JP4921825B2 - Driving force transmission device for vehicle - Google Patents

Description

The present invention relates to a vehicle driving force transmission device in which a multi-plate clutch and a gear are coaxially disposed adjacent to each other in a driving force transmission path for transmitting driving force from a driving source to wheels.

Patent Document 1 below describes a hybrid vehicle that uses an engine and a motor / generator as drive sources. The hybrid vehicle includes a LOW driven gear 33 and a LOW clutch 22 disposed adjacent to each other on the secondary shaft 2, and includes a forward driven gear 35 and a reverse clutch 23 disposed adjacent to each other on the counter shaft 3.
JP 2004-245329 A

  By the way, when the gear and the clutch are arranged adjacent to each other on the same axis, the gear and the clutch are not overlapped in the axial direction. Therefore, the width in the axial direction of the gear and the width in the axial direction of the clutch. If the width is not larger than the total sum, the gears and clutches cannot be arranged, and the axial dimension of the transmission cannot be reduced.

The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a vehicle driving force transmission device that reduces the axial dimension of a multi-plate clutch and a gear arranged adjacently on the same axis.

In order to achieve the above object, according to the first aspect of the present invention, the driving force transmission path for transmitting the driving force from the driving source to the wheel has the shaft and the gear rotatably supported on the shaft. And a multi-plate clutch arranged adjacent to one side in the axial direction of the gear and capable of connecting between the gear and the shaft, and the multi-plate clutch coupled to the shaft so as to rotate integrally with the shaft, And a clutch outer that surrounds the clutch inner and can be coupled to and disconnected from the clutch inner, and a ball bearing that rotatably supports the shaft on the casing is disposed adjacent to the other axial side of the gear A driving force transmission device for a vehicle, wherein the gear is formed to have a diameter larger than that of the outer clutch, and a shaft is provided on a side surface of the gear on one side in the axial direction. A first recess that is recessed in the direction is formed, and one end portion of the outer clutch member is accommodated in the first recess, the end portion and the gear are welded, and the side surface on the other axial side of the gear is provided. Forming a second recess that is offset from the first recess inward in the axial direction and accommodates a part of the ball bearing, and the one end portion of the outer clutch member is formed with a diameter of a tooth portion of the gear. the vehicle driving force transmission apparatus is characterized in that overlapped the tooth portion and the axially inward direction Ru been proposed.

According to the invention described in claim 2 , in addition to the structure of claim 1 , at least a part of the oil passage for supplying oil to the oil chamber formed in the outer clutch is provided by the wall surface of the gear. A vehicular driving force transmission device characterized by being configured is proposed.

According to the invention described in claim 3, in addition to the second aspect, wherein the oil passage is of the gear at a position not overlapping the tooth portion and the shaft direction of the gear, support for the shaft A vehicle driving force transmission device characterized by penetrating the part is proposed.

According to a fourth aspect of the invention, in addition to the configuration of the second aspect , the oil passage penetrates the support portion of the gear to the shaft obliquely with respect to the axial direction. A vehicle driving force transmission device is proposed.

Incidentally, in response to the gear of the third motor gear 38 is the invention of the embodiment corresponds to the multi-plate clutch of the second hydraulic multi-plate clutch 39 is the invention of the embodiment, the implementation of embodiment the motor-generator MG Corresponds to the drive source of the present invention.

According to the configuration of the first aspect, the one end portion of the outer clutch member of the multi-plate clutch disposed coaxially adjacent to one side in the axial direction of the gear is connected to the tooth portion and the shaft on the radially inner side of the gear tooth portion. Since the dead space inside the gear teeth in the radial direction is used as a clutch outer installation space, the total axial dimension of the multi-plate clutch and the gear can be reduced.

The housing of the first recess in one end portion of the clutch outer recessed axially formed on the side surface of one axial side of formic Ya (i.e. multiple disc clutch side), so bound, clutch space of the first recess of the gear One end of the outer can be accommodated to further reduce the total axial dimension of the multi-plate clutch and gear.

In addition, since the clutch outer is joined to the side surface on one side in the axial direction of the gear by welding, the clutch outer and the gear can be reinforced with each other to increase rigidity.

According to the second aspect of the present invention, since at least a part of the oil passage connected to the oil chamber of the clutch outer is constituted by the wall surface of the gear, the multi-plate clutch is compared with the case where the oil passage is bored inside the clutch outer. This can contribute to miniaturization of the axial dimension.

According to the third aspect of the present invention, the oil passage that penetrates the support portion of the gear so as to be continuous with the oil chamber of the clutch outer is provided at a position that does not overlap the gear tooth portion in the axial direction. When machining the oil passage, the gear teeth can be prevented from becoming an obstacle, and the workability can be improved.

According to the fourth aspect of the present invention, since the oil passage that penetrates the support portion of the gear is inclined with respect to the axial direction so as to be continuous with the oil chamber of the outer clutch, when the oil passage is machined Workability can be improved by preventing the gear teeth from getting in the way.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  1 and 2 show a first embodiment of the present invention. FIG. 1 is a skeleton diagram of a driving force transmission path of a hybrid vehicle, and FIG. 2 is a detailed view of two parts of FIG.

  As shown in FIG. 1, the hybrid vehicle includes an engine E and a motor / generator MG for driving the left and right wheels W, W. The crankshaft 11 of the engine E is connected to the main shaft 13 via a damper 12 with a flywheel, and a motor / generator MG is coaxially disposed on the outer periphery of the main shaft 13. The motor / generator MG includes an annular stator 15 fixed to the casing 14 and a rotor 16 rotatably disposed on the inner periphery of the stator 15. The rotor 16 is relatively rotatable on the outer periphery of the main shaft 13. It is fixed to a hollow motor output shaft 17 that fits into the motor. A hollow drive pulley shaft 18 is fitted on the outer periphery of the main shaft 13 so as to be relatively rotatable. The main shaft 13 and the drive pulley shaft 18 can be fastened by a first hydraulic multi-plate clutch 19.

  A belt-type continuously variable transmission 21 disposed between the main shaft 13 and a counter shaft 20 disposed in parallel thereto includes a fixed pulley half 22 and a movable pulley half supported by a drive pulley shaft 18. 23, a driven pulley 27 comprising a stationary pulley half 25 and a movable pulley half 26 supported by the countershaft 20, and a metal belt 28 wound around the driving pulley 24 and the driven pulley 27. Is provided.

  When the movable pulley half 23 of the drive pulley 24 is separated from the fixed pulley half 22 and the movable pulley half 26 of the driven pulley 27 is brought close to the fixed pulley half 25, the belt type continuously variable transmission 21 The gear ratio is steplessly changed to the LOW side. Conversely, the movable pulley half 23 of the drive pulley 24 is brought close to the fixed pulley half 22, and the movable pulley half 26 of the driven pulley 27 is moved to the fixed pulley half. When separated from the body 25, the transmission ratio of the belt-type continuously variable transmission 21 changes continuously to the TOP side.

  A secondary shaft 29 is arranged in parallel with the main shaft 13 and the counter shaft 20, and a first reduction gear 30 provided on the counter shaft 20 meshes with a second reduction gear 31 provided on the secondary shaft 29, and The provided final drive gear 32 meshes with a final driven gear 34 provided on the differential gear 33.

  A first motor gear 35 provided on the motor output shaft 17 of the motor / generator MG meshes with a second motor gear 37 provided on the idler shaft 36, and a third motor gear 38 meshed with the second motor gear 37 is provided on the counter shaft 20. The second hydraulic multi-plate clutch 39 is provided on the outer peripheral portion.

  Next, the structure around the second hydraulic multi-plate clutch 39 will be described with reference to FIG.

The counter shaft 20 provided with the second hydraulic multi-plate clutch 39 is rotatably supported by the casing 14 via a ball bearing 41 and a roller bearing 42. The third motor gear 38 includes a cylindrical support portion 38a, a disk-shaped main body portion 38b extending radially outward from one end of the support portion 38a, and a tooth portion 38c formed on the outer periphery of the main body portion 38b. An annular first recess 38d is formed on the side surface on one axial side of the main body 38b.

Further, a second recess 38e is formed on the other axial side surface of the main body 38b so as to be offset from the first recess 38d inward in the axial direction and accommodate a part of the ball bearing 41.

  A support portion 38a of the third motor gear 38 is supported on the outer periphery of the countershaft 20 through a needle bearing 43 so as to be relatively rotatable. One end of the support portion 38a is connected to an inner race of the ball bearing 41 through a thrust bearing 44. The other end of the first reduction gear 30 is spline-coupled to the countershaft 20 and is supported by a thrust bearing 45.

The clutch outer 46 of the second hydraulic multi-plate clutch 39 includes a cylindrical peripheral wall portion 46a that has a smaller diameter than the third motor gear 38, and a side wall portion 46b that extends radially inward from the peripheral wall portion 46a. The radially inner end of the side wall 46b is fixed to the upper surface of the radially inner end of the recess 38d of the third motor gear 38 by welding. As a result, the side wall portion 46b of the clutch outer 46 is housed in the recess 38d of the third motor gear 38, and as a result, the clutch outer 46 is positioned on the radially inner side of the tooth portion 38c of the third motor gear 38 in FIG. It overlaps in the axial direction in the range of A shown.

  On the other hand, a cylindrical clutch inner 47 integrally extends from the first reduction gear 30 toward the radially inner side of the clutch outer 46, and a plurality of clutch disks 48... And a clutch plate 49 are interposed between the clutch outer 46 and the clutch inner 47. ... are splined together so as to be slidable in the axial direction in a state where. An end plate 50 is superimposed on the outer side in the axial direction of the clutch disk 48 closest to the first reduction gear 30, and is prevented from coming off by a clip 51 provided on the peripheral wall portion 46 a of the clutch outer 46.

  The outer periphery of the clutch plate 49 closest to the third motor gear 38 is slidably in contact with the inner periphery of the peripheral wall 46a of the clutch outer 46 via the seal member 52, and the inner periphery of the support portion 38a of the third motor gear 38. A clutch piston 54 that is in sliding contact with the outer periphery via a seal member 53 is disposed. The inner peripheral portion of the clutch piston 54 is urged toward the third motor gear 38 by a clutch spring 64 that is contracted between the clutch piston 54 and the spring seat 55 provided on the support portion 38 a of the third motor gear 38.

  A clutch oil chamber 56 is defined between the side wall portion 46 b of the clutch outer 46 and a part of the main body portion 38 b of the third motor gear 38 and the clutch piston 54. Two pipes 57 and 58 are coaxially arranged inside the countershaft 20, and oil supplied from the outer periphery of the outer pipe 58 lubricates the ball bearing 41 through the oil passage 59, while the inner pipe The oil supplied from the inner periphery of 57 passes through the oil passage 60 and lubricates the needle bearing 43. Oil from between the pipes 57 and 58 is supplied to and discharged from the clutch oil chamber 56 through the oil passages 61 to 63.

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

  When the vehicle starts, the driving force of the motor / generator MG that can obtain a high torque at a low speed is used. In this case, the first hydraulic multi-plate clutch 19 is disengaged to disconnect the main shaft 13 and the drive pulley shaft 18 so that the driving force of the engine E is not transmitted to the belt-type continuously variable transmission 21. The second hydraulic multi-plate clutch 39 is engaged. As a result, since the hydraulic pressure is supplied to the oil chamber 56 via the oil passages 61, 62, 63 in FIG. 2, the clutch piston 54 moves while compressing the clutch spring 64, and the clutch disk pushed by the clutch piston 54. 48 and the clutch plate 49 are brought into close contact with each other so that the clutch outer 46 and the clutch inner 47 are integrated, and the third motor gear 38 is fastened to the first reduction gear 30 via the second hydraulic multi-plate clutch 39.

  When the motor / generator MG is driven in this state, the rotation of the motor output shaft 17 causes the first motor gear 35, the second motor gear 37, the third motor gear 38, the first reduction gear 30, the second reduction gear 31, the secondary shaft 29, The vehicle can be smoothly started by the driving force of the motor / generator MG that is transmitted to the rear wheels W and W via the final drive gear 32, the final driven gear 34, and the differential gear 33, and can obtain high torque at low rotation.

  When the start of the vehicle is completed, the first hydraulic multi-plate clutch 19 is engaged to fasten the drive pulley shaft 18 to the main shaft 13, and the second hydraulic multi-plate clutch 39 is disengaged to release the third motor gear 38. Disconnect from the first reduction gear 30 (that is, from the countershaft 20). In this state, the crankshaft 11 of the engine E rotates with the damper 12 with a flywheel, the main shaft 13, the first hydraulic multi-plate clutch 19, the drive pulley shaft 18, the drive pulley 24, the metal belt 28, the driven pulley 27, and the counter shaft 20. Since the first reduction gear 30, the second reduction gear 31, the secondary shaft 29, the final drive gear 32, the final driven gear 34 and the differential gear 33 are transmitted to the rear wheels W and W, the load and the rotational speed of the engine E Accordingly, by controlling the transmission ratio of the belt type continuously variable transmission 21, it is possible to run in the middle and high speed regions while reducing the fuel consumption of the engine E.

  Further, if the second hydraulic multi-plate clutch 39 is engaged and the motor / generator MG is driven when the engine E is running, the driving force of the engine E can be assisted by the driving force of the motor / generator MG. If the generator MG functions as a generator, power can be generated with the driving force of the engine E. Further, when the vehicle decelerates, the first hydraulic multi-plate clutch 19 is disengaged to disconnect the engine E from the drive wheels W, W, and the second hydraulic multi-plate clutch 39 is engaged to connect the motor / generator MG to the drive wheels W. , W, the motor / generator MG can be regeneratively braked with the driving force reversely transmitted from the driving wheels W, W to recover the kinetic energy of the vehicle body as electric energy.

  As described above, when the second hydraulic multi-plate clutch 39 and the third motor gear 38 are disposed adjacent to each other on the countershaft 20, the side wall portion 46b of the clutch outer 46 of the second hydraulic multi-plate clutch 39 is The clutch outer 46 is welded to the radially inner edge of the recess 38d so as to be received in the recess 38d formed on the side surface of the main body 38b of the third motor gear 38. 2, the dead space inside the tooth portion 38c of the third motor gear 38 in the radial direction is used as the installation space for the clutch outer 46, and the second hydraulic multi-plate is used. The total axial dimension of the clutch 39 and the third motor gear 38 can be reduced.

  Further, since the clutch outer 46 is joined to the side surface of the third motor gear 38 by welding, the clutch outer 46 and the third motor gear 38 can reinforce each other to increase the rigidity. Furthermore, since the oil passage 63 connected to the clutch oil chamber 56 of the second hydraulic multi-plate clutch 39 is constituted by the wall surface of the main body portion 38b of the third motor gear 38, compared to the case where an oil passage is formed inside the clutch outer 46. Thus, the axial dimension of the second hydraulic multi-plate clutch 39 can be reduced.

  FIG. 3 shows a second embodiment of the present invention. In the second embodiment, an oil passage 62 that penetrates the support portion 38a of the third motor gear 38 in the radial direction is formed outside the axial end of the tooth portion 38c of the third motor gear 38 by a distance α. It is. With this configuration, when drilling the oil passage 62, it is possible to prevent the teeth 38c of the third motor gear 38 from interfering and improve workability.

  FIG. 4 shows a third embodiment of the present invention. In the third embodiment, the direction of the oil passage 62 that penetrates the support portion 38a of the third motor gear 38 in the radial direction is inclined with respect to the axis of the counter shaft 20 by an angle β. With this configuration, when drilling the oil passage 62, it is possible to prevent the teeth 38c of the third motor gear 38 from interfering and improve workability.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, in the embodiment, the hybrid vehicle including the engine E and the motor / generator MG is exemplified. However, the present invention is also applied to an ordinary vehicle including only the engine and an electric vehicle including only the motor / generator. be able to.

  The multi-plate clutch of the present invention is not limited to a hydraulic multi-plate clutch, and may be an electromagnetic multi-plate clutch.

Skeleton diagram of driving force transmission path of hybrid vehicle according to first embodiment Detailed view of part 2 of FIG. The figure corresponding to the said FIG. 2 based on 2nd Embodiment. The figure corresponding to the said FIG. 2 based on 3rd Embodiment

14 casing
20 counter shaft (shaft)
38 Third motor gear (gear) 38a Support portion 38c Tooth portion 38d First recess
38e Second recess 39 Second hydraulic multi-plate clutch (multi-plate clutch)
46 clutch outer over
47 clutch inner 56 oil chamber 62 oil passage 63 oil passage MG motor generator (drive source)
W wheel

Claims (4)

A driving force transmission path for transmitting a driving force from the driving source (MG) to the wheel (W) includes a shaft (20), a gear (38) rotatably supported on the shaft (20), and the gear ( A multi-plate clutch (39) disposed adjacent to one side in the axial direction of 38) and capable of connecting between the gear (38) and the shaft (20),
The multi-plate clutch (39) is connected to the shaft (20) so as to rotate integrally therewith, and the clutch inner (47) surrounds the clutch inner (47) and is coupled to the clutch inner (47). A clutch outer (46) that can be shut off;
A vehicle driving force transmission device in which a ball bearing (41) for rotatably supporting the shaft (20) on a casing (14) is disposed adjacent to the other axial side of the gear (38),
The gear (38) is formed to have a larger diameter than the clutch outer (46),
A first recess (38d) that is recessed in the axial direction is formed on a side surface of the gear (38) on the one axial side, and one end of the clutch outer (46) is housed in the first recess (38d). And welding between the one end and the gear (38),
The second side of the gear (38) on the other side in the axial direction is offset from the first recess (38d) inward in the axial direction to store a part of the ball bearing (41). Forming a recess (38e),
The one end of the clutch outer (46) is overlapped in the axial direction with the tooth (38c) on the radially inner side of the tooth (38c) of the gear (38) . Driving force transmission device. At least a part of an oil passage (62, 63) for supplying oil to an oil chamber (56) formed in the clutch outer (46) is constituted by a wall surface of the gear (38), The vehicle driving force transmission device according to claim 1 . The oil passage (62) penetrates the support portion (38a) of the gear (38) to the shaft (20) at a position that does not overlap the tooth portion (38c) of the gear (38) in the axial direction. The vehicle driving force transmission device according to claim 2 , wherein: The vehicle according to claim 2 , wherein the oil passage (62) penetrates the support (38a) of the gear (38) to the shaft (20) obliquely with respect to the axial direction. Drive force transmission device .

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