JP3334430B2 - Drive - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device mounted on a parallel hybrid vehicle, in which a part of the output of an engine is transmitted to a generator and the rest is transmitted to an output gear.

[0002]

2. Description of the Related Art Conventionally, a hybrid vehicle having a drive device using both an engine and a motor has been provided. Various types of hybrid vehicles of this type are provided, and a series (series) type hybrid in which a generator is driven by an engine to generate electric energy, a motor is rotated by the electric energy, and the rotation is transmitted to driving wheels. It is classified into a vehicle, a parallel hybrid vehicle in which driving wheels are directly rotated by an engine and a motor, and the like.

In a parallel hybrid vehicle, an engine, an output shaft of the engine,
It has an output gear, a differential gear device, and a generator, and inputs the output of the engine to the differential gear device via the output shaft of the engine. Some devices are equipped with a drive device configured to distribute to output gears.

[0004]

On the other hand, in an electric device having a stator and a rotor, such as a generator, the efficiency is reduced when the distance between the stator and the rotor is not uniform.
Desirably, both ends of the rotor shaft are directly supported by the case. Also, for the output gear, in order to suppress the generation of gear noise, it is preferable that both sides of the output gear shaft are directly supported on the case to maintain the support accuracy.

[0005] However, in the above-mentioned parallel hybrid vehicle in which the rotor shaft and the output gear shaft are arranged on the same axis,
If the rotor shaft and the output gear shaft are supported at both ends, the axial dimension becomes longer by the length of the bearing to be supported, and the steering angle of the tire becomes smaller in FF vehicles and the like. Will occur.

SUMMARY OF THE INVENTION An object of the present invention is to provide a drive system for a parallel hybrid vehicle having a reduced axial dimension and low noise during driving.

[0007]

This and other objects are achieved by the present invention described below.

(1) An electric device having an engine, a rotor and a stator, a first gear element to which the output of the engine is transmitted, and a portion of the output from the engine to a rotor of the electric device. A second gear element, and a differential gear device having a third gear element for transmitting the remainder of the output from the engine to an output gear, one end of the first gear element having a first support. A first shaft directly supported by the case at the portion, and one end portion is loosely fitted to one end portion of the first shaft to form a multi-shaft structure, and the one end portion is attached to the first support portion. An indirectly supported second shaft;
A second support portion for directly supporting the shaft of the engine to the case, the rotor is fixed to one of the first shaft and the second shaft, and the output of the engine is A shaft is connected, the output gear is rotatably supported on the second shaft between the first support and the second support, and the first support is A driving device, wherein the driving device is disposed on a side of the second support portion.

(2) The first shaft or the second shaft to which the rotor is fixed is such that both ends of the rotor are directly supported by the case, and the other end is directly directed to the case. The driving device according to the above (1), which is supported.

(3) The drive device according to (1) or (2), wherein the electric device is a generator.

[0011]

When the output of the engine is input to the first gear element of the differential gear device, a part of the output is transmitted as the output for rotating the rotor of the electric device via the second gear element, The remainder of the output is transmitted to the output gear. The output transmitted to the output gear is output to, for example, a counter shaft. When the electric device is a generator, the rotor is rotated by the output transmitted from the second gear element,
Power generation is performed.

The electric device, the differential gear device, and the output gear are housed in a case, the first shaft and the second shaft are arranged on the same axis, and one end of the first shaft is The first supporting portion is directly supported by the case. Further, one end of the second shaft is loosely fitted to one end of the first shaft, and a bearing such as a radial bearing is inserted between the first shaft and the second shaft, A mutually rotatable multi-axis structure is formed. Accordingly, one end of the second shaft is indirectly supported by the first support.

The second shaft is directly supported on the case by the second support. In the shaft structure composed of the first shaft and the second shaft as described above, one of the first shaft and the second shaft is used as the rotation shaft of the rotor of the electric device, and the other is connected to the output shaft of the engine. It can be.

When the first shaft is the rotation shaft of the rotor, the output gear is rotatably supported on the second shaft to which the output shaft of the engine is connected. At the other end of the first shaft,
By providing a supporting portion for directly supporting the shaft of the rotor to the case, the supporting portion and the first supporting portion directly support both sides of the rotor to the case. In addition, the distance from the stator can be kept uniform. Thereby, it is possible to maintain the predetermined performance of the electric device.

In addition, the position of the output shaft on the second shaft that is close to the second support portion that is directly supported with respect to the first support portion that is indirectly supported is defined as the output gear installation position. Accordingly, the accuracy of supporting the output gear is not affected by the decrease in accuracy due to the indirect support at the first support portion, and it is possible to suppress the generation of noise at the time of driving and to surely transmit the power by the output gear. it can.

When the second shaft is the rotation shaft of the rotor, the rotor is provided on one side and the output gear is provided on the other side with the second support portion interposed therebetween. Is connected to the output shaft of the engine. In this case, the other end of the second shaft is provided with a support portion directly supporting the case, and the rotor is configured such that the rotating shaft is directly supported by the case between the support portion and the second support portion. As a result, necessary support accuracy can be secured, and predetermined performance of the electric device can be maintained.

Further, by bringing the output gear close to the second support portion which directly supports the second shaft, the output gear is not affected by a decrease in accuracy due to the indirect support, and the generation of noise at the time of driving is suppressed. Power transmission by the gear can be ensured.

[0018]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. FIG. 1 is a conceptual diagram showing a drive device for a hybrid vehicle according to a first embodiment of the present invention. In the figure, the engine 11 is located on a first axis SH1 (FIG. 2).
An engine output shaft 12 that outputs rotation generated by driving the engine 11, a transmission shaft 53 that is a second shaft to which rotation output by the engine 11 is transmitted from the engine output shaft 12, and the transmission shaft 53. A planetary gear unit 13 which is a differential gear device for performing a speed change with respect to the rotation input through the planetary gear unit 53;
Unit output shaft 14 from which the rotation after the shift is output
A first counter drive gear 15, which is an output gear, fixed to the unit output shaft 14, a generator 16 capable of controlling the number of rotations, which is an electric device mainly acting as a generator in a normal running state; A transmission shaft 17 which is a first shaft connecting the machine 16 and the planetary gear unit 13 is arranged. Also, the first counter drive gear 1
Reference numeral 5 is disposed closer to the engine 11 than the planetary gear unit 13.

The planetary gear unit 13 includes a sun gear S as a second gear element, a pinion P meshing with the sun gear S, a ring gear R as a third gear element meshing with the pinion P, and a pinion P. And a carrier CR, which is a first gear element rotatably supported.

The sun gear S is connected to a generator 16 via a transmission shaft 17, and the ring gear R is connected to a unit output shaft 14.
The carrier CR is connected to the engine 11 via the transmission shaft 53 and the engine output shaft 12. Further, the generator 16 includes a rotor 21 fixed to the transmission shaft 17 and rotatably disposed, a stator 22 disposed around the rotor 21, and a coil 23 wound around the stator 22. Have. The generator 16 generates electric power by rotation transmitted via the transmission shaft 17. The coil 23 is connected to a battery (not shown) and supplies power to the battery to charge it.

A second axis SH2 parallel to the first axis SH1
(FIG. 3), a drive motor 25, a motor output shaft 26 to which the rotation of the drive motor 25 is output, and a motor output shaft 2
6 and a second counter drive gear 27 fixed thereto. The drive motor 25 is fixed to the motor output shaft 26 and is rotatably disposed. A rotor 38 is disposed around the rotor 37.
8 and a coil 39 wound therearound. The drive motor 25 generates torque by a current supplied to the coil 39. To this end, the coil 39 is connected to a battery (not shown), and is configured so that current is supplied from the battery.

When the hybrid vehicle of the present invention is in a decelerating state, the drive motor 25 generates regenerative power by receiving rotation from drive wheels (not shown), and supplies the regenerative power to the battery for charging. In order to rotate a drive wheel (not shown) in the same direction as the rotation of the engine 11, a third axis SH3 parallel to the first axis SH1 and the second axis SH2.
On FIGS. 2 and 3, a counter shaft 31 is provided as a drive output shaft. The counter shaft 31
, A counter driven gear 32 is fixed.

The counter driven gear 32 and the first
The counter drive gear 15 is meshed with the counter driven gear 32 and the second counter drive gear 27, and the rotation of the first counter drive gear 15 and the rotation of the second counter drive gear 27 are inverted and transmitted to the counter driven gear 32. It is supposed to be. Further, a differential pinion gear 33 having a smaller number of teeth than the counter driven gear 32 is fixed to the counter shaft 31.

The first axis SH1 and the second axis SH2
A differential ring gear 35 is provided on a fourth axis SH4 (FIG. 3) parallel to the third axis SH3.
5 and the differential gear 33 are engaged with each other. Further, a differential device 36 is fixed to the differential ring gear 35, and the rotation transmitted to the differential ring gear 35 is made differential by the differential device 36 and transmitted to driving wheels.

As described above, not only can the rotation generated by the engine 11 be transmitted to the counter driven gear 32, but also the rotation generated by the drive motor 25 can be transmitted to the counter driven gear 32. The hybrid vehicle can be driven in an engine drive mode in which only the motor 11 is driven, a motor drive mode in which only the drive motor 25 is driven, and an engine / motor drive mode in which the engine 11 and the drive motor 25 are driven. Further, as described later, by controlling the electric power generated in the generator 16, the rotation speed of the transmission shaft 17 can be controlled. Further, the engine 11 can be started by driving the generator 16 as a motor.

Since the engine 11 and the drive motor 25 are arranged on different axes, the axial size of the drive device can be reduced. The rotation of the engine 11 is output to the engine output shaft 12 and transmitted to the first counter drive gear 15, while the rotation of the drive motor 25 is output to the motor output shaft 26 and transmitted to the second counter drive gear 27. Therefore, the gear ratio of the first counter drive gear 15 and the counter driven gear 32,
The gear ratio of the second counter drive gear 27 and the counter driven gear 32 can be different. Therefore, the degree of freedom of the capacity of the engine 11 and the drive motor 25 is increased, and the design of the drive device is facilitated.

Next, details of the hybrid vehicle having the above configuration will be described. FIG. 2 is a first longitudinal sectional view of a drive device for a hybrid vehicle according to a first embodiment of the present invention, and FIG.
FIG. 2 is a second vertical sectional view of the drive device for the hybrid vehicle in the first embodiment of the present invention. A flywheel 51 is fixed to an engine output shaft 12 that outputs rotation generated by driving the engine 11 (FIG. 1). The rotation transmitted to the flywheel 51 is input to the planetary gear unit 13 via a damper device 52 and a transmission shaft 53 as a second shaft. The planetary gear unit 13 includes a sun gear S, a pinion P meshing with the sun gear S, a ring gear R meshing with the pinion P, and a carrier CR rotatably supporting the pinion P.

A carrier CR is fixed to the transmission shaft 53, and a pinion P is rotatably supported by the carrier CR. An end of the transmission shaft 53 on the engine 11 side (hereinafter, referred to as a “front end”) is rotatably directly supported by a casing 55 as a case by a bearing 54 as a second support portion. An end opposite to 11 (hereinafter referred to as “rear end”) is rotatably supported by a transmission shaft 17 as a first shaft by a bearing 57.

The unit output shaft 14 is rotatably supported on the outer periphery of the transmission shaft 53 by a bearing 58. The unit output shaft 14 has a sleeve shape, and a front end is brought into contact with the flange portion 60 formed on the transmission shaft 53 via a thrust bearing 59, and a rear end is brought into contact with the carrier CR via a thrust bearing 61. . Further, a ring gear flange 62 is fixed to the rear end of the unit output shaft 14, and the ring gear R is fixed to the ring gear flange 62. Also, the unit output shaft 14
The first counter drive gear 1
5 is fixed.

An opening for receiving the rear end of the transmission shaft 53 is formed at the front end of the transmission shaft 17, and the transmission shaft 53 is rotatably supported by a bearing 57 disposed in the opening. In the vicinity of the front end, the transmission shaft 17 is directly rotatably supported by a casing 56 as a case by a bearing 65 as a first support. Further, the transmission shaft 17 protrudes forward from the bearing 65, and the sun gear S is spline-engaged on the outer periphery of the protruding portion. Supported. Further, the transmission shaft 17 protrudes rearward from the bearing 66, and a resolver 70 is disposed on the outer periphery of the protruding portion. Since the resolver 70 is connected to the transmission shaft 17 without using a gear or the like, it is possible to prevent a decrease in position accuracy due to backlash. Further, since the resolver 70 is disposed on the transmission shaft 17 on the side opposite to the engine 11 with the generator 16 interposed therebetween, the resolver 70 can be easily adjusted and detached.

Further, a generator 16 is disposed at the center of the outer periphery of the transmission shaft 17. The generator 16 is fixed to the transmission shaft 17 and is rotatably disposed.
1 and a casing 56 disposed around the rotor 21.
And a coil 23 wound around the stator 22. The generator 16 is a magnet-type generator, and the rotor 21 is formed by alternately arranging N poles and S poles of the permanent magnet 71. The generator 16 generates electric power by rotation transmitted through a transmission shaft 17. Further, the coil 23 is connected to a power supply device (not shown) and a battery, and supplies current to the battery to store electricity.

The sun gear S of the planetary gear unit 13 and the generator 16 are connected, and the carrier CR and the engine 11 are connected. Thus, for example, if the number of teeth of the ring gear R is twice the number of teeth of the sun gear S, the torque of the generator 16 can be reduced to ３ of the torque of the engine 11. Therefore, the generator 16 can be downsized.

If the rotor 21 rotates when the power generation by the generator 16 is unnecessary, not only does the rotation speed of the first counter drive gear 15 decrease, but also a generator loss occurs. Therefore, a brake B is provided to prevent a generator loss from occurring. The brake B
Is composed of a multi-plate brake and has a hydraulic servo 73. Accordingly, the brake B can be engaged by supplying the hydraulic pressure to the hydraulic servo 73 and draining the oil in the hydraulic servo 73 to release the brake B.

Further, bearings 75 and 76 are provided at the front end and the rear end of the counter shaft 31, and the counter shaft 31 is rotatably supported by the casing 56 by the bearings 75 and 76. A counter driven gear 32 is provided near the rear end of the counter shaft 31.
Is fixed, and the counter driven gear 32 and the first counter drive gear 15 are meshed.

On the other hand, the drive motor 25 is
6 and a rotor 37 rotatably disposed, a stator 38 disposed around the rotor 37, and a coil 39 wound around the stator 38. The front end of the motor output shaft 26 is rotatably supported on the casing 55 by a bearing 78, and the rear end of the motor output shaft 26 is mounted on the casing 67 by a bearing 79.
It is supported rotatably.

The drive motor 25 has a coil 39
The rotation is generated by the current supplied to the motor. To this end, the coil 39 is connected to a power supply device and a battery, and a current is supplied from the battery. The bearing 7 on the motor output shaft 26
A resolver 80 is provided on the engine 11 side from the position 8.

A second counter drive gear 27 is fixed near the front end of the motor output shaft 26. The second counter drive gear 27 and the counter driven gear 32
Are engaged. Therefore, the drive motor 25
The rotation generated by the motor output shaft 26, the second counter drive gear 27, the counter driven gear 3
2 to the counter shaft 31.

Further, a differential pinion gear 33 is formed near the front end of the counter shaft 31 integrally with the counter shaft 31, and the differential ring gear 35 of the differential device 36 meshes with the differential pinion gear 33. The differential device 36 includes a differential case 8 having the differential ring gear 35 on its outer periphery.
1, a pinion shaft 82 fixed to the differential case 81, a pinion 83 rotatably supported by the pinion shaft 82, and left and right side gears 84 meshing with the pinion 83 (in this case, only the right side gear is shown). The rotation transmitted to the differential ring gear 35 is differentially transmitted to the side gear 84.
Since the drive shaft 85 is fixed to the side gear 84, the differential rotation is transmitted to drive wheels (not shown).

FIG. 4 is a conceptual diagram showing the components of the driving device arranged on the first axis SH1. On the first axis, an engine (EG) 11 and a transmission shaft 5 as a second shaft
3, a planetary gear unit (PG) 13, a transmission shaft 17 as a first shaft, a generator (G) 16, a bearing 65 as a first support, and a bearing 54 as a second support. , Bearing 66, bearing 57,
A unit output shaft 14 and a first counter drive gear 15, which is an output gear, are shown.

As shown, the transmission shaft 53 is directly supported by the casing 55 at the front end (position a in FIG. 4), and the bearing 5 at the rear end (position b in FIG. 4).
7, 65 indirectly supported by the casing 56. Therefore, the support error Δb at the position b of the transmission shaft 53
Are accumulated by the support errors of the two bearings 57 and 65 and become larger than the support error Δa at the position a (Δa <Δb).

The axial center position of the first counter drive gear 15 (position e in FIG. 4) is longer than the distance to the bearing 57 (distance A in FIG. 4) to the bearing 54 (distance in FIG. 4). B) is set at a shorter position (B <A). Since the first counter drive gear 15 is installed at such a position, the support error Δe of the first counter drive gear 15 is

Δe = (A · Δa + B · Δb) / (A +
B).

That is, the support error Δ with respect to the support error Δe
The contribution of a is A / (A + B), and the contribution of the support error Δb is B / (A + B). Here, since B <A, even if the b position is indirectly supported and the support error Δb is slightly large, the influence on the support accuracy of the first counter drive gear 15 can be suppressed to a small value.

On the other hand, the transmission shaft 17, which is the first shaft, is directly supported at both ends by bearings 65 and 67, so that the rotor 21 is supported with required accuracy and the generator 1
The efficiency of No. 6 is secured. In the drive device of the first embodiment described above, the transmission shaft 17 as the first shaft, the transmission shaft 53 as the second shaft, and the unit output shaft 14 are multiplexed on the first axis SH1. Unit output shaft 1 as shaft structure
4 is supported on the transmission shaft 53,
Since a ball bearing or the like dedicated to supporting the unit output shaft 14 is not required, the axial dimension can be reduced. For this reason, when the drive device is mounted on an FF hybrid vehicle, a sufficient steering angle can be obtained, and the minimum turning radius of the hybrid vehicle can be reduced.

Further, while maintaining the support accuracy of the rotor 21, the support accuracy of the first counter drive gear 15, which is the output gear, is maintained. In the above configuration, when the torque is output by the engine 11, as described above, the first counter drive gear 15
, The transmission efficiency of the gear is maintained high. In the motor drive mode in which the drive motor 25 is driven and the engine 11 is not driven, the engine 11 which is a noise source is stopped, so that the allowable level for gear noise becomes severe. 15 is rotated only and does not transmit torque, so that almost no gear noise occurs.

Next, a driving device according to a second embodiment of the present invention will be described in detail. FIG. 5 is a first longitudinal sectional view of a drive device for a hybrid vehicle according to a second embodiment of the present invention, and FIG. 6 is a second longitudinal sectional view of a drive device for a hybrid vehicle according to the second embodiment of the present invention. A flywheel 51 is fixed to an engine output shaft 12 that outputs rotation generated by driving the engine 11 (FIG. 1). Then, the rotation transmitted to the flywheel 51 is input to the planetary gear unit 113 via the damper device 52 and the transmission shaft 153 as the second shaft. The planetary gear unit 113 includes a sun gear S that is a second gear element, a pinion P that meshes with the sun gear S, and a ring gear R that is a first gear element that meshes with the pinion P.
And a carrier CR as a third gear element for rotatably supporting the pinion P.

A ring gear flange 162 is connected to the transmission shaft 153. The front end of the transmission shaft 153 is rotatably supported directly on a casing 55 as a case by a bearing 154 as a second support, and the rear end of the transmission shaft 153 is a transmission as a first shaft by a bearing 157. It is rotatably supported on a shaft 117.

The unit output shaft 114 is rotatably supported on the outer periphery of the transmission shaft 153 by a bearing 158. The unit output shaft 114 has a sleeve shape, and its front end is brought into contact with the casing 55 via a thrust bearing 159 and its rear end is brought into contact with a ring gear flange 162 via a thrust bearing 161.

Further, a carrier flange 63 is fixed to the rear end of the unit output shaft 114, and the carrier CR is fixed to the carrier flange 63. A first counter drive gear 115 is fixed near the rear end of the outer periphery of the unit output shaft 114.

An opening for receiving the rear end of the transmission shaft 153 is formed at the front end of the transmission shaft 117, and the transmission shaft 1 is provided by a bearing 157 disposed in the opening.
53 is rotatably supported. Further, the transmission shaft 117 has a bearing 165 serving as a first support portion near the front end.
Thereby, it is directly rotatably supported by the casing 56 as a case. Further, the transmission shaft 117 protrudes forward from the bearing 165, and the sun gear S is spline-engaged on the outer periphery of the protruding portion, and is rotatably directly supported by the bearing 67 by the bearing 166 near the rear end. .

Further, the transmission shaft 117 protrudes rearward from the bearing 166, and a brush 170 is disposed on the outer periphery of the protruding portion. The brush 1 is located on the opposite side of the transmission shaft 117 from the engine 11 with the generator 116 interposed therebetween.
Since the brush 70 is provided, attachment and detachment and replacement of the brush 170 are facilitated.

The generator 116 is disposed between the bearing 165 and the bearing 166 of the transmission shaft 117. The generator 116 includes a rotor 21 fixed to the transmission shaft 117 and rotatably disposed; a stator 22 disposed around the rotor 21 and fixed to a casing 56; And a coil 23 wound around the stator 22. The generator 116 comprises an exciting generator, and the coil 1
Reference numeral 71 is connected to an excitation power source (not shown) via the brush 170. Further, the generator 116 has a transmission shaft 117.
The electric power is generated by the rotation transmitted through the. Further, the coil 23 is connected to a power supply device (not shown) and a battery, and supplies current to the battery to store electricity.

In the second embodiment, the output of the engine is input to the ring gear R via the transmission shaft 153, a part of the output is output from the sun gear S to the transmission shaft 117, and the remaining output is output from the carrier CR. The power is transmitted to the first counter drive gear 115 via the unit output shaft 114.

On the other hand, the counter shaft 131 has a sleeve shape, and is rotatably supported on the support shaft 34 fixed to the casing 56 via bearings 175 and 176. Then, a counter driven gear 132 is fixed near the rear end of the counter shaft 131, and the counter driven gear 132 and the first counter drive gear 115 are meshed.

As shown in FIG. 6, the drive motor 2
5 includes a rotor 37 fixed to the motor output shaft 26 and rotatably disposed, a stator 38 disposed around the rotor 37, and a coil 39 wound around the stator 38. ing. The front end of the motor output shaft 26 is rotatably supported by the casing 55 by a bearing 78, and the rear end of the motor output shaft 26 is a bearing 7.
9 rotatably supports the casing 67.

The drive motor 25 has a coil 39
The rotation is generated by the current supplied to the motor. To this end, the coil 39 is connected to a power supply device and a battery, and a current is supplied from the battery. The bearing 7 on the motor output shaft 26
A resolver 80 is provided on the engine 11 side from the position 8.

A second counter drive gear 27 is fixed near the front end of the motor output shaft 26. The second counter drive gear 27 and the counter driven gear 13
2 are engaged with each other. Therefore, the drive motor 2
5, the rotation generated by the motor output shaft 26,
The power is transmitted to the counter driven gear 132 via the second counter drive gear 27.

Further, the counter driven gear 132 is provided with a differential ring gear 35 of a differential device 36.
Is engaged. The differential device 36 includes:
A differential case 81 provided with the differential ring gear 35 on its outer periphery; a pinion shaft 82 fixed to the differential case 81; a pinion 83 rotatably supported by the pinion shaft 82; The rotation transmitted to the differential ring gear 35 is differentially transmitted to the left and right side gears 84, 84. A drive shaft 85 (only the right drive shaft 85 is shown in this case) is fixed to the side gear 84, so that the differential rotation is transmitted to drive wheels (not shown).

In the above configuration, the structure for supporting the transmission shaft 117 as the first shaft and the transmission shaft 153 as the second shaft is different from the driving device of the first embodiment in that the planetary gear unit 113 The configuration is almost the same as that of the driving device of the first embodiment except that the input method is different. That is, the arrangement of each element arranged on the first axis SH1 is the same as the conceptual diagram shown in FIG. 4, and substantially the same operation and effect as those of the driving device of the first embodiment are achieved.

In other words, in the driving apparatus of the second embodiment, the transmission shaft 117 as the first shaft and the transmission shaft 153 as the second shaft arranged on the first axis SH1 have a multi-shaft structure. As described above, the transmission shaft 117 and the transmission shaft 153 are freely rotatably fitted to each other, so that the axial dimension can be reduced. Further, the accuracy of supporting the rotor 21 can be ensured and the output can be improved. The support accuracy of the first counter drive gear 115, which is the gear, is maintained.

In this configuration, when the torque is being output by the engine 11, the first counter drive gear 115 is supported with a minimum error for the same reason as in the first embodiment. Transmission efficiency is kept high. Further, the drive motor 25 is driven, and the engine 1
In the case of the motor drive mode where 1 is not driven, the first
Since the counter drive gear 115 is only rotated and does not transmit torque, gear noise hardly occurs.

Next, a third embodiment of the present invention will be described. 7 is a longitudinal sectional view of a main part of a drive device for a hybrid vehicle according to a third embodiment of the present invention. Since the drive motor 25, the differential device 36 and its peripheral portions have the same structure as in the second embodiment, the description will be omitted with the help of FIG. In the third embodiment, the first shaft is the transmission shaft 253, the second shaft is the transmission shaft 217, the first support is the bearing 254, and the second support is the bearing 265. I have.

In the figure, reference numeral 12 denotes an engine output shaft for outputting the rotation generated by driving the engine 11 (FIG. 1), and the flywheel 51 is fixed to the engine output shaft 12. Then, the rotation transmitted to the flywheel 51 is input to the planetary gear unit 213 via the damper device 52 and the transmission shaft 253.

The planetary gear unit 213 has a second
, A pinion P meshing with the sun gear S, a ring gear R meshing with the pinion P as a first gear element, and a third gear rotatably supporting the pinion P Carrier CR as element
And

The ring gear flange 262 is fixed to a flange 260 formed at the rear end of the transmission shaft 253, and the ring gear is R-fixed to the ring gear flange 262. The rear end of the transmission shaft 253 is rotatably supported by the casing 55 by a bearing 254,
An opening is formed at the rear end of the transmission shaft 253, and the transmission shaft 217 is rotatably supported by a bearing 257 in the opening.

The transmission shaft 217 is rotatably supported at the front end by the bearing 257 on the transmission shaft 253, and is rotatably supported by the casing 56 at the center by the bearing 265. The sun gear S is spline-engaged with the outer periphery of the transmission shaft 217 behind the bearing 257. The transmission shaft 217 is rotatably supported by the casing 67 by a bearing 266 near the rear end. Further, on the transmission shaft 217, a generator 16 is provided on an outer periphery of a portion between the bearing 266 and the bearing 265. Since the configuration of the generator 16 is the same as the configuration of the first embodiment,
Detailed description is omitted. Further, the transmission shaft 217 protrudes rearward from the bearing 266, and a resolver 70 is disposed on the outer periphery of the protruding portion. The operation and effect of the resolver 70 are the same as those of the first embodiment, and thus the description is omitted. Further, in the drive device of the third embodiment, similarly to the first embodiment, a brake B is provided to prevent a generator loss from occurring.

A unit output shaft 214 is rotatably supported on the outer periphery of the transmission shaft 217 by a bearing 258. The unit output shaft 214 has a sleeve shape, and has a front end abutting on the sun gear S via a thrust bearing 259 and a rear end abutting on the casing 56 via a thrust bearing 261. A carrier CR is fixed to a front end of the unit output shaft 214, and a first counter drive gear 215 is fixed to a central portion of an outer periphery of the unit output shaft 214. And this first
The counter driven gear 132 meshes with the counter drive gear 215.

In the third embodiment, the output of the engine is input to the ring gear R via the transmission shaft 253, a part of the output is output from the sun gear S to the transmission shaft 217, and the remaining output is output from the carrier CR. The power is transmitted to the first counter drive gear 215 via the unit output shaft 214.

In the third embodiment, the rotor 21 and the first counter drive gear 215 as the output gear are arranged on the transmission shaft 217 as the second shaft. FIG. 8 is a conceptual diagram showing the components of the drive device arranged on the first axis SH1. On the first axis, the engine (EG) 11, the transmission shaft 253 as the first shaft, the planetary gear unit (PG) 213, the transmission shaft 217 as the second shaft, and the generator (G) 16 A bearing 254 as a first support, a bearing 265 as a second support, a bearing 266 as a direct support,
A bearing 257, a unit output shaft 214, and a first counter drive gear 215 as an output gear are shown.

The transmission shaft 217, as shown,
The bearing 265 is directly supported by the casing 56 (position a in FIG. 8), and at the front end (position b in FIG. 8), the casing 5 is supported by bearings 257 and 254.
5 indirectly supported. Therefore, the support error Δb at the position b of the transmission shaft 53 is determined by the two bearings 257, 2
The support error due to 54 is accumulated, and becomes larger than the support error Δa at the position a (Δa <Δb).

The axial center position of the first counter drive gear 15 (position e in FIG. 8) is longer than the distance to the bearing 257 (distance A in FIG. 8) to the bearing 265 (distance in FIG. 8). B) is set at a shorter position (B <A). Since the first counter drive gear 215 is installed at such a position, the support error Δe of the first counter drive gear 15 is

Δe = (A · Δa + B · Δb) / (A +
B).

That is, the support error Δ with respect to the support error Δe
The contribution of a is A / (A + B), and the contribution of the support error Δb is B / (A + B). Here, since B <A, even if the b position is indirectly supported and the support error Δb is slightly large, the influence on the support accuracy of the first counter drive gear 215 can be suppressed to be small.

On the other hand, the transmission shaft 217 as the second shaft
In order to avoid point support, the radial clearance of the bearing 266 is set larger than usual. In the above-described drive device of the third embodiment, the transmission shaft 217 as the second shaft and the transmission shaft 253 as the first shaft arranged on the first axis SH1 have a multi-shaft structure to form a transmission shaft. 217 and the transmission shaft 253 are rotatably fitted to each other so that the axial dimension can be shortened.
The support accuracy of the rotor 21 is ensured, and the support accuracy of the first counter drive gear 215 as the output gear is maintained.

In the above configuration, when the torque is output by the engine 11, the first counter drive gear 215 is supported with a minimum error as described above, so that the transmission efficiency of the gear is maintained high. Is done. Also,
In the case of the motor drive mode in which the drive motor 25 is driven and the engine 11 is not driven, the first counter drive gear 215 is rotated only and does not transmit torque, so that almost no gear noise occurs. do not do.

[0076]

According to the drive apparatus for a hybrid vehicle of the present invention described above, the axial size of the drive system connecting the engine and the electric equipment is reduced, so that the apparatus can be downsized. Thus, it is possible to sufficiently secure the steering angle of the tire.

Further, one end of the shaft supporting the output gear is indirectly supported, the other end is directly supported, and the output gear is provided close to the directly supported side, thereby reducing the axial dimension. This also makes it possible to suppress the generation of noise at the time of driving while ensuring the support accuracy of the output gear.

Furthermore, by directly supporting the shaft supporting the rotor on both sides of the rotor, the efficiency of the electric equipment can be ensured. In particular, when the electric device is a generator, it is possible to reduce the noise of the output gear and maintain a high power generation efficiency while realizing a reduction in the axial dimension.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram of a drive device for a hybrid vehicle according to a first embodiment of the present invention.

FIG. 2 is a first longitudinal sectional view of a drive device of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 3 is a second longitudinal sectional view of the drive device for the hybrid vehicle according to the first embodiment of the present invention.

FIG. 4 is a conceptual diagram showing an arrangement position of components arranged on a first axis in the first embodiment of the present invention.

FIG. 5 is a first longitudinal sectional view of a drive device for a hybrid vehicle according to a second embodiment of the present invention.

FIG. 6 is a second longitudinal sectional view of a drive device for a hybrid vehicle according to a second embodiment of the present invention.

FIG. 7 is a sectional view of a main part of a drive device for a hybrid vehicle according to a third embodiment of the present invention.

FIG. 8 is a conceptual diagram showing an arrangement position of components arranged on a first axis in a third embodiment of the present invention.

[Explanation of symbols]

Reference Signs List 11 engine 12 engine output shaft 13 planetary gear unit (differential gear device) 14 unit output shaft 15 first counter drive gear (output gear) 16 generator (electric device) 17 transmission shaft (first shaft) 21 rotor 22 stator 23 Coil 25 drive motor 26 motor output shaft 27 second counter drive gear 31 counter shaft 32 counter driven gear 33 differential pinion gear 34 support shaft 35 differential ring gear 36 differential device 37 rotor 38 stator 39 coil 51 flywheel 52 damper device 53 transmission shaft (second) 54) Bearing 55 Casing (Case) 56 Casing (Case) 57 Bearing 58 Bearing 59 Thrust Bearing 60 Flange 61 Thrust Bearing 62 Phosphorus Gear gear flange 63 Carrier flange 65 Bearing (first support) 66 Bearing 67 Casing (case) 70 Resolver 71 Permanent magnet 73 Hydraulic servo 75 Bearing 76 Bearing 78 Bearing 79 Bearing 80 Resolver 81 Differential case 82 Pinion shaft 83 Pinion 84 Side gear 85 Drive Shaft R Ring gear P Pinion CR Carrier S Sun gear B Brake 113 Planetary gear unit (Differential gear unit) 114 Unit output shaft 115 First counter drive gear (Output gear) 116 Generator (Electric equipment) 117 Transmission shaft (First shaft) 131 Counter shaft 132 Counter driven gear 153 Transmission shaft (second shaft) 154 Bearing (second support) 157 Bearing 158 Ring 159 Thrust bearing 160 Flange 161 Thrust bearing 162 Ring gear flange 165 Bearing (first support) 166 Bearing 170 Brush 171 Coil 175 Bearing 176 Bearing 213 Planetary gear unit (differential gear unit) 214 Unit output shaft 215 First counter drive Gear (output gear) 217 Transmission shaft (second shaft) 253 Transmission shaft (first shaft) 254 Bearing (first support) 257 Bearing 258 Bearing 259 Thrust bearing 261 Thrust bearing 262 Ring gear flange 265 Bearing (Second) 266 bearing

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-6-179326 (JP, A) JP-A-5-319110 (JP, A) JP-A-3-277854 (JP, A) JP-A-50-1979 30223 (JP, A) JP-A-8-91065 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 17/04 B60K 6/02-6/06 H02K 7/18 F16H 3/72

Claims (3)

(57) [Claims] An electric device having an engine, a rotor and a stator, a first gear element to which an output of the engine is transmitted, and a part of an output from the engine to be transmitted to a rotor of the electric device. A drive device comprising: a second gear element; and a differential gear device having a third gear element for transmitting the remainder of the output from the engine to an output gear, one end of which is a first support. A first shaft directly supported by the case at one end, one end of which is loosely fitted to one end of the first shaft to form a multi-shaft structure, and the one end is indirectly connected to the first support portion. And a second support portion for directly supporting the second shaft to the case, and one of the first shaft and the second shaft is provided on one of the first shaft and the second shaft. The rotor is fixed, and the other end is connected to the output shaft of the engine. The gear is rotatably supported on the second shaft between the first support and the second support, and the second support is provided with respect to the first support. A driving device, which is disposed on the side. 2. The first shaft or the second shaft to which the rotor is fixed, the other end of which is directly supported by the case so that both sides of the rotor are directly supported by the case. The drive device according to claim 1, wherein 3. The electric device according to claim 1, wherein the electric device is a generator.
Or the driving device according to 2.