JP5293850B2 - Hybrid drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device that is reduced in size in a radial direction centering on an axis of rotation. <P>SOLUTION: A power output from a rotor 60 of an electric motor 9 is transmitted to a differential via a primary shaft 20 and a secondary shaft. A transmission member 53 has an inner cylinder 53A attached to the primary shaft 20 via a spline fitting part 53B. A bearing 30 supports the primary shaft 20 via the inner cylinder 53A. In a direction along the axis of rotation of the primary shaft 20, a region where the spline fitting part 53B is formed overlaps with an arrangement region of the bearing 30. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  The present invention relates to a hybrid drive apparatus capable of transmitting engine power to a differential via a belt-type continuously variable transmission and transmitting power of an electric motor to the differential.

  Conventionally, a hybrid drive device configured to transmit the power of an engine and an electric motor to drive wheels is known, and an example of a technique using such a hybrid drive device in a vehicle is described in Patent Document 1. ing. The hybrid vehicle described in Patent Document 1 is configured such that engine power is transmitted to a differential gear via a belt-type continuously variable transmission and then to drive wheels. The belt-type continuously variable transmission has a primary pulley and a secondary pulley, and a belt is wound around the primary pulley and the secondary pulley. The power of the engine is configured to be transmitted to the primary pulley, and the power of the motor generator is configured to be transmitted to the primary pulley. More specifically, a driving gear is attached to the rotor of the motor generator, a driven gear is attached to the primary pulley, and the driving gear and the driven gear are a first intermediate gear and a second intermediate gear. It is connected via a gear so that power can be transmitted. The engine and the electric motor are connected to the primary pulley of the belt type continuously variable transmission so that power can be transmitted, and the power output from the secondary pulley of the belt type continuously variable transmission is transmitted to the differential device. An example of a drive control apparatus for a hybrid vehicle configured as described above is also described in Patent Document 2.

JP 2003-307270 A Japanese Patent Laid-Open No. 11-270376

However, in the hybrid drive device described in Patent Document 1, the rotation shaft of the motor generator, the first intermediate shaft and the second intermediate shaft, the primary pulley, the secondary pulley, and the differential gear are different from each other. is disposed on the rotational axis, therefore, the hybrid drive system there is a possibility you size in the radial direction around the rotational axis.

  The present invention has been made against the background described above, and is configured such that the power of the engine is transmitted to the differential via the belt-type continuously variable transmission, and the power of the electric motor is transmitted to the differential. An object of the hybrid drive device is to provide a hybrid drive device that can be miniaturized in the radial direction around the rotation axis.

According to the first aspect of the present invention, a primary shaft to which power output from the engine is input, a secondary shaft arranged in parallel with the primary shaft, a primary pulley provided on the primary shaft, and a secondary shaft are provided. A belt-type continuously variable transmission having a secondary pulley, an endless belt wound around the primary pulley and the secondary pulley, an input member to which power output from the secondary shaft is transmitted, Power is transmitted from the input member, and the first output member and the second output member are arranged in parallel with each other, and differential rotation between the first output member and the second output member is possible. A hybrid drive having a differential and an electric motor that outputs power to be transmitted to the differential. In the apparatus, the differential input member, the first output member, and the second output member are rotatably arranged coaxially with the rotation axis of the secondary shaft, and the rotation axis of the engine output shaft and the primary shaft A rotation axis is coaxially arranged, a rotation axis of the rotor of the electric motor and a rotation axis of the secondary shaft are arranged in parallel, and the rotation axis of the rotor of the electric motor is connected to the output shaft of the engine. It is arranged above the rotational axis and the rotational axis of the differential, and is configured such that power output from the rotor of the electric motor is transmitted to the differential via the primary shaft and the secondary shaft. A first support member coupled to support the motor and a second And support member, prior SL has a transmission member connected in a power transmitted to the primary shaft, and between the transmission member in transmitting the row data of the power of the electric motive to the transmission member, a direction along the axis of rotation The intermediate transmission member is sandwiched and supported by the second support member and the third support member.

According to a second aspect of the present invention, in addition to the configuration of the first aspect , the primary pulley has a movable piece operable in a direction along the rotation axis, and a fixed piece inoperable in a direction along the rotation axis. And the movable piece is disposed closer to the engine than the fixed piece in a direction along the rotation axis of the primary shaft, and along the rotation axis of the primary shaft. The electric motor is arranged on the opposite side of the engine across the transmission member.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, a first bearing and a second bearing that rotatably support the primary shaft at different positions in a direction along the rotation axis of the primary shaft. bearing is arranged, before Kiden dynamic member, the rotation axis coaxially of the primary shaft, and, together with being disposed between the first bearing and the second bearing, the transmission member Is rotatably supported by the first bearing or the second bearing.

According to a fourth aspect of the present invention , in addition to the configuration of the first or second aspect, the first bearing and the second bearing that rotatably support the primary shaft at different positions in a direction along the rotation axis of the primary shaft. A bearing is disposed, and the transmission member has an inner cylinder part attached to the primary shaft via a spline fitting part, and one of the first bearing and the second bearing is provided. The bearing has a configuration for supporting the primary shaft via the inner cylinder portion, and in the direction along the rotation axis of the primary shaft, the region where the spline fitting portion is formed, and the one The bearing arrangement area overlaps with the bearing area .

According to a fifth aspect of the present invention, in addition to the structure of any one of the first to fourth aspects, the transmission member includes a gear that constitutes a parallel shaft type gear transmission. .

According to this invention, the differential input member, the first output member, and the second output member are rotatably arranged coaxially with the rotation axis of the secondary shaft. Therefore, in the radial direction centered on the rotation axis of the secondary shaft, the arrangement area of the secondary shaft and the arrangement area of the differential overlap, and the hybrid drive device is arranged in the radial direction centered on the rotation axis of the secondary shaft. An increase in size can be suppressed.
Further, the second support member and the third support member that support the electric motor can be coupled (assembled) or disassembled. Then, the rotor of the motor is supported by the first support member and the second support member, and when the third support member is removed, the power transmission between the intermediate transmission member and the rotor of the motor is interrupted, The rotor can be rotated.

Further, according to the present invention, in a direction along the axis of rotation of the front Symbol primary shaft, the arrangement region of the motor, it is possible to overlap the arrangement region of the belt type continuously variable transmission, the primary shaft The hybrid drive device can be downsized in the direction along the rotation axis.

And according to this invention, the 1st bearing or 2nd bearing which supports the said primary shaft can be shared as a bearing which supports a transmission member.

FIG. 2 is a skeleton diagram showing a power train of a vehicle corresponding to a specific example 1 of the hybrid drive device in the present invention. FIG. 2 is a cross-sectional view illustrating a configuration of a primary pulley and a secondary pulley, which is a main part of the hybrid drive device illustrated in FIG. 1. FIG. 2 is a cross-sectional view illustrating a configuration of a motor / generator and a secondary pulley, which is a main part of the hybrid drive device illustrated in FIG. 1. FIG. 2 is a cross-sectional view showing a configuration of a final reduction gear and a differential, which is a main part of the hybrid drive device shown in FIG. 1. FIG. 2 is a conceptual diagram showing a positional relationship between rotation axes in the hybrid drive device shown in FIG. 1. It is a skeleton figure which shows the power train of the vehicle corresponded to the specific example 2 of the hybrid drive device in this invention. FIG. 7 is a conceptual diagram showing the positional relationship between the respective rotation axes in the hybrid drive device shown in FIG. 6. FIG. 7 is a cross-sectional view illustrating a configuration of a primary pulley and a motor / generator, which is a main part of the hybrid drive device illustrated in FIG. 6. FIG. 7 is a cross-sectional view illustrating a configuration of a primary shaft and a secondary pulley, which is a main part of the hybrid drive device illustrated in FIG. 6. FIG. 7 is a cross-sectional view showing a configuration of a final reduction gear and a differential, which is a main part of the hybrid drive device shown in FIG. 6. It is a skeleton figure which shows the power train of the vehicle corresponded to the specific example 3 of the hybrid drive device in this invention. FIG. 12 is a cross-sectional view illustrating a configuration of a primary pulley and a motor / generator, which is a main part of the hybrid drive device illustrated in FIG. 11. FIG. 12 is a cross-sectional view illustrating a configuration of a primary pulley and a secondary pulley, which is a main part of the hybrid drive device illustrated in FIG. 11.

  In the present invention, an engine is a power unit that burns fuel to generate thermal energy, converts the thermal energy into kinetic energy, and outputs it as power. The engine includes an internal combustion engine such as a gasoline engine, An LPG engine, a methanol engine, or the like can be used. In the present invention, the electric motor is a power device that converts electric energy into kinetic energy and outputs it as power, and this electric motor may be either a DC motor or an AC motor. Further, as the electric motor, it is possible to use a motor / generator having both a function as a motor (power running function) and a function as a generator (regenerative function). In other words, the present invention has a plurality of types of power sources having different power generation principles, and can be used for, for example, a hybrid vehicle. In this invention, the belt-type continuously variable transmission includes a primary pulley, a secondary pulley disposed in parallel with the primary pulley, and an endless belt wound around the primary pulley and the secondary pulley. Here, the belt may be either a wound transmission member configured to transmit power by a compressive force or a wound transmission member configured to transmit power by a tensile force. In this belt type continuously variable transmission, the ratio between the input rotation speed and the output rotation speed, that is, the gear ratio can be changed steplessly (continuously).

  Furthermore, the secondary pulley and the differential input member are connected so as to be able to transmit power. Furthermore, the differential has a configuration that allows differential rotation between the first output member and the second output member. Here, the differential rotation means that a difference occurs in the rotation speed. The present invention can be applied to a two-wheel drive vehicle or a four-wheel drive vehicle. When used in a two-wheel drive vehicle, the first output member and the second output member are connected to the left and right wheels so as to be able to transmit power separately. . On the other hand, when the present invention is used for a four-wheel drive vehicle, the differential is a so-called center differential, and the first output member and the second output member are connected to the front wheels and the rear wheels so that power can be transmitted separately. The

  In the present invention, the power of the electric motor is configured to be transmitted differentially via a belt type continuously variable transmission. Specifically, the rotor of the electric motor is connected to the primary shaft or the secondary shaft of the belt type continuously variable transmission so as to be able to transmit power. That is, the power transmission path is configured so that the engine and the electric motor are both transmitted to the same wheel. The transmission member that transmits the power of the rotor of the electric motor to the differential input member is a rotating element, and a gear transmission, a winding transmission, a traction transmission, or the like may be used as a transmission having the transmission. Is possible. The gear transmission is a device that transmits power by a meshing force between gears, and in particular, a parallel shaft type gear transmission can be used. Examples of the winding transmission device include a device in which a belt is wound around a pulley and a device in which a chain is wound around a sprocket. The traction transmission device is a device that allows hydraulic oil to intervene between rollers and transmit power by the shearing force of the hydraulic oil.

  In the present invention, the transmission member includes rotating elements such as a gear, a sprocket, a chain, a roller, a rotating shaft, a pulley, a carrier, and a connecting drum. Further, in the present invention, “supporting the transmission member by the bearing” means that the rotating elements such as the gears, pulleys, sprockets, and rollers are indirectly supported via the secondary pulley. Furthermore, the above transmission device has a speed reduction function in which the speed ratio obtained by dividing the rotational speed of the rotor of the electric motor by the rotational speed of the differential input member is larger than “1”. Can be used. Furthermore, as the above transmission device, a transmission device having a fixed transmission gear ratio obtained by dividing the rotational speed of the rotor of the electric motor by the rotational speed of the differential input member, or changing the transmission gear ratio. Possible transmissions can be used. In other words, the transmission device may have a function as a transmission. Here, as the transmission, it is possible to use a constant mesh transmission, a selection gear transmission, a planetary gear transmission, or the like.

Furthermore, in the present invention, the operation mechanism is an actuator that controls the position of the movable piece in the direction of the rotation axis, and for example, a hydraulic control actuator can be used as this operation mechanism. In the present invention, the transmission member and the intermediate transmission member can be constituted by a gear train meshed with each other. Moreover, in this invention, it is possible to comprise the said transmission member and an intermediate | middle transmission member with the some roller contacted by interposing hydraulic fluid mutually . Et al is, in the present invention, in a direction along the rotation axis, between the two regions has only to at least partially overlap each other.

In the present invention , the first support member, the second support member, and the third support member are a casing, a hollow member, or a cover that can be coupled and divided, and a belt-type continuously variable transmission, a motor generator, It is a fixed structure that accommodates a differential or the like or supports a rotating element. Therefore, each support member includes a casing, a housing, a plate-shaped member, a bracket, a partition wall, a partition wall, or the like. The first support member and the second support member are configured to be coupled (assembled) and disassembled, and are fixed by a fixing mechanism such as a bolt or a nut. Further, in the present invention, the rotating elements are spline-fitted, and this is a mechanism for connecting the rotating elements so as to be integrally rotatable, and the technical significance is the same even with serration coupling. Hereinafter, a specific example of the hybrid drive device will be described with reference to the drawings.

(Specific example 1)
FIG. 1 is a skeleton diagram showing an outline when a hybrid drive device is used in a vehicle 1, and FIGS. 2 to 4 show a main part of a power train of the vehicle shown in FIG. 1 in a direction along a rotation axis It is sectional drawing. The vehicle 1 described here is a so-called front engine / front drive type vehicle configured to transmit engine power to front wheels. First, an engine 2 is provided as a first driving force source in the vehicle 1. As the engine 2, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, or the like is used. The engine 2 is a power unit that burns fuel and outputs thermal energy as kinetic energy of the crankshaft 3. A crankshaft 3 that is an output shaft of the engine 2 is disposed in the width direction (left-right direction) of the vehicle 1. The rotation axis A1 of the crankshaft 3 is disposed substantially horizontally. A transaxle 4 is provided on the output side of the engine 2. The transaxle 4 is a unit in which a damper mechanism 6, a forward / reverse switching device 7, a belt-type continuously variable transmission 8, a motor / generator 9, and a differential 10 are incorporated in a casing 5.

The casing 5 includes a transaxle housing 11, a transaxle case 12, a rear cover 13, and a differential housing 14. Of the transaxle housing 11, the transaxle case 12 and the rear cover 13, the transaxle housing 11 is disposed at a position closest to the engine 2 in the direction along the rotational axis A 1. The rear cover 13 is disposed at the farthest position, and the transaxle case 12 is disposed between the transaxle housing 11 and the rear cover 13. Furthermore, the arrangement area of the engine 2 and the arrangement area of the differential housing 14 overlap in the direction along the rotational axis A1. The transaxle housing 11 is fixed to the outer wall of the engine 2. Further, the transaxle housing 11 and the transaxle case 12 are fastened and fixed by fixing members (not shown) such as bolts and nuts. The transaxle case 12 and the rear cover 13 are fastened and fixed by a fixing member (not shown) such as a bolt or a nut. Further, the transaxle housing 11 and the de-off housing 1 4 are clamped by such a fixing member, for example a bolt or a nut, not shown. The transaxle housing 11, the transaxle case 12, the rear cover 13, and the differential housing 14 are all made of a metal material such as aluminum, aluminum alloy, cast iron, or the like.

  The damper mechanism 6 is a torsional damper that absorbs or attenuates fluctuations in engine torque. The damper mechanism 6 is disposed in the transaxle housing 11. An input shaft 15 is disposed inside the transaxle housing 11, the transaxle case 12, and the rear cover 13, and the input shaft 15 is rotatable about the rotation axis A1. The damper mechanism 6 is provided in a power transmission path between the crankshaft 3 and the input shaft 15. Specifically, a flywheel 16 is attached to the crankshaft 3, and a plate constituting the outer peripheral side of the damper mechanism 6 is connected to the outer periphery of the flywheel 16. A hub 18 is attached to the inner peripheral side of the damper mechanism 6 via a torque limiter 17, and the hub 18 is splined to the input shaft 15. Further, a wall portion 19 is formed in the transaxle housing 11, and the input shaft 15 is disposed in the shaft hole of the wall portion 19. The damper mechanism 6, the torque limiter 17, the hub 17, and the like are disposed between the wall portion 19 and the engine 2 in the direction along the rotation axis A <b> 1.

  The forward / reverse switching device 7 is a device that changes the rotational direction of the primary shaft 20 of the belt-type continuously variable transmission 8 with respect to the rotational direction of the input shaft 15. Is arranged over the rear cover 13 and the transaxle case 12. The forward / reverse switching device 7 has a double pinion type planetary gear mechanism. The planetary gear mechanism includes a sun gear 21 that rotates integrally with the input shaft 15, a ring gear 22 that is disposed coaxially with the sun gear 21 on the outer peripheral side of the sun gear 21, and a pinion gear 23 that meshes with the sun gear 21. A pinion gear 24 meshed with the pinion gear 23 and the ring gear 22 and a carrier 25 holding the two pinion gears 23 and 24 so as to be capable of rotating and revolving are provided. The carrier 25 and the primary shaft 20 of the belt type continuously variable transmission 8 are connected so as to rotate integrally.

  The forward / reverse switching device 7 has a forward clutch 26 and a reverse brake 27. The forward clutch 26 selectively connects and releases the input shaft 20 and the carrier 25, and a friction clutch, an electromagnetic clutch, a meshing clutch, or the like can be used. In this specific example, a case where a hydraulically controlled friction clutch is used as the forward clutch 26 will be described. Next, the reverse brake 27 will be described. The reverse brake 27 applies a braking force to the ring gear 22 to selectively fix the ring gear 22, and a friction brake, an electromagnetic brake, or the like can be used. In this specific example, a case where a hydraulically controlled friction brake is used as the reverse brake 27 will be described.

  In the forward / reverse switching device 7 configured as described above, when the hydraulic pressure in the clutch hydraulic chamber (not shown) increases, the transmission torque of the forward clutch 26 is increased, and the input shaft 20, the carrier 25, Can be rotated together. That is, the forward clutch 26 is engaged. On the other hand, when the hydraulic pressure in the clutch hydraulic chamber is lowered, the transmission torque of the forward clutch 26 is lowered, and the power transmission between the input shaft 20 and the carrier 25 is interrupted. That is, the forward clutch 26 is released. On the other hand, when the hydraulic pressure in the brake hydraulic chamber (not shown) rises, the reverse brake 27 is engaged, the braking force applied to the ring gear 22 is increased, and the ring gear 22 is fixed. On the other hand, when the hydraulic pressure in the brake hydraulic chamber is reduced, the reverse brake 27 is released, the braking force applied to the ring gear 22 is reduced, and the ring gear 22 can be rotated.

  Next, the arrangement position and configuration of the belt type continuously variable transmission 8 will be described. The belt type continuously variable transmission 8 is disposed over the transaxle housing 11 and the transaxle case 12. The belt type continuously variable transmission 8 has a secondary shaft 28 in addition to the primary shaft 20, and the primary shaft 20 is configured to be rotatable about the rotation axis A1. The secondary shaft 28 is configured to be rotatable about the rotation axis B1. The rotation axis A1 and the rotation axis B1 are parallel to each other. FIG. 5 is a conceptual diagram along a plane direction perpendicular to the rotation axes A1 and B1. As shown in FIG. 5, the rotation axis B <b> 1 is disposed below the rotation axis A <b> 1 in the height direction of the vehicle 1. The rotation axes A1 and B1 are both arranged along the width direction or the left-right direction of the vehicle 1, and the rotation axis B1 is arranged behind the rotation axis A1 in the front-rear direction of the vehicle 1.

  Further, the primary shaft 20 is disposed between the forward / reverse switching device 7 and the damper mechanism 6 in a direction along the rotational axis A1. The primary shaft 20 is rotatably supported by two bearings 29 and 30, and the two bearings 29 and 30 are arranged at different positions in the direction along the rotation axis A1. Furthermore, a wall portion 31 continuous with the inner surface of the transaxle housing 11 and a wall portion 32 continuous with the inner surface of the transaxle case 12 are provided. The wall portion 31 and the wall portion 32 are arranged at different positions in the direction along the rotation axis A1, the outer ring of the bearing 29 is held by the wall portion 31, and the outer ring of the bearing 30 is held by the wall portion 32. ing.

  A primary pulley 33 that rotates integrally with the primary shaft 20 is provided. As shown in FIG. 2, the primary pulley 33 is attached to the outer periphery of the primary shaft 20, the fixed piece 34 continuously formed so as to protrude in the radial direction on the outer periphery of the primary shaft 20, and And a movable piece 35 configured to be movable in a direction along the rotation axis A1 with respect to the primary shaft 20. The movable piece 35 is an annular body formed with an outward flange portion. A V-shaped groove 36 is formed between the fixed piece 34 and the movable piece 35. Further, the primary pulley 33 is disposed between the two bearings 29 and 30 in the direction along the rotational axis A1. The movable piece 35 is disposed between the wall portion 31 and the fixed piece 34 in a direction along the rotation axis A1.

  Next, a hydraulic servo mechanism 37 that controls the width of the groove 36 of the primary pulley 33 will be described. The hydraulic servo mechanism 37 includes a primary cylinder 38 that rotates integrally with the primary shaft 20, the primary cylinder 38, and the movable cylinder. A primary hydraulic chamber 39 formed between the piece 35 is provided. An oil passage (not shown) is formed in the primary shaft 20 and the movable piece 35, and oil is supplied to the primary hydraulic chamber 39 via the oil passage, or the oil in the primary hydraulic chamber 39 is supplied. It is configured to be discharged via an oil passage. Then, based on the hydraulic pressure in the primary hydraulic chamber 39, a thrust in a direction along the rotation axis A1 is given to the movable piece 37. Specifically, when the hydraulic pressure in the primary hydraulic chamber 39 is increased, the thrust in the direction to bring the movable piece 37 closer to the fixed piece 34 increases, and the width of the groove 36 of the primary pulley 33 can be reduced. Is possible. On the other hand, when the hydraulic pressure in the primary hydraulic chamber 39 is reduced, the thrust in the direction to bring the movable piece 35 closer to the fixed piece 34 is reduced, and the width of the groove 36 of the primary pulley 33 can be increased. Is possible. Further, when the hydraulic pressure in the primary hydraulic chamber 39 is substantially constant, the thrust in the direction in which the movable piece 35 is brought close to the fixed piece 34 is controlled to be substantially constant.

  On the other hand, the secondary shaft 28 is provided with a secondary pulley 40 that rotates integrally with the secondary shaft 28. As shown in FIG. 2, the secondary pulley 40 is attached to the outer periphery of the secondary shaft 28, the fixed piece 41 continuously formed so as to protrude in the radial direction, and the outer periphery of the secondary shaft 28, and And a movable piece 42 configured to be movable in a direction along the rotation axis B1 with respect to the secondary shaft 28. A V-shaped groove 43 is formed between the fixed piece 41 and the movable piece 42.

  The secondary shaft 28 is rotatably supported by two bearings 44 and 45. The two bearings 44 and 45 are arranged at different positions in the direction along the rotation axis B1. The outer ring of one bearing 45 is supported by the transaxle housing 11, and the outer ring of the other bearing 44 is supported by the transaxle case 12. The secondary pulley 33 is disposed between the two bearings 44 and 45 in the direction along the rotational axis B1. Moreover, the arrangement area of the bearing 45 and the arrangement area of the flywheel 16 partially overlap in the direction along the rotation axis B1. Furthermore, the arrangement area of the primary pulley 33 and the arrangement area of the secondary pulley 40 partially overlap in the direction along the rotation axis B1. Furthermore, the arrangement area of the wall portion 19 and the arrangement area of the secondary pulley 40 are different in the direction along the rotation axis B1.

  Next, a hydraulic servo mechanism 46 that controls the width of the groove 43 of the secondary pulley 40 will be described. The hydraulic servo mechanism 46 includes a secondary cylinder 47 that rotates integrally with the secondary shaft 28, and the secondary cylinder 47 and the movable cylinder. A secondary hydraulic chamber 48 formed between the two pieces 42 is provided. A compression coil spring 49 is provided in the secondary hydraulic chamber 48. The secondary cylinder 47 is formed in an annular shape, and the secondary cylinder 47 is continuous with the cylindrical portion 50 having a substantially constant outer diameter, and is inclined so as to increase the outer diameter. And a tapered portion 51.

  Thus, based on the hydraulic pressure of the secondary hydraulic chamber 48 and the pressing force of the compression coil spring 49, a thrust in the direction along the rotation axis B1 is applied to the movable piece 42. . When the hydraulic pressure in the secondary hydraulic chamber 48 is increased, the thrust in the direction to bring the movable piece 42 closer to the fixed piece 41 increases, and the width of the groove 43 of the secondary pulley 40 can be reduced. . On the other hand, when the hydraulic pressure in the secondary hydraulic chamber 48 is reduced, the thrust in the direction in which the movable piece 42 is brought closer to the fixed piece 41 is reduced. Furthermore, when the hydraulic pressure in the secondary hydraulic chamber 48 is controlled to be substantially constant, the thrust in the direction in which the movable piece 42 is brought closer to the fixed piece 14 becomes substantially constant. An endless belt 52 is wound around the primary pulley 33 and the secondary pulley 40 configured as described above. In the first specific example, the belt 52 includes an annular carrier and a large number of blocks (elements) stacked in the circumferential direction of the carrier, and is configured to transmit power by a compressive force. ing.

  Further, an annular member 53 that rotates integrally with the secondary shaft 28 is attached to the outer periphery of the secondary shaft 28. More specifically, the secondary shaft 28 is formed with a stepped portion 54 in the radial direction over the entire circumference. By tightening the locknut 55, the stepped portion 54 and the locknut 55 are interposed between the stepped portion 54 and the locknut 55. An inner peripheral end of the annular member 53 and the secondary cylinder 47 is sandwiched. Thus, the annular member 53 is positioned and fixed in the direction along the rotation axis B1. The annular member 53 is formed with an outward flange portion 56, and is provided with a cylindrical portion 57 extending from the outer peripheral end of the outward flange portion 56 in the direction along the rotation axis B1. An inner diameter of the cylindrical portion 57 is configured to be larger than an outer diameter of the cylindrical portion 50 of the secondary cylinder 47, and one side of the secondary cylinder 47 is disposed inside the cylindrical portion 57 in the direction along the rotation axis B1. The part is arranged. That is, a part of the arrangement area of the cylindrical portion 57 and a part of the arrangement area of the secondary cylinder 47 overlap in the direction along the rotation axis B1. A driven gear 58 is formed on the outer periphery of the cylindrical portion 57 of the annular member 53. The outer diameter of the driven gear 58 is configured to be larger than the outer diameter of the bearings 44 and 45. In the direction along the rotation axis B1, the arrangement region of the wall portion 19 and the arrangement region of the driven gear 58 partially overlap each other. Further, the arrangement region of the wall portion 19 and the arrangement region of the driven gear 58 partially overlap each other in the radial direction centering on the rotation axis B1. Of course, the driven gear 58 and the wall portion 19 are not in contact with each other.

  Next, the configuration of the motor / generator 9 provided inside the transaxle case 12 and the transaxle housing 11 will be described with reference to FIG. The motor / generator 9 is a power unit that generates power to be transmitted to the differential 10. As the motor / generator 9, for example, a three-phase AC type can be used. The motor generator 9 is connected to a power device (not shown) via an inverter (not shown). This power device is a device that supplies power to the motor / generator 9. As the power device, for example, a power storage device or a fuel cell can be used. As the power storage device, a secondary battery such as a battery or a capacitor can be used. The motor / generator 9 has a stator 59 fixed so as not to rotate, and a rotor 60 provided inside the stator 59 in the radial direction centered on the rotation axis D1. The stator 59 is configured by winding an electromagnetic coil 59B around a large number of laminated electromagnetic steel plates 59A, and the stator 59 is sandwiched between the transaxle case 12 and the transaxle housing 11 to rotate the rotation. It is positioned and fixed in the direction along the axis D1 and in the radial direction. The rotor 60 includes a shaft portion 61, a holder 60B joined to the shaft portion 61, and a number of electromagnetic steel plates 60A attached to the holder 60B and stacked in the thickness direction. The motor / generator 9 configured as described above can switch the rotation direction between the forward direction and the reverse direction.

  Further, the shaft portion 60 is rotatably held by two bearings 62 and 63. The two bearings 62 and 63 are arranged at different positions in the direction along the rotation axis D1. The inner ring of one bearing 62 is fixed to the rotor 60, and the outer ring of the bearing 62 is held by the recess of the transaxle case 12. The inner ring of the other bearing 63 is fixed to the rotor 60, and the outer ring of the bearing 63 is held by the recess of the transaxle housing 11. In this way, the rotor 60 has the two bearings 62 and 63 interposed therebetween, and the transaxle case 12 and the transaxle housing 11 cause the direction along the rotation axis D1 and the rotation axis D1 to pass through. Positioned and fixed in the radial direction with the center. In this way, the gap amount between the electromagnetic steel plate 59A constituting the stator 59 and the electromagnetic steel plate 60A constituting the rotor 60, specifically, the radial gap amount is determined, and along the rotation axis D1. The amount of overlap between the electromagnetic steel sheet 59A and the electromagnetic steel sheet 60A in the determined direction is determined. The arrangement area of the motor / generator 9 and the arrangement area of the secondary pulley 40 overlap in the direction along the rotation axis D1.

  As shown in FIG. 5, the rotation axis D1 of the rotor 60 of the motor / generator 9 is disposed above the two rotation axes A1 and B1 and is the rotation axis in the longitudinal direction of the vehicle 1. It is arranged behind A1 and in front of the rotation axis B1. An acute triangle is constituted by a straight line E1 connecting the rotation axis A1 and the rotation axis B1, a straight line F1 connecting the rotation axis A1 and the rotation axis D1, and a straight line G1 connecting the rotation axis D1 and the rotation axis B1. ing. That is, the internal angle α1 formed by the straight line E1 and the straight line F1, the internal angle α2 formed by the straight line E1 and the straight line G1, and the internal angle α3 formed by the straight line F and the straight line G1 are all acute angles. Further, a resolver 91 for detecting the rotation angle and the rotation speed of the rotor 60 is provided. The resolver 91 includes a stator 92 attached to the transaxle case 12 and a stator 93 attached to the shaft portion 61, and a detection signal is output from the resolver 91.

  Next, the configuration of the power transmission path between the rotor 60 and the driven gear 58 will be described. First, the shaft portion 61 is provided with a drive gear 64, and an idler shaft 65 that is rotatable about a rotation axis C1 parallel to the rotation axis D1 is provided. The idler shaft 65 is rotatably held by two bearings 66 and 67. The outer ring of one bearing 66 is held by a concave portion of a wall portion 94 continuous with the inner surface of the transaxle housing 11, and the outer ring of the other bearing 67 is supported by the concave portion of the differential housing 14. An idler gear 68 is formed on the idler shaft 65, and the idler gear 68 is engaged with the drive gear 64 and the driven gear 58. In the direction along the rotation axis B1, the drive gear 64, the idler gear 68, and the driven gear 58 are arranged in the same arrangement region.

In this way, the drive gear 64, the idler gear 68, and the driven gear 58 connect the rotor 60 of the motor / generator 9 and the secondary shaft 28 so as to be able to transmit power, specifically, parallel shafts. A gear transmission 69 of the type is configured. The gear transmission 69 is disposed between the engine 2 and the motor / generator 9 in a direction along the rotational axis B1. In addition, the gear transmission 69 has a ratio between the rotational speed of the rotor 60 and the rotational speed of the secondary shaft 28, that is, a gear ratio when the torque of the motor / generator 9 is transmitted to the secondary shaft 28. The number of teeth of the drive gear 64, the idler gear 68, and the driven gear 58 is configured to be larger than “1”. Furthermore, the fixed state by contacting with the transaxle housing 11 and the de-off housing 1 4, in a direction along the rotational axis C1, the shaft hole 70 between the bearing 67 and the idler gear 68 is formed Has been. The shaft hole 70 has a substantially circular shape in a plane perpendicular to the rotation axis C1. The shaft hole 70 is provided in the transaxle housing 11, and the outer diameter of the idler gear 68 is smaller than the inner diameter of the shaft hole 70.

  Next, the configuration of the final reduction gear provided in the power transmission path from the secondary shaft 28 to the differential 10 will be described with reference to FIG. In the first specific example, a final reduction gear 71 is disposed inside the differential housing 14, and the final reduction gear 71 is constituted by a planetary gear mechanism. More specifically, a sun gear 72 connected so as to rotate integrally with the secondary shaft 28, a large-diameter pinion gear 73 meshed with the sun gear 72, a large-diameter pinion gear 73 and the large-diameter pinion gear 73 are coaxially connected, and A small-diameter pinion gear 74 that rotates integrally with the radial pinion gear 73, a small-diameter pinion gear 74 meshes, and a ring gear 75 that is arranged coaxially with the sun gear 72, and the large-diameter pinion gear 73 and the small-diameter pinion gear 74 can rotate and revolve. And a carrier 76 for holding. The ring gear 75 is non-rotatably attached to the differential housing 14. Thus, the planetary gear mechanism that constitutes the final reduction gear 71 is a so-called stepped pinion type planetary gear mechanism, and the speed ratio obtained by dividing the input rotational speed by the output rotational speed is from “1”. It also has a deceleration function that increases.

  The differential 10 is provided in the differential housing 14, and the differential 10 includes a differential case 77 that is rotatable about the rotation axis B1, a pinion shaft 78 attached to the differential case 77, and a pinion. Two pinion gears 79 rotatably attached to the shaft 78, two side gears 80 and 81 meshed with the two pinion gears 79, and an axle shaft 82 connected to the two side gears 80 and 81, respectively. 83. The differential case 77 is rotatably supported by a bearing 84, and the carrier 76 is rotatably supported by a bearing 85. One axle shaft 82 is disposed in the secondary shaft 28, and the secondary shaft 28 and the axle shaft 82 are configured to be relatively rotatable. Further, as shown in FIG. 2, a bearing 86 for holding the axle shaft 82 is attached in the secondary shaft 28. In the differential 10 configured as described above, both the axle shafts 82 and 83 are rotatable about the rotation axis B1. A wheel (left front wheel) 88 is attached to one axle shaft 82 via a drive shaft 87, and a wheel (right front wheel) 90 is attached to the other axle shaft 83 via a drive shaft 89. It has been. Thus, in the specific example 1, the respective rotation axes are arranged non-coaxially and in parallel with each other.

  Next, the operation and control of the hybrid drive device will be described. For example, signals such as the vehicle speed and the accelerator opening, the engine speed, and the detection signal of the resolver 91 are input to the electronic control unit, and the required driving force in the vehicle 1 is determined based on the input signal and previously stored data or map. Is required by the electronic control unit. Based on this requested driving force, the target engine output and the target output of the motor / generator 9 are controlled. First, when the engine 2 is operated, the torque of the crankshaft 3 is transmitted to the input shaft 15. In this case, fluctuations in engine torque are attenuated by the damper mechanism 6.

  Next, the control of the forward / reverse switching device 7 will be described. First, when the forward position is selected, the forward clutch 26 is engaged and the reverse brake 27 is released. Then, the carrier 25 and the sun gear 21 rotate integrally with the torque of the input shaft 15, and the torque of the input shaft 15 is transmitted to the primary shaft 20 via the carrier 25. That is, the sun gear 21 serves as an input element, and the carrier 25 serves as an output element. In this manner, the torque of the input shaft 15 is transmitted to the primary shaft 20 of the belt type continuously variable transmission 8.

  Here, the control of the gear ratio of the belt type continuously variable transmission 8 will be described. As described above, the target engine output is obtained based on the required driving force, and the target engine speed and the target engine torque are obtained so as to achieve the target engine output with the optimum fuel consumption. The gear ratio of the belt type continuously variable transmission 8 is controlled so that the actual engine speed approaches the target engine speed. Specifically, the width of the groove 36 of the primary pulley 33 is adjusted by controlling the hydraulic pressure in the primary hydraulic chamber 39. As a result, the wrapping radius of the belt 52 in the primary pulley 33 changes, and the ratio between the rotation speed of the primary shaft 20 and the rotation speed of the secondary shaft 28, that is, the gear ratio is controlled steplessly (continuously). Is done. Further, by controlling the hydraulic pressure in the secondary hydraulic chamber 48, the width of the groove 43 of the secondary pulley 40 changes. In this way, the clamping pressure (in other words, clamping force) of the secondary pulley 40 with respect to the belt 52 is controlled, and the transmission torque is controlled. In this specific example 1, the torque of the primary shaft 20 is converted into the compressive force between the elements constituting the belt 52, and the compressive force is transmitted to the secondary pulley 40 to try to rotate the secondary shaft 28. Torque is generated.

  Further, when torque is transmitted to the secondary shaft 28, the torque is transmitted to the sun gear 72 that is an input element of the final reduction gear 71. The torque transmitted to the sun gear 72 is transmitted to the large-diameter pinion gear 73 and the small-diameter pinion gear 74, and the fixed ring gear 75 serves as a reaction force element, and torque is output from the carrier 76. In the final reduction gear 71, the rotational speed of the carrier 76 is lower than the rotational speed of the sun gear 72. That is, the gear ratio of the final reduction gear 71 becomes larger than “1”, and the output torque is amplified with respect to the input torque. The torque output from the carrier 76 is transmitted to the differential case 77 of the differential 10, and the torque of the differential case 77 passes through the pinion shaft 78 and the pinion gear 79 and the two side gears 80 and 81. Is transmitted to each. The torque of the side gear 80 is transmitted to the wheel 88 via the axle shaft 82 and the drive shaft 87, and the torque of the side gear 81 is transmitted to the wheel via the axle shaft 83 and the drive shaft 89. 90, the driving force is generated. In the differential 10, since the two side gears 80 and 81 are meshed with the pinion gear 79, the differential rotation between the wheel 88 and the wheel 90 occurs when the vehicle 1 turns. Permissible. That is, a difference between the rotation speed of the wheel 88 and the rotation speed of the wheel 90 is allowed.

  Further, when the forward position is selected, the target output of the motor / generator 9 is also obtained based on the required driving force. The shortage of the engine torque can be compensated for by the torque of the motor / generator 9. In this case, electric power is supplied to the motor / generator 9 to drive the motor / generator 9, and the torque output from the motor / generator 9 is transmitted to the secondary shaft 28 via the gear transmission 69. In this manner, the power of the engine 2 and the power of the motor / generator 9 are combined by the secondary shaft 28 and the torque can be transmitted to the wheels 88 and 90.

  When the torque of the motor / generator 9 is transmitted to the secondary shaft 28, the gear ratio of the gear transmission 69 is larger than “1”, so the torque of the motor / generator 9 is amplified and applied to the secondary shaft 28. Communicated. In the first specific example, it is also possible to select control (electric vehicle mode) for stopping the engine 2 and driving the motor / generator 9 as an electric motor based on the required driving force. . When this electric vehicle mode is selected, torque output from the motor / generator 9 is transmitted to the wheels 88 and 90 to generate driving force. When the electric vehicle mode is selected, both the forward clutch 26 and the reverse brake 27 are released. Therefore, it is possible to avoid that a part of the power of the motor / generator 9 is transmitted to the input shaft 15 via the belt type continuously variable transmission 8.

  Next, a case where the reverse position is selected will be described. In this case, in the forward / reverse switching device 7, the forward clutch 26 is released and the reverse brake 27 is engaged. That is, the ring gear 22 is fixed. When the engine torque is transmitted to the input shaft 15, the ring gear 22 becomes a reaction force element, and the carrier 25 is rotated in the opposite direction to the sun gear 21. The torque of the carrier 25 is transmitted to the wheels 88 and 90 through the same path as when the forward position is selected, and a driving force is generated. Even when the reverse position is selected, the motor / generator 9 can be driven as an electric motor, and control for transmitting the torque to the secondary shaft 28 can be executed. The rotation direction of the motor / generator 9 when the reverse position is selected is controlled in the opposite direction to that when the forward position is selected. Furthermore, even when this reverse position is selected, the electric vehicle mode can be selected in the same manner as described above.

  In the first specific example, the secondary shaft 28 and the axle shafts 82 and 83 of the differential 10 are arranged coaxially around a common rotation axis B1. For this reason, the rotation axis A1 of the primary shaft 20 and the rotation axis D1 of the rotor 60 of the motor / generator 9 constitute three rotation axes. Therefore, the space occupied by the hybrid drive device can be narrowed in both the front-rear direction and the height direction of the vehicle 1, and the on-board performance is improved. Furthermore, as shown in FIG. 5, the arrangement position of the motor / generator 9 is configured such that an acute triangle is formed by straight lines C1, E1, and F1 connecting the rotation axes A1, B1, and D1. Specifically, the rotation axis D1 is disposed above the rotation axes A1 and B1, and the rotation axis D1 is between the rotation axis A1 and the rotation axis B1 in the front-rear direction of the vehicle 1. Has been placed. Therefore, the space occupied by the hybrid drive device in the front-rear direction of the vehicle 1 is further narrowed, and an increase in physique is suppressed. Furthermore, an increase in the number of rotating elements can be suppressed, and an increase in weight and an increase in manufacturing cost can be suppressed.

  Further, in the first specific example, an annular member 53 in which the driven gear 58 is formed is attached to the outer periphery of the secondary shaft 28, and the secondary shaft 28 is supported by the bearings 44 and 45. That is, a bearing that supports the annular member 53 and the secondary shaft 28 is shared. Therefore, the number of bearings that support the rotating element can be reduced, and an increase in manufacturing cost of the hybrid drive device can be suppressed. Furthermore, it can be avoided that a large number of bearings are arranged in series in the direction along the rotation axis B1, and an increase in the total length in the direction along the rotation axis can be suppressed. Further, in a state where the hybrid drive device is assembled, the bearing 44 is held by the transaxle case 12 and the bearing 45 is held by the transaxle housing 11. Between these, the secondary pulley 40 and the driven gear 58 are provided. Therefore, in the step of assembling the hybrid drive device, the annular member 53 is attached to the outer periphery of the secondary shaft 28 and tightened with the lock nut 55, and the bearings 44 and 45 are attached to the outer periphery of the secondary shaft 28. The hybrid drive device can be assembled by constituting a (unit) and sandwiching the assembly by the transaxle housing 11 and the transaxle case 12. Therefore, the driven gear 58 can be prevented from contacting a part of the transaxle housing 1.

  Furthermore, in the first specific example, the secondary cylinder 47 and the annular member 53 are disposed between the movable piece 42 and the engine 2 in the direction along the rotation axis B1. The portion 57 is disposed on the outer side in the radial direction of the cylindrical portion 50 of the secondary cylinder 47. That is, a part of the arrangement region of the secondary cylinder 47 and a part of the arrangement region of the annular member 53 overlap each other in the direction along the rotation axis B1. Therefore, the arrangement space of components in the direction along the rotation axis B1 is narrowed, and the overall length of the hybrid drive device in the rotation axis direction can be shortened. In addition, the arrangement regions of the driven gear 58, the idler gear 68, and the drive gear 64 are substantially the same in the direction along the rotation axis B1. Furthermore, the arrangement regions of the primary pulley 33, the secondary pulley 40, and the motor / generator 9 overlap in the direction along the rotation axis B1. Therefore, the arrangement space of the components in the direction along the rotation axis B1 is narrowed, and the overall length of the hybrid drive device in the rotation axis direction can be further shortened. Furthermore, if the distance between the rotation axis B1 and the rotation axis D1 is the same and the transmission gear ratio (reduction ratio) of the transmission device 69 is constant, the outer diameter of the driven gear 58 is increased. The outer diameter of the idler gear 68 can be reduced, and the idler shaft 65 can be arranged compactly.

  In the first specific example, when the vehicle 1 is started, the above-described electric vehicle mode is selected, and then the torque capacity of the forward clutch 26 is gradually increased and the engine torque is transmitted to the input shaft 20. It is also possible to perform control. Such control is referred to as friction start control. By performing the friction start control, it is not necessary to provide a starting clutch such as a fluid transmission device. In addition, when the driving power is insufficient only with the power of the motor / generator 9, or when the electric power supplied to the motor / generator 9 is low, the insufficient driving power can be compensated by performing the friction start control. . Further, it is not necessary to provide a fluid transmission device as described above, and the wall portion 19 and the damper mechanism 6 and the driven gear 58 are part of the arrangement region in the direction along the rotational axis B1. Since they overlap, the increase in the total length can be suppressed, and the on-vehicle performance is improved.

  Further, in this specific example 1, the idler shaft 65 is supported by bearings 66 and 67, and one bearing 67 is supported by the differential housing 14. Further, the inner diameter of the shaft hole 70 is larger than the outer diameter of the idler gear 68. For this reason, when the differential housing 14 and the transaxle housing 11 are disassembled and detached in the direction along the rotation axis C1 from the assembled state of the hybrid drive device, the differential housing 14 is held by the differential housing 14. The idler gear 68 of the idler shaft 65 passes through the shaft hole 70 and is taken out of the transaxle housing 11. In this way, power transmission between the motor / generator 9 and the driven gear 58 can be interrupted, and when the function and characteristics of the motor / generator 9 are inspected in this state, the inspection system is used. Can be suppressed.

  Here, the function and characteristic inspection of the motor / generator 9 includes back electromotive voltage measurement, origin adjustment of the resolver 91, origin deviation measurement of the resolver 91, maximum output and efficiency measurement of the motor / generator 9, and the motor. -Measurement of drag torque in the no-load state of the generator 9 is mentioned. The no-load state of the motor / generator 9 refers to a state where neither power running control nor regenerative control is performed, that is, a state where the rotor 60 can idle. As described above, when the function and characteristics of the motor / generator 9 are inspected or measured, the rotor 60 is rotated or idled. The rotating element of the belt-type continuously variable transmission 8 is dragged together with the rotor 60. Rotation can be avoided. In addition, it is possible to prevent the rotating element of the belt-type continuously variable transmission 8 from rotating and seizing in a state in which no lubricating oil is supplied to the belt-type continuously variable transmission 8, that is, in a non-lubricated state.

(Specific example 2)
Next, a specific example 2 of the hybrid drive device will be described with reference to FIGS. FIG. 6 is a skeleton diagram showing a power train of a vehicle having a hybrid drive device, FIG. 7 is a schematic diagram showing a positional relationship of rotation axes in the hybrid drive device, and FIGS. 8 to 10 are main parts of the hybrid drive device. It is sectional drawing shown. In the second specific example, the same reference numerals as those in the first specific example are given to the same components as in the first specific example. That is, also in the second specific example, as in the first specific example, the secondary shaft 28 of the belt type continuously variable transmission 8 and the differential 10 are configured to be rotatable about the same rotation axis B1. . Further, when the specific example 2 and the specific example 1 are compared, the connection location of the motor / generator 9 to the belt type continuously variable transmission 8 is different. In the second specific example, the motor / generator 9 and the primary shaft 15 of the belt type continuously variable transmission 8 are connected so as to be able to transmit power.

  More specifically, an inner cylinder portion 53A of the annular member 53 is attached to the outer periphery of the primary shaft 20 via a spline fitting portion 53B. In other words, the primary shaft 20 and the annular member 53 are configured to be integrally rotatable, and a driven gear 58 is formed on the outer periphery of the annular member 53. The rotor 60 of the motor / generator 9 and the driven gear 58 are connected by the drive gear 64 and the idler gear 68 so that power can be transmitted. The annular member 53 is disposed between the damper mechanism 6 and the fixed piece 34 in a direction along the axis A1. The inner ring of the bearing 30 is press-fitted and fixed to the outer periphery of the inner cylinder part 53 </ b> A of the annular member 53, and the outer ring of the bearing 30 is supported by the wall part 19. The shaft portion of the rotor 60 is supported by bearings 62 and 63, and the outer ring of one bearing 62 is supported by the transaxle case 12. On the other hand, a support wall 95 is provided inside the casing 5, and the support wall 95 is fixed to the transaxle case 12 using a fixing mechanism (not shown) such as a bolt or a nut. ing. The support wall 95 is disposed in the transaxle housing 11. The outer ring of the bearing 63 is supported by the support wall 95. In this way, the rotor 60 is supported so as to be rotatable about the rotation axis D1.

  An idler shaft 65 on which the idler gear 68 is formed is disposed in the transaxle housing 11, and the idler shaft 65 is rotatably supported by bearings 66 and 67. Further, in the casing 5, there is a wall portion 19 that divides the space in which the damper mechanism 6 is arranged and the space in which the belt type continuously variable transmission 8 is arranged in a direction along the rotation axis A <b> 1. Is provided. The wall portion 19 is provided continuously to the transaxle housing 11. The outer ring of the bearing 66 is supported by the support wall 95, and the outer ring of the bearing 67 is supported by the wall portion 19. That is, the idler shaft 65 is supported so as to be rotatable about the rotation axis C1. In this way, the rotor 60 of the motor / generator 9 and the primary shaft 20 are connected to each other so as to be able to transmit power by means of a transmission device, specifically, a parallel shaft type gear transmission device 69.

Furthermore, also in the specific example 2, the rotation axes A1, B1, and D1 are arranged in parallel to each other. Further, as shown in FIG. 7, the rotation axis C1 is arranged on a straight line F1 connecting the rotation axis A1 and the rotation axis D1 in a plane perpendicular to the rotation axis. That is, in the front-rear direction of the vehicle 1, the rotation axis C1 is disposed behind the rotation axis A1 and ahead of the rotation axis D1. The other configuration in FIG. 7 is the same as the configuration described in FIG. Further, in the embodiment 2, the motor-generator 9 and the belt-type continuously variable transmission 8 and before Symbol gear transmission 69 and the forward-reverse switching device 7 and the damper mechanism 6, along the respective rotational axis Is the same as the configuration described in the first specific example. Thus, in the specific example 2, the respective rotation axes are arranged non-coaxially and in parallel with each other.

In the second specific example, as in the first specific example, control for transmitting at least one power of the engine 2 or the motor / generator 9 to the wheels 88 and 90 can be executed. In the specific example 2 of this, the motor-generator 9 when driven as a motor, the torque of the motor generator 9 via the gear transmission 69, of the belt type continuously variable transmission 8 It is transmitted to the primary shaft 20. Also in the second specific example, the same effect as that of the first specific example can be obtained for the same components as in the first specific example. In the second specific example, the bearing 30 that supports the primary shaft 20 also has a function of supporting the annular member 53. For this reason, the number of bearings supporting the rotating element can be reduced, and an increase in the overall length of the hybrid drive device in the direction along the rotation axis can be suppressed. In addition, the annular member 53 is attached between the bearing 29 and the bearing 30 in a direction along the rotation axis A1. For this reason, in the assembly process of the hybrid drive device, the belt type continuously variable transmission 8 is provided in the transaxle case 12, and the annular member 53 and the bearing 30 are attached to the primary shaft 20, and a snap ring (not shown). Can be attached to the primary shaft 20 to form a unit (assembly) in which the annular member 53 and the bearing 30 are positioned and fixed, and then the transaxle housing 11 can be fixed to the transaxle case 12. .

  Furthermore, in the second specific example, the movable piece 35 is arranged on the opposite side of the arrangement position of the engine 2 across the fixed piece 34 in the direction along the rotation axis A1 of the primary shaft 20. Further, the gear transmission 69 is disposed between the fixed piece 34 and the engine 2 in a direction along the rotation axis A1. Furthermore, the arrangement area of the belt type continuously variable transmission 8 and the arrangement area of the motor / generator 9 overlap each other in the direction along the rotational axis A1. With these configurations, the space in the direction along the rotation axis A1 can be effectively used. Furthermore, in the direction along the rotation axis A1, the region where the bearing 30 is press-fitted into the inner cylindrical portion 53A of the annular member 53 and the region where the spline fitting portion 53C is formed overlap. Therefore, it is possible to suppress an increase in the overall length of the hybrid drive device in the direction along the rotation axis. Further, since the annular member 53 is spline-fitted to the primary shaft 20, a load due to deformation of the primary pulley 33 is not easily transmitted to the annular member 53. For this reason, the deformation / eccentricity of the driven gear 58 can be suppressed, and the deterioration of the gear noise in the meshing portions of the gears constituting the gear transmission 69 and the reduction in the strength of the gears can be reduced.

  Further, in this specific example 2, the idler shaft 65 is supported by being sandwiched between the support wall 95 and the transaxle housing 11. For this reason, when the transaxle housing 11 and the transaxle case 12 are disassembled, the engagement between the drive gear 64 and the idler gear 68 is released. That is, power transmission between the motor / generator 9 and the primary shaft 20 is interrupted. Therefore, when the functions and characteristics of the motor / generator 9 are inspected as in the first specific example, the same effects as in the first specific example can be obtained. Furthermore, since the motor / generator 9 is disposed on a different axis from the primary shaft 20 and the secondary shaft 28, the outer diameter of the motor / generator 9 can be increased. Therefore, the maximum torque of the motor / generator 9 can be increased, and the driving force generated when the electric vehicle mode is selected is improved.

The correspondence between the configuration of this specific example 2 and the configuration of the present invention will be described. The bearing 29 and the bearing 30 correspond to the first bearing and the second bearing in the present invention, and the movable piece 35 corresponds to the movable piece in the invention, the fixing piece 34 is equivalent to the fixed piece in the present invention, the rotation axis A1 is equivalent to the axis of rotation of primary shaft in the present invention, the trans axle case 12, first in the present invention The support wall 95 corresponds to the first support member, the second support member in the present invention, and the transaxle housing 11 corresponds to the third support member in the present invention .

(Specific example 3)
Next, a specific example 3 of the hybrid drive device will be described with reference to FIGS. 11 to 13. Also in the third specific example, the configuration in which the differential 10 is arranged coaxially with the secondary shaft is the same as the specific example. In the third specific example, the configuration in which the motor / generator 9 is connected to the primary shaft 20 so as to be able to transmit power is the same as in the second specific example. When the specific example 3 and the specific example 2 are compared, the configuration in which the rotor 60 of the motor / generator 9 is arranged coaxially with the primary shaft 20 is different. First, the motor / generator 9 is disposed between the fixed piece 34 and the damper mechanism 6 in a direction along the rotation axis A1. The structure of the rotor 60 of the motor / generator 9 will be specifically described. The holder 60B of the rotor 60 has an inner cylinder part 60C, an outward flange 60D continuous with the inner cylinder part 60C, and an outer cylinder part 60E formed continuously on the outer peripheral end of the outward flange 60D. doing. Then, the external teeth (not shown) formed on the outer peripheral surface of the primary shaft 28 and the inner teeth (not shown) formed on the inner periphery of the inner cylinder portion 60C are engaged with each other, and spline fitting is performed. A portion 97 is formed. In this manner, the primary shaft 28 and the rotor 60 are coupled so as to rotate integrally and to be rotatable about the common rotation axis A1.

  On the other hand, the wall portion 19 provided in the transaxle housing 11 is configured to bend so as to approach the rotor 60 from the side of the stator 59 in a direction along the rotation axis A1. Further, a partial arrangement region of the wall portion 19 and an arrangement region of the motor / generator 9 overlap each other in the direction along the rotational axis A1. A part of the wall portion 19 is disposed between the inner cylinder portion 60C and the outer cylinder portion 60E in the radial direction centered on the rotation axis A1. Furthermore, the outer ring of the bearing 30 is supported by the recess formed in the wall portion 19, and the inner ring of the bearing 30 is fitted and fixed to the outer periphery of the inner cylinder portion 60 </ b> C. In this way, the arrangement area of the spline fitting portion 97 and the arrangement area of the bearing 30 overlap in the direction along the rotation axis A1. As shown in FIG. 13, the transaxle housing 11 is formed with a cylindrical portion 98 continuous with the wall portion 19, and the stator 59 is attached to the inner periphery of the cylindrical portion 98. The stator 59 is positioned and fixed in the radial direction and the direction along the rotation axis A1 by coupling and fixing the transaxle housing 11 and the transaxle case 12.

In the specific example 3, the structures of the secondary shaft 28 and the secondary pulley 40 are the same as those in the specific example 2. The structure of the differential 10 is the same as that of the second specific example described with reference to FIG. In the third specific example, the same operational effects as those of the first specific example and the second specific example can be obtained for the same components as those of the first specific example and the second specific example. In the third specific example, since the rotor 60 of the motor / generator 9 and the primary shaft 20 are coaxially arranged, the hybrid drive device is enlarged in the radial direction centered on the rotation axis A1. This can be suppressed. In the third specific example, as in the case described in the first specific example, at least one of the engine 2 or the motor / generator 9 is driven, and control for transmitting the torque to the wheels 88 and 90 can be executed. There is .

  In each of the above specific examples, the forward / reverse switching device is arranged in the power transmission path from the engine to the belt type continuously variable transmission. However, the present invention provides a power transmission path from the belt type continuously variable transmission to the wheels. In addition, the present invention can be applied to a vehicle in which a forward / reverse switching device is arranged. Furthermore, it is also possible to use a single pinion type planetary gear mechanism as the planetary gear mechanism constituting the forward / reverse switching device. Further, a parallel shaft gear mechanism and a meshing clutch mechanism can be used as the forward / reverse switching device. In addition, each of the above specific examples is a two-wheel drive vehicle, and all the rotational axes are arranged in the width direction (left-right direction) of the vehicle. The power of the generator can be distributed to the forward and rear wheels via a differential (center differential). In this case, all the rotation axes are arranged in the front-rear direction of the vehicle. Further, examples of the vehicle include a passenger car and a transport vehicle. Furthermore, the bearing used in each specific example has a function as a radial bearing and a thrust bearing.

  DESCRIPTION OF SYMBOLS 2 ... Engine, 3 ... Crankshaft, 8 ... Belt type continuously variable transmission, 9 ... Motor generator, 10 ... Differential, 11 ... Transaxle housing, 12 ... Transaxle case, 14 ... Differential housing, 16 ... Flywheel, 29, 30, 44, 45 ... bearing, 33 ... primary pulley, 34, 41 ... fixed piece, 35, 42 ... movable piece, 37, 47 ... hydraulic servo mechanism, 40 ... secondary pulley, 52 ... belt, 53 ... annular member 53A ... Inner cylinder part, 53B, 97 ... Spline fitting part, 58 ... Driven gear, 60 ... Rotor, 60C ... Inner cylinder part, 61 ... Idler shaft, 68 ... Idler gear, 69 ... Gear transmission, 70 ... Shaft hole, 77: Differential case, 80, 81 ... Side gear, 82, 83 ... Axle Yafuto, 95 ... support wall, A1, B1, C1, D1 ... rotational axis, C1, E1, F1 ... straight.

Claims (5)

A primary shaft to which power output from the engine is input; a secondary shaft disposed in parallel with the primary shaft; a primary pulley provided on the primary shaft; a secondary pulley provided on the secondary shaft; A belt-type continuously variable transmission having a primary pulley and an endless belt wound around the secondary pulley;
An input member to which power output from the secondary shaft is transmitted; and a first output member and a second output member to which power is transmitted from the input member and arranged in parallel with each other. A differential capable of differential rotation between the first output member and the second output member;
In a hybrid drive device having an electric motor that outputs power transmitted to the differential,
On the same axis as the rotation axis of the secondary shaft, the differential input member and the first output member and the second output member are rotatably arranged,
The rotation axis of the output shaft of the engine and the rotation axis of the primary shaft are arranged coaxially, the rotation axis of the rotor of the electric motor and the rotation axis of the secondary shaft are arranged in parallel, and the electric motor The rotational axis of the rotor is disposed above the rotational axis of the output shaft of the engine and the rotational axis of the differential,
The power output from the rotor of the electric motor is configured to be transmitted to the differential via the primary shaft and the secondary shaft ,
A first support member and a second support member coupled to support the electric motor; a transmission member coupled to the primary shaft so as to be capable of transmitting power; and an intermediate member transmitting power of the rotor of the motor to the transmission member. The hybrid drive device is characterized in that the intermediate transmission member is sandwiched and supported by the second support member and the third support member in a direction along the rotation axis . The primary pulley has a movable piece operable in a direction along the rotation axis, and a fixed piece inoperable in a direction along the rotation axis, and along the rotation axis of the primary shaft. The movable piece is disposed closer to the engine than the fixed piece in the direction, and the electric motor is opposed to the engine across the transmission member in the direction along the rotation axis of the primary shaft. hybrid drive unit according to claim 1 characterized in that it is arranged on the side. A first bearing and a second bearing that rotatably support the primary shaft are arranged at different positions in a direction along the rotation axis of the primary shaft,
The transmission member is disposed coaxially with the rotation axis of the primary shaft and between the first bearing and the second bearing, and the transmission member is a first bearing or a second bearing. the hybrid driving apparatus according to claim 1 or 2, characterized in that it is rotatably supported lifting the bearing. Wherein the different positions in the direction along the rotation axis of the primer shafts, a first bearing and the second bearing is arranged for rotatably supporting the primary shaft,
Before Symbol transmission member, said has a cylindrical portion in which is mounted through a spline fitting portion to the primary shaft, the first bearing or one bearing of the second bearing, the inner tube And a region where the spline fitting portion is formed and a region where the one bearing is disposed in a direction along a rotation axis of the primary shaft. The hybrid drive device according to claim 1 , wherein the hybrid drive device is overlapped . Before Symbol The transmission member, the hybrid drive device according to any one of claims 1 to 4, characterized in that includes gears composing the gear transmission of the parallel shaft-type.

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