JP5024277B2 - Installation method of motor for vehicle - Google Patents

Description

  The present invention relates to a vehicle motor mounting method that is applied to a drive unit or the like and that has a motor having a rotor and a stator arranged coaxially with a transmission input shaft.

  As a conventional vehicle motor mounting method in which an engine, a motor generator, and an automatic transmission are connected in series to form a hybrid drive system, a method having a sub-assembly process, an assembly process, and a bolt fixing process is known. (For example, refer to Patent Document 1).

Here, the sub-assembly process is a process in which the first motor shaft, the rotor, the stator, and the resolver constituting the motor generator unit are assembled in advance to the motor generator case. In the assembly process, the inner surface of the transmission case and the outer surface of the motor generator case are used as mating surfaces, and the motor generator case in which the members constituting the motor generator alone are sub-assembled in advance is duplicated with respect to the transmission case. It is a process of fitting in a cylindrical shape. The bolt fixing step is a step of fixing the motor generator case fitted in a double cylindrical shape to the transmission case to the transmission case with a case fixing bolt.
JP 2007-174783 A

  However, the conventional vehicle motor mounting method requires a large number of man-hours in the sub-assembly process, and when the motor generator case is fixed to the transmission case, it is necessary to fix it from the front and rear directions of the transmission case. It was.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a vehicle motor mounting method capable of improving motor mounting workability.

In order to achieve the above object, in the present invention, a motor having a rotor and a stator is arranged coaxially with a transmission input shaft of a transmission and attached to a motor case arranged on the outer periphery of the motor. A first step inner surface extending toward the transmission input shaft is formed at a transmission side end portion of the motor case, and a stator protrusion support that faces the first step inner surface is formed on the stator cover having the stator. A surface is provided and includes a case coupling procedure, a stator cover fixing procedure, and a rotor mounting procedure. And a case connection procedure attaches the 1st level | step difference inner surface of a motor case to the transmission case of a transmission. The stator cover fixing procedure is to insert the stator cover into the motor case from the open end of the motor case with the stator protruding support surface facing the inner surface of the first step, and tighten from the open end side of the motor case. The stator cover is fixed to the motor case by fixing the stator protruding support surface to the inner surface of the first step . In the rotor mounting procedure, the rotor shaft to which the rotor is fixed is spline-coupled to the transmission input shaft, and the rotor is inserted into the space surrounded by the stator from the open end of the motor case along with the spline coupling.

  Therefore, in the vehicle motor mounting structure method of the present invention, the motor can be sequentially mounted on the transmission in a state of being divided into a plurality of parts, and the mounting operation of the stator and the rotor is performed from the open end side of the motor case. Therefore, the work direction becomes one direction. As a result, the motor mounting workability can be improved.

  Hereinafter, the best mode for realizing the vehicle motor mounting method of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a rear-wheel drive FR hybrid vehicle to which a motor is attached by the vehicle motor attachment method of the first embodiment.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng, a flywheel FW, a first clutch CL1, a motor generator MG (motor), a second clutch CL2, and an automatic transmission. Machine AT, propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL, and right rear wheel RR. Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine, and engine start control, engine stop control, and throttle valve opening control are performed based on an engine control command from the engine controller 1. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor generator MG, and is generated by the first clutch hydraulic unit 6 based on a first clutch control command from the first clutch controller 5. In addition, the first clutch control hydraulic pressure controls engagement / disengagement including a half-clutch state.

  The motor generator MG includes a rotor 30 in which a permanent magnet is embedded and connected to a transmission input shaft Input of an automatic transmission AT via a damper, and a stator 36 in which a stator coil is wound around a stator core made of a laminated plate. A synchronous motor generator. The motor generator MG has a drive function, a regeneration function, and a power generation function. The driving function refers to a function of rotationally driving by applying a three-phase alternating current to the stator coil during traveling when the battery charge capacity is secured. The regenerative function refers to a function of regenerating generated power generated by applying a braking torque to the transmission input shaft Input during braking or deceleration. The power generation function refers to a function of generating electric power by rotating the rotor 30 with a part of the driving force from the engine Eng during traveling when the battery charge capacity is insufficient.

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL and RR. The second clutch CL2 is operated by the second clutch hydraulic unit 8 based on a second clutch control command from the AT controller 7. The generated and controlled hydraulic pressure controls the fastening and opening including slip fastening and slip opening. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT is a stepped transmission that automatically switches, for example, stepped gears such as forward 7 speed / reverse 1 speed according to vehicle speed, accelerator opening, etc., and the second clutch CL2 However, it is not newly added as a dedicated clutch, but the most suitable clutch or brake arranged in the torque transmission path is selected from a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. . The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  As the first clutch CL1, for example, a dry single-plate clutch whose engagement / release is controlled by a hydraulic actuator 14 having a piston 14a is used. As the second clutch CL2, for example, a wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. This hybrid drive system has two modes, an electric vehicle travel mode (hereinafter referred to as “EV mode”) and a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), depending on the engagement / disengagement state of the first clutch CL1. Has two driving modes. The “EV mode” is a mode in which the first clutch CL1 is opened and the vehicle runs only with the power of the motor generator MG. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the engine travel mode, the motor assist travel mode, and the travel power generation mode.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the FR hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. And an AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can mutually exchange information. ing.

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, a target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, the target MG torque command and the target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of motor generator MG is output to inverter 3. The motor controller 2 monitors the battery SOC representing the charge capacity of the battery 4, and this battery SOC information is used for control information of the motor generator MG and is also integrated via the CAN communication line 11. Supplied to.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, a target CL1 torque command from the integrated controller 10, and other necessary information. . Then, a command for controlling engagement / disengagement of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the AT hydraulic control valve unit CVU.

  The AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, and other sensors 18 (transmission input rotation speed sensor, inhibitor switch, etc.). Then, when driving with the D range selected, a control command for obtaining the searched gear position is searched for the optimum gear position based on the position where the operating point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map. Output to AT hydraulic control valve unit CVU. The shift map is a map in which an upshift line and a downshift line are written according to the accelerator opening and the vehicle speed. In addition to the above automatic shift control, when a target CL2 torque command is input from the integrated controller 10, a command for controlling engagement / release of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit CVU. The second clutch control is performed.

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient with respect to the required braking force required from the brake stroke BS, the shortage is compensated with mechanical braking force (hydraulic braking force or motor braking force) Regenerative cooperative brake control is performed.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The motor rotation speed sensor 21 and other sensors and switches 22 for detecting the motor rotation speed Nm. Necessary information and information via the CAN communication line 11 are input. Then, the target engine torque command is sent to the engine controller 1, the target MG torque command and the target MG speed command are sent to the motor controller 2, the target CL1 torque command is sent to the first clutch controller 5, the target CL2 torque command is sent to the AT controller 7, and the brake controller 9 is sent. Regenerative cooperative control command is output.

  FIG. 2 is a control block diagram illustrating arithmetic processing executed by the integrated controller 10 of the FR hybrid vehicle to which the control device for the electric vehicle according to the first embodiment is applied. FIG. 3 is a diagram showing an EV-HEV selection map used when mode selection processing is performed by the integrated controller 10 of the FR hybrid vehicle. Hereinafter, based on FIG.2 and FIG.3, the arithmetic processing performed in the integrated controller 10 of Example 1 is demonstrated.

  As shown in FIG. 2, the integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, and an operating point command unit 400.

  The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator opening APO and the vehicle speed VSP using the target driving force map.

  The mode selection unit 200 uses the EV-HEV selection map shown in FIG. 3 to select “EV mode” or “HEV mode” as the target travel mode from the accelerator opening APO and the vehicle speed VSP. However, if the battery SOC is equal to or lower than the predetermined value, the “HEV mode” is forcibly set as the target travel mode.

  The target charge / discharge calculation unit 300 calculates a target charge / discharge power tP from the battery SOC using a target charge / discharge amount map.

  In the operating point command unit 400, based on input information such as the accelerator opening APO, the target driving force tFoO, the target travel mode, the vehicle speed VSP, the target charge / discharge power tP, etc., the target engine torque is set as the operating point reaching target. And target MG torque, target MG rotation speed, target CL1 torque, and target CL2 torque. Then, the target engine torque command, the target MG torque command, the target MG rotational speed command, the target CL1 torque command, and the target CL2 torque command are output to the controllers 1, 2, 5, and 7 via the CAN communication line 11.

  FIG. 4 is a skeleton diagram illustrating an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the control device for an electric vehicle according to the first embodiment is applied.

  The automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed, and driving force from at least one of the engine Eg and the motor generator MG is input from the transmission input shaft Input, The rotational speed is changed by the planetary gear and the seven frictional engagement elements, and is output from the transmission output shaft Output. Next, a transmission gear mechanism (transmission mechanism) between the transmission input shaft Input and the transmission output shaft Output will be described.

  The first planetary gear set GS1, the third planetary gear G3, and the fourth planetary gear G4 are arranged in order on the axis from the transmission input shaft Input side to the transmission output shaft Output side by the first planetary gear G1 and the second planetary gear G2. The second planetary gear set GS2 by is arranged. Further, a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, a third brake B3, and a fourth brake B4 are arranged as friction engagement elements. Further, a first one-way clutch F1 and a second one-way clutch F2 are arranged.

  The first planetary gear G1 is a single pinion planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both gears S1 and R1. .

  The second planetary gear G2 is a single pinion planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 that meshes with both gears S2 and R2. .

  The third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both gears S3 and R3. .

  The fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 meshing with both the gears S4 and R4. .

  The transmission input shaft Input is connected to the second ring gear R2 and inputs a rotational driving force from a driving source for driving (engine Eg and motor generator MG). The transmission output shaft Output is connected to the third carrier PC3 and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.

  The first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by a first connecting member M1. The third ring gear R3 and the fourth carrier PC4 are integrally connected by a second connecting member M2. The first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.

  The first planetary gear set GS1 includes four rotating elements by connecting the first planetary gear G1 and the second planetary gear G2 with the first connecting member M1 and the third connecting member M3. Is done. Further, the second planetary gear set GS2 is configured to have five rotating elements by connecting the third planetary gear G3 and the fourth planetary gear G4 by the second connecting member M2.

  In the first planetary gear set GS1, torque is input from the transmission input shaft Input to the second ring gear R2, and the input torque is output to the second planetary gear set GS2 via the first connecting member M1. In the second planetary gear set GS2, torque is directly input to the second connecting member M2 from the transmission input shaft Input, and is also input to the fourth ring gear R4 via the first connecting member M1. Is output from the third carrier PC3 to the transmission output shaft Output.

  The first clutch C1 (input clutch I / C) is a clutch that selectively connects and disconnects the transmission input shaft Input and the second connecting member M2. The second clutch C2 (direct clutch D / C) is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The third clutch C3 (H & LR clutch H & LR / C) is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4.

  The second one-way clutch F2 is disposed between the third sun gear S3 and the fourth sun gear S4. As a result, when the third clutch C3 is released and the rotational speed of the fourth sun gear S4 is higher than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotational speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

  The first brake B1 (front brake Fr / B) is a brake that selectively stops the rotation of the first carrier PC1 with respect to the transmission case Case. The first one-way clutch F1 is disposed in parallel with the first brake B1. The second brake B2 (low brake LOW / B) is a brake that selectively stops the rotation of the third sun gear S3 with respect to the transmission case Case. The third brake B3 (2346 brake 2346 / B) is a brake that selectively stops the rotation of the third connecting member M3 that connects the first sun gear S1 and the second sun gear S2 with respect to the transmission case Case. The fourth brake B4 (reverse brake R / B) is a brake that selectively stops the rotation of the fourth carrier PC4 with respect to the transmission case Case.

  FIG. 5 is an overall cross-sectional view showing a vehicle motor mounting structure attached by the vehicle motor mounting method of the first embodiment. Hereinafter, the configuration of the vehicle motor mounting structure A1 will be described with reference to FIG.

  In this vehicle motor mounting structure A1, the motor generator MG having the rotor 30 and the stator 36 is arranged coaxially with the transmission input shaft Input of the automatic transmission AT, and the motor case is arranged on the outer periphery of the motor generator MG. 50 is attached to the structure.

  The automatic transmission AT is built in a transmission case 40. The transmission case 40 has a cylindrical shape with openings at both ends, and has a flange portion 41 at the motor side end portion 40a. The transmission input shaft Input projects from the motor side end 40a of the transmission case 40, and is fitted to a spline groove (not shown) formed in a cylindrical portion 32 of the rotor shaft 31 described later at the tip. ) Is formed.

  The transmission input shaft Input is connected to the second ring gear R2 of the second planetary gear G2 and supported in the radial direction, and is disposed between the bushing (bearing) 42 and the third connection member M3. This restricts the radial inclination. Thereby, the transmission input shaft Input is supported at least at two points in the radial direction, and the axial center position in the radial direction is fixed.

  A transmission front portion 43a is provided at the motor side end 40a of the automatic transmission AT, and the motor space and the transmission space are partitioned by the transmission front portion 43a. A through hole 43b through which the transmission input shaft Input passes is formed in the transmission front portion 43a, and a damper cover 44a incorporating the damper 44 is provided. The damper cover 44a is penetrated by the transmission input shaft Input, and a bearing 45 for supporting a cylinder portion 32 of the rotor shaft 31 described later is provided at the tip portion.

  The motor case 50 is disposed between the engine Eng and the automatic transmission AT, and has a cylindrical shape having openings at both ends. A transmission input shaft Input is inserted into an opening of one end (hereinafter referred to as transmission side end portion 50a) of the motor case 50 to which the automatic transmission AT is connected, and the other end (hereinafter referred to as open) to which the engine Eng is connected. The engine output shaft EngOut is inserted into the opening at the end 50b). Further, in the motor case 50, the first step inner surface 51, the cylindrical inner surface 52, and the second step are gradually increased from the opening diameter of the transmission side end portion 50a toward the opening diameter of the open end 50b. An inner surface 53 is formed.

  The first step inner surface 51 is formed over the entire circumference of the motor case 50 and extends toward the transmission input shaft Input, that is, toward the center of the motor case 50. The cylindrical inner surface 52 is formed while maintaining substantially the same inner diameter. The second step inner surface 53 is partially formed at a plurality of positions in the circumferential direction of the motor case 50 at equal intervals, and protrudes in the radial direction toward the outside of the motor case 50.

  The motor case 50 is connected to the transmission case 40 by the first step inner surface 51 facing the flange portion 41 of the transmission case 40 and connected to the flange portion 41 by the fixing bolt B1. . Here, the fixing bolts B1 are arranged at equal intervals at a plurality of locations in the circumferential direction. The fixing bolt B1 is attached from the open end 50b side inside the motor case 50.

  The rotor 30 of the motor generator MG is fixed to a rotor shaft 31 positioned at the shaft center of the motor generator MG, and can rotate integrally with the rotor shaft 31.

  A cylindrical portion 32 is formed at the transmission side end portion of the rotor shaft 31 and the transmission input shaft Input is inserted to be splined. A spline groove (not shown) is formed on the inner peripheral surface of the cylindrical portion 32, and a rotor support portion 33 and a ring-shaped protrusion 34 extending in the radial direction are formed on the outer peripheral surface. A portion from the open end of the cylindrical portion 32 to the ring-shaped protrusion 34 is rotatably supported by the damper cover 44a via a bearing 45.

  Further, a front cover portion 35 is provided on the cylindrical portion 32 of the rotor shaft 31 via a bearing 46. The front cover portion 35 closes the cylindrical inner surface 52 of the motor case 50 and partitions the motor space and the engine space. A peripheral edge 35a of the front cover portion 35 faces the second step inner surface 53 of the motor case 50 and is attached to the second step inner surface 53 of the motor case 50 by a fixing bolt B2. The fixing bolt B2 is attached from the open end 50b side inside the motor case 50.

  Further, the engine-side end portion of the rotor shaft 31 protrudes from the front cover portion 35, and a coupling structure (not shown) with the engine output shaft EngOut is provided to couple with the engine output shaft EngOut.

  The stator 36 of the motor generator MG is provided inside the stator cover 37, and the stator cover 37 having the stator 36 has a cylindrical portion 38 and a stator protruding support portion 39.

  The cylindrical portion 38 is set inside the cylindrical inner surface 52 of the motor case 50 and supports the stator core of the stator 36. The cylindrical portion 38 is hollow, and a motor cooling medium passage 38a is formed therein.

  Stator protrusion support portion 39 is partially formed at equal intervals in a plurality of locations in the circumferential direction, and extends from the transmission side end portion of cylindrical portion 38 toward the center of motor generator MG. The stator protrusion support portion 39 is provided at a circumferential phase position different from the fixing bolt B <b> 1 and faces the first step inner surface 51 of the motor case 50. And this stator protrusion support part 39 is being fixed to the 1st level | step difference inner surface 51 of the motor case 50 with the fixing volt | bolt B3. Here, since the fixing bolt B3 and the stator protrusion support portion 39 are provided at different circumferential phase positions, the circumferential phase positions of the fixing bolt B1 and the fixing bolt B3 are different from each other so that they do not interfere with each other. It has become. The fixing bolt B3 is attached from the open end 50b side inside the motor case 50.

Further, in this motor generator MG, the spline coupling length T ₁ between the rotor shaft 31 and the transmission input shaft Input is longer than the axial length T ₂ of the air gap space between the rotor 30 and the stator 36. .

Next, the operation will be described.
First, “vehicle motor mounting method” will be described, and the mounting workability improving effect in the vehicle motor mounting method of the first embodiment will be described.

[Vehicle motor mounting method]
FIG. 6 is an explanatory diagram showing an automatic transmission immediately before motor attachment in the vehicle motor attachment method according to the first embodiment. FIG. 7 is an explanatory diagram illustrating a case coupling procedure in the vehicle motor mounting method according to the first embodiment. FIG. 8 is an explanatory diagram illustrating a stator cover fixing procedure in the vehicle motor mounting method according to the first embodiment. FIG. 9 is an explanatory diagram illustrating a rotor mounting procedure in the vehicle motor mounting method of the first embodiment. FIG. 10 is an explanatory diagram illustrating a state in which insertion of the rotor into the stator is started in the vehicle motor mounting method according to the first embodiment. FIG. 11 is an explanatory diagram showing a fixed state of the front cover portion in the vehicle motor mounting method of the first embodiment. Hereinafter, the vehicle motor mounting method according to the first embodiment will be described with reference to FIGS.

  First, after the transmission input shaft Input, the transmission output shaft Output, and the transmission gear mechanism (transmission mechanism) are assembled to the transmission case 40, the transmission case 40 is mounted by a predetermined method such as using a holding jig. Fix (see FIG. 6). At this time, the transmission input shaft Input is an internal structure of the automatic transmission AT (here, the bush 42 disposed between the second ring gear R2 of the second planetary gear G2 and the third connecting member M3). Is supported at two points, and the axial center position in the radial direction is fixed.

  In the case connecting procedure, the motor case 50 is connected to the transmission case 40 as shown in FIG. At this time, in this case coupling procedure, the first step inner surface 51 of the motor case 50 is opposed to the flange portion 41 of the transmission case 40 and is bolted with the fixing bolt B1 from the open end 50b side of the motor case 50. A motor case 50 is connected to the transmission case 40.

  In the stator cover fixing procedure, as shown in FIG. 8, the stator cover 37 having the stator 36 is inserted into the motor case 50 from the open end of the motor case 50 and fixed to the motor case 50. At this time, in this stator cover fixing procedure, the stator protruding support surface 39 of the stator cover 37 is opposed to the first step inner surface 51 of the motor case 50 and is bolted by the fixing bolt B2 from the open end 50b side of the motor case 50. Thus, the stator cover 37 is fixed to the motor case 50.

  In the rotor mounting procedure, as shown in FIGS. 9 to 11, the rotor shaft 31 to which the rotor 30 is fixed is spline-coupled to the transmission input shaft Input, and the stator 36 is surrounded by the spline coupling. The rotor 30 is inserted into the space from the open end of the motor case 50. At this time, in this rotor mounting procedure, along with the spline connection between the rotor shaft 31 and the transmission input shaft Input, the peripheral edge 35a of the front cover portion 35 provided in advance on the rotor shaft 31 is made to face the second step inner surface 53. The front cover 35 is attached to the motor case 50 by tightening the bolt with the fixing bolt B3 from the open end 50b side of the motor case 50. Thus, the rotor shaft 31 is prevented from coming off and the rotor 30 is attached.

  Further, in this rotor mounting procedure, as shown in FIGS. 9 and 10, first, spline coupling between the rotor shaft 31 and the transmission input shaft Input is started, and then insertion of the rotor 30 into the stator 36 is started. Is done.

  By this vehicle motor mounting method, the motor generator MG is arranged coaxially with the transmission input shaft Input of the automatic transmission AT, and in one direction, that is, the motor in the motor case 50 arranged on the outer periphery of the motor generator MG. The case 50 is attached in order from the open end 50b side.

[Mounting workability improvement effect]
FIG. 12 is an explanatory view showing a state where the motor case is fixed to the supporting jig when the motor generator is sub-assembled. FIG. 13 is an explanatory view showing a state in which the stator cover is attached when the motor generator is sub-assembled. FIG. 14 is an explanatory view showing a state where the rotor is attached when the motor generator is sub-assembled. FIG. 15 is an explanatory view showing a state in which the front cover is fixed when the motor generator is sub-assembled. FIG. 16 is an overall cross-sectional view showing a vehicle motor mounting structure to which a sub-assembled motor generator is mounted.

  In order to sub-assemble the motor generator MG disposed between the engine Eng and the automatic transmission AT, first, the motor case 101 is supported by the support jig 100 (see FIG. 12). At this time, the supporting jig 100 is inserted from the transmission-side opening 101a of the motor case 101.

  Next, the stator cover 103 with the stator 102 fixed beforehand is inserted into the motor case 101 from the engine side opening 101b of the motor case 101, and the stator cover is attached to the motor case 101 by bolting from the engine side opening 101b. 103 is fixed (see FIG. 13).

  Next, the rotor shaft 105 to which the rotor 104 is fixed is inserted into the motor case 101 from the engine-side opening 101b of the motor case 101, and the rotor shaft 105 and the tip end portion 100a of the supporting jig 100 are splined. Then, the rotor 104 is inserted from the engine-side opening 101b of the motor case 101 into the space surrounded by the stator 102 with this spline connection (see FIG. 14).

  Next, the front cover portion 106 provided in advance on the rotor shaft 105 is fixed to the motor case 101 by bolting from the engine-side opening 101b of the motor case 101 (see FIG. 15). Finally, the supporting jig 100 is pulled out from the transmission-side opening 101a of the motor cover 101 to complete the sub-assembly of the motor generator MG.

  In order to mount the motor generator MG assembled in this way to the automatic transmission AT, the transmission input shaft Input of the automatic transmission AT and the rotor shaft 105 are spline-coupled, and the transmission case and the motor case 101 are connected. Secure with bolts (see Figure 16).

  At this time, bolting from the automatic transmission AT side cannot be performed depending on the bolt position due to the internal structure (transmission mechanism or the like) of the automatic transmission AT. Therefore, a space S for enabling bolt fixing from the motor generator MG side is secured depending on the bolt position, and bolt tightening from the motor generator MG side is required (lower bolt B4 in FIG. 16). On the other hand, at the position where the bolt can be tightened from the automatic transmission AT side (upper bolt B5 in FIG. 16), the bolt is tightened from the automatic transmission AT side.

  For this reason, there is a problem that the direction of bolt tightening is not consistent, and the workability of mounting the motor generator MG to the automatic transmission AT is poor. Furthermore, there is also a problem that the axial length becomes long due to securing a space for fixing the bolt.

  In contrast, the vehicle motor mounting method according to the first embodiment includes a case coupling procedure, a stator cover fixing procedure, and a rotor mounting procedure. That is, the motor case 50 is connected to the transmission case 40 of the automatic transmission AT, and the stator having the stator 36 from the open end 50b of the motor case 50 is connected to the motor case 50 connected to the transmission case 40. The cover 37 is inserted and fixed, and then the transmission input shaft Input and the rotor shaft 31 are spline-coupled from the open end of the motor case 50, and the rotor 30 is inserted inside the stator 36 along with the spline coupling.

  For this reason, when the motor generator MG is attached to the automatic transmission AT, the motor generator MG can be attached to the automatic transmission AT sequentially in a state of being divided into a plurality of parts, and the attaching work of the stator 36 and the rotor 30 is the motor case 50. Since the work starts from the open end 50b side, the work direction is one direction. As a result, the workability of attaching the motor generator MG to the automatic transmission AT can be improved.

In particular, in the vehicle motor mounting method of the first embodiment, the spline coupling length T ₁ between the rotor shaft 31 and the transmission input shaft Input is determined by the axial length T ₂ of the air gap space between the rotor 30 and the stator 36. In the rotor mounting procedure, after the spline coupling between the rotor shaft 31 and the transmission input shaft Input is started, the insertion of the rotor 30 into the stator 36 is started.

  Therefore, the transmission input shaft Input serves as a guide when the rotor 30 is inserted, and the rotor 30 can be easily inserted without interfering with the stator 36. As a result, the mounting workability can be further improved.

  In the vehicle motor mounting method of the first embodiment, the flange portion 41 is formed at the motor side end 40a of the transmission case 40, and the transmission input shaft Input is input to the transmission side end 50a of the motor case 50. A first step inner surface 51 is formed to extend toward the case, and in the case connecting procedure, the first step inner surface 51 is opposed to the flange portion 41 and is attached to the transmission case 40 by bolting from the open end 50b side of the motor case 50. The motor case 50 is connected.

  Therefore, the bolt for connecting the motor case 50 can be easily tightened, and the mounting workability can be further improved. Further, the bolt tightening is performed inside the motor case 50, so that it is not necessary to secure the axial space required for the bolt tightening, and the axial length can be shortened.

  Further, in the vehicle motor mounting method of the first embodiment, the transmission-side end portion 50a of the motor case 50 is formed with a first step inner surface 51 extending toward the transmission input shaft Input, and the stator cover 37 has A stator protruding support surface 39 that faces the first step inner surface 51 of the motor case 50 is provided, and in the stator cover fixing procedure, the stator protruding support surface 39 faces the first step inner surface 51 and the open end of the motor case 50 The stator cover 37 is fixed to the motor case 50 by bolting from the 50b side.

  Therefore, the bolt for fixing the stator cover 37 can be easily tightened, and the mounting workability can be further improved.

In the vehicle motor mounting method of the first embodiment,
In the motor case 50, a first step inner surface 51, a cylindrical inner surface 52, and a second step inner surface 53 are formed by gradually increasing the diameter from the transmission side end portion 50a toward the open end 50b side. The rotor shaft 31 is provided with a front cover portion 35 that closes the cylindrical inner surface 52 of the motor case 50, and the front cover portion 35 is associated with the spline coupling between the rotor shaft 31 and the transmission input shaft Input in the rotor mounting procedure. The front cover portion 35 is attached to the motor case 50 by bolting from the open end 50 b side of the motor case 50.

  For this reason, the rotor 30 and the rotor shaft 31 can be attached, and the theory for partitioning the motor chamber and the bolting for attaching the cover portion 35 can be easily performed, and the attachment workability can be further improved.

Next, the effect will be described.
In the vehicle motor mounting structure A1 of the first embodiment, the effects listed below can be obtained.

  (1) A motor (motor generator MG) having a rotor 30 and a stator 36 is arranged coaxially with a transmission input shaft Input of a transmission (automatic transmission AT), and a motor case 50 arranged on the outer periphery of the motor MG. In the vehicle motor mounting method to be mounted on the motor case 50, the case connecting procedure for connecting the motor case 50 to the transmission case 40 of the transmission AT, and the stator cover 37 having the stator 36 from the open end 50b of the motor case 50 to the motor case. 50, the stator cover fixing procedure for fixing to the motor case 50, and the rotor shaft 31 to which the rotor 30 is fixed are spline-coupled to the transmission input shaft Input. Installing the rotor 30 into the enclosed space from the open end 50b of the motor case 50 And a construction procedure. For this reason, the mounting workability of the motor MG can be improved.

(2) splined length T ₁ of the and the rotor shaft 31 the transmission input shaft Input is longer than the axial length T ₂ of the said rotor 30 the air gap space between the stator 36, the rotor mounting In the procedure, after the spline coupling between the rotor shaft 31 and the transmission input shaft Input is started, the insertion of the rotor 30 is started. For this reason, the transmission input shaft Input can be used as a guide when the rotor 30 is inserted, and the mounting workability can be further improved.

  (3) A flange portion 41 is formed at the motor side end 40a of the transmission case 40, and a first end extending toward the transmission input shaft Input is provided at the transmission side end 50a of the motor case 50. A step inner surface 51 is formed, and in the case connecting procedure, the first step inner surface 51 is opposed to the flange portion 41 and is bolted to the transmission case 40 by bolting from the open end 50b side of the motor case 50. The motor case 50 is connected. For this reason, it is possible to easily perform bolting for connecting the motor case 50, to further improve the mounting workability, and it is not necessary to secure an axial space required for bolting. This can shorten the length.

  (4) A first step inner surface 51 extending toward the transmission input shaft Input is formed at the transmission-side end 50a of the motor case 50, and the stator cover 36 has the first step inner surface 51a. A stator protruding support surface 37 is provided to face the one step inner surface 51. In the stator cover fixing procedure, the stator protruding support surface 37 is opposed to the first step inner surface 51 and from the open end 50b side of the motor case 50. The stator cover 37 is fixed to the motor case 50 by tightening bolts. For this reason, the bolt for fixing the stator cover 37 can be easily tightened, and the mounting workability can be further improved.

  (5) The motor case 50 has a first step inner surface 51, a cylindrical inner surface 52, and a second step inner surface 53 by gradually increasing the diameter from the transmission side end portion 50a toward the open end 50b. The rotor shaft 31 is provided with a front cover portion 35 that closes the cylindrical inner surface 52 of the motor case 50. In the rotor mounting procedure, the rotor shaft 31 and the transmission input shaft Input Along with the spline connection, the peripheral edge 35a of the front cover portion 35 faces the second stepped inner surface 52, and the front cover portion 35 is attached to the motor case 50 by bolting from the open end 50b side of the motor case 50. It was set as the structure to attach. For this reason, the bolt for attaching the rotor 30 can be easily tightened, and the mounting workability can be further improved.

  In the first embodiment, the vehicle motor mounting method according to the present invention is applied to a drive system of a hybrid vehicle including an engine and an automatic transmission. However, driving of a hybrid vehicle including an engine and a continuously variable transmission is shown. It can also be applied to systems. Furthermore, the present invention can be applied to drive systems of other vehicles such as electric vehicles and fuel cell vehicles. In short, any vehicle motor mounting method can be applied as long as a motor having a rotor and a stator is positioned coaxially with the transmission and is mounted on a motor case disposed on the outer periphery of the motor.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a rear-wheel drive FR hybrid vehicle to which a motor is attached by a vehicle motor attachment method according to a first embodiment; It is a control block diagram which shows the arithmetic processing performed in the integrated controller 10 of the FR hybrid vehicle to which the control apparatus of the electric vehicle of Example 1 was applied. It is a figure which shows the EV-HEV selection map used when performing the mode selection process in the integrated controller 10 of FR hybrid vehicle. 1 is a skeleton diagram showing an example of an automatic transmission AT mounted in an FR hybrid vehicle to which an electric vehicle control device of Embodiment 1 is applied. FIG. 1 is an overall cross-sectional view showing a vehicle motor mounting structure that is mounted by a vehicle motor mounting method of Embodiment 1. FIG. It is explanatory drawing which shows the automatic transmission just before motor attachment in the motor mounting method for vehicles of Example 1. FIG. It is explanatory drawing which shows a case connection procedure in the motor mounting method for vehicles of Example 1. FIG. It is explanatory drawing which shows a stator cover fixing procedure in the motor mounting method for vehicles of Example 1. FIG. It is explanatory drawing which shows a rotor attachment procedure in the motor mounting method for vehicles of Example 1. FIG. It is explanatory drawing which shows the insertion start state to the stator inner side of a rotor in the motor mounting method for vehicles of Example 1. FIG. It is explanatory drawing which shows the fixed state of the front cover part in the motor mounting method for vehicles of Example 1. FIG. It is explanatory drawing which shows the state which fixed the motor case to the jig for support when sub-assembling a motor generator. It is explanatory drawing which shows the state which attaches a stator cover when sub-assembling a motor generator. It is explanatory drawing which shows the state which attaches a rotor when sub-assembling a motor generator. It is explanatory drawing which shows the state which fixed the front cover part when sub-assembling a motor generator. 1 is an overall cross-sectional view showing a vehicle motor mounting structure to which a sub-assembled motor generator is mounted.

Explanation of symbols

MG motor generator (motor)
30 Rotor 31 Rotor shaft 36 Stator 37 Stator cover 50 Motor case 50a Transmission side end 50b Open end
AT automatic transmission (transmission)
Input Transmission input shaft 40 Transmission case

Claims (4)

In the vehicle motor mounting method, the motor having the rotor and the stator is disposed coaxially with the transmission input shaft of the transmission and is mounted on the motor case disposed on the outer periphery of the motor.
A first step inner surface extending toward the transmission input shaft is formed at a transmission side end portion of the motor case, and a stator projecting support surface facing the first step inner surface is formed on the stator cover having the stator. Provided,
A case coupling procedure for attaching the first step inner surface of the motor case to the transmission case of the transmission;
The stator cover is inserted into the motor case from the open end of the motor case with the stator projecting support surface facing the first step inner surface, and is fastened from the open end side of the motor case. A stator cover fixing procedure for fixing the stator cover to the motor case by fixing a stator protrusion support surface to the first step inner surface ;
A rotor mounting procedure in which the rotor shaft to which the rotor is fixed is spline-coupled to the transmission input shaft, and the rotor is inserted into the space surrounded by the stator from the open end of the motor case along with the spline coupling. When,
A motor mounting method for a vehicle characterized by comprising: In the vehicle motor mounting method according to claim 1,
In the motor case, by gradually increasing the diameter from the transmission side end toward the open end, the first step inner surface, the cylindrical inner surface, and the second step inner surface are formed,
The rotor shaft is provided with a front cover portion that closes the cylindrical inner surface of the motor case,
In the rotor mounting procedure, the spline coupling between the rotor shaft and the transmission input shaft causes the peripheral edge of the front cover portion to face the inner surface of the second step, and tightens the bolt from the open end side of the motor case. The vehicle motor mounting method according to claim 1, wherein the front cover portion is mounted on the motor case . In the vehicle motor mounting method according to claim 1 or 2,
The spline coupling length between the rotor shaft and the transmission input shaft is longer than the axial length of the air gap space between the rotor and the stator,
In the rotor attachment procedure, the motor motor attachment method is characterized in that the insertion of the rotor is started after the spline connection between the rotor shaft and the transmission input shaft is started . In the vehicle motor mounting method according to any one of claims 1 to 3,
A flange portion is formed at the motor side end of the transmission case,
In the case connecting procedure, the first step inner surface is opposed to the flange portion, and the motor case is connected to the transmission case by bolting from the open end side of the motor case . Motor installation method.

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