JP7251156B2 - Drive system for hybrid vehicle - Google Patents

Description

The present invention relates to a hybrid vehicle drive system.

2. Description of the Related Art As a conventional hybrid vehicle power transmission device, one described in Patent Document 1 is known. A power transmission device for a hybrid vehicle disclosed in Patent Document 1 includes an engine, an automatic transmission, a first drive gear formed on an output shaft of the automatic transmission, and an input through the first drive gear. and a differential device for transmitting the rotational force of the output shaft to each drive wheel. The drive mechanism includes an electric motor, a drive gear formed on the output shaft of the electric motor arranged parallel to the output shaft of the transmission, and an intermediate reduction shaft arranged parallel to the output shafts of the transmission and the electric motor. , and the intermediate speed reduction shaft is provided with a driven gear that meshes with the drive gear on the electric motor side, and a second drive gear that transmits the rotational force of the output shaft of the electric motor to the differential device. In other words, in the device disclosed in Patent Document 1, the rotation of the output shaft of the electric motor is transmitted to the intermediate reduction shaft arranged parallel to the output shaft.

JP-A-2005-153691

However, in the conventional hybrid vehicle power transmission device described in Patent Document 1, the intermediate shaft is connected to the drive shaft without a clutch or a torque converter. etc., when the vehicle is driven by the drive motor, a large torque acts on the gear that connects the intermediate shaft and the motor. Therefore, there is a problem that a load due to this large torque acts between the intermediate shaft of the speed reduction mechanism accommodating portion and the respective bearing portions of the motor shaft, and vibration is likely to occur in the speed reduction mechanism accommodating portion.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a hybrid vehicle drive system capable of suppressing vibration of a speed reduction mechanism accommodating portion.

The present invention provides a speed change mechanism that changes the speed of rotation transmitted from an engine and outputs the speed from an output shaft, a speed change case that houses the speed change mechanism, a motor that has a motor shaft that transmits driving force to the speed change mechanism, A hybrid vehicle drive system comprising: a speed reduction mechanism having an intermediate shaft arranged parallel to the motor shaft for reducing the speed of rotation of the motor and transmitting the speed to the output shaft of the speed change mechanism; has a speed reduction mechanism housing portion for housing the speed reduction mechanism, and the speed reduction mechanism housing portion has an outer surface, which is an outer surface, and an annular ring recessed from the outer surface in the direction of the motor shaft and the intermediate shaft. A first bearing portion that supports an end portion of the motor shaft and a second bearing portion that supports an end portion of the intermediate shaft are arranged in the bottom portion forming the bottom surface of the annular recess. An annular wall portion forming a side wall of the annular recess extends from the bottom surface portion to the outer side surface in parallel with the axial directions of the motor shaft and the intermediate shaft.

Thus, according to the present invention, it is possible to suppress the vibration of the speed reduction mechanism accommodating portion.

FIG. 1 is a left side view of a hybrid vehicle drive system according to one embodiment of the present invention. FIG. 2 is a plan view of a hybrid vehicle drive system according to one embodiment of the present invention. FIG. 3 is a skeleton diagram of a hybrid vehicle drive system according to an embodiment of the present invention. 4 is a sectional view taken along the IV-IV direction of FIG. 2. FIG. FIG. 5 is a left side view of the cover member of the transmission case of the hybrid vehicle drive system according to one embodiment of the present invention. FIG. 6 is a perspective view showing the shape of the front side of the cover member of the transmission case of the hybrid vehicle drive system according to one embodiment of the present invention. FIG. 7 is a view showing the inside of the cover member of the transmission case of the hybrid vehicle drive system according to one embodiment of the present invention. FIG. 8 is a perspective view showing the inner shape of the cover member of the transmission case of the hybrid vehicle drive system according to one embodiment of the present invention. 9 is a cross-sectional view taken along the IX-IX direction of FIG. 5. FIG. 10 is a cross-sectional view taken along the XX direction of FIG. 5. FIG.

A hybrid vehicle drive system according to an embodiment of the present invention includes a transmission mechanism that changes the speed of rotation transmitted from an engine and outputs the rotation from an output shaft, a transmission case that houses the transmission mechanism, and a drive force for the transmission mechanism. and a hybrid vehicle drive device comprising: a reduction mechanism having an intermediate shaft arranged in parallel with the motor shaft for reducing the rotation of the motor and transmitting it to the output shaft of the speed change mechanism The transmission case has a speed reduction mechanism housing portion for housing the speed reduction mechanism, and the speed reduction mechanism housing portion has an outer surface, which is an outer surface, and an annular recess recessed inwardly from the outer surface. A first bearing portion for supporting the end of the motor shaft and a second bearing portion for supporting the end of the intermediate shaft are arranged on the bottom portion forming the bottom surface of the annular recess, forming the side wall of the annular recess. The annular wall portion extends from the bottom portion to the outer side surface in parallel with the axial direction of the motor shaft and the intermediate shaft. Thereby, the hybrid vehicle drive system according to the embodiment of the present invention can suppress the vibration of the speed reduction mechanism accommodating portion.

A hybrid vehicle drive system according to an embodiment of the present invention will be described below with reference to the drawings.

1 to 5 are diagrams showing a hybrid vehicle drive system according to one embodiment of the present invention. In FIGS. 1 to 10, the vertical, front, rear, left, and right directions are the vertical, front, rear, left, and right directions of the hybrid vehicle drive device installed in the vehicle, and the left and right directions are the directions perpendicular to the front and rear directions. The height direction is the vertical direction.

First, the configuration will be explained. In FIG. 1, a hybrid vehicle (hereinafter simply referred to as vehicle) 1 has a vehicle body 2, which is divided by a dash panel 3 into a front engine compartment 2A and a rear vehicle compartment 2B.

A driving device 4 is installed in the engine room 2A, and the driving device 4 has six forward speeds and one reverse speed. The driving device 4 constitutes the hybrid vehicle driving device of the present invention.

In FIG. 2, an engine 8 is connected to the driving device 4 . The drive device 4 includes a transmission case 5, and the transmission case 5 has a light case 6, a left case 7 and a cover member 27 in order from the engine 8 side.

An engine 8 is connected to the right edge of the light case 6 . The engine 8 has a crankshaft 9 (see FIG. 3), and the crankshaft 9 is installed so as to extend in the width direction of the vehicle 1 . That is, the engine 8 of this embodiment is a transverse engine, and the vehicle 1 of this embodiment is a front engine/front drive (FF) vehicle.

The left case 7 is connected to the right case 6 on the side opposite to the engine 8 . That is, the left case 7 is connected to the left side of the light case 6 . A flange portion 6</b>F (see FIG. 2 ) is formed on the left outer peripheral edge of the light case 6 . In FIGS. 1 and 2, a flange portion 7F is formed on the outer peripheral edge on the right side of the left case 7. As shown in FIG.

As shown in FIG. 1, the flange portion 7F is provided with a plurality of boss portions 7f into which the bolts 23A are inserted, and the plurality of boss portions 7f are provided along the flange portion 7F.

A plurality of boss portions (not shown) that match the boss portions 7f are formed on the flange portion 6F. , the light case 6 and the left case 7 are fastened and integrated.

The light case 6 accommodates a clutch 10 (see FIG. 3). The left case 7 accommodates an input shaft 11, a forward output shaft 12, a reverse output shaft 13, a final reduction mechanism 14, and a differential device 15 shown in FIG.

The input shaft 11, the forward output shaft 12, and the reverse output shaft 13 are installed in parallel along the lateral direction of the vehicle. The forward output shaft 12 of this embodiment constitutes the output shaft of the present invention.

In FIG. 3, an input shaft 11 is connected to an engine 8 via a clutch 10, through which power of the engine 8 is transmitted. In FIG. 3, the input shaft 11 includes an input gear 16A for the first gear, an input gear 16B for the second gear, an input gear 16C for the third gear, an input gear 16D for the fourth gear, and an input gear 16D for the fifth gear. It has an input gear 16E and an input gear 16F for the sixth gear.

The input gears 16A and 16B are fixed to the input shaft 11 and rotate together with the input shaft 11 . The input gears 16</b>C to 16</b>F are provided to be rotatable relative to the input shaft 11 .

The forward output shaft 12 includes an output gear 17A for the first gear, an output gear 17B for the second gear, an output gear 17C for the third gear, an output gear 17D for the fourth gear, and an output gear for the fifth gear. 17E, an output gear 17F for the sixth gear, and a final drive gear 17G for forward movement.

The output gears 17A to 17F mesh with the input gears 16A to 16F that form the same gear stage. For example, the output gear 17D for the 4th gear is in mesh with the input gear 16D for the 4th gear.

The output gears 17A and 17B are provided so as to be rotatable relative to the forward output shaft 12 . The output gear 17C to the output gear 17F and the final drive gear 17G are fixed to the forward output shaft 12 and rotate together with the forward output shaft 12 .

In the first gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16A and the output gear 17A. In the second gear, power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16B and the output gear 17B.

A first synchronizer 18 is provided on the forward output shaft 12 between the output gears 17A and 17B.

When the gear is shifted to the first gear by a shift operation, the first synchronizer 18 connects the output gear 17A of the first gear to the forward output shaft 12 . When the gear is shifted to the second gear by the shift operation, the first synchronizer 18 connects the output gear 17B for the second gear to the forward output shaft 12 . In this way, when the shift operation shifts to the first speed or the second speed, the output gear 17A or the output gear 17B rotates integrally with the forward output shaft 12 .

A second synchronizer 19 is provided on the input shaft 11 between the input gear 16C and the input gear 16D.

The second synchronizer 19 connects the input gear 16</b>C to the input shaft 11 when the gear is shifted to the 3rd gear by the shift operation. When the gear is shifted to the 4th speed stage by the shift operation, the second synchronizer 19 connects the input gear 16D to the input shaft 11 . In this way, when the shift operation shifts to the 3rd or 4th speed, the input gear 16C or the input gear 16D rotates integrally with the input shaft 11 .

In the third gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16C and the output gear 17C. In the fourth gear, power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16D and the output gear 17D.

The second synchronizing device 19 provided on the input shaft 11 in this manner includes one transmission gear set consisting of the input gear 16C and the output gear 17C, and one transmission gear set consisting of the input gear 16D and the output gear 17D. One transmission gear set is selected from among them, and power is transmitted from the input shaft 11 to the forward output shaft 12 via the selected transmission gear set.

A third synchronizer 20 is provided on the input shaft 11 between the input gear 16E and the input gear 16F.

When the gear is shifted to the 5th gear by the shift operation, the third synchronizer 20 connects the input gear 16E to the input shaft 11 . The third synchronizer 20 connects the input gear 16</b>F to the input shaft 11 when the gear is shifted to the sixth gear by the shift operation. In this way, when the gear is shifted to the 5th or 6th gear by the shift operation, the input gear 16E or the input gear 16F rotates integrally with the input shaft 11 .

In the fifth gear, power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16E and the output gear 17E. In sixth gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16F and the output gear 17F.

As described above, the third synchronizer 20 provided on the input shaft 11 includes one transmission gear set consisting of the input gear 16E and the output gear 17E, and one transmission gear set consisting of the input gear 16F and the output gear 17F. One transmission gear set is selected from among them, and power is transmitted from the input shaft 11 to the forward output shaft 12 via the selected transmission gear set.

The transmission gear group consisting of the input gear 16D and the output gear 17D and the transmission gear group consisting of the input gear 16E and the output gear 17E are arranged in the axial direction of the input shaft 11 in the same manner as the second synchronizer 19 and the third synchronizer 20. are placed adjacent to each other.

The reverse output shaft 13 is provided with a reverse gear 22A and a reverse final drive gear 22B. The reverse gear 22A is provided so as to be rotatable relative to the output shaft 13 for reverse travel, and meshes with the output gear 17A. The final drive gear 22B is fixed to the reverse output shaft 13 and rotates together with the reverse output shaft 13 .

A fourth synchronizer 21 is provided on the reverse output shaft 13 . When the gear is shifted to the reverse gear by the shift operation, the fourth synchronizer 21 connects the reverse gear 22A to the output shaft 13 for reverse movement. As a result, the reverse gear 22A rotates integrally with the output shaft 13 for reverse travel.

In the reverse gear, the power of the engine 8 is transmitted from the input shaft 11 to the reverse output shaft 13 via the input gear 16A, the output gear 17A that rotates relative to the forward output shaft 12, and the reverse gear 22A.

The forward final drive gear 17G and the reverse final drive gear 22B mesh with the final driven gear 15A of the differential device 15 . As a result, the power of the forward output shaft 12 and the power of the reverse output shaft 13 are transmitted to the differential device 15 via the forward final drive gear 17G or the reverse final drive gear 22B.

The differential device 15 has a final driven gear 15A, a differential case 15B to which the final driven gear 15A is attached on the outer periphery, and a differential mechanism 15C built in the differential case 15B.

A tubular portion 15c (see FIG. 4) is provided at the left end of the differential case 15B, and a tubular portion (not shown) similar to the tubular portion 15c is provided at the right end of the differential case 15B. As shown in FIG. 3, one end of each of the right drive shaft 24R and the left drive shaft 24L is inserted through the tubular portion 15c and the tubular portion (not shown).

One end of the left and right drive shafts 24L, 24R is connected to the differential mechanism 15C, and the other end of the left and right drive shafts 24L, 24R is connected to left and right driving wheels (not shown), respectively.

The differential device 15 distributes the power of the engine 8 to the left and right drive shafts 24L and 24R by a differential mechanism 15C and transmits the power to the drive wheels. The final driven gear 15A rotates around the rotation axis 15a.

The input shaft 11, the forward output shaft 12, the input gear 16A to the input gear 16F, and the output gear 17A to the output gear 17F of this embodiment constitute a transmission mechanism 61. As shown in FIG.

The final reduction gear mechanism 14 is composed of a forward final drive gear 17G and a final driven gear 15A. The forward drive output shaft 12 is connected to the differential case 15B via the final reduction mechanism 14 .

1 and 2, the motor 32 has a motor case 32A and a motor shaft 32B rotatably supported by the motor case 32A. A rotor (not shown) and a stator wound with a coil are housed inside the motor case 32A, and the motor shaft 32B is provided integrally with the rotor.

In the motor 32, a rotating magnetic field that rotates in the circumferential direction is generated by supplying a three-phase alternating current to the coils. The stator rotates the rotor integrated with the motor shaft 32B by interlinking the generated magnetic flux with the rotor.

1 and 4, the transmission case 5 is provided with a speed reduction mechanism housing portion 25. The speed reduction mechanism housing portion 25 is formed of a bulging portion 7H of the left case 7 and a cover member 27, which will be described later. be. A speed reduction mechanism 33 (see FIG. 4) is housed inside the speed reduction mechanism housing portion 25 .

3 and 4, the speed reduction mechanism 33 includes a first drive gear 34 provided on the motor shaft 32B of the motor 32, a first intermediate shaft 35, a second intermediate shaft 36, and an output shaft 12 for forward movement. and an output gear 17D for the 4th gear provided. The motor shaft 32B, the first intermediate shaft 35, the second intermediate shaft 36 and the forward output shaft 12 are arranged parallel to each other.

The first intermediate shaft 35 is provided with a first driven gear 35A and a second drive gear 35B. The second intermediate shaft 36 is provided with a second driven gear 36A and a third drive gear 36B. A third drive gear 36B is formed integrally with the second intermediate shaft 36 . The second driven gear 36A is fitted to the second intermediate shaft 36 so as to be relatively rotatable in the circumferential direction.

The first driven gear 35</b>A is formed to have a larger diameter than the first drive gear 34 and meshes with the first drive gear 34 .

The second drive gear 35B is formed to have a diameter smaller than that of the first driven gear 35A and the second driven gear 36A, is arranged on the left side of the first driven gear 35A, and meshes with the second driven gear 36A. there is

The third drive gear 36B has substantially the same diameter as the diameter of the second driven gear 36A and is formed to have a diameter larger than the diameter of the output gear 17D for the fourth speed stage, and is located on the right side of the second driven gear 36A. , and meshes with the output gear 17D for the fourth speed stage. In the pair of gears that mesh with each other, the large-diameter gear has more teeth than the small-diameter gear.

The first drive gear 34 and the first driven gear 35A constitute a first reduction gear pair 37 that transmits power between the motor shaft 32B and the first intermediate shaft 35. As shown in FIG. The second drive gear 35B and the second driven gear 36A transmit power between the first intermediate shaft 35 and the second intermediate shaft 36, and constitute a second reduction gear pair 38. The third drive gear 36B and the output gear 17D transmit power between the second intermediate shaft 36 and the forward output shaft 12, and constitute a third reduction gear pair 39.

Thus, the speed reduction mechanism 33 has the first intermediate shaft 35 and the second intermediate shaft 36 on the power transmission path for transmitting power from the motor 32 to the forward output shaft 12 . The speed reduction mechanism 33 reduces the power of the motor 32 by setting the diameter and number of teeth of the drive gears 34, 35B, 36B and the driven gears 35A, 36A to an arbitrary speed reduction ratio. It is transmitted to shaft 12 .

The left case 7 has a bulging portion 7H that bulges upward at its left end. The left end opening of the left case 7 is enlarged upward by the bulging portion 7H. The bulging portion 7H is a case portion that constitutes the speed reduction mechanism accommodating portion 25, and the speed reduction mechanism 33 is arranged on the left side thereof.

1 and 2, the cover member 27 is joined (fastened) to the left end of the left case 7 by bolts 23B (see FIG. 1), and the left end of the left case 7, including the bulging portion 7H, is It blocks the opening. In other words, the bulging portion 7H and the cover member 27 arranged on the left side thereof constitute a speed reduction mechanism housing portion 25, and a housing space for the speed reduction mechanism 33 is formed inside the speed reduction mechanism housing portion 25. .

1 and 2, a motor mounting portion 29C is provided on the upper end portion of the bulging portion 7H on the side of the engine 8 (on the right side). The motor mounting portion 29C is formed in a circular flange shape, and extends from the upper portion of the bulging portion 7H (specifically, the bulging portion 7H at the upper left end).

A plurality of boss portions 29m are provided on the outer peripheral portion of the motor attachment portion 29C, and the boss portions 29m are provided along the outer peripheral portion of the motor attachment portion 29C. A bolt 23C is inserted through the motor attachment portion 29C, and the bolt 23C is fastened to a screw hole (not shown) formed in the motor case 32A, whereby the motor 32 is fastened to the motor attachment portion 29C.

In FIGS. 1 and 2, a shift unit 41 is installed above the left case 7 on the front side of the motor 32 . In a plan view of the vehicle 1 , the motor 32 and the shift unit 41 are installed in front of and behind the mount attachment portion 31 so as to approach the mount attachment portion 31 .

The shift unit 41 is driven to shift and clutch the driving device 4 . Here, the shift operation refers to the operation of switching the gear stage of the driving device 4, and the clutch operation refers to the operation of engaging (connecting) or releasing (disconnecting) the clutch 10 of the driving device 4.

In FIG. 4, the left case 7 accommodates a shift and select shaft 42 . The shift-and-select shaft 42 is axially movable and rotatable with respect to the left case 7 and is operated by the shift unit 41 .

The shift unit 41, when a shift lever (not shown) operated by the driver is shifted to the drive range or the reverse range, shifts a gear shift map in which, for example, the throttle opening and the vehicle speed are set in advance as parameters. , the shift-and-select shaft 42 is operated.

The shift-and-select shaft 42 operates the first synchronizing device 18 to the fourth synchronizing device 21 via a shift operating mechanism consisting of a shift yoke, a shifter shaft, a shift fork, etc., all of which are not shown, to control the gears. conduct. The shift unit 41 operates the shift-and-select shaft 42 using a hydraulic mechanism, a motor mechanism, or the like, but the drive system is not limited to the hydraulic mechanism, motor mechanism, or the like.

As shown in FIGS. 1 and 2, the transmission case 5 is provided with a front bracket 46A and a rear bracket 46B. The front bracket 46</b>A connects the motor 32 and the light case 6 and supports the motor 32 on the light case 6 .

The rear bracket 46</b>B connects the motor 32 and the light case 6 and supports the motor 32 on the light case 6 . Thus, the motor 32 has one axial end attached to the motor attachment portion 29</b>C and the other axial end connected to the light case 6 .

Behind the motor 32, a power receiving portion 32D projects radially outward and rearward from the other end (right end) of the motor 32 and receives electric power used by the motor 32. A left side of the power receiving portion 32D (one end of the motor 32 A connector 32C facing one end side of the motor 32 is provided on the surface facing the surface where the motor 32 is formed, and a power cable (not shown) for driving the motor 32 is connected to the connector 32C.

A mount attachment portion 31 is provided on the left upper portion of the left case 7 . The mount attachment portion 31 has a plurality of boss portions 31A, and a mounting device (not shown) fixed to the vehicle body 2 is fastened to the boss portions 31A. Thereby, the driving device 4 is elastically supported by the vehicle body 2 via the mounting device.

The motor 32 is arranged above the left case 7 so as to be separated from the upper surface of the left case 7 on the rear side of the mount attaching portion 31 . The engine 8 is elastically supported by the vehicle body 2 via a mounting device (not shown) for the engine.

5, 6, and 9, the cover member 27 of the speed reduction mechanism accommodating portion 25 has an outer surface 71 that is an outer surface and an annular recess 72 recessed inward from the outer surface 71. .

A bottom surface portion 73 that forms the bottom surface of the annular recess 72 is provided with a first bearing portion 74 that supports the end portion of the motor shaft 32B and a second bearing portion 75 that supports the end portion of the first intermediate shaft 35. ing. The first intermediate shaft 35 constitutes the intermediate shaft of the present invention.

An annular wall portion 76 forming a side wall of the annular recessed portion 72 extends from the bottom surface portion 73 to the outer surface 71 in parallel with the axial direction of the motor shaft 32B and the first intermediate shaft 35 .

The bottom surface portion 73 has a first bottom surface portion 77 on which the first bearing portion 74 is arranged and a second bottom surface portion 78 on which the second bearing portion 75 is arranged.

The second bottom surface portion 78 is arranged at a different position from the first bottom surface portion 77 in the axial direction.

The second bearing portion 75 has a second bearing wall portion 79 that extends to the first bottom surface portion 77 in the axial direction and holds the bearing of the first intermediate shaft 35 .

In FIG. 10, the cover member 27 of the speed reduction mechanism accommodating portion 25 has a tubular oil passage forming portion 81 that forms an oil passage 81A through which oil flows. The oil passage forming portion 81 protrudes from the bottom surface portion 73 in the axial direction and is connected to the first bearing portion 74 and the second bearing portion 75 .

A center line 81</b>C of the oil passage forming portion 81 is inclined such that the axial height from the first bottom surface portion 77 increases from the first bottom surface portion 77 toward the second bottom surface portion 78 .

5, 6, and 9, the cover member 27 of the speed reduction mechanism housing portion 25 has a cylindrical mounting hole wall portion 83. As shown in FIG. A circlip mounting hole 82 is formed in the mounting hole wall portion 83 and extends axially from the bottom surface portion 73 . The circlip mounting hole 82 is closed by a lid member (not shown). During vehicle maintenance, the lid member is removed, and a circlip (not shown) is attached or detached through the circlip mounting hole 82 using a tool such as a snap ring (circlip) pliers (not shown).

5, when viewed in the axial direction, an imaginary line L connecting the axis of the motor shaft 32B and the axis of the first intermediate shaft 35 passes between the oil passage forming portion 81 and the mounting hole wall portion 83. ing.

The cover member 27 of the speed reduction mechanism accommodating portion 25 has a flange-shaped motor mounting portion 29</b>C surrounding the annular recess 72 . 29 C of motor attachment parts comprise the flange part of this invention.

The deceleration mechanism 33 has a second intermediate shaft 36 that decelerates the rotation of the first intermediate shaft 35 and transmits it to the forward output shaft 12 .

5 and 6, the speed reduction mechanism accommodating portion 25 includes a third bearing portion 84 that supports the end portion of the second intermediate shaft 36, and a projection that protrudes from the outer surface 71 and is arranged with the third bearing portion 84. It has a surface portion 85 and a third bearing wall portion 86 extending axially from the periphery of the projecting surface portion 85 .

9 and 10, the left end portion of the motor shaft 32B is supported by the inner peripheral surface of the first bearing portion 74 of the cover member 27 via the bearing 32E. The bearing 32</b>E is held on the inner peripheral surface of the first bearing portion 74 . A right end portion of the motor shaft 32B is supported by the left case 7 via a bearing 32F.

A left end portion of the first intermediate shaft 35 is supported by the inner peripheral surface of the second bearing portion 75 via a bearing 35C. The bearing 35</b>C is held on the inner peripheral surface of the second bearing portion 75 . A right end portion of the first intermediate shaft 35 is supported by the left case 7 via a bearing 35D.

A left end portion of the second intermediate shaft 36 is supported by the inner peripheral surface of the third bearing portion 84 via a bearing 36C. The bearing 36</b>C is held on the inner peripheral surface of the third bearing portion 84 . A right end portion of the second intermediate shaft 36 is supported by the left case 7 via a bearing 36D.

As shown in FIGS. 7, 8, and 9, the inner surface of the cover member 27 has an uneven shape corresponding to the outer uneven shape. That is, the cover member 27 has a uniform thickness as a whole.

As described above, according to the driving device 4 of the present embodiment, the cover member 27 of the speed reduction mechanism accommodating portion 25 has an outer surface 71 that is an outer surface and an annular recess 72 that is recessed inward from the outer surface 71 . and have

A first bearing portion 74 that supports the end portion of the motor shaft 32B and a second bearing portion 75 that supports the end portion of the first intermediate shaft 35 are arranged on the bottom portion 73 that forms the bottom surface of the annular recess 72. It is An annular wall portion 76 forming a side wall of the annular recessed portion 72 extends from the bottom surface portion 73 to the outer side surface 71 in parallel with the axial direction of the motor shaft 32B and the first intermediate shaft 35 .

Thereby, the rigidity of the transmission case 5 against the thrust load and the radial load generated by the motor shaft 32B and the first intermediate shaft 35 can be increased. Therefore, the speed reduction mechanism accommodating portion 25 of the transmission case 5 can firmly support the motor shaft 32B and the first intermediate shaft 35 by the annular recessed portion 72 having the bottom portion 73 and the annular wall portion 76 . As a result, vibration of the speed reduction mechanism accommodating portion 25 of the transmission case 5 can be suppressed.

According to the driving device 4 of the present embodiment, the bottom surface portion 73 has the first bottom surface portion 77 on which the first bearing portion 74 is arranged and the second bottom surface portion 78 on which the second bearing portion 75 is arranged. are doing. In addition, the second bottom surface portion 78 is arranged at a different position from the first bottom surface portion 77 in the axial direction. The second bearing portion 75 has a second bearing wall portion 79 that extends to the first bottom surface portion 77 in the axial direction and holds the bearing of the first intermediate shaft 35 .

As a result, a step is formed by the second bearing wall portion 79 between the first bottom surface portion 77 and the second bottom surface portion 78 whose positions in the axial direction are different from each other. Therefore, the second bearing portion 75 can bear the thrust load generated between the motor shaft 32B and the first intermediate shaft 35, and the rigidity of the speed reduction mechanism accommodating portion 25 can be increased. As a result, vibration of the speed reduction mechanism accommodating portion 25 of the transmission case 5 can be suppressed.

According to the driving device 4 of the present embodiment, the cover member 27 of the speed reduction mechanism accommodating portion 25 has the tubular oil passage forming portion 81 that forms the oil passage 81A through which the oil flows. It bulges out from the bottom surface portion 73 in the axial direction and is connected to the first bearing portion 74 and the second bearing portion 75 .

Thereby, the radial load acting on the first bearing portion 74 and the second bearing portion 75 can be borne by the oil passage forming portion 81 . Therefore, the rigidity of the speed reduction mechanism accommodating portion 25 against the radial load generated between the motor shaft 32B and the first intermediate shaft 35 can be increased, and vibration between the motor shaft 32B and the first intermediate shaft 35 can be suppressed. It can suppress the occurrence.

According to the driving device 4 of the present embodiment, the center line 81C of the oil passage forming portion 81 increases in axial height from the first bottom surface portion 77 toward the second bottom surface portion 78 from the first bottom surface portion 77 toward the second bottom surface portion 78. sloping to increase.

Thus, by arranging the oil passage forming portion 81 at an angle, the oil passage forming portion 81 can bear not only the load in the radial direction but also the thrust direction. Therefore, the rigidity of the speed reduction mechanism accommodating portion 25 against the thrust load generated between the motor shaft 32B and the first intermediate shaft 35 can be increased, and vibration between the motor shaft 32B and the first intermediate shaft 35 can be suppressed. It can suppress the occurrence.

According to the driving device 4 of the present embodiment, the cover member 27 of the speed reduction mechanism accommodating portion 25 has the cylindrical mounting hole wall portion 83 formed with the circlip mounting hole 82 and extending in the axial direction from the bottom surface portion 73 .

As a result, the wall surface extending in the axial direction can be increased in the speed reduction mechanism accommodating portion 25 by the amount of the mounting hole wall portion 83 provided, and the thrust load and the radial load generated between the motor shaft 32B and the first intermediate shaft 35 can be increased. The rigidity of the speed reduction mechanism accommodating portion 25 against load can be increased, and the occurrence of vibration between the motor shaft 32B and the first intermediate shaft 35 can be suppressed.

According to the drive device 4 of this embodiment, when viewed in the axial direction, the virtual line L connecting the axis of the motor shaft 32B and the axis of the first intermediate shaft 35 is aligned with the oil passage forming portion 81 and the mounting hole wall. It passes between the part 83.

As a result, either the oil passage forming portion 81 or the mounting hole wall portion 83 is arranged on one side and the other side of the imaginary line L, acting between the motor shaft 32B and the first intermediate shaft 35. The load to be applied can be distributed to the oil passage forming portion 81 and the mounting hole wall portion 83 . As a result, it is possible to prevent the load from being locally concentrated on either one side or the other side of the virtual line L, so that the rigidity of the speed reduction mechanism accommodating portion 25 can be increased and vibration can be prevented.

According to the driving device 4 of the present embodiment, the cover member 27 of the speed reduction mechanism accommodating portion 25 has the flange-shaped motor mounting portion 29</b>C surrounding the annular recessed portion 72 .

Since the annular recess 72 that bears the load generated by the motor shaft 32B and the first intermediate shaft 35 is surrounded by the highly rigid motor mounting portion 29C, the rigidity of the annular recess 72 can be further improved. Thereby, the rigidity of the speed reduction mechanism housing portion 25 can be further improved.

According to the drive device 4 of the present embodiment, the reduction mechanism 33 has the second intermediate shaft 36 that reduces the rotation speed of the first intermediate shaft 35 and transmits it to the forward output shaft 12 . Further, the speed reduction mechanism accommodating portion 25 includes a third bearing portion 84 that supports the end portion of the second intermediate shaft 36, a projecting surface portion 85 that protrudes from the outer surface 71 and on which the third bearing portion 84 is arranged, and a projecting and a third bearing wall portion 86 extending axially from the periphery of the face portion 85 .

As a result, the axially extending third bearing wall portion 86 can improve the rigidity of the speed reduction mechanism accommodating portion 25 against the thrust load and the radial load generated between the first intermediate shaft 35 and the second intermediate shaft 36 . can.

In addition, since the first bottom surface portion 77, the second bottom surface portion 78, and the projecting surface portion 85 are arranged at different heights in the axial direction, the steps formed between them suppress vibration between the respective axes. can. Therefore, it is possible to suppress the vibration from becoming relatively large between any of the axes, and to improve the rigidity against vibration of the reduction mechanism accommodating portion 25 as a whole.

Although embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

DESCRIPTION OF SYMBOLS 1... Hybrid vehicle, 4... Drive device (drive device for hybrid vehicle), 5... Transmission case, 8... Engine, 12... Forward output shaft (output shaft), 25. ..Reduction mechanism accommodating portion 27...Cover member (reduction mechanism accommodating portion) 29C...Motor mounting portion (flange portion) 32...Motor 32B...Motor shaft 33...Reduction Mechanism, 35... First intermediate shaft (intermediate shaft), 36... Second intermediate shaft, 61... Transmission mechanism, 71... Outside surface, 72... Annular recess, 73... Bottom surface Part 74... First bearing part 75... Second bearing part 76... Annular wall part 77... First bottom part 78... Second bottom part 79... Second bearing wall portion, 81... oil passage forming portion, 81A... oil passage, 81C... center line, 82... circlip mounting hole, 83... mounting hole wall portion, 84.. 3rd bearing portion, 85... projecting surface portion, 86...3rd bearing wall portion, L...virtual line

Claims (8)

a speed change mechanism for speed-changing the rotation transmitted from the engine and outputting it from an output shaft;
a transmission case that houses the transmission mechanism;
a motor having a motor shaft that transmits driving force to the transmission mechanism, the hybrid vehicle drive device comprising:
a speed reduction mechanism having an intermediate shaft arranged parallel to the motor shaft for reducing the speed of rotation of the motor and transmitting the speed to the output shaft of the speed change mechanism;
The transmission case has a speed reduction mechanism accommodating portion that accommodates the speed reduction mechanism,
The speed reduction mechanism accommodating portion has an outer surface, which is an outer surface, and an annular recess recessed from the outer surface in the direction of the motor shaft and the intermediate shaft ,
A first bearing portion that supports an end portion of the motor shaft and a second bearing portion that supports an end portion of the intermediate shaft are arranged on a bottom portion forming the bottom surface of the annular recess,
A drive device for a hybrid vehicle, wherein an annular wall portion forming a side wall of the annular recess portion extends from the bottom portion to the outer side surface in parallel with the axial direction of the motor shaft and the intermediate shaft. The bottom surface portion has a first bottom surface portion on which the first bearing portion is arranged and a second bottom surface portion on which the second bearing portion is arranged,
The second bottom surface is arranged at a different position from the first bottom surface in the axial direction,
2. The hybrid vehicle driving device according to claim 1, wherein the second bearing portion has a second bearing wall portion that extends to the first bottom portion in the axial direction and holds the bearing of the intermediate shaft. The speed reduction mechanism accommodating portion has a tubular oil passage forming portion that forms an oil passage through which oil flows,
3. The hybrid vehicle drive according to claim 2, wherein the oil passage forming portion protrudes from the bottom surface portion in the axial direction and is connected to the first bearing portion and the second bearing portion. Device. The center line of the oil passage forming portion is inclined such that the height in the axial direction from the first bottom surface portion increases from the first bottom surface portion toward the second bottom surface portion. 4. The hybrid vehicle drive system according to claim 3. 5. The hybrid vehicle according to claim 3, wherein the speed reduction mechanism accommodating portion has a cylindrical mounting hole wall portion formed with a circlip mounting hole and extending in the axial direction from the bottom surface portion. drive. When viewed in the axial direction, an imaginary line connecting the axis of the motor shaft and the axis of the intermediate shaft passes between the oil passage forming portion and the mounting hole wall portion. The hybrid vehicle drive system according to claim 5. The hybrid vehicle drive system according to any one of claims 1 to 6, wherein the speed reduction mechanism accommodating portion has a flange portion surrounding the annular concave portion. When the intermediate shaft is the first intermediate shaft,
The speed reduction mechanism has a second intermediate shaft that reduces the speed of rotation of the first intermediate shaft and transmits the speed to the output shaft,
The speed reduction mechanism accommodating portion includes a third bearing portion that supports an end portion of the second intermediate shaft, a protruding surface portion that protrudes from the outer surface and is arranged with the third bearing portion, and a periphery of the protruding surface portion. 5. The hybrid vehicle drive system according to any one of claims 2 to 4, further comprising: a third bearing wall portion extending in the axial direction from.

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