WO2019156069A1 - モータユニット - Google Patents

モータユニット Download PDF

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Publication number
WO2019156069A1
WO2019156069A1 PCT/JP2019/004057 JP2019004057W WO2019156069A1 WO 2019156069 A1 WO2019156069 A1 WO 2019156069A1 JP 2019004057 W JP2019004057 W JP 2019004057W WO 2019156069 A1 WO2019156069 A1 WO 2019156069A1
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WO
WIPO (PCT)
Prior art keywords
shaft
engine
motor
counter
drive gear
Prior art date
Application number
PCT/JP2019/004057
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
山口　康夫
Original Assignee
日本電産株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日本電産株式会社 filed Critical 日本電産株式会社
Priority to CN201990000447.5U priority Critical patent/CN213261948U/zh
Publication of WO2019156069A1 publication Critical patent/WO2019156069A1/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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D11/08—Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially
    • F16D11/10—Clutches in which the members have interengaging parts actuated by moving a non-rotating part axially with clutching members movable only axially
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • 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
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/20—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members
    • F16H1/22—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
    • 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

Definitions

  • the present invention relates to a motor unit.
  • Patent Document 1 discloses a power train mounted on a hybrid vehicle.
  • the power train is configured by connecting an engine to a motor unit having a traveling motor, a generator for power generation, and a transmission mechanism for transmitting power.
  • a motor unit is required to be reduced in size and weight for the purpose of securing a living space in a vehicle and improving fuel efficiency.
  • One aspect of the present invention is to provide a motor unit that can be reduced in size and weight.
  • One aspect of the motor unit of the present invention is a motor unit connected to an engine, wherein a power is generated between the generator, the motor, and the engine, the generator, and the motor. And a transmission mechanism for transmitting the power of the engine and the motor from an output shaft.
  • the transmission mechanism extends along a motor shaft and is rotated by the motor, a motor drive gear fixed to the motor drive shaft and rotating around the motor shaft, and extended along an engine shaft by the engine.
  • An engine drive shaft that is rotated, an engine drive gear that is fixed to the engine drive shaft and rotates around the engine axis, a counter shaft extending along the counter axis, and a counter shaft that is fixed to the counter shaft and rotates around the counter axis
  • a counter gear a drive gear fixed to the counter shaft and rotating around the counter shaft, a ring gear meshing with the drive gear and rotating around an output shaft, and the output shaft connected to the ring gear and rotating around the output shaft
  • the counter gear meshes with the motor drive gear and the engine drive gear.
  • a motor unit that can be reduced in size and weight is provided.
  • FIG. 1 is a conceptual diagram of a power train having a motor unit according to an embodiment.
  • FIG. 2 is a cross-sectional view illustrating a separation mechanism according to an embodiment.
  • FIG. 3 is a schematic view of the transmission mechanism of the embodiment as viewed from the axial direction.
  • FIG. 4 is a partial cross-sectional view of a generator according to an embodiment.
  • the direction of gravity is defined and described based on the positional relationship when the motor unit 10 is mounted on a vehicle located on a horizontal road surface.
  • “extending along the axial direction” means not only extending in the axial direction (that is, the direction parallel to the X axis) but also tilting in a range of less than 45 ° with respect to the axial direction. This includes cases extending in the other direction.
  • “extending along the axis” means extending in the axial direction around a predetermined axis.
  • extending in the radial direction means strictly in the range of less than 45 ° with respect to the radial direction in addition to the case of extending in the radial direction, that is, the direction perpendicular to the axial direction. Including the case of extending in an inclined direction.
  • FIG. 1 is a conceptual diagram of a power train 9 having a motor unit 10 according to an embodiment.
  • FIG. 1 shows the Y axis.
  • the Y-axis direction is the vehicle width direction (left-right direction). *
  • the power train 9 includes a motor unit 10 and an engine 2.
  • the motor unit 10 is connected to the engine 2.
  • the motor unit 10 includes a generator 4, a motor 1, and a transmission mechanism (transaxle) 5. *
  • the motor unit 10 is mounted on a vehicle that uses the motor 1 and the engine 2 as power sources, such as a hybrid vehicle (HEV) and a plug-in hybrid vehicle (PHV).
  • a vehicle that uses the motor 1 and the engine 2 as power sources, such as a hybrid vehicle (HEV) and a plug-in hybrid vehicle (PHV).
  • a vehicle (not shown) on which the motor unit 10 is mounted, three types of travel modes, EV mode, series mode, and parallel mode, are prepared. These travel modes are alternatively selected by an electronic control unit (not shown) according to the vehicle state, the travel state, the driver's requested output, and the like. *
  • the EV mode is a traveling mode in which the vehicle is driven only by the motor 1 using the charging power of a driving battery (not shown) while the engine 2 and the generator 4 are stopped.
  • the EV mode is selected when the traveling load is low or the battery charge level is high.
  • the series mode is a travel mode in which the generator 2 is driven by the engine 2 to generate electric power and the vehicle is driven by the motor 1 using the electric power.
  • the series mode is selected when the traveling load is medium or when the battery charge level is low.
  • the parallel mode is a traveling mode in which the vehicle is driven mainly by the engine 2 and the driving of the vehicle is assisted by the motor 1 as necessary, and is selected when the traveling load is high.
  • the engine 2 is an internal combustion engine (gasoline engine or diesel engine) that burns gasoline or light oil.
  • the engine 2 of the present embodiment is a so-called horizontal engine that is disposed sideways so that the direction of the crankshaft 2a coincides with the vehicle width direction of the vehicle.
  • the engine 2 is disposed on one side of the motor unit 10 in the vehicle width direction.
  • the crankshaft 2a extends along the engine axis J2.
  • the engine shaft J2 is disposed in parallel to the output shaft 55 of the motor unit 10.
  • the operating state of the engine 2 is controlled by an electronic control unit.
  • the engine 2 and the motor unit 10 are connected via a damper 2c.
  • the damper 2c functions as a torque limiter.
  • the damper 2c reduces vibrations caused by sudden torque fluctuations such as when the vehicle is suddenly accelerated by the engine.
  • the engine 2 is connected to the engine drive shaft 12 of the motor unit 10 via the damper 2c. That is, the engine 2 drives the engine drive shaft 12.
  • the motor 1 is a motor generator that has both a function as a motor and a function as a generator.
  • the motor 1 mainly functions as an electric motor to drive the vehicle, and functions as a generator during regeneration. *
  • the motor 1 includes a motor rotor 31 and a motor stator 32 surrounding the motor rotor 31.
  • the motor rotor 31 can rotate around the motor shaft J1.
  • the motor stator 32 is annular.
  • the motor stator 32 surrounds the motor rotor 31 from the outside in the radial direction of the motor shaft J1.
  • the motor rotor 31 is fixed to a motor drive shaft 11 described later.
  • the motor rotor 31 rotates around the motor shaft J1.
  • the motor rotor 31 includes a motor rotor magnet 31a and a motor rotor core 31b.
  • the motor rotor magnet 31a is fixed in a holding hole provided in the motor rotor core 31b.
  • the motor stator 32 includes a motor stator core 32a and a motor coil 32b.
  • the motor stator core 32a has a plurality of teeth protruding radially inward of the motor shaft J1.
  • the motor coil 32b is wound around the teeth of the motor stator core 32a.
  • the generator 4 is a motor generator that has both a function as a motor and a function as a generator.
  • the generator 4 functions as an electric motor (starter) when starting the engine 2, and generates electric power with engine power when the engine 2 is operating.
  • the generator 4 generates power using the power of the engine 2.
  • the generator 4 includes a rotor 41 and a stator 42 that surrounds the rotor 41.
  • the rotor 41 is rotatable around the engine shaft J2.
  • the stator 42 is annular.
  • the stator 42 surrounds the rotor 41 from the outside in the radial direction of the engine shaft J2. *
  • the rotor 41 of the generator 4 is fixed to the engine drive shaft 12 described later.
  • the rotor 41 rotates around the engine axis J2.
  • the rotor 41 includes a rotor magnet 41a and a rotor core 41b.
  • the rotor magnet 41a is fixed in a holding hole provided in the rotor core 41b.
  • the stator 42 of the generator 4 has a stator core 42a and a coil 42b.
  • Stator core 42a has a plurality of teeth protruding inward in the radial direction of engine shaft J2.
  • the coil 42b is wound around the teeth of the stator core 42a.
  • An inverter (not shown) that converts a direct current and an alternating current is provided around (or inside) the motor 1 and the generator 4.
  • the rotational speeds of the motor 1 and the generator 4 are controlled by controlling the inverter.
  • the operating state of the motor 1, the generator 4, and each inverter is controlled by an electronic control unit.
  • the transmission mechanism 5 transmits force between the engine 2, the generator 4 and the motor 1.
  • the transmission mechanism 5 incorporates a plurality of mechanisms responsible for power transmission between the drive source and the driven device.
  • the transmission mechanism 5 outputs the power of the engine 2 and the motor 1 from the output shaft 55.
  • the motor drive shaft 11 extends along the motor axis J1.
  • the motor drive shaft 11 is fixed to the motor rotor 31.
  • the motor drive shaft 11 is rotated by the motor 1. *
  • the motor drive gear 21 is fixed to the motor drive shaft 11.
  • the motor drive gear 21 rotates around the motor axis J1 together with the motor drive shaft 11. *
  • the engine drive shaft 12 extends along the engine axis J2.
  • the engine drive shaft 12 is connected to the crankshaft 2a of the engine 2 via the damper 2c.
  • the engine drive shaft 12 is rotated by the engine 2.
  • the engine drive shaft 12 rotates in synchronization with the crankshaft 2a.
  • a rotor 41 of the generator 4 is fixed to the engine drive shaft 12.
  • the engine drive shaft 12 has a first shaft portion 12A and a second shaft portion 12B. Further, the engine drive shaft 12 is provided with a separation mechanism 60. The first shaft portion 12A and the second shaft portion 12B each extend along the engine shaft J2. That is, the first shaft portion 12A and the second shaft portion 12B are arranged coaxially. The rotor 41 of the generator 4 is fixed to the first shaft portion 12A. An engine drive gear 22 is fixed to the second shaft portion 12B. *
  • the separation mechanism 60 separates the first shaft portion 12A and the second shaft portion 12B when the vehicle travels in the EV mode or the series mode. Further, the separation mechanism 60 connects the first shaft portion 12A and the second shaft portion 12B when the vehicle travels in the parallel mode.
  • the separation mechanism 60 will be described in detail later. *
  • the engine drive gear 22 is fixed to the engine drive shaft 12.
  • the engine drive gear 22 rotates around the engine axis J2 together with the engine drive shaft 12. *
  • the countershaft 13 extends along the counter axis J3.
  • the counter shaft 13 rotates around the counter axis J3.
  • the countershaft 13 is rotatably held via a bearing in a case (not shown) that houses the transmission mechanism 5.
  • the counter gear 23 is fixed to the counter shaft 13.
  • the counter gear 23 rotates around the counter axis J3 together with the counter shaft 13.
  • the counter gear 23 meshes with the motor drive gear 21 and the engine drive gear 22.
  • the counter gear 23 is rotated by the motor 1 via the motor drive gear 21.
  • the counter gear 23 is rotated by the engine 2 through the engine drive gear 22.
  • the drive gear 24 is fixed to the counter shaft 13.
  • the drive gear 24 rotates around the counter axis J3 together with the counter shaft 13 and the counter gear 23.
  • the ring gear 51 is fixed to the differential device 50.
  • the ring gear 51 rotates around the output shaft J4.
  • Ring gear 51 meshes with drive gear 24.
  • Ring gear 51 transmits the power of motor 1 and engine 2 transmitted via drive gear 24 to differential device 50.
  • the differential device 50 is a device for transmitting torque output from the motor 1 and the engine 2 to the wheels of the vehicle.
  • the differential device 50 has a function of transmitting the same torque to the output shafts 55 of the left and right wheels while absorbing the speed difference between the left and right wheels when the vehicle is turning. *
  • the differential device 50 includes a gear housing (not shown) fixed to the ring gear 51, a pair of pinion gears (not shown), a pinion shaft (not shown), and a pair of side gears (not shown).
  • the gear housing rotates around the output shaft J4 together with the ring gear 51.
  • the gear housing accommodates a pair of pinion gears, a pinion shaft, and a pair of side gears.
  • the pair of pinion gears are bevel gears facing each other.
  • the pair of pinion gears are supported by the pinion shaft.
  • the pair of side gears are bevel gears that mesh at right angles with the pair of pinion gears.
  • the pair of side gears are fixed to the output shaft 55, respectively. *
  • the output shaft 55 rotates around the output axis J4.
  • the power of the motor drive gear 21 is transmitted to the output shaft 55 via each gear.
  • the power of the engine drive gear 22 is transmitted to the output shaft 55 via each gear.
  • the motor unit 10 of the present embodiment is provided with a pair of output shafts 55.
  • the pair of output shafts 55 are connected to the ring gear 51 via the differential device 50, respectively. Wheels are respectively fixed to the tips of the pair of output shafts 55.
  • the output shaft 55 outputs power to the outside (road surface through wheels).
  • the motor shaft J1, the engine shaft J2, the counter shaft J3, and the output shaft J4 are parallel to each other.
  • the motor shaft J1, the engine shaft J2, the counter shaft J3, and the output shaft J4 are parallel to the vehicle width direction.
  • the vehicle width direction may be simply referred to as the axial direction.
  • FIG. 2 is a cross-sectional view showing the separation mechanism 60.
  • the first shaft portion 12A has a first facing end portion 12Aa facing the second shaft portion 12B in the axial direction.
  • the first facing end 12Aa is provided with a recess 12Ac that opens in the axial direction.
  • the first shaft portion 12A has a connection flange portion 12Ab located at the first opposing end portion 12Aa.
  • An external spline 12Ad is provided on the outer peripheral surface of the connection flange portion 12Ab. *
  • the second shaft portion 12B has a second facing end portion 12Ba that faces the first shaft portion 12A in the axial direction.
  • the second shaft portion 12B is accommodated in the recess 12Ac of the first shaft portion 12A at the second facing end portion 12Ba.
  • a needle bearing 12n is accommodated between the inner peripheral surface of the recess 12Ac and the second shaft portion 12B.
  • the separation mechanism 60 surrounds the connection flange portion 12Ab of the first shaft portion 12A and the second opposing end portion 12Ba of the second shaft portion 12B from the radially outer side.
  • the separation mechanism 60 switches between a state in which the connection flange portion 12Ab and the second opposing end portion 12Ba are not mechanically coupled and a state in which both are coupled using a drive unit (not shown).
  • the separation mechanism 60 includes a sleeve 61, a clutch hub 62, a synchronizer ring 63, a key 64, and a drive unit (not shown).
  • the separation mechanism 60 of this embodiment is referred to as a rotation synchronization device or a synchromesh mechanism.
  • the clutch hub 62 is fixed to the outer peripheral surface of the second shaft portion 12B. That is, the separation mechanism 60 of the present embodiment is fixed to the second shaft portion 12B.
  • the clutch hub 62 rotates about the engine shaft J2 together with the second shaft portion 12B.
  • An external spline 62 a is provided on the outer peripheral surface of the clutch hub 62.
  • the sleeve 61 is moved in the axial direction of the engine shaft J2 by a drive unit (not shown).
  • An internal spline 61 a is provided on the inner peripheral surface of the sleeve 61.
  • the sleeve 61 meshes with the external spline 62 a of the clutch hub 62 and rotates integrally with the sleeve 61.
  • the internal spline 61a of the sleeve 61 is fitted into the external spline 12Ad provided on the outer peripheral surface of the connection flange portion 12Ab after the clutch hub 62 and the connection flange portion 12Ab rotate synchronously. Thereby, the first shaft portion 12A and the second shaft portion 12B are connected.
  • the key 64 is held by the sleeve 61.
  • the key 64 moves in the axial direction together with the sleeve 61.
  • the key 64 matches the phases of the internal spline 61a and the external spline 12Ad provided on the sleeve 61 and the connecting flange portion 12Ab, respectively.
  • the synchronizer ring 63 moves in the axial direction together with the sleeve 61.
  • the synchronizer ring 63 has a tapered surface that increases its inner diameter as it approaches the connection flange portion 12Ab side.
  • the connecting flange portion 12Ab is provided with a boss portion that protrudes toward the synchronizer ring 63 along the axial direction.
  • the boss portion is provided with a tapered surface facing the synchronizer ring 63.
  • the synchronizer ring 63 and the connection flange portion 12Ab rotate synchronously by bringing the tapered surfaces into contact with each other. *
  • the separation mechanism 60 includes a sleeve 61 provided with an internal spline 61a and moving along the engine shaft J2. Further, the separation mechanism 60 includes a synchronizer ring 63 that is pressed against the connection flange portion 12Ab by the sleeve 61 and synchronizes the rotation of the first shaft portion 12A and the second shaft portion 12B.
  • the external spline 12Ad of the connection flange portion 12Ab and the internal spline 61a of the sleeve 61 mesh with each other after the first shaft portion 12A and the second shaft portion 12B rotate in synchronization.
  • the separation mechanism 60 since the separation mechanism 60 has the synchronizer ring 63, the first shaft portion 12A and the second shaft portion 12B are synchronously rotated when the first shaft portion 12A and the second shaft portion 12B are connected. Can do. For this reason, it is possible to suppress a large impact from being applied to the first shaft portion 12A and the second shaft portion 12B when the separation mechanism 60 is connected.
  • the separation mechanism 60 separates the first shaft portion 12A and the second shaft portion 12B arranged on the same axis. For this reason, the separation mechanism 60 can be reduced in size. Accordingly, the motor unit 10 can be reduced in size.
  • the separation mechanism 60 of this modification is an example. Other mechanisms may be employed as the separation mechanism. However, it is preferable that the first shaft portion 12A and the second shaft portion 12B that are separated from each other by the separation mechanism 60 are arranged coaxially. *
  • the separation mechanism 60 of the present embodiment is fixed to the second shaft portion 12B, and the connection flange portion 12Ab is provided on the first shaft portion 12A.
  • the separation mechanism 60 is fixed to one of the first shaft portion 12B and the second shaft portion 12B, and a connection flange portion is provided on the other of the first shaft portion 12A and the second shaft portion 12B.
  • the engine 2, the generator 4, and the separation mechanism 60 are arranged coaxially.
  • the engine drive shaft 12 has both functions of a rotating shaft and a clutch shaft of the generator 4.
  • the motor unit 10 can be reduced in size.
  • the separation mechanism 60 may have a configuration in which an inner peripheral spline is provided with an internal spline that meshes with the external spline 12Ad of the connection flange portion 12Ab.
  • the disconnection mechanism of the modification is configured so that the sleeve is attached to the engine shaft at a timing at which the rotation speed of the second shaft portion 12B by the power of the motor 1 and the rotation speed of the first shaft portion 12A by the power of the engine 2 are synchronized.
  • the sleeve is moved along J2, and the internal spline of the sleeve meshes with the external spline 12Ad of the connecting flange portion 12Ab.
  • the rotation speed of the second shaft portion 12B and the rotation speed of the first shaft portion 12A are synchronized by an electronic control device (not shown) that controls the operation of the motor 1 and the engine 2.
  • FIG. 3 is a schematic view of the transmission mechanism 5 as viewed from the axial direction.
  • FIG. 2 shows an XYZ coordinate system.
  • the X-axis direction is the longitudinal direction of the vehicle.
  • the Y-axis direction is the vehicle width direction.
  • the Z-axis direction is the vertical direction, and the + Z direction is the upward direction. *
  • the transmission mechanism 5 has three power transmission paths (a first path 71, a second path 72, and a third path 73) as shown by a two-dot chain line in FIG. *
  • the first path 71 is a power transmission path from the motor 1 to the output shaft 55.
  • the power of the motor 1 is first transmitted from the motor drive gear 21 to the counter gear 23.
  • the counter gear 23 is arranged coaxially with the drive gear 24 and rotates together with the drive gear 24.
  • the power of the motor 1 is transmitted from the drive gear 24 to the ring gear 51, and is transmitted to the output shaft 55 via the differential device 50.
  • the second path 72 is a power transmission path from the engine 2 to the output shaft 55.
  • the power of the engine 2 is first transmitted from the engine drive gear 22 to the counter gear 23.
  • the power of the engine 2 transmitted to the counter gear 23 is transmitted to the output shaft 55 through the drive gear 24, the ring gear 51, and the differential device 50 similarly to the power of the motor 1. That is, the first path 71 and the second path 72 share a power transmission path from the counter gear 23 to the output shaft 55.
  • the counter gear 23 meshes with the motor drive gear 21 and the engine drive gear 22.
  • the power of the motor 1 and the power of the engine 2 are transmitted to the counter gear 23. Therefore, the power transmission path from the counter gear 23 to the output shaft 55 can be shared by the first path 71 and the second path 72.
  • the number of shafts and gears provided in the transmission mechanism 5 can be reduced, and the motor unit 10 can be reduced in size and weight.
  • the reduction ratios of the first path 71 and the second path 72 are set by appropriately setting the diameters (that is, the number of teeth) of the motor drive gear 21 and the engine drive gear 22 that mesh with the counter gear 23. Can be set individually. By making the reduction ratios different between the first path 71 and the second path 72, it is possible to obtain a reduction ratio suitable for driving with the engine 2 and a reduction ratio suitable for driving with the motor 1, respectively. As a result, the vehicle can be driven efficiently in any case of driving with either one or both of the engine 2 and the motor 1. That is, according to the present embodiment, the shaft and gear are set while individually setting the reduction ratio of the power transmission path from the motor 1 to the output shaft 55 and the reduction ratio of the power transmission path from the engine 2 to the output shaft 55. Can be provided. *
  • the diameter of the motor drive gear 21 is smaller than the diameter of the engine drive gear 22.
  • the number of teeth of the motor drive gear 21 is smaller than the number of teeth of the engine drive gear 22.
  • the reduction ratio of the first path 71 can be made higher than the reduction ratio of the second path 72.
  • the limit rotational speed of the motor 1 is larger than the limit rotational speed of the engine 2.
  • the limit rotation speed of the motor 1 is 15000 rotations.
  • the limit rotational speed of the engine 2 is 6000 revolutions.
  • route 71 which transmits the motive power of the motor 1 can be made higher than the reduction ratio of the 2nd path
  • the reduction ratio of the first path 71 is 9 to 11.
  • the reduction ratio of the second path 72 is set to 2.5 to 3.5.
  • the engine drive gear 22 has a diameter close to that of the counter gear 23.
  • the diameter of the engine drive gear 22 is 90% or more and 100% or less of the counter gear 23.
  • the power transmission between the engine drive gear 22 and the counter gear 23 is hardly decelerated.
  • the reduction ratio in the second path 72 can be reduced. More specifically, the reduction ratio of the power transmission path from the engine drive shaft 12 to the output shaft 55 is 2 or more and 4 or less. Thereby, the driving
  • the third path 73 is a power transmission path from the engine 2 to the generator 4. As shown in FIG. 1, the rotor 41 of the generator 4 is fixed to the engine drive shaft 12. Therefore, the power of the engine 2 is transmitted to the generator 4 without using a gear. *
  • FIG. 4 is a partial cross-sectional view of the generator 4. A more specific configuration of the generator 4 will be described with reference to FIG. In FIG. 4, the coil 42b is not shown. *
  • the rotor magnet 41a faces the stator 42 in the radial direction of the engine shaft J2.
  • the rotor magnet 41a is held by the rotor core 41b.
  • the rotor magnet 41a is composed of 16 segment magnets 41aa. That is, the rotor magnet 41a has 16 segment magnets 41aa.
  • the rotor magnet 41a has 16 poles. That is, the rotor 41 of this embodiment is 16 poles.
  • the rotor magnet 41a may be formed of an annular ring magnet. *
  • the stator core 42a has an annular core back portion 42aa and a plurality of teeth 42ab extending radially inward from the core back portion 42aa.
  • the plurality of teeth 42ab are arranged along the circumferential direction.
  • a slot 42ac is provided between the teeth 42ab adjacent in the circumferential direction.
  • a coil 42b (not shown in FIG. 4) is disposed in the slot 42ac.
  • the coil 42b is wound around the teeth 42ab via an insulating member (not shown).
  • the winding method of the coil 42b is distributed winding.
  • the winding method of the coil 42b is not particularly limited, and may be concentrated winding, distributed winding, or other winding methods. *
  • the stator core 42a has 96 teeth 42ab. That is, the stator 42 of this embodiment has 96 slots.
  • the number of slots of the stator 42 is set according to the number of poles of the rotor magnet 41a and the winding method of the coil 42b.
  • the number of slots of the stator 42 is preferably 3 to 9 times the number of poles of the rotor 41, and most preferably 6 times.
  • the number of slots of the stator 42 is preferably 1.2 times or more, and most preferably 1.5 times the number of poles of the rotor 41.
  • the generator of the reference example having a 12-pole rotor and a 92-slot stator is compared with the generator of a comparative reference example having a 6-pole rotor and a 36-slot stator.
  • the generator of the reference embodiment has a 12-pole rotor magnet
  • the diameter of the rotor is twice that of the comparative reference example.
  • the generator of the embodiment reference example can halve the axial dimension when obtaining the same power generation amount as that of the comparative reference example.
  • the weight of the rotor core of the generator of the reference example is substantially the same as the weight of the rotor core of the generator of the comparative reference example.
  • the weight of the stator core of the generator of the reference embodiment is substantially the same as the weight of the stator core of the generator of the comparative reference example. From the comparison between the embodiment reference example and the comparative reference example, even when the number of poles of the rotor and the number of slots of the stator are doubled, the weight of the stator core is substantially the same.
  • the generator 4 is arranged coaxially with the engine 2. Therefore, the generator 4 overlaps the engine 2 when viewed from the axial direction.
  • the diameter of the generator 4 is smaller than the size of the engine 2 viewed from the axial direction. Therefore, even if the generator 4 is enlarged in the radial direction, the generator 4 can be disposed inside the outer shape of the engine 2 when viewed from the axial direction. Therefore, even if the generator 4 is enlarged in the radial direction, an increase in the size of the power train 9 viewed from the axial direction is suppressed.
  • the overall axial dimension of the powertrain 9 can be reduced.
  • the rotor magnet 41a of the generator 4 is multipolarized, thereby suppressing the increase in the weight of the generator 4 and increasing the size of the power train 9 as viewed from the axial direction.
  • the axial dimension can be reduced while suppressing.
  • the rotational speed of the rotor with the highest power generation efficiency is about half that of the generator of the comparative reference example.
  • the rotor magnet 41a is multipolarized to increase the diameter of the rotor 41, whereby power can be generated efficiently with a smaller number of revolutions.
  • the number of poles of the rotor magnet 41a of the generator 4 is preferably 8 or more. By setting the number of poles of the rotor magnet 41a to 8 poles or more, the above-described effects can be sufficiently obtained. Furthermore, the number of poles of the rotor magnet 41a is more preferably 10 poles or more. By setting the number of poles of the rotor magnet 41a to 10 or more, the above-described effects can be further obtained. Moreover, it is preferable to increase the number of slots of the stator 42 with the increase in the number of rotor magnets 41a. More specifically, when the winding method of the coil 42b is distributed winding, the number of slots of the stator 42 is preferably 24 or more, and more preferably 48 or more. Further, when the winding method of the coil 42b is concentrated winding, the number of slots of the stator 42 is preferably 10 or more, and more preferably 15 or more. *
  • the motor shaft J1 and the counter shaft J3 have substantially the same vertical position (Z-axis direction).
  • the counter shaft J3 is located slightly below the motor shaft J1.
  • the engine shaft J2 is positioned below the counter shaft J3.
  • the output shaft J4 is located further below the engine shaft J2.
  • the counter shaft J3 is located between the motor shaft J1 and the output shaft J4 in the vehicle front-rear direction (X-axis direction). Further, the counter shaft J3 is located between the engine shaft J2 and the output shaft J4 in the longitudinal direction of the vehicle. That is, the counter shaft J3 is disposed between the motor shaft J1, the engine shaft J2, and the output shaft J4 in the vehicle longitudinal direction. Thereby, the distance between the motor shaft J1 and the engine shaft J2 and the output shaft J4 can be sufficiently increased. As a result, interference between the output shaft 55, the motor 1, and the engine 2 can be suppressed. *
  • the engine shaft J2 and the output shaft J4 are located below the motor shaft J1 and the counter shaft J3.
  • the distance between the engine shaft J2 and the output shaft J4 is larger than the distance between the motor shaft J1 and the counter shaft J3.
  • the engine 2 is disposed on the engine shaft J2. Since the engine 2 has a large projected area in the axial direction, interference with the output shaft 55 tends to be a problem.
  • a sufficient distance between the engine shaft J2 and the output shaft J4 can be secured, and interference between the engine 2 and the output shaft 55 can be effectively suppressed.
  • the diameter of the engine drive gear 22 can be easily made larger than the diameter of the motor drive gear 21. *
  • the motor drive gear 21 is located immediately above the engine drive gear 22. That is, the motor drive gear 21 is positioned above the engine drive gear 22 and is disposed so as to overlap the engine drive gear 22 in the vehicle front-rear direction (X-axis direction).
  • the motor 1 and the engine 2 have a large projected area in the axial direction. Further, as shown in FIG. 1, the motor 1 and the engine 2 are disposed on the opposite sides of the counter gear 23 in the axial direction of the motor shaft J1. Both the motor drive gear 21 and the engine drive gear 22 mesh with the counter gear 23.
  • the motor drive gear 21 can be disposed so as to overlap the motor 1 and the engine 2 when viewed from the axial direction by disposing the motor drive gear 21 directly above the engine drive gear 22, and the dimensions of the power train 9 viewed from the axial direction. Can be miniaturized.
  • the motor drive gear 21 is located between the upper end and the lower end of the counter gear 23 in the vertical direction. Therefore, according to the present embodiment, the motor unit 10 can be downsized in the vertical direction.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
PCT/JP2019/004057 2018-02-09 2019-02-05 モータユニット WO2019156069A1 (ja)

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008074267A (ja) * 2006-09-21 2008-04-03 Honda Motor Co Ltd ハイブリッド車両
JP2008303939A (ja) * 2007-06-06 2008-12-18 Mazda Motor Corp 車両用駆動装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008074267A (ja) * 2006-09-21 2008-04-03 Honda Motor Co Ltd ハイブリッド車両
JP2008303939A (ja) * 2007-06-06 2008-12-18 Mazda Motor Corp 車両用駆動装置

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