WO2019194073A1

WO2019194073A1 - Motor unit

Info

Publication number: WO2019194073A1
Application number: PCT/JP2019/013688
Authority: WO
Inventors: 山口　康夫; 久嗣藤原; 中村　圭吾
Original assignee: 日本電産株式会社
Priority date: 2018-04-06
Filing date: 2019-03-28
Publication date: 2019-10-10
Also published as: WO2019194070A1; CN111936336A; CN111971194A; CN111936336B; CN111971194B

Abstract

One embodiment of this motor unit is a motor unit connected to an engine and comprising a generator, a motor, a transmission mechanism, a housing, oil, and a pump provided to the transmission mechanism and driven by motive power of the engine. A first oil path and a second oil path for circulating the oil are provided in an accommodation space in the housing. The first oil path supplies oil from a lower region of the accommodation space to the interior of the motor. The second oil path has a suction channel connecting the lower region of the accommodation space to a suction opening of the pump, and a first and second branch channel branching from each other at a discharge opening of the pump. The first branch channel extends from the discharge opening to immediately above the motor, and supplies oil to the motor from the upper side of the motor. The second branch channel supplies oil from the discharge opening to the generator.

Description

Motor unit

The present invention relates to a motor unit.

In recent years, with the spread of hybrid cars, development of motor units with higher motor cooling efficiency is progressing. Patent Document 1 discloses a structure in which oil pumped up by a gear is collected by an oil receiver and supplied to the motor to cool the motor.

Japanese Unexamined Patent Publication No. 9-182375

In the structure of Patent Document 1, when the vehicle speed decreases, the amount of oil pumped up by the gear decreases, and the motor may be insufficiently cooled. In a motor unit provided with a generator, it is necessary to cool not only the motor but also the generator.

One aspect of the present invention is to provide a motor unit capable of efficiently cooling a motor and a generator.

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. A transmission mechanism for transmitting power from the engine and the motor from an output shaft; a housing in which a housing space for housing the generator, the motor, and the transmission mechanism is provided; and oil accumulated in a lower region of the housing space And a pump unit provided in the transmission mechanism and driven by the power of the engine. The accommodation space is provided with a first oil passage and a second oil passage for circulating the oil. The first oil passage supplies the oil into the motor from a lower region of the accommodation space. The second oil path includes a suction path that is connected to a suction port of the pump unit from a lower region of the housing space, and a first branch path and a second branch path that are branched from each other at the discharge port of the pump unit. . The first branch path extends from the discharge port to directly above the motor and supplies the oil to the motor from above the motor. The second branch path supplies the oil from the discharge port to the generator.

According to one aspect of the present invention, a motor unit capable of efficiently cooling a motor and a generator is provided.

FIG. 1 is a conceptual diagram of a power train having a motor unit according to an embodiment. FIG. 2 is a side view of the motor unit according to the embodiment. FIG. 3 is a partial cross-sectional view of a motor unit according to an embodiment. FIG. 4 is a cross-sectional view of a pump unit according to an embodiment.

Hereinafter, a motor unit according to an embodiment of the present invention will be described with reference to the drawings. The scope of the present invention is not limited to the following embodiments, and can be arbitrarily changed within the scope of the technical idea of the present invention. Moreover, in the following drawings, in order to make each structure easy to understand, the actual structure may be different from the scale or number in each structure.

In the following description, 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.
In this specification, “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. In this specification, “extending along the axis” means extending in the axial direction around a predetermined axis. Further, in this specification, “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 3 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 3 has a motor unit 10 and an engine 2. The motor unit 10 is connected to the engine 2. The motor unit 10 includes a motor 1, a motor rotation sensor 33, a generator 4, a generator rotation sensor 43, a transmission mechanism (transaxle) 5, a clutch (separation mechanism) 6, and a park lock mechanism 7. And a pump unit 70, a housing 8, an inverter unit 9, and an oil O that accumulates in the housing 8. The inverter unit 9 has a control unit 9a. That is, the motor unit 10 includes a control unit 9a. The controller 9 a is connected to the motor 1, the generator 4, the clutch 6, the generator rotation sensor 43, and the motor rotation sensor 33.

The motor unit 10 is mounted on a vehicle using the motor 1 and the engine 2 as power sources, such as a hybrid vehicle (HEV) and a plug-in hybrid vehicle (PHV).

The vehicle (not shown) on which the motor unit 10 is mounted has three types of travel modes: EV mode, series mode, and parallel mode. These travel modes are alternatively selected by the control unit 9a in accordance with the vehicle state, the travel state, the driver's requested output, and the like.

The EV mode is a travel 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 traveling mode in which the generator 2 is driven by the engine 2 to generate 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.

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 the control unit 9a.

As shown in FIG. 1, 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 housing 8 is made of, for example, aluminum die casting. The housing 8 is configured by connecting a plurality of members arranged in the vehicle width direction. The housing 8 is provided with an accommodation space 8S. The housing 8 accommodates the motor 1, the motor rotation sensor 33, the generator 4, the generator rotation sensor 43, the transmission mechanism 5, the clutch 6, the park lock mechanism 7, and the pump unit 70 in the accommodation space 8 </ b> S. Further, oil O accumulates in the lower region of the accommodation space 8S.

In the accommodation space 8S, a generator chamber 8A for accommodating the generator 4, a gear chamber 8B for accommodating the transmission mechanism 5, and a motor chamber 8C for accommodating the motor 1 are provided.

The housing 8 includes a generator housing portion 81 that forms a generator chamber 8A inside, a transmission mechanism housing portion 82 that forms a gear chamber 8B inside, and a motor housing portion 83 that forms a motor chamber 8C inside. Have.

The housing 8 has an outer peripheral wall portion 8a surrounding the housing space 8S, and a first partition wall portion (partition wall portion) 8b and a second partition wall portion (partition wall portion) 8c that divide the interior of the housing space.

The first partition wall portion 8b and the second partition wall portion 8c extend along a plane orthogonal to the vehicle width direction (that is, the axial direction). The first partition 8b partitions the generator chamber 8A and the gear chamber 8B. The second partition 8c partitions the gear chamber 8B and the motor chamber 8C. The second partition wall portion 8c faces the first partition wall portion 8b in the vehicle width direction. Therefore, the 1st partition part 8b and the 2nd partition part 8c are located in the both sides of the vehicle width direction of the gear chamber 8B, and surround the gear chamber 8B from the vehicle width direction both sides.

In the lower region of the accommodation space 8S, an oil reservoir P in which oil O is accumulated is provided. In the present embodiment, the bottom of the motor chamber 8C and the bottom of the generator chamber 8A are located above the bottom of the gear chamber 8B. The first partition wall portion 8b is provided with a first partition wall opening 8bb. The first partition opening 8bb allows the generator chamber 8A and the gear chamber 8B to communicate with each other. The first partition opening 8bb moves the oil O accumulated in the lower region of the generator chamber 8A to the gear chamber 8B. Similarly, the second partition wall 8c is provided with a second partition opening 8cb. The second partition opening 8cb allows the motor chamber 8C and the gear chamber 8B to communicate with each other. The second partition opening 8cb moves the oil O accumulated in the lower region of the motor chamber 8C to the gear chamber 8B. Therefore, the oil O in the accommodation space 8S finally accumulates in the lower region of the gear chamber 8B. That is, in this embodiment, the oil sump P is located in the lower region of the gear chamber 8B.

In the accommodating space 8S, an oil passage 90 for circulating the oil O is provided. The oil passage 90 includes a first oil passage 91 and a second oil passage 92. That is, the accommodation space 8S is provided with a first oil passage 91 and a second oil passage 92 through which the oil O is circulated. Oil O is supplied from the oil reservoir P to each part of the motor unit 10 in the oil passage 90. The oil passage 90 will be described in detail later.

The housing 8 has a bottom wall portion 8d located below the oil reservoir P. The bottom wall portion 8d constitutes a part of the transmission mechanism accommodating portion 82. A channel member 8e is fixed to the bottom wall portion 8d. The flow path member 8e is made of a metal material having high thermal conductivity. As an example, the flow path member 8e is made of an aluminum alloy.

A coolant channel 8ea is provided inside the channel member 8e. Refrigerant piping 8eb is connected to both ends of the refrigerant flow path 8ea. The refrigerant pipe 8eb is configured in a loop shape. The refrigerant cooled by a radiator (not shown) provided in the path flows through the refrigerant pipe 8eb. The refrigerant flows between the inlet and the outlet in the refrigerant channel 8ea of the channel member 8e. Thereby, the flow path member 8e is cooled by the refrigerant.
An inverter unit 9 is provided in the path of the refrigerant pipe 8eb. The refrigerant flowing in the refrigerant pipe 8eb cools the inverter unit 9 together with the flow path member 8e.

The flow path member 8e is fixed to the bottom wall portion 8d of the housing 8 below the oil reservoir P. For this reason, the flow path member 8e cooled by the refrigerant cools the bottom wall portion 8d. Thereby, the flow path member 8e cools the oil O accumulated in the oil reservoir P through the bottom wall portion 8d.

The flow path member 8e can be regarded as a part of the bottom wall portion 8d. That is, the housing 8 is provided with a refrigerant flow path 8ea that passes under the oil reservoir P (lower region of the accommodation space 8S). As will be described later, the oil O circulating through the first oil passage 91 and the second oil passage 92 joins in the oil reservoir P. The refrigerant flowing through the refrigerant flow path 8ea cools the oil O accumulated in the oil reservoir P, so that the oil O circulating in the first oil path 91 and the second oil path 92 can be cooled together.

Oil O is used for lubricating the transmission mechanism 5 and for cooling the motor 1 and the generator 4. Oil O accumulates in the lower region (namely, oil reservoir P) of gear chamber 8B. Since the oil O functions as a lubricating oil and a cooling oil, it is preferable to use an oil equivalent to a low-viscosity automatic transmission lubricating oil (ATF).

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 (rotor) 31 and a motor stator (stator) 32 surrounding the motor rotor 31. The motor rotor 31 rotates about 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 has 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 rotation speed of the motor 1 is measured by a motor rotation sensor 33. The rotation sensor 33 for motors of this embodiment is a resolver, and has a resolver rotor and a resolver stator. The resolver rotor of the motor rotation sensor 33 is attached to the motor drive shaft 11. The resolver stator of the motor rotation sensor 33 is fixed to the inner wall surface of the housing 8.

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 operated.

The generator 4 includes a generator rotor 41 and a generator stator 42 surrounding the generator rotor 41. The generator rotor 41 rotates about the engine shaft J2. The generator stator 42 is annular. The generator stator 42 surrounds the generator rotor 41 from the outside in the radial direction of the engine shaft J2.

The generator rotor 41 is fixed to an engine drive shaft 12 described later. The generator rotor 41 rotates around the engine axis J2. The generator 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 generator stator 42 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.

The rotation speed of the generator 4 is measured by a generator rotation sensor 43. The generator rotation sensor 43 of the present embodiment is a resolver, like the motor rotation sensor 33, and includes a resolver rotor and a resolver stator. The resolver rotor of the generator rotation sensor 43 is attached to the engine drive shaft 12. The resolver stator of the generator rotation sensor 43 is fixed to the inner wall surface of the housing 8.

The motor stator 32 and the generator stator 42 are connected to the inverter unit 9 that converts direct current and alternating current. The rotational speeds of the motor 1 and the generator 4 are controlled by the inverter unit 9.

The transmission mechanism 5 transmits power between the engine 2, the generator 4 and the motor 1. The transmission mechanism 5 has 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 transmission mechanism 5 has a differential device (differential gear) 50. The transmission mechanism 5 includes a plurality of shafts extending in the horizontal direction and a plurality of gears fixed to the plurality of shafts. Further, the transmission mechanism 5 is provided with a pump unit 70, a clutch 6, and a park lock mechanism 7.

The plurality of shafts of the transmission mechanism 5 include a motor drive shaft 11, an engine drive shaft 12, a counter shaft 13, and a pair of output shafts 55 provided in the differential device 50.

The plurality of gears of the transmission mechanism 5 include a motor drive gear 21, an engine drive gear 22, a counter gear 23 and a drive gear 24, and a ring gear 51 provided in the differential device 50.

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 motor drive shaft 11 is a hollow shaft provided with a hollow portion 11h. The hollow portion 11h extends linearly along the motor shaft J1. As will be described later, oil O is supplied to the hollow portion 11h. Therefore, the oil O flows through the hollow portion 11h.

The motor drive shaft 11 is provided with a through hole 11p extending from the hollow portion 11h to the outside in the radial direction of the motor shaft J1. The position of the through hole 11p in the axial direction overlaps the position of the motor stator 32 in the axial direction. The through hole 11p faces the motor stator 32 in the radial direction of the motor shaft J1. The oil O supplied to the hollow portion 11h is scattered radially outward from the through hole 11p and supplied to the motor stator 32 to cool the motor stator 32.

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. When the engine 2 is rotated in a steady manner, the engine drive shaft 12 rotates in synchronization with the crankshaft 2a. A generator rotor 41 is fixed to the engine drive shaft 12.

A part of the pump unit 70 (external gear 72, see FIG. 4) is fixed to the engine drive shaft 12. The pump unit 70 will be described in detail later.

The engine drive shaft 12 is a hollow shaft provided with a hollow portion 12h inside. The hollow portion 12h extends linearly along the engine axis J2. The discharge port 76 of the pump unit 70 is connected to the hollow portion 12h. Therefore, the oil O flows through the hollow portion 12h. The hollow portion 12 h opens in the axial direction on the upper side of the motor 1. Part of the oil O flowing through the hollow portion 12h is supplied to the motor 1 from the upper side to cool the motor 1.

The engine drive shaft 12 is provided with a first through hole 12p and a second through hole 12q extending from the hollow portion 12h to the outside in the radial direction of the engine shaft J2. The first through hole 12p and the second through hole 12q are arranged along the axial direction of the engine shaft J2.

The position of the first through hole 12p in the axial direction overlaps the position of the gear constituting the transmission mechanism 5 in the axial direction. The first through hole 12p faces the gear that constitutes the transmission mechanism 5 in the radial direction of the engine shaft J2. A part of the oil O supplied to the hollow part 12h by the pump part 70 is scattered radially outward from the first through hole 12p and supplied to each gear of the transmission mechanism 5 to improve the lubricity between the gears.

The position of the second through hole 12q in the axial direction overlaps with the position of the generator stator 42 in the axial direction. The second through hole 12q faces the generator stator 42 in the radial direction of the engine shaft J2. Part of the oil O supplied to the hollow part 12h by the pump part 70 is scattered radially outward from the second through hole 12q and supplied to the generator stator 42, thereby cooling the generator stator 42.

The engine drive shaft 12 has a first shaft portion 12A and a second shaft portion 12B. 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 hollow portion 12h of the engine drive shaft 12 extends across the first shaft portion 12A and the second shaft portion 12B. The generator rotor 41 and the external gear 72 of the pump unit 70 are fixed to the first shaft portion 12A. An engine drive gear 22 is fixed to the second shaft portion 12B.

The engine drive shaft 12 is provided with a clutch 6. The clutch 6 separates the first shaft portion 12A and the second shaft portion 12B when the vehicle travels in the EV mode or the series mode. The clutch 6 connects the first shaft portion 12A and the second shaft portion 12B when the vehicle travels in the parallel mode. The clutch 6 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 counter shaft 13 extends along the counter axis J3. The counter shaft 13 rotates around the counter axis J3. A park lock gear 7 a of the park lock mechanism 7 is fixed to the counter shaft 13. Further, the tooth surface of the park lock gear 7a faces the park lock arm 7b in the radial direction of the counter shaft J3. The park lock arm 7b meshes with the park lock gear 7a. The park lock mechanism 7 will be described in detail later.

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. Similarly, the power of the engine drive gear 22 is transmitted to the output shaft 55 via each gear.

The motor unit 10 of this 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).

FIG. 2 is a side view of the motor unit 10 according to the embodiment. 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 motor shaft J1, engine shaft J2, counter shaft J3 and 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. In the following description, the vehicle width direction may be simply referred to as the axial direction.

The transmission mechanism 5 has three power transmission paths. The first power transmission path is a motor drive path from the motor 1 to the output shaft 55. The second power transmission path is an engine drive path from the engine 2 to the output shaft 55. The third power drive path is a power generation path from the engine 2 to the generator 4.

In the motor drive path, 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.

In the engine drive path, 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 motor drive path and the engine drive path share a power transmission path from the counter gear 23 to the output shaft 55.

In the power generation path, the power of the engine 2 is transmitted to the engine drive shaft 12. The generator rotor 41 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.

According to the present embodiment, 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 motor drive path and the engine drive path. As a result, 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.

In addition, according to the present embodiment, 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, the reduction ratios of the motor drive path and the engine drive path can be individually set. Can be set. By making the reduction ratios different between the motor drive path and the engine drive path, a reduction ratio suitable for driving with the engine 2 and a reduction ratio suitable for driving with the motor 1 can be realized in each path. 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. In other words, the number of teeth of the motor drive gear 21 is smaller than the number of teeth of the engine drive gear 22. Thereby, the reduction ratio of the motor drive path can be made higher than the reduction ratio of the engine drive path. Generally, the limit rotational speed of the motor 1 is larger than the limit rotational speed of the engine 2. As an example, the limit rotation speed of the motor 1 is 15000 rotations. The limit rotational speed of the engine 2 is 6000 revolutions. For this reason, the reduction ratio of the motor drive path can be made higher than the reduction ratio of the engine drive path, and the vehicle can be run efficiently. In this embodiment, the reduction ratio of the motor drive path is 9-11. On the other hand, the reduction ratio of the engine drive path is set to 2.5 to 3.5.

According to this embodiment, the diameter of the engine drive gear 22 is larger than the diameter of the counter gear 23. Therefore, in the engine drive path, the power is once increased in the process from the engine drive gear 22 to the counter gear 23. By adopting such a configuration, the diameter of the counter gear 23 is reduced, and as a result, the distance between the counter shaft J3 and the motor shaft J1 can be shortened. Thereby, the motor 1 can be disposed close to the center of the motor unit 10 when viewed from the axial direction, and the overall dimensions of the motor unit 10 viewed from the axial direction can be reduced.

The park lock mechanism 7 is driven based on a driver shift operation. The park lock mechanism 7 is selectively switched between a locked state that restricts transmission of power in the transmission mechanism 5 and an unlocked state that releases the restriction.

As shown in FIG. 2, the park lock mechanism 7 includes a park lock gear 7a, a park lock arm 7b, an arm support shaft 7e, a park lock actuator 7c, and a park lock power transmission mechanism 7d.

The park lock gear 7 a is fixed to the counter shaft 13. The park lock gear 7a rotates around the counter axis J3 together with the counter shaft 13. A plurality of teeth aligned along the circumferential direction of the counter shaft J3 are arranged on the outer peripheral surface of the park lock gear 7a facing the radially outer side of the counter shaft J3.

The park lock arm 7b has a plate shape extending along a plane orthogonal to the axial direction. The park lock arm 7b is rotatably supported by an arm support shaft 7e having a second central axis J7e extending in the axial direction as a center. The park lock arm 7b extends upward from the arm support shaft 7e.

The park lock arm 7b extends along the outer peripheral surface of the park lock gear 7a. The park lock arm 7b faces the tooth portion of the park lock gear 7a in the radial direction of the counter shaft J3. The park lock arm 7b has a meshing portion 7ba facing the tooth portion of the park lock gear 7a. The meshing portion 7ba protrudes inward in the radial direction of the counter shaft J3. The meshing portion 7ba meshes with a tooth portion of the park lock gear 7a. That is, the park lock arm 7b meshes with the park lock gear at the meshing portion 7ba.

The park lock arm 7b is driven by the park lock actuator 7c and rotates within a predetermined range about the second central axis J7e.

When the park lock mechanism 7 is locked by the driver's operation, in FIG. 2, the park lock arm 7b rotates counterclockwise around the second central axis J7e, and the meshing portion 7ba of the park lock gear 7a Engage with teeth. Thereby, the rotation of the countershaft 13 is suppressed, and the transmission of power in the transmission mechanism 5 is limited.

On the other hand, when the park lock mechanism 7 is unlocked by the operation of the driver, the park lock arm 7b rotates clockwise around the second central axis J7e, and the meshing portion 7ba engages with the teeth of the park lock gear 7a. Freed from the department. As a result, the engine drive shaft can freely rotate, and the transmission mechanism 5 can transmit power.

According to the present embodiment, the park lock arm 7b extends along the vertical direction. When viewed from the axial direction, the motor drive shaft 11 and the park lock arm 7 b are disposed on opposite sides of the counter shaft 13 in the horizontal direction. For this reason, the vertical dimension of the motor unit 10 can be suppressed. Similarly, when viewed from the axial direction, the engine drive shaft 12 and the park lock arm 7 b are disposed on the opposite sides of the counter shaft 13 in the horizontal direction. For this reason, as shown in this embodiment, even when the motor unit 10 is mounted on a hybrid vehicle connected to the engine 2, the vertical dimension of the motor unit 10 can be suppressed.

The park lock power transmission mechanism 7d is located between the park lock actuator 7c and the park lock arm 7b. The park lock power transmission mechanism 7d transmits the power of the manual shaft 7ca rotating around the first center axis J7c to the park lock arm 7b, and rotates the park lock arm 7b around the second center axis J7e.

The park lock actuator 7 c is fixed to the upper side of the housing 8. The park lock actuator 7c has a manual shaft 7ca centered on a first central axis J7c extending in the vertical direction. The park lock actuator 7c rotates the manual shaft 7ca around the first central axis J7c. The park lock actuator 7c drives the park lock arm 7b via the park lock power transmission mechanism 7d.

According to the present embodiment, the park lock actuator 7c is located immediately above the counter shaft 13. That is, the park lock actuator 7 c overlaps with the counter shaft 13 when viewed from above and below. Thereby, the dimension of the horizontal direction of the motor unit 10 can be reduced in size.

The park lock actuator 7c is located outside the accommodation space 8S. That is, at least a part of the park lock arm 7b is exposed to the outside. The park lock actuator 7c at least partially overlaps the housing 8 when viewed from the axial direction. That is, the park lock actuator 7 c is arranged so as to be hidden by a part of the housing 8 when viewed from the axial direction. More specifically, the park lock actuator 7 c overlaps the motor housing 83 of the motor 1 and the housing 8 when viewed from the axial direction. For this reason, even if the park lock actuator 7c is exposed to the outside, the overall size viewed from the axial direction of the motor unit 10 does not increase. As a result, maintenance of the park lock actuator 7c can be facilitated, and the motor unit 10 can be reduced in size.

In the present embodiment, the case where the park lock actuator 7c overlaps with the motor accommodating portion 83 of the housing 8 as viewed from the axial direction is illustrated. However, the park lock actuator 7c may overlap other portions of the housing 8 when viewed from the axial direction. As an example, the park lock actuator 7 c may overlap with the generator accommodating portion 81 of the housing 8. In this case, the park lock actuator 7c is preferably overlapped with the generator 4. By arranging the park lock actuator 7c in this way, it is possible to suppress an increase in the overall size of the motor unit 10 viewed from the axial direction.

The clutch 6 can cut the power transmission path (engine drive path) of the engine 2 at the engine drive shaft 12. As described above, the engine drive shaft 12 has the first shaft portion 12A and the second shaft portion 12B. The clutch 6 selectively switches between a connection state that connects the first shaft portion 12A and the second shaft portion 12B and a disconnected state that disconnects the first shaft portion 12A and the second shaft portion 12B.

The first shaft portion 12A is connected to the engine 2 and the generator 4. Moreover, the pump part 70 is provided in the first shaft part 12A. The second shaft portion 12B is disposed coaxially with the first shaft portion 12A. The second shaft portion 12B is located on the output side (that is, on the output shaft 55 side) with respect to the first shaft portion 12A in the path of the transmission mechanism 5. The power of the engine 2 is transmitted from the first shaft portion 12A to the second shaft portion 12B.

FIG. 3 is a cross-sectional view of the motor unit 10 including the clutch 6.
The first shaft portion 12A has a first facing end portion 12Aa that faces 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. In addition, 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 facing 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 clutch 6 includes a sleeve 61, a clutch hub 62, a synchronizer ring 63, a key 64, a fork (support member) 65, a first support shaft 66A, a second support shaft 66B, a rack gear 67a, and a pinion gear 67b. A reduction gear unit 68 and a clutch actuator 69. The clutch 6 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 clutch 6 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 supported by the second shaft portion 12B via the clutch hub 62. The sleeve 61 is moved in the axial direction of the engine shaft J2 by the clutch actuator 69 via the fork 65, the rack gear 67a, the pinion gear 67b, and the reduction gear unit 68.

An inner tooth spline 61 a is provided on the inner peripheral surface of the sleeve 61. The sleeve 61 meshes with the external spline 62a of the clutch hub 62, and rotates integrally with the clutch hub 62 and the second shaft portion 12B. 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 clutch 6 connects the first shaft portion 12A and the second shaft portion 12B.

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. On the other hand, 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.

As shown in FIG. 2, the fork 65 sandwiches the outer peripheral surface of the sleeve 61 from the vertical direction. The fork 65 supports the sleeve 61 so as to be rotatable around the engine axis J2.

3, the fork 65 has a first surface 65a facing the one side in the axial direction (+ Y side) and a second surface 65b facing the other side in the axial direction (−Y side). A first support shaft 66A and a second support shaft 66B are fixed to the fork 65. The fork 65 is supported by the housing 8 via the first support shaft 66A and the second support shaft 66B.

The first support shaft 66A extends from the first surface 65a of the fork 65 so as to protrude to the one axial side (+ Y) side. The tip of the first support shaft 66A is inserted into a first holding hole 8ba provided in the first partition wall portion 8b of the housing 8. The diameter of the tip of the first support shaft 66A is slightly smaller than the diameter of the first holding hole 8ba. The first support shaft 66A is movable in the axial direction with respect to the first holding hole 8ba. That is, the first support shaft 66A is slidably supported by the first partition wall portion 8b.

The second support shaft 66B extends from the second surface 65b of the fork 65 so as to protrude to the other axial side (−Y) side. The tip of the second support shaft 66B is inserted into a second holding hole 8ca provided in the second partition wall portion 8c of the housing 8. The diameter of the tip of the second support shaft 66B is slightly smaller than the diameter of the second holding hole 8ca. The second support shaft 66B is movable in the axial direction with respect to the second holding hole 8ca. That is, the second support shaft 66B is slidably supported by the second partition wall portion 8c. For this reason, the fork 65 is movable in the axial direction with respect to the housing 8.

According to the present embodiment, the fork 65 is supported by the two support shafts (the first support shaft 66A and the second support shaft 66B). Further, the first support shaft 66A and the second support shaft 66B are disposed at different positions when viewed from the axial direction. Thus, when the fork 65 moves in the axial direction together with the first support shaft 66A and the second support shaft 66B to drive the sleeve 61, the fork 65 can easily maintain the posture of the fork 65 even if it receives a reaction force from the sleeve 61. As a result, the sleeve 61 can be moved smoothly.

At least a part of the first support shaft 66A is located on the radially inner side of the engine shaft J2 with respect to the generator stator 42. Further, at least a part of the second support shaft 66B is located on the radially outer side of the engine shaft J2 with respect to the engine drive gear 22.

In the motor unit 10 of the present embodiment, the axial dimension of the gear chamber 8B is reduced to the limit. As a result, the axial position of the first support shaft 66A overlaps with the axial position of the generator stator 42, and the axial position of the second support shaft 66B overlaps with the axial position of the engine drive gear 22.
Generally, the fork of the clutch is supported by a single support shaft that passes through the fork. In the present embodiment, if the fork 65 is to be supported by one support shaft, the support shaft needs to be arranged on the radially outer side of the generator stator 42, and the motor unit 10 is enlarged in the radial direction. According to the present embodiment, the fork 65 is supported by the two support shafts (the first support shaft 66A and the second support shaft 66B), so that the first support shaft 66A is positioned radially inward of the generator stator 42. The second support shaft 66B can be disposed outside the engine drive gear 22 in the radial direction. Thereby, the enlargement of the motor unit 10 can be suppressed.

The rack gear 67a is provided on the outer peripheral surface of the second support shaft 66B. That is, the rack gear 67a is fixed to the second support shaft 66B. The plurality of teeth of the rack gear 67a are arranged along the axial direction. The rack gear 67a meshes with the pinion gear 67b. The pinion gear 67b rotates about a rotation shaft extending substantially in the vertical direction. The pinion gear 67 b is rotated by the clutch actuator 69 via the reduction gear unit 68. The reduction gear unit 68 decelerates the rotation of the clutch actuator 69.

The clutch actuator 69 is a small motor. When the clutch actuator 69 is driven, the pinion gear 67b rotates through the reduction gear unit 68. The rotational motion of the pinion gear 67b is converted to a linear motion in the axial direction by being transmitted to the rack gear 67a. When the rack gear 67a moves in the axial direction, the sleeve 61 moves in the axial direction via the second support shaft 66B and the fork 65.

When the sleeve 61 moves to one side in the axial direction (+ Y side) by driving the clutch actuator 69, the internal spline 61a of the sleeve 61 is engaged with the external spline 12Ad. Thereby, the clutch 6 is switched to a connected state in which the first shaft portion 12A and the second shaft portion 12B are connected. Further, when the sleeve 61 moves to the other side (−Y side) in the axial direction by driving the clutch actuator 69, the internal spline 61a of the sleeve 61 is released from the external spline 12Ad. As a result, the clutch 6 switches to a disconnected state in which the first shaft portion 12A and the second shaft portion 12B are disconnected.

As shown in FIG. 2, the clutch actuator 69 is embedded inside the housing 8. The clutch actuator 69 overlaps with the generator 4 when viewed from the axial direction. For this reason, compared with the case where the clutch actuator 69 is provided in the exterior of the housing 8, the dimension of the motor unit 10 can be reduced in size.

As shown in FIG. 3, in this embodiment, the clutch 6 has a sleeve 61 provided with an internal spline 61a and moving along the engine shaft J2. The clutch 6 has a synchronizer ring 63 that is pressed against the connection flange portion 12Ab by the sleeve 61 to synchronize 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. That is, the clutch 6 meshes the internal spline 61a with the external spline 12Ad in the connected state, and opens the internal spline 61a from the external spline 12Ad in the disconnected state.

According to the present embodiment, since the clutch 6 has the synchronizer ring 63, the first shaft portion 12A and the second shaft portion 12B can be rotated synchronously when the first shaft portion 12A and the second shaft portion 12B are connected. it can. For this reason, it can suppress that an impact is added to 12 A of 1st shaft parts and the 2nd shaft part 12B at the time of clutch 6 connection.

According to the present embodiment, the clutch 6 separates the first shaft portion 12A and the second shaft portion 12B that are aligned on the same axis. For this reason, the clutch 6 can be reduced in size. Accordingly, the motor unit 10 can be reduced in size.
In addition, the clutch 6 of this modification is an example. Other mechanisms may be employed as the clutch. However, it is preferable that the first shaft portion 12A and the second shaft portion 12B separated from each other by the clutch 6 are arranged coaxially.

In the clutch 6 of the present embodiment, the sleeve 61 is supported on the second shaft portion 12B, and the connection flange portion 12Ab is provided on the first shaft portion 12A. However, the sleeve 61 may be supported by one of the first shaft portion 12A and the second shaft portion 12B, and the connection flange portion may be provided on the other of the first shaft portion 12A and the second shaft portion 12B.

According to the present embodiment, the engine 2, the generator 4, and the clutch 6 are arranged coaxially. For this reason, the engine drive shaft 12 has both functions of a rotating shaft and a clutch shaft of the generator 4. Thereby, the motor unit 10 can be reduced in size.

As a modification of the clutch 6, a structure that does not have a synchronizer ring may be adopted. In this case, the clutch 6 of the modified example is configured such that the sleeve is connected 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.

Next, a method for controlling the clutch 6 in the case where an operation for switching from the EV mode or the series mode to the parallel mode (that is, a connection operation) is performed while the vehicle is running will be described. That is, the control method during clutch connection operation for switching the clutch 6 from the disconnected state to the connected state in a state where the motor 1 drives the second shaft portion 12B and the engine 2 independently drives the first shaft portion 12A, respectively. To do.

The clutch 6 is controlled by the control unit 9a of the inverter unit 9. The control unit 9 a controls the motor 1 and the generator 4. Further, the control unit 9 a controls the start of the engine 2 in conjunction with the control device of the engine 2.

In the cut state, the first shaft portion 12A and the second shaft portion 12B are separated from each other. Accordingly, in the cut state, the first shaft portion 12A and the second shaft portion 12B rotate independently of each other.

First, the controller 9a uses the motor rotation sensor 33 to measure the rotational speed of the motor 1 that drives the vehicle. The control unit 9a calculates the rotation speed of the second shaft portion 12B rotated by the motor 1 from the rotation speed of the motor 1 measured by the motor rotation sensor 33 according to the reduction ratio in the transmission mechanism 5.

Next, the control unit 9a instructs the control device of the engine 2 to drive the engine 2 so that the rotational speed of the engine 2 approaches the rotational speed of the second shaft portion 12B.

Next, the control unit 9a uses the generator rotation sensor 43 to measure the rotation speed of the first shaft portion 12A driven by the engine 2. In this embodiment, the generator rotation sensor 43 is provided on the first shaft portion 12A together with the generator 4, and directly measures the rotation speed of the first shaft portion 12A. However, when the generator and the generator sensor are connected to the first shaft portion 12A via the gear mechanism, the rotational speed measured by the generator rotation sensor is a gear relative to the rotational speed of the first shaft portion 12A. Multiply by the reduction ratio of the mechanism. In this case, the control unit 9a calculates the rotation speed of the first shaft portion 12A rotated by the motor 1 from the rotation speed of the motor 1 measured by the generator rotation sensor 43 according to the reduction ratio in the gear mechanism. . That is, the control unit 9a determines the first shaft portion 12A from the rotational speed measured by the generator rotation sensor 43 based on the relationship of power transmission between the first shaft portion 12A and the generator rotation sensor 43. The number of rotations is calculated.

Next, the control unit 9a calculates the difference between the rotation speed of the first shaft portion 12A calculated from the rotation speed of the generator 4 and the rotation speed of the second shaft portion 12B calculated from the rotation speed of the motor 1. In general, it is difficult to strictly control the rotational speed of the engine 2. For this reason, the rotation speed of the first shaft portion 12A and the rotation speed of the second shaft portion 12B are unlikely to coincide with each other. That is, the difference in rotational speed between the first shaft portion 12A and the second shaft portion 12B is unlikely to be zero.

Next, the control unit 9a supplies power to the generator 4 based on the difference between the rotational speeds of the first shaft portion 12A and the second shaft portion 12B. When electric power is supplied to the generator 4, the generator 4 generates torque in the first shaft portion 12 </ b> A according to the electric power. That is, the control unit 9a causes the generator 4 to apply torque to the first shaft portion 12A. Thereby, the control part 9a makes the rotation speed of 12 A of 1st shaft parts approach the rotation speed of the 2nd shaft part 12B. Furthermore, the control unit 9a performs feedback control for adjusting the power supplied to the generator 4 until the difference between the rotation speed of the first shaft portion 12A and the rotation speed of the second shaft portion 12B is equal to or less than a predetermined threshold value. .

According to the present embodiment, the rotational speed of the first shaft portion 12A is brought close to the rotational speed of the second shaft portion 12B by driving the engine 2 and then the generator 4 is driven to drive the first shaft portion 12A. Adjust the rotation speed. The rotation speeds of the first shaft portion 12A and the second shaft portion 12B are measured by the generator rotation sensor 43 and the motor rotation sensor 33, respectively. The rotation speed of the first shaft portion 12A driven by the generator 4 can be made sufficiently close to the rotation speed of the second shaft portion 12B by feedback control. Therefore, according to the present embodiment, it is possible to suppress an impact from being applied to the first shaft portion 12A and the second shaft portion 12B when the clutch 6 is connected. Further, wear of the synchronizer ring 63 provided in the clutch 6 can be suppressed.

In the present embodiment, the first shaft portion 12A is braked (braking) by driving the generator 4, and the rotation speed of the first shaft portion 12A and the second shaft portion 12B is reduced by reducing the rotational speed of the first shaft portion 12A. The number may be adjusted. That is, in the clutch connection operation, the control unit 9a may supply power to the generator 4 to brake the rotation of the first shaft portion 12A by the generator 4, and reduce the rotation speed of the first shaft portion 12A. . In this case, the rotational speed of the first shaft portion 12A driven by the engine 2 is set higher than the rotational speed of the second shaft portion 12B in advance.

When the rotational speed of the first shaft portion 12A is controlled by the generator 4, the generator 4 applies a torque in a direction opposite to the rotation direction of the first shaft portion 12A to brake the rotation of the first shaft portion 12A. Highly accurate control is possible. Thereby, the connection operation between the first shaft portion 12A and the second shaft portion 12B can be performed more smoothly.

In the present embodiment, the first shaft portion 12A is accelerated by driving the generator 4, and the rotational speed of the first shaft portion 12A and the second shaft portion 12B is adjusted by increasing the rotational speed of the first shaft portion 12A. May be. That is, in the clutch connection operation, the control unit 9a may supply electric power to the generator 4 to accelerate the rotation of the first shaft portion 12A by the generator 4 and increase the rotation speed of the first shaft portion 12A. . In this case, the rotational speed of the first shaft portion 12A driven by the engine 2 is previously set lower than the rotational speed of the second shaft portion 12B.

When the rotational speed of the first shaft portion 12A is controlled by the generator 4, the generator 4 applies a torque in the same direction as the rotational speed of the first shaft portion 12A to accelerate the rotational speed of the first shaft portion 12A. Thus, the energy efficiency of the entire power train 3 can be increased.

(Pump part) As shown in FIG. 1, the pump part 70 is held by the first partition part 8 b of the housing 8. The pump unit 70 is provided on the engine drive shaft 12 connected to the engine 2 and is driven by the power of the engine 2. More specifically, the pump unit 70 is provided on the first shaft portion 12A of the engine drive shaft 12, and is driven by the rotation of the first shaft portion 12A. The pump unit 70 sucks up the oil O from the lower region of the accommodation space 8S, supplies the oil O to the motor 1 and the generator 4, and cools the motor 1 and the generator 4.

As shown in FIG. 3, the pump unit 70 includes a pump chamber 71, an external gear (inner rotor) 72, an internal gear (outer rotor) 73, a suction port 75, and a discharge port 76.

The pump chamber 71 is configured in a space surrounded by a pump housing recess 71a provided on the surface of the first partition wall portion 8b facing the generator chamber 8A and a lid portion 74 covering the opening of the pump housing recess 71a. . The pump chamber 71 is sealed from the outside using an O-ring (not shown). An external gear 72 and an internal gear 73 are accommodated in the pump chamber 71. The engine shaft J2 passes through the pump chamber 71. The outer shape of the pump chamber 71 is circular when viewed from the axial direction.

FIG. 4 is a cross-sectional view of the pump unit 70 in a cross section orthogonal to the engine axis J2.
The external gear 72 is fixed to the outer peripheral surface of the first shaft portion 12 </ b> A of the engine drive shaft 12. The external gear 72 rotates around the engine shaft J2 together with the first shaft portion 12A. The external gear 72 is accommodated in the pump chamber 71. The external gear 72 has a plurality of tooth portions 72b on the outer peripheral surface. The tooth profile of the tooth portion 72b of the external gear 72 is a trochoidal tooth profile.

The internal gear 73 surrounds the radial outside of the external gear 72. The internal gear 73 is an annular gear that is rotatable around a rotation axis Jt that is eccentric with respect to the engine shaft J2. The internal gear 73 is accommodated in the pump chamber 71. The internal gear 73 meshes with the external gear 72. The internal gear 73 has a plurality of tooth portions 73b on the inner peripheral surface. The tooth profile of the tooth portion 73b of the internal gear 73 is a trochoidal tooth profile.

According to this embodiment, since the tooth profile of the tooth portion 72b of the external gear 72 and the tooth profile of the tooth portion 73b of the internal gear 73 are trochoidal tooth profiles, a trochoid pump can be configured. Therefore, noise generated from the pump unit 70 can be reduced, and the pressure and amount of the oil O discharged from the pump unit 70 can be easily stabilized.

A first pump oil passage 78 and a second pump oil passage 79 are provided on the inner wall surface of the pump chamber 71, each extending in an arc shape. The first pump oil passage 78 and the second pump oil passage 79 are arranged side by side in the circumferential direction of the engine shaft J2. The first pump internal oil passage 78 and the second pump internal oil passage 79 overlap with some of the plurality of tooth portions 73 b of the internal gear 73 as viewed in the axial direction.

The first oil passage 78 in the pump is an oil passage in an arcuate groove provided on the bottom surface of the pump housing recess 71a. The first pump oil passage 78 is connected to the suction port 75. The pump unit 70 sucks the oil O from the suction port 75. The suction port 75 is connected to a suction path 92a of a second oil path 92 described later. The siphoning path 92a is a path connected to the lower region of the accommodation space 8S. Accordingly, the pump unit 70 sucks up oil from the lower region of the accommodation space 8S through the suction path 92a.

The second oil passage 79 in the pump is an oil passage in an arc-shaped groove provided in the bottom surface of the pump housing recess 71a and the facing surface of the lid portion 74 facing the bottom surface. The second pump oil passage 79 is connected to the discharge port 76. The pump unit 70 discharges the oil O from the discharge port 76. The discharge port 76 is connected to the hollow portion 12 h of the engine drive shaft 12. Therefore, the pump unit 70 supplies oil to the hollow portion 12 h of the engine drive shaft 12.

When the first shaft portion 12A of the engine drive shaft 12 rotates, the external gear 72 fixed to the first shaft portion 12A rotates around the engine shaft J2. Thereby, the internal gear 73 which meshes with the external gear 72 rotates around the rotation axis Jt. Further, the portion where the gap between the external gear 72 and the internal gear 73 is wide moves around the engine axis J2. Further, the oil O sucked into the pump chamber 71 from the suction port 75 is sent to the discharge port 76 through a gap between the external gear 72 and the internal gear 73. The oil O discharged from the discharge port 76 flows into the hollow portion 12h of the engine drive shaft 12. In this way, the pump unit 70 is driven via the engine drive shaft 12.

According to the present embodiment, the pump unit 70 is driven using the rotation of the engine drive shaft 12, and sucks the oil O from the lower region of the accommodation space 8S via the suction path 92a. For this reason, an external power supply is not required for driving the pump unit 70.

According to this embodiment, the discharge port 76 of the pump unit 70 is connected to the hollow portion 12h of the engine drive shaft 12. One end of the hollow portion 12h opens on the upper side of the motor 1. The pump unit 70 supplies the oil O sucked up from the oil reservoir P to the motor 1 through the hollow portion 12h.

According to this embodiment, since the engine drive shaft 12 rotates around the engine axis J2, centrifugal force is applied to the oil O in the hollow portion 12h. The oil O in the hollow portion 12h is scattered radially outward from the first through hole 12p and the second through hole 12q. For this reason, in this embodiment, the inside of the hollow part 12h becomes a negative pressure during the driving of the pump part 70, and the suction of the oil O by the pump part 70 is promoted. Therefore, even when the pump unit 70 is downsized, the pump unit 70 can have a sufficient suction force. According to the present embodiment, the pump unit 70 can be downsized, and as a result, the motor unit 10 can be downsized.

As shown in FIG. 1, the oil passage 90 is configured across the generator chamber 8A, the gear chamber 8B, and the motor chamber 8C. The oil path 90 is a path of the oil O that supplies the oil O from the oil reservoir P to the motor 1 and the generator 4 and guides it to the oil reservoir P again.

In the present specification, the “oil path” means a path of the oil O that circulates in the accommodation space 8S. Therefore, the “oil path” is not only a “flow path” that forms a steady oil flow in one direction in a steady manner, but also a path (for example, a reservoir) for temporarily retaining oil and the oil dripping. It is a concept that includes routes.

The oil passage 90 has a first oil passage 91 and a second oil passage 92.
The first oil passage 91 supplies oil O to the inside of the motor 1 from the lower region (oil reservoir P) of the accommodation space 8S, and cools the motor 1 from the inside.
The second oil path 92 supplies oil O to the outside of the motor 1 from the lower region (oil sump P) of the accommodation space 8S to cool the motor 1 from the outside. The second oil passage 92 supplies oil O from the lower region (oil sump P) of the accommodation space 8S to the inside of the generator 4 to cool the generator 4 from the inside.

The first oil passage 91 has a scooping path 91a and a motor supply path 91b. In addition, a reservoir 93 located in the gear chamber 8B is provided in the first oil passage 91.

The scooping path 91 a is a path for scooping up the oil O from the oil reservoir P by the rotation of the ring gear 51 and receiving the oil O in the reservoir 93. The reservoir 93 opens to the upper side, receives the oil O lifted up by the ring gear 51, and temporarily stores the oil O. In addition, when the liquid level of the oil reservoir P is high, such as immediately after the motor 1 is driven, the reservoir 93 receives the oil O that is pumped up by the engine drive gear 22 in addition to the ring gear 51. That is, the scooping path 91 a is a path for scooping up the oil O accumulated in the lower region of the accommodation space 8 </ b> S by the gears constituting the transmission mechanism 5 and storing it in the reservoir 93.
A part of the oil O that is pumped up by the rotation of the ring gear 51 is supplied to the gear tooth surface that constitutes the transmission mechanism 5. Thereby, the power transmission efficiency by the transmission mechanism 5 can be increased.

The motor supply path 91 b is a path for supplying oil O from the reservoir 93 to the inside of the motor 1. The motor supply path 91b has a shaft supply path 91ba, an in-shaft path 91bb, and an in-rotor path 91bc. The shaft supply path 91ba guides oil O from the reservoir 93 to the hollow portion 11h of the motor drive shaft 11. The in-shaft path 91bb is a path through which the oil O passes through the hollow portion 11h of the motor drive shaft 11. The in-rotor path 91bc is a path that scatters to the through hole 11p of the motor drive shaft 11 or the motor stator 32.

In the in-shaft path 91bb, centrifugal force is applied to the oil O in the hollow portion 11h as the motor drive shaft 11 rotates. Thereby, the oil O is continuously scattered radially outward from the motor drive shaft 11. As the oil O scatters, the inside of the hollow portion 11h becomes negative pressure, and the oil O accumulated in the reservoir 93 is sucked into the hollow portion 11h, and the hollow portion 11h is filled with the oil O.

The oil O that has reached the motor stator 32 removes heat from the motor stator 32. The oil O that has cooled the motor stator 32 is dropped downward and collected in the lower region of the motor chamber 8C. The oil O accumulated in the lower region of the motor chamber 8C moves to the gear chamber 8B through the second partition opening 8cb provided in the second partition portion 8c.

The second oil path 92 has a suction path 92a, a first branch path 92b, and a second branch path 92c. A pump unit 70 is provided in the second oil passage 92.

The suction path 92a is provided inside the first partition wall portion 8b. The suction path 92a extends along the vertical direction. The lower end of the suction path 92a is connected to the oil reservoir P. The upper end of the suction path 92 a is connected to the suction port 75 of the pump unit 70. That is, the suction path 92a is connected to the suction port 75 of the pump unit 70 from the lower region of the accommodation space 8S.

The first branch path 92b and the second branch path 92c branch from each other at the discharge port 76 of the pump unit 70. The first branch path 92b and the second branch path 92c pass through the interior of the hollow portion 12h of the engine drive shaft 12. The first branch path 92b is a path toward the opposite sides in the axial direction inside the hollow portion 12h.

The first branch path 92 b is a path for supplying the oil O to the motor 1 from the upper side of the motor 1. The first branch path 92b extends from the discharge port 76 toward the motor 1 in the hollow portion 12h. The first branch path 92 b extends from the discharge port 76 of the pump unit 70 to a position directly above the motor 1.

The oil O supplied to the motor 1 from the upper side of the motor 1 via the first branch path 92b cools the motor stator 32 and is dropped on the lower side, and accumulates in the lower region of the motor chamber 8C. Merges with oil O on the path 91. Further, the oil O accumulated in the lower region of the motor chamber 8C moves to the gear chamber 8B through the second partition opening 8cb provided in the second partition portion 8c.

In the first branch path 92b, a part of the oil O that passes through the hollow portion 12h is scattered from the first through hole 12p of the engine drive shaft 12 and supplied to the gear constituting the transmission mechanism 5. Thereby, the lubricity of the tooth surface of each gear of the transmission mechanism 5 can be improved, and the power transmission efficiency by the transmission mechanism 5 can be increased.

The second branch path 92 c is a path for supplying the oil O from the discharge port 76 of the pump unit 70 to the generator 4. The second branch path 92c extends from the discharge port 76 toward the generator 4 inside the hollow portion 12h. The oil O passing through the second branch path 92 c is scattered from the second through hole 12 q provided in the engine drive shaft 12 and supplied to the generator stator 42.

The oil O that has reached the generator stator 42 takes heat away from the generator stator 42. The oil O that has cooled the generator stator 42 is dropped downward and collected in the lower region of the generator chamber 8A. The oil O collected in the lower region of the generator chamber 8A moves to the gear chamber 8B through the first partition opening 8bb provided in the first partition portion 8b.

The oil O passing through the first oil passage 91 and the oil O passing through the first branch path 92b and the second branch path 92c of the second oil path 92 are all merged in the lower region of the gear chamber 8B. A pool P is formed. The oil O in the oil reservoir P is cooled by the refrigerant passing through the refrigerant flow path 8ea provided in the flow path member 8e.

According to the present embodiment, the oil passage 90 includes the first oil passage 91 that cools the motor 1 from the inside, and the second oil passage 92 that cools the motor 1 from the outside. According to this embodiment, the motor 1 can be efficiently cooled by supplying the oil O to the inside and outside of the motor 1 from a plurality of paths and cooling the motor 1.

According to the present embodiment, the pump unit 70 of the second oil passage 92 is driven by the engine 2. For this reason, a driving device such as a motor is not required for driving the motor 1 and the generator 4. As a result, according to this embodiment, the motor unit 10 can be reduced in size.
In the present embodiment, the first oil passage 91 is also not provided with an electric pump. For this reason, according to this embodiment, the oil O can be circulated in the accommodation space 8S as the whole motor unit 10 without using an electric pump.

According to the present embodiment, the first oil passage 91 includes the in-shaft passage 91bb provided in the hollow portion 11h of the motor drive shaft 11. Similarly, the second oil passage 92 includes a first branch path 92b and a second branch path 92c provided in the hollow portion 12h of the engine drive shaft 12. Thus, since a part of oil passage 90 is provided in

hollow parts

11h and 12h, external piping which constitutes an oil passage can be omitted. As a result, the motor unit 10 can be reduced in size.

In the present embodiment, the pump unit 70 provided in the second oil passage 92 is provided in the first shaft portion 12A of the engine drive shaft 12 and driven by the rotation of the first shaft portion 12A. That is, the pump unit 70 is positioned on the engine 2 side with respect to the clutch 6 in the power transmission path of the engine 2.

When the vehicle climbs a steep slope, the load on the motor 1 increases, so the temperature of the motor 1 tends to increase. Further, when the vehicle climbs up, the rotation speed of the output shaft 55 decreases, so that the ring gear 51 is not sufficiently lifted up. For this reason, the amount of oil O circulating in the first oil passage 91 is reduced. Further, when the vehicle climbs up and the clutch 6 is engaged and the power train 3 is driven in the parallel mode, the rotational speed of the engine drive shaft 12 also decreases. Accordingly, in this case, the amount of oil O drawn by the pump unit 70 is also reduced, and the amount of oil O circulating in the second oil passage 92 is also reduced. As a result, there is a possibility that the cooling of the motor 1 becomes insufficient.

According to the present embodiment, the pump unit 70 is located closer to the engine 2 than the clutch 6 in the transmission mechanism 5. Therefore, the pump unit 70 can be driven by the power of the engine 2 in a state where the clutch 6 is in the disconnected state and the power of the engine 2 is disconnected from the output shaft 55. That is, when the vehicle climbs up, the power train 3 can be driven in the series mode and the oil O can be sucked up by the pump unit 70. In the series mode, the driving of the pump unit 70 is disconnected from the output shaft 55, so that the pump unit 70 can be driven at high speed even during climbing. Therefore, a sufficient amount of oil O can be supplied from the second oil passage 92 to the motor 1 even during climbing, and the motor 1 can be sufficiently cooled.

If the power train 3 is driven in the parallel mode when the vehicle climbs up, the engine 2 cannot be driven at a high speed, and the drive efficiency of the engine is reduced. Therefore, also from the viewpoint of engine drive efficiency, it is preferable to drive the powertrain 3 in the series mode when the vehicle climbs up.

Although the embodiments and modifications of the present invention have been described above, the configurations and combinations thereof in the embodiments and modifications are examples, and additions and omissions of configurations are within the scope that does not depart from the spirit of the present invention. , Substitutions and other changes are possible. Further, the present invention is not limited by the embodiment.

DESCRIPTION OF SYMBOLS 1 ... Motor, 2 ... Engine, 4 ... Generator, 5 ... Transmission mechanism, 6 ... Clutch, 7 ... Park lock mechanism, 7a ... Park lock gear, 7b ... Park lock arm, 7c ... Park lock actuator, 8 ... Housing, 8A ... Generator room, 8B ... Gear room, 8C ... Motor room, 8S ... Housing space, 8b ... First partition part (partition part), 8c ... Second partition part (partition part), 8ea ... Refrigerant flow path, 9 ... inverter unit, 9a ... control unit, 10 ... motor unit, 11 ... motor drive shaft, 11h, 12h ... hollow part, 11p ... through hole, 12 ... engine drive shaft, 12A ... first shaft part, 12B ... second shaft Part, 12p ... first through hole, 12q ... second through hole, 12Ab ... connection flange part, 13 ... counter shaft, 21 ... motor drive gear, 22 ... engine drive gear 23 ... Counter gear, 24 ... Drive gear, 31 ... Motor rotor (rotor), 32 ... Motor stator (stator), 33 ... Motor rotation sensor, 41 ... Generator rotor, 42 ... Generator stator, 43 Rotation sensor for generator, 50 ... Differential gear, 51 ... Ring gear, 55 ... Output shaft, 61 ... Sleeve, 61a ... Internal spline, 62a, 12Ad ... External spline, 63 ... Synchronizer ring, 65 ... Fork (support) Member), 66A ... first support shaft, 66B ... second support shaft, 69 ... clutch actuator, 70 ... pump part, 75 ... suction port, 76 ... discharge port, 81 ... generator housing unit, 82 ... transmission mechanism housing unit 83 ... Motor housing part, 90 ... oil passage, 91 ... first oil passage, 91a ... pumping route, 92a ... sucking route, 91b ... MO Supply path, 92: second oil passage, 92b ... first branch path, 92c ... second branch path, 93 ... reservoir, J1 ... motor shaft, J2 ... engine shaft, O ... Oil

Claims

A motor unit connected to the engine,
A generator for generating power by the power of the engine;
A motor,
A transmission mechanism for transmitting force between the engine, the generator and the motor, and outputting power of the engine and the motor from an output shaft;
A housing provided with a housing space for housing the generator, the motor and the transmission mechanism;
Oil accumulated in a lower region of the housing space;
A pump unit provided in the transmission mechanism and driven by the power of the engine,
The accommodation space is provided with a first oil passage and a second oil passage for circulating the oil,
The first oil passage supplies the oil into the motor from a lower region of the accommodation space,
The second oil passage is
A suction path leading from the lower region of the housing space to the suction port of the pump unit;
A first branch path and a second branch path branching from each other at the discharge port of the pump unit;
The first branch path extends from the discharge port to a position directly above the motor, and supplies the oil from the upper side of the motor to the motor.
The second branch path is a motor unit that supplies the oil from the discharge port to the generator.
In the path of the first oil passage, a reservoir that is located in the accommodation space and temporarily stores the oil is provided,
The first oil passage includes a scooping path for scooping up the oil accumulated in a lower region of the accommodation space by a gear constituting the transmission mechanism and storing the oil in the reservoir, and the oil from the reservoir to the inside of the motor. The motor unit according to claim 1, further comprising: a motor supply path that supplies the motor.
The transmission mechanism has an engine drive shaft extending along the engine axis and rotated by the engine;
The engine drive shaft is a hollow shaft provided with a hollow portion therein,
The motor unit according to claim 1, wherein the first branch path and the second branch path pass through the hollow portion.
The engine drive shaft is provided with a first through hole extending radially outward of the engine shaft from the hollow portion,
The first through hole is opposed to a gear constituting the transmission mechanism in a radial direction of the engine shaft,
4. The motor unit according to claim 3, wherein a part of the oil passing through the first branch path is scattered from the first through hole and supplied to the gear.
The generator has a generator rotor fixed to the engine drive shaft, and a generator stator surrounding the generator rotor,
The engine drive shaft is provided with a second through hole extending outward from the hollow portion in the radial direction of the engine shaft,
The second through hole faces the generator stator in the radial direction of the engine shaft,
5. The motor unit according to claim 3, wherein the oil passing through the second branch path is scattered from the second through hole and supplied to the generator stator. 6.
A clutch provided in the transmission mechanism and capable of cutting a transmission path of power of the engine;
The engine drive shaft includes a first shaft portion connected to the engine and the generator, and the output shaft with respect to the first shaft portion disposed coaxially with the first shaft portion and in the path of the transmission mechanism. A second shaft portion located on the side,
The clutch selectively switches between a connection state connecting the first shaft portion and the second shaft portion and a disconnected state separating the first shaft portion and the second shaft portion,
The motor unit according to any one of claims 3 to 5, wherein the pump unit is provided in the first shaft portion and is driven by rotation of the first shaft portion.
The housing is provided with a refrigerant flow path that passes below the oil that accumulates in a lower region of the accommodation space.
The motor unit according to any one of claims 1 to 6, wherein a refrigerant that cools the oil accumulated in a lower region of the accommodation space flows in the refrigerant flow path.
The housing space of the housing is provided with a generator chamber that houses the generator, and a gear chamber that houses the transmission mechanism,
The housing has a partition wall that partitions the generator chamber and the gear chamber,
The motor unit according to any one of claims 1 to 7, wherein the pump part is held by the partition part.