JP4244915B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device used in a vehicle such as an automobile.

2. Description of the Related Art A vehicle drive device that includes two electric motors is known. For example, this is a vehicle drive device described in Patent Document 1, which includes an engine, first and second electric motors, and the like. In Patent Document 1, the rotor support shaft of the first electric motor is directly connected to the engine crankshaft by a bolt, while the stator of the first electric motor is fixed to the housing. The rotor of the second electric motor is supported by a support wall fixed to the housing.
US Patent Publication No. 2003 / 0127262A1 JP 2001-138552 A JP 2001-113970 A JP 2003-191759 A JP-A-9-109705 JP 2001-253255 A

  In the case of Patent Document 1, the position of the rotor of the first motor is fixed by being connected to the crankshaft of the engine, while the position of the stator of the first motor is fixed by being fixed to the housing. An error due to both the crankshaft and the housing of the engine occurs between the shaft center and the stator shaft center. For this reason, there is a possibility that it is difficult to accurately match the axis of the rotor and the axis of the stator.

  Therefore, it is conceivable to support the rotor of the first electric motor with a support wall fixed to the housing. However, if the support wall is added, there is a problem that the shaft length of the drive device becomes long.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to reduce the axial length of the vehicle drive device including the first and second electric motors. .

A first invention for achieving the above object is (a) a vehicle drive device including a first electric motor and a second electric motor, and (b) a case for housing the first electric motor and the second electric motor; (c) a first support wall supported by the case and rotatably supporting an end portion of the rotor support shaft of the first motor opposite to the second motor; (d) the first motor and the The second motor is supported by the case and rotatably supports the other end of the rotor support shaft of the first motor, and at least one end of the rotor support shaft of the second motor is rotatable. look including a second support wall for supporting, (e) a rotor support shaft of the second electric motor is supported two points by the second support wall, (f) the rotor support shaft of the second electric motor and the second The two parts supported by the support wall are both of the rotor support shaft. Characterized in that it is a diameter.

  According to a second aspect of the present invention, in the vehicle drive device according to the first aspect of the present invention, a speed change unit is disposed on the opposite side of the second motor from the first motor on the same axis as the second motor. A third support wall is disposed between the second motor and the second motor.

  According to a third aspect of the present invention, in the vehicle drive device according to the second aspect, an oil pump is used as the third support wall.

According to a fourth aspect of the present invention, in the vehicle drive device according to the second or third aspect of the invention , the third support wall supports a transmission unit input shaft for inputting a driving force to the transmission unit.

According to a fifth invention, in the vehicle drive device according to any one of the first to fourth inventions, the first electric motor is connected to the rotor support shaft of the first electric motor and is rotated integrally with the rotor support shaft. An input shaft to which the rotational driving force of the rotor is input is supported only by the second support wall.

A sixth aspect of the invention is the vehicle drive device according to the fifth aspect of the invention, wherein the input shaft is connected to a clutch, and the input shaft and the transmission unit are connected and disconnected by the clutch.

A seventh aspect of the invention is the vehicle drive device according to the fifth or sixth aspect of the invention, wherein the input shaft passes through an inner peripheral portion of the first support wall and reaches the second support wall. And

According to an eighth aspect of the present invention, there is provided the vehicle drive device according to the first aspect, wherein a first seal member is provided between the first support wall and a portion of the rotor support shaft of the first electric motor that is supported by the first support wall. A second seal member is provided between the second support wall and a portion of the rotor support shaft of the first electric motor that is supported by the second support wall, and the second support wall and the case A third seal material is provided between the shaft body provided on the shaft center.

According to a ninth aspect of the present invention, in the vehicle drive device according to the eighth aspect of the present invention, the power transmission device and a clutch that connects and disconnects the input shaft of the power transmission device and the first electric motor are further provided. It is arranged in a room in which the electric motor is accommodated.

A tenth aspect of the invention is the vehicle drive device according to the ninth aspect of the invention, wherein the clutch is disposed on the opposite side of the second electric motor from the first electric motor.

An eleventh aspect of the present invention is the vehicle drive device of the second aspect, further comprising a clutch that connects and disconnects between the first electric motor and the input shaft of the transmission unit, and the clutch is provided on the outer peripheral side of the third support wall. It is characterized by being.

According to the first invention, the second support wall supports one end of the rotor support shaft of the first electric motor and at least one end of the rotor support shaft of the second electric motor. The number is reduced, and the axial length of the vehicle drive device can be made compact. In addition, since the rotor support shaft of the second motor is supported at two points by the second support wall, the number of support walls is smaller than when the rotor support shaft of the second motor is supported by two support walls. Therefore, the axial length dimension of the vehicle drive device can be made more compact. Further, since the rotor support shaft is supported at two points by the same support wall, the shaft center accuracy of the rotor support shaft is improved.

  According to the third aspect of the invention, since the oil pump is also used as the third support wall, the number of support walls can be reduced, and the axial length of the vehicle drive device can be made more compact.

According to the fifth aspect, since the member that supports the input shaft is only the second support wall, the support accuracy of the input shaft is improved.

According to the eighth aspect of the invention, the first support wall, the second support wall, and the rotor support shaft of the first motor partition the space in which the first motor is accommodated, and the first seal material and the second seal material. And the space in which the second motor is accommodated is sealed by the third sealing material, so that the first motor and the second motor are submerged. Is prevented.

  The present invention can be applied to an electric vehicle that uses at least one of the first and second electric motors as a power source, or a hybrid vehicle that includes an engine and uses the engine and the electric motor as a power source, and includes three or more electric motors. It is also applicable to existing vehicles. The hybrid vehicle includes a parallel hybrid vehicle that can transmit engine power directly to driving wheels, and a series hybrid vehicle in which power from the engine is used only for power generation and is not directly transmitted to driving wheels. Can be applied to any hybrid vehicle.

  At least one of the first and second electric motors is preferably a so-called motor generator having a power generation function, and both are preferably motor generators.

  The transmission unit is also a power transmission device that is connected to and disconnected from the first electric motor by a clutch. The transmission unit only needs to change the input rotation at a plurality of transmission ratios, and may be a planetary gear type stepped transmission or a belt type or toroidal type continuously variable transmission. it can. As the power transmission device, a device that does not have a speed change function can also be used.

  The support wall fixed to the case may be a mode in which a separate body from the case is fixed by a bolt or the like, or a mode in which the support wall is fixed to the case by being integrally molded with the case. May be.

Next, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram illustrating the configuration of a vehicle drive device (hereinafter referred to as drive device) 10 to which the present invention is applied. Drive device 10 is preferably used for an FR vehicle mounted in the vehicle front-rear direction (vertically placed), and includes engine 12, first motor generator MG1, second motor generator MG2, a transmission unit, and power. A stepped automatic transmission (hereinafter simply referred to as an automatic transmission) 14 as a transmission device is provided on the same axis in that order. A flywheel 16 and a damper 18 that are vibration damping devices are provided between the first motor generator MG1 and the engine 12, and the rotor support shaft 20 of the first motor generator MG1 is connected to the flywheel 16 and the transmission member 22. It is connected to the crankshaft 24 of the engine 12 via. A direct clutch Ci is provided between the second motor generator MG2 and the automatic transmission 14. The first input shaft 26 is connected to the crankshaft 24 of the engine 12 via the flywheel 16 and the damper 18, and the power of the engine 12 and the power of the first motor generator MG 1 are input to the first input shaft 26. The Since the drive device 10 is configured symmetrically with respect to the axis, the lower side is omitted in the skeleton diagram of FIG.

  As described above, first motor generator MG1 is directly connected to crankshaft 24 of engine 12 without a belt or the like, and therefore, crankshaft 24 is directly rotated by rotor support shaft 20 of motor generator MG1. Therefore, even when a large force is required for starting the engine, such as at low temperatures, the engine can be started easily.

  The direct coupling clutch Ci is a hydraulic friction engagement device such as a multi-plate type that is frictionally engaged by a hydraulic cylinder, and is a friction plate 27 that is rotated integrally with a first input shaft 26 that is a driving shaft, and a driven rotating body. The clutch drum 28 includes a friction plate 30 that is rotated together with the clutch drum 28. The clutch drum 28 includes a rotor support shaft 32 of the second motor generator MG2 and an input shaft of the automatic transmission 14, that is, a transmission input shaft. Two input shafts 40 are connected. The direct coupling clutch Ci connects and disconnects the engine 12 and the first motor generator MG1, and the second motor generator MG2 and the automatic transmission 14. Accordingly, direct coupling clutch Ci also functions as an input clutch that inputs the power of engine 12 and first motor generator MG1 to automatic transmission 14.

  The automatic transmission 14 includes a first transmission unit 44 mainly composed of a first planetary gear unit 42, and a second transmission unit mainly composed of a second planetary gear unit 46 and a third planetary gear unit 48. Part 50.

  The first planetary gear unit 42 is a double pinion type planetary gear unit, and includes a sun gear S1, a plurality of pairs of pinion gears P1 that mesh with each other, a carrier CA1 that supports the pinion gears P1 so as to rotate and revolve, and a sun gear S1 via the pinion gears P1. A ring gear R1 meshing with the ring gear R1. The carrier CA1 is connected to the second input shaft 40 and driven to rotate, and the sun gear S1 is fixed integrally to a case 34 that is a non-rotating member so as not to rotate. The ring gear R <b> 1 functions as an intermediate output member, is rotated at a reduced speed with respect to the second input shaft 40, and transmits the rotation to the second transmission unit 50. In the present embodiment, the path for transmitting the rotation of the second input shaft 40 to the second transmission unit 50 at the same speed is the first intermediate that transmits the rotation at a predetermined fixed gear ratio (= 1.0). The output path PA1, and the first intermediate output path PA1 includes a direct connection path PA1a that transmits rotation from the second input shaft 40 to the second transmission unit 50 without passing through the first planetary gear unit 42, and a second input shaft. There is an indirect path PA1b for transmitting the rotation from 40 through the carrier CA1 of the first planetary gear unit 42 to the second transmission unit 50. Further, the transmission ratio from the second input shaft 40 through the carrier CA1, the pinion gear P1 disposed in the carrier CA1, and the ring gear R1 to the second transmission unit 50 is larger than the first intermediate output path PA1. > 1.0) is a second intermediate output path PA2 that transmits the rotation of the second input shaft 40 with a reduced speed (deceleration).

  The second planetary gear unit 46 is a single pinion type planetary gear unit, and includes a sun gear S2, a pinion gear P2, a carrier CA2 that supports the pinion gear P2 so as to be capable of rotating and revolving, and a ring gear R2 that meshes with the sun gear S2 via the pinion gear P2. ing. The third planetary gear unit 48 is a double-pinion type planetary gear unit, which includes a sun gear S3, a plurality of pairs of pinion gears P2 and P3 that mesh with each other, a carrier CA3 that supports the pinion gears P2 and P3 so as to be capable of rotating and revolving, and pinion gears P2 and P3. Is provided with a ring gear R3 that meshes with the sun gear S3.

  In the second planetary gear device 46 and the third planetary gear device 48, the carriers CA2 and CA3 that rotatably support the pinion gear P2 and the ring gears R2 and R3 are shared with each other, so that four rotating elements RM1 to RM4 are configured. Has been. That is, the first rotating element RM1 is configured by the sun gear S2 of the second planetary gear unit 46, and the carrier CA2 of the second planetary gear unit 46 and the carrier CA3 of the third planetary gear unit 46 are integrally connected to each other to perform the second rotation. The element RM2 is configured, and the ring gear R2 of the second planetary gear unit 46 and the ring gear R3 of the third planetary gear unit 48 are integrally connected to each other to configure the third rotating element RM3, and the sun gear of the third planetary gear unit 48 The fourth rotation element RM4 is configured by S3.

  The first rotating element RM1 (sun gear S2) is selectively connected to the case 34 via the first brake B1 and stopped rotating, and the first planetary gear unit 42, which is an intermediate output member, is connected via the third clutch C3. The ring gear R1 (that is, the second intermediate output path PA2) is selectively connected to the carrier CA1 of the first planetary gear unit 42 (that is, the indirect path PA1b of the first intermediate output path PA1) via the fourth clutch C4. Connected. The second rotation element RM2 (carriers CA2 and CA3) is selectively connected to the case 34 via the second brake B2 and stopped rotating, and the second input shaft 40 (ie, the second input shaft 40 via the second clutch C2). 1 is directly connected to the direct connection path PA1a) of the intermediate output path PA1. The third rotation element RM3 (ring gears R2 and R3) is integrally connected to the output shaft 52 of the automatic transmission 14 to output rotation. The fourth rotation element RM4 (sun gear S3) is connected to the ring gear R1 via the first clutch C1. The output shaft 52 of the automatic transmission 14 corresponds to the output rotating member of the automatic transmission 14. For example, the left and right drive wheels are sequentially connected via a differential gear device (final reduction gear) (not shown) and a pair of axles. Rotation drive. Each of the brakes B1 and B2 and the clutches C1 to C4 is a multi-plate hydraulic friction engagement device that is frictionally engaged by a hydraulic cylinder.

  FIG. 2 is a collinear chart in which the rotational speeds of the rotating elements of the first transmission unit 44 and the second transmission unit 50 can be represented by straight lines. The lower horizontal line indicates the rotational speed “0”. The horizontal line indicates the rotational speed “1.0”, that is, the same rotational speed as that of the second input shaft 40. Further, each vertical line of the first transmission unit 44 represents the sun gear S1, the ring gear R1, and the carrier CA1 in order from the left side, and these intervals are the gear ratio ρ1 (= sun gear S1 of the first planetary gear unit 42). The number of teeth / the number of teeth of the ring gear R1). FIG. 2 shows a case where the gear ratio ρ1 = 0.463, for example. The four vertical lines of the second transmission unit 50 indicate, in order from the left side, the first rotating element RM1 (sun gear S2), the second rotating element RM2 (carrier CA2 and carrier CA3), and the third rotating element RM3 (ring gear R2 and ring gear). R3), the fourth rotation element RM4 (sun gear S3), and their intervals are determined according to the gear ratio ρ2 of the second planetary gear unit 46 and the gear ratio ρ3 of the third planetary gear unit 48. FIG. 2 shows a case where the gear ratio ρ2 = 0.463 and ρ3 = 0.415, for example.

  As is apparent from this nomograph, the first forward gear stage “1st” to the eighth forward gear stage “depending on the operating states (engaged and released) of the clutches C1 to C4 and the brakes B1 and B2. Eight forward gears of “8th” are established, and two reverse gears of the first reverse gear “Rev1” and the second reverse gear “Rev2” are established.

  FIG. 3 is an operation table for explaining the engagement elements and the gear ratios when the gears are established. “◯” indicates the engaged state, and the blank is released. The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ3 of the first planetary gear device 42, the second planetary gear device 46, and the third planetary gear device 48, and ρ1 = 0. If 463, ρ2 = 0.463, and ρ3 = 0.415, the value of the gear ratio step (the ratio of the gear ratio between the gears) is substantially appropriate and the total gear ratio width (= 4.495 / 0.683) is also as large as about 6.581, and the gear ratios of the reverse gears “Rev1” and “Rev2” are also appropriate, and an appropriate gear ratio characteristic is obtained as a whole. As shown in FIG. 3, the automatic transmission 14 can have a large speed ratio range and an appropriate speed ratio step. In addition, since it is possible to perform shifts at each shift stage by simply grasping any one of the clutches C1 to C4 and the brakes B1 and B2, the shift control is easy and the occurrence of shift shock is suppressed.

  FIG. 4 illustrates a signal input to the electronic control device 60 for controlling the driving device 10 of the present embodiment and a signal output from the electronic control device 60. The electronic control unit 60 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the control, the output control of the engine 12, the shift control of the automatic transmission 14, the power running / regeneration control of the motor generators MG1, MG2, etc. are performed, and the vehicle is operated in a plurality of different operating states of the engine 12, the motor generators MG1, MG2. Drive in driving mode.

The aforementioned electronic control unit 60, from the sensors and switches shown in FIG. 4, a signal indicating the engine coolant temperature, a signal representing the shift position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 12, the engine brake and the motor Decel1 and Decel2 signals for instructing to increase the target value of vehicle deceleration by the power running / regenerative control of the generators MG1 and MG2, that is, the target deceleration, Can-Decel1, Can- for instructing to decrease the target deceleration Decel 2 signal, a signal for instructing a deceleration control mode (E mode) for controlling the target deceleration, an air conditioner signal indicating the operation of the air conditioner, a vehicle speed signal corresponding to the rotation speed of the output shaft 52, and hydraulic oil for the automatic transmission 14 Oil temperature signal indicating temperature, signal indicating side brake operation, signal indicating foot brake operation No., catalyst temperature signal indicating catalyst temperature, accelerator opening signal indicating accelerator pedal operation amount, cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, indicating auto-cruise traveling auto cruise signal, a signal indicative of the rotational speed _{N MG1} of the first motor generators MG1, signal and representative of the rotational speed _{N MG2} of the second motor-generator MG2, are supplied.

  Further, the electronic control device 60 receives a drive signal for a throttle actuator for operating the opening of the throttle valve, a boost pressure adjustment signal for adjusting the boost pressure, and an electric air conditioner drive signal for operating the electric air conditioner. An ignition signal for instructing the ignition timing of the engine 12, an instruction signal for instructing the operation of the motor generators MG1 and M2, a shift position (operation position) display signal for operating the shift indicator, and a gear ratio for displaying the gear ratio A display signal, a snow mode display signal for displaying that it is in the snow mode, an ABS operation signal for operating an ABS actuator for preventing the wheel from slipping during braking, and an E for displaying that the E mode is selected The mode display signal, the direct coupling clutch Ci and the hydraulic friction engagement device of the automatic transmission 14 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit to control the pressure actuator, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit, and for driving an electric heater Signals, signals to the cruise control computer, etc. are output.

  The plurality of operation modes controlled by the electronic control device 60 include an engine travel mode, an engine + motor travel mode, a motor travel mode, a deceleration control mode, and the like. In the engine travel mode, the direct coupling clutch Ci is engaged. If the engine 12 is connected and travels with the engine 12 generating driving force and the engine 12 has a margin, the first motor generator MG1 may be regeneratively controlled to charge the battery as necessary. it can. In the engine + motor traveling mode, the engine 12 is connected by engaging the direct clutch Ci, and the engine 12 and the second motor generator MG2 generate driving force to travel. In the motor travel mode, the direct coupling clutch Ci is released to shut off the engine 12 and the second motor generator MG2 travels by generating a driving force. However, the engine 12 is required as necessary when the remaining battery capacity SOC is small. And the first motor generator MG1 is regeneratively controlled to charge the battery. In the deceleration control mode, the engine 12 is connected by engaging the direct coupling clutch Ci, the fuel supply to the engine 12 is cut off by fuel cut to generate engine brake, and the second motor generator MG2 is controlled by power running or regenerative control. As a result, a predetermined power source brake is generated. The first motor generator MG1 can also be used for adjusting the power source brake by performing power running or regenerative control in the same manner as the second motor generator MG2.

  FIG. 5 is a cross-sectional view showing a simplified configuration of the driving apparatus 10. As shown in FIG. 5, the case 34 has a first case 34a and a second case 34b, and the first case 34a and the second case 34b are coupled by a bolt (not shown). The first case 34a houses the first motor generator MG1, the second motor generator MG2, the automatic transmission 14, and the like. On the other hand, the flywheel 16, the transmission member 22, the damper 18 and the like are accommodated in the second case 34b, and the second case 34b has an integral structure with the engine 12.

  The first case 34a includes an oil pump 70 that also functions as a first support wall 66, a second support wall 68, and a third support wall in order from the opening side (engine 12 side) to the back side of the first case 34a. The automatic transmission 14 (not shown in FIG. 5) is housed in the interior of the oil pump 70 further behind the oil pump 70. The first and second support walls 66 and 68 and the oil pump 70 have an inlay structure with respect to the first case 34a. That is, the outer peripheral surfaces of the first and second support walls 66 and 68 are in contact with the first contact surface 72 formed in the inner peripheral surface of the first case 34a and parallel to the axial direction, and the oil pump The outer peripheral surface of 70 is formed on the back side of the first case 34 a with respect to the first contact surface 72, has a smaller diameter than the first contact surface 72, and is parallel to the axial direction like the first contact surface 72. The support walls 66 and 68 and the oil pump 70 are slidable with respect to the first case 34a when they are in contact with the second contact surface 74 and are not fixed by the bolts 76 and 78. ing. As described above, the first and second support walls 66 and 68 and the oil pump 70 have an inlay structure with respect to the first case 34a, so that the radial relative position with respect to the first case 34a is accurately determined. Yes.

  The first support wall 66 is a substantially disk-shaped member, while the second support wall 68 includes an outer peripheral side cylindrical portion 68a that is brought into contact with the first contact surface 72 and a second of the outer peripheral side cylindrical portion 68a. A connecting portion 68b connected to the end on the motor generator MG2 side and extending in the axial direction, and one end connected to the inner peripheral end of the connecting portion 68b and extended to the opposite side of the outer peripheral cylindrical portion 68a. The shaft portion 68c functions as an extending portion. The oil pump 70 is for supplying oil to the direct coupling clutch Ci, the automatic transmission 14, and the like, and includes an outer peripheral side cylinder part 70a that is brought into contact with the second contact surface 74, and an outer peripheral side cylinder part 70a. A connecting portion 70b connected to the end opposite to the first motor generator MG1 side and directed in the axial direction, and one end connected to the inner peripheral end of the connecting portion 70b, the same as the outer peripheral cylinder portion 70a. And a shaft portion 70c directed in the direction.

  The first case 34 a includes a first radial surface 80 in the radial direction that connects the first contact surface 72 and the second contact surface 74, and an inner diameter side from the other end of the second contact surface 74. And the second support wall 68 is brought into contact with the first radial surface 80 so that the axial position thereof is determined. The position in the axial direction is determined by being brought into contact with the second radial surface 82. Further, the first support wall 66 is brought into contact with the side surface of the second support wall 68 opposite to the side in contact with the first contact surface 72, whereby the axial position thereof is determined. ing. Then, the first support wall 66 and the second support wall 68 are formed by bolts 76 that pass through the outer peripheral side cylindrical portion 68a of the first support wall 66 and the second support wall 68 in the axial direction and are screwed into the first case 34a. Is fixed to the first case 34a, and the oil pump 70 is fixed to the first case 34a by a bolt 78 that passes through the outer peripheral side cylinder portion 70a of the oil pump 70 in the axial direction and is screwed into the first case 34a. Yes.

  A first storage chamber 84 is formed by being surrounded by the first support wall 66 and the second support wall 68, and a second storage chamber is formed by being surrounded by the second support wall 68, the oil pump 70, and the first case 34a. 86 is formed. The first storage chamber 84 stores the first motor generator MG1, and the second storage chamber 86 has a direct coupling clutch Ci on the oil pump 70 side and the second motor on the second support wall 68 side. Each generator MG2 is accommodated.

  The rotor support shaft 20 of the first motor generator MG1 is not in contact with the first input shaft 26 disposed on the inner diameter side thereof, and the rotational driving force of the rotor 88 of the first motor generator MG1 is the rotor support shaft. 20, the transmission member 22 fitted to the end of the rotor support shaft 20 on the engine 12 side by the spline 90, and the transmission member 22 by the bolt 92, and the first input shaft 26 by the spline 94. Is input to the first input shaft 26 via the damper 18 fitted to the first input shaft 26.

  The transmission member 22 and the damper 18 are fixed to the outer peripheral portion of the flywheel 16 by the bolt 92. The inner peripheral end of the flywheel 16 is fixed to the crankshaft 24 with bolts 97. The transmission member 22, the damper 18, and the flywheel 16 are members accommodated in the second case 34b, while the rotor support shaft 20 and the first input shaft 26 that are respectively fitted to the transmission member 22 and the damper 18 are the first case. 34a, the transmission member 22 and the rotor support shaft 20 are fitted by the spline 90, and the damper 18 and the first input shaft 26 are fitted by the spline 94, so the first case 34a. Assembling work between the side and the second case 34b side becomes easy.

  One end of the rotor support shaft 20 is supported by the first support wall 66 via a bearing 100 provided on the inner peripheral surface of the first support wall 66, and the other end is supported by the second support wall 68. Is supported by the second support wall 68 via a bearing 102 provided on the inner peripheral surface of the connecting portion 68b. Since the rotor support shaft 20 is supported by the first support wall 66 and the second support wall 68 in this way, the first storage chamber 84 becomes a space partitioned from the outside, so the rotor support shaft 20 is assembled. For example, even before the first case 34a and the second case 34b are joined, foreign matter is prevented from adhering to the rotor 88 in the first storage chamber 84. Further, the first support wall 66 and the second support wall 68 that support both ends of the rotor support shaft 20 are brought into contact with the first contact surface 72 of the first case 34a, so that the radial position thereof is increased. It is fixed. That is, since both the first support wall 66 and the second support wall 68 have their radial positions determined with respect to the same surface of the same member, the first support wall 66 and the second support wall 68 are based on different members. As compared with the case where the radial position is determined, the axial center accuracy of the rotor support shaft 20 supported by the first support wall 66 and the second support wall 68 is also improved.

  Further, the stator 98 of the first motor generator MG1 is supported by the first case 34b via the second support wall 68 by being fitted inside the outer peripheral side cylinder portion 68a of the second support wall 68. . Therefore, the position of the stator 98 in the radial direction is determined with reference to the first contact surface 72 of the first case 34b. In addition, since the rotor support shaft 20 and the rotor 88 supported by the rotor support shaft 20 are supported by the first case 34b via the first support wall 66 and the second support wall 68, the rotor 88 also has the first contact surface 72. The position in the radial direction is determined with reference to. Therefore, the axis of the rotor 88 and the axis of the stator 98 coincide with each other with high accuracy.

  The pair of bearings is provided between the inner peripheral surface of the first support wall 66 and the rotor support shaft 20 and between the inner peripheral surface of the connecting portion 68b of the second support wall 68 and the rotor support shaft 20. The first seal material 104 and the second seal material 106 are provided so as to be adjacent to the bearings 100 and 102 on the opposite side of the other bearings 102 and 100 with respect to 100 and 102, respectively. The first sealing material 104 and the second sealing material 106 make the first storage chamber 84 a sealed space. In FIG. 5, the bearing 100 and the first seal material 104 and the bearing 102 and the second seal material 106 are separate members, but the bearing and the seal material are integrally formed. May be.

  The first input shaft 26 penetrates the inner diameter side of the rotor support shaft 20 and has a portion protruding from the rotor support shaft 20 to the side opposite to the engine 12 side, that is, a protruding portion 26a. The projecting portion 26a also penetrates the shaft portion 68c of the second support wall 68, and the first input shaft 26 is provided near both axial sides of the shaft portion 68c of the second support wall 68 in the projecting portion 26a. The second support wall 68 is supported at two points via the paired bearings 108 and 110. In addition, between the first input shaft 26 and the shaft portion 68 c of the second support wall 68, the third sealant 112 is disposed further on the engine 12 side than the bearing 108 on the engine 12 side of the pair of bearings 108 and 110. Is provided. By this third sealing material 112, the second support wall 68 side of the second storage chamber 86 is sealed against the space closer to the engine 12 than the second support wall 68, and the second storage chamber 86 is more than that. The space is sealed with respect to the space on the engine 12 side.

  Thus, since both the first storage chamber 84 and the second storage chamber 86 are sealed spaces, even if water enters from between the first case 34a and the second case 34b, the first storage chamber 84 and the second storage chamber 86 are electrical parts. The 1 motor generator MG1 and the second motor generator MG2 are prevented from getting wet.

  Further, both ends of the rotor support shaft 32 of the second motor generator MG2 are supported by the shaft portion 68c of the second support wall 68 via a pair of bearings 114 and 116 disposed on the outer peripheral surface thereof. That is, the rotor support shaft 32 of the second motor generator MG2 is supported by the shaft portion 68c of the second support wall 68 via the pair of bearings 114 and 116 disposed on the inner diameter side thereof. As described above, the second support wall 68 supports one end of the rotor support shaft 20 of the first motor generator MG1 and the first input shaft 26, and thus supports these shafts 32, 20, and 26. The number of support walls is smaller than when separate support walls are provided.

  A clutch drum 28 is connected to one end of the rotor support shaft 32 via a connecting member 117. The second input shaft 40 is fitted to the inner peripheral end of the flange portion 28 a of the clutch drum 28 by a spline 118. The second input shaft 40 is supported by the shaft portion 70c of the oil pump 70 via a needle bearing 120 provided on the outer peripheral side thereof.

  FIG. 6 is a cross-sectional view showing a part of the driving device 10. As shown in FIG. 6, a seal ring 129 is fitted on the tip of the first input shaft 26 (projecting portion 26 a thereof), and the tip of the second input shaft 40 is fitted on the tip. The first input shaft 26 is formed with a flange portion 26b adjacent to a portion where the second input shaft 40 is fitted.

  The second input shaft 40 is formed with a shaft oil hole 130 at the shaft center, one end of the shaft oil hole 130 is opened, and the other end is formed on the outer peripheral surface of the second input shaft 40. Two radial oil holes 132 and 134 that open are formed. The radial oil hole 132 is formed at a position facing the oil passage 138 formed in the cover 136 of the oil pump 70. The other radial hole 134 is formed on the inner peripheral surface of the shaft portion 70c of the oil pump 70, and is formed at a position that opens toward the first oil groove 140 extending in the axial direction. Further, seal rings 142 and 144 are fitted on the outer peripheral surface of the second input shaft 40 on both axial sides of the radial holes 132 and 134. The needle bearing 120 is provided on the distal end side of the shaft portion 70c of the oil pump 70 with respect to the first oil groove 140.

  The shaft portion 70 c of the oil pump 70 is further formed with a second oil groove 146 extending in the axial direction on the outer peripheral surface thereof, and the end portion of the second oil groove 146 on the connection portion 70 b side and the first oil groove 140. A communicating hole 148 in the radial direction is formed to communicate with the end of the needle bearing 120 side.

  The outer sleeve 150 is press-fitted into the outer periphery of the shaft portion 70 c of the oil pump 70, and the direct coupling clutch Ci is disposed on the outer periphery side of the shaft portion 70 c of the oil pump 70 via the outer sleeve 150. The outer sleeve 150 is formed with a through hole 152 that opens toward the end of the second oil groove 146 opposite to the connecting portion 70b and penetrates the outer sleeve 150 in the radial direction. A bush 154 is fitted to the outer periphery of the outer sleeve 150 on the opposite side of the connecting portion 70 b with respect to the through hole 152, and the clutch drum 28 is fitted to the outer periphery of the bush 154. Has been.

  The clutch drum 28 also functions as a clutch cylinder, and includes a cylindrical drum member 156 and a cylinder member 158 fixed to the end of the drum member 156 on the side of the connecting portion 70b by welding. The cylinder member 158 is a cylindrical member having a bottom portion 158a, and includes the flange portion 28a. The flange portion 28a is connected to the open end of the inner peripheral side cylinder portion 158b of the cylinder member 158, and is formed toward the inner diameter side therefrom. The flange portion 28a has a cylindrical inner peripheral end portion, and is connected to the inner peripheral end portion by the second input shaft 40 and the spline 118 so as not to be relatively rotatable. A thrust washer 162 is provided between the flange portion 28a and the flange portion 26b of the first input shaft 26. A thrust washer is provided between the flange portion 28a and the front end surface of the shaft portion 70 of the oil pump 70. A bearing 164 is provided.

  The cylinder member 158 accommodates the clutch piston 166, and an oil chamber 168 is formed between the clutch piston 166 and the bottom portion 158 a of the cylinder member 158. The cylinder member 158 has a through-hole 170 formed in the inner cylinder portion 158a that opens into the oil chamber 168 and penetrates the inner cylinder portion 158a. The outer sleeve 150 is formed with an oil passage 172 for supplying hydraulic oil to the oil chamber 168 through the through hole 170, and seal rings 174 are fitted on both sides of the oil passage 172 in the axial direction. It is attached. A thrust washer 176 is provided between the inner peripheral end portion of the bottom portion 158 a of the cylinder member 158 and the connecting portion 70 b of the oil pump 70.

  Hydraulic oil is supplied to the oil passage 172 from an oil passage (not shown) formed in the oil pump 70, and the hydraulic oil is supplied to the oil chamber 168 through the oil passage 172 and the through hole 170. Therefore, the hydraulic oil supply path to the oil chamber 168 is short and simple. As described above, when the direct coupling clutch Ci is arranged not at the position between the first motor generator MG1 and the second motor generator MG2, but at the rear end of the second motor generator MG2 (that is, at the oil pump 70 side), the direct coupling clutch Ci. The oil path to is made compact. Further, since the seal ring 174 seals between the outer sleeve 150 and the cylinder member 158, both of which are non-rotating members, the reliability of the hydraulic oil supply (sealability) is ensured, and the relatively inner diameter side. Therefore, the seal ring 174 can be simplified (smaller in diameter).

  A plurality of the friction plates 30 are fitted in the inner peripheral surface of the drum member 156 so as not to be relatively rotatable, and an oil hole 178 penetrating in the radial direction is formed in the drum member 156. The connecting member 117 has an inner peripheral end fitted to the rotor support shaft 32 of the second motor generator MG2 by a spline 180 and an outer peripheral end fitted to one end of the drum member 156 by a spline 182. .

  Similarly to the second input shaft 40, the first input shaft 26 also has a shaft center oil hole 184 formed in the shaft center thereof, and one end of the shaft center oil hole 184 is opened. A radial oil hole 186 whose end opens on the outer peripheral surface of the first input shaft 26 is formed. A welded portion 188 is formed at the outer peripheral end of the flange portion 26 b of the first input shaft 26, and the welded portion 188 causes the outer peripheral end of the flange portion 26 b of the first input shaft 26 and the flange portion 190 a of the clutch hub 190. The inner peripheral ends are fixed (connected) to each other. The clutch hub 190 includes the flange portion 190a and a cylindrical portion 190b that is connected to the outer peripheral end of the flange portion 190a and faces the clutch piston 166 in the axial direction. The friction plate 27 is disposed on the outer periphery of the cylindrical portion 190b. Splined. Further, an oil hole 192 penetrating in the radial direction is formed in the cylindrical portion 190b, and a thrust washer 194 is provided between the flange portion 190a and the connecting member 117.

  Next, the procedure for assembling the part shown in FIG. 6 will be described. First, after the automatic transmission 14 (not shown) is assembled to the first case 34a, the oil pump 70 is fixed to the first case 34a with bolts 78. As a result, the second input shaft 40 is supported by the oil pump 70. Next, the thrust washer 176 is fitted into the shaft portion 70c of the oil pump 70, and then the outer sleeve 150 with the bush 154 and the seal ring 174 fitted therein is press-fitted into the shaft portion 70c. Next, after inserting the thrust bearing 164, the unit of the direct coupling clutch Ci that has been assembled in advance is assembled. Then, the thrust washer 162 is inserted, and the first input shaft 26 is fitted to the second input shaft 40. Next, the drum member 156 and the connecting member 117 are fitted.

  Next, the flow path of the lubricating oil will be described based on FIG. First, lubricating oil is supplied from the oil passage 138 provided in the cover 136 of the oil pump 70 to the axial oil hole 130 via the radial hole 132 of the second input shaft 40. A part of the lubricating oil supplied to the shaft center oil hole 130 is supplied to the shaft center oil hole 184 of the first input shaft 26. Then, from the shaft center oil hole 184, the bearing 110 is lubricated through the radial oil hole 186, for example, and the first input shaft 26, the shaft portion 68 c of the second support wall 68, and the rotor support shaft 32 are formed. Lubricating oil is supplied to the second motor generator MG2 and the members supporting it through the radial holes.

  A part of the lubricating oil supplied to the axial oil hole 130 of the second input shaft 40 sequentially passes through the radial hole 134, the first oil groove 140, the communication hole 148, the second oil groove 146, and the through hole 152. The bush 154 is lubricated via. Further, the lubricating oil that has lubricated the bush 154 passes through a through hole in the radial direction (not shown) formed in the inner peripheral side cylinder portion 158 b of the cylinder member 158 and an oil hole 192 formed in the clutch hub 190. Lubricate 27 and 30. The lubricating oil that has lubricated the friction plates 27 and 30 flows through the oil hole 178 formed in the drum member 156 in the upper left direction in the figure, and cools the stator of the second motor generator MG2.

  As described above, according to the present embodiment described above, one end of the rotor support shaft 20 of the first motor generator MG1 and both ends of the rotor support shaft 32 of the second motor generator MG2 are supported by the second support wall 68. Therefore, the number of support walls is reduced, and the axial length of the drive device 10 can be made compact.

  Further, according to the present embodiment, since the oil pump 70 is also used as the third support wall, the number of support walls can be further reduced. Therefore, the axial length dimension of the drive device 10 can be made more compact.

  Further, according to this embodiment, the rotor support shaft 32 of the second motor generator MG2 is supported at two points by the single second support wall 68, so that the axial center accuracy of the rotor support shaft 32 is improved. Further, since the member supporting the first input shaft 26 is only the second support wall 68, the support accuracy of the input shaft 40, that is, the shaft center accuracy is improved.

  Further, according to the present embodiment, the first storage wall 66, the second support wall 68, and the rotor support shaft 20 of the first motor generator MG1 are partitioned, and the first motor generator MG1 is stored therein. The chamber 84 is sealed by the first sealing material 104 and the second sealing material 106, and the second support wall 68 side of the second housing chamber 86 in which the second motor generator MG2 is housed is sealed by the third sealing material 112. Therefore, inundation of first motor generator MG1 and second motor generator MG2 is prevented.

  As mentioned above, although the Example of this invention was described in detail based on drawing, what was mentioned above is one embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. can do.

1 is a skeleton diagram illustrating a configuration of a vehicle drive device to which the present invention is applied. FIG. 2 is an alignment chart for explaining the operation of the automatic transmission of FIG. 1. FIG. 2 is an operation table showing a relationship between a shift stage of the automatic transmission of FIG. 1 and a combination of operations of a hydraulic friction engagement device necessary for establishing the shift stage. It is a figure which illustrates the signal input into the electronic controller for controlling the drive device of FIG. 1, and the signal output from the electronic controller. It is sectional drawing which simplifies and shows the structure of the drive device of FIG. It is sectional drawing which shows a part of drive device of FIG.

Explanation of symbols

14: stepped automatic transmission (transmission unit, power transmission device), 26: first input shaft (input shaft), 34a: first case, 40: second input shaft (transmission unit input shaft, power transmission device input) Shaft), 66: first support wall, 68: second support wall, 70: oil pump (third support wall), 104: first seal material, 106: second seal material, 112: third seal material, MG1 : First motor generator (first electric motor), MG2: second motor generator, Ci: direct coupling clutch

Claims (11)

A vehicle drive device comprising a first electric motor and a second electric motor,
A case for housing the first electric motor and the second electric motor;
A first support wall supported by the case and rotatably supporting an end portion of the rotor support shaft of the first electric motor opposite to the second electric motor;
The second motor is supported by the case between the first motor and the second motor, and rotatably supports the other end of the rotor support shaft of the first motor, and at least one of the rotor support shafts of the second motor. and a second support wall for rotatably supporting the end portion viewed including,
The rotor support shaft of the second electric motor is supported at two points by the second support wall,
Both of the two portions where the rotor support shaft of the second electric motor is supported by the second support wall are on the inner diameter side of the rotor support shaft . A transmission is arranged on the opposite side of the first motor from the first motor on the same axis as the second motor.
The vehicle drive device according to claim 1, wherein a third support wall is disposed between the transmission unit and the second electric motor.   The vehicle drive device according to claim 2, wherein an oil pump is used as the third support wall. It said third support wall, vehicle drive device according to claim 2 or claim 3, characterized in that supporting the transmission portion input shaft for inputting the driving force to the shift unit. An input shaft that is connected to the rotor support shaft of the first electric motor and is rotated integrally with the rotor support shaft to receive the rotational driving force of the rotor of the first electric motor is supported only by the second support wall. it is a vehicle drive device according to any one of claims 1 to 4, characterized in. The vehicle drive device according to claim 5 , wherein the input shaft is connected to a clutch, and the clutch connects and disconnects the input shaft and the transmission unit. The vehicle drive device according to claim 5 or 6 , wherein the input shaft passes through an inner peripheral portion of the first support wall and reaches the second support wall. A first seal member is provided between the first support wall and a portion of the rotor support shaft of the first electric motor that is supported by the first support wall;
A second seal member is provided between the second support wall and a portion of the rotor support shaft of the first electric motor that is supported by the second support wall;
2. The vehicle drive device according to claim 1, wherein a third seal member is provided between the second support wall and a shaft provided on the axial center of the case. A power transmission device, and a clutch that connects and disconnects between the input shaft of the power transmission device and the first electric motor;
The vehicle drive device according to claim 8 , wherein the clutch is disposed in a room in which the second electric motor is accommodated. 10. The vehicle drive device according to claim 9 , wherein the clutch is disposed on a side opposite to the first electric motor with respect to the second electric motor. 11. A clutch that connects and disconnects between the first electric motor and the input shaft of the transmission;
The vehicle drive device according to claim 2, wherein the clutch is provided on an outer peripheral side of the third support wall.

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