WO2021044672A1

WO2021044672A1 - Hybrid automobile

Info

Publication number: WO2021044672A1
Application number: PCT/JP2020/019113
Authority: WO
Inventors: 伸二綿谷; 信頼吉川; 昭細谷
Original assignee: ツネイシＣバリューズ株式会社
Priority date: 2019-09-05
Filing date: 2020-05-13
Publication date: 2021-03-11
Also published as: JP2021037915A; PH12021550006A1

Abstract

An existing FR vehicle can be hybridized by using a hybrid automobile drive device 10 removed from a scrapped FF hybrid automobile. A final shaft 50 is provided in place of a differential mechanism for the FF vehicle and a propeller shaft 30 is coupled to the final shaft 50.

Description

Hybrid car

The present invention relates to a hybrid vehicle equipped with a running engine and a motor.

Conventionally, the so-called hybrid is configured to use the power of the engine during driving and also to generate electricity, store the generated electric power in the battery, and supply the electric power of the battery to the traveling motor as needed. Automobiles are known (see, for example, Patent Documents 1 and 2). The hybrid vehicle disclosed in

Patent Documents

1 and 2 is a front engine / front drive vehicle (FF vehicle) in which an engine and a traveling motor are mounted on the front side of the vehicle and are configured to drive the front wheels. The room is equipped with an engine and a drive unit connected to the crank shaft of the engine. The drive unit consists of an input shaft in which engine power is input from one end side, a planetary gear mechanism connected to the other end side of the input shaft, and a planetary gear mechanism connected to mainly charge the battery and drive power. It includes a first motor generator that supplies power and a second motor generator that mainly outputs power. Further, the drive device is provided with a differential mechanism for inputting power from the engine and the motor generator, and the left and right side gears constituting the differential mechanism are connected to the drive shaft connected to the left front wheel and the right front wheel, respectively. Drive shaft is connected.

Japanese Unexamined Patent Publication No. 2012-17825 International Publication No. 2013/054385 Pamphlet

By the way, a considerable number of years have passed since hybrid vehicles began to spread rapidly, and many hybrid vehicles are being scrapped. For example, in Japan, FF hybrid vehicles account for the majority, and FF vehicles are the overwhelming majority of hybrid vehicles that are scrapped.

Hybrid vehicles are equipped with hybrid equipment such as inverter control devices in addition to the planetary gear mechanism and motor generator described above, and these contain valuable resources such as rare earths. In order to save resources, there is also a method of disassembling hybrid equipment at the time of disposal, separating it by material, collecting it, and reusing it, but this has the problem of requiring a large amount of processing man-hours and costs. ..

On the other hand, according to the consideration of the present inventor, even if the body of the hybrid vehicle itself is equivalent to disposal, the life of the hybrid equipment is longer than that of the body, and the hybrid vehicle can be sufficiently used when the vehicle is scrapped. It turned out that there are many. In other words, if the hybrid vehicle drive unit can be reused as a whole instead of disassembling the hybrid vehicle drive unit and reusing it for each material, it is possible to effectively utilize resources while suppressing the processing cost. It is preferable because it can be done. As this method, in order to turn a non-hybrid vehicle into a hybrid vehicle, it is conceivable to use a drive device for a hybrid vehicle, which is even more preferable because the environmental load can be reduced.

However, when trying to use the FF hybrid vehicle drive device in a non-hybrid FF vehicle, the engine room of the FF vehicle in recent years is small, and it is necessary to secure a space for mounting a planetary gear mechanism, a motor generator, an inverter circuit, etc. Have difficulty.

Therefore, it is conceivable to use the FF hybrid vehicle drive device in a non-hybrid front-engine / rear-drive vehicle (FR vehicle) to hybridize the FR vehicle, but in this case, the drive system is significantly different. There are many issues caused by being there.

The present invention has been made in view of this point, and an object of the present invention is to utilize a drive device of a scrapped FF hybrid vehicle in a non-hybrid FR vehicle to hybridize it.

Also, when hybridizing an existing FR vehicle, the motor can be easily installed.

In order to achieve the above object, the first invention utilizes a drive device for a hybrid vehicle which is removed from a scrapped FF hybrid vehicle and has a differential mechanism accommodating portion for accommodating a differential mechanism for the FF vehicle. In the FR hybrid vehicle hybridized by the above, the engine mounted on the front part of the vehicle in a posture in which the crank shaft extends in the front-rear direction of the vehicle and the drive device for the hybrid vehicle mounted on the rear side of the vehicle. A propeller shaft arranged on the rear side of the vehicle of the hybrid vehicle drive device and extending toward the rear part of the vehicle, and a differential mechanism arranged on the rear side of the vehicle of the propeller shaft are connected to the left and right rear wheels, respectively. The left and right drive shafts are provided, a battery for storing the power generated by the hybrid vehicle drive device, and a control device for controlling the engine and the hybrid vehicle drive device. The input side shaft to which the rear end of the crank shaft of the engine is connected, the planetary gear mechanism connected to the input side shaft, the motor generator connected to the planetary gear mechanism, and the output of the engine and the motor generator. The input side shaft and the output side shaft are mounted in a posture extending in the front-rear direction of the vehicle, and the rotational force of the output side shaft is applied to the differential mechanism accommodating portion by a gear. The transmitted final shaft is provided in place of the differential mechanism so as to project toward the rear side of the vehicle, and the front side of the propeller shaft is connected to the protruding portion.

That is, in an FF hybrid vehicle, a differential mechanism for the FF vehicle is housed in a drive device for the hybrid vehicle, and the differential mechanism is provided with left and right side gears connected to the left and right front wheels. If this differential mechanism for FF vehicles is to be applied to FR vehicles as it is, since there is only one propeller shaft, the propeller shaft will be connected to only one side gear, and no load will be applied to the other side gear. Become in a state. In this state, for example, the power from the engine escapes to the other side gear, the other side gear runs idle, and the power cannot be transmitted to the one side gear.

In the present invention, a final shaft is provided in the differential mechanism accommodating portion where the differential mechanism for the FF vehicle is housed in place of the differential mechanism for the FF vehicle, and a propeller is provided at a portion of the final shaft protruding toward the rear side of the vehicle. The shafts are connected. When the rotational force of the output side shaft is transmitted to the final shaft via the gear, the propeller shaft can be rotated because there is no differential mechanism for the FF vehicle between the two shafts. As a result, the left and right rear wheels are driven via the differential mechanism for FR vehicles and the drive shaft. The engine and the drive device for the hybrid vehicle can be controlled by the control device based on information such as the remaining battery level, the vehicle speed, and the accelerator opening degree, as in the conventional case.

The second invention is arranged between the drive gear fixed to the output side shaft, the final gear fixed to the final shaft, and the drive gear and the final gear in parallel with the output side shaft. It is characterized by including a counter shaft and a counter gear fixed to the counter shaft and provided so as to mesh with the drive gear and the final gear.

According to this configuration, the rotational force of the output side shaft is transmitted to the final shaft via the drive gear, the counter gear, and the final gear in a state where the differential mechanism for the FF vehicle is omitted. The degree of freedom in setting the gear ratio is increased through the drive gear, the counter gear, and the final gear.

The third invention is characterized in that the number of teeth of the final gear and the number of teeth of the counter gear are set to be the same, or the number of teeth of the final gear is set to be smaller than the number of teeth of the counter gear.

The fourth invention is in front of a vehicle in a posture in which the crank shaft extends in the front-rear direction of the vehicle in an FR hybrid vehicle hybridized by using a hybrid vehicle drive device removed from the scrapped FF hybrid vehicle. An engine mounted on a portion, a drive device for a hybrid vehicle mounted on the rear side of the vehicle of the engine, and a propeller shaft arranged on the rear side of the vehicle of the drive device for the hybrid vehicle and extending toward the rear portion of the vehicle. , A differential mechanism arranged on the rear side of the vehicle of the propeller shaft, left and right drive shafts connected to the left and right rear wheels, a battery for storing power generated by the drive device for a hybrid vehicle, and the engine. And a control device for controlling the drive device for the hybrid vehicle, the drive device for the hybrid vehicle is connected to an input side shaft to which the rear end portion of the crank shaft of the engine is connected and the input side shaft. A planetary gear mechanism, a motor generator connected to the planetary gear mechanism, an output side shaft into which the output of the engine and the motor generator is input, and a final shaft in which the rotational force of the output side shaft is transmitted by the gear mechanism. The input side shaft, the output side shaft, and the final shaft are mounted in a posture extending in the front-rear direction of the vehicle, and the final shaft and the propeller shaft are arranged so as to be offset from each other in the vehicle width direction. Between the shaft and the propeller shaft, a first shaft to which the final shaft is connected, a second shaft to which the propeller shaft is connected, a first gear fixed to the first shaft, and the first gear. It is characterized in that a second gear fixed to the two shafts and provided so as to mesh with the first gear is provided.

That is, when the hybrid vehicle drive device removed from the FF hybrid vehicle is used vertically, the position of the final shaft of the hybrid vehicle drive device in the vehicle width direction and the position of the propeller shaft in the vehicle width direction are different. It may be different. In this case, by providing the first gear and the second gear so as to mesh with each other, it is possible to cope with the difference in the positions of the final shaft and the propeller shaft in the vehicle width direction by using the first gear and the second gear. Become.

The fifth invention is characterized in that the number of teeth of the first gear is set to be larger than the number of teeth of the second gear.

According to this configuration, the first gear and the second gear form a speed-increasing gear mechanism.

A sixth aspect of the present invention is an engine mounted on the front portion of the vehicle in a posture in which the crankshaft extends in the front-rear direction of the vehicle, a transmission disposed on the rear side of the vehicle of the engine, and the power of the engine is input. A propeller shaft arranged on the vehicle rear side of the transmission and connected to the transmission and extending toward the rear of the vehicle, a differential mechanism arranged on the vehicle rear side of the propeller shaft, and left and right rear wheels. In an FR hybrid vehicle equipped with left and right drive shafts to be connected to each other, the engine and the transmission are separately configured from the engine and the transmission, and the engine and the transmission are separated from each other. A separate housing for forming a predetermined space between the two, and a first pulley arranged in the space and fixed to the crankshaft are provided, and one side of the first pulley in the vehicle width direction is provided. A motor that generates power for traveling is provided, a second pulley is fixed to the output shaft of the motor, and a drive belt is wound around the second pulley and the first pulley, and the hybrid vehicle Is characterized by including a battery for supplying power to the motor, the engine, and a control device for controlling the motor.

According to this configuration, a separate housing is provided between the engine and the transmission for the existing FR vehicle, and the first pulley, the second pulley, the drive belt and the motor are provided to make the FR hybrid vehicle. can do. The motor may be installed on the side of the engine or transmission, increasing the degree of freedom in setting the position when the motor is installed.

The seventh invention is characterized in that the motor is attached to the separate housing.

According to this configuration, the motor can be mounted by using a separate housing for forming a predetermined space between the engine and the transmission without separately providing a member for mounting the motor.

According to the first invention, by omitting the differential mechanism for the FF vehicle and providing the final shaft, the power of the engine and the motor generator can be reliably transmitted to the propeller shaft, and the disused FF hybrid vehicle can be reliably transmitted. The drive device for hybrid vehicles removed from the above can be reused in FR vehicles.

According to the second invention, the degree of freedom in setting the gear ratio can be increased by using the drive gear, the counter gear, and the final gear arranged by utilizing the vacant space of the omitted differential mechanism, and the propeller shaft. When the final stage reduction mechanism is provided between the left and right drive shafts, the gear ratio of the entire automobile can be optimized.

According to the third invention, the gear ratio can be set appropriately.

According to the fourth invention, the difference between the position of the final shaft of the drive device for a hybrid vehicle in the vehicle width direction and the position of the propeller shaft in the vehicle width direction can be dealt with by the first gear and the second gear. The hybrid vehicle drive device removed from the scrapped FF hybrid vehicle can be reused in the FR vehicle.

According to the fifth invention, since the first gear and the second gear can form a speed-increasing gear mechanism, when a reduction mechanism of the final stage is provided between the propeller shaft and the left and right drive shafts, The gear ratio of the entire automobile can be optimized.

According to the sixth invention, a separate housing is provided between the engine and the transmission for the existing FR automobile, and the first pulley, the second pulley and the motor are provided to facilitate the installation of the motor. However, it can be an FR hybrid vehicle.

According to the seventh invention, the motor can be mounted in a predetermined position by using a separate housing.

It is a side view of the hybrid vehicle which concerns on Embodiment 1 of this invention. It is the schematic explaining the structure of the hybrid vehicle which concerns on Embodiment 1. FIG. It is a front view of the drive device for a hybrid vehicle. It is a side view of the drive device for a hybrid vehicle. FIG. 5 is a sectional view taken along line VV in FIG. It is a top view explaining the mound structure of the drive device for a hybrid vehicle. FIG. 6 is a cross-sectional view taken along the line VII-VII in FIG. It is the schematic explaining the structure of the hybrid vehicle which concerns on Embodiment 2 of this invention. It is a rear view of the intermediate gear box. FIG. 9 is a cross-sectional view taken along line XX in FIG. It is the schematic explaining the structure of the hybrid vehicle which concerns on Embodiment 3 of this invention. It is a rear view of a separate housing to which a motor is attached.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is essentially merely an example and is not intended to limit the present invention, its application or its use.

(Embodiment 1)
FIG. 1 shows a hybrid vehicle 1 according to the first embodiment of the present invention. The hybrid vehicle 1 was originally a non-hybrid vehicle that operates only with a gasoline engine or a diesel engine, but uses a hybrid vehicle drive device 10 (shown in FIG. 2 and the like) that has been removed from the scrapped FF hybrid vehicle. It is a hybrid car by doing. Although not shown, the original automobile is, for example, a so-called light truck or a light truck with a small displacement that conforms to Japanese light vehicle standards. In this embodiment, the front side of the vehicle is simply referred to as "front", the rear side of the vehicle is simply referred to as "rear", the left side of the vehicle is simply referred to as "left", and the right side of the vehicle is simply referred to as "right".

In the hybrid vehicle 1, most of the vehicle body such as the cabin 2, the loading platform 3, and the chassis 4 is diverted from the original vehicle, and most of the drive system such as the engine, the rear axle, the front wheels 5, and the rear wheels 6a is also diverted. It is composed of. In addition, the interior and exterior of the cabin 2, front and rear suspension devices, steering devices, etc. will also be diverted from the original automobile. The front-rear intermediate portion of the loading platform 3 and the chassis 4 is extended by about 1 m in order to accommodate the hybrid vehicle drive device 10 and the battery described later under the loading platform 3. Although this extension is not essential, the loading platform 3 can be expanded by extending the loading platform 3 and the chassis 4. As an extension method, for example, the loading platform 3 and the chassis 4 are cut in the middle portion in the front-rear direction of the loading platform 3 and divided into two parts in the front-rear direction, and an extension member having a length of about 1 m is arranged between the extension member and the loading platform. There is a method of joining the constituent members of the chassis 4 and the chassis 4 and the like.

Seat 7 is attached to the loading platform 3. The seat 7 has a long shape in the front-rear direction and is attached to both the left and right sides of the loading platform 3. The passenger capacity can be, for example, about 10 to 20 people. A plurality of rows of seats 7 may be provided in the front-rear direction. Further, a roof 8 covering the upper part of the seat 7 is attached to the loading platform 3. Therefore, the hybrid vehicle 1 is a passenger vehicle and can be used as, for example, a shared taxi or a shared bus. It should be noted that it is also possible to configure the loading platform 3 so that only luggage can be loaded without providing the seat 7.

(FF hybrid car)
Next, an FF hybrid vehicle equipped with the hybrid vehicle drive device 10 shown in FIG. 2 will be described. Although not shown, an FF vehicle is a front engine / front drive vehicle, which is a vehicle in which an engine and a traveling motor are mounted on the front side of the vehicle to drive the front wheels. FF hybrid vehicles are widely used in Japan, and there are multiple types of vehicles. The FF hybrid vehicle is equipped with a gasoline engine that burns gasoline to generate power, a drive device 10 for a hybrid vehicle shown in FIG. 2, a battery 11, a control device 12, and the like. The engine and the drive device 10 for a hybrid vehicle are mounted in an engine room provided on the front side of the vehicle body. The control device 12 includes a drive device 10 for a hybrid vehicle, a microcomputer for controlling an engine, and the like, and also includes an inverter circuit and the like. The control device 12 controls the hybrid vehicle drive device 10 and the engine according to a conventionally known method.

The FF hybrid vehicle drive device 10 is described in various documents including the above-mentioned

Patent Documents

1 and 2, and detailed description thereof will be omitted, but the specific configuration is as follows. That is, the hybrid vehicle drive device 10 includes a casing 20 attached to the vehicle body via mounts (not shown), an input shaft (input side shaft) 21, a planetary gear mechanism 22, and a first motor generator 23. , The second motor generator 24 and the differential mechanism accommodating portion 25 accommodating the differential mechanism for the FF vehicle are provided. The input shaft 21, the planetary gear mechanism 22, the first motor generator 23, and the second motor generator 24 are housed in the casing 20. The input shaft 21 is rotatably supported with respect to the casing 20. Further, the differential mechanism accommodating portion 25 is composed of a part of the casing 20. The first motor generator 23 and the second motor generator 24 have a rotor, a stator, and the like, and both have the functions of both an electric motor and a generator that output power for traveling. An inverter circuit that forms a part of the control device 12 is connected to the first motor generator 23 and the second motor generator 24 so that the switching element of the inverter circuit functions as either an electric motor or a generator. When functioning as an electric motor, the generated torque is controlled by the current, and the rotation speed is controlled by the frequency of the AC power supply.

The first motor generator 23 is connected to the planetary gear mechanism 22, and is controlled by the control device 12 so as to mainly supply electric power to the battery 11 and electric power for driving. On the other hand, the second motor generator 24 is controlled by the control device 12 so as to output the power for traveling mainly by the electric power supplied from the battery 11 or the electric power supplied from the first motor generator 23.

In the FF hybrid vehicle, the drive device 10 for the hybrid vehicle is mounted in the engine room so that the input shaft 21 extends in the left-right direction, and the engine also has an engine in which the crankshaft extends in the left-right direction. It is installed in the room. For example, the left end of the crankshaft of the engine is connected to the right end of the input shaft 21, whereby the power of the engine is input to the drive device 10 for a hybrid vehicle. A planetary gear mechanism 22 is connected to the other end side of the input shaft 21. Further, the drive device 10 for a hybrid vehicle also includes an output shaft (output side shaft) 28 and a drive gear 28a fixed to the output shaft 28. The output shaft 28 and the drive gear 28a are also housed in the casing 20. The output shaft 28 is rotatably supported with respect to the casing 20.

Although not shown, the planetary gear mechanism 22 is a conventionally known mechanical element having a ring gear, a sun gear, a carrier, and a pinion. The ring gear of the planetary gear mechanism 22 is connected to the output shaft 28. The sun gear is arranged in the ring gear in a state where the axis is aligned with the axis of the ring gear. The carrier is provided so as to coincide with the axes of the ring gear and the sun gear, is inserted between the ring gear and the sun gear, and is connected to the input shaft 21. The pinion is rotatably supported by the carrier and is arranged so as to mesh with the ring gear and the sun gear.

The carrier is connected to the crankshaft of the engine via the input shaft 21, and the power of the engine is input to this carrier. Further, the sun gear is connected to the first motor generator 23. Since the power of the engine is divided into the first motor generator 23 and the output shaft 28 by the planetary gear mechanism 22, the planetary gear mechanism 22 is a power dividing mechanism.

As shown in FIG. 5, the drive device 10 for a hybrid vehicle includes a counter shaft 29 arranged in parallel with the output shaft 28 and a counter gear 29a fixed to the counter shaft 29. The counter shaft 29 is arranged offset with respect to the output shaft 28, and both ends of the counter shaft 29 are rotatably supported with respect to the casing 20. The counter gear 29a is arranged so as to mesh with the drive gear 28a.

Although not shown, the differential mechanism housed in the differential mechanism accommodating portion 25 includes left and right side gears, pinion gears, and differential cases accommodating them, which are connected to the left and right front wheels via drive shafts, respectively. It is a mechanism to allow the difference in rotation of the front wheels. The differential case is provided with a ring gear that meshes with the counter gear 29a.

(FR hybrid vehicle)
FIG. 2 is a schematic view illustrating the structure of the hybrid vehicle 1 according to the first embodiment of the present invention. The hybrid vehicle 1 is a vehicle hybridized by using the drive device 10 for a hybrid vehicle removed from the scrapped FF hybrid vehicle. The hybrid vehicle 1 includes an engine E, a drive device 10 for a hybrid vehicle, a propeller shaft 30, a rear axle 40, a battery 11, and a control device 12. Of these, the engine E and the rear axle 40 are those of the original automobile. Further, as the drive device 10, the battery 11 and the control device 12 for the hybrid vehicle, those of the FF hybrid vehicle that has been scrapped are used, but if necessary, the battery 11 or the control device 12 is replaced with a new product or a rebuilt product. You may replace it. The battery 11 is for storing the electric power generated by the drive device 10 for a hybrid vehicle, and can be arranged below the seat 7. Further, the control device 12 is for controlling the engine E and the drive device 10 for a hybrid vehicle. The control device 12 can also be arranged below the loading platform 3. By extending the loading platform 3, a sufficient space for mounting the battery 11 and the control device 12 can be secured.

The engine E is mounted on the front part of the vehicle in a posture in which the crankshaft E1 extends in the front-rear direction. The hybrid vehicle 1 is provided with a throttle controller 13. The throttle controller 13 is composed of, for example, a motor, an actuator, or the like, and controls the throttle valve of the engine E. The throttle controller 13 is connected to the control device 12 and is controlled by the control device 12.

The drive device 10 for a hybrid vehicle is mounted on the rear side of the engine E so that the input shaft 21 extends in the front-rear direction. The rear end of the crankshaft E1 of the engine E is connected to the front end of the input shaft 21.

In this embodiment, the drive device 10 for a hybrid vehicle taken down from the FF vehicle is not used as it is in the FR vehicle, but the final shaft 50 is replaced with the differential mechanism used in the FF vehicle to replace the drive device 10 for the hybrid vehicle. It is provided in. That is, as described above, in the FF hybrid vehicle, the differential mechanism for the FF vehicle is housed in the hybrid vehicle drive device 10, and the differential mechanism is provided with left and right side gears connected to the left and right front wheels. Has been done. When the differential mechanism for FF vehicles is to be applied to FR vehicles as it is, since there is only one propeller shaft 30, the propeller shaft 30 is connected to only one side gear, and the load is applied to the other side gear. It will be in a state where it does not take. In this state, for example, the power from the engine E escapes to the other side gear, and the other side gear runs idle. When the other side gear runs idle, power is not transmitted to one side gear.

Therefore, in the differential mechanism accommodating portion 25, the final shaft 50, which is originally in a posture extending in the front-rear direction, is accommodated in the portion where the differential mechanism is accommodating. The final shaft 50 is rotatably supported by a wall portion constituting the differential mechanism accommodating portion 25 via a bearing or the like. As shown in FIG. 3, the final gear 50a is fixed to the final shaft 50. The final shaft 50, the counter shaft 29, and the output shaft 28 are arranged in parallel with each other, and all of them are in a posture of extending in the front-rear direction. The output shaft 28 is located near the center in the vehicle width direction, while the final shaft 50 is located on the right side. That is, the output shaft 28 and the final shaft 50 are arranged so as to be offset from each other in the vehicle width direction.

Further, as shown in FIG. 5, the counter shaft 29 is arranged between the drive gear 28a and the final gear 50a. The counter gear 29a is provided so as to mesh with the drive gear 28a and the final gear 50a.

The gear mechanism G is composed of an output shaft 28, a drive gear 28a, a counter shaft 29, a counter gear 29a, a final shaft 50, and a final gear 50a. The rotational force of the output shaft 28 is transmitted to the final shaft 50 by the drive gear 28a, the counter gear 29a, and the final gear 50a. The gear ratio can be set by the number of teeth of the drive gear 28a, the counter gear 29a, and the final gear 50a. In this embodiment, the deceleration is performed so that the rotation speed of the final gear 50a is slower than the rotation speed of the drive gear 28a. It is said to be the gear ratio of. The gear ratio may be a constant speed gear ratio or a speed increasing gear ratio. Further, the number of teeth of the final gear 50a and the number of teeth of the counter gear 29a may be the same, or the number of teeth of the final gear 50a may be set to be smaller than the number of teeth of the counter gear 29a.

As shown in FIGS. 3 and 4, the rear end portion 50b of the final shaft 50 is provided so as to project rearward from the differential mechanism accommodating portion 25. The front side of the propeller shaft 30 is connected to the rear end portion 50b of the final shaft 50. The propeller shaft 30 is arranged on the rear side of the hybrid vehicle drive device 10 and extends toward the rear of the vehicle. Since the final shaft 50 is arranged on the right side, the front side of the propeller shaft 30 is also located on the right side toward the center in the vehicle width direction, and is connected to the rear end portion 50b of the final shaft 50 via the universal joint 30a. Has been done. The rear side of the propeller shaft 30 is located at the center in the vehicle width direction.

The rear axle 40 is arranged on the rear side of the propeller shaft 30 and includes an axle casing 41, a differential mechanism 42, and left and

right drive shafts

43 and 43. The axle casing 41 has a long shape in the left-right direction, and is supported by the chassis 4 (shown in FIG. 1) by a spring, a shock absorber, or the like (not shown). The differential mechanism 42 is housed in the central portion of the axle casing 41 in the left-right direction, but the differential mechanism 42 may be housed in a portion closer to the left side or the right side.

The differential mechanism 42 is for FR, which has been well known in the past, and has a differential case 42a, left and right side gears 42b and 42b, and a plurality of pinion gears 42c and 42c. The side gear 42b and the pinion gear 42c are housed in the differential case 42a. The pinion gears 42c and 42c are arranged between the left and right side gears 42b and 42b, mesh with both side gears 42b and 42b, and are rotatably supported by the differential case 42a.

The right end of the left drive shaft 43 is fixed to the left side gear 42b. The drive shaft 43 on the left side is arranged so as to extend in the axle casing 41 toward the left side. The left rear wheel 6a is connected to the left end of the left drive shaft 43. Further, the left end portion of the right drive shaft 43 is fixed to the right side gear 42b. The drive shaft 43 on the right side is arranged so as to extend in the axle casing 41 toward the right side. The right rear wheel 6b is connected to the right end of the right drive shaft 43.

The ring gear 42d is fixed to the differential case 42a. An input shaft 45 is rotatably provided at the center of the rear axle 40 in the vehicle width direction. The front end of the input shaft 45 projects from the rear axle 40 toward the front side, and the rear side of the propeller shaft 30 is connected to the front end of the input shaft 45 via a universal joint 30b. A gear 45a that meshes with the ring gear 42d is fixed to the rear end of the input shaft 45. The relationship between the number of teeth of the ring gear 42d and the gear 45a is set to be decelerated.

(Mount structure of drive device 10 for hybrid vehicles)
6 and 7 are views showing an example of a mount structure of the drive device 10 for a hybrid vehicle. The chassis 4 includes a left side frame 4A, a right side frame 4B, an upper cross member 4C, and a lower cross member 4D. The left side frame 4A extends in the front-rear direction at the lower left side of the vehicle body, and the right side frame 4B extends in the front-rear direction at the lower right side of the vehicle body. The upper cross member 4C extends in the left-right direction above the left side frame 4A and the right side frame 4B. The lower cross member 4D is arranged in front of the upper cross member 4C and extends in the left-right direction below the upper cross member 4C. The left and right ends of the lower cross member 4D are fixed to the left side frame 4A and the right side frame 4B, respectively. The lower cross member 4D is formed so that the intermediate portion in the left-right direction is located below the left and right end portions.

The front portion of the casing 20 of the hybrid vehicle drive device 10 is located directly above the intermediate portion in the left-right direction of the lower cross member 4D. The left side mounting member 4E and the right side mounting member 4F are provided on the upper surface of the lower cross member 4D in the middle portion in the left-right direction at intervals in the left-right direction. The front side portion of the casing 20 of the drive device 10 for a hybrid vehicle is attached to the upper part of the left side mount member 4E and the right side mount member 4F.

Further, the rear portion of the casing 20 of the hybrid vehicle drive device 10 is located directly below the intermediate portion in the left-right direction of the upper cross member 4C. An upper mount member 4G is provided on the lower surface of the upper cross member 4C in the middle portion in the left-right direction. A rear portion of the casing 20 of the hybrid vehicle drive device 10 is attached to the lower portion of the upper mount member 4G. The left side mount member 4E, the right side mount member 4F, and the upper side mount member 4G are provided with a vibration-proof member made of an elastic material such as rubber.

(Control of hybrid vehicles)
The control of the hybrid vehicle 1 can be basically performed based on a conventionally known method. That is, the hybrid vehicle 1 is provided with various sensors 14, and the various sensors 14 include, for example, an accelerator opening sensor, a shift position sensor, a vehicle speed sensor, a motor rotation speed sensor, a battery remaining amount sensor, a water temperature sensor, and a brake. Sensors etc. are included. The control device 12 controls engine operation, stop switching, engine output control, control of the first motor generator 23 and the second motor generator 24, and the like based on input signals from various sensors 14. For example, when the remaining amount of the battery 11 is sufficient, electric power is supplied to the second motor generator 24 to generate a driving force, and when the remaining amount of the battery 11 is low, the engine output is increased to drive the second motor generator 24. Each part is controlled so as to secure the power and generate electric power by the first motor generator 23. Further, when the brake sensor detects that the brake is being depressed, the first motor generator 23 can generate electric power and store the electric power in the battery 11. These control contents are examples, and the same control as that of a conventional hybrid vehicle can be performed.

(Manufacturing procedure for FR hybrid vehicles)
Next, the manufacturing procedure of the FR hybrid vehicle 1 will be described. First, a non-hybrid FR vehicle (base vehicle) is prepared. The body of this base car is extended and the transmission of the base car is removed. Further, the drive device 10 for the hybrid vehicle, the battery 11, the control device 12, and the like are removed from the scrapped FF hybrid vehicle. The casing 20 of the drive device 10 for a hybrid vehicle is disassembled, the differential mechanism housed in the differential mechanism accommodating portion 25 is removed, and then the final shaft 50 is attached.

After that, the drive device 10, the battery 11, the control device 12, and the like for the hybrid vehicle to which the final shaft 50 is attached are attached to the base vehicle. At this time, the length of the propeller shaft 30 may be adjusted as necessary. As described above, the FR hybrid vehicle 1 can be obtained.

(Action and effect of the embodiment)
As described above, according to the first embodiment, the final shaft 50 is provided in the differential mechanism accommodating portion 25 in which the differential mechanism of the FF hybrid vehicle is accommodated in place of the differential mechanism, and the final shaft 50 is provided with the final shaft 50. The propeller shaft 30 is connected to the rear end portion 50a. As a result, when the rotational force of the output shaft 28 is transmitted to the final shaft 50 via the gear mechanism G, the propeller shaft 30 can be rotated because there is no differential mechanism between them, and the left and right

rear wheels

6a , 6b can be driven. Therefore, the drive device 10 for a hybrid vehicle removed from the scrapped FF hybrid vehicle can be reused in the existing FR vehicle.

(Embodiment 2)
FIG. 8 is a schematic view illustrating the structure of the hybrid vehicle according to the second embodiment of the present invention. The second embodiment is different from that of the first embodiment in that a speed-increasing gear mechanism 33 is provided between the drive device 10 for a hybrid vehicle and the rear axle 40. In the second embodiment, the side gear of the FF differential may be fixed by welding or the like. Hereinafter, the same parts as those in the first embodiment are designated by the same reference numerals, the description thereof will be omitted, and the different parts will be described in detail.

The input shaft 45 of the rear axle 40 is located near the central portion in the vehicle width direction, whereas the final shaft 50 of the hybrid vehicle drive device 10 is located from the right side. As shown in FIG. 2 of the first aspect, the propeller shaft 30 is inclined with respect to the center line in the front-rear direction of the vehicle body in a plan view. Since it is generally not preferable that this inclination angle becomes large, in the second embodiment shown in FIG. 8, the speed-increasing gear mechanism 33 is used, and the propeller shaft is divided into two parts, a front propeller shaft 31 and a rear propeller shaft 32. Therefore, the inclination angles of both

propeller shafts

31 and 32 are reduced. The rear propeller shaft 32 and the final shaft 50 are offset from each other in the vehicle width direction.

Specifically, as shown in FIG. 10, the speed-increasing gear mechanism 33 includes a gear case 34, a drive shaft (first shaft) 35, and a driven shaft (second shaft) 36. As shown in FIG. 8, the drive shaft 35 is arranged on the right side of the vehicle body, and in the second embodiment, the drive shaft 35 is located substantially concentrically with the final shaft 50 of the hybrid vehicle drive device 10 and extends in the front-rear direction. There is. As shown in FIG. 10, both front and rear sides of the drive shaft 35 are rotatably supported with respect to the gear case 34. The front side of the drive shaft 35 projects forward from the front wall portion of the gear case 34, and the front end portion of the drive shaft 35 is connected to the rear end portion of the front propeller shaft 31 via a universal joint 31b as shown in FIG. There is. The front end portion of the front propeller shaft 31 is connected to the rear end portion of the final shaft 50 of the hybrid vehicle drive device 10 via a universal joint 31a.

On the other hand, the driven shaft 36 is arranged at the center in the width direction of the vehicle body, is located substantially concentric with the input shaft 45 of the rear axle 40, and extends in the front-rear direction. As shown in FIG. 10, both front and rear sides of the driven shaft 36 are rotatably supported with respect to the gear case 34. The rear side of the driven shaft 36 projects rearward from the rear wall portion of the gear case 34, and as shown in FIG. 8, the rear end portion of the driven shaft 36 is connected to the front end portion of the rear propeller shaft 32 via the universal joint 32a. It is connected. The rear end of the rear propeller shaft 32 is connected to the front end of the input shaft 45 of the rear axle 40 via a universal joint 32b.

The drive side gear (first gear) 35a is fixed to the drive shaft 35, and the driven side gear (second gear) 36a is fixed to the driven shaft 36. The diameters and the number of teeth of both

gears

35a and 36a are set so that the drive side gear 35a and the driven side gear 36a mesh with each other. Since the speed-increasing gear mechanism 33 is used, the number of teeth of the drive-side gear 35a is set to be larger than the number of teeth of the driven-side gear 36a. Any speed increase ratio can be set by setting the number of teeth of both

gears

35a and 36a.

That is, when the hybrid vehicle drive device 10 removed from the FF hybrid vehicle is used vertically, the position of the final shaft 50 of the hybrid vehicle drive device 10 in the vehicle width direction and the input shaft 45 of the rear axle 40 are used. The position in the vehicle width direction may be different. In this case, the drive shaft 35 and the driven shaft 36 are offset in the vehicle width direction, and the drive side gear 35a and the driven side gear 36a are provided so as to mesh with each other so that the drive side gear 35a and the driven side gear 36a are provided. It is possible to cope with the difference in the positions of the input shaft 45 of the final shaft 50 and the rear axle 40 in the vehicle width direction by utilizing the above. As a result, the drive device 10 for the hybrid vehicle removed from the scrapped FF hybrid vehicle can be reused in the existing FR vehicle.

(Embodiment 3)
FIG. 11 is a schematic view illustrating the structure of the hybrid vehicle according to the third embodiment of the present invention. In the third embodiment, the power of the motor 400 can be input to the transmission 200 by providing a separate housing 300 between the engine E and the transmission 200. Hereinafter, the same parts as those in the first embodiment are designated by the same reference numerals, the description thereof will be omitted, and the different parts will be described in detail.

In the third embodiment, the engine E is mounted on the front portion of the vehicle in a posture in which the crankshaft E1 extends in the front-rear direction. On the rear side of the engine E, a transmission 200 into which the power of the engine E is input is provided. The rear end of the crankshaft E1 of the engine E is connected to the clutch mechanism 201. The clutch mechanism 201 is interposed between the crankshaft E1 and the transmission 200. The transmission 200 is a manual transmission, an automatic transmission, or the like conventionally mounted on an FR vehicle. On the rear side of the transmission 200, a propeller shaft 30 that is connected to the output shaft 200a of the transmission 200 and extends toward the rear of the vehicle is provided. The front end of the propeller shaft 30 is connected to the rear end of the output shaft 200a of the transmission 200 via a universal joint 30a. On the rear side of the propeller shaft 30, a rear axle 40 configured in the same manner as in the first embodiment is arranged. The rear end of the propeller shaft 30 is connected to the front end of the input shaft 45 of the rear axle 40 via a universal joint 30b.

A separate housing is formed between the engine E and the transmission 200 separately from the engine E and the transmission 200, and a predetermined space is formed between the engine E and the transmission 200. A 300 and a first pulley 301 arranged in the space and fixed to the crankshaft E1 are provided.

A motor 400 that generates power for traveling is provided on the right side of the first pulley 301 on one side in the vehicle width direction. The motor 400 is attached to the separate housing 300. The output shaft 400a of the motor 400 is arranged so as to extend in the front-rear direction. A second pulley 302 is fixed to the front end of the output shaft 400a. A drive belt 303 is wound around the second pulley 302 and the first pulley 301.

Further, the third embodiment includes a battery 11 for supplying electric power to the motor 400, a control device 12 for controlling the engine E and the motor 400, and various sensors 14 similar to the first embodiment. The motor 400 is controlled by the control device 12 and generates rotational force by the electric power supplied from the battery 11. For example, while driving the engine E, it is possible to supply electric power to the motor 400 to assist the engine E with the motor 400, or to supply electric power to the motor 400 to start the engine E.

According to the third embodiment, a separate housing 300 is provided between the engine E and the transmission 200 for the existing FR automobile, and the first pulley 301, the second pulley 302, the drive belt 303, and the motor 400 are provided. By providing it, it can be made into an FR hybrid vehicle. The motor 400 may be installed on the side of the engine E or the transmission 200, and the degree of freedom in setting the position at the time of installation is increased. Further, the transmission 200 is retracted by forming the above space, but the propeller shaft 30 may be shortened so as to correspond to the amount of displacement of the transmission 200. It can also be regenerated by the motor 400 if necessary. In this case, the motor 400 can be configured by a motor generator.

The above embodiment is merely an example in all respects and should not be construed in a limited way. Furthermore, all modifications and modifications that fall within the equivalent scope of the claims are within the scope of the present invention.

As described above, the present invention can be used, for example, when manufacturing an FR hybrid vehicle by using a drive device for a hybrid vehicle removed from a scrapped FF hybrid vehicle.

1 Hybrid vehicle 10 Hybrid vehicle drive device 11 Battery 12 Control device 21 Input shaft (input side shaft)
22 Planetary gear mechanism 23 1st motor generator 24 2nd motor generator 25 Differential mechanism accommodating part 28 Output shaft (output side shaft)
28a Drive gear 29 Counter shaft 29a Counter gear 30 Propeller shaft 33 Acceleration gear mechanism 35 Drive shaft (first shaft)
35a Drive side gear (1st gear)
36 Driven shaft (second shaft)
36a Driven side gear (second gear)
42 Differential mechanism 43 Drive shaft 50 Final shaft 50a Final gear 300 Separate housing 301 1st pulley 302 2nd pulley 303 Drive belt 400 Motor E Engine E1 Crankshaft G Gear mechanism

Claims

In a FR hybrid vehicle that has been removed from a scrapped FF hybrid vehicle and hybridized by using a hybrid vehicle drive that has a differential mechanism housing that accommodates a differential mechanism for the FF vehicle.
The engine mounted on the front of the vehicle with the crankshaft extending in the front-rear direction of the vehicle,
The hybrid vehicle drive device mounted on the vehicle rear side of the engine and
A propeller shaft that is disposed on the rear side of the vehicle of the hybrid vehicle drive device and extends toward the rear of the vehicle.
A differential mechanism arranged on the rear side of the propeller shaft and
The left and right drive shafts that are connected to the left and right rear wheels, respectively,
A battery that stores the electric power generated by the hybrid vehicle drive device, and
A control device for controlling the engine and the drive device for the hybrid vehicle is provided.
The drive device for a hybrid vehicle includes an input side shaft to which the rear end of the crankshaft of the engine is connected, a planetary gear mechanism connected to the input side shaft, and a motor generator connected to the planetary gear mechanism. The engine and the output side shaft to which the output of the motor generator is input are provided, and the input side shaft and the output side shaft are mounted in a posture extending in the front-rear direction of the vehicle.
The final shaft in which the rotational force of the output side shaft is transmitted by a gear is provided in the differential mechanism accommodating portion in place of the differential mechanism so as to project toward the rear side of the vehicle. A hybrid vehicle characterized in that the vehicle front side of the propeller shaft is connected.
In the hybrid vehicle according to claim 1,
A drive gear fixed to the output side shaft, a final gear fixed to the final shaft, a counter shaft arranged in parallel with the output side shaft between the drive gear and the final gear, and the counter. A hybrid vehicle characterized by having a counter gear fixed to a shaft and provided so as to mesh with the drive gear and the final gear.
In the hybrid vehicle according to claim 2.
A hybrid vehicle characterized in that the number of teeth of the final gear and the number of teeth of the counter gear are the same, or the number of teeth of the final gear is set to be smaller than the number of teeth of the counter gear.
In a FR hybrid vehicle hybridized by utilizing a hybrid vehicle drive that has been removed from a scrapped FF hybrid vehicle
The engine mounted on the front of the vehicle with the crankshaft extending in the front-rear direction of the vehicle,
The hybrid vehicle drive device mounted on the vehicle rear side of the engine and
A propeller shaft that is disposed on the rear side of the vehicle of the hybrid vehicle drive device and extends toward the rear of the vehicle.
A differential mechanism arranged on the rear side of the propeller shaft and
The left and right drive shafts that are connected to the left and right rear wheels, respectively,
A battery that stores the electric power generated by the hybrid vehicle drive device, and
A control device for controlling the engine and the drive device for the hybrid vehicle is provided.
The drive device for a hybrid vehicle includes an input side shaft to which the rear end of the crankshaft of the engine is connected, a planetary gear mechanism connected to the input side shaft, and a motor generator connected to the planetary gear mechanism. An output-side shaft into which the outputs of the engine and the motor generator are input, and a final shaft in which the rotational force of the output-side shaft is transmitted by a gear mechanism, and the input-side shaft, the output-side shaft, and the final The shaft is mounted in a posture that extends in the front-rear direction of the vehicle,
The final shaft and the propeller shaft are arranged so as to be offset from each other in the vehicle width direction.
Between the final shaft and the propeller shaft, a first shaft to which the final shaft is connected, a second shaft to which the propeller shaft is connected, and a first gear fixed to the first shaft, A hybrid vehicle characterized in that a second gear fixed to the second shaft and provided so as to mesh with the first gear is provided.
In the hybrid vehicle according to claim 4,
A hybrid vehicle characterized in that the number of teeth of the first gear is set to be larger than the number of teeth of the second gear.
The engine mounted on the front of the vehicle with the crankshaft extending in the front-rear direction of the vehicle,
A transmission located on the rear side of the vehicle of the engine and to which the power of the engine is input.
A propeller shaft that is disposed on the rear side of the vehicle, is connected to the transmission, and extends toward the rear of the vehicle.
A differential mechanism arranged on the rear side of the propeller shaft and
In an FR hybrid vehicle equipped with left and right drive shafts connected to the left and right rear wheels, respectively.
Between the engine and the transmission, a separate housing that is configured separately from the engine and the transmission and for forming a predetermined space between the engine and the transmission, and the space. A first pulley arranged inside and fixed to the crankshaft is provided.
A motor that generates power for traveling is provided on one side of the first pulley in the vehicle width direction.
A second pulley is fixed to the output shaft of the motor, and a drive belt is wound around the second pulley and the first pulley.
The hybrid vehicle is characterized by including a battery for supplying electric power to the motor, the engine, and a control device for controlling the motor.
In the hybrid vehicle according to claim 6,
The motor is a hybrid vehicle characterized in that it is attached to the separate housing.