JP6435531B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle.

  Patent Document 1 discloses that a final reduction gear coupled to a continuously variable transmission via a clutch is meshed with a differential ring gear, and an electric motor is coupled to the final reduction gear, so that the final reduction gear is connected to the final reduction gear for the transmission. A hybrid vehicle having a reduction gear function and a final reduction gear function for an electric motor is disclosed.

JP 2000-199442

In the above-described prior art, when the final reduction gear for transmission and the final reduction gear for electric motor are individually provided, they are meshed with the differential ring gear. At this time, the shaft center of the final reduction gear for transmission is There is a need to recycle excess lubricating oil for lubricating the final reduction gear for electric motors.
An object of the present invention is to provide a hybrid vehicle capable of reusing the excess oil of the axial center lubrication of the final reduction gear for a transmission for the lubrication of the final reduction gear for an electric motor.

In the present invention, in the rotation direction of the ring gear when the vehicle moves forward, the teeth of the ring gear that have passed through the lubricating oil stored in the case in which the differential is housed are later than the teeth of the final reduction gear for the transmission. The final reduction gear for the transmission and the final reduction gear for the electric motor are arranged with respect to the ring gear so as to mesh with the teeth of the final reduction gear, and the output shaft of the electric motor is positioned above the rotation center of the final reduction gear for the electric motor. When the plane coordinates with the center of rotation of the differential as the origin and the coordinate axes in the longitudinal direction and the vertical direction of the vehicle are defined, the meshing point of the ring gear and the final reduction gear for the transmission is negative in the longitudinal direction, Arranged in the second quadrant in which the vertical direction is positive, the final reduction gear for the motor was arranged on an extension of the meshing tangent line between the final reduction gear for transmission and the ring gear.

  Therefore, since the lubricating oil spilled after lubricating the final reduction gear for the transmission is caught in the meshing point of the ring gear and the final reduction gear for the transmission, it is ejected toward the final reduction gear for the electric motor. The excess oil from the shaft center lubrication of the final reduction gear for the motor can be reused for the lubrication of the final reduction gear for the motor.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to a first embodiment. In the hybrid vehicle of the first embodiment, (a) is a schematic system diagram showing a drive system of the hybrid vehicle and an overall control system thereof, and (b) is a V-belt type continuously variable transmission in the drive system of the hybrid vehicle. FIG. 3 is a logic diagram of clutch engagement in a sub-transmission built in the machine. It is the schematic diagram which looked at the lower part of transmission case 50 of Example 1 from the vehicle side (right side toward the vehicle rear).

[Example 1]
[overall structure]
FIG. 1 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to the first embodiment. The hybrid vehicle in FIG. 1 is mounted with an engine 1 and an electric motor (electric motor) 2 as power sources, and the engine 1 is started by a starter motor 3. The engine 1 is drive-coupled to the drive wheels 5 through a V-belt type continuously variable transmission (transmission) 4 so as to be appropriately separated.

  The variator CVT of the continuously variable transmission 4 is a V belt type continuously variable transmission mechanism including a primary pulley 6, a secondary pulley 7, and a V belt 8 spanned between the pulleys 6 and 7. The V belt 8 employs a configuration in which a plurality of elements are bundled by an endless belt, but may be a chain system or the like, and is not particularly limited. The primary pulley 6 is coupled to the crankshaft of the engine 1 via the torque converter T / C, and the secondary pulley 7 is coupled to the ring gear 52 coupled to the drive wheel 5 via the clutch CL and the final reduction gear 9 for transmission in order. To do. In the first embodiment, elements (such as a clutch and a brake) that connect / disconnect the power transmission path are collectively referred to as a clutch. FIG. 1 conceptually shows a power transmission path. A high clutch H / C, a reverse brake R / B, and a low brake L / B provided in an auxiliary transmission 31 described later are collectively referred to as a clutch. It is described as CL. When the clutch CL is engaged, the power from the engine 1 is input to the primary pulley 6 through the torque converter T / C, and then sequentially passes through the V belt 8, the secondary pulley 7, the clutch CL, and the final reduction gear 9 for transmission. The vehicle reaches the drive wheel 5 and is used for running the hybrid vehicle.

  During engine power transmission, the pulley V groove width of the primary pulley 6 is reduced while the pulley V groove width of the secondary pulley 7 is increased, thereby increasing the winding arc diameter of the V belt 8 and the primary pulley 6 and at the same time Decrease the diameter of the winding arc with pulley 7. As a result, the variator CVT upshifts to the high pulley ratio (high gear ratio). When the upshift to the High side gear ratio is performed to the limit, the gear ratio is set to the maximum gear ratio.

  Conversely, by increasing the pulley V groove width of the primary pulley 6 and decreasing the pulley V groove width of the secondary pulley 7, the winding pulley diameter of the V belt 8 and the primary pulley 6 is reduced, and at the same time the secondary pulley 7 Increase the winding arc diameter. As a result, the variator CVT downshifts to the low pulley ratio (low gear ratio). When downshifting to the low side gear ratio is performed to the limit, the gear shift is set to the minimum gear ratio.

  The variator CVT has a primary rotational speed sensor 6a for detecting the rotational speed of the primary pulley 6 and a secondary rotational speed sensor 7a for detecting the rotational speed of the secondary pulley 7, and the rotational speed detected by these both rotational speed sensors. The actual gear ratio is calculated based on the above, and hydraulic control of each pulley is performed so that the actual gear ratio becomes the target gear ratio.

The electric motor 2 is always coupled to a ring gear 52 coupled to the drive wheel 5 via the speed reduction mechanism 11, and the electric motor 2 is driven via the inverter 13 by the electric power of the battery 12.
The inverter 13 converts the DC power of the battery 12 into AC power and supplies it to the electric motor 2, and controls the driving force and the rotation direction of the electric motor 2 by adjusting the power supplied to the electric motor 2.
The electric motor 2 functions as a generator in addition to the motor drive described above, and is also used for regenerative braking. During this regenerative braking, the inverter 13 applies a power generation load corresponding to the regenerative braking force to the electric motor 2 so that the electric motor 2 acts as a generator, and the generated power of the electric motor 2 is stored in the battery 12.

  In the hybrid vehicle of the first embodiment, by driving the electric motor 2 with the clutch CL disengaged and the engine 1 stopped, only the power of the electric motor 2 reaches the drive wheels 5 via the speed reduction mechanism 11, and the electric vehicle 2 The vehicle travels in the electric travel mode (EV mode) using only the motor 2. During this time, by releasing the clutch CL, the friction of the stopped engine 1 and the variator CVT is reduced, and wasteful power consumption during EV traveling is suppressed.

  When the engine 1 is started by the starter motor 3 and the clutch CL is engaged in the traveling state in the EV mode, the power from the engine 1 is converted to the torque converter T / C, the primary pulley 6, the V belt 8, the secondary pulley 7, The vehicle reaches the drive wheel 5 through the clutch CL and the transmission final reduction gear 9 in order, and the hybrid vehicle travels in the hybrid travel mode (HEV mode) using the engine 1 and the electric motor 2.

  When the hybrid vehicle is stopped from the above running state or kept in this stopped state, the brake disk 14 that rotates together with the drive wheels 5 is clamped by the caliper 15 to be braked. Alternatively, the object may be achieved by causing the electric motor 2 to act as a generator and performing regenerative braking. The caliper 15 is connected to a master cylinder 18 that outputs a brake fluid pressure corresponding to the brake pedal depression force under a boost by a negative pressure brake booster 17 that responds to the depression force of the brake pedal 16 that the driver steps on. The brake disc 14 is braked by operating the caliper 15 by the brake fluid pressure generated by the master cylinder 18. In both EV mode and HEV mode, the hybrid vehicle drives the drive wheels 5 with a torque according to the driving force command that the driver depresses the accelerator pedal 19 and travels with the driving force that meets the driver's request. To do.

  The hybrid controller 21 selects the travel mode of the hybrid vehicle, the output control of the engine 1, the rotational direction control and output control of the electric motor 2, the shift control of the variator CVT, the shift control of the sub-transmission 31, and the clutch CL. The fastening / release control and the charge / discharge control of the battery 12 are executed. At this time, the hybrid controller 21 performs these controls via the corresponding engine controller 22, motor controller 23, transmission controller 24, and battery controller 25.

  The hybrid controller 21 includes an accelerator pedal opening sensor that detects a signal from the brake switch 26, which is a normally open switch that switches from OFF to ON when the brake pedal 16 is depressed, and an accelerator pedal depression amount (accelerator pedal opening) APO. The signal from 27 is input. The hybrid controller 21 further exchanges internal information with the engine controller 22, the motor controller 23, the transmission controller 24, and the battery controller 25.

  The engine controller 22 controls the output of the engine 1 in response to a command from the hybrid controller 21, and the motor controller 23 controls the rotational direction of the electric motor 2 via the inverter 13 in response to the command from the hybrid controller 21. Perform output control. In response to the command from the hybrid controller 21, the transmission controller 24 uses the CVT fluid from the mechanical oil pump O / P driven by the engine (or the electric oil pump EO / P driven by the pump motor) as a medium. As described above, the shift control of the variator CVT (V-belt type continuously variable transmission mechanism CVT), the shift control of the auxiliary transmission 31, and the engagement / release control of the clutch CL are performed. The battery controller 25 performs charge / discharge control of the battery 12 in response to a command from the hybrid controller 21.

[Configuration of continuously variable transmission]
FIG. 2 (a) is a schematic system diagram showing the hybrid vehicle drive system and its overall control system of the first embodiment, and FIG. 2 (b) is a continuously variable transmission in the hybrid vehicle drive system of the first embodiment. 4 is an engagement logic diagram of a clutch CL (specifically, H / C, R / B, L / B) in the auxiliary transmission 31 incorporated in FIG. As shown in FIG. 2 (a), the auxiliary transmission 31 rotatably supports the composite sun gears 31s-1 and 31s-2, the inner pinion 31pin, the outer pinion 31pout, the ring gear 31r, and the pinions 31pin and 31pout. And a Ravigneaux type planetary gear set comprising the carrier 31c.

Of the composite sun gears 31s-1 and 31s-2, the sun gear 31s-1 is coupled to the secondary pulley 7 so as to act as an input rotating member, and the sun gear 31s-2 is arranged coaxially with respect to the secondary pulley 7, but freely rotates. To get.
The inner pinion 31pin is engaged with the sun gear 31s-1, and the inner pinion 31pin and the sun gear 31s-2 are respectively engaged with the outer pinion 31pout.
The outer pinion 31pout meshes with the inner periphery of the ring gear 31r, and is coupled to the final reduction gear 9 for transmission so that the carrier 31c acts as an output rotation member.
The carrier 31c and the ring gear 31r can be appropriately coupled by the high clutch H / C as the clutch CL, the ring gear 31r can be appropriately fixed by the reverse brake R / B as the clutch CL, and the sun gear 31s-2 can be coupled by the clutch CL. It can be fixed as appropriate with a certain low brake L / B.

In the auxiliary transmission 31, the high clutch H / C, the reverse brake R / B, and the low brake L / B are fastened in a combination indicated by a circle in FIG. 2 (b), and the others are shown in FIG. 2 (b). By releasing as shown by the mark, the forward first speed, the second speed, and the reverse speed can be selected. When the high clutch H / C, reverse brake R / B, and low brake L / B are all released, the sub-transmission 31 is in a neutral state where no power is transmitted. When the transmission 31 is in the first forward speed selection (deceleration) state and the high clutch H / C is engaged, the auxiliary transmission 31 is in the second forward speed selection (direct connection) state and when the reverse brake R / B is engaged, The transmission 31 is in a reverse selection (reverse) state.
The continuously variable transmission 4 in FIG. 2 (a) releases all the clutches CL (H / C, R / B, L / B) to bring the sub-transmission 31 into a neutral state. The pulley 7) and the drive wheel 5 can be disconnected.

  The continuously variable transmission 4 in FIG. 2 (a) is controlled using oil from a mechanical oil pump O / P driven by an engine or an electric oil pump EO / P driven by a pump motor as a working medium. The transmission controller 24 includes a line pressure solenoid 35, a lockup solenoid 36, a primary pulley pressure solenoid 37-1, a secondary pulley pressure solenoid 37-2, a low brake pressure solenoid 38, a high clutch pressure & reverse brake pressure solenoid 39 and a switch. The control of the variator CVT is controlled through the valve 41 as follows. In addition to the signals described above with reference to FIG. 1, the transmission controller 24 receives a signal from the vehicle speed sensor 32 that detects the vehicle speed VSP and a signal from the acceleration sensor 33 that detects the vehicle acceleration / deceleration G.

The line pressure solenoid 35 responds to a command from the transmission controller 24 and regulates the oil from the mechanical oil pump O / P to the line pressure PL corresponding to the vehicle required driving force. An electric oil pump EO / P is connected between the mechanical oil pump O / P and the line pressure solenoid 35, and pump discharge pressure is supplied in response to a command from the transmission controller 24.
The lockup solenoid 36 responds to a lockup command from the transmission controller 24 and directs the line pressure PL to the torque converter T / C as appropriate, so that the torque converter T / C is connected between the input and output elements as required. Set to a directly connected lockup state.

The primary pulley pressure solenoid 37-1 adjusts the line pressure PL to the primary pulley pressure in response to the CVT gear ratio command from the transmission controller 24, and supplies this to the primary pulley 6, thereby The CVT gear ratio command from the transmission controller 24 is realized by controlling the groove width and the V groove width of the secondary pulley 7 so that the CVT gear ratio matches the command from the transmission controller 24.
The secondary pulley pressure solenoid 37-2 adjusts the line pressure PL to the secondary pulley pressure according to the clamping force command from the transmission controller 24, and supplies the secondary pulley pressure to the secondary pulley 7. Clamp it so that it will not slip.

The low brake pressure solenoid 38 is engaged by supplying the line pressure PL to the low brake L / B as the low brake pressure when the transmission controller 24 issues the first speed selection command for the sub-transmission 31. The first speed selection command is realized.
The high clutch pressure & reverse brake pressure solenoid 39 is a switch valve that uses the line pressure PL as the high clutch pressure & reverse brake pressure when the transmission controller 24 issues the second speed selection command or reverse selection command for the sub-transmission 31. Supply to 41.

The maximum discharge capacity of the electric oil pump EO / P of Example 1 is set smaller than that of the mechanical oil pump O / P, and does not have the discharge capacity to shift the variator CVT. The motor and pump of the electric oil pump EO / P are miniaturized by ensuring the discharge capacity that maintains the ratio or the discharge capacity that supplies lubricating oil.
At the time of the second speed selection command, the switch valve 41 uses the line pressure PL from the reverse brake pressure solenoid 39 as the high clutch pressure toward the high clutch H / C and fastens it to the second speed of the sub-transmission 31. Realize the selection command.
At the time of reverse selection command, the switch valve 41 uses the line pressure PL from the reverse brake pressure solenoid 39 as the reverse brake pressure to the reverse brake R / B, and this is engaged to realize the reverse selection command for the auxiliary transmission 31 To do.

[Final reduction gear arrangement]
FIG. 3 is a schematic view of the lower part of the transmission case 50 of the first embodiment when viewed from the side of the vehicle (right side as viewed from the rear of the vehicle). FIG. 3 illustrates the meshing pitch circle of each gear.
A differential 51, a reduction mechanism 11 for the electric motor 2, a sub-transmission 31 (see FIG. 2), and a final reduction gear 9 for transmission are housed in the lower part of the transmission case 50 that covers the outer periphery of the continuously variable transmission 4. ing.
The differential 51 is disposed at the lowermost part of the transmission case 50. The differential 51 includes a ring gear 52, a differential case 53 provided integrally with the ring gear 52 on one axial side of the ring gear 52, and a differential mechanism provided in the differential case 53 and formed by a pinion shaft, a pinion gear, and left and right side gears Part (not shown). The left and right side gears are coupled to the left and right drive shafts 54. The oil level OL of the CVT fluid (hereinafter referred to as “lubricating oil”) L stored in the lowermost part of the transmission case 50 is set to the same height as the rotation center O ₁ of the ring gear 52. That is, the oil level OL is set to a height at which the lower half of the ring gear 52 and the differential case 53 is immersed.

The speed reduction mechanism 11 is disposed below the transmission case 50 and above the differential 51. The reduction mechanism 11 includes an electric motor final reduction gear 55 and an electric motor gear train 56. The final reduction gear 55 for the electric motor meshes with the ring gear 52 of the differential 51. The motor gear train 56 is a gear train having two gears (a first gear 56a and a second gear 56b) engaged with each other. The first gear 56a is coupled to the final reduction gear 55 for the electric motor by the first rotating shaft 57a. The rotation center O ₂ of the final reduction gear 55 for the electric motor is disposed above and in front of the rotation center O ₁ of the ring gear 52. The second gear 56b is coupled to the third gear 56c by the second rotating shaft 57b. The rotation center O ₃ of the third gear 56c is disposed above the rotation center O ₂ of the final reduction gear 55 for the electric motor. The third gear 56c meshes with the pinion 2b coupled to the motor output shaft 2a of the electric motor 2. The rotation center O ₄ of the pinion 2b is disposed above the rotation center O ₃ of the third gear 56c. The first gear 56a and the second gear 56b are arranged at positions on one side in the axial direction (the differential case 53 side with respect to the ring gear 52) from the ring gear 52 and the final reduction gear 55 for the motor. The third gear 56c and the pinion 2b are disposed at a position on one axial side of the first gear 56a and the second gear 56b.

The final reduction gear 9 for transmission is disposed below the transmission case 50, above the differential 51, and behind the reduction mechanism 11. The final reduction gear 9 for transmission is coupled to the carrier 31c of the auxiliary transmission 31 by the third rotation shaft 57c. Inside the third rotating shaft 57c, an axial center lubricating oil path 58 is provided along the axial direction of the third rotating shaft 57c. The shaft center lubricating oil path 58 is arranged at a position eccentric with respect to the rotation center O ₅ of the final reduction gear 9 for transmission. A non-illustrated radial oil passage provided on the third rotating shaft 57c is connected to the shaft center lubricating oil passage 58. Lubricating oil supplied from the mechanical oil pump O / P or the electric oil pump EO / P to the axial lubricating oil passage 58 passes through the radial oil passage by centrifugal force and lubricates the final reduction gear 9 for transmission. To be served.

In FIG. 3, when the plane coordinate with the rotation center O ₁ of the ring gear 52 as the origin and the vehicle longitudinal direction as the x axis (the vehicle front side is the positive direction) and the vehicle vertical direction as the z axis (the vehicle upper side is the positive direction) is defined. The contact point between the meshing pitch circle of 52 and the meshing pitch circle of the final reduction gear 9 for transmission, that is, the meshing point A between the ring gear 52 and the final reduction gear 9 for transmission is in the second quadrant (x <0, z> 0). The electric motor final reduction gear 55 is disposed on the tangent (meshing tangent) of the meshing pitch circle between the transmission final reduction gear 9 and the ring gear 52.
In FIG. 3, an arrow written on the outside of each gear indicates a rotation direction when the vehicle moves forward. That is, when the vehicle advances, the ring gear 52 and the second gear 56b rotate clockwise (clockwise) in FIG. 3, and the motor final reduction gear 55, the pinion 2b, and the transmission final reduction gear 9 rotate counterclockwise (counterclockwise). Around).

Next, the operation will be described.
[Reuse of excess oil for shaft lubrication]
Conventionally, the final reduction gear coupled to the continuously variable transmission and the clutch is meshed with the differential ring gear, and the motor is connected to the final reduction gear, so that the final reduction gear function for the transmission is connected to the final reduction gear. A hybrid vehicle having a final reduction gear function for an electric motor is known.
However, the above prior art does not sufficiently consider the actual application of the vehicle, and therefore, when actually applying the vehicle, there remains room for studying how to provide the final reduction gear. That is, when actually applying to a vehicle, due to various requirements such as layout, assembly, or manufacturing cost, the final reduction gear is not shared between the transmission and the motor, but each dedicated final reduction gear is individually used. It may be necessary to provide it. For example, providing the final reduction gear individually may be advantageous from the viewpoint of manufacturing cost because it is only necessary to add the configuration on the motor side to the existing engine vehicle structure.

  When a dedicated final reduction gear is provided separately for the transmission and the electric motor, the final reduction gear for the transmission and the final reduction gear for the electric motor are engaged with the ring gear, respectively. In other words, in the rotational direction of the ring gear when the vehicle is moving forward, the ring gear teeth that have passed through the lubricating oil stored in the case are moved ahead of the teeth of the final reduction gear for the transmission and the teeth of the final reduction gear for the motor. There is still room for examination from the viewpoint of lubricity. In particular, since the final reduction gear for transmission has an axial lubricating oil path, sufficient lubricity can be obtained, but improvement of the lubricating performance of the final reduction gear for motors without an axial lubricating oil path is a problem. Yes, there is a need to recycle excess oil from the axial lubrication of the final reduction gear for transmissions to lubricate the final reduction gear for electric motors.

  Therefore, in the first embodiment, in the rotational direction of the ring gear 52 when the vehicle moves forward, the teeth of the ring gear 52 that have passed through the lubricating oil stored in the transmission case 50 are more than the teeth of the final reduction gear 9 for transmission. The final reduction gear 9 for transmission and the final reduction gear 55 for electric motor are arranged with respect to the ring gear 52 so as to mesh with the teeth of the final reduction gear 55 for electric motor later. That is, in FIG. 3, the ring gear 52 when the vehicle moves forward rotates clockwise. At this time, the meshing point A between the ring gear 52 and the final reduction gear 9 for transmission is provided on the vehicle rear side from the meshing point B between the ring gear 52 and the final reduction gear 55 for electric motor. The teeth of the ring gear 52 that have passed through mesh with the teeth of the final reduction gear 55 for the electric motor after the teeth of the final reduction gear 9 for the transmission.

  Here, since the final reduction gear 9 for transmission is coupled to the auxiliary transmission 31 via the third rotating shaft 57c, the transmission final reduction gear 9 depends on the auxiliary transmission 31 as the transmission final reduction gear 9 approaches the oil level OL. The stirring resistance of the lubricating oil L increases. Therefore, it is necessary to lay out the transmission final reduction gear 9 as far away from the oil level OL as possible. In the first embodiment, the transmission final reduction gear 9 is arranged near the z-axis. Therefore, the final reduction gear 9 for transmission cannot be expected to be sufficiently lubricated by scooping up the lubricating oil of the ring gear 52. Therefore, in the first embodiment, the shaft center lubrication by the shaft center lubricating oil path 58 is adopted for the final reduction gear 9 for transmission.

  Part of the lubricating oil supplied to the shaft center lubricating oil path 58 and spilled through the bearings after lubricating the final reduction gear 9 for transmission is caused by the ring gear 52 and the final reduction gear 9 for transmission. It is caught in the meshing point A. At this time, the entrained lubricating oil is ejected in the meshing tangential direction as if it was given discharge energy like a gear pump, and scattered into the final reduction gear 55 for the motor and the gear train 56 for the electric motor. This is used for lubricating the final reduction gear 55 for the motor and the gear train 56 for the electric motor. Therefore, the surplus lubricant supplied to the shaft lubricating oil passage 58 can be reused for lubricating the motor final reduction gear 55 and the motor gear train 56, and the final motor for the motor having no shaft lubricating oil passage can be used. The lubricity of the reduction gear 55 and the motor gear train 56 can be improved.

  Further, in the lubricating oil scraped up by the ring gear 52, first, it is scattered on the tooth surface of the final reduction gear 9 for transmission, and then is caught in the meshing point A between the final reduction gear 9 for the ring gear 52 and the transmission. This makes it possible to further improve the lubricity of the final reduction gear 55 for the electric motor and the gear train 56 for the electric motor without providing a new lubrication path, and to make up for the shortage of excess oil in the axial lubrication alone. be able to.

  In the first embodiment, the meshing point A between the ring gear 52 and the final reduction gear 9 for transmission is arranged in the second quadrant (x <0, z> 0). As a result, since the lubricating oil scraped up by the ring gear 52 can be sent to the meshing point A between the ring gear 52 and the final reduction gear 9 for transmission, the lubricating oil jetted to the final reduction gear 55 for electric motor and the gear train 56 for electric motor. The amount of oil can be increased. That is, the lubricity of the final motor reduction gear 55 and the motor gear train 56 can be further improved.

  In the first embodiment, the final reduction gear 55 for the electric motor is disposed on the tangent line at the contact point (engagement point A) between the final reduction gear 9 for transmission and the ring gear 52. As described above, since the lubricating oil caught in the meshing point A is ejected in the meshing tangent direction, the lubricating oil ejected from the meshing point A can be obtained by disposing the motor final reduction gear 55 on the meshing tangent. Therefore, the lubricity of the final reduction gear 55 for the electric motor and the gear train 56 for the electric motor can be further improved.

In Example 1, the following effects are exhibited.
(1) Engine 1, continuously variable transmission 4 coupled to the output shaft of engine 1, clutch CL coupled to the output shaft of continuously variable transmission 4, and transmission coupled to the output shaft of clutch CL For both the final reduction gear 9 for the motor, the electric motor 2, the final reduction gear 55 for the motor coupled to the motor output shaft 2a of the electric motor 2, and the final reduction gear 9 for the transmission and the final reduction gear 55 for the electric motor A differential 51 having a meshing ring gear 52 and a drive wheel 5 coupled to the differential 51, and stored in a transmission case 50 in which the differential 51 is accommodated in the rotational direction of the ring gear 52 when the vehicle moves forward. The final reduction gear 9 for transmission and the ring gear 52 are arranged so that the teeth of the ring gear 52 that have passed through the lubricant mesh with the teeth of the final reduction gear 55 for the motor after the teeth of the final reduction gear 9 for the transmission. Final reduction gear 55 for electric motors It was placed.
Therefore, the surplus lubricant supplied to the shaft lubricating oil passage 58 can be reused for lubricating the motor final reduction gear 55 and the motor gear train 56, and the final motor for the motor having no shaft lubricating oil passage can be used. The lubricity of the reduction gear 55 and the motor gear train 56 can be improved.

(2) the rotational center 0 ₁ as the origin of the differential 51, when defining the plane coordinates to the longitudinal direction and the vertical direction coordinate axis of the vehicle, the engagement point A between the ring gear 52 and the transmission for the final reduction gear 9, the front and rear It was placed in the second quadrant where the direction was negative and the vertical direction was positive.
Therefore, since the lubricating oil scraped up by the ring gear 52 can be sent to the meshing point A between the ring gear 52 and the final reduction gear 9 for transmission, the lubricating oil jetted to the final reduction gear 55 for electric motor and the gear train 56 for electric motor. The amount can be increased. That is, the lubricity of the final motor reduction gear 55 and the motor gear train 56 can be further improved.

(3) The final reduction gear 55 for the electric motor is arranged on the extension of the meshing tangent line between the final reduction gear 9 for the transmission and the ring gear 52.
Therefore, most of the lubricating oil ejected from the meshing point A can be supplied to the final reduction gear 55 for the electric motor and the gear train 56 for the electric motor, so that the lubricity of the final reduction gear 55 for the electric motor and the gear train 56 for the electric motor can be further improved.

[Other Examples]
The present invention has been described based on the embodiments. However, the present invention is not limited to the above configuration, and other configurations are also included in the present invention.
For example, the oil level of the lubricating oil stored in the case of the transmission may be high enough to immerse at least a part of the ring gear.

1 engine
2 Electric motor (electric motor)
2a Motor output shaft
4 Continuously variable transmission
5 Drive wheels
9 Final reduction gear for transmission
11 Deceleration mechanism
50 Transmission case (case)
51 differential
52 Ring gear
55 Final reduction gear for electric motor
56 Gear train for electric motor
58 Shaft center lubricating oil passage
CL clutch
L CVT fluid (lubricant)
OL oil level

Claims (2)

Engine,
A transmission coupled to the output shaft of the engine;
A clutch coupled to the output shaft of the transmission;
A final reduction gear for a transmission coupled to the output shaft of the clutch;
An electric motor,
A final reduction gear for the motor coupled to the output shaft of the motor;
A differential having a ring gear that meshes with both the final reduction gear for the transmission and the final reduction gear for the electric motor;
A drive wheel coupled with the differential;
With
In the rotational direction of the ring gear when the vehicle moves forward, the teeth of the ring gear that have passed through the lubricating oil stored in the case in which the differential is accommodated are later than the teeth of the final reduction gear for the transmission. The gear final reduction gear and the motor final reduction gear are arranged with respect to the ring gear so as to mesh with the teeth of the final reduction gear for the motor,
The output shaft of the electric motor is disposed at a position above the rotation center of the final reduction gear for the electric motor ,
When a plane coordinate with the rotational center of the differential as the origin and a coordinate axis in the longitudinal direction and the vertical direction of the vehicle is defined, the meshing point between the ring gear and the final reduction gear for the transmission is negative in the longitudinal direction, Place it in the second quadrant where the direction is positive,
A hybrid vehicle , wherein the final reduction gear for an electric motor is arranged on an extension of a meshing tangent line between the final reduction gear for a transmission and the ring gear . Engine,
A transmission coupled to the output shaft of the engine;
A clutch coupled to the output shaft of the transmission;
A final reduction gear for a transmission coupled to the output shaft of the clutch;
An electric motor,
A pinion coupled to the output shaft of the motor;
A final reduction gear for an electric motor coupled with the pinion via a gear reduction mechanism;
A differential having a ring gear that meshes with both the final reduction gear for the transmission and the final reduction gear for the electric motor;
A drive wheel coupled with the differential;
With
In the rotational direction of the ring gear when the vehicle moves forward, the teeth of the ring gear that have passed through the lubricating oil stored in the case in which the differential is accommodated are later than the teeth of the final reduction gear for the transmission. The gear final reduction gear and the motor final reduction gear are arranged with respect to the ring gear so as to mesh with the teeth of the final reduction gear for the motor,
The output shaft of the motor is disposed at a position above the rotation center of the final reduction gear for the motor, and the rotation direction of the output shaft of the motor and the rotation direction of the final reduction gear for the motor are the same direction. A hybrid vehicle characterized by

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