JP3643751B2 - Hybrid vehicle transmission unit - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention includes a hybrid vehicle that has an engine and a motor that also serves as a generator, and that transmits driving torque to one or both of the engine and the motor by transmitting these output torques to the transmission. The present invention relates to a transmission unit to be mounted on a vehicle.
[0002]
[Prior art]
In recent years, from the viewpoint of protecting the global environment and saving limited resources, there has been a demand for improved fuel efficiency of automobiles. A hybrid vehicle is considered as one means to meet the demand for improvement in fuel consumption. In this hybrid vehicle, an engine and a motor are arranged in series or in parallel, assisting engine output and acting as a generator at the time of deceleration, converting the kinetic energy of the automobile into electric energy, and using this electric energy again It is configured to assist the output.
[0003]
When configuring this hybrid vehicle, it is conceivable to apply it to a conventional vehicle as it is while reducing the cost by newly configuring a motor or the like without changing the basic layout of the conventional transmission. From such a viewpoint, for example, a transmission having a planetary gear described in JP-A-9-329228 is known as a conventional transmission.
[0004]
As shown in FIG. 7, this device includes a torque converter chamber 101 formed by a first housing 113 and a first partition 116, and a planetary gear chamber formed by a second housing 114, a first partition 116 and a second partition 117. 102, and a transmission chamber 103 formed by a third housing 115 and a second partition wall 117. The rotation from the engine is input to the torque converter 110 in the torque converter chamber 101, the output from the torque converter 110 is input into the planetary gear chamber 102, forward / reverse switching is performed by the planetary gear 111, and further the transmission chamber. 103 to the transmission 112.
[0005]
This transmission 112 is provided with a belt type continuously variable transmission, and the output rotation from the planetary gear 111 rotates the drive pulley 112a, and the rotation is transmitted to the driven pulley 112b by the belt 112c. Yes. The hydraulic pressure from the control valve unit (not shown) is sent to the axial oil passage 123 of the driving pulley 112a via the case 120, the oil pump 121, and the input shaft 122, and supplied to the driving pulley cylinder chamber 124 of the driving pulley. The gear ratio is controlled.
[0006]
[Problems to be solved by the invention]
However, when making a transmission unit for a hybrid vehicle without changing the basic layout of the conventional transmission unit, it is considered that an electromagnetic clutch is accommodated in the torque converter chamber 101 and a motor is accommodated in the planetary gear chamber 102. It is done. At this time, the electromagnetic clutch and the motor need to be housed in a dry chamber (indicating that control and lubrication by oil is not performed).
Further, in a hybrid vehicle, a traveling state with the engine stopped may be considered, so that it is necessary to supply hydraulic pressure by an electric pump instead of an engine-driven oil pump.
[0007]
In the case of adopting such a configuration different from the conventional one, conventionally, the hydraulic pressure from the control valve unit is sent to the axial oil passage 123 of the drive pulley 112a through the case 120, the oil pump 121, and the input shaft 122, and the drive pulley of the drive pulley Although the hydraulic pressure was supplied to the cylinder chamber 124, the case 120 portion is configured as a dry chamber, and the oil pump 121 is abolished, so an oil passage for supplying hydraulic pressure to the drive pulley 112a is located near the input shaft. There was a problem that it could not be placed.
[0008]
The present invention has been made paying attention to the above-mentioned problems and requirements, and can supply hydraulic pressure to a belt-type continuously variable transmission while maintaining the basic layout of a conventional transmission unit. An object of the present invention is to provide a transmission unit for a hybrid vehicle having a hydraulic circuit.
[0009]
  According to the first aspect of the present invention, a transmission unit for a hybrid vehicle in which an electromagnetic clutch that connects and disconnects the engine and the transmission input shaft, a motor that serves as a power source together with the engine, and a transmission are arranged in series on the transmission input shaft.BecauseA first housing for housing the electromagnetic clutch in the axial direction from the engine side, a second housing for housing the motor, and a third housing for housing the transmission. Consisting of
  A drive pulley that is provided integrally with the input shaft as the transmission and that supplies hydraulic pressure to the drive pulley cylinder chamber via a first shaft center oil passage provided in the input shaft, and is provided in the driven shaft. A belt-type continuously variable transmission comprising: a driven pulley that supplies hydraulic pressure to the driven pulley cylinder chamber through the second shaft center oil passage; and a belt that transmits the rotation of the drive pulley to the driven pulley. The third housing is provided at the end of the transmission unit as a side cover,
  The third housing is provided with a support portion for supporting the input shaft and the output shaft, and a housing first oil passage and housing second for supplying hydraulic pressure from a hydraulic supply source to the first and second shaft center oil passages. Transmission unit for a hybrid vehicle characterized by providing an oil passageIn
  A relief valve for a drive pulley is built in a control valve unit that controls the hydraulic pressure of the transmission unit, and the relief valve is provided with an opening that communicates with the outside of the control valve unit. When the pressure is exceeded, the excess hydraulic pressure of the driving pulley is guided to the opening by an oil passage branched from the hydraulic passage of the driving pulley, and the opening is outside the control valve unit. releaseIt is characterized by that.
[0010]
In a second aspect of the present invention, in the transmission unit of the hybrid vehicle according to the first aspect,
The shaft center oil passage is provided only in the input shaft in which the transmission is arranged.
[0011]
According to a third aspect of the present invention, in the transmission unit of the hybrid vehicle according to the first or second aspect,
In the vicinity of the joint between the second housing and the third housing, an electric oil pump as a hydraulic supply source is provided,
Supply the hydraulic pressure generated by the electric oil pump to the hydraulic control valve unit;
The control pressure supplied from the hydraulic control valve unit is a joint portion between the second housing and the hydraulic control valve unit, and is connected to the housing first from an oil passage constituting portion provided in the vicinity of the third housing joint portion. The first oil passage and the second oil passage are supplied to the first oil passage and the second oil passage without having a bent portion.
[0013]
[Action and effect of the invention]
In the transmission unit of the hybrid vehicle according to the first aspect, an electromagnetic clutch that connects and disconnects the engine and the transmission input shaft, a motor that serves as a drive source together with the engine, and a transmission are arranged in series on the transmission input shaft.
[0014]
The transmission unit housing includes a first housing that houses the electromagnetic clutch in the axial direction from the engine side, a second housing that houses the motor, and a third housing that houses the transmission.
As a transmission, a drive pulley that is provided integrally with the input shaft and that supplies hydraulic pressure to the drive pulley cylinder chamber via a first shaft oil passage provided in the input shaft, and an output shaft of the transmission A driven pulley that is configured integrally and is supplied with hydraulic pressure to the driven pulley cylinder chamber via a second shaft center oil passage provided in the output shaft, and a belt that transmits the rotation of the driving pulley to the driven pulley. A belt type continuously variable transmission is provided.
[0015]
At this time, the third housing is provided at the end of the transmission unit as a side cover, and a support portion for supporting the input shaft and the output shaft is provided in the third housing, and the hydraulic pressure from the hydraulic pressure supply source is supplied to the first housing. A housing first oil passage and a housing second oil passage for supplying hydraulic pressure to the second shaft center oil passage are provided.
[0016]
  In other words, the gear ratio of the belt type continuously variable transmission is determined by the hydraulic pressure supplied to the drive pulley and the driven pulley, but in the case of a hybrid vehicle, the electromagnetic clutch and motor are in the dry chamber (control and lubrication by oil is performed). Therefore, it is difficult to supply hydraulic pressure into the input shaft from a portion that penetrates the dry chamber.
  However, as described above, by supplying hydraulic pressure from the housing first oil passage and the housing second oil passage provided in the third housing which is the side cover that supports the input shaft and the output shaft, A hydraulic circuit can be configured without configuring an oil passage.
  The transmission unit is composed of the first, second, and third housings to improve the assembly of the electromagnetic clutch, the motor, and the transmission, and the parts that require oil are concentrated on the third housing. Therefore, it is possible to configure a hydraulic circuit with few bent portions. Therefore, the hydraulic pressure can be controlled efficiently by reducing the hydraulic pressure loss due to the flow path resistance of the bent portion.
  In addition, a relief valve is incorporated in a control valve unit that performs hydraulic control of the transmission unit. That is, conventionally, a relief valve for draining excess hydraulic pressure to the drive pulley has been incorporated in the engine-driven oil pump. However, in the hybrid vehicle of the present invention, since the engine may run with the engine stopped, an engine-driven oil pump cannot be used as in the conventional case. Therefore, an electric pump is mainly used in a hybrid vehicle. At this time, by incorporating the relief valve of the drive pulley into the control valve, the configuration of the transmission unit can be made compact while having a simple oil passage configuration. Further, since various valves are configured in the control valve unit, when a new valve is added, it can be easily processed by the same process.
[0017]
In the transmission unit of the hybrid vehicle according to the second aspect, the shaft center oil passage is provided only in the input shaft in which the transmission is disposed.
That is, since the third housing is provided as a side cover at the end of the transmission unit and hydraulic pressure is supplied from the third housing, it is not necessary to provide an in-shaft oil passage in a portion that penetrates the dry chamber of the input shaft. Therefore, the shaft diameter can be reduced while maintaining the required shaft strength, and the configuration can be made compact. Further, since it is only necessary to provide the shaft center oil passage only from one of the input shafts, the cost can be reduced by reducing the number of manufacturing steps.
[0018]
In a transmission unit for a hybrid vehicle according to a third aspect, an electric oil pump as a hydraulic pressure supply source is provided in the vicinity of the joint between the second housing and the third housing. The hydraulic pressure generated by the electric oil pump is supplied to the hydraulic control valve unit, and the control pressure supplied from the hydraulic control valve unit is a junction between the second housing and the hydraulic control valve unit, and It is supplied to the first oil passage and the second oil passage from the oil passage constitution portion provided in the vicinity of the housing joint portion without having a bent portion in the housing first and second oil passages.
[0019]
That is, hydraulic pressure is supplied from a housing first oil passage and a housing second oil passage provided in a third housing that is a side cover that supports the input shaft and the output shaft. By arranging the oil passage configuration in the hydraulic control valve unit in the vicinity of the third housing, it becomes possible to concentrate the portion where oil is required on the third housing, and to configure a hydraulic circuit with few bent portions. it can. Also, in the first oil passage of the housing and the second oil passage of the housing, the oil passage is configured without having a bent portion, so that the hydraulic pressure is efficiently controlled by reducing the hydraulic pressure loss due to the flow resistance of the bent portion. can do.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram showing a configuration of main units of a hybrid vehicle in the embodiment.
1 is a transmission unit, 2 is an engine, 3 is a B motor for power generation / starting, 4 is an inverter, 5 is a battery, 6 is an electric power steering, 7 is a hybrid control unit, and 8 is a chain.
[0022]
In the transmission unit 1, an electromagnetic clutch 11, an A motor 15 as a driving motor, and a continuously variable transmission (hereinafter referred to as CVT) 13 are housed, and the A motor 15 has energy during deceleration and braking. Also functions as a regenerative motor. Further, a C motor 9 for driving the electric hydraulic pump is provided. This is because, in a hybrid vehicle having a travel range with only a motor, the oil pressure (especially the pulley hydraulic pressure of the CVT 13) during travel of the motor alone cannot be obtained with only the oil pump driven by the engine. For the same reason, the assist force of the power steering 6 is also electric, and is assisted by the motor.
[0023]
The B motor 3 which is a power generation / starting motor is mounted on the engine block and is connected to the engine 2 by a chain 8 and normally functions as a generator and a starter at the time of starting.
The control units 7 a, 7 b, 7 c, 7 d, and 7 e of the battery 5, the motor 3, 15, the engine 2, the clutch 11, and the CVT 13 are independent and finally integratedly controlled by the hybrid control unit 7.
[0024]
Next, the operation of the drive system will be described.
The hybrid vehicle of the present embodiment is a parallel system, and the A motor 15 functions as an assisting role for the engine 2 in which fuel efficiency is prioritized over output. The CVT 13 also plays a role of adjusting the engine to operate at the best fuel consumption point.
The clutch 11 is an electromagnetic clutch. When the clutch 11 is turned off, only the A motor 15 travels. ON / OFF of the clutch 11 is automatically and optimally controlled by a clutch control unit 7 d that receives a command from the hybrid control unit 7.
[0025]
(At system startup)
At the time of starting, the B motor 3 functions as a starter and starts the engine 2.
[0026]
(When starting and running at low speed)
When the engine 2 starts at a low load where the fuel consumption efficiency is low or travels at a low speed, the engine 2 stops and travels only by the A motor 15. Even when starting and running at a low speed, if the load is large (the throttle opening is large), the engine 2 starts immediately, the clutch 11 is turned on, and the engine 2 + A motor 15 runs.
[0027]
(During normal driving)
It is mainly driven by the engine 2. In this case, the operation on the best fuel consumption line is realized by adjusting the engine speed by the shift control of the CVT 13.
[0028]
(High load)
When the engine 2 generates a maximum output and the driving force is insufficient such that the driving force is insufficient, electric energy is positively supplied from the battery 5 to the A motor 15 and the entire driving force is increased.
[0029]
(During deceleration)
During deceleration, the engine 2 is fuel cut. At the same time, the A motor 15 functions as a generator, and a part of the kinetic energy that has been discarded in the past is converted into electric energy and collected in the battery 5.
[0030]
(When retreating)
The reverse gear is not set in CVT13. Accordingly, when reversing, the clutch 11 is released, the A motor 15 is rotated in the reverse direction, and only the A motor 15 travels.
[0031]
(When stopped)
When the vehicle stops, the engine 2 stops. However, the engine 2 does not stop when the battery 5 needs to be charged or when the operation of the air conditioner compressor is necessary and during warming up.
[0032]
FIG. 2 is a sectional view of a transmission unit of a hybrid vehicle provided with a belt type continuously variable transmission (CVT) according to the present invention.
In FIG. 2, the engine output shaft 10 is connected with an electromagnetic clutch 11 as a rotation transmission mechanism, and is provided with a slip ring 11 a for supplying power to the electromagnetic clutch 11. The output side of the electromagnetic clutch 11 is connected to the transmission input shaft 12. A drive pulley 14 of the CVT 13 is provided at the end of the input shaft 12, and is positioned between the drive pulley 14 and the electromagnetic clutch 11. Thus, an A motor (motor described in claims) 15 for traveling is provided.
[0033]
The A motor 15 includes a rotor 16 fixed to the input shaft 12 and a stator 17 fixed to the housing side. The A motor 15 receives power supplied from the battery 5 to drive the input shaft 12, or during deceleration, etc. It functions as a generator based on the rotational force of the input shaft 12.
[0034]
The CVT 13 includes the drive pulley 14, the driven pulley 18, and a belt 19 that transmits the rotational force of the drive pulley 14 to the driven pulley 18. The drive pulley 14 has a fixed conical plate 20 that rotates integrally with the input shaft 12, and is disposed opposite to the fixed conical plate 20 to form a V-shaped pulley groove, and at the same time the input shaft 12 is driven by hydraulic pressure acting on the drive pulley cylinder chamber 21. The movable conical plate 22 is movable in the axial direction. The driven pulley 18 is provided on the driven shaft 23. The driven pulley 18 has a fixed conical plate 24 that rotates integrally with the driven shaft 23, a V-shaped pulley groove that is disposed opposite to the fixed conical plate 24, and a hydraulic pressure that acts on the driven pulley cylinder chamber 32. The movable conical plate 25 is movable in the axial direction.
[0035]
A drive gear 26 is fixed to the driven shaft 23, and the drive gear 26 meshes with an idler gear 28 on an idler shaft 27. A pinion 29 provided on the idler shaft 27 meshes with the final gear 30. The final gear 30 drives a drive shaft that reaches a wheel (not shown) via a differential device 31.
[0036]
The rotational force input from the engine output shaft 10 to the CVT 13 as described above is transmitted to the CVT 13 via the electromagnetic clutch 11 and the input shaft 12. The rotational force of the input shaft 12 is transmitted to the differential device 31 via the drive pulley 14, belt 19, driven pulley 18, driven shaft 23, drive gear 26, idler gear 28, idler shaft 27, pinion 29, and final gear 30. The
[0037]
During the power transmission as described above, the movable conical plate 22 of the drive pulley 14 and the movable conical plate 25 of the driven pulley 18 are moved in the axial direction to change the contact position radius with the belt 19, thereby The rotation ratio between the driven pulley 18, that is, the gear ratio can be changed. Such control for changing the width of the V-shaped pulley groove of the drive pulley 14 and the driven pulley 18 is performed by hydraulic control to the drive pulley cylinder chamber 21 or the driven pulley cylinder chamber 32 via the CVT control unit 7e. .
[0038]
By the way, the transmission housing in which such a transmission mechanism and a motor are accommodated is axially arranged in the second housing 41 in which the CVT 13 and the A motor 15 are accommodated, and the first housing 42 in which the electromagnetic clutch 11 is accommodated. The configuration is divided into two. The second housing 41 is partitioned through a second partition wall 45 into a transmission chamber 43 in which the CVT 13 and the like are incorporated and a motor chamber 44 in which the A motor 15 is incorporated.
[0039]
The first housing 42 has a first partition wall 46 formed on one end surface to which the second housing 41 is coupled. When the housings 41 and 42 are coupled, the motor chamber is interposed between the partition walls 45 and 46. 44, and the clutch chamber 47 is defined between the first partition wall 46 and the engine 2 when the other end face of the first housing 42 is coupled to the engine 2 (not shown).
[0040]
In the motor chamber 44, the stator 17 of the A motor 15 is incorporated by shrink fitting, thereby simplifying the structure, while cooling the water jacket 48 formed in the second housing 41 so as to surround the stator 17. The A motor 15 can be efficiently cooled by circulating water.
[0041]
FIG. 3 is a front view of the third housing to which the present invention is applied as viewed from the side facing the engine.
The third housing 49 is coupled to the second housing 41 to define a transmission chamber 43 in which the CVT 13 is accommodated. Further, the second housing 41 is provided with an electric pump 64.
A housing first oil passage 60 for supplying hydraulic pressure to the drive pulley 14 and a housing second oil passage 61 for supplying hydraulic pressure to the driven pulley 18 are provided outside the third housing 49, and these oil passages 60, 61 are provided. Supplies hydraulic pressure from the control valve unit 70 to the drive pulley support 62 and the driven pulley support 63.
[0042]
FIG. 4 is an enlarged cross-sectional view of the driving pulley 14 and the driven pulley 18 support portion. As shown in the figure, the input shaft 12 is rotatably supported by a seal bearing 81 provided in the third housing 49. In addition, a drain hole (not shown) is provided in the support portion of the seal bearing 81 of the third housing 49 to prevent an increase in bearing back pressure due to leakage between the input shaft 12 and the third housing 49. Further, the input shaft 12 is provided with a first shaft center oil passage 80, and the first shaft center oil passage 80 is formed with a high pressure oil passage portion 82 and a low pressure oil passage portion 83 depressurized by a quadruple orifice 83. Yes. The high pressure oil passage portion 82 is configured to supply hydraulic pressure to the drive pulley cylinder chamber 21, and the low pressure oil passage portion 83 is configured to supply lubricating oil to the support portion of the input shaft.
Similarly to the input shaft 12, the driven shaft 23 is also rotatably supported by a bearing 91 provided in the third housing 49. Further, a second shaft center oil passage 92 is provided and configured to supply the hydraulic pressure supplied from the driven pulley support portion 63 to the driven pulley cylinder chamber 32.
[0043]
Therefore, it becomes possible to supply the control hydraulic pressure of the CVT 13 from the third housing 49 to the drive pulley cylinder chamber 21 and the driven pulley cylinder chamber 32 without passing through the motor chamber 44 and the clutch chamber 47 which are dry chambers. Thereby, the motor chamber 44 and the clutch chamber 47 can be reliably defined as the dry chamber while taking a simple oil passage configuration.
[0044]
FIG. 5 shows a bottom view of the second housing 41 in the present embodiment. When supplying the hydraulic pressure controlled in the control valve unit 70 into the transmission unit, the oil supply source is provided by providing the first oil passage constituting portion 71 and the second oil passage constituting portion 72 as shown in the figure. Concentrate on one side. The first oil passage component 71 supplies hydraulic pressure to the drive pulley 14, and the second oil passage component 72 is configured to supply hydraulic pressure to the driven pulley 18. Thus, when supplying oil to the housing first oil passage 60 and the housing second oil passage 61 provided outside the third housing 49, for example, as in the prior art, the oil passage via the oil pump or the input shaft Compared to the configuration, it is possible to configure a hydraulic circuit with fewer bent portions.
[0045]
FIG. 6 is a front view of the control valve unit 70 in the present embodiment. In the figure, reference numeral 74 denotes a relief valve that leaks excess hydraulic pressure when supplying hydraulic pressure to the drive pulley cylinder chamber 21. In the conventional transmission unit, the relief valve 74 is provided in the oil pump. However, in the hybrid vehicle, the conventional engine-driven oil pump is eliminated, and thus the relief valve 74 is configured in the control valve unit 70. is there. Thus, by incorporating the relief valve 74 of the drive pulley 14 in the control valve unit 70, the configuration of the transmission unit can be made compact while having a simple oil passage configuration. Further, since various valves are configured in the control valve unit 70, when a new valve is added, it can be easily processed by the same process.
[0046]
As described above, the transmission unit of the hybrid vehicle in the present embodiment includes the CVT 13 (belt type continuously variable transmission), and supports the input shaft 12 and the driven shaft 23 in the third housing 49 of the transmission unit. Supporting portions 62 and 63 are provided, and a housing first oil passage 60 and a housing second oil passage 61 for supplying hydraulic pressure to the first and second axial oil passages 80 and 92 are provided.
[0047]
That is, the transmission ratio of the CVT 13 is determined by the hydraulic pressure supplied to the drive pulley 14 and the driven pulley 18, but in the case of a hybrid vehicle, the electromagnetic clutch 11 and the A motor 15 are in the dry chamber (oil control and lubrication are performed. Therefore, it is difficult to supply hydraulic pressure into the input shaft from a portion that penetrates the dry chamber.
However, as described above, by supplying hydraulic pressure from the housing first oil passage 60 and the housing second oil passage 61 provided in the third housing 49 that supports the input shaft 12 and the driven shaft 23, the dry chamber In addition, a hydraulic circuit can be configured without configuring an oil passage.
[0048]
Further, by constructing the transmission unit from the first, second and third housings, the assembly of the electromagnetic clutch 11, the A motor 15 and the CVT 13 is improved, and the portion requiring oil is concentrated on the third housing 49. Therefore, it is possible to configure a hydraulic circuit with few bent portions. Therefore, the hydraulic pressure can be controlled efficiently by reducing the hydraulic pressure loss due to the flow path resistance of the bent portion.
[0049]
In addition, a relief valve 74 is built in a control valve unit 70 that performs hydraulic control of the transmission unit.
That is, conventionally, a relief valve for draining excess hydraulic pressure to the drive pulley 14 has been incorporated in an engine-driven oil pump. However, in the hybrid vehicle of the present invention, since the engine may run with the engine stopped, an engine-driven oil pump cannot be used as in the conventional case. Therefore, an electric pump is mainly used in a hybrid vehicle.
At this time, by incorporating the relief valve 74 of the drive pulley 14 in the control valve, the configuration of the transmission unit can be made compact while having a simple oil passage configuration.
Further, since various valves are configured in the control valve unit 70, when a new valve is added, it can be easily processed by the same process.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration of main units of a hybrid vehicle in an embodiment.
FIG. 2 is a cross-sectional view of a transmission unit of a hybrid vehicle including a belt type continuously variable transmission (CVT) according to an embodiment.
FIG. 3 is a front view of a third housing according to the embodiment.
FIG. 4 is an enlarged sectional view of the belt type continuously variable transmission according to the embodiment.
FIG. 5 is a bottom view of the second housing according to the embodiment.
FIG. 6 is a front view of the control valve unit according to the embodiment.
FIG. 7 is a cross-sectional view illustrating a conventional transmission unit.
[Explanation of symbols]
1 Transmission unit
2 Engine
3 B motor
4 Inverter
5 battery
6 Power steering
7 Hybrid control unit
7a Battery control unit
7b Motor control unit
7c Engine control unit
7d Clutch control unit
7e CVT control unit
8 Chain
9 C motor
10 Engine output shaft
11a slip ring
11 Electromagnetic clutch
12 Input shaft
13 CVT (Belt-type continuously variable transmission)
14 Drive pulley
15 A motor
16 Rotor
17 Stator
18 Driven pulley
19 belt
20 Fixed conical plate
21 Drive pulley cylinder chamber
22 Movable conical plate
23 Driven shaft
24 Fixed conical plate
25 Movable conical plate
26 Drive gear
27 idler shaft
28 idler gear
29 Pinion
30 Final Gear
31 Differential
32 Driven pulley cylinder chamber
41 Second housing
42 First housing
43 Transmission room
44 Motor room
45 Second partition
46 1st partition
47 Clutch room
48 Water jacket
49 Third housing
60 Housing first oil passage
61 Housing second oil passage
62 Drive pulley support
63 Driven pulley support
64 Electric pump
70 Control valve unit
71 1st oilway component
72 Second oil passage component
74 relief valve
80 1st shaft center oil passage
81 Sealed bearing
82 High-pressure oil passage
83 Low pressure oil passage
83 4 orifices
91 Sealed bearing
92 Second shaft oil passage
101 Torque converter room
102 Planetary gear chamber
103 Transmission room
110 Torque converter
111 planetary gear
112 Transmission
112a Drive pulley
112b driven pulley
112c belt
113 first housing
114 Second housing
115 Third housing
116 1st partition
117 Second partition
120 cases
121 Oil pump
122 Input shaft
123 Shaft center oil passage
124 Drive pulley cylinder chamber

Claims (3)

A hybrid vehicle transmission unit in which an electromagnetic clutch that connects and disconnects an engine and a transmission input shaft, a motor that serves as a power source together with the engine, and a transmission are arranged in series on the transmission input shaft,
A unit housing of the transmission unit includes: a first housing for housing the electromagnetic clutch in an axial direction from the engine side; a second housing for housing the motor; and a third housing for housing the transmission. A drive pulley that is provided integrally with the input shaft as the transmission and that supplies hydraulic pressure to the drive pulley cylinder chamber via a first shaft center oil passage provided in the input shaft; and a driven shaft A belt-type continuously variable transmission comprising a driven pulley that supplies hydraulic pressure to a driven pulley cylinder chamber via a second shaft center oil passage provided therein, and a belt that transmits the rotation of the drive pulley to the driven pulley. Equipped with a machine
The third housing is provided at an end portion of the transmission unit as a side cover, and a support portion for supporting the input shaft and the output shaft is provided in the third housing, and hydraulic pressure from a hydraulic pressure supply source is provided to the first and the third housings. In a transmission unit of a hybrid vehicle, characterized in that a housing first oil passage and a housing second oil passage that are supplied to a second shaft center oil passage are provided .
A relief valve for a drive pulley is built in a control valve unit that controls the hydraulic pressure of the transmission unit, and the relief valve is provided with an opening that communicates with the outside of the control valve unit. When the pressure is exceeded, the excess hydraulic pressure of the driving pulley is guided to the opening by an oil passage branched from the hydraulic passage of the driving pulley, and the opening is outside the control valve unit. A transmission unit for a hybrid vehicle characterized by being released . In the transmission unit of the hybrid vehicle according to claim 1,
A transmission unit for a hybrid vehicle, characterized in that an axial oil passage is provided only in an input shaft in which the transmission is arranged. In the transmission unit of the hybrid vehicle according to claim 1 or 2,
An electric oil pump as a hydraulic pressure supply source is provided in the vicinity of the joint between the second housing and the third housing, and the hydraulic pressure generated by the electric oil pump is supplied to the hydraulic control valve unit and supplied from the hydraulic control valve unit. The control pressure is applied to the housing first and second oil passages from an oil passage configuration portion provided in the vicinity of the third housing joint portion, which is a joint portion between the second housing and the hydraulic control valve unit. A transmission unit for a hybrid vehicle, wherein the transmission unit is supplied to the first oil passage and the second oil passage without having a bent portion.

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