JP7271937B2 - Drive system for hybrid vehicle - Google Patents

Drive system for hybrid vehicle Download PDF

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Publication number
JP7271937B2
JP7271937B2 JP2018239447A JP2018239447A JP7271937B2 JP 7271937 B2 JP7271937 B2 JP 7271937B2 JP 2018239447 A JP2018239447 A JP 2018239447A JP 2018239447 A JP2018239447 A JP 2018239447A JP 7271937 B2 JP7271937 B2 JP 7271937B2
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Prior art keywords
motor
case
cover member
transmission mechanism
gear
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JP2018239447A
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Japanese (ja)
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JP2020100263A (en
Inventor
将英 宮崎
圭史 北岡
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Suzuki Motor Corp
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Suzuki Motor Corp
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Priority to JP2018239447A priority Critical patent/JP7271937B2/en
Priority to DE102019218973.3A priority patent/DE102019218973B4/en
Priority to FR1914476A priority patent/FR3090513B1/en
Priority to CN201911318138.5A priority patent/CN111347865B/en
Publication of JP2020100263A publication Critical patent/JP2020100263A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405—Housings
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/025—Support of gearboxes, e.g. torque arms, or attachment to other devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/03—Gearboxes; Mounting gearing therein characterised by means for reinforcing gearboxes, e.g. ribs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/037—Gearboxes for accommodating differential gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/682—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings with interruption of drive
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Description

本発明は、ハイブリッド車両用駆動装置に関する。 The present invention relates to a hybrid vehicle drive system.

従来のハイブリッド車両用動力伝達装置として、特許文献１に記載されるものが知られている。特許文献１に記載のハイブリッド車両用動力伝達装置は、電動モータのモータ軸突出側の端部を変速機ケースに固定し、この端部から所定距離隔てた部位を、リテーナを介してブラケットで支持している。 2. Description of the Related Art As a conventional hybrid vehicle power transmission device, one described in Patent Document 1 is known. In the power transmission device for a hybrid vehicle disclosed in Patent Document 1, the end of the electric motor on the motor shaft protruding side is fixed to the transmission case, and a portion spaced from the end by a predetermined distance is supported by a bracket via a retainer. are doing.

また、ブラケットは差動装置の一方の出力軸をベアリングを介して支持しており、ブラケットの一端部はエンジンに固定されている。また、このハイブリッド車両用動力伝達装置は、等長ドライブシャフト支持用のブラケットを利用して電動モータを両端支持している。 Also, the bracket supports one output shaft of the differential through a bearing, and one end of the bracket is fixed to the engine. Also, in this hybrid vehicle power transmission device, both ends of the electric motor are supported using brackets for supporting the equal-length drive shaft.

これにより、特許文献１に記載のハイブリッド車両用動力伝達装置は、変速機ケースにかかる重量負荷を軽減でき、耐久性を向上させることができる。 As a result, the power transmission device for a hybrid vehicle described in Patent Document 1 can reduce the weight load applied to the transmission case and improve the durability.

特開２００８－２３９１２３号公報JP 2008-239123 A

しかしながら、従来のハイブリッド車両用動力伝達装置にあっては、電動モータが変速機ケースからエンジン側に突出しており、変速機が大型化してしまうという問題があった。 However, in the conventional power transmission device for a hybrid vehicle, the electric motor protrudes from the transmission case toward the engine, and there is a problem that the transmission becomes large.

本発明は、上記のような事情に着目してなされたものであり、駆動用のモータを備えたことによる変速機の大型化を防止できるハイブリッド車両用駆動装置を提供することを目的とするものである。 SUMMARY OF THE INVENTION It is an object of the present invention to provide a hybrid vehicle drive system capable of preventing the size of a transmission from increasing due to the provision of a drive motor. is.

本発明は、エンジンから伝達された駆動力を変速する変速機構と、前記変速機構を収容する変速機ケースと、前記変速機構に駆動力を伝達するモータと、を備えるハイブリッド車両用駆動装置であって、前記モータは前記変速機構の上方に配置され、前記変速機ケースは、前記エンジンに近い側から配置されたライトケース、レフトケースおよびカバー部材を有し、前記変速機構を収容する変速機構収容部を、前記ライトケース、前記レフトケースおよび前記カバー部材で形成し、前記レフトケースは、前記変速機構収容部の一部を形成するレフトケース本体部と、前記レフトケース本体部から上方に膨出し前記モータの一端側が取り付けられる膨出部とを有し、前記モータの駆動力を減速する減速機構を収容する減速機構収容部が、前記膨出部と前記カバー部材とで形成され、前記膨出部の前記エンジン側の端部に、前記モータの一端側と結合するモータ取付用フランジが前記エンジン側に向かって拡径するように形成され、前記膨出部の前記カバー部材側に、前記カバー部材と結合するカバー部材結合用フランジが形成され、前記モータ取付用フランジと前記カバー部材結合用フランジとがリブにより連結されていることを特徴とする。 The present invention is a drive system for a hybrid vehicle, comprising: a speed change mechanism for shifting a driving force transmitted from an engine; a transmission case housing the speed change mechanism; and a motor for transmitting the driving force to the speed change mechanism. The motor is arranged above the transmission mechanism, and the transmission case has a right case, a left case, and a cover member arranged from the side close to the engine, and is a transmission mechanism accommodating mechanism that accommodates the transmission mechanism. The right case, the left case, and the cover member form a portion, and the left case includes a left case main body portion forming part of the transmission mechanism accommodating portion and a left case main body portion that bulges upward from the left case main body portion. A speed reduction mechanism accommodating portion having a bulging portion to which one end side of the motor is attached and housing a speed reduction mechanism for reducing driving force of the motor is formed by the bulging portion and the cover member , and the bulging portion A motor mounting flange coupled to one end side of the motor is formed on the engine-side end portion of the portion so as to expand in diameter toward the engine side, and the cover member side of the bulging portion is formed on the cover member side. A cover member coupling flange coupled with the member is formed, and the motor mounting flange and the cover member coupling flange are coupled by ribs.

このように上記の本発明によれば、駆動用のモータを備えたことによる変速機の大型化を防止できる。 As described above, according to the present invention, it is possible to prevent the size of the transmission from increasing due to the provision of the drive motor.

図１は、本発明の一実施例に係るハイブリッド車両用駆動装置の左側面図である。FIG. 1 is a left side view of a hybrid vehicle drive system according to one embodiment of the present invention. 図２は、本発明の一実施例に係るハイブリッド車両用駆動装置の平面図である。FIG. 2 is a plan view of a hybrid vehicle drive system according to one embodiment of the present invention. 図３は、本発明の一実施例に係るハイブリッド車両用駆動装置のスケルトン図である。FIG. 3 is a skeleton diagram of a hybrid vehicle drive system according to an embodiment of the present invention. 図４は、図２のＩＶ－ＩＶ方向矢視断面図である。4 is a sectional view taken along the IV-IV direction of FIG. 2. FIG. 図５は、本発明の一実施例に係るハイブリッド車両用駆動装置の斜視図である。FIG. 5 is a perspective view of a hybrid vehicle drive system according to one embodiment of the present invention. 図６は、本発明の一実施例に係るハイブリッド車両用駆動装置の一部の斜視図である。FIG. 6 is a perspective view of part of a hybrid vehicle drive system according to an embodiment of the present invention.

本発明の一実施の形態に係るハイブリッド車両用駆動装置は、エンジンから伝達された駆動力を変速する変速機構と、変速機構を収容する変速機ケースと、変速機構に駆動力を伝達するモータと、を備えるハイブリッド車両用駆動装置であって、モータは変速機構の上方に配置され、変速機ケースは、エンジンに近い側から配置されたライトケース、レフトケースおよびカバー部材を有し、変速機構を収容する変速機構収容部を、ライトケース、レフトケースおよびカバー部材で形成し、レフトケースは、変速機構収容部の一部を形成するレフトケース本体部と、レフトケース本体部から上方に膨出しモータの一端側が取り付けられる膨出部とを有し、モータの駆動力を減速する減速機構を収容する減速機構収容部が、膨出部とカバー部材とで形成されていることを特徴とする。 A hybrid vehicle drive system according to an embodiment of the present invention includes a transmission mechanism that shifts driving force transmitted from an engine, a transmission case that houses the transmission mechanism, and a motor that transmits the driving force to the transmission mechanism. wherein the motor is arranged above the transmission mechanism, the transmission case has a light case, a left case and a cover member which are arranged from the side closer to the engine, and the transmission mechanism is The transmission mechanism accommodating portion to be accommodated is formed by a right case, a left case, and a cover member. and a deceleration mechanism housing portion for housing a deceleration mechanism for decelerating the driving force of the motor is formed of the bulge portion and the cover member.

これにより、本発明の一実施の形態に係るハイブリッド車両用駆動装置は、駆動用のモータを備えたことによる変速機の大型化を防止できる。 As a result, the hybrid vehicle drive system according to the embodiment of the present invention can prevent the transmission from increasing in size due to the provision of the drive motor.

以下、本発明の一実施例に係るハイブリッド車両用駆動装置について、図面を用いて説明する。 A hybrid vehicle drive system according to an embodiment of the present invention will be described below with reference to the drawings.

図１から図６は、本発明の一実施例に係るハイブリッド車両用駆動装置を示す図である。 1 to 6 are diagrams showing a hybrid vehicle drive system according to one embodiment of the present invention.

図１から図６において、上下前後左右方向は、車両に設置された状態のハイブリッド車両用駆動装置の上下前後左右方向とし、前後方向に対して直交する方向が左右方向、ハイブリッド車両用駆動装置の高さ方向が上下方向である。 In FIGS. 1 to 6, 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.

まず、構成を説明する。図１において、ハイブリッド車両（以下、単に車両という）１は、車体２を備えており、車体２は、ダッシュパネル３によって前側のエンジンルーム２Ａと後側の車室２Ｂとに仕切られている。エンジンルーム２Ａには駆動装置４が設置されており、駆動装置４は、前進６速、後進１速の変速段を有する。駆動装置４は本発明におけるハイブリッド車両用駆動装置を構成する。 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.

図２において、駆動装置４にはエンジン８が連結されている。駆動装置４は変速機ケース５を備えており、変速機ケース５は、エンジン８の側から順に、ライトケース６、レフトケース７およびカバー部材２７を有する。 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.

ライトケース６にはエンジン８が連結されている。エンジン８は、クランク軸９を有し（図３参照）、クランク軸９は、車両１の幅方向に延びるように設置されている。すなわち、本実施例のエンジン８は、横置きエンジンから構成されており、本実施例の車両１は、フロントエンジン・フロントドライブ（ＦＦ）車両である。 An engine 8 is connected to 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.

レフトケース７は、ライトケース６に対してエンジン８と反対側に連結されている。すなわち、レフトケース７は、ライトケース６の左側に連結されている。ライトケース６の左側の外周縁にはフランジ部６Ｆ（図２参照）が形成されている。 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 .

また、図１、図２において、レフトケース７の右側の外周縁にはフランジ部７Ｆが形成されている。ライトケース６のフランジ部６Ｆとレフトケース７のフランジ部７Ｆは、ライトケース６とレフトケース７の結合部であり、それぞれの左右方向に向く端面は、重ね合わされて結合される接合面（合わせ面）となっている。 1 and 2, a flange portion 7F is formed on the outer peripheral edge of the left case 7 on the right side. The flange portion 6F of the light case 6 and the flange portion 7F of the left case 7 are joint portions of the light case 6 and the left case 7, and the end surfaces facing in the horizontal direction are joint surfaces (mating surfaces) that are overlapped and joined. ).

図１に示すように、フランジ部７Ｆにはボルト２３Ａが挿入されるボス部７ｆが設けられており、ボス部７ｆは、フランジ部７Ｆに沿って複数設けられている。 As shown in FIG. 1, the flange portion 7F is provided with boss portions 7f into which bolts 23A are inserted, and a plurality of boss portions 7f are provided along the flange portion 7F.

フランジ部６Ｆにはボス部７ｆに合致する複数の図示しないボス部が形成されており、ボルト２３Ａ（図１参照）によってフランジ部６Ｆのボス部とフランジ部７Ｆのボス部７ｆを締結することで、ライトケース６とレフトケース７が締結されて一体化される。 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.

レフトケース７の左側の外周縁には、左右方向に向く端面が形成されており、レフトケース７の左側の外周縁は、カバー部材２７の外周縁と重ね合わされて結合される接合面（合わせ面）となっている。 The left outer peripheral edge of the left case 7 is formed with an end surface facing in the left-right direction, and the left outer peripheral edge of the left case 7 is a joint surface (mating surface) that overlaps and is joined to the outer peripheral edge of the cover member 27 . ).

カバー部材２７の外周縁にはボルト２３Ｂが挿入されるボス部が外周縁に沿って複数設けられており、ボルト２３Ｂによってカバー部材２７はレフトケース７の左側の外周縁に固定される。 A plurality of boss portions into which bolts 23B are inserted are provided along the outer peripheral edge of the cover member 27, and the cover member 27 is fixed to the left outer peripheral edge of the left case 7 by the bolts 23B.

ライトケース６にはクラッチ１０（図３参照）が収容されている。レフトケース７には、図３に示す入力軸１１、前進用出力軸１２、後進用出力軸１３、終減速機構１４およびディファレンシャル装置１５が収容されている。 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.

入力軸１１、前進用出力軸１２および後進用出力軸１３は、車両の左右方向に沿って平行に設置されている。本実施例の前進用出力軸１２は、本発明の出力軸を構成する。 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.

図３において、入力軸１１は、クラッチ１０を介してエンジン８に連結されており、クラッチ１０を介してエンジン８の動力が伝達される。図３において、入力軸１１は、１速段用の入力ギヤ１６Ａ、２速段用の入力ギヤ１６Ｂ、３速段用の入力ギヤ１６Ｃ、４速段用の入力ギヤ１６Ｄ、５速段用の入力ギヤ１６Ｅおよび６速段用の入力ギヤ１６Ｆを有する。 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.

入力ギヤ１６Ａ、１６Ｂは、入力軸１１に固定されており、入力軸１１と一体で回転する。入力ギヤ１６Ｃから入力ギヤ１６Ｆは、入力軸１１と相対回転自在に設けられている。 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 .

前進用出力軸１２は、１速段用の出力ギヤ１７Ａ、２速段用の出力ギヤ１７Ｂ、３速段用の出力ギヤ１７Ｃ、４速段用の出力ギヤ１７Ｄ、５速段用の出力ギヤ１７Ｅ、６速段用の出力ギヤ１７Ｆおよび前進用のファイナルドライブギヤ１７Ｇを有する。出力ギヤ１７Ａから出力ギヤ１７Ｆは、同一の変速段を構成する入力ギヤ１６Ａから入力ギヤ１６Ｆに噛み合っている。例えば、４速段用の出力ギヤ１７Ｄは４速段用の入力ギヤ１６Ｄに噛み合っている。 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.

出力ギヤ１７Ａ、１７Ｂは、前進用出力軸１２と相対回転自在に設けられている。出力ギヤ１７Ｃから出力ギヤ１７Ｆおよびファイナルドライブギヤ１７Ｇは、前進用出力軸１２に固定されており、前進用出力軸１２と一体で回転する。 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 .

１速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ａおよび出力ギヤ１７Ａを介して前進用出力軸１２に伝達される。２速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ｂおよび出力ギヤ１７Ｂを介して前進用出力軸１２に伝達される。 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.

出力ギヤ１７Ａと出力ギヤ１７Ｂの間において前進用出力軸１２上には第１の同期装置１８が設けられている。 A first synchronizer 18 is provided on the forward output shaft 12 between the output gears 17A and 17B.

シフト操作によって１速段にシフトされると、第１の同期装置１８は、１速段の出力ギヤ１７Ａを前進用出力軸１２に連結する。シフト操作によって２速段にシフトされると、第１の同期装置１８は、２速段用の出力ギヤ１７Ｂを前進用出力軸１２に連結する。このように、シフト操作によって１速段または２速段にシフトされると、出力ギヤ１７Ａまたは出力ギヤ１７Ｂは、前進用出力軸１２と一体で回転する。 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 .

入力ギヤ１６Ｃと入力ギヤ１６Ｄの間において入力軸１１上には第２の同期装置１９が設けられている。 A second synchronizer 19 is provided on the input shaft 11 between the input gear 16C and the input gear 16D.

シフト操作によって３速段にシフトされると、第２の同期装置１９は、入力ギヤ１６Ｃを入力軸１１に連結する。シフト操作によって４速段にシフトされると、第２の同期装置１９は、入力ギヤ１６Ｄを入力軸１１に連結する。このように、シフト操作によって３速段または４速段にシフトされると、入力ギヤ１６Ｃまたは入力ギヤ１６Ｄが入力軸１１と一体で回転する。 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 .

３速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ｃおよび出力ギヤ１７Ｃを介して前進用出力軸１２に伝達される。４速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ｄおよび出力ギヤ１７Ｄを介して前進用出力軸１２に伝達される。 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.

このように入力軸１１上に設けられた第２の同期装置１９は、入力ギヤ１６Ｃと出力ギヤ１７Ｃからなる１つの変速ギヤ組と、入力ギヤ１６Ｄと出力ギヤ１７Ｄからなる１つの変速ギヤ組との中から１つの変速ギヤ組を選択し、入力軸１１から選択された変速ギヤ組を介して前進用出力軸１２に動力を伝達させる。 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.

入力ギヤ１６Ｅと入力ギヤ１６Ｆの間において入力軸１１上には第３の同期装置２０が設けられている。 A third synchronizer 20 is provided on the input shaft 11 between the input gear 16E and the input gear 16F.

シフト操作によって５速段にシフトされると、第３の同期装置２０は、入力ギヤ１６Ｅを入力軸１１に連結する。シフト操作によって６速段にシフトされると、第３の同期装置２０は、入力ギヤ１６Ｆを入力軸１１に連結する。このように、シフト操作によって５速段または６速段にシフトされると、入力ギヤ１６Ｅまたは入力ギヤ１６Ｆが入力軸１１と一体で回転する。 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 .

５速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ｅおよび出力ギヤ１７Ｅを介して前進用出力軸１２に伝達される。６速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ｆおよび出力ギヤ１７Ｆを介して前進用出力軸１２に伝達される。 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.

このように入力軸１１上に設けられた第３の同期装置２０は、入力ギヤ１６Ｅと出力ギヤ１７Ｅからなる１つの変速ギヤ組と、入力ギヤ１６Ｆと出力ギヤ１７Ｆからなる１つの変速ギヤ組との中から１つの変速ギヤ組を選択し、入力軸１１から選択された変速ギヤ組を介して前進用出力軸１２に動力を伝達させる。 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.

入力ギヤ１６Ｄと出力ギヤ１７Ｄからなる変速ギヤ組と、入力ギヤ１６Ｅおよび出力ギヤ１７Ｅからなる変速ギヤ組とは、入力軸１１の軸方向において第２の同期装置１９と第３の同期装置２０との間に隣接して設置されている。 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.

後進用出力軸１３にはリバースギヤ２２Ａおよび後進用のファイナルドライブギヤ２２Ｂが設けられている。リバースギヤ２２Ａは、後進用出力軸１３と相対回転自在に設けられており、出力ギヤ１７Ａに噛み合っている。ファイナルドライブギヤ２２Ｂは、後進用出力軸１３に固定されており、後進用出力軸１３と一体で回転する。 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 .

後進用出力軸１３には第４の同期装置２１が設けられている。シフト操作によって後進段にシフトされると、第４の同期装置２１は、リバースギヤ２２Ａを後進用出力軸１３に連結する。これにより、リバースギヤ２２Ａは、後進用出力軸１３と一体で回転する。 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.

後進段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ａ、前進用出力軸１２と相対回転する出力ギヤ１７Ａおよびリバースギヤ２２Ａを介して後進用出力軸１３に伝達される。 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.

前進用のファイナルドライブギヤ１７Ｇおよび後進用のファイナルドライブギヤ２２Ｂは、ディファレンシャル装置１５のファイナルドリブンギヤ１５Ａに噛み合っている。これにより、前進用出力軸１２の動力および後進用出力軸１３の動力は、前進用のファイナルドライブギヤ１７Ｇまたは後進用のファイナルドライブギヤ２２Ｂを経てディファレンシャル装置１５に伝達される。 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.

ディファレンシャル装置１５は、ファイナルドリブンギヤ１５Ａと、ファイナルドリブンギヤ１５Ａが外周部に取付けられたデフケース１５Ｂと、デフケース１５Ｂに内蔵された差動機構１５Ｃとを有する。 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.

デフケース１５Ｂの左端部には筒状部１５ｃ（図４参照）が設けられており、デフケース１５Ｂの右端部には筒状部１５ｃと同様の図示しない筒状部が設けられている。筒状部１５ｃおよび図示しない筒状部には、図３に示すように、右のドライブシャフト２４Ｒと左のドライブシャフト２４Ｌのそれぞれの一端部が挿通されている。 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).

左右のドライブシャフト２４Ｌ、２４Ｒの一端部は、差動機構１５Ｃに連結されており、左右のドライブシャフト２４Ｌ、２４Ｒの他端部は、それぞれ図示しない左右の駆動輪に連結されている。ディファレンシャル装置１５は、エンジン８の動力を差動機構１５Ｃによって左右のドライブシャフト２４Ｌ、２４Ｒに分配して駆動輪に伝達する。ファイナルドリブンギヤ１５Ａは、回転軸心１５ａを中心に回転する。 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.

本実施例の入力軸１１、前進用出力軸１２、入力ギヤ１６Ａから入力ギヤ１６Ｆおよび出力ギヤ１７Ａから出力ギヤ１７Ｆは、変速機構６１を構成する。 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.

終減速機構１４は、前進用のファイナルドライブギヤ１７Ｇおよびファイナルドリブンギヤ１５Ａから構成されている。 The final reduction gear mechanism 14 is composed of a forward final drive gear 17G and a final driven gear 15A.

図１、図２において、モータ３２は、モータケース３２Ａと、モータケース３２Ａに回転自在に支持されたモータ軸３２Ｂとを有する。モータケース３２Ａの内部にはいずれも図示しないロータと、コイルが巻き付けられたステータが収容されており、モータ軸３２Ｂは、ロータと一体に設けられている。 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.

モータ３２において、コイルに三相交流が供給されることにより、周方向に回転する回転磁界を発生する。ステータは、発生した磁束をロータに鎖交させることにより、モータ軸３２Ｂと一体のロータを回転駆動させる。 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.

図１、図４において、変速機ケース５には減速機構収容部２５が設けられており、減速機構収容部２５は、後述するレフトケース７の膨出部７Ｈと、カバー部材２７とから形成される。減速機構収容部２５の内部には減速機構３３（図４参照）が収容されている。 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 .

図３、図４において、減速機構３３は、モータ３２のモータ軸３２Ｂに設けられた第１のドライブギヤ３４と、第１の中間軸３５と、第２の中間軸３６と、前進用出力軸１２に設けられた４速段用の出力ギヤ１７Ｄとを備えている。 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 a forward output shaft. 12 and an output gear 17D for the fourth speed stage.

第１の中間軸３５には第１のドリブンギヤ３５Ａおよび第２のドライブギヤ３５Ｂが設けられている。第２の中間軸３６には第２のドリブンギヤ３６Ａおよび第３のドライブギヤ３６Ｂが設けられている。 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.

第１のドリブンギヤ３５Ａは、第１のドライブギヤ３４の直径よりも大径に形成されており、第１のドライブギヤ３４に噛み合っている。 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 .

第２のドライブギヤ３５Ｂは、第１のドリブンギヤ３５Ａおよび第２のドリブンギヤ３６Ａの直径よりも小径に形成されており、第２のドリブンギヤ３６Ａに噛み合っている。第２のドライブギヤ３５Ｂは、第１のドリブンギヤ３５Ａの左側に配置されている。 The second drive gear 35B is formed to have a smaller diameter than the diameters of the first driven gear 35A and the second driven gear 36A, and meshes with the second driven gear 36A. The second drive gear 35B is arranged on the left side of the first driven gear 35A.

第３のドライブギヤ３６Ｂは、第２のドリブンギヤ３６Ａの直径と同一径で、かつ、４速段用の出力ギヤ１７Ｄの直径よりも大径に形成されており、４速段用の出力ギヤ１７Ｄに噛み合っている。第３のドライブギヤ３６Ｂは、第２のドリブンギヤ３６Ａの右側に配置されている。なお、互いに噛み合うギヤ対において、大径のギヤは小径のギヤより歯数が多く形成されている。 The third drive gear 36B has the same diameter as the second driven gear 36A and is formed to have a larger diameter than the output gear 17D for the fourth speed stage. is engaged with The third drive gear 36B is arranged on the right side of the second driven gear 36A. In the pair of gears that mesh with each other, the large-diameter gear has more teeth than the small-diameter gear.

第１のドライブギヤ３４および第１のドリブンギヤ３５Ａは、モータ軸３２Ｂと第１の中間軸３５とを連結する第１の減速ギヤ対３７を構成する。第２のドライブギヤ３５Ｂおよび第２のドリブンギヤ３６Ａは、第１の中間軸３５と第２の中間軸３６とを連結しており、第２の減速ギヤ対３８を構成している。第３のドライブギヤ３６Ｂおよび出力ギヤ１７Ｄは、第２の中間軸３６と前進用出力軸１２とを連結しており、第３の減速ギヤ対３９を構成している。 The first drive gear 34 and the first driven gear 35A constitute a first reduction gear pair 37 connecting the motor shaft 32B and the first intermediate shaft 35. As shown in FIG. A second drive gear 35B and a second driven gear 36A connect the first intermediate shaft 35 and the second intermediate shaft 36 to form a second reduction gear pair 38 . The third drive gear 36B and the output gear 17D connect the second intermediate shaft 36 and the forward output shaft 12 to form a third reduction gear pair 39. As shown in FIG.

このように減速機構３３は、モータ３２から前進用出力軸１２に動力を伝達する動力伝達経路上に第１の中間軸３５と第２の中間軸３６とを有する。そして、減速機構３３は、ドライブギヤ３４、３５Ｂ、３６Ｂおよびドリブンギヤ３５Ａ、３６Ａの直径および歯数が任意の減速比となるように設定されることにより、モータ３２の動力を減速して前進用出力軸１２に伝達する。 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 .

レフトケース７は、その左端部に上方に膨出する膨出部７Ｈを有する。膨出部７Ｈによって、レフトケース７の左端部の開口は上方に拡大されている。膨出部７Ｈは、減速機構収容部２５を構成するケース部分であって、その左側に減速機構３３が配置される。 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.

図１、図２において、カバー部材２７は、ボルト２３Ｂ（図１参照）によってレフトケース７の左端部に接合（締結）されており、膨出部７Ｈの部分も含めレフトケース７の左端部の開口を閉塞している。つまり、膨出部７Ｈは、その左側に配置されるカバー部材２７とで左右から減速機構３３の収容空間となる減速機構収容部２５を形成する。 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 form a speed reduction mechanism housing portion 25 that serves as a housing space for the speed reduction mechanism 33 from left and right.

図１、図２において、膨出部７Ｈの上端部には、そのエンジン８側（右側）にモータ取付部２９Ｃが設けられている。モータ取付部２９Ｃは、円形のフランジ状に形成されており、モータ３２の外径、すなわち、モータケース３２Ａの外径と同等の外径まで膨出部７Ｈの上部（詳細には、膨出部７Ｈの上部の左端部）より拡径している。モータ取付部２９Ｃの中央には、モータ３２の駆動力を減速機構３３に伝達する軸が挿通される貫通孔が、モータ軸３２Ｂの軸心と同軸状態に形成されている。 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 the shape of a circular flange, and the upper portion of the bulging portion 7H (more specifically, the bulging portion 7H at the upper left end). A through hole through which a shaft for transmitting the driving force of the motor 32 to the reduction mechanism 33 is inserted is formed in the center of the motor mounting portion 29C so as to be coaxial with the axis of the motor shaft 32B.

モータ取付部２９Ｃの外周部にはボス部２９ｍが設けられており、ボス部２９ｍは、モータ取付部２９Ｃの外周部に沿って複数設けられている。ボス部２９ｍには左側からボルト２３Ｃが挿通され、ボルト２３Ｃがモータケース３２Ａに形成された図示しないねじ穴に締め付け固定されることにより、モータ３２がモータ取付部２９Ｃに締結される。 A boss portion 29m is provided on the outer peripheral portion of the motor attachment portion 29C, and a plurality of boss portions 29m are provided along the outer peripheral portion of the motor attachment portion 29C. A bolt 23C is inserted through the boss portion 29m from the left side, and the motor 32 is fastened to the motor mounting portion 29C by tightening and fixing the bolt 23C to a screw hole (not shown) formed in the motor case 32A.

モータ取付部２９Ｃは右方向に向くモータ取付面を有し、モータ取付部２９Ｃに取付けられたモータ３２はモータ軸３２Ｂが車両の左右方向に沿う様に配置される。そして、モータ３２は、変速機ケース５の外部の上方に露出した状態で、レフトケース７の左側部分に形成された膨出部７Ｈから右方向に延びる様に配置されている。 The motor mounting portion 29C has a motor mounting surface facing rightward, and the motor 32 mounted on the motor mounting portion 29C is arranged such that the motor shaft 32B extends along the lateral direction of the vehicle. The motor 32 is arranged to extend rightward from a bulging portion 7H formed in the left portion of the left case 7 while being exposed to the upper part of the outside of the transmission case 5 .

また、図４に示すように、車両の前後方向で、モータ３２のモータ軸３２Ｂの中心が、入力軸１１とファイナルドリブンギヤの回転軸心１５ａとの間に配置されている。より詳細には、モータ３２のモータ軸３２Ｂの中心は、車両の前後方向で、前進用出力軸１２とファイナルドリブンギヤの回転軸心１５ａとの間に配置されている。 Further, as shown in FIG. 4, the center of the motor shaft 32B of the motor 32 is arranged between the input shaft 11 and the rotation axis 15a of the final driven gear in the longitudinal direction of the vehicle. More specifically, the center of the motor shaft 32B of the motor 32 is arranged between the forward drive output shaft 12 and the rotation axis 15a of the final driven gear in the longitudinal direction of the vehicle.

図１、図２において、車両の前後方向でモータ３２よりも前側となるレフトケース７の上部にはシフトユニット４１が設置されている。車両１の平面視において、モータ３２とシフトユニット４１は、後述するマウント取付部３１に近づくように、マウント取付部３１に近接配置されている。 In FIGS. 1 and 2, a shift unit 41 is installed on the upper portion of the left case 7, which is on the front side of the motor 32 in the longitudinal direction of the vehicle. In a plan view of the vehicle 1 , the motor 32 and the shift unit 41 are arranged close to the mount attachment portion 31 so as to approach the mount attachment portion 31 to be described later.

つまり、モータ３２とシフトユニット４１は、マウント取付部３１の前後に設置されている。詳細には、マウント取付部３１と膨出部７Ｈは、レフトケース７の左端部の前後に並んで配置されており、シフトユニット４１は、マウント取付部３１の右側から前方に渡り、車両の前方に延びる様に配置されている。 That is, the motor 32 and the shift unit 41 are installed in front of and behind the mount attachment portion 31 . Specifically, the mount attachment portion 31 and the bulging portion 7H are arranged side by side in the front and rear of the left end portion of the left case 7, and the shift unit 41 extends forward from the right side of the mount attachment portion 31 and extends forward of the vehicle. are arranged so as to extend to

シフトユニット４１は、駆動装置４のシフト操作およびクラッチ操作を行うように駆動される。ここで、シフト操作とは、駆動装置４の変速段を切換える操作をいい、クラッチ操作とは、駆動装置４のクラッチ１０を係合（接続）または開放（切断）する操作をいう。 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.

シフトユニット４１は、油圧装置であって、オイルポンプ、オイルポンプを駆動するモータ、バルブユニット、蓄圧器、作動油のリザーバタンク、油路構成部品等を有し、部品点数も多く比較的重量がある装置である。 The shift unit 41 is a hydraulic device, and includes an oil pump, a motor for driving the oil pump, a valve unit, a pressure accumulator, a hydraulic oil reservoir tank, oil passage components, and the like. A device.

図４において、レフトケース７にはシフトアンドセレクト軸４２が収容されている。シフトアンドセレクト軸４２は、レフトケース７に対して軸心方向に移動自在、かつ回転自在となっており、シフトユニット４１によって操作される。 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 .

シフトユニット４１は、運転者によって操作される図示しないシフトレバーがドライブレンジにシフトされた状態あるいはリバースレンジにシフトされた状態において、例えば、予めスロットル開度と車速とがパラメータとして設定された変速マップに基づいて、シフトアンドセレクト軸４２を操作する。 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.

シフトアンドセレクト軸４２は、いずれも図示しないシフトヨーク、シフタ軸およびシフトフォーク等からなる変速操作機構を介して第１の同期装置１８から第４の同期装置２１を操作して変速段の制御を行う。なお、シフトユニット４１は、油圧機構やモータ機構等によってシフトアンドセレクト軸４２を操作するが、駆動方式は、これら油圧機構やモータ機構等に限定されるものではない。 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.

図１、図２に示すように、モータ３２の支持剛性を高めるために、変速機ケース５にはフロントブラケット４６Ａおよびリヤブラケット４６Ｂが設けられている。フロントブラケット４６Ａは、モータ３２の右端前部とライトケース６とを連結しており、モータ３２をライトケース６に支持している。 As shown in FIGS. 1 and 2, the transmission case 5 is provided with a front bracket 46A and a rear bracket 46B in order to increase the support rigidity of the motor 32. As shown in FIG. The front bracket 46</b>A connects the front right end of the motor 32 and the light case 6 and supports the motor 32 on the light case 6 .

リヤブラケット４６Ｂは、モータ３２の右端後部とライトケース６とを連結しており、モータ３２をライトケース６に支持している。このように、モータ３２は、その左側端部がモータ取付部２９Ｃ（レフトケース７）に対して連結され、軸方向の反対側となる右側端部がライトケース６に連結されている。 The rear bracket 46</b>B connects the rear right end of the motor 32 and the light case 6 , and supports the motor 32 on the light case 6 . Thus, the motor 32 has its left end connected to the motor mounting portion 29C (left case 7) and its right end on the opposite side in the axial direction connected to the light case 6. As shown in FIG.

モータ３２の後側にはコネクタ３２Ｃが設けられており、コネクタ３２Ｃにはモータ３２を駆動するための電力を供給するパワーケーブル（図示省略）が接続されている。 A connector 32C is provided on the rear side of the motor 32, and a power cable (not shown) that supplies power for driving the motor 32 is connected to the connector 32C.

レフトケース７の上部にはマウント取付部３１が設けられている。マウント取付部３１は、複数のボス部３１Ａを有し、ボス部３１Ａには、車体２に固定された図示しないマウント装置が締結されている。これにより、駆動装置４は、マウント装置を介して車体２に弾性的に支持されている。 A mount attachment portion 31 is provided on the 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.

モータ３２は、マウント取付部３１よりも後側においてレフトケース７の上面と離間して、レフトケース７の上方に配置されている。エンジン８は、エンジン用の図示しないマウント装置を介して車体２に弾性的に支持されている。 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.

図４に示すように、本実施例では、モータ３２は変速機構６１の上方に配置されている。また、図２に示すように、変速機ケース５は、エンジン８に近い側から配置されたライトケース６、レフトケース７およびカバー部材２７を有している。また、変速機構６１を収容する変速機構収容部６２（図４参照）を、ライトケース６、レフトケース７およびカバー部材２７で形成している。 As shown in FIG. 4, the motor 32 is arranged above the transmission mechanism 61 in this embodiment. Further, as shown in FIG. 2, the transmission case 5 has a light case 6, a left case 7, and a cover member 27 arranged from the side closer to the engine 8. As shown in FIG. A transmission mechanism accommodating portion 62 (see FIG. 4) that accommodates the transmission mechanism 61 is formed by the right case 6, the left case 7 and the cover member 27. As shown in FIG.

つまり、入力軸１１、および、前進用出力軸１２は、右端をライトケース６に軸受を介して支持され、左右の中間部がレフトケース７内に配置されているとともに、左端をカバー部材２７に軸受を介して支持されている。 In other words, the input shaft 11 and the forward output shaft 12 have their right ends supported by the light case 6 via bearings, their left and right middle portions disposed within the left case 7, and their left ends supported by the cover member 27. It is supported via bearings.

図１、図２、図４に示すように、レフトケース７は、変速機構収容部６２の一部を形成するレフトケース本体部７Ｇと、レフトケース本体部７Ｇから上方に膨出しモータ３２の一端側（左側端部）が取り付けられる膨出部７Ｈとを有する。また、モータ３２の駆動力を減速する減速機構３３を収容する減速機構収容部２５が、膨出部７Ｈとカバー部材２７とで形成されている。 As shown in FIGS. 1, 2, and 4, the left case 7 includes a left case main body portion 7G that forms a part of the transmission mechanism accommodating portion 62, and one end of the motor 32 that bulges upward from the left case main body portion 7G. and a bulging portion 7H to which the side (left end) is attached. A speed reduction mechanism housing portion 25 for housing a speed reduction mechanism 33 that reduces the driving force of the motor 32 is formed by the bulging portion 7H and the cover member 27 .

図５、図６に示すように、本実施例では、モータ３２は、モータ３２の他端側（右側端部）から径方向外方に突出しモータ３２が用いる電力を受け入れる受電部３２Ｄと、受電部３２Ｄの左側面（モータ３２の一端側となる面）にモータ３２の一端側を向いて設けられたコネクタ３２Ｃとを有している。 As shown in FIGS. 5 and 6, in this embodiment, the motor 32 includes a power receiving portion 32D projecting radially outward from the other end (right end) of the motor 32 and receiving power used by the motor 32, and a power receiving portion 32D. A connector 32C facing one end of the motor 32 is provided on the left side surface of the portion 32D (the surface on the one end side of the motor 32).

コネクタ３２Ｃは、モータ３２の一端側（左側）を向いて設けられているので、着脱方向がモータ軸３２Ｂに沿った方向となり、コネクタ３２Ｃに接続されるパワーケーブルをモータ３２に沿わせて配索することができる。また、受電部３２Ｄは、モータ３２から径方向外方に離れるにつれて下方に下がる姿勢で配置されている。つまり、図１に示すように、受電部３２Ｄは、モータ３２から後下方に突出し、変速機ケース５の上面に沿って配置されている。 Since the connector 32C is provided so as to face one end side (left side) of the motor 32, the detachable direction is along the motor shaft 32B, and the power cable connected to the connector 32C is routed along the motor 32. can do. In addition, the power receiving unit 32D is disposed in a posture that descends downward as it moves radially outward from the motor 32 . That is, as shown in FIG. 1 , the power receiving portion 32</b>D protrudes rearward and downward from the motor 32 and is arranged along the upper surface of the transmission case 5 .

本実施例では、膨出部７Ｈのエンジン８側のモータ取付部２９Ｃに、モータ３２の一端側と結合するモータ取付用フランジ５３がエンジン８側に向かって拡径するように形成され、膨出部７Ｈのカバー部材２７側に、カバー部材２７と結合するカバー部材結合用フランジ５４が形成され、モータ取付用フランジ５３とカバー部材結合用フランジ５４とがリブ５５により連結されている。 In this embodiment, a motor mounting flange 53 coupled to one end side of the motor 32 is formed on the motor mounting portion 29C on the engine 8 side of the bulging portion 7H so as to expand in diameter toward the engine 8 side. A cover member coupling flange 54 coupled to the cover member 27 is formed on the cover member 27 side of the portion 7H, and the motor mounting flange 53 and the cover member coupling flange 54 are coupled by ribs 55 .

本実施例では、モータ３２の左端部は膨出部７Ｈの右側面に取付けられ、モータ３２の右端部はライトケース６におけるレフトケース７との結合部の近傍に位置している。そして、図２に示すように、モータ３２の後端（右端）の受電部３２Ｄを、ライトケース６におけるレフトケース７との結合部の近傍に、フロントブラケット４６Ａおよびリヤブラケット４６Ｂを介して取付けている。 In this embodiment, the left end portion of the motor 32 is attached to the right side surface of the bulging portion 7H, and the right end portion of the motor 32 is positioned in the vicinity of the connection portion of the light case 6 with the left case 7 . Then, as shown in FIG. 2, the power receiving portion 32D at the rear end (right end) of the motor 32 is attached to the light case 6 in the vicinity of the joint with the left case 7 via the front bracket 46A and the rear bracket 46B. there is

図１に示すように、本実施例では、フロントブラケット４６Ａとリヤブラケット４６Ｂは、車両前後方向において、モータ軸３２Ｂの前後に対になるように配置されている。つまり、車両前側のフロントブラケット４６Ａの後端部がモータ３２前上部に結合され、フロントブラケット４６Ａの前端部がライトケース６の上面に結合されている（図６参照）。 As shown in FIG. 1, in this embodiment, the front bracket 46A and the rear bracket 46B are arranged in a pair in the front-rear direction of the motor shaft 32B in the vehicle front-rear direction. That is, the rear end of the front bracket 46A on the front side of the vehicle is connected to the front upper portion of the motor 32, and the front end of the front bracket 46A is connected to the upper surface of the light case 6 (see FIG. 6).

ライトケース６はクラッチ１０を収容する為、レフトケース７よりも上面が上方に膨らんだ形状をしており、フロントブラケット４６Ａの前端部をより高い位置で固定することができる。この為、モータ３２の径方向に延びる様にフロントブラケット４６Ａを配置することができ、効率よくモータ３２の駆動トルクに対応することができる。なお、ライトケース６の上面にはフロントブラケット４６Ａを固定するためのボスが上方に向けて立設されている。当該ボスにはねじ穴が形成されており、ボスの上端面にフロントブラケット４６Ａの前端部が載置され、上方から締め込まれるボルトにてフロントブラケット４６Ａの前端部がボスに締結固定されている。 Since the right case 6 accommodates the clutch 10, the upper surface of the right case 6 is bulging upwards compared to the left case 7, so that the front end of the front bracket 46A can be fixed at a higher position. Therefore, the front bracket 46A can be arranged so as to extend in the radial direction of the motor 32, and the driving torque of the motor 32 can be efficiently handled. A boss for fixing the front bracket 46A is provided on the upper surface of the light case 6 so as to extend upward. A screw hole is formed in the boss, and the front end portion of the front bracket 46A is placed on the upper end surface of the boss, and the front end portion of the front bracket 46A is fastened and fixed to the boss by a bolt that is tightened from above. .

車両後側のリヤブラケット４６Ｂの前端部がモータ３２の後下部（詳細には、受電部３２Ｄの後下部）に結合され、リヤブラケット４６Ｂの後端部が変速機ケース５の後部であって剛性の高いフランジ部６Ｆとフランジ部７Ｆの結合部に固定されている。（図１参照）詳細には、フランジ部７Ｆとの結合面を拡大するようにライトケース６のフランジ部６Ｆが拡大されており、当該拡大部位に左右方向に沿ったねじ穴が形成されている。リヤブラケット４６Ｂの後端部はフランジ部６Ｆの合わせ面に重ねられて、リヤブラケット４６Ｂの後端部は左側から締め込まれるボルトにてライトケース６のフランジ部６Ｆに締結固定されている。 The front end of the rear bracket 46B on the rear side of the vehicle is coupled to the lower rear portion of the motor 32 (more specifically, the lower rear portion of the power receiving portion 32D), and the rear end portion of the rear bracket 46B is the rear portion of the transmission case 5 and is rigid. is fixed to the connecting portion of the high flange portion 6F and the flange portion 7F. (See FIG. 1) Specifically, the flange portion 6F of the light case 6 is enlarged so as to enlarge the joint surface with the flange portion 7F, and a screw hole is formed in the enlarged portion along the left-right direction. . The rear end portion of the rear bracket 46B overlaps the mating surface of the flange portion 6F, and the rear end portion of the rear bracket 46B is fastened and fixed to the flange portion 6F of the light case 6 with a bolt that is tightened from the left side.

リヤブラケット４６Ｂもモータ３２の径方向に延びる様に配置されており、効率よくモータ３２の駆動トルクに対応することができる。これら一対のフロントブラケット４６Ａおよびリヤブラケット４６Ｂによりモータ３２の正転と逆転の両方向の反トルクを受け持つとともに、モータ３２の振動を抑制している。
次に、作用を説明する。 The rear bracket 46B is also arranged so as to extend in the radial direction of the motor 32, so that the driving torque of the motor 32 can be efficiently handled. The pair of front bracket 46A and rear bracket 46B bears counter torque in both the forward and reverse directions of the motor 32 and suppresses the vibration of the motor 32. As shown in FIG.
Next, the action will be explained.

車両１の前進時におけるエンジン走行時においては、エンジン８の動力が入力軸１１から所定の変速段を成立する入力ギヤ１６Ａから入力ギヤ１６Ｆのいずれかを介して出力ギヤ１７Ａから出力ギヤ１７Ｆのいずれかに伝達される。 During engine running when the vehicle 1 moves forward, the power of the engine 8 is transmitted from the input shaft 11 to any one of the output gears 17A to 17F through any one of the input gears 16A to 16F that establish a predetermined gear stage. transmitted to

これにより、前進用出力軸１２のファイナルドライブギヤ１７Ｇからファイナルドリブンギヤ１５Ａに動力が伝達され、エンジン８の動力がディファレンシャル装置１５の差動機構１５Ｃによって左右のドライブシャフト２４Ｌ、２４Ｒに分配されて駆動輪に伝達され、車両１が前進走行する。 As a result, power is transmitted from the final drive gear 17G of the forward output shaft 12 to the final driven gear 15A, and the power of the engine 8 is distributed to the left and right drive shafts 24L and 24R by the differential mechanism 15C of the differential device 15 to drive the driving wheels. , and the vehicle 1 travels forward.

一方、車両１の前進時にモータ３２の駆動力を作用させる時は、モータ３２の動力がモータ軸３２Ｂから第１のドライブギヤ３４を介して第１のドリブンギヤ３５Ａに伝達される。 On the other hand, when the driving force of the motor 32 is applied while the vehicle 1 is moving forward, the power of the motor 32 is transmitted from the motor shaft 32B through the first drive gear 34 to the first driven gear 35A.

次いで、モータ３２の動力は、第２のドライブギヤ３５Ｂ、第２のドリブンギヤ３６Ａおよび第３のドライブギヤ３６Ｂを介して４速段用の出力ギヤ１７Ｄに伝達される。４速段用の出力ギヤ１７Ｄは、前進用出力軸１２の軸方向で変速機構６１の略中央部やや左側に位置し、レフトケース７の膨出部７Ｈの下方に配置されている。 Next, the power of the motor 32 is transmitted to the output gear 17D for the fourth speed through the second drive gear 35B, the second driven gear 36A and the third drive gear 36B. The output gear 17</b>D for the 4th speed is positioned slightly leftward in the substantially central portion of the transmission mechanism 61 in the axial direction of the forward output shaft 12 and below the bulging portion 7</b>H of the left case 7 .

減速機構３３は、ドライブギヤ３４、３５Ｂ、３６Ｂおよびドリブンギヤ３５Ａ、３６Ａの直径および歯数が任意の減速比となるように設定されているので、モータ３２の動力が減速されて前進用出力軸１２に伝達される。 In the reduction mechanism 33, the drive gears 34, 35B, 36B and the driven gears 35A, 36A are set so that the diameter and the number of teeth of the drive gears 34, 35B, 36A have an arbitrary reduction ratio. is transmitted to

これにより、前進用出力軸１２のファイナルドライブギヤ１７Ｇからファイナルドリブンギヤ１５Ａに動力が伝達され、車両１が前進走行する。なお、車両１が後退走行する場合にモータ３２の駆動力を作用させる時は、モータ３２の回転方向を前進走行に対して逆転させる。この場合、モータ３２から前進用出力軸１２への駆動力伝達経路は同じである。また、回生制動をモータ３２にて行う場合は、動力の伝達方向は逆になるが駆動力伝達経路は前進走行時と同じである。 As a result, the power is transmitted from the final drive gear 17G of the forward output shaft 12 to the final driven gear 15A, and the vehicle 1 travels forward. When the driving force of the motor 32 is applied while the vehicle 1 is traveling backward, the rotation direction of the motor 32 is reversed with respect to forward traveling. In this case, the driving force transmission path from the motor 32 to the forward output shaft 12 is the same. When regenerative braking is performed by the motor 32, the power transmission direction is reversed, but the driving force transmission path is the same as that during forward running.

以上説明したように、本実施例の駆動装置４によれば、モータ３２は変速機構６１の上方に配置され、変速機ケース５は、エンジン８に近い側から配置されたライトケース６、レフトケース７およびカバー部材２７を有している。 As described above, according to the driving device 4 of the present embodiment, the motor 32 is arranged above the transmission mechanism 61, and the transmission case 5 comprises the right case 6 and the left case, which are arranged in order from the engine 8 side. 7 and a cover member 27 .

また、変速機構６１を収容する変速機構収容部６２を、ライトケース６、レフトケース７およびカバー部材２７で形成している。 A transmission mechanism accommodating portion 62 that accommodates the transmission mechanism 61 is formed by the right case 6 , the left case 7 and the cover member 27 .

また、レフトケース７は、変速機構収容部６２の一部を形成するレフトケース本体部７Ｇと、レフトケース本体部７Ｇから上方に膨出しモータ３２の一端側が取り付けられる膨出部７Ｈとを有している。 In addition, the left case 7 has a left case body portion 7G that forms a part of the transmission mechanism housing portion 62, and a bulging portion 7H that bulges upward from the left case body portion 7G and to which one end side of the motor 32 is attached. ing.

また、モータ３２の駆動力を減速する減速機構３３を収容する減速機構収容部２５が、膨出部７Ｈとカバー部材２７とで形成されている。 A speed reduction mechanism housing portion 25 for housing a speed reduction mechanism 33 that reduces the driving force of the motor 32 is formed by the bulging portion 7H and the cover member 27 .

これにより、変速機ケース５の上方の空間を有効活用してモータ３２を配置でき、変速機ケース５が大型化することを防止できる。更に、本実施例では、モータ３２のほぼ全体をレフトケース７（レフトケース本体部７Ｇ）の上方に配置することと、モータ３２を変速機ケース５に内蔵せずに露出状態で搭載することで、より駆動装置４を小型化することができる。 As a result, the space above the transmission case 5 can be effectively utilized to dispose the motor 32, thereby preventing the transmission case 5 from becoming large. Furthermore, in this embodiment, the motor 32 is arranged almost entirely above the left case 7 (left case main body 7G), and the motor 32 is mounted in the transmission case 5 in an exposed state without being incorporated therein. , the size of the driving device 4 can be further reduced.

この結果、駆動用のモータ３２を備えたことによる変速機の大型化を防止できる。 As a result, it is possible to prevent the size of the transmission from increasing due to the provision of the drive motor 32 .

本実施例の駆動装置４によれば、モータ３２は、モータ３２の他端側から径方向外方に突出しモータ３２が用いる電力を受け入れる受電部３２Ｄと、受電部３２Ｄにモータ３２の一端側を向いて設けられたコネクタ３２Ｃと、を有している。そして、受電部３２Ｄは、モータ３２から径方向外方に離れるにつれて下方に下がる姿勢で配置されている。 According to the driving device 4 of the present embodiment, the motor 32 has a power receiving portion 32D projecting radially outward from the other end side of the motor 32 and receiving electric power used by the motor 32, and one end side of the motor 32 is connected to the power receiving portion 32D. and a facing connector 32C. The power receiving unit 32D is disposed in a posture that descends downward as it separates radially outward from the motor 32 .

これにより、モータ３２の受電部３２Ｄを変速機ケース５に近接して配置でき、受電部３２Ｄが変速機ケース５の周辺の部品に干渉することを防止できる。 Accordingly, the power receiving portion 32</b>D of the motor 32 can be arranged close to the transmission case 5 , and the power receiving portion 32</b>D can be prevented from interfering with the peripheral parts of the transmission case 5 .

また、コネクタ３２Ｃに連結されるパワーケーブルを、モータ３２の一端側に向かって変速機ケース５に沿って延びるように配索することができるので、パワーケーブルを他の部品との干渉を回避して容易にモータ３２側のコネクタ３２Ｃに連結することができ、パワーケーブルと干渉することなく他の部品を車両１に容易に組み付けることができる。 Further, since the power cable connected to the connector 32C can be routed so as to extend along the transmission case 5 toward one end of the motor 32, the power cable can be prevented from interfering with other parts. can be easily connected to the connector 32C on the motor 32 side, and other parts can be easily assembled to the vehicle 1 without interfering with the power cable.

本実施例の駆動装置４によれば、膨出部７Ｈのエンジン８側の端部に、モータ３２の一端側と結合するモータ取付用フランジ５３がエンジン８側に向かって拡径するように形成されている。膨出部７Ｈのカバー部材２７側に、カバー部材２７と結合するカバー部材結合用フランジ５４が形成されている。モータ取付用フランジ５３とカバー部材結合用フランジ５４とがリブ５５により連結されている。 According to the drive device 4 of the present embodiment, the motor mounting flange 53 coupled to one end side of the motor 32 is formed so as to expand in diameter toward the engine 8 side at the engine 8 side end portion of the bulging portion 7H. It is A cover member coupling flange 54 coupled with the cover member 27 is formed on the cover member 27 side of the bulging portion 7H. A rib 55 connects the motor mounting flange 53 and the cover member connecting flange 54 .

これにより、膨出部７Ｈのモータ取付用フランジ５３の剛性を向上させることができる。 Thereby, the rigidity of the motor mounting flange 53 of the bulging portion 7H can be improved.

本実施例の駆動装置４によれば、受電部３２Ｄをライトケース６におけるレフトケース７との結合部の近傍にフロントブラケット４６Ａおよびリヤブラケット４６Ｂを介して取付けた。 According to the driving device 4 of the present embodiment, the power receiving portion 32D is attached to the light case 6 in the vicinity of the joint with the left case 7 via the front bracket 46A and the rear bracket 46B.

これにより、変速機ケース５へのモータ３２の取付剛性を向上させることがで、モータ３２の振動を抑制することができるので、変速機ケース５の耐久性を向上させることができる。 As a result, the mounting rigidity of the motor 32 to the transmission case 5 can be improved, and the vibration of the motor 32 can be suppressed, so that the durability of the transmission case 5 can be improved.

本実施例の駆動装置４によれば、フロントブラケット４６Ａとリヤブラケット４６Ｂは、車両前後方向に一対で配置されている。 According to the driving device 4 of this embodiment, the front bracket 46A and the rear bracket 46B are arranged as a pair in the vehicle front-rear direction.

これにより、フロントブラケット４６Ａとリヤブラケット４６Ｂとでモータ３２のトルク反力を確実に受け止め、モータ取付用フランジ５３への荷重を軽減でき、変速機ケース５の耐久性を向上させることができる。 As a result, the front bracket 46A and the rear bracket 46B reliably receive the torque reaction force of the motor 32, the load on the motor mounting flange 53 can be reduced, and the durability of the transmission case 5 can be improved.

本発明の実施例を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正および等価物が次の請求項に含まれることが意図されている。 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.

１...ハイブリッド車両、４...駆動装置（ハイブリッド車両用駆動装置）、６...ライトケース、７...レフトケース、７Ｇ...レフトケース本体部、７Ｈ...膨出部、８...エンジン、２５...減速機構収容部、２７...カバー部材、３２...モータ、３２Ｃ...コネクタ、３２Ｄ...受電部、３３...減速機構、４６Ａ...フロントブラケット（ブラケット）、４６Ｂ...リヤブラケット（ブラケット）、５３...モータ取付用フランジ、５４...カバー部材結合用フランジ、５５...リブ、６１...変速機構、６２...変速機構収容部 1... hybrid vehicle, 4... driving device (driving device for hybrid vehicle), 6... right case, 7... left case, 7G... left case body, 7H... swelling Part, 8... Engine, 25... Reduction mechanism accommodating part, 27... Cover member, 32... Motor, 32C... Connector, 32D... Power receiving part, 33... Reduction mechanism, 46A... Front bracket (bracket), 46B... Rear bracket (bracket), 53... Motor mounting flange, 54... Cover member coupling flange, 55... Rib, 61... Speed change Mechanism, 62... Transmission mechanism housing

Claims (4)

エンジンから伝達された駆動力を変速する変速機構と、
前記変速機構を収容する変速機ケースと、
前記変速機構に駆動力を伝達するモータと、を備えるハイブリッド車両用駆動装置であって、
前記モータは前記変速機構の上方に配置され、
前記変速機ケースは、前記エンジンに近い側から配置されたライトケース、レフトケースおよびカバー部材を有し、
前記変速機構を収容する変速機構収容部を、前記ライトケース、前記レフトケースおよび前記カバー部材で形成し、
前記レフトケースは、
前記変速機構収容部の一部を形成するレフトケース本体部と、
前記レフトケース本体部から上方に膨出し前記モータの一端側が取り付けられる膨出部とを有し、
前記モータの駆動力を減速する減速機構を収容する減速機構収容部が、前記膨出部と前記カバー部材とで形成され、
前記膨出部の前記エンジン側の端部に、前記モータの一端側と結合するモータ取付用フランジが前記エンジン側に向かって拡径するように形成され、
前記膨出部の前記カバー部材側に、前記カバー部材と結合するカバー部材結合用フランジが形成され、
前記モータ取付用フランジと前記カバー部材結合用フランジとがリブにより連結されていることを特徴とするハイブリッド車両用駆動装置。 a transmission mechanism for shifting the driving force transmitted from the engine;
a transmission case that houses the transmission mechanism;
A hybrid vehicle drive device comprising: a motor that transmits a driving force to the transmission mechanism,
The motor is arranged above the speed change mechanism,
The transmission case has a right case, a left case and a cover member arranged from the side closer to the engine,
a transmission mechanism accommodating portion for accommodating the transmission mechanism is formed by the right case, the left case and the cover member;
The left case is
a left case main body portion forming a part of the transmission mechanism accommodating portion;
a bulging portion that bulges upward from the left case main body portion and to which one end side of the motor is attached;
a speed reduction mechanism accommodating portion that accommodates a speed reduction mechanism that reduces the driving force of the motor is formed by the bulging portion and the cover member ;
A motor mounting flange coupled to one end side of the motor is formed at an end portion of the bulging portion on the engine side so as to increase in diameter toward the engine side,
A cover member coupling flange coupled to the cover member is formed on the cover member side of the bulging portion,
A drive device for a hybrid vehicle , wherein the motor mounting flange and the cover member connecting flange are connected by a rib . エンジンから伝達された駆動力を変速する変速機構と、
前記変速機構を収容する変速機ケースと、
前記変速機構に駆動力を伝達するモータと、を備えるハイブリッド車両用駆動装置であって、
前記モータは前記変速機構の上方に配置され、
前記変速機ケースは、前記エンジンに近い側から配置されたライトケース、レフトケースおよびカバー部材を有し、
前記変速機構を収容する変速機構収容部を、前記ライトケース、前記レフトケースおよび前記カバー部材で形成し、
前記レフトケースは、
前記変速機構収容部の一部を形成するレフトケース本体部と、
前記レフトケース本体部から上方に膨出し前記モータの一端側が取り付けられる膨出部とを有し、
前記モータの駆動力を減速する減速機構を収容する減速機構収容部が、前記膨出部と前記カバー部材とで形成され、
前記モータは、
前記モータの他端側から径方向外方に突出し前記モータが用いる電力を受け入れる受電部と、
前記受電部に前記モータの一端側を向いて設けられたコネクタと、を有し、
前記受電部は、前記モータから径方向外方に離れるにつれて下方に下がる姿勢で配置され、
前記膨出部の前記エンジン側の端部に、前記モータの一端側と結合するモータ取付用フランジが前記エンジン側に向かって拡径するように形成され、
前記膨出部の前記カバー部材側に、前記カバー部材と結合するカバー部材結合用フランジが形成され、
前記モータ取付用フランジと前記カバー部材結合用フランジとがリブにより連結されていることを特徴とするハイブリッド車両用駆動装置。 a transmission mechanism for shifting the driving force transmitted from the engine;
a transmission case that houses the transmission mechanism;
A hybrid vehicle drive device comprising: a motor that transmits a driving force to the transmission mechanism,
The motor is arranged above the speed change mechanism,
The transmission case has a right case, a left case and a cover member arranged from the side closer to the engine,
a transmission mechanism accommodating portion for accommodating the transmission mechanism is formed by the right case, the left case and the cover member;
The left case is
a left case main body portion forming a part of the transmission mechanism accommodating portion;
a bulging portion that bulges upward from the left case main body portion and to which one end side of the motor is attached;
a speed reduction mechanism accommodating portion that accommodates a speed reduction mechanism that reduces the driving force of the motor is formed by the bulging portion and the cover member;
The motor is
a power receiving unit projecting radially outward from the other end of the motor and receiving power used by the motor;
a connector provided on the power receiving unit facing one end of the motor,
the power receiving unit is disposed in a posture that descends downward as it moves radially outward from the motor ,
A motor mounting flange coupled to one end side of the motor is formed at an end portion of the bulging portion on the engine side so as to increase in diameter toward the engine side,
A cover member coupling flange coupled to the cover member is formed on the cover member side of the bulging portion,
A drive device for a hybrid vehicle , wherein the motor mounting flange and the cover member connecting flange are connected by a rib . エンジンから伝達された駆動力を変速する変速機構と、
前記変速機構を収容する変速機ケースと、
前記変速機構に駆動力を伝達するモータと、を備えるハイブリッド車両用駆動装置であって、
前記モータは前記変速機構の上方に配置され、
前記変速機ケースは、前記エンジンに近い側から配置されたライトケース、レフトケースおよびカバー部材を有し、
前記変速機構を収容する変速機構収容部を、前記ライトケース、前記レフトケースおよび前記カバー部材で形成し、
前記レフトケースは、
前記変速機構収容部の一部を形成するレフトケース本体部と、
前記レフトケース本体部から上方に膨出し前記モータの一端側が取り付けられる膨出部とを有し、
前記モータの駆動力を減速する減速機構を収容する減速機構収容部が、前記膨出部と前記カバー部材とで形成され、
前記モータは、
前記モータの他端側から径方向外方に突出し前記モータが用いる電力を受け入れる受電部と、
前記受電部に前記モータの一端側を向いて設けられたコネクタと、を有し、
前記受電部は、前記モータから径方向外方に離れるにつれて下方に下がる姿勢で配置され、
前記受電部を前記ライトケースにおける前記レフトケースとの結合部の近傍にブラケットを介して取付けたことを特徴とするハイブリッド車両用駆動装置。 a transmission mechanism for shifting the driving force transmitted from the engine;
a transmission case that houses the transmission mechanism;
A hybrid vehicle drive device comprising: a motor that transmits a driving force to the transmission mechanism,
The motor is arranged above the speed change mechanism,
The transmission case has a right case, a left case and a cover member arranged from the side closer to the engine,
a transmission mechanism accommodating portion for accommodating the transmission mechanism is formed by the right case, the left case and the cover member;
The left case is
a left case main body portion forming a part of the transmission mechanism accommodating portion;
a bulging portion that bulges upward from the left case main body portion and to which one end side of the motor is attached;
a speed reduction mechanism accommodating portion that accommodates a speed reduction mechanism that reduces the driving force of the motor is formed by the bulging portion and the cover member;
The motor is
a power receiving unit projecting radially outward from the other end of the motor and receiving power used by the motor;
a connector provided on the power receiving unit so as to face one end of the motor;
the power receiving unit is disposed in a posture that descends downward as it moves radially outward from the motor,
A drive device for a hybrid vehicle , wherein the power receiving portion is attached via a bracket to the vicinity of a coupling portion of the light case with the left case. エンジンから伝達された駆動力を変速する変速機構と、
前記変速機構を収容する変速機ケースと、
前記変速機構に駆動力を伝達するモータと、を備えるハイブリッド車両用駆動装置であって、
前記モータは前記変速機構の上方に配置され、
前記変速機ケースは、前記エンジンに近い側から配置されたライトケース、レフトケースおよびカバー部材を有し、
前記変速機構を収容する変速機構収容部を、前記ライトケース、前記レフトケースおよび前記カバー部材で形成し、
前記レフトケースは、
前記変速機構収容部の一部を形成するレフトケース本体部と、
前記レフトケース本体部から上方に膨出し前記モータの一端側が取り付けられる膨出部とを有し、
前記モータの駆動力を減速する減速機構を収容する減速機構収容部が、前記膨出部と前記カバー部材とで形成され、
前記モータは、
前記モータの他端側から径方向外方に突出し前記モータが用いる電力を受け入れる受電部と、
前記受電部に前記モータの一端側を向いて設けられたコネクタと、を有し、
前記受電部は、前記モータから径方向外方に離れるにつれて下方に下がる姿勢で配置され、
前記受電部を前記ライトケースにおける前記レフトケースとの結合部の近傍にブラケットを介して取付け、
前記ブラケットは、車両前後方向に一対で配置されていることを特徴とするハイブリッド車両用駆動装置。 a transmission mechanism for shifting the driving force transmitted from the engine;
a transmission case that houses the transmission mechanism;
A hybrid vehicle drive device comprising: a motor that transmits a driving force to the transmission mechanism,
The motor is arranged above the speed change mechanism,
The transmission case has a right case, a left case and a cover member arranged from the side closer to the engine,
a transmission mechanism accommodating portion for accommodating the transmission mechanism is formed by the right case, the left case and the cover member;
The left case is
a left case main body portion forming a part of the transmission mechanism accommodating portion;
a bulging portion that bulges upward from the left case main body portion and to which one end side of the motor is attached;
a speed reduction mechanism accommodating portion that accommodates a speed reduction mechanism that reduces the driving force of the motor is formed by the bulging portion and the cover member;
The motor is
a power receiving unit projecting radially outward from the other end of the motor and receiving power used by the motor;
a connector provided on the power receiving unit facing one end of the motor,
the power receiving unit is disposed in a posture that descends downward as it moves radially outward from the motor,
mounting the power receiving unit via a bracket in the vicinity of a joint portion of the light case with the left case;
A drive system for a hybrid vehicle , wherein the brackets are arranged in a pair in the longitudinal direction of the vehicle .
JP2018239447A 2018-12-21 2018-12-21 Drive system for hybrid vehicle Active JP7271937B2 (en)

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DE102019218973.3A DE102019218973B4 (en) 2018-12-21 2019-12-05 DRIVE DEVICE FOR A HYBRID VEHICLE
FR1914476A FR3090513B1 (en) 2018-12-21 2019-12-16 Training device for hybrid vehicle
CN201911318138.5A CN111347865B (en) 2018-12-21 2019-12-19 Driving device for hybrid vehicle

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DE102019218973B4 (en) 2023-12-21
FR3090513B1 (en) 2024-02-16

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