the support accuracy is required at a position where the distance from the support (for example, the center position D of the rotor 27 and the position E of the counter drive gear 23 is short (a, d)). Specifically, the deflection of the center position D of the rotor 27 is b / (a + b) times the deflection of the direct support portion (35) and the indirect support portion (37) with respect to the intermediate shaft 21. Similarly, the swing of the center E of the drive gear 23 is affected by the swing of the support portion (36) with respect to the output shaft 22 by c / (cd) times the swing of the center E of the drive gear 23. And d / (cd) times the deflection of the indirect support (39).

Therefore, in order to ensure the accuracy of the support of the rotor 27, it is important to ensure the accuracy of the support portion on the near side, and the shaft support on the near side (a) is directly attached to the case 5 by the bearing 35. The shaft support on the far side (b), which secures the accuracy by supporting it and does not significantly affect the support accuracy, is sufficient for indirect support, which does not have high support accuracy. Thereby, the rotor 27 is supported with high accuracy, and the rotor 2
The gap between the stator 7 and the stator 26 is accurately maintained, the predetermined motor performance is reliably output, the front end side is indirectly supported, and the counter drive gear 23 projects from the partition wall 3a and is supported. , A large space A can be secured inside the rotor 27, and the automatic transmission 9
Can be arranged in the space A.

Similarly, in order to ensure the support accuracy of the counter drive gear 23, the shaft support on the near side (d) is directly supported on the case 3a by the bearing 36, and the accuracy is ensured. The shaft support on the far side (c), which does not affect much, is indirectly supported by the bearing 34 via the intermediate shaft 21. As a result, the drive gear 23 is supported with high accuracy, the transmission efficiency of the gear 23 can be maintained high, and a large space A can be secured outside the output shaft 22, and together with the support of the rotor, The automatic transmission 9 can be arranged in the space A.

Next, a second embodiment of the present invention will be described with reference to FIG. In the following embodiments, the same parts as those in the above-described first embodiment are denoted by the same reference numerals, and description thereof will be omitted.

This embodiment is the same as the first embodiment except that the automatic transmission comprises an overdrive mechanism (O / D), so only the automatic transmission will be described. Automatic transmission 9 ₂ has a single planetary gear unit 25, has connected its carrier CR to the rotor 27 of the intermediate shaft 21 and the electric motor 10, the ring gear R is connected to the output shaft 22. The sun gear S is connected to the brake B, and the sun gear S and the carrier CR are connected via the direct clutch C2 or the one-way clutch F.

Therefore, in the first speed state, the brake B
Is released, and the rotation of the intermediate shaft 21 from the engine 1 or the rotation of the rotor 27 of the electric motor 10 is integrated with the carrier CR based on the carrier CR and the sun gear S engaged by the one-way clutch F. The power is transmitted to the sun gear S and the ring gear R. Thereby, the integral rotation is transmitted from the ring gear R to the output shaft 22. At the time of coasting such as engine braking, the direct clutch C2 is engaged, and the carrier CR and the sun gear S are integrated.

In the second speed state, the brake B is locked. Then, the rotation of the carrier CR from the intermediate shaft 21 or the rotor 27 causes the ring gear R to rotate at an increased speed while rotating the pinion P based on the stopped sun gear S, and the increased rotation (O / D) is output. It is transmitted to the shaft 22.

In this embodiment, too, the side of the intermediate shaft 21 close to the center position of the rotor 27 is the bearing 3
5, is directly supported by the case 5, and its far side is indirectly supported via an output shaft 22.
The side closer to the counter drive gear 23 in 2 is directly supported by the case 3 a by the bearing 36, and the far side thereof is indirectly supported via the intermediate shaft 21.

Next, a third embodiment of the present invention will be described with reference to FIG. In this embodiment, the rotation from the engine 1 is directly output to the counter drive gear 23 via the torque converter 6 and the input clutch 7, and the rotation from the electric motor 10 is transmitted to the drive gear 23 via the automatic transmission 9. Output to

The output side of the input clutch 7 is directly connected to the output shaft 22.
A counter drive gear 23 is fixed to the output shaft 22, and a carrier CR serving as an output unit of the automatic transmission 9 is connected to the output shaft 22. On the other hand, the front end of the intermediate shaft 21 is free, and a rotor 27 of the electric motor 10 is connected and fixed to a rear end portion thereof, and a ring gear R serving as an input portion of the automatic transmission 9 is connected thereto. ing.

Also in this embodiment, the intermediate shaft 21
The side near the center position of the rotor 27 is directly supported by the case 5 by the bearing 35, and the far side is indirectly supported by the output shaft 22, and is supported by the counter drive gear 23 of the output shaft 22. The near side is directly supported by the case 3a by the bearing 36,
The far side is indirectly supported via an intermediate shaft 21.

Therefore, in the engine running mode,
The rotation of the engine output shaft 1a is transmitted to the input clutch 7 via the torque converter 6 and the input shaft 17, and further transmitted directly to the output shaft 22 based on the connection of the input clutch 7. The rotation of the output shaft 22 is transmitted to the differential device 11 via the counter drive gear 23, the driven gear 30, the pinion 31, and the ring gear 32, and further transmitted to the left and right front wheels 33a, 33b.

On the other hand, in the electric motor running mode,
The input clutch 7 is in the disengaged state, and the rotation of the rotor 27 of the electric motor 10 is shifted to the second speed by the automatic transmission 9 and transmitted to the output shaft 22 and the counter drive gear 23. That is, in the first speed state, the sun gear S is fixed by the one-way clutch F and / or the brake B, and the rotation of the ring gear R from the rotor 27 is taken out to the carrier CR as a reduced rotation (U / D). , To the output shaft 22. Further, in the second speed state, the direct clutch C2 is in the engaged state, the planetary gear unit 25 is in the integrated state, and the rotation of the ring gear R is output to the output shaft 22 as it is.

At this time, the intermediate shaft 21 has a bearing 35 on the near side which has a large influence on the accuracy of supporting the rotor 27.
And the remote side with little influence is indirectly supported via the output shaft 22, and the output shaft 22 is
The near side, which has a large influence on the support accuracy of the counter drive gear 23, is directly supported by the case 3 a by the bearing 36, and the remote side, which has little influence, is directly supported via the intermediate shaft 21. Between the rotor 26 and the outside of the output shaft 22 while maintaining the performance of the electric motor 10 small.
A large space A where the automatic transmission 9 can be arranged is secured.

Next, a fourth embodiment of the present invention will be described with reference to FIG. The present embodiment is similar to the third embodiment described above.
Similarly to the embodiment (see FIG. 4), the output from the engine is directly output without passing through the automatic transmission, and the same overdrive mechanism (O) as the automatic transmission is used as the second embodiment (see FIG. 3). / D).

[0059] with the counter drive gear 23 to the output shaft 22 are directly connected to the output side of the input clutch 7 is fixed, the ring gear R as a automatic transmission 9 _second output unit is linked. The front end of the intermediate shaft 21 is a free end that is not connected at all, and the rotor 27 is connected and fixed to the rear end.

In this embodiment, too, the side of the intermediate shaft 21 close to the center position of the rotor 27 is the bearing 3
5, is directly supported by the case 5, and its far side is indirectly supported via an output shaft 22.
The side closer to the counter drive gear 23 in 2 is directly supported by the case 3 a by the bearing 36, and the far side thereof is indirectly supported via the intermediate shaft 21.

Therefore, in the engine running mode,
The rotation of the engine 1 is directly transmitted to the counter drive gear 23 via the torque converter 6, the input clutch 7, and the output shaft 22. Further, in the electric motor drive mode, the rotation of the rotor 27, the automatic transmission 9 ₂ is shifted to the second speed is transmitted to the counter drive gear 23. That is, in the first speed state, the one-way clutch F
And / or the planetary gear unit 25 is integrally rotated by the direct clutch C2, and the rotation from the rotor 27 to the carrier CR is transmitted to the output shaft 23 as it is. Further, in the second speed state, the brake B is locked and the sun gear S is in the stopped state, and the rotation of the ring gear R from the rotor 27 is taken out to the output shaft 22 as speed-up rotation.

Next, a fifth embodiment of the present invention will be described with reference to FIG. This embodiment relates to a power transmission device for an electric vehicle in which an engine, a torque converter and an input clutch are removed from the third embodiment, and only a drive system using an electric motor is used.

The open portion of the transaxle case 3 is closed by the end plate 40, and the transaxle case 3 is closed.
The motor case 5 forms an integrated case for an electric vehicle. Similarly, in the present embodiment, the rotor 27 of the electric motor 10 is
Are connected and fixed via a plate 38 and a rotor hub 34, a ring gear R constituting an input portion of the automatic transmission 9 is connected to the plate 38, and the output shaft 22 is connected to the automatic transmission 9. A carrier CR constituting an output section is connected, and a counter drive gear 23 is connected and fixed to a front end thereof.

In this embodiment, the rotating shaft 21
The side closer to the center position of the rotor 27 is directly supported by the case 5 by the bearing 35, and the far side is indirectly supported by the case partition wall 3 a via the output shaft 22. Drive gear 2
The side closer to 3 is directly supported by the case 3 a by the bearing 36, and the far side is indirectly supported via the rotating shaft 21.

Therefore, the rotation of the rotor 27 of the electric motor 10 is controlled by the automatic transmission 9 in the underdrive rotation (1).
Speed) and a direct connection rotation (second speed). The output shaft 22, the counter drive gear 23, and the driven gear 3
0, pinion 31 and differential device 11 are transmitted to left and right driving wheels (front wheels or rear wheels) 33a, 33b.

In this case, the rotating shaft 21 has a bearing 35 on the close side which has a large influence on the accuracy of supporting the rotor 27.
And the remote side with little influence is indirectly supported via the output shaft 22, and the output shaft 22 is
The near side, which has a large influence on the support accuracy of the counter drive gear 23, is directly supported by the case 3 a by the bearing 36, and the remote side, which has little influence, is directly supported via the rotary shaft 21. Between the rotor 26 and the outside of the output shaft 22 while maintaining the performance of the electric motor 10 small.
A large space A where the automatic transmission 9 can be arranged is secured.

Next, a sixth embodiment of the present invention will be described with reference to FIG. The present embodiment relates to an electric vehicle as in the fifth embodiment (see FIG. 6), and the automatic transmission thereof has the same overdrive mechanism (see FIG. 5) as the fourth embodiment (see FIG. 5). O / D).

Therefore, the rotation of the rotor 27 of the electric motor 10 is shifted to the _second speed of the direct connection rotation (first speed) and the overdrive rotation (second speed) by the automatic transmission 92 and transmitted to the counter drive gear 23. You.

In this embodiment, the rotation shaft 21
The side closer to the center position of the rotor 27 is directly supported by the case 5 by the bearing 35, and the far side is indirectly supported by the case partition wall 3 a via the output shaft 22. Drive gear 2
The side closer to 3 is directly supported by the case 3 a by the bearing 36, and the far side is indirectly supported via the rotating shaft 21.

In the above-described embodiment, a two-speed automatic transmission is used, but a multi-speed transmission such as a three-speed or four-speed transmission may be used. Further, the torque converter may be another fluid transmission device such as a fluid coupling.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a first embodiment according to the present invention.

FIG. 2 is a schematic view showing a shaft support structure according to the present invention.

FIG. 3 is a schematic diagram showing a second embodiment according to the present invention.

FIG. 4 is a schematic diagram showing a third embodiment according to the present invention.

FIG. 5 is a schematic diagram showing a fourth embodiment according to the present invention.

FIG. 6 is a schematic diagram showing a fifth embodiment according to the present invention.

FIG. 7 is a schematic view showing a sixth embodiment according to the present invention.

[Explanation of symbols]

Reference Signs List 1 internal combustion engine 2 case (converter housing) 3 case (transaxle case) 3a case (partition wall) 5 case (motor case) 6 fluid transmission device (torque converter) 7 input clutch 9,9 ₂ automatic transmission 10 electric motor 11 differential Device 17 Output side (input shaft) 21 Rotary shaft (intermediate shaft) 22 Output shaft 23 Output gear (counter drive gear) 25 Transmission gear unit (single planetary gear unit) 33 (a, b) Drive wheel (front wheel) 35 Direct support (Ball) bearing 36 direct bearing (roller) bearing 37, 39 indirect bearing (needle) bearing D rotor center position E output gear center position R ring gear (input or output) CR carrier (output or input) S sun gear C2 engagement means ( Electricity clutch) B engagement means (brake) F engaging means (one-way clutch)

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Kozo Yamaguchi 2--19-12 Sotokanda, Chiyoda-ku, Tokyo Inside Equos Research Co., Ltd. (72) Inventor Shigeo Tsuzuki 2- 19-12 Sotokanda, Chiyoda-ku, Tokyo No. Equos Research Co., Ltd. (72) Inventor Yoshinori Miyaishi 2-19-12 Sotokanda, Chiyoda-ku, Tokyo Equos Research Co., Ltd. (56) References JP-A-2-292556 (JP, A) (58) ) Surveyed field (Int.Cl. ⁷ , DB name) B60K 6/02 B60K 17/04 B60L 11/14

Claims (2)

(57) [Claims] 1. A power transmission device for a vehicle, comprising: an electric motor having a rotor and a stator; and a transmission gear unit, wherein an output of the electric motor is transmitted to driving wheels via the transmission gear unit . The electric motor rotor is integrally provided and the speed change is performed.
A rotating shaft connected to the input section of the gear unit, and an output shaft connected to the output of the gear unit provided with integrally with the output gear interlocked to the driving wheels, together with the rotary shaft and the output shaft A loose-fitting multi-shaft structure is provided.One end of the rotating shaft is directly supported on the case, and the other end of the rotating shaft is indirectly supported on the case via the output shaft. And one end of the output shaft is indirectly supported on the case via the rotary shaft, and the axial center position of the rotor is directly supported with respect to the position where the rotary shaft is indirectly supported. And the transmission gear unit is arranged inside the rotor, with the output gear positioned close to the position where the output shaft is directly supported with respect to the position where the output shaft is indirectly supported. Become It characterized the door, the power transmission device in the vehicle. (2) The transmission gear unit is provided with a transmission gear unit.
The knitting transmission path is appropriately changed by the engagement means and automatically changed.
Speed device, A power transmission device for a vehicle according to claim 1.