JP7271959B2 - Drive system for hybrid vehicle - Google Patents

Drive system for hybrid vehicle Download PDF

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Publication number
JP7271959B2
JP7271959B2 JP2019005193A JP2019005193A JP7271959B2 JP 7271959 B2 JP7271959 B2 JP 7271959B2 JP 2019005193 A JP2019005193 A JP 2019005193A JP 2019005193 A JP2019005193 A JP 2019005193A JP 7271959 B2 JP7271959 B2 JP 7271959B2
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gear
reduction mechanism
motor
shaft
speed reduction
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JP2019005193A
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JP2020111279A (en
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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 JP2019005193A priority Critical patent/JP7271959B2/en
Priority to DE102020200298.3A priority patent/DE102020200298A1/en
Priority to CN202010045564.2A priority patent/CN111439108B/en
Publication of JP2020111279A publication Critical patent/JP2020111279A/en
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    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0476—Electric machines and gearing, i.e. joint lubrication or cooling or heating thereof
    • 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
    • B60K6/40—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
    • 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
    • B60K6/42—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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F16H57/0423—Lubricant guiding means mounted or supported on the casing, e.g. shields or baffles for collecting lubricant, tubes or pipes
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0441—Arrangements of pumps
    • 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
    • B60K6/42—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
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • 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
    • B60K6/42—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
    • 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)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Details Of Gearings (AREA)
  • Hybrid Electric Vehicles (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、動力伝達装置の上部にモータ動力伝達機構を備えており、油圧源から供給された作動油を、変速機ケースの外部の配管を通してモータ動力伝達機構に導くようになっている。 2. Description of the Related Art As a conventional hybrid vehicle power transmission device, one described in Patent Document 1 is known. The hybrid vehicle power transmission device described in Patent Document 1 includes a motor power transmission mechanism in the upper portion of the power transmission device, and hydraulic oil supplied from a hydraulic source is transmitted through a pipe outside the transmission case to the motor power transmission. It is designed to lead to the mechanism.

特開２００７－２１６８６５号公報JP 2007-216865 A

しかしながら、特許文献１に記載の技術にあっては、変速機ケースの外部に配管を設けているため、配管が他の部品等を干渉してしまうおそれがあった。 However, in the technique described in Patent Document 1, since the piping is provided outside the transmission case, there is a possibility that the piping may interfere with other components.

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、駆動装置の外部の部品とオイルパイプが干渉することを防止し、オイルパイプの信頼性を向上させることが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 The present invention has been made in view of the circumstances as described above. The object is to provide a driving device.

本発明は、エンジンから伝達された回転を変速する変速機構と、前記変速機構の出力軸に駆動力を伝達するモータと、前記モータのモータ軸から前記出力軸に回転を減速して伝達する減速機構と、前記変速機構を収容する変速機ケースと、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、前記減速機構を収容する減速機構収容部を有し、減速機構収容部は、前記減速機構を周方向から取り囲む環状壁と、前記減速機構の上部へオイルを配送するオイルパイプとを有し、前記オイルパイプは、前記減速機構収容部の内部に配置され、かつ、前記環状壁の内周面に沿って前記減速機構の上方まで配索されており、前記オイルパイプは、そのオイル流れ方向の上流端部と、該上流端部以外の少なくとも１箇所とにおいて、前記減速機構収容部に固定されており、前記オイルパイプと前記環状壁との間に、前記減速機構収容部を軸方向に仕切る隔壁から立ち上がる締結用ボスが設けられ、前記オイルパイプは、前記締結用ボスにブラケットを介して締結により固定されていることを特徴とする。 The present invention provides a speed change mechanism for changing speed of rotation transmitted from an engine, a motor for transmitting driving force to an output shaft of the speed change mechanism, and a speed reducer for transmitting the rotation from the motor shaft of the motor to the output shaft. and a transmission case housing the transmission mechanism, wherein the motor is disposed above the transmission mechanism, and the transmission case accommodates the speed reduction mechanism. A mechanism housing portion is provided, and the speed reduction mechanism housing portion has an annular wall surrounding the speed reduction mechanism in a circumferential direction, and an oil pipe for delivering oil to an upper portion of the speed reduction mechanism. The oil pipe is disposed inside the accommodating portion and is routed along the inner peripheral surface of the annular wall to above the speed reduction mechanism. A fastening boss is provided between the oil pipe and the annular wall, and rises from a partition wall partitioning the reduction mechanism housing portion in the axial direction. and the oil pipe is fixed to the fastening boss by fastening via a bracket .

このように上記の本発明によれば、駆動装置の外部の部品とオイルパイプが干渉することを防止し、オイルパイプの信頼性を向上させることができる。 As described above, according to the present invention, it is possible to prevent the oil pipe from interfering with the external parts of the driving device, thereby improving the reliability of the oil pipe.

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カバー部材を外した状態の左側面図である。FIG. 5 is a left side view of the hybrid vehicle drive system according to the embodiment of the present invention with the cover member removed.

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回転を変速する変速機構と、変速機構の出力軸に駆動力を伝達するモータと、モータのモータ軸から出力軸に回転を減速して伝達する減速機構と、変速機構を収容する変速機ケースと、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、減速機構を収容する減速機構収容部を有し、減速機構収容部は、減速機構を周方向から取り囲む環状壁と、減速機構の上部へオイルを配送するオイルパイプとを有し、オイルパイプは、減速機構収容部の内部に配置され、かつ、環状壁の内周面に沿って減速機構の上方まで配索されていることを特徴とする。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、駆動装置の外部の部品とオイルパイプが干渉することを防止し、オイルパイプの信頼性を向上させることができる。 A hybrid vehicle drive system according to one embodiment of the present invention includes a transmission mechanism for shifting rotation transmitted from an engine, a motor for transmitting driving force to an output shaft of the transmission mechanism, and a motor shaft from the motor shaft to the output shaft. A hybrid vehicle drive device comprising: a speed reduction mechanism that reduces and transmits rotation to the speed reduction mechanism; The speed reduction mechanism housing portion has an annular wall surrounding the speed reduction mechanism in the circumferential direction, and an oil pipe for delivering oil to the upper portion of the speed reduction mechanism. It is characterized in that it is arranged inside the accommodating portion and is routed along the inner peripheral surface of the annular wall to above the speed reduction mechanism. As a result, the hybrid vehicle drive system according to the embodiment of the present invention can prevent interference between parts outside the drive system and the oil pipe, and improve the reliability of the oil pipe.

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を示す図である。 1 to 5 are diagrams showing a hybrid vehicle drive system according to one embodiment of the present invention.

図１から図５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 5, 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、ハイブリッド車両としての車両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 vehicle 1 as a hybrid vehicle has a vehicle body 2, and the vehicle body 2 is partitioned by a dash panel 3 into a front engine compartment 2A and a rear 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（内燃機関）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。変速機ケース５の内部に収容されている構成部品は、変速機ケース５の底部に貯留されたオイルを掻き上げまたは圧送することにより潤滑される。 In FIG. 2, an engine (internal combustion 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. The components housed inside the transmission case 5 are lubricated by raking up or pumping the oil stored in the bottom of the transmission case 5 .

ライトケース６の右側端縁にはエンジン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 right edge of the light case 6 . The engine 8 has a crankshaft 9 (see FIG. 3), and the crankshaft 9 is installed so as to extend in the width direction of the vehicle 1 . That is, the engine 8 of this embodiment is a transverse engine, and the vehicle 1 of this embodiment is a front engine/front drive (FF) vehicle.

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

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が設けられている。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 a boss portion 7f into which the bolt 23A is inserted. 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.

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。 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.

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 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。 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.

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。 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、エンジン８から伝達された回転を変速する変速機構６１を構成する。 The input shaft 11, the forward output shaft 12, the input gears 16A to 16F, and the output gears 17A to 17F of the present embodiment constitute a transmission mechanism 61 that changes the speed of rotation transmitted from the engine 8. 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。前進用出力軸１２は、終減速機構１４を介してデフケース１５Ｂに連結されている。 The final reduction gear mechanism 14 is composed of a forward final drive gear 17G and a final driven gear 15A. The forward drive output shaft 12 is connected to the differential case 15B via the final reduction mechanism 14 .

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が設けられている。図１において、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。図４において、減速機構収容部２５は減速機構収容室２５Ａを形成しており、減速機構収容室２５Ａには減速機構３３が収容されている。 1 and 4, the transmission case 5 is provided with a speed reduction mechanism accommodation portion 25. As shown in FIG. In FIG. 1, the speed reduction mechanism accommodating portion 25 is formed by a bulging portion 7H of the left case 7 and a cover member 27, which will be described later. In FIG. 4, the speed reduction mechanism housing portion 25 forms a speed reduction mechanism housing chamber 25A, and the speed reduction mechanism 33 is housed in the speed reduction mechanism housing chamber 25A.

図３、図４に示すように、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。 As shown in FIGS. 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 drive gear. and an output gear 17</b>D for the fourth speed stage provided on the output shaft 12 .

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。第３のドライブギヤ３６Ｂは、第２の中間軸３６に一体に形成されている。第２のドリブンギヤ３６Ａは、第２の中間軸３６に一体に形成されている。 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. A third drive gear 36B is formed integrally with the second intermediate shaft 36 . The second driven gear 36A is formed integrally with the second intermediate shaft 36. As shown in FIG.

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１のドリブンギヤ３５Ａの左側に配置されて、第２のドリブンギヤ３６Ａに噛み合っている。 The second drive gear 35B is formed to have a diameter smaller than that of the first driven gear 35A and the second driven gear 36A, is arranged on the left side of the first driven gear 35A, and meshes with the second driven gear 36A. there is

第３のドライブギヤ３６Ｂは、第２のドリブンギヤ３６Ａの直径と略同一径で、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、第２のドリブンギヤ３６Ａの右側に配置されて、４速段用の出力ギヤ１７Ｄに噛み合っている。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 substantially the same diameter as the diameter of the second driven gear 36A and is formed to have a diameter larger than the diameter of the output gear 17D for the fourth speed stage, and is located on the right side of the second driven gear 36A. , and meshes with the output gear 17D for the fourth speed stage. In the pair of gears that mesh with each other, the large-diameter gear has more teeth than the small-diameter gear.

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との間で動力を伝達する第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との間で動力を伝達しており、第２の減速ギヤ対３８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 that transmits power between 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 transmit power between the first intermediate shaft 35 and the second intermediate shaft 36, and constitute a second reduction gear pair 38. .

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との間で動力を伝達しており、第３の減速ギヤ対３９を構成している。 The third drive gear 36B and the output gear 17D transmit power between the second intermediate shaft 36 and the forward output shaft 12, and constitute a third reduction gear pair 39.

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の回転を減速して前進用出力軸１２に伝達する。 The speed reduction mechanism 33 has a first intermediate shaft 35 and a second intermediate shaft 36 on a power transmission path that transmits power from the motor 32 to the forward output shaft 12 . The speed reduction mechanism 33 reduces the rotation of the motor 32 by setting the drive gears 34, 35B, 36B and the driven gears 35A, 36A so that the diameter and the number of teeth of the drive gears 34, 35B, 36B and the driven gears 35A, 36A have an arbitrary speed reduction ratio. It is transmitted to shaft 12 .

このように、変速機ケース５には、モータ３２の回転（駆動力）を減速して変速機構６１に伝達する減速機構３３が設けられている。また、減速機構３３は、第１のギヤ対としての第１の減速ギヤ対３７および第２の減速ギヤ対３８を介して相互に動力を伝達する複数の減速軸として、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とを有している。 As described above, the transmission case 5 is provided with the reduction mechanism 33 that reduces the rotation (driving force) of the motor 32 and transmits the reduced rotation to the transmission mechanism 61 . The speed reduction mechanism 33 is provided on the motor shaft 32B as a plurality of speed reduction shafts that mutually transmit power via a first speed reduction gear pair 37 and a second speed reduction gear pair 38 as a first gear pair. It has a first drive gear 34 , a first intermediate shaft 35 and a second intermediate shaft 36 .

第２の中間軸３６は、変速機構６１の軸である４速段用の出力ギヤ１７Ｄと第２の減速ギヤ対３８とを介して相互に動力を伝達する。第２の中間軸３６は、第２のドリブンギヤ３６Ａと、第３のドライブギヤ３６Ｂとを有している。 The second intermediate shaft 36 transmits power to each other via the output gear 17</b>D for the 4th gear, which is the shaft of the speed change mechanism 61 , and the second reduction gear pair 38 . The second intermediate shaft 36 has a second driven gear 36A and a third drive gear 36B.

図４において、減速機構３３は、モータ軸３２Ｂの軸心Ｏ１と第１の中間軸３５の軸心Ｏ２と第２の中間軸３６の軸心Ｏ３と前進用出力軸１２の軸心Ｏ４とを結ぶ仮想線Ｌがジグザグ形状になるように、モータ軸３２Ｂ、第１の中間軸３５、第２の中間軸３６および前進用出力軸１２が設置されている。 In FIG. 4, the speed reduction mechanism 33 divides the axis O1 of the motor shaft 32B, the axis O2 of the first intermediate shaft 35, the axis O3 of the second intermediate shaft 36, and the axis O4 of the output shaft 12 for forward movement. The motor shaft 32B, the first intermediate shaft 35, the second intermediate shaft 36, and the forward output shaft 12 are installed so that the connecting imaginary line L has a zigzag shape.

ここで、ジグザグ形状とは、Ｚ字状に直線が何度も折れ曲がっている形態や、直線が前後に何度も折れ曲がっている形態をいう。 Here, the zigzag shape refers to a shape in which a straight line is bent many times in a Z shape, or a shape in which a straight line is bent back and forth many times.

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に示すように、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。 As shown in FIGS. 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). The opening at the left end is blocked. 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。 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).

モータ取付部２９Ｃの外周部には複数のボス部２９ｍが設けられており、ボス部２９ｍは、モータ取付部２９Ｃの外周部に沿って設けられている。モータ取付部２９Ｃにはボルト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結されることにより、モータ３２がモータ取付部２９Ｃに締結される。 A plurality of boss portions 29m are provided on the outer peripheral portion of the motor attachment portion 29C, and the boss portions 29m are provided along the outer peripheral portion of the motor attachment portion 29C. A bolt 23C is inserted through the motor attachment portion 29C, and the bolt 23C is fastened to a screw hole (not shown) formed in the motor case 32A, whereby the motor 32 is fastened to the motor attachment portion 29C.

図１、図２において、モータ３２よりも前側のレフトケース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、マウント取付部３１に近づくように、マウント取付部３１の前後に設置されている。 In FIGS. 1 and 2, a shift unit 41 is installed above the left case 7 on the front side of the motor 32 . In a plan view of the vehicle 1 , the motor 32 and the shift unit 41 are installed in front of and behind the mount attachment portion 31 so as to approach the mount attachment portion 31 .

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.

図４に示すように、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。 As shown 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、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. The front bracket 46</b>A connects the motor 32 and the light case 6 and supports the motor 32 on the light case 6 .

リヤブラケット４６Ｂは、モータ３２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、軸方向の一端がモータ取付部２９Ｃに取付けられ、軸方向の他端がライトケース６に連結されている。 The rear bracket 46</b>B connects the motor 32 and the light case 6 and supports the motor 32 on the light case 6 . Thus, the motor 32 has one axial end attached to the motor attachment portion 29</b>C and the other axial end connected to the light case 6 .

モータ３２の後方には、モータ３２の他端側（右側端部）から径方向外方後方に突出しモータ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の一端側を向いたコネクタ３２Ｃが設けられており、コネクタ３２Ｃにはモータ３２を駆動するためのパワーケーブル（図示省略）が接続されている。 Behind the motor 32, a power receiving portion 32D projects radially outward and rearward from the other end (right end) of the motor 32 and receives electric power used by the motor 32. A left side of the power receiving portion 32D (one end of the motor 32 A connector 32C facing one end side of the motor 32 is provided on the surface facing the surface where the motor 32 is formed, and a power cable (not shown) for driving the motor 32 is connected to the connector 32C.

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

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５において、減速機構収容部２５は、減速機構３３を周方向から取り囲む筒状の環状壁７Ｊと、減速機構収容部２５を軸方向に仕切る隔壁７Ｋとを有している。また、減速機構収容部２５は、減速機構３３の上部へオイルを配送するオイルパイプ７１を有しており、オイルパイプ７１は、減速機構収容部２５の内部の減速機構収容室２５Ａに配置されている。また、オイルパイプ７１は、環状壁７Ｊの内周面に沿って減速機構３３の上方まで配索されている。なお、オイルパイプ７１は、減速機構収容室２５Ａにおけるカバー部材２７（図２参照）により形成される部分に配置されている。 5, the speed reduction mechanism housing portion 25 has a cylindrical annular wall 7J that surrounds the speed reduction mechanism 33 in the circumferential direction, and a partition wall 7K that partitions the speed reduction mechanism housing portion 25 in the axial direction. Further, the speed reduction mechanism housing portion 25 has an oil pipe 71 that delivers oil to the upper portion of the speed reduction mechanism 33. The oil pipe 71 is arranged in the speed reduction mechanism housing chamber 25A inside the speed reduction mechanism housing portion 25. there is Further, the oil pipe 71 is routed up to the speed reduction mechanism 33 along the inner peripheral surface of the annular wall 7J. Note that the oil pipe 71 is arranged in a portion formed by the cover member 27 (see FIG. 2) in the reduction mechanism housing chamber 25A.

本実施例では、変速機ケース５の高い位置にモータ３２が配置されており、モータ３２と変速機構６１の前進用出力軸１２との間に減速機構３３が配置されている。このため、減速機構３３をオイルの掻き上げにより潤滑することが困難であり、オイルポンプ７３を用いたオイルの圧送によって減速機構３３を潤滑している。 In this embodiment, the motor 32 is arranged at a high position of the transmission case 5 , and the speed reduction mechanism 33 is arranged between the motor 32 and the forward output shaft 12 of the transmission mechanism 61 . Therefore, it is difficult to lubricate the speed reduction mechanism 33 by raking up the oil, and the speed reduction mechanism 33 is lubricated by pumping oil using the oil pump 73 .

オイルパイプ７１は、オイルポンプ７３によって圧送されたオイルを第１のドライブギヤ３４に滴下する。第１のドライブギヤ３４に滴下されたオイルは、第１のドライブギヤ３４の下方に位置する第１のドリブンギヤ３５Ａ、第２のドライブギヤ３５Ｂ、第２のドリブンギヤ３６Ａ、第３のドライブギヤ３６Ｂを潤滑する。 The oil pipe 71 drips the oil pumped by the oil pump 73 onto the first drive gear 34 . The oil dripped onto the first drive gear 34 moves the first driven gear 35A, the second drive gear 35B, the second driven gear 36A, and the third drive gear 36B located below the first drive gear 34. Lubricate.

オイルパイプ７１のオイル流れ方向下流端部７１Ｃは、減速機構３３の最上部のモータ軸３２Ｂに設けられた第１のドライブギヤ３４の上方に位置している。オイルパイプ７１は、そのオイル流れ方向の上流端部７１Ａと、締結部７１Ｂとにおいて、減速機構収容部２５に固定されている。オイルパイプ７１の上流端部７１Ａは、隔壁７Ｋを貫通しており、この隔壁７Ｋに固定されている。詳しくは、上流端部７１Ａは、隔壁７Ｋに対して摩擦により固定されている。 A downstream end portion 71</b>C of the oil pipe 71 in the oil flow direction is positioned above the first drive gear 34 provided on the motor shaft 32</b>B at the top of the speed reduction mechanism 33 . The oil pipe 71 is fixed to the reduction mechanism accommodating portion 25 at an upstream end portion 71A in the oil flow direction and a fastening portion 71B. An upstream end portion 71A of the oil pipe 71 passes through the partition wall 7K and is fixed to the partition wall 7K. Specifically, the upstream end portion 71A is frictionally fixed to the partition wall 7K.

また、モータ軸３２Ｂの軸心Ｏ１と第１の中間軸３５の軸心Ｏ２と第２の中間軸３６の軸心Ｏ３と前進用出力軸１２の軸心Ｏ４とを結ぶ仮想線Ｌがジグザグ形状になるように、モータ軸３２Ｂと第１の中間軸３５と第２の中間軸３６と前進用出力軸１２とが設置されており、仮想線Ｌに沿うようにオイルパイプ７１が屈曲して配索されている。 An imaginary line L connecting the axis O1 of the motor shaft 32B, the axis O2 of the first intermediate shaft 35, the axis O3 of the second intermediate shaft 36, and the axis O4 of the forward output shaft 12 has a zigzag shape. The motor shaft 32B, the first intermediate shaft 35, the second intermediate shaft 36, and the forward output shaft 12 are installed so that the oil pipe 71 is bent along the imaginary line L. are searched.

また、オイルパイプ７１と環状壁７Ｊとの間には締結用ボス７Ｌが設けられており、オイルパイプ７１は、その締結部７１Ｂにおいて、締結用ボス７Ｌにブラケット７２を介して締結により固定されている。締結用ボス７Ｌは、隔壁７Ｋから立ち上がるように形成されており、かつ、環状壁７Ｊと連結している。オイルパイプ７１は、締結以外の方法、例えば、嵌め込み等により隔壁７Ｋまたは環状壁７Ｊに固定されていてもよい。ブラケット７２には、環状壁７Ｊに対向する突起７２Ａが設けられている。ブラケット７２を締結用ボス７Ｌに対決する際に、ブラケット７２が回転した場合、突起７２Ａが環状壁７Ｊに突き当たり、ブラケット７２の回転を阻止する。これにより、ブラケット７２が回転することによるオイルパイプ７１の変形を防止できる。 A fastening boss 7L is provided between the oil pipe 71 and the annular wall 7J, and the oil pipe 71 is fastened to the fastening boss 7L via a bracket 72 at a fastening portion 71B. there is The fastening boss 7L is formed to rise from the partition wall 7K and is connected to the annular wall 7J. The oil pipe 71 may be fixed to the partition wall 7K or the annular wall 7J by a method other than fastening, such as fitting. The bracket 72 is provided with a projection 72A facing the annular wall 7J. When the bracket 72 rotates when the bracket 72 faces the fastening boss 7L, the projection 72A hits the annular wall 7J and prevents the bracket 72 from rotating. This prevents deformation of the oil pipe 71 due to the rotation of the bracket 72 .

なお、本実施例では、減速機構３３が第１の中間軸３５と第２の中間軸３６との２つの中間軸を有しているが、３つ以上の中間軸を減速機構３３に設けてもよい。 In this embodiment, the speed reduction mechanism 33 has two intermediate shafts, the first intermediate shaft 35 and the second intermediate shaft 36. However, if the speed reduction mechanism 33 is provided with three or more intermediate shafts good too.

次に、作用を説明する。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。 Next, the action will be explained. 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。 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.

減速機構３３は、モータ３２の回転を減速して前進用出力軸１２に伝達する。 The deceleration mechanism 33 decelerates the rotation of the motor 32 and transmits it to the forward output shaft 12 .

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。このように、モータ３２の動力は、同期装置（第１の同期装置１８から第４の同期装置２１）を介さずにファイナルドリブンギヤ１５Ａに動力が伝達される。 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. Thus, the power of the motor 32 is transmitted to the final driven gear 15A without passing through the synchronizers (the first synchronizer 18 to the fourth synchronizer 21).

また、減速機構３３を構成する第１のドライブギヤ３４、第１のドリブンギヤ３５Ａ、第２のドライブギヤ３５Ｂ、第２のドリブンギヤ３６Ａ、第３のドライブギヤ３６Ｂは、オイルパイプ７１から供給されるオイルにより潤滑される。 The first drive gear 34, the first driven gear 35A, the second drive gear 35B, the second driven gear 36A, and the third drive gear 36B, which constitute the reduction mechanism 33, are supplied with oil from the oil pipe 71. lubricated by

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のレフトケース７は、減速機構３３を収容する減速機構収容部２５を有している。また、減速機構収容部２５は、減速機構３３を周方向から取り囲む環状壁７Ｊと、減速機構３３の上部へオイルを配送するオイルパイプ７１とを有し、オイルパイプ７１は、減速機構収容部２５の内部に配置され、かつ、環状壁７Ｊの内周面に沿って減速機構３３の上方まで配索されている。 According to the driving device 4 of this embodiment, the motor 32 is arranged above the transmission mechanism 61 , and the left case 7 of the transmission case 5 has the speed reduction mechanism housing portion 25 that houses the speed reduction mechanism 33 . Further, the speed reduction mechanism housing portion 25 has an annular wall 7J that surrounds the speed reduction mechanism 33 in the circumferential direction, and an oil pipe 71 that delivers oil to the upper portion of the speed reduction mechanism 33. The oil pipe 71 is connected to the speed reduction mechanism housing portion 25. and is routed up to the speed reduction mechanism 33 along the inner peripheral surface of the annular wall 7J.

これにより、変速機ケース５における減速機構収容部２５の内部にオイルパイプ７１を配索することにより、駆動装置４の外部の部品にオイルパイプ７１が干渉することを防止できる。また、減速機構収容部２５の環状壁７Ｊの内周面に沿ってオイルパイプ７１を配索することにより、減速機構３３等にオイルパイプ７１が干渉することを防止できる。 Accordingly, by routing the oil pipe 71 inside the speed reduction mechanism accommodating portion 25 in the transmission case 5 , it is possible to prevent the oil pipe 71 from interfering with parts outside the drive device 4 . Further, by arranging the oil pipe 71 along the inner peripheral surface of the annular wall 7J of the speed reduction mechanism accommodating portion 25, it is possible to prevent the oil pipe 71 from interfering with the speed reduction mechanism 33 and the like.

この結果、駆動装置４の外部の部品とオイルパイプ７１が干渉することを防止し、オイルパイプ７１の信頼性を向上させることができる。 As a result, it is possible to prevent the oil pipe 71 from interfering with parts outside the driving device 4 and improve the reliability of the oil pipe 71 .

本実施例の駆動装置４によれば、オイルパイプ７１は、オイル流れ方向の上流端部７１Ａと、締結部７１Ｂとにおいて、減速機構収容部２５に固定されている。 According to the drive device 4 of this embodiment, the oil pipe 71 is fixed to the speed reduction mechanism accommodating portion 25 at the upstream end portion 71A in the oil flow direction and the fastening portion 71B.

これにより、オイルパイプ７１を少なくとも上流端部７１Ａと締結部７１Ｂとで固定でき、減速機構収容部２５の内部でオイルパイプ７１が揺動することを防止できる。このため、減速機構３３等とオイルパイプ７１とが干渉することを防止でき、オイルパイプ７１の信頼性を向上させることができる。 As a result, the oil pipe 71 can be fixed at least by the upstream end portion 71A and the fastening portion 71B, and the oil pipe 71 can be prevented from swinging inside the speed reduction mechanism accommodating portion 25 . Therefore, interference between the reduction mechanism 33 and the like and the oil pipe 71 can be prevented, and the reliability of the oil pipe 71 can be improved.

本実施例の駆動装置４によれば、減速機構３３は、モータ軸３２Ｂと前進用出力軸１２との間に第１の中間軸３５および第２の中間軸３６を有している。 According to the drive device 4 of this embodiment, the speed reduction mechanism 33 has the first intermediate shaft 35 and the second intermediate shaft 36 between the motor shaft 32B and the forward output shaft 12 .

また、モータ軸３２Ｂの軸心Ｏ１と第１の中間軸３５の軸心Ｏ２と第２の中間軸３６の軸心Ｏ３と前進用出力軸１２の軸心Ｏ４とを結ぶ仮想線Ｌがジグザグ形状になるように、モータ軸３２Ｂと第１の中間軸３５と第２の中間軸３６と前進用出力軸１２とが設置されており、仮想線Ｌに沿うようにオイルパイプ７１が屈曲して配索されている。 An imaginary line L connecting the axis O1 of the motor shaft 32B, the axis O2 of the first intermediate shaft 35, the axis O3 of the second intermediate shaft 36, and the axis O4 of the forward output shaft 12 has a zigzag shape. , the motor shaft 32B, the first intermediate shaft 35, the second intermediate shaft 36, and the forward output shaft 12 are installed so that the oil pipe 71 is bent along the imaginary line L. are searched.

また、オイルパイプ７１と環状壁７Ｊとの間に、減速機構収容部２５を軸方向に仕切る隔壁７Ｋから立ち上がる締結用ボス７Ｌが設けられ、オイルパイプ７１は、締結用ボス７Ｌにブラケット７２を介して締結により固定されている。 Between the oil pipe 71 and the annular wall 7J, there is provided a fastening boss 7L that rises from a partition wall 7K that axially partitions the speed reduction mechanism accommodating portion 25. The oil pipe 71 is connected to the fastening boss 7L via a bracket 72. fixed by fastening.

このように、オイルパイプ７１と環状壁７Ｊとの間に締結用ボス７Ｌが設けたので、締結用ボス７Ｌが減速機構３３に干渉することを防止でき、組付性を向上させることができる。 Since the fastening boss 7L is provided between the oil pipe 71 and the annular wall 7J in this way, it is possible to prevent the fastening boss 7L from interfering with the speed reduction mechanism 33, thereby improving the ease of assembly.

また、仮想線Ｌがジグザグ形状になるようにモータ軸３２Ｂと第１の中間軸３５と第２の中間軸３６と前進用出力軸１２とが設置されているため、モータ軸３２Ｂを前進用出力軸１２に近づけることができ、駆動装置４を上下方向に小型化することができる。 Further, since the motor shaft 32B, the first intermediate shaft 35, the second intermediate shaft 36, and the forward output shaft 12 are arranged so that the imaginary line L has a zigzag shape, the motor shaft 32B is used as the forward output shaft. It can be brought closer to the shaft 12, and the size of the driving device 4 can be reduced in the vertical direction.

さらに、仮想線Ｌをジグザグ形状としたことにより、第１の中間軸３５と第２の中間軸３６との位置関係を微小に調整でき、モータ軸３２Ｂの配置の自由度を向上させることができる。 Furthermore, by forming the imaginary line L into a zigzag shape, the positional relationship between the first intermediate shaft 35 and the second intermediate shaft 36 can be finely adjusted, and the degree of freedom in arranging the motor shaft 32B can be improved. .

この結果、変速機構６１の上方に配置されるモータ３２と、このモータ３２から前進用出力軸１２に回転を減速して伝達する減速機構３３とを、オイルパイプ７１の揺動の抑制に有利な位置に配置することができる。 As a result, the motor 32 arranged above the transmission mechanism 61 and the speed reduction mechanism 33 for transmitting the reduced rotation from the motor 32 to the forward output shaft 12 are arranged in a manner that is advantageous for suppressing the oscillation of the oil pipe 71. can be placed in position.

本実施例の駆動装置４によれば、締結用ボス７Ｌは環状壁７Ｊと連結している。 According to the driving device 4 of this embodiment, the fastening boss 7L is connected to the annular wall 7J.

これにより、剛性の高い環状壁７Ｊに締結用ボス７Ｌが連結されているので、締結用ボス７Ｌを強固な構造にでき、締結用ボス７Ｌの締結の信頼性を向上させることができる。 As a result, the fastening boss 7L is connected to the highly rigid annular wall 7J, so that the fastening boss 7L can have a strong structure, and the fastening reliability of the fastening boss 7L 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）、５...変速機ケース、１２...前進用出力軸（出力軸）、３２...モータ、３２Ｂ...モータ軸、３３...減速機構、３５...第１の中間軸、３６...第２の中間軸、Ｌ...仮想線、Ｏ１...モータ軸の軸心、Ｏ２...第１の中間軸の軸心（中間軸の軸心）、Ｏ３...第２の中間軸の軸心（中間軸の軸心）、Ｏ４...出力軸の軸心 DESCRIPTION OF SYMBOLS 1... Hybrid vehicle, 4... Drive device (drive device for hybrid vehicle), 5... Transmission case, 12... Forward output shaft (output shaft), 32... Motor, 32B. .. Motor shaft 33... Reduction mechanism 35... First intermediate shaft 36... Second intermediate shaft L... Virtual line O1... Axial center of motor shaft O2 ...axis of first intermediate shaft (axis of intermediate shaft), O3...axis of second intermediate shaft (axis of intermediate shaft), O4...axis of output shaft

Claims (3)

エンジンから伝達された回転を変速する変速機構と、
前記変速機構の出力軸に駆動力を伝達するモータと、
前記モータのモータ軸から前記出力軸に回転を減速して伝達する減速機構と、
前記変速機構を収容する変速機ケースと、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、前記減速機構を収容する減速機構収容部を有し、
減速機構収容部は、前記減速機構を周方向から取り囲む環状壁と、前記減速機構の上部へオイルを配送するオイルパイプとを有し、
前記オイルパイプは、前記減速機構収容部の内部に配置され、かつ、前記環状壁の内周面に沿って前記減速機構の上方まで配索されており、
前記オイルパイプは、そのオイル流れ方向の上流端部と、該上流端部以外の少なくとも１箇所とにおいて、前記減速機構収容部に固定されており、
前記オイルパイプと前記環状壁との間に、前記減速機構収容部を軸方向に仕切る隔壁から立ち上がる締結用ボスが設けられ、
前記オイルパイプは、前記締結用ボスにブラケットを介して締結により固定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 speed change mechanism for speed-changing the rotation transmitted from the engine;
a motor that transmits driving force to the output shaft of the speed change mechanism;
a deceleration mechanism for decelerating and transmitting rotation from a motor shaft of the motor to the output shaft;
A hybrid vehicle drive device comprising: a transmission case that houses the transmission mechanism,
The motor is arranged above the speed change mechanism,
The transmission case has a speed reduction mechanism accommodating portion that accommodates the speed reduction mechanism,
The speed reduction mechanism accommodating portion has an annular wall that circumferentially surrounds the speed reduction mechanism, and an oil pipe that delivers oil to an upper portion of the speed reduction mechanism,
The oil pipe is disposed inside the speed reduction mechanism accommodating portion and is routed along the inner peripheral surface of the annular wall to above the speed reduction mechanism,
The oil pipe is fixed to the speed reduction mechanism accommodating portion at its upstream end in the oil flow direction and at least one location other than the upstream end,
A fastening boss is provided between the oil pipe and the annular wall and rises from a partition wall that axially partitions the reduction mechanism accommodating portion,
The hybrid vehicle driving device , wherein the oil pipe is fixed to the fastening boss by fastening via a bracket . 前記減速機構は、前記モータ軸と前記出力軸との間に少なくとも２つの中間軸を有し、
前記モータ軸の軸心と前記少なくとも２つの中間軸の軸心と前記出力軸の軸心とを結ぶ仮想線がジグザグ形状になるように、前記モータ軸、前記少なくとも２つの中間軸および前記出力軸が設置されており、
前記仮想線に沿うように前記オイルパイプが屈曲して配索されていることを特徴とする請求項１に記載のハイブリッド車両用駆動装置。 the reduction mechanism has at least two intermediate shafts between the motor shaft and the output shaft;
The motor shaft, the at least two intermediate shafts, and the output shaft are arranged so that an imaginary line connecting the axis of the motor shaft, the axes of the at least two intermediate shafts, and the axis of the output shaft forms a zigzag shape. is installed and
2. The hybrid vehicle drive system according to claim 1, wherein the oil pipe is bent and routed along the phantom line. 前記締結用ボスが前記環状壁と連結していることを特徴とする請求項２に記載のハイブリッド車両用駆動装置。 3. The hybrid vehicle drive system according to claim 2, wherein the fastening boss is connected to the annular wall .
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