WO2013108397A1 - 車両用駆動装置 - Google Patents

車両用駆動装置 Download PDF

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Publication number
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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WO
WIPO (PCT)
Prior art keywords
electric motor
shaft
oil
torque converter
vehicle drive
Prior art date
Application number
PCT/JP2012/051233
Other languages
English (en)
French (fr)
Inventor
弘一 奥田
田端　淳
達也 今村
恵太 今井
翔 水篠
Original Assignee
トヨタ自動車株式会社
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Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to JP2013554163A priority Critical patent/JP5892179B2/ja
Priority to PCT/JP2012/051233 priority patent/WO2013108397A1/ja
Priority to US14/373,220 priority patent/US9421854B2/en
Priority to CN201280067383.3A priority patent/CN104066608B/zh
Publication of WO2013108397A1 publication Critical patent/WO2013108397A1/ja

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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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    • B60K6/22—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
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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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    • B60K6/22—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
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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
    • B60K6/365—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 with the gears having orbital motion
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—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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    • 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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    • B60K6/22—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
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist 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
    • 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
    • F16H41/00—Rotary fluid gearing of the hydrokinetic type
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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

Abstract

　流体伝動装置と、電動機と、変速機とを、備えた車両用駆動装置であって、電動機の冷却性能を向上させることができる車両用駆動装置の構造を提供することにある。 トルクコンバータ（１６）のポンプ翼車（１６ｐ）にエンジン（１２）および第１電動機（ＭＧ１）が連結される構成であっても、エンジン（１２）および第１電動機（ＭＧ１）が軸方向においてトルクコンバータ（１６）を挟んだ位置に配置されるので、第１電動機（ＭＧ１）を自動変速機（１８）が収容される空間（８９）（油室内）に配置することができる。そして、第１電動機（ＭＧ１）がその空間（８９）内に収容されることで、第１電動機（ＭＧ１）を油冷することが可能となるので、第１電動機（ＭＧ１）の冷却性能を向上することができる。

Description

車両用駆動装置
　本発明は、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を、備えた車両用駆動装置の構造に関するものである。
　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を、備えた車両用駆動装置が知られている。特許文献１のハイブリッド車用駆動装置がその一例である。特許文献１のハイブリッド車用駆動装置においては、エンジンから変速機側に向かって、エンジン、電動機、トルクコンバータ、変速機の順番で軸方向に配置されている。
特開２００２－１０３９９７号公報 特開２００４－１８３８０７号公報 特開２０００－１９０７４９号公報
　ところで、特許文献１のハイブリッド車用駆動装置においては、電動機が軸方向においてエンジンとトルクコンバータとの間に配置されており、トルクコンバータと電動機とは同じ空間内に収容されている。これより、電動機を油冷することは困難な構造となり、電動機の冷却性能が不足する可能性があった。また、特許文献２においては、エンジンから変速機側に向かって、エンジン、トルクコンバータ、電動機、変速機の順番で軸方向に配置されているが、電動機はトルクコンバータと同じ空間内に収容されている。従って、特許文献２においても電動機を油冷することは困難となり、電動機の冷却性能が不足する可能性があった。
　本発明は、以上の事情を背景として為されたものであり、その目的とするところは、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を、備えた車両用駆動装置であって、電動機の冷却性能を向上させることができる車両用駆動装置の構造を提供することにある。
　上記目的を達成するための、第１発明の要旨とするところは、(a)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、(b)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、(c)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。
　このようにすれば、流体伝動装置の入力側回転部材側に原動機および電動機が連結される構成であっても、原動機および電動機が軸方向において流体伝動装置を挟んだ位置に配置されるので、前記電動機を前記油室に収容することができる。そして、電動機がその油室内に収容されることで、電動機を油冷することが可能となるので、電動機の冷却性能を向上することができる。
　また、好適には、第２発明の要旨とするところは、第１発明の車両用駆動装置において、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、その第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。このようにすれば、第２の電動機も前記電動機と同様に変速機が収容される油室内に収容されるので、第２電動機についても油冷が可能となり、第２の電動機についても冷却性能を向上することができる。
　また、好適には、第３発明の要旨とするところは、第２発明の車両用駆動装置において、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、その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。このようにすれば、流体伝動装置の入力側回転部材が回転すると、駆動ギヤが回転して油圧発生装置が作動する。また、油圧発生装置が電動機と第２の電動機との間に配置されるので、電動機および第２の電動機の間で互いの伝熱が抑制されて熱性能が向上する。
　また、好適には、第４発明の要旨とするところは、第３発明の車両用駆動装置において、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、その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。このようにすれば、流体伝動装置に作動油を供給するための油路を第１軸の内周面および第２軸の外周面の間に形成することができる。また、前記油路は、電動機の回転軸とは別部材で構成されるので、油路と電動機との間の伝熱も抑制される。
　また、好適には、第５発明の要旨とするところは、第３発明または第４発明の車両用駆動装置において、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。このようにすれば、油圧発生装置の外周側には空間が形成されるので、その空間に電動機および第２の電動機の端子台を位相をずらして配置することで、その空間が有効に活用されることとなる。
　また、好適には、第６発明の要旨とするところは、第１発明の車両用駆動装置において、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、その隔壁の内周部にシール部材が配置され、そのシール部材によって前記油室が密閉される。このようにすれば、油室内に異物が侵入することが防止される。また、流体伝動装置と変速機との間のシールをこのシール部材で兼用することができ、部品点数の増加を抑制することができる。また、隔壁によって空気室と油室とが仕切られるので、流体伝動装置と電動機との間の伝熱が抑制される。
　また、好適には、第４発明において、前記第２軸の前記カバー部材とは圧入によって接続されている。このようにすれば、第２軸とカバー部材との圧入部がシール構造としても機能してシール部材が不要となる。
本発明の一実施例の車両用駆動装置の構成を説明する骨子図である。 図１に示す自動変速機において各変速段を成立させる為の各油圧式摩擦係合装置の作動表である。 図１の車両用駆動装置の構造の一部を説明するための断面図であって、具体的には、図１の一点鎖線で示す部位の断面図に対応している。 図３においてトルクコンバータ側（図３において左側）を拡大した拡大断面図である。 図３において第２電動機側（図３において右側）を拡大した拡大断面図である。 図５の一点鎖線で示す第１電動機および第２電動機端子台の周方向の位置を簡略的に示している。
　以下、本発明の実施例を図面を参照しつつ詳細に説明する。なお、以下の実施例において図は適宜簡略化或いは変形されており、各部の寸法比および形状等は必ずしも正確に描かれていない。
　図１は、本発明の一実施例の車両用駆動装置１０の構成を説明する骨子図である。図１において、車両用駆動装置１０は、ＦＦ（フロントエンジン・フロントドライブ）方式の車両に好適に採用されるものであり、原動機として機能するエンジン１２と、そのエンジン１２のクランク軸１４に連結されたトルクコンバータ１６と、そのトルクコンバータ１６と駆動輪２６との間に配設されてトルクコンバータ１６（本発明の流体伝動装置に対応）の出力側に連結された自動変速機１８と、トルクコンバータ１６と自動変速機１８との間に配置されてトルクコンバータ１６の入力側回転部材であるポンプ翼車１６ｐに連結された第１電動機ＭＧ１と、第１電動機ＭＧ１と自動変速機１８との間に配置されてトルクコンバータ１６の出力側回転部材であるタービン翼車１６ｔおよび自動変速機１８の入力軸２０に連結された第２電動機ＭＧ２とを備えている。また、第１電動機ＭＧ１と第２電動機ＭＧ１の間に配置されてトルクコンバータ１６のポンプ翼車１６ｐ、エンジン１２および第１電動機ＭＧ１に連結されている油圧発生装置であるオイルポンプ２１が設けられている。図１に示すように、本実施例の車両用駆動装置１０においては、エンジン１２側から自動変速機１８側に向かって、エンジン１２、トルクコンバータ１６、第１電動機ＭＧ１、オイルポンプ２１、第２電動機ＭＧ２、および自動変速機１８の順番で軸方向に配置されている。すなわち、エンジン１２および第１電動機ＭＧ１が軸方向においてトルクコンバータ１６を挟んだ位置に配置されている。なお、第１電動機ＭＧ１が本発明の電動機に対応し、第２電動機ＭＧ２が本発明の第２の電動機に対応し、自動変速機１８が本発明の変速機に対応し、オイルポンプ２１が本発明の油圧発生装置に対応している。
　トルクコンバータ１６は、エンジン１２からの動力が入力される入力側回転部材であるポンプ翼車１６ｐと、駆動輪２６へ動力を出力する出力側回転部材であるタービン翼車１６ｔと、ステータ翼車１６ｓと、一方向クラッチＦ１とを備えた流体伝動装置である。そのポンプ翼車１６ｐすなわちポンプインペラは、エンジン１２のクランク軸１４と第１電動機ＭＧ１とに連結されており、そのエンジン１２により回転駆動されることによってトルクコンバータ１６内の作動油の流動による流体流を発生させる。タービン翼車１６ｔすなわちタービンランナは、自動変速機１８の入力軸２０に連結されており、上記ポンプ翼車１６ｐからの流体流を受けて回転させられる。ステータ翼車１６ｓは、上記ポンプ翼車１６ｐからタービン翼車１６ｔへの流体流中に配設され、一方向クラッチＦ１によってクランク軸１４の正回転方向（エンジン１２作動時のクランク軸１４の回転方向）に回転可能且つ負回転方向に回転不能に支持されている。上記自動変速機１８の入力軸２０は、トルクコンバータ１６の出力軸すなわちタービン軸としても機能するものである。
　また、トルクコンバータ１６は、上記ポンプ翼車１６ｐとタービン翼車１６ｔとの間を選択的に連結するロックアップクラッチＬＣを備えている。このロックアップクラッチＬＣは、油圧制御回路９０（図３参照）からの作動油で作動し、係合状態、スリップ状態、および解放状態の何れか１の状態に制御される。ロックアップクラッチＬＣが解放状態とされた場合には、上記のようにクランク軸１４と入力軸２０との間のトルク伝達がトルクコンバータ１６内の作動油を介して行われる。そして、ロックアップクラッチＬＣが係合状態とされた場合には、ロックアップクラッチＬＣがポンプ翼車１６ｐとタービン翼車１６ｔとを機械的に直結するので、エンジン１２のクランク軸１４と自動変速機１８の入力軸２０とが相互に一体的に連結されて、それらクランク軸１４と入力軸２０との間のトルク伝達がトルクコンバータ１６内の作動油を介さずに直接的に行われる。
　第１電動機ＭＧ１は、エンジン１２のクランク軸１４に例えば脈動を吸収するダンパ等を介して直列に連結されており、トルクコンバータ１６のポンプ翼車１６ｐに後述する第１軸５２を介して連結されている。要するに、第１電動機ＭＧ１はエンジン１２とトルクコンバータ１６との間の動力伝達経路に連結されている。また、第２電動機ＭＧ２は、トルクコンバータ１６と駆動輪２６との間の動力伝達経路に連結されており、詳細には、トルクコンバータ１６のポンプ翼車１６ｐおよび自動変速機１８の入力軸２０に連結されている。第１電動機ＭＧ１および第２電動機ＭＧ２は、駆動トルクを発生させる電動モータとしての機能と回生トルクを発生させる発電機としての機能とが選択的に得られるように構成された回転機であって、例えば交流同期型のモータジェネレータにより構成される。
　自動変速機１８は、トルクコンバータ１６と駆動輪２６との間に介装されており、第２電動機ＭＧ２と駆動輪２６との間の動力伝達経路の一部を構成する機械式変速機である。具体的に、自動変速機１８は、非回転部材であるトランスミッションケース３８（以下、ケース３８）内に、第１遊星歯車装置３０、第２遊星歯車装置３２、第３遊星歯車装置３４、および複数の油圧式摩擦係合装置Ｃ１，Ｃ２，Ｂ１，Ｂ２，Ｂ３を備えた公知の遊星歯車式多段変速機である。自動変速機１８は、入力回転部材である入力軸２０に入力されたエンジン１２の動力を、出力回転部材である出力歯車２２から駆動輪２６に向けて出力する。そして、この自動変速機１８においては、公知の各油圧式摩擦係合装置（クラッチＣ１、Ｃ２、ブレーキＢ１、Ｂ２、Ｂ３）が図２に示す所定の作動表に従って油圧制御回路９０（図３参照）からの作動油でそれぞれ係合又は解放されることにより、自動変速機１８の変速比γat（＝変速機入力回転速度Ｎatin／出力歯車２２の回転速度Ｎout）がそれぞれ異なる複数の変速段（ギヤ段）が択一的に成立させられる。図２において、「○」は係合状態を、空欄は解放状態をそれぞれ示している。
　図３は、図１の車両用駆動装置１０の構造の一部を説明するための断面図であって、具体的には、トルクコンバータ１６、第１電動機ＭＧ１、オイルポンプ２１および第２電動機ＭＧ２周辺の断面図に対応している。また、図４は図３においてトルクコンバータ１６側（エンジン１２側、図３において左側）を拡大した拡大断面図であり、図５は図３において第２電動機ＭＧ２側（自動変速機１８側、図３において右側）を拡大した拡大断面図である。図３に示すように、車両用駆動装置１０は、非回転部材であるケース３８内に、トルクコンバータ１６側から第２電動機ＭＧ２側に向かって、トルクコンバータ１６、第１電動機ＭＧ１、オイルポンプ２１、および第２電動機ＭＧ２が軸方向に順次配置されている。なお、図３においてトルクコンバータ１６の更に左側にはエンジン１２が配置され、第２電動機ＭＧ２の更に右側には自動変速機１８が配置されている。従って、エンジン１２および第１電動機ＭＧ１が軸方向においてトルクコンバータ１６を挟んだ位置に配置されている。
　本発明のケース部材に対応するケース３８は、複数の部材（３８ａ、３８ｂ）から構成されており、トルクコンバータ１６と第１電動機ＭＧ１と自動変速機１８とを収容し、後述する空間８７で構成される空気室と、後述する空間８９（８９ａ～８９ｄ）で構成される油室とを有している。また、ケース３８は、トルクコンバータ１６と第１電動機ＭＧ１との間に介挿されている第１隔壁４０、第１電動機ＭＧ１とオイルポンプ２１との間に介挿されている第２隔壁４２、およびオイルポンプ２１と第２電動機ＭＧ２との間に介挿されている第３隔壁４４を更に備えて構成されている。
　トルクコンバータ１６は、空気室として機能する空間８７内に収容されており、ポンプ翼車１６ｐ、タービン翼車１６ｔ、およびステータ翼車１６ｓを主に備えて構成されている。ポンプ翼車１６ｐは、エンジン１２の出力軸であるクランク軸１４に連結されてクランク軸１４と一体的に回転するフロントケース（図３では図示せず）およびリヤケース４６、並びに周方向に複数枚配設されている羽根車４８を備えており、エンジン１２が回転すると、羽根車４８がリヤケース４６と共に一体的に回転させられる。そして、ポンプ翼車１６ｐの羽根車４８の回転により、ポンプ翼車１６ｐ内に充填されている作動油がその羽根車４８によって外周方向に追いやられる。この作動油は、ポンプ翼車１６ｐと向き合うように配設されているタービン翼車１６ｔの羽根車５０に衝突し、その衝撃力によってタービン翼車１６ｔの羽根車５０を回転させた後、タービン翼車１６ｔの羽根車５０のカーブに沿って流れ、ステータ翼車１６ｓを通ってポンプ翼車１６ｐに戻りトルクコンバータ１６内を循環する。
　前記リヤケース４６の内周端部は、軸心Ｃと平行に軸心Ｃまわりに回転可能に配置されている第１軸５２に溶接によって連結されている。第１軸５２は、円筒筒状に形成されており、ケース３８の第１隔壁４０および第２隔壁４２によって軸心Ｃまわりに回転可能に支持されている。第１軸５２の軸方向おいてトルクコンバータ１６側の一端が径方向に突き出す鍔部５２ａ（図４参照）が形成されており、その鍔部５２ａの外周端部に前記リヤケース４６の内周端部が溶接によって接続されている。また、第１軸５２は、第１電動機ＭＧ１の内周側を軸方向に貫通しており、軸方向において第２電動機ＭＧ２側の端部がオイルポンプ２１の駆動ギヤである後述するドライブギヤ７０に連結されている。
　また、ポンプ翼車１６ｐが回転を始めた状態等、そのポンプ翼車１６ｐとタービン翼車１６ｔとの間の相対回転速度差が比較的大きい場合には、タービン翼車１６ｔから流出する作動油の流れはポンプ翼車１６ｐの回転を妨げる方向に流れるが、ポンプ翼車１６ｐとタービン翼車１６ｔとの間に、非回転部材である円筒筒状の第２軸５４にスプライン嵌合された一方向クラッチＦ１を介してステータ翼車１６ｓが設けられていることで、ステータ翼車１６ｓによって作動油の流れがポンプ翼車１６ｐの流れを助ける方向に変換させられる。一方、タービン翼車１６ｔの回転数が上がり、ポンプ翼車１６ｐとタービン翼車１６ｔとの間の相対回転速度差が減少すると、逆にステータ翼車１６ｓが流れを妨げるように働くが、一方向クラッチＦ１によってステータ翼車１６ｓが回転させられることで、そのような流れの妨げが防止される。前記第２軸５４は、軸方向においてトルクコンバータ１６側の外周端部が一方向クラッチＦ１の内輪にスプライン嵌合されている。この第２軸５４は、軸心Ｃと平行に配置されて第１軸５２の内周を軸方向に貫通しており、オイルポンプ２１側まで延設されている。そして、第２軸５４の軸方向において第２電動機ＭＧ２側の外周端部がオイルポンプ２１を構成する非回転部材である後述するポンプカバー７４の内周部に圧入されている。従って、ステータ翼車１６ｓは、一方向クラッチＦ１および第２軸５４を介してオイルポンプ２１のポンプカバー７４に連結されており、ポンプカバー７４に連結された第２軸５４およびその第２軸５４に連結された一方向クラッチＦ１の内輪は、回転不能に保持されることとなる。なお、第２軸５４は、ポンプカバー７４に圧入されるため、このポンプカバー７４を介してケース３８（第２隔壁４２）によって回転不能に支持されている。
　タービン翼車１６ｔは、羽根車と一体的に回転するタービンシェル５６を備えており、その内周端が軸心Ｃまわりに回転可能なタービンハブ５８に連結されている。このタービンハブ５８の内周部は、第２軸５４の内周側に軸心Ｃまわりに回転可能に配置されている第３軸６０の外周部にスプライン嵌合されている。第３軸６０は、円柱状に形成されて第２軸５４を軸方向に貫通するように配置されている。第３軸６０の軸方向においてトルクコンバータ１６側の外周端部がタービンハブ５８の内周部とスプライン嵌合されている。また、第３軸６０の軸方向において第２電動機ＭＧ２側の端部が、その第２電動機ＭＧ２の後述するロータシャフト８２にスプライン嵌合されている。ここで、第３軸６０において、軸方向のトルクコンバータ１６側の外径を、第２電動機ＭＧ２側に比べて小径に形成するためのテーパ状の小径部６０ａ（図４参照）が形成されており、第２軸５４の内径においても第３軸６０との間の間隙が略変化しないように第３軸６０の外径に応じて小径（テーパ状）に形成された小径部５４ａ（図４参照）が形成されている。
　第１電動機ＭＧ１は、油室として機能する空間８９ａに収容され、軸方向においてトルクコンバータ１６とオイルポンプ２１との間に配置されて軸心Ｃまわりに回転可能に支持されている。第１電動機ＭＧ１は、ケース３８に回転不能に固定されたステータ６２、ステータ６２の軸方向両端に配置されているコイルエンド６３、ステータ６２の内周側に回転可能に配置されているロータコア６４、およびロータコア６４の内周部に接続されているロータシャフト６６を主に備えて構成されている。また、コイルエンド６３の内周側には、第１電動機ＭＧ１の回転速度を検出するためのレゾルバ６７が設けられている。
　ステータ６２は、ケース３８に図示しないボルト等によって回転不能に固定されている。ロータコア６４は、その内周部がロータシャフト６６に接続されており、ロータシャフト６６と一体的に軸心Ｃまわりに回転するように構成されている。ロータシャフト６６は、外周両端が軸受６８、６９を介してケース３８に回転可能に支持されている。このロータシャフト６６の内周部が第１軸５２の外周部に形成されている外歯（スプライン歯）とスプライン嵌合されており、ロータシャフト６６は、第１軸５２を介してトルクコンバータ１６のポンプ翼車１６ｐおよびエンジン１２と連結されて一体的に回転することとなる。このロータシャフト６６と第１軸５２とのスプライン嵌合部７１は、ロータコア６４の軸方向において第２電動機ＭＧ２側に形成されている。具体的には、一点鎖線Ｘで示す第１電動機ＭＧ１（ロータコア６４）の軸方向の中心線に対して、第２電動機ＭＧ２側（自動変速機１８側、図において右側）にスプライン嵌合部７１が形成されている。したがって、第１軸５２のトルクコンバータ１６側の軸端部とスプライン嵌合部７１との間の軸方向の距離が長くなる。
　油圧発生装置であるオイルポンプ２１は、油室として機能する空間８９ｂ内において、軸方向において第１電動機ＭＧ１と第２電動機ＭＧ２との間に配置され、ドライブギヤ７０と、ドライブギヤ７０と噛み合うドリブンギヤ７２と、これらドライブギヤ７０およびドリブンギヤ７２を収容するポンプカバー７４（カバー部材）を主に備えて構成される公知であるギヤポンプである。ドライブギヤ７０は、第１電動機ＭＧ１の内周側に配置された第１軸５２を介してトルクコンバータ１６のポンプ翼車１６ｐに連結されている。ポンプカバー７４は、第２隔壁４２に図示しないボルト等によって固定されることで回転不能に固定されている。そして、オイルポンプ２１は、トルクコンバータ１６のポンプ翼車１６ｐが回転すると、第１軸５２を介してドライブギヤ７０が駆動することで作動させられる。ここで、オイルポンプ２１を構成するポンプカバー７４の内周部が第２軸５４に圧入によって接続されていることから、この間からの油の漏れが防止されている。すなわち、ポンプカバー７４と第２軸５４との圧入部７７がオイルポンプ２１からの油の漏れを防止するシール構造としての機能を果たしている。
　また、前記第１軸５２の内周面と第２軸５４の外周面との間にトルクコンバータ１６に作動油を供給するための油路７５が形成される。第１軸５２は、第１電動機ＭＧ１のロータシャフト６６の内周側に配置されて、トルクコンバータ１６のポンプ翼車１６ｐ（リヤケース４６）とオイルポンプ２１のドライブギヤ７０との間を連結している。第２軸５４は、第１軸５２の内周側に配置されてトルクコンバータ１６の一方向クラッチＦ１の内輪とポンプカバー７４とを連結している。そして、その第１軸５２の内周面と第２軸５４の外周面間との間に形成される間隙によってトルクコンバータ１６に作動油を供給するための油路７５が形成される。この油路７５には、オイルポンプ２１よって汲み上げられた作動油が油圧制御回路９０によって調圧された後に供給される。
　第２電動機ＭＧ２は、油室として機能する空間８９ｃ内において、軸方向において第１電動機ＭＧ１およびオイルポンプ２１と自動変速機１８との間に配置されて軸心Ｃまわりに回転可能に支持されている。第２電動機ＭＧ２は、ケース３８に回転不能に固定されたステータ７６、ステータ７６の軸方向両端に配置されているコイルエンド７８、ステータ７６の内周側に回転可能に配置されているロータコア８０、およびロータコア８０の内周部に接続されているロータシャフト８２を主に備えて構成されている。また、第２電動機ＭＧ２のコイルエンド７８の内周側に回転速度を検出するためのレゾルバ８３が設けられている。
　ステータ７６は、ケース３８に図示しないボルト等によって回転不能に固定されている。ロータコア８０は、その内周部がロータシャフト８２に接続されており、ロータシャフト８２と一体的に軸心Ｃまわりに回転するように構成されている。ロータシャフト８２は、その外周両端が軸受８４等を介してケース３８に回転可能に支持されている。このロータシャフト８２の内周部が第３軸６０にスプライン嵌合されており、ロータシャフト８２は第３軸６０および自動変速機１８の入力軸２０と一体的に回転することとなる。また、第３軸６０は、ブッシュや第２軸５４およびポンプカバー７４を介してケース３８（第２隔壁４２）に回転可能に支持されている。
　なお、図３乃至図５には図示されていないが、自動変速機１８が油室として機能する空間８９ｄ内に収容されている（図１参照）。
　軸方向においてトルクコンバータ１６と第１電動機ＭＧ１との間には、これらが収容される空間を仕切るように第１隔壁４０が形成されている。この第１隔壁４０の内周端部と第１軸５２との間には、第１オイルシール８６が設けられており、トルクコンバータ１６が収容される空間８７と第１電動機ＭＧ１が収容される空間８９ａとが空間的に分離されている。このトルクコンバータ１６が収容される空間８７は、外部からの空気によって空冷される空気室である。すなわち空気室である空間８７に収容されるトルクコンバータ１６は、外部からの空気によって空冷されることとなる。
　ここで、第１オイルシール８６は、トルクコンバータ１６が収容される空間８７と第１電動機ＭＧ１が収容される空間８９ａとの間をシールする部材として機能しているが、この第１オイルシール８６は、空間８７と空間８９ａとを分離するだけでなく、トルクコンバータ１６を収容する空間８７とオイルポンプ２１を収容する空間８９ｂ、第２電動機ＭＧ２を収容する空間８９ｃ、および自動変速機１８を収容する空間８９ｄとを、空間的に分離（シール）する部材としても機能している。すなわち、車両用駆動装置１０において、トルクコンバータ１６を収容する空間８７と、第１電動機ＭＧ１、オイルポンプ２１、第２電動機ＭＧ２および自動変速機１８を収容する空間８９ａ～８９ｄとが、隔壁４０および第１オイルシール８６によって分離されて密閉される。また、これら空間８９ａ～８９ｄには、各装置を冷却するための潤滑回路等が設けられている。また、この空間８９ａ～８９ｄは、何れも油室として機能する空間であることから、これら空間８９ａ～８９ｄをまとめて第１電動機ＭＧ１、オイルポンプ２１、第２電動機ＭＧ２および自動変速機１８が収容される油室として機能する空間８９とすることもできる。これより、第１電動機ＭＧ１および第２電動機ＭＧ２は、自動変速機１８を収容する空間８９内に収容されることとなる。なお、第１隔壁４０が本発明の隔壁に対応し、第１オイルシール８６が本発明のシール部材に対応し、空間８７が本発明の空気室に対応し、空間８９が本発明の油室に対応している。
　また、軸方向において第１電動機ＭＧ１とオイルポンプ２１との間には、これらが収容される空間を仕切るように第２隔壁４２が形成されている。この第２隔壁４２の内周端部と第１軸５２との間には、第２オイルシール８８が設けられている。この第２オイルシール８８が設けられることで、第１電動機ＭＧ１が収容される空間８９ａとオイルポンプ２１との間で油の往来が阻止されている。具体的には、第２オイルシール８８は、第２隔壁４２の内周端部と第１軸５２とが摺接する部位から漏れる油の移動を阻止している。すなわち、第２オイルシール８８は、オイルポンプ２１からの油の漏れを阻止するシール機能を有している。さらに、第２隔壁４２内には、第１電動機ＭＧ１に冷却油を供給するための鉛直上方に伸びる第１径方向油路９２が形成されており、第２オイルシール８８は、この第１径方向油路９２内を流れる油の漏れを阻止する機能をも有している。すなわち、オイルポンプ２１および第１径方向油路９２から油の漏れを、共通の第２オイルシール８８によって阻止している。
　ここで、第１径方向油路９２には、油圧制御回路９０によって調圧された油が供給され、第１電動機ＭＧ１の鉛直上方に形成された軸方向油路９４に接続されている。軸方向油路９４には、第１電動機ＭＧ１のコイルエンド６３に油を供給するための油放出孔が複数個形成されている。さらに、軸方向油路９４は、第１隔壁４０内に径方向に形成されている第２径方向油路９６に接続されている。第２径方向油路９６は、第１隔壁４０内において、軸方向油路９４とその第１隔壁４０の内周端部とを連通するように形成されている。
　このようにケース３８には、第１電動機ＭＧ１を冷却するための潤滑油路が形成されている。具体的には、油圧制御回路９０から第１径方向油路９２に油が供給されると、その油は第１径方向油路９２を通って鉛直上方に汲み上げられ、軸方向油路９４内に流入する。そして、軸方向油路９４を通る油の一部が放出孔を通って主に第１電動機ＭＧ１のコイルエンド６３に供給される。さらに軸方向油路９４を流れる油の残部は、第２径方向油路９６を通ってケース３８の下部に設けられているオイルパン９７に貯留され、そのオイルパン９７に設けられている油吸い上げ部９１（ストレーナ）から再度吸い上げられて油室として機能する空間８９内を循環することとなる。また、油圧制御回路９０および油吸い上げ部９１は、軸方向において第１電動機ＭＧ１よりも第２電動機ＭＧ２側（図において右側）に配置されている。なお、油圧制御回路９０は、オイルポンプ２１から吐出された油圧を適宜調圧して、トルクコンバータ１６、自動変速機１８、潤滑油路等（９２、９４、９６）に最適な油圧を供給する。
　オイルポンプ２１の外周側には、空間が形成されている。本実施例では、この空間を利用して、第１電動機ＭＧ１をケース外部から電気的に接続するための端子台１００ａ、および第２電動機ＭＧ２をケース外部から電気的に接続するための端子台１００ｂが設けられている（図３および図５の一点鎖線で囲まれた部位に対応）。図６は、端子台１００ａおよび端子台１００ｂの周方向の位置を簡略的に示している。なお、図６の破線は、第１電動機ＭＧ１の外径線を示している。図６に示すように端子台１００ａおよび端子台１００ｂを、オイルポンプ２１の外周側において周方向にずれた位置（位相）に配置することで、径方向において同じ位置に配置することが可能となる。
　上記のように構成される車両用駆動装置１０の作用効果について以下説明する。前述したように、第１電動機ＭＧ１および第２電動機ＭＧ２は、自動変速機１８等を収容する油室として機能する空間８９内に収容されている。これより、空気室であるトルクコンバータ１６を収容する空間８７と、第１電動機ＭＧ１、第２電動機ＭＧ２および自動変速機１８を収容する空間８９とを空間的に分離して密閉することができ、空間８９内には外部からの異物（埃や水）が侵入することもなく、第１電動機ＭＧ１の油による冷却機構を容易に構成することができる。なお、従来では、第１電動機ＭＧ１がエンジンとトルクコンバータとの間に配置されて、第１電動機ＭＧ１がトルクコンバータと同じ空間内（空気室内）に収容されることとなり、第１電動機ＭＧ１を油冷することが困難となるため、第１電動機ＭＧ１の冷却性能が不足していた。
　ここで、動力伝達装置１０において、エンジン１２側から自動変速機１８側に向かって、トルクコンバータ１６、第１電動機ＭＧ１、第２電動機ＭＧ２の順番に配置されている。このように配置されることで、トルクコンバータ１６と第１電動機ＭＧ１、第２電動機ＭＧ２および自動変速機１８とを空間的に分離することが可能となる。
　また、トルクコンバータ１６と第１電動機ＭＧ１との間に設けられる第１オイルシール８６が、第１電動機ＭＧ１だけでなく、本来必要とされるトルクコンバータ１６と第２電動機ＭＧ２および自動変速機１８との間をシールするシール機構としても機能するので、部品の増加を抑制して車両用駆動装置１０を小型化することができる。
　また、トルクコンバータ１６と第１電動機ＭＧ１との連結部であるスプライン嵌合部７１が、自動変速機１８等を収容する空間８９内であって、さらには、図３の一点鎖線Ｘで示す第１電動機ＭＧ１（ロータコア６４）の軸方向の中心線に対して、第２電動機ＭＧ２側に配置されている。これより、スプライン嵌合部７１が空間８９内に配置されるので、このスプライン嵌合部７１に異物が侵入することも抑制され、且つ、油による潤滑が可能となってスプライン嵌合部７１の耐摩耗性を向上させることができる。さらに、スプライン嵌合部７１を、図３の一点鎖線Ｘで示す第１電動機ＭＧ１（ロータコア６４）の軸方向の中心線に対して第２電動機ＭＧ２側に配置することで、第１軸５２のトルクコンバータ１６側の軸端部とスプライン嵌合部７１との間の軸方向の距離が長くなるので、エンジン１２と第１電動機ＭＧ１との間の連結剛性が低下し、エンジン１２の振動の影響が低減される。すなわち、トルクコンバータ１６とスプライン嵌合部７１との間を連結する第２軸５４の軸方向の長さを長くすることで、第２軸５４の剛性が低下して共振周波数を変化させることで、エンジン１２のトルク変動の影響が低減される。
　また、トルクコンバータ１６と第１電動機ＭＧ１との間に介挿されている第１隔壁４０に第２径方向油路９６が形成されることで、第１隔壁４０が冷却され、トルクコンバータ１６と第１電動機ＭＧ１との間の遮熱効果が向上する。
　また、トルクコンバータ１６のポンプ翼車１６ｐとオイルポンプ２１のドライブギヤ７０とが第１軸５２によって連結され、トルクコンバータ１６の一方向クラッチＦ１の内輪とオイルポンプ２１のポンプカバー７４とが第１軸５２の内周側に配置されている第２軸５４によって接続され、さらに、第２軸５４とポンプカバー７４とは圧入によって接続されている。これより、トルクコンバータ１６に作動油を供給する油路７５が、第１軸５２の内周面および第２軸５４の外周面の間に形成され、この油路７５を形成するに際してシール部材等の部品点数の増加も抑制される。また、油路７５は、第１電動機ＭＧ１を構成するロータシャフト６６とは別部材で形成されるので、油路７５から第１電動機ＭＧ１への伝熱も抑制される。さらに、第２軸５４とポンプカバー７４とは圧入によって接続されるので、この圧入部７７からの油の漏れを阻止するためのシール部材も不要となる。
　また、トルクコンバータ１６等の油圧を制御する油圧制御回路９０およびオイルポンプ２１によってケース３８下部に形成されているオイルパン９７に貯留されている油を吸い上げる油吸い上げ部９１は、軸方向において第１電動機ＭＧ１よりも第２電動機ＭＧ２側に配置されている。これより、油圧制御回路９０および油吸い上げ部９１とオイルポンプ２１との間の油路の長さが短くなり、管路抵抗の低減や流れによるノイズの低減が可能となる。さらに、第１電動機ＭＧ１を径方向に大きくすることができるので、第１電動機ＭＧ１を軸方向に短くすることもできる。
　また、第１電動機ＭＧ１とオイルポンプ２１との間に第２オイルシール８８が設けられている。この第２オイルシールは、オイルポンプ２１のシール部材として機能すると共に、第１径方向油路９２からの漏れを阻止するシール部材としても機能するので、シール部材が共用化されて部品点数の増加が抑制される。
　また、第１電動機ＭＧ１とオイルポンプ２１とは同一のケース３８ａに配置され、第１電動機ＭＧ１はケース３８ａによって支持されている。さらに、オイルポンプ２１は、ケース３８ａの一部である第２隔壁４２に固定されている。このようにすれば、第１電動機ＭＧ１およびオイルポンプ２１をサブアッシー化して、車両用駆動装置１０の組付性を向上させることができる。
　また、トルクコンバータ１６のタービン翼車１６ｔと第２電動機ＭＧ２とは、第３軸６０を介して接続されており、互いの接続部がそれぞれスプライン嵌合によって連結されている。このようにすれば、第２電動機ＭＧ２は、軸受８４等を介して支持されており、トルクコンバータ１６とはスプラインを介して連結されることで、トルクコンバータ１６との軸ズレがスプラインによって吸収され、且つ、振動の伝達も同様にスプライン嵌合によって低減される。
　また、第２軸５４の内径が軸方向において第２電動機ＭＧ２側よりも小さくした小径部５４ａが形成されると共に、第３軸６０においても外径が軸方向において第２電動機ＭＧ２側よりも小さくした小径部６０ａが形成されており、第３軸６０はケース３８ａによって支持されている。このようにすれば、組付の際に小径部５４ａ、６０ａによって第３軸６０がトルクコンバータ１６側に落下することがなくなる。
　また、図６に示すように、第１電動機ＭＧ１の端子台１００ａおよび第２電動機ＭＧ２の端子台１００ｂをオイルポンプ２１の外周側であって、周方向においてずれた位置に配置することで、オイルポンプ２１の空間を有効に利用することができる。また、端子台１００ａおよび端子台１００ｂを集めることができ、組付時の作業性を向上させることができる。
　上述のように、本実施例によれば、トルクコンバータ１６のポンプ翼車１６ｐにエンジン１２および第１電動機ＭＧ１が連結される構成であっても、エンジン１２および第１電動機ＭＧ１が軸方向においてトルクコンバータ１６を挟んだ位置に配置されるので、第１電動機ＭＧ１を油室である空間８９に収容することができる。そして、第１電動機ＭＧ１が空間８９内に収容されることで、第１電動機ＭＧ１を油冷することが可能となるので、第１電動機ＭＧ１の冷却性能を向上することができる。
　また、本実施例によれば、トルクコンバータ１６のタービン翼車１６ｔに連結された第２電動機ＭＧ２を更に備え、その第２電動機ＭＧ２は、前記空間８９内において軸方向に第１電動機ＭＧ１と自動変速機１８との間に設けられている。このようにすれば、第２電動機ＭＧ２も第１電動機ＭＧ１と同様に自動変速機１８が収容される空間８９（油室内）に収容されるので、第２電動機ＭＧ２についても油冷が可能となって冷却性能を向上することができる。
　また、本実施例によれば、前記空間８９内において軸方向の第１電動機ＭＧ１と第２電動機ＭＧ２との間には、オイルポンプ２１が配置されており、そのオイルポンプ２１のドライブギヤ７０は、第１電動機ＭＧ１の内周側に軸心と平行に配置された第１軸５２を介してトルクコンバータ１６のポンプ翼車１６ｐに連結されている。このようにすれば、トルクコンバータ１６のポンプ翼車１６ｐが回転すると、ドライブギヤ７０が回転してオイルポンプ２１が作動する。また、オイルポンプ２１が第１電動機ＭＧ１と第２電動機ＭＧ２との間に配置されるので、第１電動機ＭＧ１および第２電動機ＭＧ２の間で互いの伝熱が抑制されて熱性能が向上する。
　また、本実施例によれば、第１軸５２の内周側には、軸心に平行な第２軸５４が配置されており、トルクコンバータ１６のステータ翼車１６ｓは、一方向クラッチＦ１および第２軸５４を介してオイルポンプ２１の非回転部材であるポンプカバー７４に連結されており、第２軸５４とポンプカバー７４とが接続されている。このようにすれば、トルクコンバータ１６に作動油を供給するための油路７５を第１軸５２の内周面および第２軸５４の外周面の間に形成することができる。また、油路７５は、第１電動機ＭＧ１の構成部材とは別部材で構成されるので、油路７５と第１電動機ＭＧ１との間の伝熱も抑制される。
　また、本実施例によれば、オイルポンプ２１の外周側に第１電動機ＭＧ１および第２電動機ＭＧ２の端子台１００ａ、１００ｂが配置されている。このようにすれば、オイルポンプ２１の外周側には空間が形成されるので、その空間に第１電動機ＭＧ１および第２電動機ＭＧ２の端子台１００ａ、１００ｂを位相をずらして配置することで、その空間が有効に活用されることとなる。
　また、本実施例によれば、トルクコンバータ１６と第１電動機ＭＧ１との間には第１隔壁４０が形成されており、その第１隔壁４０の内周部に第１オイルシール８６が配置され、その第１オイルシール８６によって油室として機能する空間８９が密閉される。このようにすれば、油室として機能する空間８９内への異物の侵入が防止される。また、トルクコンバータ１６と自動変速機１８との間のシールをこの第１オイルシール８６で兼用することができ、部品点数の増加を抑制することができる。また、第１隔壁４０によって空間８７（空気室）と空間８９（油室）とが仕切られるので、トルクコンバータ１６と第１電動機ＭＧ１との間の伝熱が抑制される。
　また、本実施例によれば、前記第２軸の前記カバー部材とは圧入によって接続されている。このようにすれば、第２軸とカバー部材との圧入部がシール構造としても機能してシール部材が不要となる。
　以上、本発明の実施例を図面に基づいて詳細に説明したが、本発明はその他の態様においても適用される。
　例えば、前述の実施例では、自動変速機１８は有段式の変速機であったが、本発明はそれに限定されず、例えばベルト式無段変速機など変速機の形式を矛盾のない範囲で適宜変更しても構わない。
　また、前述の実施例では、オイルポンプ２１は歯車式のギヤポンプが使用されていたが、本発明はこれに限定されず、例えばベーン式のオイルポンプなど矛盾のない範囲で適宜変更しても構わない。
　また、前述の実施例は、第２軸５４および第３軸６０にそれぞれ小径部５４ａ、６０ａが形成されているが、これらは必ずしも必要なく、治具等を用いて第３軸６０の落下を防止する構成であっても構わない。
　また、前述の実施例では、トルクコンバータ１６が設けられているが、本発明は流体を介して動力が伝達される流体伝動装置でれば足り、例えばトルクコンバータ１６に代わって流体継手が用いられても構わない。
　また、前述の実施例では、エンジン１２が設けられているが、本発明は動力を発生させる原動機であれば足り、エンジン１２に代わって電動機等が設けられていても構わない。
　なお、上述したのはあくまでも一実施形態であり、本発明は当業者の知識に基づいて種々の変更、改良を加えた態様で実施することができる。
　１０：車両用駆動装置
　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)

  1. 　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。
  2. 　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。
  3. 　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
  4. 　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。
  5. 　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。
  6. 　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。
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