WO2013108397A1 - 車両用駆動装置 - Google Patents
車両用駆動装置 Download PDFInfo
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- WO2013108397A1 WO2013108397A1 PCT/JP2012/051233 JP2012051233W WO2013108397A1 WO 2013108397 A1 WO2013108397 A1 WO 2013108397A1 JP 2012051233 W JP2012051233 W JP 2012051233W WO 2013108397 A1 WO2013108397 A1 WO 2013108397A1
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- electric motor
- shaft
- oil
- torque converter
- vehicle drive
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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
- B60K6/26—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
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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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- B60K6/36—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
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- 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
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- 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
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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
- B60K6/50—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
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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
- F16H41/00—Rotary fluid gearing of the hydrokinetic type
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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
- F16H41/00—Rotary fluid gearing of the hydrokinetic type
- F16H41/02—Rotary fluid gearing of the hydrokinetic type with pump and turbine connected by conduits or ducts
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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
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
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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
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
- B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
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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
- B60K6/42—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
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
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- 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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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/915—Specific drive or transmission adapted for hev
Definitions
- the present invention includes a fluid transmission device having an input-side rotating member that receives power from a prime mover and an output-side rotating member that outputs power to drive wheels, an electric motor connected to the input-side rotating member, and the fluid
- the present invention relates to a structure of a vehicle drive device that includes a transmission coupled to the output side rotation member of a transmission device.
- a fluid transmission device having an input side rotation member to which power from a prime mover is input and an output side rotation member for outputting power to the drive wheel; an electric motor coupled to the input side rotation member; and the fluid transmission device 2.
- a vehicle drive device that includes a transmission coupled to an output side rotation member is known.
- One example is the drive device for a hybrid vehicle of Patent Document 1.
- the engine, the electric motor, the torque converter, and the transmission are arranged in the axial direction from the engine toward the transmission side.
- the electric motor is disposed between the engine and the torque converter in the axial direction, and the torque converter and the electric motor are accommodated in the same space.
- the engine, torque converter, electric motor, and transmission are arranged in the axial direction from the engine toward the transmission, but the electric motor is accommodated in the same space as the torque converter. Yes. Therefore, even in Patent Document 2, it is difficult to oil-cool the electric motor, and the cooling performance of the electric motor may be insufficient.
- the present invention has been made against the background of the above circumstances, and the object of the present invention is to provide an input-side rotating member to which power from a prime mover is input and an output-side rotating member to output power to driving wheels.
- a vehicle drive device comprising: a fluid transmission device having: an electric motor coupled to the input-side rotation member; and a transmission coupled to the output-side rotation member of the fluid transmission device.
- An object of the present invention is to provide a structure of a vehicle drive device capable of improving performance.
- the gist of the first invention is that: (a) a fluid transmission having an input-side rotating member to which power from a prime mover is input and an output-side rotating member that outputs power to drive wheels; An apparatus, an electric motor connected to the input-side rotating member, a transmission connected to the output-side rotating member of the fluid transmission device, the fluid transmission device, the electric motor, and the transmission; A vehicle drive device comprising a chamber and a case member having an oil chamber, wherein (b) the prime mover and the electric motor are arranged at positions sandwiching the fluid transmission device in the axial direction; and (c) the fluid The transmission device is housed in the air chamber, and the electric motor is housed in the oil chamber.
- the prime mover and the motor are connected to the input side rotating member side of the fluid transmission device, the prime mover and the motor are arranged at positions sandwiching the fluid transmission device in the axial direction.
- An electric motor can be accommodated in the oil chamber. Since the electric motor is accommodated in the oil chamber, the electric motor can be oil-cooled, so that the cooling performance of the electric motor can be improved.
- the gist of the second invention is the vehicle drive device according to the first invention, further comprising a second electric motor coupled to the output side rotation member of the fluid transmission device.
- This electric motor is provided between the electric motor in the axial direction and the transmission in the oil chamber.
- the second motor is also housed in the oil chamber in which the transmission is housed in the same manner as the motor. Therefore, the second motor can be cooled with oil, and the second motor can also be cooled. Can be improved.
- the gist of the third aspect of the present invention is the vehicle drive apparatus according to the second aspect of the present invention, wherein a hydraulic pressure generator is provided between the motor in the axial direction and the second motor in the oil chamber.
- the drive gear of the hydraulic pressure generating device is connected to the input side rotating member of the fluid transmission device via a first shaft arranged in parallel with the shaft center on the inner peripheral side of the electric motor. .
- the hydraulic pressure generating device is disposed between the electric motor and the second electric motor, heat transfer between the electric motor and the second electric motor is suppressed, and the thermal performance is improved.
- the gist of the fourth invention is the vehicle drive device according to the third invention, wherein a second shaft parallel to the axis is arranged on the inner peripheral side of the first shaft.
- the fluid transmission device is a torque converter, and the stator wheel of the torque converter is connected to a cover member that is a non-rotating member of the hydraulic pressure generator via a one-way clutch and the second shaft, The second shaft and the cover member are connected.
- an oil passage for supplying hydraulic oil to the fluid transmission device can be formed between the inner peripheral surface of the first shaft and the outer peripheral surface of the second shaft.
- the said oil path is comprised with a member different from the rotating shaft of an electric motor, the heat transfer between an oil path and an electric motor is also suppressed.
- the gist of the fifth invention is the vehicle drive device of the third invention or the fourth invention, wherein the terminal block of the electric motor and the second electric motor is provided on the outer peripheral side of the hydraulic pressure generator. Is arranged. In this way, since a space is formed on the outer peripheral side of the hydraulic pressure generator, the space can be effectively utilized by arranging the terminal blocks of the electric motor and the second electric motor in the space with the phases shifted.
- the Rukoto since a space is formed on the outer peripheral side of the hydraulic pressure generator, the space can be effectively utilized by arranging the terminal blocks of the electric motor and the second electric motor in the space with the phases shifted.
- the gist of the sixth invention is that in the vehicle drive device of the first invention, a partition is formed between the fluid transmission device and the electric motor, and an inner periphery of the partition A seal member is disposed at the portion, and the oil chamber is sealed by the seal member. This prevents foreign matter from entering the oil chamber. Further, the seal between the fluid transmission device and the transmission can be shared by this seal member, and an increase in the number of parts can be suppressed. Further, since the air chamber and the oil chamber are partitioned by the partition wall, heat transfer between the fluid transmission device and the electric motor is suppressed.
- the cover member of the second shaft is connected by press-fitting. If it does in this way, the press fit part of the 2nd axis and a cover member will function also as a seal structure, and a seal member will become unnecessary.
- FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device according to an embodiment of the present invention.
- FIG. 3 is an operation table of each hydraulic friction engagement device for establishing each gear stage in the automatic transmission shown in FIG. 1.
- FIG. FIG. 2 is a cross-sectional view for explaining a part of the structure of the vehicle drive device in FIG. 1, and specifically corresponds to a cross-sectional view of a portion indicated by a dashed line in FIG. 1.
- FIG. 4 is an enlarged sectional view in which the torque converter side (left side in FIG. 3) is enlarged in FIG. 3.
- FIG. 4 is an enlarged sectional view in which a second motor side (right side in FIG. 3) is enlarged in FIG. 3.
- the position of the circumferential direction of the 1st electric motor and the 2nd electric motor terminal block which are shown with the dashed-dotted line of FIG. 5 is shown simply.
- FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device 10 according to an embodiment of the present invention.
- a vehicle drive device 10 is preferably used in a FF (front engine / front drive) type vehicle, and is connected to an engine 12 that functions as a prime mover and a crankshaft 14 of the engine 12.
- FF front engine / front drive
- a second turbine wheel 16t that is disposed and is connected to the input wheel 20 of the turbine wheel 16t and the automatic transmission 18 that are output side rotating members of the torque converter 16.
- an oil pump 21 that is disposed between the first electric motor MG1 and the second electric motor MG1 and is connected to the pump impeller 16p of the torque converter 16, the engine 12, and the first electric motor MG1 is provided.
- the engine 12, the torque converter 16, the first electric motor MG1, the oil pump 21, and the second are directed from the engine 12 side to the automatic transmission 18 side.
- the electric motor MG2 and the automatic transmission 18 are arranged in the axial direction in this order. That is, the engine 12 and the first electric motor MG1 are arranged at positions sandwiching the torque converter 16 in the axial direction.
- the first electric motor MG1 corresponds to the electric motor of the present invention
- the second electric motor MG2 corresponds to the second electric motor of the present invention
- the automatic transmission 18 corresponds to the transmission of the present invention
- the oil pump 21 is the main motor. It corresponds to the hydraulic pressure generator of the invention.
- the torque converter 16 includes a pump impeller 16p that is an input-side rotating member to which power from the engine 12 is input, a turbine impeller 16t that is an output-side rotating member that outputs power to the drive wheels 26, and a stator impeller 16s. And a one-way clutch F1.
- the pump impeller 16p that is, the pump impeller, is connected to the crankshaft 14 of the engine 12 and the first electric motor MG1, and is driven to rotate by the engine 12 so that the fluid flow caused by the flow of hydraulic oil in the torque converter 16 is achieved. Is generated.
- the turbine impeller 16t that is, the turbine runner is connected to the input shaft 20 of the automatic transmission 18, and is rotated by receiving the fluid flow from the pump impeller 16p.
- the stator impeller 16s is disposed in the fluid flow from the pump impeller 16p to the turbine impeller 16t, and the one-way clutch F1 causes the crankshaft 14 to rotate in the forward direction (the direction of rotation of the crankshaft 14 when the engine 12 is operated). ) And is supported so as not to rotate in the negative rotation direction.
- the input shaft 20 of the automatic transmission 18 also functions as an output shaft of the torque converter 16, that is, a turbine shaft.
- the torque converter 16 includes a lockup clutch LC that selectively connects the pump impeller 16p and the turbine impeller 16t.
- the lock-up clutch LC is operated with hydraulic oil from the hydraulic control circuit 90 (see FIG. 3), and is controlled to any one of an engaged state, a slip state, and a released state. When the lockup clutch LC is released, torque transmission between the crankshaft 14 and the input shaft 20 is performed via the hydraulic oil in the torque converter 16 as described above.
- the lockup clutch LC When the lockup clutch LC is engaged, the lockup clutch LC mechanically directly connects the pump impeller 16p and the turbine impeller 16t, so that the crankshaft 14 of the engine 12 and the automatic transmission
- the 18 input shafts 20 are integrally connected to each other, and torque transmission between the crankshaft 14 and the input shaft 20 is directly performed without using hydraulic oil in the torque converter 16.
- the first electric motor MG1 is connected in series to the crankshaft 14 of the engine 12 via, for example, a damper that absorbs pulsation, and is connected to the pump impeller 16p of the torque converter 16 via a first shaft 52 described later. ing.
- the first electric motor MG1 is connected to a power transmission path between the engine 12 and the torque converter 16.
- the second electric motor MG2 is connected to a power transmission path between the torque converter 16 and the drive wheels 26.
- the second electric motor MG2 is connected to the pump impeller 16p of the torque converter 16 and the input shaft 20 of the automatic transmission 18. It is connected.
- the first electric motor MG1 and the second electric motor MG2 are rotating machines configured to selectively obtain a function as an electric motor that generates drive torque and a function as a generator that generates regenerative torque, For example, it is constituted by an AC synchronous motor generator.
- the automatic transmission 18 is a mechanical transmission that is interposed between the torque converter 16 and the drive wheels 26 and constitutes a part of a power transmission path between the second electric motor MG2 and the drive wheels 26.
- the automatic transmission 18 includes a first planetary gear device 30, a second planetary gear device 32, a third planetary gear device 34, and a plurality of planetary gear devices 34 in a transmission case 38 (hereinafter referred to as a case 38) that is a non-rotating member.
- This is a known planetary gear type multi-stage transmission including the hydraulic friction engagement devices C1, C2, B1, B2, and B3.
- the automatic transmission 18 outputs the power of the engine 12 input to the input shaft 20 that is an input rotation member toward the drive wheels 26 from the output gear 22 that is an output rotation member.
- each known hydraulic friction engagement device (clutch C1, C2, brake B1, B2, B3) is controlled by a hydraulic control circuit 90 (see FIG. 3) according to a predetermined operation table shown in FIG. )
- ⁇ at transmission input rotational speed Natin / rotational speed Nout of output gear 22. Stage
- FIG. 3 is a cross-sectional view for explaining a part of the structure of the vehicle drive device 10 of FIG. 1, and specifically, a torque converter 16, a first electric motor MG1, an oil pump 21, and a second electric motor MG2.
- FIG. 4 is an enlarged cross-sectional view in which the torque converter 16 side (engine 12 side, left side in FIG. 3) is enlarged in FIG. 3
- FIG. 5 is the second electric motor MG2 side (automatic transmission 18 side
- FIG. 3 is an enlarged cross-sectional view in which the right side in FIG. As shown in FIG.
- the vehicle drive device 10 includes a torque converter 16, a first electric motor MG ⁇ b> 1, and an oil pump 21 in a case 38 that is a non-rotating member from the torque converter 16 side toward the second electric motor MG ⁇ b> 2 side.
- the second electric motor MG2 are sequentially arranged in the axial direction.
- the engine 12 is disposed further to the left of the torque converter 16, and the automatic transmission 18 is disposed to the further right of the second electric motor MG2. Therefore, the engine 12 and the first electric motor MG1 are arranged at positions sandwiching the torque converter 16 in the axial direction.
- the case 38 corresponding to the case member of the present invention is composed of a plurality of members (38a, 38b), and accommodates the torque converter 16, the first electric motor MG1, and the automatic transmission 18, and is composed of a space 87 described later. And an oil chamber composed of spaces 89 (89a to 89d) to be described later.
- the case 38 includes a first partition wall 40 interposed between the torque converter 16 and the first motor MG1, a second partition wall 42 interposed between the first motor MG1 and the oil pump 21, And a third partition wall 44 interposed between the oil pump 21 and the second electric motor MG2.
- the torque converter 16 is housed in a space 87 that functions as an air chamber, and mainly includes a pump impeller 16p, a turbine impeller 16t, and a stator impeller 16s.
- the pump impeller 16p is connected to a crankshaft 14 that is an output shaft of the engine 12, and is rotated integrally with the crankshaft 14.
- a front case (not shown in FIG. 3) and a rear case 46, and a plurality of pump impellers 16p are arranged in the circumferential direction.
- the impeller 48 is integrally rotated with the rear case 46.
- the hydraulic oil filled in the pump impeller 16p is driven away by the impeller 48 in the outer circumferential direction.
- the hydraulic oil collides with the impeller 50 of the turbine impeller 16t disposed so as to face the pump impeller 16p, and the impeller 50 of the turbine impeller 16t is rotated by the impact force, and then the turbine impeller It flows along the curve of the impeller 50 of the wheel 16t, passes through the stator impeller 16s, returns to the pump impeller 16p, and circulates in the torque converter 16.
- the inner peripheral end of the rear case 46 is connected by welding to a first shaft 52 that is arranged in parallel with the shaft center C so as to be rotatable around the shaft center C.
- the first shaft 52 is formed in a cylindrical tube shape, and is supported by the first partition wall 40 and the second partition wall 42 of the case 38 so as to be rotatable around the axis C.
- a flange 52a (see FIG. 4) in which one end on the torque converter 16 side protrudes in the radial direction in the axial direction of the first shaft 52 is formed, and the inner peripheral end of the rear case 46 is formed on the outer peripheral end of the flange 52a.
- the parts are connected by welding.
- first shaft 52 penetrates the inner peripheral side of the first electric motor MG1 in the axial direction, and an end portion on the second electric motor MG2 side in the axial direction is a drive gear 70 which will be described later, which is a drive gear of the oil pump 21. It is connected to.
- the hydraulic oil flowing out from the turbine impeller 16t The flow flows in a direction that hinders the rotation of the pump impeller 16p, but the one direction is spline-fitted between the pump impeller 16p and the turbine impeller 16t to the cylindrical second shaft 54 that is a non-rotating member. Since the stator impeller 16s is provided via the clutch F1, the flow of hydraulic oil is converted by the stator impeller 16s into a direction that assists the flow of the pump impeller 16p.
- the second shaft 54 is spline-fitted to the inner ring of the one-way clutch F1 at the outer peripheral end on the torque converter 16 side in the axial direction.
- the second shaft 54 is arranged in parallel with the axis C, penetrates the inner periphery of the first shaft 52 in the axial direction, and extends to the oil pump 21 side.
- the turbine impeller 16t includes a turbine shell 56 that rotates integrally with the impeller, and an inner peripheral end thereof is connected to a turbine hub 58 that can rotate about an axis C.
- the inner peripheral portion of the turbine hub 58 is spline-fitted to the outer peripheral portion of the third shaft 60 that is disposed around the axis C on the inner peripheral side of the second shaft 54.
- the third shaft 60 is formed in a cylindrical shape and is disposed so as to penetrate the second shaft 54 in the axial direction.
- the outer peripheral end portion on the torque converter 16 side in the axial direction of the third shaft 60 is spline-fitted with the inner peripheral portion of the turbine hub 58.
- the end portion on the second electric motor MG2 side in the axial direction of the third shaft 60 is spline-fitted to a rotor shaft 82 described later of the second electric motor MG2.
- a tapered small-diameter portion 60a (see FIG. 4) is formed to form an outer diameter on the torque converter 16 side in the axial direction smaller than that on the second electric motor MG2 side.
- the first electric motor MG1 is accommodated in a space 89a that functions as an oil chamber, is disposed between the torque converter 16 and the oil pump 21 in the axial direction, and is rotatably supported around the axis C.
- the first electric motor MG1 includes a stator 62 that is non-rotatably fixed to the case 38, coil ends 63 that are disposed at both axial ends of the stator 62, a rotor core 64 that is rotatably disposed on the inner peripheral side of the stator 62, And a rotor shaft 66 connected to the inner peripheral portion of the rotor core 64 is mainly provided.
- a resolver 67 for detecting the rotational speed of the first electric motor MG1 is provided on the inner peripheral side of the coil end 63.
- the stator 62 is fixed to the case 38 so as not to rotate by a bolt or the like (not shown).
- the inner periphery of the rotor core 64 is connected to the rotor shaft 66 and is configured to rotate about the axis C integrally with the rotor shaft 66.
- the rotor shaft 66 is rotatably supported by the case 38 at both ends on the outer periphery via bearings 68 and 69.
- the inner peripheral portion of the rotor shaft 66 is spline-fitted with external teeth (spline teeth) formed on the outer peripheral portion of the first shaft 52, and the rotor shaft 66 is connected to the torque converter 16 via the first shaft 52.
- the pump impeller 16p and the engine 12 are connected to rotate integrally.
- the spline fitting portion 71 between the rotor shaft 66 and the first shaft 52 is formed on the second electric motor MG2 side in the axial direction of the rotor core 64. Specifically, the spline fitting portion 71 on the second electric motor MG2 side (the automatic transmission 18 side, the right side in the figure) with respect to the axial center line of the first electric motor MG1 (rotor core 64) indicated by the alternate long and short dash line X. Is formed. Therefore, the axial distance between the shaft end portion of the first shaft 52 on the torque converter 16 side and the spline fitting portion 71 is increased.
- the oil pump 21 that is a hydraulic pressure generator is disposed between the first electric motor MG1 and the second electric motor MG2 in the axial direction in the space 89b that functions as an oil chamber, and the drive gear 70 and the driven gear that meshes with the drive gear 70.
- 72 and a known gear pump that mainly includes a pump cover 74 (cover member) that accommodates the drive gear 70 and the driven gear 72.
- the drive gear 70 is connected to the pump impeller 16p of the torque converter 16 via a first shaft 52 disposed on the inner peripheral side of the first electric motor MG1.
- the pump cover 74 is fixed to the second partition wall 42 by a bolt or the like (not shown) so as not to rotate.
- the oil pump 21 is operated by driving the drive gear 70 via the first shaft 52 when the pump impeller 16p of the torque converter 16 rotates.
- the inner peripheral part of the pump cover 74 constituting the oil pump 21 is connected to the second shaft 54 by press-fitting, oil leakage from this point is prevented. That is, the press-fit portion 77 between the pump cover 74 and the second shaft 54 functions as a seal structure that prevents oil leakage from the oil pump 21.
- an oil passage 75 for supplying hydraulic oil to the torque converter 16 is formed between the inner peripheral surface of the first shaft 52 and the outer peripheral surface of the second shaft 54.
- the first shaft 52 is disposed on the inner peripheral side of the rotor shaft 66 of the first electric motor MG1 and connects between the pump impeller 16p (rear case 46) of the torque converter 16 and the drive gear 70 of the oil pump 21. Yes.
- the second shaft 54 is disposed on the inner peripheral side of the first shaft 52 and connects the inner ring of the one-way clutch F ⁇ b> 1 of the torque converter 16 and the pump cover 74.
- An oil passage 75 for supplying hydraulic oil to the torque converter 16 is formed by a gap formed between the inner peripheral surface of the first shaft 52 and the outer peripheral surface of the second shaft 54. The oil passage 75 is supplied with the hydraulic oil pumped up by the oil pump 21 after being regulated by the hydraulic control circuit 90.
- the second electric motor MG2 is disposed between the first electric motor MG1, the oil pump 21, and the automatic transmission 18 in the axial direction in the space 89c functioning as an oil chamber, and is supported rotatably around the axis C. Yes.
- the second electric motor MG2 includes a stator 76 that is non-rotatably fixed to the case 38, coil ends 78 that are disposed at both axial ends of the stator 76, a rotor core 80 that is rotatably disposed on the inner peripheral side of the stator 76, And a rotor shaft 82 connected mainly to the inner peripheral portion of the rotor core 80. Further, a resolver 83 for detecting the rotational speed is provided on the inner peripheral side of the coil end 78 of the second electric motor MG2.
- the stator 76 is fixed to the case 38 so as not to rotate by a bolt (not shown).
- the inner periphery of the rotor core 80 is connected to the rotor shaft 82 and is configured to rotate about the axis C integrally with the rotor shaft 82.
- the outer end of the rotor shaft 82 is rotatably supported by the case 38 via bearings 84 and the like.
- the inner peripheral portion of the rotor shaft 82 is spline-fitted to the third shaft 60, and the rotor shaft 82 rotates integrally with the third shaft 60 and the input shaft 20 of the automatic transmission 18.
- the third shaft 60 is rotatably supported by the case 38 (second partition wall 42) via the bush, the second shaft 54, and the pump cover 74.
- the automatic transmission 18 is accommodated in a space 89d that functions as an oil chamber (see FIG. 1).
- a first partition 40 is formed between the torque converter 16 and the first electric motor MG1 in the axial direction so as to partition a space in which these are accommodated.
- a first oil seal 86 is provided between the inner peripheral end of the first partition wall 40 and the first shaft 52, and the space 87 in which the torque converter 16 is accommodated and the first electric motor MG1 are accommodated.
- the space 89a is spatially separated.
- a space 87 in which the torque converter 16 is accommodated is an air chamber that is cooled by air from the outside. That is, the torque converter 16 accommodated in the space 87 which is an air chamber is air-cooled by air from the outside.
- the first oil seal 86 functions as a member that seals between the space 87 in which the torque converter 16 is accommodated and the space 89a in which the first electric motor MG1 is accommodated. Not only separates the space 87 and the space 89a, but also accommodates the space 87 for accommodating the torque converter 16, the space 89b for accommodating the oil pump 21, the space 89c for accommodating the second electric motor MG2, and the automatic transmission 18. It also functions as a member for spatially separating (sealing) the space 89d.
- the space 87 that accommodates the torque converter 16 and the spaces 89 a to 89 d that accommodate the first electric motor MG 1, the oil pump 21, the second electric motor MG 2, and the automatic transmission 18 include the partition wall 40 and It is separated and sealed by the first oil seal 86.
- These spaces 89a to 89d are provided with a lubrication circuit for cooling each device.
- the spaces 89a to 89d are spaces that function as oil chambers
- the first electric motor MG1, the oil pump 21, the second electric motor MG2, and the automatic transmission 18 are accommodated in the spaces 89a to 89d. It can also be a space 89 that functions as an oil chamber.
- the first electric motor MG1 and the second electric motor MG2 are accommodated in the space 89 in which the automatic transmission 18 is accommodated.
- the first partition 40 corresponds to the partition wall of the present invention
- the first oil seal 86 corresponds to the seal member of the present invention
- the space 87 corresponds to the air chamber of the present invention
- the space 89 corresponds to the oil chamber of the present invention. It corresponds to.
- a second partition wall 42 is formed between the first electric motor MG1 and the oil pump 21 in the axial direction so as to partition a space in which these are accommodated.
- a second oil seal 88 is provided between the inner peripheral end of the second partition wall 42 and the first shaft 52. Providing this second oil seal 88 prevents the oil from coming and going between the space 89 a in which the first electric motor MG ⁇ b> 1 is accommodated and the oil pump 21. Specifically, the second oil seal 88 prevents movement of oil leaking from a portion where the inner peripheral end of the second partition wall 42 and the first shaft 52 are in sliding contact. That is, the second oil seal 88 has a sealing function that prevents oil leakage from the oil pump 21.
- a first radial oil passage 92 extending vertically upward for supplying the cooling oil to the first electric motor MG1 is formed in the second partition wall 42, and the second oil seal 88 has the first diameter. It also has a function of preventing leakage of oil flowing in the directional oil passage 92. That is, oil leakage from the oil pump 21 and the first radial oil passage 92 is blocked by the common second oil seal 88.
- the oil adjusted by the hydraulic control circuit 90 is supplied to the first radial oil passage 92 and connected to an axial oil passage 94 formed vertically above the first electric motor MG1.
- the axial oil passage 94 is formed with a plurality of oil discharge holes for supplying oil to the coil end 63 of the first electric motor MG1.
- the axial oil passage 94 is connected to a second radial oil passage 96 formed in the first partition 40 in the radial direction.
- the second radial oil passage 96 is formed in the first partition 40 so as to communicate the axial oil passage 94 and the inner peripheral end of the first partition 40.
- the case 38 is provided with a lubricating oil passage for cooling the first electric motor MG1.
- the oil is supplied from the hydraulic control circuit 90 to the first radial oil passage 92, the oil is pumped vertically upward through the first radial oil passage 92, Flow into.
- a part of the oil passing through the axial oil passage 94 is mainly supplied to the coil end 63 of the first electric motor MG1 through the discharge hole.
- the remaining oil flowing through the axial oil passage 94 passes through the second radial oil passage 96 and is stored in the oil pan 97 provided in the lower portion of the case 38, and the oil suction provided in the oil pan 97 is stored.
- the hydraulic control circuit 90 and the oil suction section 91 are disposed on the second electric motor MG2 side (right side in the drawing) with respect to the first electric motor MG1 in the axial direction.
- the hydraulic control circuit 90 adjusts the hydraulic pressure discharged from the oil pump 21 as appropriate, and supplies the optimal hydraulic pressure to the torque converter 16, the automatic transmission 18, the lubricating oil passages (92, 94, 96), and the like.
- a space is formed on the outer peripheral side of the oil pump 21.
- a terminal block 100a for electrically connecting the first electric motor MG1 from the outside of the case and a terminal block 100b for electrically connecting the second electric motor MG2 from the outside of the case.
- FIG. 6 simply shows the circumferential positions of the terminal block 100a and the terminal block 100b.
- the broken line of FIG. 6 has shown the outer diameter line of 1st electric motor MG1.
- FIG. 6 by arranging the terminal block 100a and the terminal block 100b at positions (phases) shifted in the circumferential direction on the outer peripheral side of the oil pump 21, it is possible to arrange them at the same position in the radial direction. .
- the first electric motor MG1 and the second electric motor MG2 are accommodated in the space 89 that functions as an oil chamber for accommodating the automatic transmission 18 and the like.
- the space 87 that accommodates the torque converter 16 that is an air chamber and the space 89 that accommodates the first electric motor MG1, the second electric motor MG2, and the automatic transmission 18 can be spatially separated and sealed.
- a foreign matter (dust or water) from the outside does not enter the space 89, and a cooling mechanism using oil of the first electric motor MG1 can be easily configured.
- the first electric motor MG1 is disposed between the engine and the torque converter, and the first electric motor MG1 is housed in the same space (in the air chamber) as the torque converter. Since it becomes difficult to cool, the cooling performance of the first electric motor MG1 was insufficient.
- the torque converter 16, the first electric motor MG1, and the second electric motor MG2 are arranged in this order from the engine 12 side to the automatic transmission 18 side.
- the torque converter 16 and the first electric motor MG1, the second electric motor MG2, and the automatic transmission 18 can be spatially separated.
- the first oil seal 86 provided between the torque converter 16 and the first electric motor MG1 includes not only the first electric motor MG1 but also the originally required torque converter 16, the second electric motor MG2, and the automatic transmission 18. Therefore, the vehicle drive device 10 can be reduced in size while suppressing an increase in parts.
- a spline fitting portion 71 that is a connecting portion between the torque converter 16 and the first electric motor MG1 is in the space 89 in which the automatic transmission 18 and the like are accommodated, and further, the first dashed line X shown in FIG.
- the first electric motor MG1 (rotor core 64) is disposed on the second electric motor MG2 side with respect to the axial center line.
- the spline fitting portion 71 is arranged on the second electric motor MG2 side with respect to the axial center line of the first electric motor MG1 (rotor core 64) indicated by the one-dot chain line X in FIG. Since the axial distance between the shaft end portion on the torque converter 16 side and the spline fitting portion 71 is increased, the connection rigidity between the engine 12 and the first electric motor MG1 is reduced, and the influence of vibration of the engine 12 is exerted. Is reduced. That is, by increasing the axial length of the second shaft 54 that connects the torque converter 16 and the spline fitting portion 71, the rigidity of the second shaft 54 is reduced and the resonance frequency is changed. The influence of torque fluctuations of the engine 12 is reduced.
- the second partition oil passage 96 is formed in the first partition wall 40 interposed between the torque converter 16 and the first electric motor MG1, so that the first partition wall 40 is cooled, and the torque converter 16 The heat shielding effect between the first electric motor MG1 is improved.
- the pump impeller 16p of the torque converter 16 and the drive gear 70 of the oil pump 21 are connected by the first shaft 52, and the inner ring of the one-way clutch F1 of the torque converter 16 and the pump cover 74 of the oil pump 21 are the first.
- the second shaft 54 disposed on the inner peripheral side of the shaft 52 is connected, and the second shaft 54 and the pump cover 74 are connected by press-fitting.
- an oil passage 75 for supplying hydraulic oil to the torque converter 16 is formed between the inner peripheral surface of the first shaft 52 and the outer peripheral surface of the second shaft 54, and a seal member or the like is formed when the oil passage 75 is formed. An increase in the number of parts is also suppressed.
- the oil path 75 is formed by a member different from the rotor shaft 66 constituting the first electric motor MG1, heat transfer from the oil path 75 to the first electric motor MG1 is also suppressed. Further, since the second shaft 54 and the pump cover 74 are connected by press-fitting, a seal member for preventing oil leakage from the press-fitting portion 77 is also unnecessary.
- An oil suction portion 91 that sucks up oil stored in an oil pan 97 formed in the lower portion of the case 38 by the oil pressure control circuit 90 and the oil pump 21 that controls the oil pressure of the torque converter 16 and the like is the first in the axial direction. It is arranged closer to the second electric motor MG2 than the electric motor MG1. Thus, the length of the oil passage between the hydraulic control circuit 90 and the oil suction portion 91 and the oil pump 21 is shortened, and the pipe resistance can be reduced and the noise due to the flow can be reduced. Furthermore, since the first electric motor MG1 can be enlarged in the radial direction, the first electric motor MG1 can be shortened in the axial direction.
- a second oil seal 88 is provided between the first electric motor MG1 and the oil pump 21.
- the second oil seal functions as a seal member for the oil pump 21 and also functions as a seal member for preventing leakage from the first radial oil passage 92. Therefore, the seal member is shared and the number of parts is increased. Is suppressed.
- the first electric motor MG1 and the oil pump 21 are disposed in the same case 38a, and the first electric motor MG1 is supported by the case 38a. Further, the oil pump 21 is fixed to a second partition wall 42 that is a part of the case 38a. If it does in this way, the 1st electric motor MG1 and the oil pump 21 can be made into a sub-assembly, and the assembly
- the turbine impeller 16t of the torque converter 16 and the second electric motor MG2 are connected via the third shaft 60, and the respective connecting portions are coupled by spline fitting.
- the second electric motor MG2 is supported via the bearing 84 and the like, and is connected to the torque converter 16 via the spline, so that the shaft deviation from the torque converter 16 is absorbed by the spline. And vibration transmission is also reduced by spline fitting.
- a small diameter portion 54a is formed in which the inner diameter of the second shaft 54 is smaller in the axial direction than the second electric motor MG2 side, and the outer diameter of the third shaft 60 is also smaller in the axial direction than the second electric motor MG2 side.
- the small diameter portion 60a is formed, and the third shaft 60 is supported by the case 38a. In this way, the third shaft 60 does not fall to the torque converter 16 side by the small diameter portions 54a and 60a during assembly.
- the terminal block 100a of the first electric motor MG1 and the terminal block 100b of the second electric motor MG2 are arranged on the outer peripheral side of the oil pump 21 at positions shifted in the circumferential direction.
- the space of the pump 21 can be used effectively.
- the terminal block 100a and the terminal block 100b can be collected, and the workability
- the engine 12 and the first electric motor MG1 are connected to the pump impeller 16p of the torque converter 16, the engine 12 and the first electric motor MG1 are torqued in the axial direction. Since it is disposed at a position sandwiching the converter 16, the first electric motor MG1 can be accommodated in the space 89 which is an oil chamber. Since the first electric motor MG1 is accommodated in the space 89, the first electric motor MG1 can be oil-cooled, so that the cooling performance of the first electric motor MG1 can be improved.
- the second electric motor MG2 connected to the turbine impeller 16t of the torque converter 16 is further provided, and the second electric motor MG2 is automatically connected to the first electric motor MG1 in the axial direction in the space 89. It is provided between the transmission 18.
- the second electric motor MG2 is also housed in the space 89 (oil chamber) in which the automatic transmission 18 is housed in the same manner as the first electric motor MG1, so that the second electric motor MG2 can also be cooled with oil. Cooling performance can be improved.
- the oil pump 21 is disposed between the first electric motor MG1 and the second electric motor MG2 in the axial direction in the space 89, and the drive gear 70 of the oil pump 21 is
- the first electric motor MG1 is connected to the pump impeller 16p of the torque converter 16 via a first shaft 52 disposed in parallel with the shaft center on the inner peripheral side.
- the oil pump 21 is arrange
- the second shaft 54 parallel to the shaft center is disposed on the inner peripheral side of the first shaft 52, and the stator impeller 16s of the torque converter 16 includes the one-way clutch F1 and
- the second shaft 54 is connected to a pump cover 74 that is a non-rotating member of the oil pump 21 via the second shaft 54, and the second shaft 54 and the pump cover 74 are connected.
- an oil passage 75 for supplying hydraulic oil to the torque converter 16 can be formed between the inner peripheral surface of the first shaft 52 and the outer peripheral surface of the second shaft 54.
- the oil path 75 is comprised with a member different from the structural member of the 1st electric motor MG1, the heat transfer between the oil path 75 and the 1st electric motor MG1 is also suppressed.
- the terminal blocks 100a and 100b of the first electric motor MG1 and the second electric motor MG2 are arranged on the outer peripheral side of the oil pump 21. In this way, since a space is formed on the outer peripheral side of the oil pump 21, by arranging the terminal blocks 100a and 100b of the first electric motor MG1 and the second electric motor MG2 with the phases shifted in the space, Space will be used effectively.
- the first partition 40 is formed between the torque converter 16 and the first electric motor MG1, and the first oil seal 86 is disposed on the inner peripheral portion of the first partition 40.
- the space 89 functioning as an oil chamber is sealed by the first oil seal 86.
- the seal between the torque converter 16 and the automatic transmission 18 can be shared by the first oil seal 86, and an increase in the number of parts can be suppressed.
- the space 87 (air chamber) and the space 89 (oil chamber) are partitioned by the first partition wall 40, heat transfer between the torque converter 16 and the first electric motor MG1 is suppressed.
- the cover member of the second shaft is connected by press-fitting. If it does in this way, the press fit part of the 2nd axis and a cover member will function also as a seal structure, and a seal member will become unnecessary.
- the automatic transmission 18 is a stepped transmission, but the present invention is not limited to this, and the transmission type such as a belt-type continuously variable transmission is within a consistent range. You may change suitably.
- a gear type gear pump is used as the oil pump 21.
- the present invention is not limited to this, and may be appropriately changed within a consistent range such as a vane type oil pump. Absent.
- the small-diameter portions 54a and 60a are formed on the second shaft 54 and the third shaft 60, respectively.
- the third shaft 60 can be dropped using a jig or the like. It may be configured to prevent.
- the torque converter 16 is provided.
- the present invention only needs to be a fluid transmission device in which power is transmitted through a fluid.
- a fluid coupling is used instead of the torque converter 16. It doesn't matter.
- the engine 12 is provided, but the present invention may be a prime mover that generates power, and an electric motor or the like may be provided in place of the engine 12.
- Vehicle drive device 12 Engine (prime mover) 16: Torque converter (fluid transmission) 16p: Pump impeller (input side rotating member) 16t: Turbine wheel (output side rotating member) 16s: Stator impeller 18: Automatic transmission (transmission) 21: Oil pump (hydraulic pressure generator) 26: Drive wheel 38: Transmission case (case member) 40: First partition (partition) 52: First shaft 54: Second shaft 70: Drive gear (drive gear) 74: Pump cover (cover member) 86: First oil seal (seal member) 87: Space (air chamber) 89 (89a-89d): Space (oil chamber) 100a, 100b: terminal block MG1: first electric motor (electric motor) MG2: second electric motor (second electric motor) F1: One-way clutch
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- General Engineering & Computer Science (AREA)
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- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
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Abstract
Description
12:エンジン(原動機)
16:トルクコンバータ(流体伝動装置)
16p:ポンプ翼車(入力側回転部材)
16t:タービン翼車(出力側回転部材)
16s:ステータ翼車
18:自動変速機(変速機)
21:オイルポンプ(油圧発生装置)
26:駆動輪
38:トランスミッションケース(ケース部材)
40:第1隔壁(隔壁)
52:第1軸
54:第2軸
70:ドライブギヤ(駆動ギヤ)
74:ポンプカバー(カバー部材)
86:第1オイルシール(シール部材)
87:空間(空気室)
89(89a~89d):空間(油室)
100a、100b:端子台
MG1:第1電動機(電動機)
MG2:第2電動機(第2の電動機)
F1:一方向クラッチ
Claims (6)
- 原動機からの動力が入力される入力側回転部材と駆動輪へ動力を出力する出力側回転部材とを有する流体伝動装置と、前記入力側回転部材に連結された電動機と、前記流体伝動装置の前記出力側回転部材に連結された変速機と、前記流体伝動装置と前記電動機と前記変速機とを収容し、空気室と油室を有するケース部材とを備えた車両用駆動装置であって、
前記原動機および前記電動機が軸方向において前記流体伝動装置を挟んだ位置に配置され、
前記流体伝動装置は前記空気室に収容され、前記電動機は前記油室に収容されていることを特徴とする車両用駆動装置。 - 前記流体伝動装置の出力側回転部材に連結された第2の電動機を更に備え、
該第2の電動機は、前記油室内において軸方向の前記電動機と前記変速機との間に設けられていることを特徴とする請求項1の車両用駆動装置。 - 前記油室内において軸方向の前記電動機と前記第2の電動機との間には、油圧発生装置が配置されており、
該油圧発生装置の駆動ギヤは、前記電動機の内周側に軸心と平行に配置された第1軸を介して前記流体伝動装置の入力側回転部材に連結されていることを特徴とする請求項2の車両用駆動装置 - 前記第1軸の内周側には、軸心に平行な第2軸が配置されており、
前記流体伝動装置はトルクコンバータであり、
該トルクコンバータのステータ翼車は、一方向クラッチおよび前記第2軸を介して前記油圧発生装置の非回転部材であるカバー部材に連結されており、
前記第2軸と前記カバー部材とが連結されていることを特徴とする請求項3の車両用駆動装置。 - 前記油圧発生装置の外周側に前記電動機および前記第2の電動機の端子台が配置されていることを特徴とする請求項3または4の車両用駆動装置。
- 前記流体伝動装置と前記電動機との間には隔壁が形成されており、該隔壁の内周部にシール部材が配置され、
該シール部材によって前記油室が密閉されることを特徴とする請求項1の車両用駆動装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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PCT/JP2012/051233 WO2013108397A1 (ja) | 2012-01-20 | 2012-01-20 | 車両用駆動装置 |
US14/373,220 US9421854B2 (en) | 2012-01-20 | 2012-01-20 | Vehicle drive device |
JP2013554163A JP5892179B2 (ja) | 2012-01-20 | 2012-01-20 | 車両用駆動装置 |
CN201280067383.3A CN104066608B (zh) | 2012-01-20 | 2012-01-20 | 车辆用驱动装置 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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PCT/JP2012/051233 WO2013108397A1 (ja) | 2012-01-20 | 2012-01-20 | 車両用駆動装置 |
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WO2013108397A1 true WO2013108397A1 (ja) | 2013-07-25 |
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PCT/JP2012/051233 WO2013108397A1 (ja) | 2012-01-20 | 2012-01-20 | 車両用駆動装置 |
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US (1) | US9421854B2 (ja) |
JP (1) | JP5892179B2 (ja) |
CN (1) | CN104066608B (ja) |
WO (1) | WO2013108397A1 (ja) |
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Also Published As
Publication number | Publication date |
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US20150239332A1 (en) | 2015-08-27 |
CN104066608B (zh) | 2016-11-09 |
US9421854B2 (en) | 2016-08-23 |
CN104066608A (zh) | 2014-09-24 |
JP5892179B2 (ja) | 2016-03-23 |
JPWO2013108397A1 (ja) | 2015-05-11 |
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