JP5654411B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device that includes a plurality of electric motors and can drive at least one of them to drive wheels of the vehicle.

  Conventionally, there is a drive device for a hybrid vehicle having an engine and a motor. In such a hybrid vehicle drive device, for example, as shown in Patent Document 1, in addition to an engine as a drive source, a generator motor that is an electric motor for mainly generating power, and a drive source for the vehicle mainly Some have a traction motor, which is a functioning electric motor.

  By the way, in the hybrid vehicle driving apparatus as described above, the engine is started by the driving force of the generator motor. Therefore, in addition to the driving force transmission path for driving the vehicle by transmitting the driving force of the engine or the traction motor to the driving wheel, the driving force of the generator motor is transmitted to the engine to start the engine. Driving force transmission path.

  However, when the engine is started with the driving force of the generator motor, the rotational speed of the driving force transmitted through the driving force transmission path for starting the engine is the natural frequency between the start of the engine and the reaching of the idling rotational speed. There is a possibility that resonance will occur by passing through. Furthermore, when the natural frequency overlaps with the natural frequency of the powertrain support parts (mounting, etc.), excessive resonance occurs, impact load is applied to each part, and large body vibration may occur due to resonance. There is.

  As a conventional technique capable of preventing transmission of excessive torque due to resonance as described above, there is a drive device described in Patent Document 2. In Patent Document 2, in a hybrid vehicle driving device having a driving force transmission path for transmitting driving forces of an engine and an electric motor to driving wheels, a torque limiter mechanism is provided inside the rotor of the electric motor installed in the driving force transmission path. A structure in which is arranged is disclosed.

  According to Patent Document 2, according to the hybrid vehicle drive device provided with the torque limiter mechanism described in Patent Document 2, even when resonance occurs when the engine is started by the generator motor, the torque due to the resonance exceeds the specified value. Then, since the torque limiter mechanism operates, there is a description that excessive torque exceeding the allowable range is not transmitted, and it is possible to guarantee the component strength of each part of the drive device when resonance occurs.

International Publication WO2009 / 128288 JP 2010-254230 A

  By the way, the drive device of Patent Document 2 uses a wet torque limiter mechanism in which hydraulic oil is supplied to the friction material. In a drive device for a hybrid vehicle, a friction material is usually used by using hydraulic oil based on a relatively low viscosity hydraulic oil (ATF) for improving fuel efficiency and reducing shift shock. [Mu] -v characteristic is a positive gradient (i.e., static friction coefficient <dynamic friction coefficient). However, the wet-type torque limiter mechanism under such usage environment increases the friction coefficient of the friction material (static friction coefficient <dynamic friction coefficient) when slippage occurs due to resonance and reaches the specified torque limiter torque. There is a risk of excessive torque exceeding the torque. For this reason, even if the above-described wet torque limiter mechanism is installed in the driving force transmission path connected to the generator motor, there is a possibility that torque exceeding a specified level may be transmitted to the downstream side of the torque limiter mechanism in the driving force transmission.

  Therefore, in order to more surely prevent the occurrence of excessive torque exceeding the specified torque on the downstream side of the torque limiter mechanism, it is used in an environment where hydraulic oil is not supplied instead of the wet torque limiter mechanism as described above. It is conceivable to install a dry torque limiter mechanism in which the μ-v characteristic of the friction material has a negative gradient (that is, the coefficient of static friction> dynamic friction coefficient). However, the inside of the casing of the hybrid vehicle driving apparatus as shown in Patent Document 1 is in a wet operating environment in which hydraulic oil is constantly supplied. Therefore, when a dry torque limiter is installed in the driving force transmission path of the driving device of the hybrid vehicle, a storage chamber for a torque limiter mechanism surrounded by a partition is defined in the casing, and the torque limiter is formed in the storage chamber. By arranging the structural parts of the mechanism, a structure that prevents the structural parts of the torque limiter mechanism from being exposed to the hydraulic oil in the casing of the drive device may be considered.

  However, in this case, if a failure (leakage of hydraulic oil) occurs in the oil seal or the like installed at the boundary between the casing of the driving device and the storage chamber of the torque limiter mechanism, the hydraulic oil is stored in the storage chamber of the torque limiter mechanism. May leak out. Then, the components of the dry torque limiter mechanism are exposed to the hydraulic oil, and there is a risk that the normal function of the torque limiter mechanism cannot be ensured. Therefore, in order to install a dry torque limiter mechanism, a structure to prevent the component parts of the torque limiter mechanism from being immersed in the hydraulic oil in the event of a failure in the storage chamber of the torque limiter mechanism Is desired.

  The present invention has been made in view of the above-described points, and an object of the present invention is to provide an effect that a dry torque limiter mechanism installed in a casing of a driving device is exposed to hydraulic oil in the casing with a simple configuration. An object of the present invention is to provide a vehicular drive device that can be prevented automatically and can ensure a normal function of a torque limiter mechanism.

  The present invention for solving the above problems includes a first electric motor (60) and a second electric motor (70), a first rotating shaft (2a, 2c) on which the first electric motor (60) is installed, and a first rotation. A second rotating shaft (2b) disposed concentrically with the shaft (2a, 2c) and provided with a second electric motor (70), the first rotating shaft (2a, 2c) and the second rotating shaft In the vehicle drive device (100) capable of transmitting the drive force of at least one of the first electric motor (60) and the second electric motor (70) to the drive wheels (47, 47) of the vehicle via (2b), The one rotation shaft (2a, 2c) is divided into one shaft portion (2c) where the first electric motor (60) is installed in the axial direction and the other shaft portion (2a). The electric motor (60) and the second electric motor (70) are disposed adjacent to each other in the axial direction, and the first electric motor (60) And a casing (52) containing components of the vehicle drive device (100) including the second electric motor (70), the first rotating shaft (2a, 2c) and the second rotating shaft (2b), and the casing (52) Is installed between one shaft portion (2c) of the first rotary shaft (2a, 2c) and the other shaft portion (2a), and is a dry type for limiting the driving force transmitted between them. A torque limiter mechanism (TL), and a component of the torque limiter mechanism (TL) is a casing member formed by a partition member (112, 113) disposed between the first electric motor (60) and the second electric motor (70). A communication path (115) is provided that is accommodated in the torque limiter accommodating chamber (111) isolated from the internal space of (52) and communicates from the inside of the torque limiter accommodating chamber (111) to the outside of the casing (52). It is characterized by that.

  The vehicle drive device according to the present invention includes a dry torque limiter mechanism installed between one shaft portion and the other shaft portion of the first rotating shaft on which the first electric motor is installed. And the communicating path which connects the exterior of the casing of the vehicle drive device from the torque limiter storage chamber which accommodates the component of this torque limiter mechanism is provided. As a result, it is possible to prevent a change in the internal pressure of the torque limiter accommodating chamber, so that the hydraulic oil in the casing of the vehicle drive device is accommodated in the torque limiter accommodating portion from the mating surface of the partition wall member and the oil seal constituting the torque limiter accommodating chamber. It can prevent leaking into the room. In addition, even if the hydraulic oil in the casing leaks into the torque limiter accommodating chamber due to the mating surfaces of the partition wall members constituting the torque limiter accommodating chamber or the failure of the oil seal, the communication via the communication path It becomes possible to discharge the hydraulic oil in the torque limiter housing chamber to the outside. Accordingly, it is possible to prevent the components (such as the friction material) of the dry torque limiter mechanism from being immersed in the hydraulic oil, so that the normal function of the torque limiter mechanism can be maintained.

  Further, in the above vehicle drive device, the communication path (115) has a casing (115a) more than the end portion (115a) on the torque limiter accommodating chamber (111) side in a state where the vehicle drive device (100) is mounted on the vehicle. It is preferable that the outer end portion (115b) of 52) is provided so that the height position in the vertical direction is lower. According to this configuration, since the outer side of the casing is lower than the torque limiter accommodating chamber side of the communication path, the hydraulic oil dischargeability through the communication path can be improved. Therefore, it is possible to more effectively prevent the component parts of the torque limiter mechanism from being immersed in the hydraulic oil. Further, when the hydraulic oil leaks into the torque limiter accommodation chamber, the hydraulic oil in the torque limiter accommodation chamber passes through the communication path and is discharged to the ground from the lower surface side of the vehicle. For this reason, if the vehicle is jacked up and investigated from the lower surface side of the vehicle, it is possible to visually confirm the discharge of the hydraulic oil. Therefore, it is possible to reliably detect that the hydraulic oil has leaked into the torque limiter accommodation chamber, and it is possible to easily determine the failure site.

  Further, in the vehicle drive device described above, the end surfaces (67a, 77a) facing the communication path (15) in at least one stator coil (67, 77) of the first electric motor (60) and the second electric motor (70). It is preferable that a concave relief portion (68, 78) corresponding to the communication passage (115) is formed. According to this configuration, it is not necessary to secure a space for the communication path in the gap between the first motor and the second motor in the axial direction, or the space for the communication path can be suppressed to a small size. It becomes. Thereby, since the 1st electric motor and the 2nd electric motor can be arranged near each other, the increase in the axial direction size of the vehicular drive device by providing the communicating path can be prevented. Therefore, the mounting property of the vehicle drive device on the vehicle can be improved.

  Further, in the vehicle drive device described above, the torque limiter mechanism (TL) is coupled to one of the shaft portion (2c) and the other shaft portion (2a) of the first rotation shaft (2a, 2c). A hub member (106) having a cylindrical inner diameter portion (107), and connected to the other one of the one shaft portion (2c) and the other shaft portion (2a), on the outer diameter side of the inner diameter portion (107) A guide member (104) having a cylindrical outer diameter portion (105) arranged, and a plurality of friction materials (101, 102) connected to the inner diameter portion (107) and the outer diameter portion (105) are shafts. A friction engagement portion (108) alternately stacked in the direction, and the hub member (106) or the guide member (104) covers one end surface of the friction engagement portion (108) in the axial direction. And extending outward in the radial direction of the outer diameter portion (105) of the guide member (104). That may tabular shielding member (120) is mounted.

  According to this configuration, even if the hydraulic oil in the casing leaks into the torque limiter accommodating chamber due to the mating surfaces of the partition wall members constituting the torque limiter accommodating chamber or the failure of the oil seal, Is guided by the shielding member while avoiding the components of the frictional engagement portion. As a result, the hydraulic oil is discharged to the outside of the torque limiter housing chamber via the communication path without reaching the friction engagement portion. Therefore, the normal function of the dry torque limiter mechanism can be ensured more reliably.

  Further, in this case, the shielding member (120) is bent toward the communication path (115) at a position where the tip part (120a) faces the communication path (115) of the torque limiter accommodating chamber (111). It is good to be. According to this configuration, since the hydraulic oil is easily guided to the communication path through the shielding member, the hydraulic oil that has entered the torque limiter storage chamber can be more reliably discharged to the outside of the torque limiter storage chamber through the communication path. it can.

  Further, in this case, the hub member (106) has a peak portion (106a) protruding toward the inner surface of the partition wall member (113), and a partition wall member (113) between the peak portion (106a) and the inner diameter portion (107). ), And the shielding member (120) is attached to the guide member (104). The hub member (106) side of the shielding member (120) It is preferable that the end portion (120c) is disposed to face the trough portion (106b).

  According to this configuration, since the end portion of the shielding member attached to the guide member is arranged to face the trough portion of the hub member, the hydraulic oil that has entered the torque limiter accommodating chamber is caused by the crest and trough portions of the hub member. Even when the fluid flows along the flow path, the hydraulic oil is guided by the guide member while avoiding the components of the friction engagement portion. Thus, the hydraulic oil is discharged from the communication path to the outside of the torque limiter housing chamber without reaching the friction engagement portion.

  Further, in this case, the apex of the peak portion (106a) in the hub member (106) is set to be closer to the inner surface of the partition wall member (112, 113) in the axial direction than the outer surface of the shielding member (120). It is good to have. According to this, the hydraulic oil that flows from the peak portion to the outside in the radial direction due to the rotation of the hub member becomes difficult to adhere to the shielding member. Therefore, when the rotation operation of the torque limiter mechanism is stopped, the possibility that the hydraulic oil reaches the friction engagement portion becomes extremely low. For this reason, the constituent members of the friction engagement portion do not have to be exposed to the hydraulic oil, and thus it is possible to ensure the normal function of the torque limiter mechanism.

  Further, in the vehicle drive device described above, the torque limiter mechanism (TL) is coupled to one of the shaft portion (2c) and the other shaft portion (2a) of the first rotation shaft (2a, 2c). A hub member (106) having a cylindrical inner diameter portion (107), and connected to the other one of the one shaft portion (2c) and the other shaft portion (2a), on the outer diameter side of the inner diameter portion (107) A plurality of guide members (104) having a cylindrical outer diameter portion (105) disposed, and alternately stacked in the axial direction by engaging with each of the inner diameter portion (107) and the outer diameter portion (105). A friction engagement portion (108) having a friction member (101, 102) and a locking member (109) for locking axial ends of the plurality of friction materials (101, 102). At least one of the outer diameter part (105) of the guide member (104) and the inner diameter part (107) of the hub member (106) Are formed with a plurality of groove portions (105a) for spline-engaging each of the plurality of protruding tooth portions (101a, 109a) formed at the edges of the friction material (101) and the locking member (109), The number of teeth (101a, 109a) that the friction material (101) or the locking member (109) has is the groove (105a) formed in the outer diameter (105) of the guide member (104) or the inner diameter of the hub member. It is preferable that at least one of the groove portions (105a) is a gap portion (103) in which the tooth portions (101a, 109a) are not engaged.

According to this configuration, a part of the groove portion of the guide member or the hub member is formed as a gap portion in which the tooth portion of the friction member or the locking member is not engaged, so that the friction member is generated along with the friction engagement. The wear powder can be discharged from the gap portion to the outside of the friction engagement portion. That is, by providing a gap portion due to a missing tooth in the groove portion of the guide member or the hub member so that the wear powder can be discharged from the gap portion by centrifugal force, it is difficult for the wear powder to adhere to the friction material and the locking member. Become. As a result, the normal function of the torque limiter mechanism can be maintained over a long period of time.
In addition, the code | symbol in said parenthesis shows the code | symbol of the component in embodiment mentioned later as an example of this invention.

  According to the vehicle drive device of the present invention, it is possible to effectively prevent the dry torque limiter mechanism installed in the casing of the vehicle drive device from being exposed to the hydraulic oil in the casing with a simple configuration. The normal function of the torque limiter mechanism can be secured.

It is a skeleton figure of the hybrid vehicle drive device concerning one embodiment of the present invention. 1 is a main cross-sectional view of a hybrid vehicle drive device according to an embodiment of the present invention. It is a figure which shows typically the arrangement | positioning relationship of each axis | shaft and each gear which looked at the drive device for hybrid vehicles from the axial direction. FIG. 3 is a partial enlarged view showing a portion A of FIG. 2, and a cross-sectional view showing a detailed configuration example of a torque limiter mechanism. It is a figure for demonstrating arrangement | positioning of a torque limiter accommodation chamber and a communicating hole, and is the figure which looked at the external appearance of the casing from the axial direction. It is a perspective view which shows the stator coil of a motor or a generator. It is a figure for demonstrating arrangement | positioning of a torque limiter accommodation chamber and a communicating hole, (a) is the external view which looked at the casing of the engine and the drive device for hybrid vehicles from the axial direction, (b) is those of axial direction It is the external view seen from the side part. It is sectional drawing which shows the detailed structural example of the torque limiter mechanism with which the drive device for hybrid vehicles concerning 2nd Embodiment of this invention is provided. It is a figure for demonstrating the flow of the hydraulic fluid assumed when hydraulic fluid penetrate | invades into a torque limiter storage chamber, (a) is an enlarged view which shows the upper end side of a storage chamber, (b) is a view of a storage chamber. It is an enlarged view which shows a lower end side. It is sectional drawing which shows the detailed structural example of the torque limiter mechanism with which the drive device for hybrid vehicles concerning 3rd Embodiment of this invention is provided. It is a figure for demonstrating the flow of hydraulic fluid assumed when hydraulic fluid penetrate | invades into a torque limiter storage chamber, (a) is the elements on larger scale which show the upper end side of a storage chamber, (b) is a storage chamber. It is the elements on larger scale which show the lower end side. It is a disassembled perspective view which shows the component of the friction engaging part of the torque limiter mechanism concerning 4th Embodiment of this invention. It is a figure which shows the structural example of the friction engagement part of a torque limiter mechanism, (a) is the schematic (part sectional drawing) which looked at the friction engagement part from the axial direction, (b) is Z of (a). It is the elements on larger scale which show a part. It is a figure which shows the other structural example of a friction engagement part, (a) is the schematic (part sectional drawing) which looked at the friction engagement part from the axial direction, (b) is Z part of (a). FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[First Embodiment]
FIG. 1 is a skeleton diagram of a hybrid vehicle drive apparatus 100 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle drive device 100 includes an engine 50, a generator motor (first electric motor) 60, a traction motor (second electric motor) 70, and a drive transmission unit 90. The drive transmission unit 90 includes an engine shaft 1, a motor / generator shaft 2, and an output shaft 3 that are arranged in parallel with each other at a predetermined interval.
The motor / generator shaft 2 includes an inner peripheral shaft 2 a connected to the engine shaft 1 via a generator drive gear train 10, a generator shaft 2 c connected to a generator motor (hereinafter referred to as “generator”) 60, It has a hollow outer peripheral shaft 2b for a motor that is coaxially arranged with the inner peripheral shaft 2a and connected to a traction motor (hereinafter referred to as "motor") 70.

  The inner peripheral shaft 2a and the generator shaft 2c are arranged coaxially side by side, and are connected via a torque limiter mechanism TL installed therebetween. The inner peripheral shaft 2a and the generator shaft 2c constitute a first rotating shaft according to the present invention. The motor outer peripheral shaft 2b corresponds to a second rotating shaft according to the present invention. The motor outer peripheral shaft 2 b is connected to the output shaft 3 via the motor power transmission gear train 20. Further, the engine shaft 1 is connected to the output shaft 3 via an engine power transmission gear train 30, and the engine shaft 1 and the engine are disposed on the side closer to the engine 50 than the engine power transmission gear train 30 on the engine shaft 1. A clutch 80 for switching connection / release of the power transmission path to / from the power transmission gear train 30 is provided.

  The output shaft 3 is connected to a differential device 45 that transmits power to the drive wheels 47 and 47 via the final gear train 40, and transmits the power of the engine 50, the motor 70, and the generator 60 to the drive wheels 47 and 47. It is possible.

  The hybrid vehicle drive device 100 having the above-described components as main components includes a transmission path for transmitting the power of the motor 70 to the drive wheels 47 and 47 and driving the vehicle, and the power of the engine 50 as the drive wheels 47 and 47. 47 and a transmission path for driving the vehicle, and these two transmission paths are alternatively selected or used in combination. In the transmission path for transmitting the power of the motor 70 to the drive wheels 47, 47, the power is transmitted in the order of the motor outer peripheral shaft 2 b → the motor power transmission gear train 20 → the output shaft 3 → the differential device 45 → the drive wheels 47 and 47. . On the other hand, in the transmission path for transmitting the power of the engine 50 to the drive wheels 47, 47, with the clutch 80 connected, the engine shaft 1 → the clutch 80 → the engine power transmission gear train 30 → the output shaft 3 → the differential device 45 → the drive. Power is transmitted in the order of the wheels 47 and 47.

  In addition to the above two transmission paths, a transmission path connecting the engine 50 and the generator 60 is established in the drive transmission unit 90. In this transmission path, the driving force is transmitted in the order of engine shaft 1 → generator drive gear train 10 → inner peripheral shaft 2a → torque limiter mechanism TL → generator shaft 2c → generator 60, or in the reverse order. Therefore, while the vehicle is traveling on the transmission path for transmitting the driving force of the motor 70 to the drive wheels 47, 47, the engine 50 is driven to generate the generator 60, and the generated electric power is supplied to the motor. By supplying to 70, so-called series operation is realized. Further, when the engine 50 is started while the engine 50 is stopped, the engine 50 can be cranked and started by the driving force of the generator 60 by driving the generator 60. Further, in this hybrid vehicle driving apparatus 100, the driving force of the engine 50 and the motor 70 is driven by driving the motor 70 while the engine is running through a transmission path for transmitting the driving force of the engine 50 to the drive wheels 47, 47. So-called parallel operation is also possible.

  A dry torque limiter mechanism TL is provided between the inner peripheral shaft 2a and the generator shaft 2c in the transmission path connecting the engine 50 and the generator 60, and power is transmitted to each other via the torque limiter mechanism TL. The In the torque limiter mechanism TL, when an excessive torque larger than a predetermined value is input, the torque limiter mechanism TL is adjusted so that the torque becomes a predetermined value or less by the action of the torque limiter mechanism TL. Thereby, it is possible to prevent transmission of a torque exceeding the specified torque between the inner peripheral shaft 2a and the generator shaft 2c.

  Thus, in the hybrid vehicle drive device 100 of the present embodiment, the power transmission portion (on the motor / generator shaft 2) is shifted (accelerated) via the generator drive gear train 10 with respect to the engine shaft 1. A torque limiter mechanism TL is disposed between the inner peripheral shaft 2a and the generator shaft 2c. According to this configuration, compared with the case where the torque limiter mechanism is disposed on the engine shaft 1, the torque limiter mechanism TL can be reduced in capacity and size, and the mountability of the torque limiter mechanism TL is improved. To do. In addition, by disabling the torque exceeding the specified torque when an impact load is input due to resonance, etc., it is not necessary to ensure the strength of the transmission parts more than necessary, and it is mounted by improving the fuel consumption and reducing the total length of the transmission. Can be improved.

  FIG. 2 is a main cross-sectional view showing a detailed configuration of the hybrid vehicle drive device 100. FIG. 3 is a diagram schematically showing the positional relationship between the shafts and the gears when the hybrid vehicle drive device 100 is viewed from the axial direction. In FIG. 3, gears indicated by the same line type (specifically, gears indicated by solid lines, gears indicated by dotted lines, and gears indicated by alternate long and short dash lines) are engaged with each other. Hereinafter, a specific structure of the hybrid vehicle drive device 100 will be described with reference to FIGS. 2 and 3. The hybrid vehicle drive device 100 includes a casing 52 including first, second, and third casings 52a, 52b, and 52c installed in this order from the engine 50 side (the right side in FIG. 2). The first casing 52 a is fixed to a damper housing 53 that houses the damper 56, and the first, second, and third casings 52 a, 52 b, 52 c are fixed to each other by a plurality of bolts 54. In addition, a generator 60 and a motor 70 are installed in the casing 52, and the engine shaft 1, the motor / generator shaft 2, and the output shaft 3 are arranged in parallel at predetermined intervals.

  The engine shaft 1 is disposed coaxially with the crankshaft 51 of the engine 50. The power of the crankshaft 51 is transmitted to the engine shaft 1 via the drive plate 55 and the damper 56. An output gear 11a constituting the generator drive gear train 10 is provided at the axial center of the engine shaft 1, and a clutch 80 is provided on the opposite side of the output gear 11a from the engine 50. The clutch 80 is a so-called multi-plate clutch for switching the presence / absence of driving force transmission between the engine shaft 1 and the output gear 21 c constituting the engine power transmission gear train 30. When the clutch 80 is disengaged, the power of the engine shaft 1 is not transmitted to the output shaft 3 via the engine power transmission gear train 30. On the other hand, when the clutch 80 is engaged, the power of the engine shaft 1 is transmitted to the output shaft 3 through the engine power transmission gear train 30 by the clutch 80.

  The motor 70 includes a rotor 74 whose inner peripheral side end is fixed to the motor outer peripheral shaft 2b, and a stator 75 fixed to the first casing 52a and disposed opposite to the rotor 74. The stator 75 includes a stator core 76 and a stator coil 77 wound around the stator core 76. The generator 60 includes a rotor 64 whose inner peripheral end is fixed to the generator shaft 2 c, and a stator 65 that is fixed to the second casing 52 b and arranged to face the rotor 64. The stator 65 includes a stator core 66 and a stator coil 67 wound around the stator core 66.

  The motor / generator shaft 2 includes a generator shaft 2c corresponding to one shaft portion of the first rotating shaft according to the present invention, an inner peripheral shaft 2a corresponding to the other shaft portion, and an outer periphery of the inner peripheral shaft 2a on the engine 50 side. And a motor outer peripheral shaft 2b corresponding to the second rotating shaft.

  An input gear 11b constituting the generator drive gear train 10 is formed at the end of the inner peripheral shaft 2a on the engine 50 side. The input gear 11b meshes with the output gear 11a on the engine shaft 1. In the generator drive gear train 10, the rotation of the engine shaft 1 is increased and transmitted to the inner peripheral shaft 2a. Further, the torque limiter mechanism TL installed at the end of the inner peripheral shaft 2a opposite to the engine 50 is installed between the motor 70 and the generator 60 in the axial direction.

  The motor outer peripheral shaft 2b has a double structure, and a rotor 74 of the motor 70 is attached so as to be integrally rotatable. An output gear 21a of the motor power transmission gear train 20 is provided at the end of the motor outer peripheral shaft 2b on the engine 50 side. The motor outer peripheral shaft 2b is supported by the first casing 52a by a bearing 71 disposed between the motor 70 and the output gear 21a. The motor outer peripheral shaft 2 b is supported by the first partition 112 of the torque limiter accommodating chamber 111 by a bearing 72 at the end opposite to the engine 50.

  The generator shaft 2 c is attached to a rotor 64 of the generator 60 so as to be integrally rotatable, and an end portion on the engine 50 side is supported by the second partition wall 113 of the torque limiter accommodating chamber 111 by a bearing 61. Further, the end opposite to the engine 50 is supported by the third casing 52 c by a bearing 62.

  The output shaft 3 is provided with an output gear 41a constituting the final gear train 40 and an input gear 21b constituting the motor power transmission gear train 20 and the engine power transmission gear train 30 in order from the engine 50 side. The input gear 21b meshes with the output gear 21c of the engine shaft 1 and the output gear 21a of the motor outer peripheral shaft 2b. The end of the output shaft 3 on the engine 50 side is supported by the damper housing 53 by a bearing 57, and the end opposite to the engine 50 is supported by the first casing 52a by a bearing 58.

  The differential device 45 includes an input gear 41 b that constitutes the final gear train 40. The input gear 41b meshes with the output gear 41a on the output shaft 3. Thus, at least one of the power of the motor 70 and the power of the engine 50 input to the output shaft 3 is transmitted to the differential shaft 46, and the left and right drive wheels 47, 47 (see FIG. 1) via the differential shaft 46. ). The differential device 45 has an end on the engine 50 side supported by a damper housing 53 by a bearing 59a, and an end on the opposite side of the engine 50 supported by a first casing 52a by a bearing 59b.

  Here, the configuration of the torque limiter mechanism TL will be described in detail. FIG. 4 is a partially enlarged view showing a portion A of FIG. 2, and is a view showing a detailed configuration of the torque limiter mechanism TL. As shown in the figure, the torque limiter mechanism TL includes a guide member 104 that is spun to the inner peripheral shaft 2a and integrally rotates, a hub member 106 that is splined to the generator shaft 2c and integrally rotates, and a plurality of disk-shaped members. Friction plate (friction material) 101 and friction disk (friction material) 102, disc spring 103 that urges friction plate 101 and friction disk 102, and end plate (locking member) fixed to guide member 104 109 or the like.

  A cylindrical outer diameter portion 105 is provided on the distal end side of the guide member 104, and a cylindrical shape disposed on the inner peripheral side of the outer diameter portion 105 of the guide member 104 is disposed on the distal end side of the hub member 106. An inner diameter portion 107 is provided. The outer peripheral edges of the plurality of friction plates 101 are spline-engaged with the inner surface of the outer diameter portion 105 of the guide member 104. Thereby, the plurality of friction plates 101 cannot move relative to the outer diameter portion 105 in the circumferential direction, and can move slightly in the axial direction. On the other hand, the inner peripheral edges of the plurality of friction disks 102 are spline-engaged with the inner diameter portion 107 of the hub member 106. As a result, the plurality of friction disks 102 cannot move relative to the inner diameter portion 107 in the circumferential direction, and can move slightly in the axial direction. The plurality of friction plates 101 and the friction disks 102 are alternately stacked in parallel with each other with a slight gap in the axial direction. The disc spring 103 urges the friction plate 101 and the friction disk 102 to move to the opposite side of the engine 50 by the urging force, and sandwiches them between the end plate 109. Thereby, the adjacent friction plate 101 and the friction disk 102 are in a friction engagement state. The inner diameter portion 107 and the outer diameter portion 105, the plurality of friction plates 101, the friction disk 102, the disc spring 10, the end plate 109, and the like constitute the friction engagement portion 108 of the torque limiter mechanism TL.

  In the torque limiter mechanism TL configured as described above, when the rotational torque transmitted from the generator 60 through the generator shaft 2c when the engine 50 is started is smaller than a predetermined value, the frictional force between the friction plate 101 and the friction disk 102 is the rotational torque. The friction plate 101 and the friction disk 102 are completely engaged and locked up. Thereby, the generator shaft 2c and the inner peripheral shaft 2a are directly connected (engaged state). The rotational torque is transmitted from the inner peripheral shaft 2 a to the engine shaft 1 through the generator drive gear train 10, and the engine 50 can be started by bringing the crankshaft 51 through the damper 56.

  On the other hand, when excessive torque is input from the generator 60 via the generator shaft 2c when the engine 50 is started and the rotational torque of the generator shaft 2c reaches a predetermined value, the rotational torque is reduced to the friction plate 101 and the friction disk. The friction plate 101 and the friction disk 102 are slidably engaged with each other against the frictional force 102 (operation state). Therefore, a rotational torque greater than a predetermined value is not transmitted between the guide member 104 and the hub member 106. As a result, the rotational torque transmitted to the engine shaft 1 via the inner peripheral shaft 2a is limited to a predetermined value or less.

  In this embodiment, the components of the torque limiter mechanism TL are accommodated in the torque limiter accommodating chamber 111 disposed between the generator 60 and the motor 70. The torque limiter accommodating chamber 111 includes a substantially plate-like first partition wall (partition member) 112 which is a part of the second casing 52b, and a second partition wall joined to the side surface of the first partition 112 on the generator 60 side by a bolt 110. (Partition wall member) 113. That is, the torque limiter accommodating chamber 111 is formed between the concave portion provided on the generator 60 side surface of the first partition 112 and the lid-shaped second partition 113 attached so as to cover the whole. The torque limiter accommodating chamber 111 is a space isolated from the internal space of the casing 52.

  Further, a bearing 61 is installed between the inner diameter side of the second partition wall 113 of the torque limiter accommodating chamber 111 and the outer peripheral surface of the generator shaft 2c, and the inner diameter side of the second partition wall 113 adjacent to the bearing 61 and the generator. An oil seal (seal member) 116 for sealing the torque limiter accommodating chamber 111 is installed between the outer surface of the shaft 2c. A bearing 72 is installed between the inner diameter side of the first partition 112 of the torque limiter accommodating chamber 111 and the motor outer peripheral shaft 2b, and the inner diameter side and inner periphery of the first partition 112 adjacent to the bearing 72 are provided. An oil seal (seal member) 117 for sealing the torque limiter accommodating chamber 111 is installed between the outer surface of the shaft 2a. In addition, the mating surface (joint surface) 114 between the first partition 112 and the second partition 113 is disposed at a position facing the outer side in the radial direction with respect to the friction engagement portion 108 of the torque limiter mechanism TL.

  The components of the dry torque limiter mechanism TL are accommodated in the torque limiter accommodating chamber 111 defined by the first partition 112 and the second partition 113, and thus a casing which is a wet environment to which hydraulic oil is supplied. 52 is isolated from the internal space. Accordingly, during normal operation, the hydraulic oil in the casing 52 does not enter the torque limiter storage chamber 111, and the torque limiter storage chamber 111 is maintained in a dry environment free of hydraulic oil. As a result, the components of the dry torque limiter mechanism TL are not exposed to the hydraulic fluid.

  In the torque limiter mechanism TL of the present embodiment, a communication path 115 including a through hole that communicates from the inside of the torque limiter housing chamber 111 to the outside of the casing 52 (that is, the atmospheric atmosphere) is provided. The communication path 115 extends linearly along the mating surface 114 in the vicinity of the mating surface 114 of the first partition 112 with the second partition 113. By providing this communication path 115, it is possible to prevent a change in the internal pressure of the torque limiter accommodating chamber 111, and therefore it is possible to prevent hydraulic fluid from leaking from the oil seals 116, 117 and the mating surface 114 to the torque limiter accommodating chamber 111. . In addition, even if hydraulic oil in the casing 52 leaks into the torque limiter accommodating chamber 111 due to a failure of the oil seals 116, 117 and the mating surface 114, the torque limiter is accommodated via the communication path 115. The hydraulic oil in the chamber 111 can be discharged to the outside.

  FIG. 5 is a view for explaining the arrangement of the torque limiter accommodating chamber 111 and the communication passage 115, and is an external view of the casing 52 of the hybrid vehicle drive device 100. FIG. As shown in the figure, the communication path 115 is vertically extended from the inlet 115a on the torque limiter accommodating chamber 111 side to the outlet 115b communicating with the outside of the casing 52 in a state where the hybrid vehicle drive device 100 is mounted on the vehicle. It extends downward. As described above, by disposing the communication path 115 so as to extend vertically downward, it is possible to improve the discharge performance of the hydraulic oil through the communication path 115. Therefore, even if hydraulic fluid leaks into the torque limiter accommodating chamber 111, it is possible to prevent the components of the torque limiter mechanism TL from being immersed in the hydraulic fluid. Thereby, the normal function of the torque limiter mechanism TL can be maintained.

  Further, when hydraulic oil leaks into the torque limiter storage chamber 111, the hydraulic oil in the torque limiter storage chamber 111 passes through the communication path 115 and is discharged from the lower surface side of the vehicle toward the ground. Therefore, it is possible to visually confirm the discharge of the hydraulic oil by investigating the lower surface side portion of the vehicle by jacking up the vehicle. Thereby, since it can detect reliably that the hydraulic fluid has leaked into the torque limiter accommodation chamber 111, a failure site | part can be determined easily.

  The communication path 115 is provided vertically downward from the torque limiter accommodating chamber 111 as described above, and moreover than the inlet 115a on the torque limiter accommodating chamber 111 side in a state where the hybrid vehicle drive device 100 is mounted on the vehicle. As long as the outlet 115b on the outer side of the casing 52 is provided so that the height position in the vertical direction is lower, it can be provided in other arrangements. Specifically, it can be provided within the range of the hatched portion B shown in FIG. As a result, the hydraulic oil that has entered the torque limiter housing chamber 111 can be discharged to the outside of the hybrid vehicle drive device 100 through the communication path 115.

  FIG. 6 is a perspective view showing the stator 65 (75) of the generator 60 (or the motor 70). In the present embodiment, in order to avoid the communication path 115 formed in the second partition wall 113, the second partition wall 113 corresponding to the communication path 115 protrudes from the axial end surfaces of the stator 75 of the motor 70 and the stator 65 of the generator 60. Concave relief portions 68 and 78 are formed along the shape. The escape portions 68 and 78 are linear concave portions extending in the radial direction on the axial end faces 67a and 77a of the stator coils 67 and 77, and the cross sections of the end faces 67a and 77a of the stator coils 67 and 77 are substantially U. This is a so-called squeezed mold. A projecting portion corresponding to the communication path 115 of the first partition 112 is disposed in the escape portions 68 and 78. Thus, the communication path 115 is arranged between the stator 75 of the motor 70 and the stator 65 of the generator 60 in the axial direction.

  As described above, the concave relief portions 68 and 78 corresponding to the communication path 115 are formed in the stator coil 77 of the motor 70 and the stator coil 67 of the generator 60, so that communication is established between the motor 70 and the generator 60 in the axial direction. It is not necessary to secure a space for the passage 115, or the space for the communication passage 115 can be suppressed to a small size. Thereby, since the motor 70 and the generator 60 can be disposed close to each other, an increase in the axial dimension of the hybrid vehicle drive device 100 due to the provision of the communication path 115 can be prevented. Therefore, it is possible to improve the mountability of the hybrid vehicle drive device 100 on the vehicle. Only one of the escape portion 78 provided in the stator coil 77 of the motor 70 and the escape portion 68 provided in the stator coil 67 of the generator 60 may be provided.

  7A and 7B are views for explaining the arrangement of the torque limiter accommodating chamber 111 and the communication passage 115. FIG. 7A is an external view of the casing 50a of the engine 50 and the casing 52 of the hybrid vehicle drive device 100 viewed from the axial direction. FIG. 4B is an external view of the above viewed from the side with respect to the axial direction. In the drawing, a torque limiter mechanism TL ′ installed on the engine shaft 1 is shown as a comparative example together with the torque limiter mechanism TL installed on the motor / generator shaft 2 in the present embodiment. Note that the torque limiter mechanism TL ′ installed on the engine shaft 1 is shown for comparison and is not included in the hybrid vehicle drive device 100 of the present embodiment.

  Here, the mating surface 130 of the casing 52 of the hybrid vehicle drive device 100 and the casing 50a of the engine 50 is seen from a ground line (ground line) GL in a state where the engine 50 and the hybrid vehicle drive device 100 are mounted on the vehicle. The distance from the ground end GL of the torque limiter mechanism TL installed on the motor / generator shaft 2 to Y is the distance from the ground line GL to the outlet 115b of the communication path 115, and is installed on the engine shaft 1. The distance from the ground line GL to the lower end of the torque limiter mechanism TL ′ in the torque limiter mechanism TL ′ is Y2.

  In this case, the outlet 115b of the communication path 115 in the torque limiter mechanism TL installed on the motor / generator shaft 2 of the present embodiment is arranged at a position higher than the lower end of the torque limiter mechanism TL ′ installed on the engine shaft 1. (Ie, Y1> Y2). As a result, the torque limiter mechanism TL provided in the hybrid vehicle drive device 100 of the present embodiment is more water resistant when the vehicle enters the submerged channel than the torque limiter mechanism TL ′ installed on the engine shaft 1. It is a difficult structure. Further, since the torque limiter accommodating chamber 111 is in a state where only one portion of the communication path 115 is opened, the inside of the torque limiter accommodating chamber 111 is substantially sealed by the entry of water into the communication path 115. Therefore, it is possible to prevent water from entering the torque limiter accommodation chamber 111 by the amount of air remaining in the torque limiter accommodation chamber 111. Therefore, even if the entire hybrid vehicle drive device 100 is submerged, the possibility that water enters the torque limiter housing chamber 111 from the communication path 115 is extremely low. On the other hand, the torque limiter mechanism TL ′ disposed on the engine shaft 1 is normally not sealed in the inside of the torque limiter mechanism TL ′, and therefore the entire hybrid vehicle drive device 100 is submerged. There is a possibility that the components of the torque limiter mechanism TL ′ will get wet.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. In the description of the second embodiment and the corresponding drawings, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted below. In addition, matters other than those described below are the same as those in the first embodiment. This is the same in other embodiments.

  FIG. 8 is a diagram showing a detailed configuration of the torque limiter mechanism TL provided in the hybrid vehicle drive apparatus 100 according to the second embodiment of the present invention, and shows a portion corresponding to the portion A of FIG. 2 in the first embodiment. It is an enlarged view. In the torque limiter mechanism TL of the present embodiment, a shielding plate (hydraulic oil intrusion prevention plate) 120 for preventing the hydraulic oil from reaching the friction engagement portion 108 is attached to the hub member 106. The shielding plate 120 is a thin plate-like member that is bent by press molding or the like, and the distal end portion 120c on the base side is fixed to one end of the inner diameter portion 107 of the hub member 106, and the vertical plate portion 120d on the tip side thereof is the diameter. The lateral plate portion that extends outward in the direction to the outside of the outer diameter portion 105 of the guide member 104, bends at a substantially right angle at that position, and further extends in the axial direction along the outer surface of the outer diameter portion 105 120b. As a result, in the shielding plate 120, the vertical plate portion 120d covers one end surface in the axial direction of the friction engagement portion 108, and the horizontal plate portion 120b extends outward in the radial direction of the outer diameter portion 105 of the guide member 104. Yes.

  Moreover, the front-end | tip of the horizontal-plate part 120b in the shielding board 120 is the bending part 120a bent by the substantially right angle toward the outer side of radial direction. The bent portion 120a is slightly displaced in the axial direction with respect to the mating surface 114 of the first partition 112 and the second partition 113 (in FIG. 8, the first partition 112 side (right side) of the mating surface 114). Is arranged. The bent portion 120a is bent toward the inlet 115a at a position facing the inlet 115a of the communication path 115.

  FIG. 9 is a view for explaining the flow of hydraulic oil assumed when hydraulic oil enters the torque limiter accommodating chamber 111, and FIG. 9A is a partially enlarged view showing the upper end side of the torque limiter accommodating chamber 111. FIG. 4B is a partially enlarged view showing the lower end side of the torque limiter accommodating chamber 111. When a failure occurs in the mating surface 114 of the first partition 112 and the second partition 113, as shown in FIG. 4A, the hydraulic oil leaking from the mating surface 114 to the torque limiter accommodating chamber 111 is The left side (the second partition wall 113 side) in the torque limiter accommodating chamber 111 without reaching the components (the inner diameter portion 107, the friction plate 101, the friction disk 102, the outer diameter portion 105, etc.) of the friction engagement portion 108 by the shielding plate 120. Be guided to. As a result, the hydraulic oil is guided to the lower end portion of the torque limiter storage chamber 111 and discharged to the outside of the torque limiter storage chamber 111 through the communication path 115. Therefore, the possibility that the components of the friction engagement portion 108 are exposed to the hydraulic oil is extremely low, and the normal function of the torque limiter mechanism TL can be ensured.

  Further, when a failure occurs in the oil seal 116, as shown in FIG. 5B, a part of the hydraulic oil leaked from the oil seal 116 into the torque limiter accommodating chamber 111 is a hub member. It flows toward the outer diameter side of the torque limiter accommodating chamber 111 along the outer surface of 106 and is transmitted toward the distal end side of the shielding plate 120, so that it is discharged toward the communication path 115 via the bent portion 120a. Further, another part of the hydraulic oil flows along the inner surface of the second partition wall 113 to the outer diameter side of the torque limiter accommodating chamber 111 and is discharged from the communication path 115.

  Further, when a failure occurs in the oil seal 117, a part of the hydraulic oil leaking from the oil seal 117 into the torque limiter accommodating chamber 111 is along the outer surface of the guide member 104. It flows to the outer diameter side of 111, is transmitted from the outer surface of the outer diameter portion 105 to the inner surface of the shielding plate 120, and is finally discharged toward the communication path 115 via the bent portion 120a. The other part of the hydraulic oil is guided to the communication path 115 along the inner surface of the first partition 112. Therefore, in these cases as well, the hydraulic oil can be discharged to the outside of the torque limiter accommodating chamber 111 through the communication path 115, so that the constituent members of the friction engagement portion 108 are extremely likely to be exposed to the hydraulic oil. As a result, the normal function of the torque limiter mechanism TL can be secured.

  In this case, the outer diameter portion 105 of the guide member 104 has a tapered shape (inclined shape) with a negative gradient (a direction in which the diameter gradually increases) toward the left in FIG. 9B, and the outer diameter of the shielding plate 120. It is desirable that the portion has a tapered shape with a positive gradient (a direction in which the diameter is gradually reduced) toward the left in FIG. In this way, even when the rotation of the guide member 104 is stopped with the hydraulic oil attached to the guide member 104, the tapered shape of the outer diameter portion 105 of the guide member 104 and the outer diameter portion of the shielding plate 120 are tapered. The hydraulic oil flows along the shape, so that the hydraulic oil transmitted to the guide member 104 is easily guided toward the communication path 115.

[Third Embodiment]
Next, a third embodiment of the present invention will be described. FIG. 10 is a diagram showing a detailed configuration of the torque limiter mechanism TL included in the hybrid vehicle drive device 100 according to the third embodiment of the present invention, and shows a portion corresponding to the portion A of FIG. 2 in the first embodiment. It is an enlarged view. In the torque limiter mechanism TL of the present embodiment, the shielding plate 120 is attached to the guide member 104. The shielding plate 120 is fixed at one end of the outer diameter portion 105 of the shielding plate 120, and the vertical plate portion 120 d on the inner diameter side extends radially inward to the side of the inner diameter portion 107 of the hub member 106. ing. Thereby, the end surface of the friction engagement part 108 in the axial direction is covered. On the other hand, the base side of the shielding plate 120 is bent at a substantially right angle outside the outer diameter portion 105, and the lateral plate portion 120 b ahead extends in the axial direction along the outer surface of the outer diameter portion 105. And the front-end | tip of the horizontal-plate part 120b is the bending part 120a bent by the substantially right angle toward the outer side of radial direction. The bent portion 120a is slightly displaced in the axial direction with respect to the mating surface 114 between the first partition 112 and the second partition 113 (in FIG. 8, the second partition 113 side (left side) with respect to the mating surface 114). Is arranged.

  Further, in the present embodiment, the hub member 106 includes a peak portion 106a that protrudes in the axial direction toward the inner surface of the second partition wall 113 on the inner side in the radial direction than the inner diameter portion 107, and from the peak portion 106a to the inner diameter portion 107. And a trough 106b that goes away from the inner surface of the second partition 113 as the diameter increases. The shielding plate 120 attached to the guide member 104 is disposed such that the front end portion 120c on the hub member 106 side faces the trough portion 106b. In the present embodiment, the apex of the peak portion 106a in the hub member 106 is positioned so as to protrude toward the inner surface side of the second partition wall 113 in the axial direction from the outer surface of the vertical plate portion 120d in the shielding plate 120. It is set.

  FIG. 11 is a diagram for explaining the flow of hydraulic oil that is assumed when hydraulic oil enters the torque limiter storage chamber 111 in this embodiment. FIG. 11A is an upper end side of the torque limiter storage chamber 111. FIG. 4B is a partially enlarged view showing the lower end side of the torque limiter accommodating chamber 111. FIG. When a failure occurs on the mating surface 114 of the first partition 112 and the second partition 113, the hydraulic fluid leaking from the mating surface 114 into the torque limiter accommodating chamber 111 is as shown in FIG. As a part thereof is blocked by the bent portion 120 a of the shielding plate 120, it is transmitted more along the outer surface of the outer diameter portion 105 and the inner surface of the first partition 112 than the friction engagement portion 108 in the torque limiter accommodating chamber 111. It is guided to the right side (first partition 112 side). The other part of the hydraulic oil is guided to the left side (the second partition wall 113 side) of the friction engagement portion 108 in the torque limiter accommodating chamber 111 along the inner surface of the second partition wall 113. The hydraulic oil is guided to the lower end portion of the torque limiter housing chamber 111 by the shielding plate 120 without reaching the friction engagement portion 108. Accordingly, these hydraulic oils are discharged to the outside of the torque limiter storage chamber 111 through the communication passage 115. As a result, the possibility that the constituent members of the friction engagement portion 108 are exposed to the hydraulic oil becomes extremely low, and the normal function of the torque limiter mechanism TL can be ensured.

  In this case, even when hydraulic oil adheres to the hub member 106, the trough 106b of the hub member 106 has a tapered shape that increases in diameter as it moves away from the inner surface of the second partition wall 113. As shown in FIG. 2A, the hydraulic oil above the axis 2 is opposite to the clearance S between the tip end portion of the shielding plate 120 and the inner diameter portion 107 due to the tapered shape of the valley portion 106b of the hub member 106. Go in the direction.

  Further, when the oil seal 116 is broken, as shown in FIG. 11B, a part of the hydraulic oil leaking from the oil seal 116 to the torque limiter accommodating chamber 111 is a hub member. The crest 106 a is guided to the inner surface side of the second partition wall 113 by the crest portion 106 a and is discharged from the communication path 115 through the inner surface of the second partition wall 113. In this case, since the peak portion 106a is set so as to protrude to the second partition wall 113 side from the shielding plate 120, the peak portion 106a extends from the peak portion 106a to the outer diameter side along the inner surface of the second partition wall 113. The guided hydraulic oil is difficult to adhere to the shielding plate 120. Therefore, even when the rotation operation of the torque limiter mechanism TL is stopped, the possibility that the hydraulic oil adheres to the friction engagement portion 108 is extremely low. In addition, the hydraulic oil leaking from the oil seal 116 to the torque limiter accommodating chamber 111 is partly tapered due to the tapered shape of the valley 106b of the hub member 106, and the inner diameter of the tip 120c of the shielding plate 120 and the inner diameter thereof. Although it tends to flow in the direction of entering the gap S with the end of the portion 107, the gap S has a very small size, so that the hydraulic oil enters the friction engagement portion 108 side from the gap S and the friction engagement portion The probability of reaching 108 is very low.

  Further, when the oil seal 117 is broken, as shown in FIG. 11B, a part of the hydraulic oil leaked from the oil seal 117 to the torque limiter accommodating chamber 111 is a guide member. It flows along the outer surface of 104 to the outer diameter side of the torque limiter accommodating chamber 111, and is discharged from the outer surface of the outer diameter portion 105 toward the communication path 115 via the bent portion 120 a of the shielding plate 120. The other part is guided to the communication path 115 along the inner surface of the first partition 112. Therefore, also in this case, since the hydraulic oil can be discharged to the outside of the torque limiter accommodating chamber 111 through the communication path 115, the possibility that the constituent members of the friction engagement portion 108 are exposed to the hydraulic oil is extremely low. Thus, the normal function of the torque limiter mechanism TL can be ensured.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described. FIG. 12 is an exploded perspective view showing components of the friction engagement portion 108 of the torque limiter mechanism TL according to the fourth embodiment of the present invention. FIG. 13A is a schematic view (partially sectional view) of the friction engagement portion 108 of the torque limiter mechanism TL as seen from the axial direction, and FIG. 13B shows the Z portion of FIG. FIG. In the present embodiment, a plurality of grooves 105 a are formed on the inner surface of the outer diameter portion 105 of the guide member 104 so that the friction plate 101 and the end plate 109 are spline-engaged. Protruding tooth portions 101a and 109a that are spline-engaged with the groove portion 105a of the outer diameter portion 105 are formed on the periphery. The tooth portions 101a and 109a of the friction plate 101 and the end plate 109 are formed at equal intervals along the circumferential direction of the outer peripheral edge, but are partially missing tooth portions 101b and 109b. . Thereby, the number of teeth 101a, 109a formed on the friction plate 101 and the end plate 109 is smaller than the number of grooves 105a formed on the guide member 104, and a part of the groove 105a of the guide member 104 is The gap portions 103 (see FIG. 13) are not engaged with the tooth portions 101a and 109a.

  As described above, by forming a part of the groove 105a of the guide member 104 as the gap 103 where the teeth 101a and 109a are not engaged, the friction plate 101 and the end plate 109 are frictionally engaged by the gap 103. The wear powder generated along with this can be discharged to the outside of the friction engagement portion 108. In other words, the gap portion 103 formed by the toothless portions 101b and 109b is provided in the groove portion 105a of the outer diameter portion 105, and wear powder or the like is discharged from the gap portion 103 by centrifugal force. It becomes difficult for the abrasion powder to adhere to the surface. Thereby, it is possible to maintain the normal function of the torque limiter mechanism TL for a long period of time.

  In the torque limiter mechanism TL of the present embodiment, in assembling the friction engagement portion 108, as shown in FIG. 12, the missing tooth portion 101b of the friction plate 101 and the missing tooth portion 109b of the end plate 109 are provided on each friction plate. 101 and the tooth missing portions 101b of the end plate 109 are in phase with each other, and the teeth 101a of the friction plates 101 and the teeth 109a of the end plate 109 are engaged with the common groove 105a of the guide member 104. It is good to do so. Thereby, the abrasion powder of the friction plate 101 and the end plate 109 is easily discharged from the gap portion 103.

  14A and 14B are diagrams showing another configuration example of the friction engagement portion 108. FIG. 14A is a schematic view (partial sectional view) of the friction engagement portion 108 viewed from the axial direction, and FIG. It is the elements on larger scale which show Z part of a). The configuration of the friction engagement portion 108 can be configured as shown in FIG. 14 in addition to those shown in FIGS. 12 and 13. In the configuration example shown in FIG. 14, the missing portion 105 b is formed by removing a part of the protruding portion 105 c provided between the adjacent groove portions 105 a in the outer diameter portion 105 of the guide member 104, thereby corresponding to the missing portion 105 b. A gap portion 103-2 is formed at a place to be performed. Also by this, since the abrasion powder of the friction plate 101 and the end plate 109 can be discharged from the gap 103-2 by centrifugal force, the same effect as the configuration example shown in FIGS. 12 and 13 can be obtained. .

  In the present embodiment, the case where the gap portion 103 (103-2) is formed at the spline engagement portion between the outer diameter portion 105 of the guide member 104 and the friction plate 101 has been described. Although illustration and detailed description are omitted, it is also possible to form a gap portion at a spline engagement portion between the inner diameter portion 107 of the hub member 106 and the friction disk 102.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Is possible. For example, the hybrid vehicle drive apparatus 100 according to the embodiment of the present invention transmits the power of the motor 70 to the drive wheels 47 and 47 to drive the vehicle and the power of the engine 50 to the drive wheels 47 and 47. The vehicle drive device according to the present invention is configured to travel by selectively selecting or using these two transmission routes together. Comprises a first rotating shaft on which the first electric motor is installed, and a second rotating shaft on which the second electric motor is installed on the same axis as the first rotating shaft, and the first rotating shaft or the second rotating shaft. As long as the driving force of at least one of the first electric motor and the second electric motor can be transmitted to the driving wheels of the vehicle via the shaft, the present invention is not limited to the above embodiment, and other configurations are possible. Good. For example, the present invention can be applied to a hybrid vehicle drive device that can perform only so-called series operation.

1 Engine shaft 2 Motor / generator shaft 2a Inner peripheral shaft (first rotating shaft: other shaft)
2b Motor outer peripheral shaft (second rotary shaft)
2c Generator shaft (first rotating shaft: one shaft portion)
3 Output shaft 10 Generator drive gear train 20 Motor power transmission gear train 30 Engine power transmission gear train 40 Final gear train 45 Differential gear 46 Differential shaft 47, 47 Drive wheel 50 Engine 52 Casing 60 Generator (first electric motor)
67 Stator coil 68 Escape part 70 Motor (second electric motor)
77 Stator coil 78 Escape part 80 Clutch 90 Drive transmission part 100 Hybrid vehicle drive device 101 Friction plate (friction material)
101a tooth part 101b missing tooth part 102 friction disk (friction material)
103 gap portion 104 guide member 105 outer diameter portion 105a groove portion 105b missing portion 105c projection portion 106 hub member 106a mountain portion 106b valley portion 107 inner diameter portion 108 friction engagement portion 109 end plate (locking member)
109a tooth portion 109b missing tooth portion 111 torque limiter accommodating chamber 112 first partition (partition wall member)
113 Second partition (partition member)
114 Matching surface 115 Communication path 115a Inlet 115b Outlet 116 Oil seal 117 Oil seal 120 Shield plate (shield member)
130 Mating surface TL Torque limiter mechanism

Claims (8)

A first electric motor and a second electric motor, a first rotating shaft on which the first electric motor is installed, a second rotating shaft on which the second electric motor is installed on the same axis as the first rotating shaft, A vehicle drive device capable of transmitting a driving force of at least one of the first electric motor and the second electric motor to a driving wheel of the vehicle via the first rotating shaft and the second rotating shaft;
The first rotating shaft is divided into one shaft portion where the first electric motor is installed in the axial direction and another shaft portion other than the first shaft portion.
The first electric motor and the second electric motor are arranged adjacent to each other in the axial direction,
A casing containing the components of the vehicle drive device including the first motor, the second motor, the first rotating shaft, and the second rotating shaft;
A dry torque limiter mechanism installed between the one shaft portion and the other shaft portion of the first rotating shaft in the casing and for limiting a driving force transmitted between them; Prepared,
The components of the torque limiter mechanism are accommodated in a torque limiter accommodating chamber that is separated from the internal space of the casing by a partition member disposed between the first electric motor and the second electric motor.
A vehicle drive device comprising a communication passage communicating from the inside of the torque limiter housing chamber to the outside of the casing. In the state in which the vehicle drive device is mounted on the vehicle, the communication passage is configured such that the vertical position of the end portion on the outer side of the casing is lower than the end portion on the torque limiter housing chamber side. The vehicle drive device according to claim 1, wherein the vehicle drive device is provided in the vehicle. The recessed surface corresponding to the said communicating path is formed in the end surface facing the said communicating path in the stator coil of at least one of the said 1st electric motor and the said 2nd electric motor. 2. The vehicle drive device according to 2. The torque limiter mechanism is
A hub member having a cylindrical inner diameter portion connected to one of the one shaft portion and the other shaft portion of the first rotation shaft;
A guide member connected to the other of the one shaft portion and the other shaft portion and having a cylindrical outer diameter portion disposed on the outer diameter side of the inner diameter portion;
A plurality of friction materials connected to each of the inner diameter portion and the outer diameter portion, the friction engagement portions are alternately stacked in the axial direction,
The hub member or the guide member includes a plate-shaped shielding member that covers one end surface of the friction engagement portion in the axial direction and extends outward in the radial direction of the outer diameter portion of the guide member. The vehicle drive device according to claim 1, wherein the vehicle drive device is attached. 5. The vehicle drive device according to claim 4, wherein a tip of the shielding member is bent toward the communication path at a position facing the communication path of the torque limiter accommodating chamber. The hub member has a crest projecting toward the inner surface of the partition member, and a trough facing away from the inner surface of the partition member between the crest and the inner diameter portion,
The said shielding member is attached to the said guide member, The edge part by the side of the said hub member of this shielding member is arrange | positioned facing the said trough part, The Claim 4 or 5 characterized by the above-mentioned. Vehicle drive device. The vehicle according to claim 6, wherein the apex of the peak portion of the hub member is set so as to be closer to the inner surface of the partition member in the axial direction than the outer surface of the shielding member. Drive device. The torque limiter mechanism is
A hub member having a cylindrical inner diameter portion connected to one of the one shaft portion and the other shaft portion of the first rotation shaft;
A guide member connected to the other of the one shaft portion and the other shaft portion and having a cylindrical outer diameter portion disposed on the outer diameter side of the inner diameter portion;
A plurality of friction materials that are engaged with each of the inner diameter portion and the outer diameter portion and are alternately stacked in the axial direction, and a locking member that locks axial ends of the plurality of friction materials. A friction engagement portion,
At least one of the outer diameter portion of the guide member and the inner diameter portion of the hub member has a plurality of groove portions that respectively spline-engage a plurality of protruding tooth portions formed on the edge of the friction material and the locking member. Is formed,
The number of the tooth portions of the friction material or the locking member is smaller than the number of the groove portions formed in the outer diameter portion of the guide member or the inner diameter portion of the hub member, and the groove portions 8. The vehicle drive device according to claim 1, wherein at least one of the gaps is a gap portion in which the tooth portion is not engaged. 9.

Images