WO2022244164A1 - 駆動ユニット - Google Patents

駆動ユニット Download PDF

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Publication number
WO2022244164A1
WO2022244164A1 PCT/JP2021/019058 JP2021019058W WO2022244164A1 WO 2022244164 A1 WO2022244164 A1 WO 2022244164A1 JP 2021019058 W JP2021019058 W JP 2021019058W WO 2022244164 A1 WO2022244164 A1 WO 2022244164A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric motor
vehicle body
rotating shaft
drive unit
rotation axis
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2021/019058
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
守 横田
洋二 岡野
勇樹 塚越
和宏 早川
拓真 城ノ戸
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to PCT/JP2021/019058 priority Critical patent/WO2022244164A1/ja
Priority to EP21940026.4A priority patent/EP4342705B1/en
Priority to JP2023522100A priority patent/JP7552891B2/ja
Priority to CN202180098054.4A priority patent/CN117279795B/zh
Priority to US18/561,622 priority patent/US12558951B2/en
Publication of WO2022244164A1 publication Critical patent/WO2022244164A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/065—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with a plurality of driving or driven shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
    • F16H2057/0012—Vibration-damping or noise reducing means specially adapted for gearings for reducing drive line oscillations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • F16H2057/02052—Axle units; Transfer casings for four wheel drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/035—Gearboxes for gearing with endless flexible members
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to drive units for series hybrid vehicles.
  • JP2017-216804A there is provided a driving device for a vehicle, which is fastened to an engine, having a generator fastened to a transmission and having a first housing, and a driving machine fastened to the transmission and having a second housing.
  • a driving device where the generator and the driving machine are housed in separate housings, the two housings will vibrate independently, and the bending and twisting of the generator and the driving machine will increase the vibration. There's a problem. There is also a problem that resonance is likely to occur due to the proximity of the two vibration sources.
  • the above document connects the first housing and the second housing with a connecting member.
  • the driving device disclosed in the above document only couples parts of the first housing and the second housing, which respectively vibrate independently, and therefore the effect of suppressing vibration is limited.
  • an object of the present invention is to provide a drive unit with a further improved vibration suppression effect.
  • a first electric motor for driving a speed reduction mechanism for transmitting rotational torque of the first electric motor to driving wheels
  • a second electric motor for generating power by being driven by an internal combustion engine
  • an internal combustion engine an internal combustion engine
  • a drive unit has an electric unit that includes a speed increasing mechanism that transmits rotational torque of the engine to a second electric motor.
  • the first electric motor, the speed reduction mechanism, the second electric motor, and the speed increase mechanism are accommodated in one housing.
  • the first electric motor and the second electric motor are arranged in the longitudinal direction of the vehicle body with their rotating shafts parallel to each other, and the reduction mechanism and the speed increasing mechanism are arranged in the longitudinal direction of the vehicle body.
  • the electric unit and the internal combustion engine are connected side by side in the lateral direction of the vehicle body. They are located on the front side and the rear side in the longitudinal direction of the vehicle body across the crankshaft rotation axis, which is the rotation axis of the crankshaft.
  • FIG. 1 is a schematic configuration diagram of a drive unit mounted on a vehicle and viewed from above the vehicle body.
  • FIG. 2 is an exploded perspective view of an electric unit included in the drive unit.
  • 3 is a side view of the electric unit viewed from the direction of arrow III in FIG. 2.
  • FIG. 1 is a schematic configuration diagram of a drive unit mounted on a vehicle and viewed from above the vehicle body.
  • FIG. 2 is an exploded perspective view of an electric unit included in the drive unit.
  • 3 is a side view of the electric unit viewed from the direction of arrow III in FIG. 2.
  • FIG. 1 is a schematic configuration diagram of a drive unit mounted on a vehicle and viewed from above the vehicle body.
  • FIG. 2 is an exploded perspective view of an electric unit included in the drive unit.
  • 3 is a side view of the electric unit viewed from the direction of arrow III in FIG. 2.
  • FIG. 1 is a schematic configuration diagram of a drive unit mounted on a vehicle and viewed from above the vehicle
  • FIG. 1 is a schematic configuration diagram of a drive unit 100 according to the present embodiment as viewed from above the vehicle body in a vehicle-mounted state.
  • FIG. 2 is an exploded perspective view of an electric unit 100a included in the drive unit 100.
  • FIG. FIG. 3 is a side view of the electric unit 100a viewed from the direction of arrow III in FIG.
  • the drive unit 100 includes the internal combustion engine 1 and an electric unit 100a, which will be described later.
  • the internal combustion engine 1 is arranged such that the crankshaft 1a is aligned with the lateral direction of the vehicle body.
  • the electric unit 100a is arranged side by side with the internal combustion engine 1 in the lateral direction of the vehicle body.
  • the internal combustion engine 1 and the electric unit 100a are fastened with bolts or the like.
  • An accessory component 6 is attached to the internal combustion engine 1 .
  • the auxiliary machine part 6 is, for example, an oil cooler, a compressor for an air conditioner, or the like.
  • the fastened internal combustion engine 1 and the electric unit 100a are supported on the vehicle body by pendulum type mounts 2a and 2b from the lateral direction of the vehicle body.
  • the respective support portions of the mounts 2a and 2b are 3a and 3b.
  • a torque rod (not shown) that supports the drive unit 100 from the longitudinal direction of the vehicle body may be provided.
  • a housing H of the electric unit 100a is composed of an outer housing 10, a gear cover 11 attached to one end of the outer housing 10, and a rear cover 12 attached to the other end of the outer housing 10.
  • the outer housing 10 includes a first cylindrical portion (not shown) in which the drive motor 15 is accommodated, and a second cylindrical portion (not shown) in which the generator motor 17 is accommodated.
  • the first cylindrical portion and the second cylindrical portion are each formed in a cylindrical shape, and are provided in the outer housing 10 so that their axes are aligned parallel to each other.
  • a driving motor 15 as a first electric motor is accommodated in the first cylindrical portion through an inner housing 14, and a generator motor 17 as a second electric motor is accommodated in the second cylindrical portion through an inner housing 16. be done.
  • the drive motor 15 and the generator motor 17 are compared, the drive motor 15 requiring a larger output is heavier than the generator motor 17 .
  • the drive motor 15 includes a rotor 15 a rotatably supported by the rear cover 12 and a stator (not shown) fixed inside the inner housing 14 .
  • the generator motor 17 includes a rotor 17 a rotatably supported by the rear cover 12 and a stator (not shown) fixed inside the inner housing 16 .
  • An inverter 13 is mounted on the upper portion of the outer housing 10 .
  • the inverter 13 includes a first power module 40 and a second power module 41 that form an inverter circuit.
  • the upper portion is a portion above a plane including the first rotating shaft 15b that is the rotating shaft of the driving motor 15 and the second rotating shaft 17b that is the rotating shaft of the generator motor 17.
  • the electric unit 100a is mounted on the vehicle in a state in which a plane P including the first rotation shaft 15b and the second rotation shaft 17b is tilted with respect to the horizontal direction, as shown in FIG. 3 which will be described later. More specifically, the electric unit 100a is mounted on the vehicle in a state in which the drive motor 15 is at a higher position than the generator motor 17. As shown in FIG.
  • the deceleration mechanism 18 is composed of three gears, decelerates the rotation of the rotating shaft 15b of the drive motor 15, and transmits it to the drive wheels (not shown).
  • the output shaft 5 of the speed reduction mechanism 18 and the driving wheels are connected via a drive shaft (not shown).
  • the output shaft 5 is oriented perpendicularly to the traveling direction of the vehicle.
  • the rotation shafts of the gears of the speed reduction mechanism 18 and the first rotation shaft 15 b for inputting rotation to the speed reduction mechanism 18 are parallel to the output shaft 5 .
  • a second rotating shaft 17 b parallel to the first rotating shaft 15 b is also parallel to the output shaft 5 .
  • the crankshaft 1a of the internal combustion engine 1, which is connected to the second rotating shaft 17b via the speed increasing mechanism 19, is also parallel to the output shaft 5. As shown in FIG.
  • the speed increasing mechanism 19 speeds up the rotation of the crankshaft 1 a of the internal combustion engine 1 and transmits it to the generator motor 17 .
  • the speed increasing mechanism 19 is exemplified by a sprocket and chain mechanism as shown in FIG. 3, but it may be a mechanism constituted by two gears.
  • the speed reduction mechanism 18 composed of three gears is faster than the speed increase mechanism 19 composed of two sprockets and a chain or two gears. too heavy.
  • the four elements of the drive motor 15, the speed increasing mechanism 19, the power generating motor 17 and the speed reducing mechanism 18 are accommodated in one housing H. Further, an inverter 13 is mounted on the housing H. As shown in FIG.
  • the crankshaft rotation axis 1b is parallel to the mount connection line Amt that connects the support portions 3a and 3b of both mounts 2a and 2b, and is on the vertical plane S that includes the mount connection line Amt as shown in FIG.
  • the mount connection Amt is also parallel to the output shaft 5 of the speed reduction mechanism 18 .
  • the first rotating shaft 15b and the second rotating shaft 17b are positioned on the front side and the rear side in the longitudinal direction of the vehicle body with the rotating shaft (also referred to as the crankshaft rotating shaft) 1b of the crankshaft 1a interposed therebetween. .
  • the drive motor 15 is arranged behind the crankshaft rotation axis 1b, and the generator motor 17 is arranged ahead of the crankshaft rotation axis 1b. Accordingly, the reduction mechanism 18 is arranged behind the crankshaft rotation axis 1b, and the speed-up mechanism 19 is arranged ahead of the crankshaft rotation axis 1b. As described above, the drive motor 15 is heavier than the generator motor 17 and the reduction mechanism 18 is heavier than the speed increase mechanism 19 . Therefore, the position of the center of gravity of the electric unit 100a is behind the crankshaft rotation axis 1b.
  • the accessory component 6 is arranged forward of the crankshaft rotation axis 1b so that the center of gravity of the drive unit 100 is located on the mount connection Amt when viewed from above the vehicle body. Thereby, vibration can be suppressed.
  • Which of the oil cooler, air-conditioning compressor, etc. is to be used as the auxiliary component 6 is determined based on the weight difference between the drive motor 15 and the generator motor 17, the weight difference between the reduction mechanism 18 and the speed increase mechanism 19, and the like. Decide accordingly.
  • FIG. 3 is a view of the housing H of the electric unit 100a viewed from the direction along the arrow III in FIG. 2 (that is, the lateral direction of the vehicle body).
  • crankshaft rotation axis 1b is located on the motor connection line Amg passing through the first rotation axis 15b and the second rotation axis 17b, and at the midpoint between the first rotation axis 15b and the second rotation axis 17b. Moreover, it is desirable that the motor connection Amg is inclined at 45° with respect to the horizontal plane.
  • the drive motor 15 and the generator motor 17 By arranging the drive motor 15 and the generator motor 17 obliquely with respect to the horizontal plane in this way, it is possible to reduce the size of the drive unit 100 in the front-rear direction.
  • the reason why the inclination is preferably 45° is that it is possible to reduce both the longitudinal dimension and the vertical dimension of the drive unit 100 . That is, if the inclination is larger than 45°, the dimension in the front-rear direction can be further suppressed, but the dimension in the vertical direction becomes larger than in the case of 45°, and if the inclination is smaller than 45°, the dimension in the vertical direction can be further suppressed. However, the dimension in the longitudinal direction becomes larger than in the case of 45°. On the other hand, if the inclination is 45°, both the size in the front-rear direction and the size in the vertical direction can be suppressed.
  • the electric unit 100a since the electric unit 100a is accommodated in one housing H, it vibrates integrally, but by adopting the configuration described above, it is possible to suppress both vertical and horizontal vibrations of the electric unit 100a. That is, if the inclination is larger than 45°, the vibration in the vertical direction can be suppressed more, but the vibration in the front-rear direction becomes larger than in the case of 45°. , the vibration in the vertical direction becomes larger than in the case of 45°. On the other hand, if the inclination is 45°, both suppression of vertical vibration and suppression of longitudinal vibration can be achieved.
  • a drive unit 100 is provided that includes an electric unit having a speed increasing mechanism 19 that transmits to.
  • the drive motor 15, the speed reduction mechanism 18, the power generation motor 17, and the speed increase mechanism 19 are housed in one housing H.
  • the drive motor 15 and power generation motor 17 are individually
  • the speed reduction mechanism 18 and the speed increasing mechanism 19 are arranged in the longitudinal direction of the vehicle body with their rotating shafts parallel to each other.
  • the electric unit 100a and the internal combustion engine 1 are connected side by side in the left-right direction of the vehicle body. They are located on the front side and the rear side in the longitudinal direction of the vehicle body with a crankshaft rotation axis 1b, which is the rotation axis of the crankshaft 1a of the engine 1, interposed therebetween.
  • a crankshaft rotation axis 1b which is the rotation axis of the crankshaft 1a of the engine 1, interposed therebetween.
  • the center of gravity of the drive unit 100 is It is located between the first rotating shaft 15b and the second rotating shaft 17b. As a result, vibration of the drive unit 100 can be suppressed.
  • the electric unit 100a and the internal combustion engine 1 in a connected state are supported by the vehicle body by pendulum type mounts 2a and 2b in the lateral direction of the vehicle body.
  • the output shaft 5 of the speed reduction mechanism 18 is parallel to the mount connection line Amt, which is a line connecting the support portion 3b of the mount 2b on the right side in the left-right direction.
  • the crankshaft rotating shaft 1b, the first rotating shaft 15b, the second rotating shaft 17b, and the output shaft 5 become parallel to the mount connection Amt. If these rotating shafts and the like are not parallel to the mount connection Amt, the vibration of the drive unit 100 is transmitted to the vehicle body as so-called torsional vibration, which causes undesirable vibration in the vehicle body.
  • torsional vibration can be suppressed.
  • the position of the support portion 3b of the mount 2b that supports the internal combustion engine 1 in the longitudinal direction of the vehicle body is preferably closer to the center of gravity of the internal combustion engine 1 in the lateral direction of the vehicle body from the viewpoint of suppressing the moment around the support portion 3b.
  • the position of the support portion 3a of the mount 2a that supports the electric unit 100a in the longitudinal direction of the vehicle body is preferably close to the center of gravity of the electric unit 100a in the lateral direction of the vehicle body from the viewpoint of suppressing the moment around the support portion 3b.
  • the generator motor 17 must be connected to the internal combustion engine 1 via the speed increasing mechanism 19, and the drive motor 15 and speed reducing mechanism 18 must be arranged to avoid interference with the generating motor 17 and speed increasing mechanism 19.
  • the dimension of the electric unit 100a in the longitudinal direction of the vehicle body is reduced compared to the case where the respective motors are housed in separate housings. is made smaller.
  • the speed increasing mechanism 19 is composed of three gears. In other words, it has a configuration in which three gears are lined up in the longitudinal direction of the vehicle body.
  • the speed increasing mechanism 19 and the power generating motor 17 are housed in the outer housing 10, so that the degree of freedom in layout is increased. 19 could be constructed. As a result, the dimension of the vehicle longitudinal direction electric unit 100a in the longitudinal direction of the vehicle body is reduced compared to the case where the speed increasing mechanism 19 is composed of three gears.
  • the inverter 13 is also housed in the outer housing 10 in this embodiment.
  • the inverter housing When the inverter 13 is housed in a housing (inverter housing) separate from the drive motor 15 and the like, and this housing is attached to the housing (motor housing) that houses the drive motor 15 and the like, the inverter housing is connected to the motor. Since it protrudes from the housing, the overhang in the longitudinal direction of the vehicle body tends to become large. On the other hand, in the configuration in which the inverter 13 is accommodated in the outer housing 10 as in the present embodiment, the overhang in the longitudinal direction of the vehicle body can be suppressed.
  • the position of the support portion 3a of the mount 2a in the longitudinal direction is set to a position suitable for supporting the electric unit 100a, and the mount connection Amt and each axis 1b, 15b, 17b, 5 can be made parallel.
  • crankshaft rotation axis 1b is parallel to the mount connection Amt and is on the vertical plane S including the mount connection Amt. Since the crankshaft rotating shaft 1b of the internal combustion engine 1, which is the heaviest in the drive unit 100, is on the vertical plane S including the mount connection Amt, the drive unit 100 vibrates with the support portions 3a and 3b as fulcrums. can be suppressed.
  • the drive motor 15 is heavier than the generator motor 17, the speed increasing mechanism 19 is heavier than the speed reducing mechanism 18, and the driving motor 15 and the speed reducing mechanism 18 are arranged on the rear side of the vehicle body relative to the crankshaft rotation axis 1b to generate power.
  • the motor 17 and the speed increasing mechanism 19 are arranged on the front side of the vehicle body with respect to the crankshaft rotation axis 1b.
  • At least a portion of the plurality of auxiliary parts 6 of the internal combustion engine 1 are arranged on the front side of the vehicle body with respect to the crankshaft rotation axis 1b, so that the center of gravity of the entire drive unit 100 is located on the mount connection line Amt.
  • the vibration of the drive unit 100 as a whole can be further suppressed by adjusting the balance while being supported by the mounts 2a and 2b.
  • the crankshaft rotation axis 1b when viewed from the left-right direction of the vehicle body, the crankshaft rotation axis 1b is positioned at the midpoint of the motor connection Amg, which is the line connecting the first rotation axis 15b and the second rotation axis 17b, and , the motor connection Amg is inclined at 45 degrees with respect to the horizontal plane. As a result, it is possible to reduce both the size in the front-rear direction and the size in the vertical direction of the drive unit 100 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Vibration Prevention Devices (AREA)
PCT/JP2021/019058 2021-05-19 2021-05-19 駆動ユニット Ceased WO2022244164A1 (ja)

Priority Applications (5)

Application Number Priority Date Filing Date Title
PCT/JP2021/019058 WO2022244164A1 (ja) 2021-05-19 2021-05-19 駆動ユニット
EP21940026.4A EP4342705B1 (en) 2021-05-19 2021-05-19 Drive unit
JP2023522100A JP7552891B2 (ja) 2021-05-19 2021-05-19 駆動ユニット
CN202180098054.4A CN117279795B (zh) 2021-05-19 驱动单元
US18/561,622 US12558951B2 (en) 2021-05-19 2021-05-19 Drive unit

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2021/019058 WO2022244164A1 (ja) 2021-05-19 2021-05-19 駆動ユニット

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WO2022244164A1 true WO2022244164A1 (ja) 2022-11-24

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EP (1) EP4342705B1 (https=)
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Publication number Priority date Publication date Assignee Title
CN117158759B (zh) * 2023-10-10 2024-06-11 广东常明机电有限公司 电动窗帘的窗帘收放装置以及电动窗帘

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JP2002316541A (ja) * 2001-04-24 2002-10-29 Nissan Motor Co Ltd ハイブリッド自動車のパワーユニット
JP2009143562A (ja) * 1998-12-01 2009-07-02 Hitachi Ltd 駆動装置及び車両
WO2013129011A1 (ja) * 2012-03-02 2013-09-06 三菱自動車工業株式会社 ハイブリッド車用トランスアクスル装置
WO2014083984A1 (ja) * 2012-11-29 2014-06-05 日産自動車株式会社 車両のパワープラント
JP2017216804A (ja) 2016-05-31 2017-12-07 日産自動車株式会社 駆動装置
WO2018008160A1 (ja) * 2016-07-08 2018-01-11 Ｇｋｎ ドライブライン ジャパン株式会社 動力伝達装置
JP2019014345A (ja) * 2017-07-05 2019-01-31 トヨタ自動車株式会社 シリーズ式ハイブリッド駆動装置

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JP6012143B2 (ja) * 2011-05-17 2016-10-25 日産自動車株式会社 電気自動車の充放電ハーネス配索構造
US9724993B2 (en) * 2013-07-18 2017-08-08 Nissan Motor Co., Ltd. Hybrid vehicle
JP7124736B2 (ja) * 2019-01-30 2022-08-24 トヨタ自動車株式会社 シリーズハイブリッド車両における駆動装置の搭載構造
JP6783884B2 (ja) * 2019-02-20 2020-11-11 本田技研工業株式会社 車両駆動ユニット

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JP2009143562A (ja) * 1998-12-01 2009-07-02 Hitachi Ltd 駆動装置及び車両
JP2002316541A (ja) * 2001-04-24 2002-10-29 Nissan Motor Co Ltd ハイブリッド自動車のパワーユニット
WO2013129011A1 (ja) * 2012-03-02 2013-09-06 三菱自動車工業株式会社 ハイブリッド車用トランスアクスル装置
WO2014083984A1 (ja) * 2012-11-29 2014-06-05 日産自動車株式会社 車両のパワープラント
JP2017216804A (ja) 2016-05-31 2017-12-07 日産自動車株式会社 駆動装置
WO2018008160A1 (ja) * 2016-07-08 2018-01-11 Ｇｋｎ ドライブライン ジャパン株式会社 動力伝達装置
JP2019014345A (ja) * 2017-07-05 2019-01-31 トヨタ自動車株式会社 シリーズ式ハイブリッド駆動装置

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See also references of EP4342705A4

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Publication number Publication date
US12558951B2 (en) 2026-02-24
US20240239177A1 (en) 2024-07-18
CN117279795A (zh) 2023-12-22
JPWO2022244164A1 (https=) 2022-11-24
EP4342705B1 (en) 2024-11-06
EP4342705A1 (en) 2024-03-27
EP4342705A4 (en) 2024-07-03
JP7552891B2 (ja) 2024-09-18

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