CN100445120C - Vehicle driving apparatus - Google Patents
Vehicle driving apparatus Download PDFInfo
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- CN100445120C CN100445120C CNB2005101237072A CN200510123707A CN100445120C CN 100445120 C CN100445120 C CN 100445120C CN B2005101237072 A CNB2005101237072 A CN B2005101237072A CN 200510123707 A CN200510123707 A CN 200510123707A CN 100445120 C CN100445120 C CN 100445120C
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- electrical motor
- drive unit
- supporting walls
- vehicle drive
- rotor shaft
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- 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
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- Hybrid Electric Vehicles (AREA)
- Arrangement Of Transmissions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a vehicle driving device, wherein a rotor spindle (20) of a first motor (MG1) is connected with a bent shaft (24) of a motor (12) through matching and mounted on a driving component (22) which is coupled with the bent shaft (24), and a stator and a rotor spindle (20) of the first motor (MG1) is supported by a box (34) which accommodates the first motor (MG1).
Description
Technical field
The present invention relates to be used for for example vehicle drive unit of the vehicle of automobile etc.
Background technology
As the drive source that is used for vehicle, the known vehicle drive unit that comprises driving engine and electrical motor.For example, U.S. Patent application document No.2003/0127262A1 discloses a kind of like this vehicle drive unit.Disclosed vehicle drive unit comprises the driving engine and first and second electrical motors in the document.The wheel rim of the rotor of first electrical motor is directly connected to the bent axle of driving engine with bolt.In addition, damper arrangement is on the opposition side of driving engine with respect to the rotor wheel rim.And the power-transfer clutch and second motor arrangement are on the opposition side of driving engine with respect to damper.So driving engine, first electrical motor, damper, power-transfer clutch and second electrical motor form individual unit.
When assembling like this during the vehicle drive unit of structure, rotor is directly mounted to the bent axle of driving engine before with covering rotors such as shell, cappings.This may cause such problem, and promptly for example the foreign matter of iron filings etc. adheres to the magnetized spot of rotor.In addition, rotor is connected to the bent axle of driving engine, thereby the position of rotor is fixed.On the other hand, stator is fixed on the housing, thereby its position is fixed.A kind of like this structure is owing to the positional error of the bent axle of driving engine and housing causes positional error between rotor axis and the axis stator.In some cases, this causes being difficult to accurately rotor axis being alignd with axis stator.
In order to solve this point, for example the rotor of first electrical motor may be supported by the supporting walls that is fixed on the housing.But, increases such supporting walls and may make that the axial length of vehicle drive unit is longer, and this does not wish to occur.
Summary of the invention
Consider above-mentioned situation, an object of the present invention is to provide a kind of vehicle drive unit, it can assemble under high precision is alignd the situation of rotor axis and axis stator, prevents that simultaneously foreign matter from adhering to the magnetized spot of electrical motor.
And realization comprises the little axial length of the vehicle drive unit of first and second electrical motors during another object of the present invention.
A first aspect of the present invention relates to a kind of vehicle drive unit, and it comprises that wheel with vehicle has and drives the bonded assembly driving engine, has the bent axle that drives the bonded assembly electrical motor and be connected to described driving engine with the transmission component of rotation therewith with the wheel of described vehicle.The end place of described motor arrangement on a side opposite of described transmission component with described driving engine place one side.The stator and the rotor shaft of electrical motor are supported by case, and the described rotor shaft and the described transmission component that support described rotor are connected to each other by being fitted to each other.
According to this structure, the rotor of electrical motor by case but not bent axle support, and rotor shaft can be installed to the bent axle coupling by cooperation and is connected to bent axle with the transmission component of therewith rotation.So, can be after rotor being installed in the case rotor of electrical motor being connected to and starting pusher side, this has prevented that foreign matter from adhering to the magnetized spot of rotor.In addition, rotor and stator both are supported by case, and the axis of rotor and stator can align with high precision thus.
A second aspect of the present invention relates to a kind of vehicle drive unit, it comprises first electrical motor, second electrical motor, the case that holds described first electrical motor and described second electrical motor, first supporting walls and second supporting walls, described first supporting walls is supported and is rotatably supported the end on the side opposite with the described second electrical motor place one side of rotor shaft of described first electrical motor by described case, described second supporting walls is arranged between described first electrical motor and described second electrical motor, support by described case, rotatably support the end on the described second electrical motor place one side of described rotor shaft of described first electrical motor, and rotatably support at least one end of the rotor shaft of described second electrical motor.
According to this structure, at least one end of an end of the rotor shaft of first electrical motor and the rotor shaft of second electrical motor is supported by second supporting walls.This has reduced the quantity of supporting walls, and has reduced the axial length of vehicle drive unit thus.
A third aspect of the present invention relates to a kind of vehicle drive unit, it comprises that wheel with vehicle has and drives the bonded assembly driving engine, has the case that drives bonded assembly first electrical motor and partly or entirely hold described first electrical motor with the wheel of described vehicle that described first electrical motor (MG1) comprises the rotor shaft of stator, rotor and the described rotor of support.The transmission component that first electrical motor rotates via the output shaft with driving engine and be connected to driving engine.The described rotor shaft of described first electrical motor and the described output shaft of described driving engine are arranged along predetermined axial line.The described rotor shaft of described first electrical motor is fitted to each other with described transmission component and is connected betwixt.The described stator of described first electrical motor and described rotor shaft are directly or indirectly supported by described case.
Description of drawings
With reference to the accompanying drawings from the following explanation of exemplary embodiment, above-mentioned and/or other purposes of the present invention, feature and advantage will become clearer, and similar label is used for representing similar element in the accompanying drawing, wherein:
Fig. 1 is the scheme drawing that the structure of using vehicle drive unit of the present invention is shown;
Fig. 2 is the alignment chart that is used to describe the operation of automatic transmission with hydraulic torque converter shown in Figure 1;
Fig. 3 is the operation table that the gear that can be realized by automatic transmission with hydraulic torque converter shown in Figure 1 is shown and is used to realize the relation between the combination of engagement/releasing orientation of hydraulic friction engagement equipment of these gears;
Fig. 4 illustrates to be input to the electronic controller that is used to control actuating device shown in Figure 1 or from the view of the example of the signal of its output;
Fig. 5 is the cutaway view that schematically shows the structure of actuating device shown in Figure 1; With
Fig. 6 is the cutaway view that an actuating device part shown in Figure 1 is shown.
The specific embodiment
Below, will be described in detail with reference to the attached drawings exemplary embodiment of the present invention.Fig. 1 is the scheme drawing that the structure of vehicle drive unit according to an exemplary embodiment of the present invention (following will be called " actuating device ") 10 is shown.Actuating device 10 can vertically upward suitably be used for the FR vehicle by being installed in it.Particularly, actuating device 10 comprises driving engine 12, the first dynamotor MG1, the second dynamotor MG2 and automatic many gears change-speed box (following will abbreviate " automatic transmission with hydraulic torque converter " as) 14 in the axial direction successively.Flywheel 16 and damper 18 with vibration damping equipment are arranged between the first dynamotor MG1 and the driving engine 12.The rotor shaft 20 of the first dynamotor MG1 is connected to the bent axle 24 of driving engine 12 by flywheel 16 and transmission component 22.Direct clutch Ci is arranged between the second dynamotor M32 and the automatic transmission with hydraulic torque converter 14.First input shaft 26 is connected to the bent axle 24 of driving engine 12 by flywheel 16 and damper 18.The propulsive effort of the driving engine 12 and the first dynamotor MG1 is input to first input shaft 26.Actuating device 10 is around its longitudinal axis symmetry, thereby omitted the part below the axle in Fig. 1.
The first dynamotor MG1 need not be with waiting bent axle 24 that is directly connected to driving engine 12.Therefore, bent axle 24 is directly rotated by the rotor shaft 20 of the first dynamotor MG1, even this makes driving engine also start easily under the low temperature of large driving force very much usually at fire an engine.
Direct clutch Ci is the multiple-piece hydraulic friction engagement equipment by the hydraulic actuating cylinder friction engagement.Direct clutch Ci comprises friction lining 27 that rotates with first input shaft 26 as axle drive shaft and the friction lining 30 that rotates with the clutch drum 28 as the rotating member that is driven by external force.Clutch drum 28 is connected to the rotor shaft 32 of the second dynamotor MG2 and the input shaft of automatic transmission with hydraulic torque converter 14 (i.e. second input shaft 40).Direct clutch Ci optionally is connected to driving engine 12 and the first dynamotor MG1 the second dynamotor MG2 and automatic transmission with hydraulic torque converter 14 or from its disconnection.Like this, direct clutch Ci is as the input clutch that the propulsive effort of the driving engine 12 and the first dynamotor MG1 is input to automatic transmission with hydraulic torque converter 14.
Automatic transmission with hydraulic torque converter 14 has first running part 44 and second running part, 50, the first running parts 44 comprise first planetary wheel 42 as major part, and second running part 50 comprises that second planetary wheel 46 and the third line star gear 48 are as major part.
Second planetary wheel 46 is compound planet gears of single-stage pinion type, but it comprises that sun wheel S2, miniature gears P2 rotation and revolution ground support the planetary wheel CA2 of miniature gears P2 and via miniature gears P2 and sun wheel S2 ingear gear ring R2.The third line star gear 48 is compound planet gears of two-stage pinion type, but and comprises sun wheel S3, many to the miniature gears P2 that is engaged with each other and P3 rotation with revolution ground supports the planetary wheel CA3 of these miniature gearss P2 and P3 and via miniature gears P2 and P3 and sun wheel S3 ingear gear ring R3.
In second planetary wheel 46 and the third line star gear 48, rotatably support the planetary wheel carrier CA2 of miniature gears P2 and CA3 and gear ring R2 and R3 by common use and form four rotating element RM1, RM2, RM3 and RM4.In other words, the sun wheel S2 of second planetary wheel 46 is as the first rotating element RM1, the planetary wheel carrier CA3 one of the planetary wheel carrier CA2 of second planetary wheel 46 and the third line star gear 48 connects together and is used as the second rotating element RM2, the gear ring R3 one of the gear ring R2 of second planetary wheel 46 and the third line star gear 48 connects together and is used as the 3rd rotating element RM3, and the sun wheel S3 of the third line star gear 48 is as the 4th rotating element RM4.
The first rotating element RM1 (being sun wheel S2) optionally remains to change speed gear box 14 by the first drg B1, to prevent its rotation.The first rotating element RM1 (being sun wheel S2) also optionally is connected to the gear ring R1 (output link promptly) (i.e. the second intermediate output path PA2) of first planetary wheel 42 via three-clutch C3.The first rotating element RM1 (being sun wheel S2) also optionally is connected to the planetary wheel carrier CA1 (i.e. the indirect path PA1b of the first intermediate output path PA1) of first planetary wheel 42 via four clutches C4.The second rotating element RM2 (being planetary wheel carrier CA2 and CA3) optionally remains to change speed gear box 34 preventing its rotation by the second drg B2, and optionally is connected to input shaft 40 (i.e. the directapath PA1a of the first intermediate output path PA1) via second clutch C2.The 3rd rotating element RM3 (being gear ring R2 and R3) one is connected to the output shaft 52 and the output rotation of automatic transmission with hydraulic torque converter 14.The 4th rotating element RM4 (being sun wheel S3) is connected to gear ring R1 via first clutch C1.Drg B1 and B2 and power-transfer clutch C1 to C4 all are the multiple-piece hydraulic friction engagement equipment by the hydraulic actuating cylinder friction engagement.
The alignment chart of Fig. 2 can be represented the rotating speed of each rotating element of first running part 44 and second running part 50 with straight line.Following horizon is represented rotative speed " 0 ", represents rotative speed " 1.0 " and go up horizon, i.e. the rotating speed that equates with second input shaft 40.And the perpendicular line on first running part, 44 sides is represented sun wheel S1, gear ring R1 and planetary wheel carrier CA1 by order from left to right.Transmitting ratio ρ 1 (number of teeth on the number of teeth the on=sun wheel S1/gear ring R1) according to first planetary wheel 42 sets the distance between these perpendicular line.In Fig. 2, for example speed ratio ρ 1 equals 0.463.Four perpendicular line on second running part, 50 sides are represented the first rotating element RM1 (being sun wheel S2), the second rotating element RM2 (being planetary wheel carrier CA2 and planetary wheel carrier CA3), the 3rd rotating element RM3 (being gear ring R2 and gear ring R3) and the 4th rotating element RM4 (being sun wheel S3) by order from left to right.Set distance between these perpendicular line according to the speed ratio ρ 3 of the speed ratio ρ 2 of second planetary wheel 46 and the third line star gear 48.In Fig. 2, for example ρ 2 for example equal 0.463 and ρ 3 equal 0.415.
As seen, can set up eight gear (promptly first gear " 1st " to the 8th gear " 8th " forward) forward and two backing car gears (i.e. first backing car gear " Rev1 " and second backing car gear " Rev2 ") forward according to the serviceability of power-transfer clutch C1 to C4 and drg B1 and B2 (mesh or unclamp) from alignment chart.
The engagement of the power-transfer clutch of Fig. 3 and drg illustrates the relation between the gearing apparatus when setting up each gear and the speed ratio of each gear.In the drawings, circle is represented engagement, and does not have circle to represent releasing orientation.The speed ratio of each gear is set suitably by speed ratio ρ 1, the speed ratio ρ 2 of second compound planet gear 46 of first compound planet gear 42 and the speed ratio ρ 3 of the third line star gear cluster 48.If ρ 1=0.463, ρ 2=0.463 and ρ 3=0.415 as shown in Figure 3, then speed ratio step value (being the speed ratio ratio between the gear) is suitable substantially, and total ratio coverage (=4.495/0.683) very big, near 6.581.In addition, the speed ratio of backing car gear " Rev1 " and " Rev2 " also is suitable.As a result, can obtain suitable overall ratio characteristic.As shown in Figure 3, automatic transmission with hydraulic torque converter 14 can be realized very big ratio coverage with suitable speed ratio stepping.In addition, can any two serviceability comes gear shift among four power-transfer clutch C1 to C4 and two drg B1 and the B2 by changing simply.As a result, simplify gear shift control and also can suppress shifting shock.
Fig. 4 is a diagram to being used to control according to electronic control unit (ECU) 60 inputs of the control-driven system 10 of this exemplary embodiment with from the view of the signal of its output.ECU 60 comprises so-called microcomputer, and it comprises CPU, ROM, RAM and input/output interface etc.ECU 60 carries out signal conditioning according to the program that is stored among the ROM in advance simultaneously by the temporary storage function of using RAM, and output control, the gear shift control of automatic transmission with hydraulic torque converter 14 and the driving/energy recovery control of dynamotor MG1 and MG2 etc. of execution driving engine 12, make vehicle ' under a plurality of operation modes, driving engine 12 and dynamotor MG1 are in different serviceability with MG2 in these operation modes.
Be imported into ECU 60 from the various signals of various sensors shown in Figure 4 and switch output.The example of these signals comprises the signal of representing engine coolant temperature, the signal of expression gear shifting handle position, the signal of expression engine speed NE (being the rotating speed of driving engine 12), expression is by the Decel1 and the Decel2 signal (being the signal that the indicating target deceleration/decel increases) of the expected value of driving/vehicle deceleration that energy recovery control obtains of Jake brake and dynamotor MG1 and MG2, Can-Decel1 that the indicating target deceleration/decel reduces and Can-Decel2 signal, indication is used for the signal of the deceleration/decel master mode (being the E pattern) of controlled target deceleration/decel, the Air Conditioner Singnal of expression air-conditioning operation, vehicle speed signal corresponding to the rotating speed of output shaft 52, the AT oil liquid temperature signal of hydraulic fluid temperature in the expression automatic transmission with hydraulic torque converter 14, the signal of expression emergency brake operations, and the signal of expression foot brake operation.Other examples that are input to the signal of ECU 60 comprise the catalyst temperature of representing catalyst temperature, the accelerator-pedal operation amount signal of expression accelerator-pedal operation amount, cam angle signal, the snowfield pattern signalization that expression snowfield pattern is provided with, the acceleration signal of expression vehicle forward/backward acceleration/accel, the automatic cruising signal that the expression automatic cruising travels, the signal of representing the rotational speed N MG1 of the first dynamotor MG1, and the signal of representing the rotational speed N MG2 of the second dynamotor MG2.
In addition, also from the various signals of ECU 60 outputs.The example of these signals comprises the drive signal to the throttle actuator of control throttle opening, be used to regulate the boost pressure conditioning signal of boost pressure, be used to operate the electric air-conditioning drive signal of electric air-conditioning, the ignition signal of indication driving engine 12 timing of ignition, the command signal of indication dynamotor MG1 and MG2 operation, be used to operate gear shifting handle position (the being operating position) indicator signal of gear shift indicating device, be used to indicate the speed ratio indicator signal of speed ratio, snowfield mode indication signal when being used for indicative of settings snowfield pattern, be used to start the ABS actuation signal of the ABS actuator that prevents that wheel of vehicle from skidding during braking, the E mode indication signal of E pattern has been selected in indication, start electromagnetic valve in the hydraulic control circuit valve command signal of (being used for controlling the hydraulic actuator of the hydraulic friction engagement equipment that change-speed box 14 and lock-up clutch Ci be provided with), be used to start driving command signal as the electric oil pump of hydraulic control circuit hydraulic power source, can be connected to the signal of electric heater drivingly, and to the signal of cruising control computing machine.
Multiple modes of operation by ECU 60 controls comprises that driving engine driving mode, driving engine add motor driving mode, motor driving mode and deceleration/decel master mode.In the driving engine driving mode, lock-up clutch Ci is engaged and connects driving engine 12, and vehicle travels by the propulsive effort that is produced by driving engine 12.When the institute that driving engine 12 is not produced is dynamic when all being used for powered vehicle, for example can control the first electrical motor MG1 and come on demand this power to be carried out energy recovery and uses it to come battery charge.Add in the motor driving mode at driving engine, lock-up clutch Ci is engaged and connects driving engine 12, and vehicle travels by the propulsive effort that is produced by the driving engine 12 and the second electrical motor MG2.In the motor driving mode, lock-up clutch Ci is released to disconnect driving engine 12, and vehicle travels by the propulsive effort that is produced by the second electrical motor MG2.For example when the state-of-charge SOC of storage battery is very low, operates driving engine 12 on demand and control that the first electrical motor MG1 reclaims the power capacity from driving engine 12 and battery charge.In the deceleration/decel master mode, lock-up clutch Ci is engaged and connects driving engine 12, and stop to driving engine 12 supply fuel oils controlling the second electrical motor MG2 simultaneously to produce or energy recovery power to realize Jake brake by oil-break, produce predetermined propulsion source braking thus.Just as the second electrical motor MG2, can also also be used for regulating the propulsion source braking by controlling first electrical motor MG1 generation or energy recovery power.
Fig. 5 is the simplified cross-sectional view of the structure of drive system 10.As shown in Figure 5, change speed gear box 34 has with unshowned bolted joint to together first case 34a and second case 34b.First the case 34a holds the first dynamotor MG1 and the second dynamotor MG2 etc., and second case 34b holds flywheel 16, transmission component 22 and damper 18 etc.Second case 34b and driving engine 12 one.
First case 34a from the open side (driving engine 12 sides) of first case 34a to rear side according to first supporting walls 66, second supporting walls 68 and also hold them as the order of the oil pump 70 of the 3rd supporting walls.In addition, first the case 34a holds automatic transmission with hydraulic torque converter not shown in Figure 5 14, and this automatic transmission with hydraulic torque converter 14 is arranged to than oil pump 70 more by rear side.First supporting walls 66 and second supporting walls 68 and oil pump 70 form the bell-and-spigot joint structure with respect to first case 34a.More specifically, the outer surface cloth of each is set to against first abutment surfaces 72 in first supporting walls 66 and second supporting walls 68, first abutment surfaces 72 be in the part of first case 34a perimeter surface and and axially parallel, and it is more to lean on the interior perimeter surface of another part and and the axially parallel of rear side among first case 34a than first abutment surfaces 72 that the outer surface cloth of oil pump 70 is set to against second abutment surfaces, 74, the second abutment surfaces 74.The internal diameter of second abutment surfaces 74 is less than first abutment surfaces 72.Supporting walls 66,68 and oil pump 70 can slide along first case 34a fixedly the time without bolt 76 and 78.Like this, first supporting walls 66 and second supporting walls 68 and oil pump 70 provide the bell-and-spigot joint structure with respect to first case 34a, and its diametrically opposed relative position in first case 34a can be determined with high precision thus.
First supporting walls 66 is cardinal principle disc-shaped member.Second supporting walls 68 comprises: against the out cylinder part 68a of first abutment surfaces 72; Connecting bridge 68b, it is connected to the second dynamotor MG2 side end of out cylinder part 68a and extends internally diametrically; With shaft portion 68c, the one end is connected to the radial inner end of connecting bridge 68b and it extends on the direction opposite with out cylinder part 68a.Oil pump 70 is to fuel feeding such as direct clutch Ci, automatic transmission with hydraulic torque converters 14.Oil pump 70 comprises: against the out cylinder part 70a of second abutment surfaces 74; Connecting bridge 70b, it is connected to the end on the side opposite with the first dynamotor MG1 place, one side of out cylinder part 70a and extends internally diametrically; With shaft portion 70c, the one end is connected to the radial inner end of connecting bridge 70b and it extends on the direction identical with out cylinder part 70a.
In addition, first the case 34a has: first radial surface 80, and it forms diametrically and connects first abutment surfaces 72 and second abutment surfaces 74; With second radial surface 82, its other end from second abutment surfaces 74 extends to radially inner side.Second supporting walls 68 is arranged to against first radial surface 80, determines second supporting walls 68 position in the axial direction thus.Similarly, oil pump 70 is arranged to against second radial surface 82, determines oil pump 70 position in the axial direction thus.First supporting walls 66 is arranged to against the side surface of second supporting walls 68, and this side surface is opposite against the side surface of first radial surface 80 with second supporting walls 68, determines the position of first supporting walls 66 thus in the axial direction.The out cylinder part 68a that bolt 76 passes first supporting walls 66 and second supporting walls 68 in the axial direction is screwed into first case 34a, thus first supporting walls 66 and second supporting walls 68 is fixed to first case 34a.On the other hand, the out cylinder part 70a that bolt 78 passes oil pump 70 in the axial direction is screwed into first case 34a, thus oil pump 70 is fixed to first case 34a.
First supporting walls 66 and second supporting walls 68 define first Room 84, and second supporting walls 68, oil pump 70 and first case 34a define second Room 86.First Room 84 holds the first dynamotor MG1, and second Room 86 holds the direct clutch Ci and the second dynamotor MG2.In second Room 86, direct clutch Ci is positioned at oil pump 70 sides, and the second dynamotor MG2 is positioned at second supporting walls, 68 sides.
The rotor shaft 20 of the first dynamotor MG1 not with extend through rotor shaft 20 in-to-ins first input shaft 26 and contact.The rotary driving force of the rotor 88 of the first dynamotor MG1 is input to first input shaft 26 from rotor shaft 20 by transmission component 22 and damper 18.Transmission component 22 usefulness splines 90 cooperate driving engine 12 side ends that are installed to rotor shaft 20, and damper 18 becomes one with transmission component 22 by bolt 92 and cooperate with spline 94 and to be installed to first input shaft 26.
The stator 98 of the first dynamotor MG1 cooperates on the inside face of the out cylinder part 68a that is installed to second supporting walls 68.In other words, stator 98 is supported by first case 34a via second supporting walls 68.So first abutment surfaces 72 of stator 98 first case 34a of reference by location is diametrically determined.Rotor shaft 20 and the rotor 88 that is supported by rotor shaft 20 are supported by first case 34a via first supporting walls 66 and second supporting walls 68.Therefore, the same with stator 98, rotor 88 reference by location first abutment surfaces 72 is diametrically determined.So the axle of rotor 88 and stator 98 aligns with high precision.
And respectively between the interior perimeter surface of first supporting walls 66 and the rotor shaft 20 and between the interior perimeter surface and rotor shaft 20 at the connecting bridge 68b of second supporting walls 68, containment member 104 and 106 is arranged to adjacent with bearing 100 and 102 but on opposition side.These containment members 104 and 106 sealings, first Room 84.In Fig. 5, bearing 100 and containment member 104 are individual members, and bearing 102 and containment member 106 also are individual members.But perhaps bearing 100 and containment member 104 can be integrated together, and bearing 102 and containment member 106 also can be similar.
Like this, first Room 84 and second Room 86 are seal cavitys, even water enters between first case 34a and second case 34b, also can not become wet as the first dynamotor MG1 and the second dynamotor MG2 of electric component.
The rotor shaft 32 at both ends places of the second dynamotor MG2 are supported by the shaft portion 68c of second supporting walls 68 via pair of bearings 114 and 116, and this is arranged between the interior perimeter surface of the outer surface of this shaft portion 68c and rotor shaft 32 bearing 114 and 116.Like this, second supporting walls 68 support the end parts of rotor shaft 20 of the first dynamotor MG1 and first input shaft 26 both, this with supporting walls wherein is set respectively supports these and 32,20 compare the quantity that has reduced supporting walls with 26 situation.
Clutch drum 28 is fixed to an end of rotor shaft 32 by transom 117.Interior Zhou Duanyong spline 118 cooperations of the flange portion 28a of clutch drum 28 are installed to second input shaft 40.Needle bearing 120 is arranged on the outer surface of second input shaft 40, and second input shaft 40 supports via the shaft portion 70c of needle bearing 120 by oil pump 70.
Fig. 6 is the cutaway view that actuating device 10 parts are shown.With reference to figure 6, seal ring 129 cooperates an end (being extendible portion 26a) that is installed to first input shaft 26, and second input shaft 40 cooperates on that end that is installed to first input shaft 26 at one end.First input shaft 26 has and cooperates that part of adjacent flange portion 26b that is installed on it with second input shaft 40.
In second input shaft 40, form axial oil passage 130 and two radially oily passages 132,134 of extending along the axis of second input shaft 40.The opening of each is formed into the inside of axial oilhole 130 in the radially oily passage 132,134, and another opening is formed on the outside face of second input shaft 40.Radially oily passage 132 forms the oily passage 138 in the face of formation in the capping 136 of oil pump 70.Another radially oily passage 134 forms and makes an one opening surface be formed on the inside face of shaft portion 70c of oil pump 70 to first oil groove, 140, the first oil grooves 140 and extend in the axial direction.Seal ring 142,144 is installed to the outside face of second input shaft 40 along axial cooperation, both sides along the opening of radial direction oil hole 132 and 134 respectively to extend.Needle bearing 120 is arranged to the end than the shaft portion 70c of first oil groove, 140 more close oil pumps 70.
Second oil groove 146 axially is formed on the outside face of shaft portion 70c of oil pump 70 along it.In the shaft portion 70c of oil pump 70, form intercommunicating pore 148 diametrically, it is communicated with the connecting bridge 70b side end of second oil groove 146 and needle bearing 120 side ends of first oil groove 140.
Outer sleeve 150 is press fit into the outside face of the shaft portion 70c of oil pump 70.Direct clutch Ci is arranged in via outer sleeve 150 on the outside face of shaft portion 70c of oil pump 70.During through hole 152 radially forms outside sleeve 150 along it, so that through hole 152 is positioned at opening surface on the side opposite with connecting bridge 70b to the end of second oil groove 146.In addition, on connecting bridge 70b and through hole 152 opposite sides, lining 154 cooperates the outside face that is installed to outer sleeve 150.Clutch drum 28 cooperations are installed on the outside face of lining 154.
Clutch drum 28 is also as the power-transfer clutch cylindrical shell.Clutch drum 28 comprises tubular drum member 156 and the fixing barrel member 158 by the connecting bridge 70b side end that is welded to bulging member 156.Barrel member 158 is the cylindrical members with bottom 158a.Flange portion 28a is the part of barrel member 158.Particularly, flange portion 28a is fixed to the open end of the inner cylindrical portion 158b of barrel member 158, so that it is radially extending on the inward direction.In addition, the radial inner end of flange portion 28a forms cylindrical shape, and is coupled to second input shaft 40 not allow the relative rotation between the flange portion 28a and second input shaft 40 by spline 118.Thrust washer 162 is arranged between the flange portion 26b of the flange portion 28a and first input shaft 26, and thrust bearing 164 is arranged between the end face of shaft portion 70c of flange portion 28a and oil pump 70.
Barrel member 158 holds clutch plunger 166.Grease chamber 168 is defined between the bottom 158a of clutch plunger 166 and barrel member 158.Through hole 170 is formed among the inner cylindrical portion 158b of barrel member 158, enters grease chamber 168 to pass inner cylindrical portion 158b.Oil passage 172 is formed on outer sleeve 150 and sentences by through hole 170 to grease chamber's 168 supply power fluides.Seal ring 174 cooperates the both sides of the oily passage 172 of packing into.Thrust washer 176 is arranged between the connecting bridge 70b of the radial inner end of bottom 158a of barrel member 158 and oil pump 70.
Power fluid is supplied to oily passage 172 from the oily passage (not shown) that is formed in the oil pump 70.Power fluid is fed to grease chamber 168 by oily passage 172 and through hole 170 subsequently.So, can be used in that the passage length that power fluid is assigned to grease chamber 168 shortens and simple in structure.In other words, compare with the situation that direct clutch Ci wherein is arranged between the first dynamotor MG1 and the second dynamotor MG2, direct clutch Ci tightly is arranged in after the second dynamotor MG2 (being near the oil pump 70) and has reduced to the oily passage length of direct clutch Ci and simplified its structure.In addition, seal ring 174 is set seals between outer sleeve 150 and barrel member 158 (the two all is non-rotatable member), this has guaranteed with high reliability (sealing property) supply power fluid.And seal ring 174 is arranged relatively near interior radial side, has simplified the structure (having reduced its diameter) of seal ring 174 thus.
A plurality of friction linings 30 cooperate the inside face that is installed to bulging member 156, not allow relative rotation therebetween.Oil hole 178 is formed in the bulging member 156 to pass from it diametrically.The inside face end of aforementioned transom 117 cooperates the rotor shaft 32 that is installed to the aforementioned second dynamotor MG2 by spline 180.On the other hand, the end of the outside face of transom 117 cooperates an end that is installed to bulging member 156 with spline 182.
Then, use description to install the installation process of parts shown in Figure 6.At first, after automatic transmission with hydraulic torque converter 14 (not shown in Figure 6) is installed to first case 34a, oil pump 70 is fixed to first case 34a with bolt 78.So second input shaft 40 is supported by oil pump 70.Then, thrust washer 176 is cooperated the shaft portion 70c that is installed to oil pump 70.Then, lining 154 and seal ring 174 cooperate the outer sleeve 150 that is installed on it to be press fit into shaft portion 70c in advance.Subsequently, after thrust bearing 164 is installed, has made good direct clutch Ci unit in advance and be installed to first case 34a.Then, thrust washer 162 is installed, and with the installation that is fitted to each other of first input shaft 26 and second input shaft 40.Subsequently, will rouse the installation that is fitted to each other of member 156 and transom 117.
Then, will lubricating oil flow path be described with reference to figure 6.At first, the oily passages 138 that are provided with in the capping 136 of oil pump 70 of lubricating oil are fed to axial oilhole 130 by the radial direction oil hole 132 of second input shaft 40.The parts of lubricating oil that is fed to axial oilhole 130 is supplied to the axial oilhole 184 of first input shaft 26.Then, the lubricating oil that is fed to axial oilhole 184 like this is by being that the shaft portion 68c of first input shaft 26, second supporting walls 68 and radial hole that rotor shaft 32 is provided with are fed to the second dynamotor MG2 and for supporting the parts that the second dynamotor MG2 is provided with.For example, lubricating oil is fed to bearing 110 by radial direction oil hole 186.
In addition, another part lubricating oil that is fed to the axial oilhole 130 of second input shaft 40 is fed to lining 154 by radial direction oil hole 134, first oil groove 140, intercommunicating pore 148, second oil groove 146 and through hole 152 successively, lubricated thus lining 154.The lubricating oil that the is used for lubricated lining 154 so also through hole (not shown) of the inner cylindrical portion 158b by being formed at barrel member 158 diametrically and the oilhole 192 that is formed in the clutch center 190 is fed to friction lining 27 and 30, with lubricating friction plate 27 and 30.And the lubricating oil that is used for lubricating friction plate 27 and 30 like this is by the top left region in oilhole 178 flow graphs 6 of drum member 156 formation, to cool off the stator of the second dynamotor MG2.
According to the foregoing description, the rotor 88 of the first dynamotor MG1 be can't help the bent axle 24 of driving engine 12 and is supported, and is supported by first case 34a.And the bent axle 24 that is connected to driving engine 12 is set up by the installation that is fitted to each other with the transmission component 22 and the connection of the driving between the first dynamotor MG1 of therewith rotation.This makes the rotor 88 of the dynamotor MG1 that wins be connected to driving engine 12 sides after rotor 88 being installed among first case 34a, has prevented that foreign matter from adhering to the magnetized spot of rotor 88.In addition, rotor 88 and stator 98 boths are supported by first case 34a, and the axle of rotor 88 and stator 98 can align with high precision thus.
And according to present embodiment, first input shaft 26 of the axle that separates as the rotor shaft 20 with support rotor 88 is not supported by case 34 via rotor shaft 20.So, with the align axis of first input shaft 26 of high precision.
And first Room 84 that holds the first dynamotor MG1 is held air-tightness with second Room 86 that holds the second dynamotor MG2, has prevented that also the electric component first dynamotor MG1 and the second dynamotor MG2 from becoming wet even water enters case 34.
And, be connected to the rotor shaft 20 of the first dynamotor MG1 that supports by first case 34a as the transmission component 22 usefulness splines 94 of the member that is arranged on driving engine 12 sides.It is easier that this makes at assembly process connection transmission component 22 and rotor shaft 20.
And according to present embodiment, containment member 112 is arranged between the extendible portion 26a of the shaft portion 68c of second supporting walls 68 and first input shaft 26 to seal second Room 86.This provides better sealing property when being arranged between rotor shaft 20 and first input shaft 26 (both can rotate with respect to case 34) than containment member, and preventing that foreign matter from adhering to bearing 114 and 116, extendible portion 26a supports by the shaft portion 68c of these two bearings by second supporting walls 68.
And the two ends of an end of the rotor shaft 20 of the first dynamotor MG1 and the rotor shaft 32 of the second dynamotor MG2 are supported by second supporting walls 68.The axial length that this has reduced the quantity of supporting walls and has reduced actuating device thus.
In the present embodiment, also as the 3rd supporting walls, this has further reduced the quantity of supporting walls to oil pump 70, and therefore causes actuating device 10 length in the axial direction littler.
In addition, the rotor shaft 32 of the second dynamotor MG2 is supported by second supporting walls 68 (promptly by single supporting walls) separately two positions.So, of the precision alignment of the axis of rotor shaft 32 to improve.And first input shaft 26 is supported by second supporting walls 68 separately.So input shaft 40 is supported with the precision that improves, promptly the axis of input shaft 40 is aligned with the precision that improves.
And, first Room 84 that holds the first dynamotor MG1 is defined by the rotor shaft 20 of first supporting walls 66, second supporting walls 68 and the first dynamotor MG1, and by first containment member 104 and the sealing of second containment member 106, and second Room 86 that holds the second dynamotor MG2 in second supporting walls, 68 sides by 112 sealings of the 3rd containment member.So the first dynamotor MG1 and the second dynamotor MG2 are well to water-stop.
And change-speed box 14 can be various types of change-speed boxs, comprises many gears planetary gearbox, variable v-belt drive, toroidal continuously variable transmission or the like.
Though electrical motor has been used as " dynamotor " that also is operating as electrical generator in above embodiment, electrical motor can only be used for producing rotary driving force from electric power.In addition, can also use an electrical motor to be fed to another electrical motor by electrical path, thus propulsive effort is delivered to wheel mainly as electrical generator and with electricity power.
And in above embodiment, supporting walls has been set on the case to support the stator and the rotor of dynamotor.In other words, supporting walls can be considered to the part of case.And a kind of like this supporting walls can be integrally formed with case, perhaps forms with bolt to member that separates with case of case or the like.
And in above embodiment, hold the chamber of dynamotor and define by supporting walls.Except supporting walls, the part of case can be used for defining the chamber.
Though described the present invention, should be understood that the present invention is not limited to exemplary embodiment or structure with reference to its exemplary embodiment.On the contrary, this invention is intended to cover various modifications and equivalent except that above-mentioned.In addition, though each element of exemplary embodiment has been shown, comprise other combinations more, still less or only discrete-component and structure also within the spirit and scope of the present invention in exemplary various composite constructions.
Claims (37)
1. vehicle drive unit comprises that wheel with vehicle has to drive bonded assembly driving engine (12) and have the bonded assembly electrical motor (MG1) of driving with the wheel of described vehicle that described vehicle drive unit is characterised in that:
Transmission component (22) is connected to the bent axle (24) of described driving engine (12) with therewith rotation;
Described electrical motor (MG1) is arranged in the place, end on the side opposite with described driving engine (12) place one side of described transmission component (22);
The rotor shaft (20) of stator and support described electrical motor (MG1) rotor is supported by case (34); And
Described rotor shaft (20) and described transmission component (22) are connected to each other by being fitted to each other.
2. vehicle drive unit as claimed in claim 1, wherein
The input shaft (26) that is used to transmit the propulsive effort of described driving engine (12) and described electrical motor (MG1) extends through the inboard of described rotor shaft (20), and have from the inboard of described rotor shaft (20) at the outstanding extendible portion (26a) of the direction opposite with described driving engine (12), and
Described extendible portion (26a) is supported by described case (34).
3. vehicle drive unit as claimed in claim 1, wherein said electrical motor (MG1) are contained in the air-tight chamber (84), and at least a portion of described air-tight chamber (84) is defined by described case (34).
4. vehicle drive unit as claimed in claim 3, wherein said air-tight chamber (84) is sealed by the containment member (104,106) between the described rotor shaft (20) that is arranged on described case (34) and described electrical motor (MG1).
5. as each described vehicle drive unit in the claim 1 to 4, wherein said rotor shaft (20) and described transmission component (22) are with the spline installation that is fitted to each other.
6. vehicle drive unit as claimed in claim 2, wherein containment member (112) is arranged between the described extendible portion (26a) of described case (34) and described input shaft (26).
7. a vehicle drive unit comprises first electrical motor (MG1), second electrical motor (MG2) and holds described first electrical motor (MG1) and the case (34) of described second electrical motor (MG2), and described vehicle drive unit is characterised in that and comprises:
First supporting walls (66), it is supported and is rotatably supported the end on a side opposite with described second electrical motor (MG2) place one side of the rotor shaft (20) of described first electrical motor (MG1) by described case (34); With
Second supporting walls (68), it is arranged between described first electrical motor (MG1) and described second electrical motor (MG2), support by described case (34), rotatably support the end on one side of described second electrical motor (MG2) place of the described rotor shaft (20) of described first electrical motor (MG1), and rotatably support at least one end of the rotor shaft of described second electrical motor (MG2).
8. vehicle drive unit as claimed in claim 7, wherein
Change-speed box part (14) on an opposite side with described first electrical motor (MG1) of described second electrical motor (MG2) along the axis setting identical with described second electrical motor (MG2), and
The 3rd supporting walls (70) is arranged between described change-speed box part (14) and described second electrical motor (MG2).
9. vehicle drive unit as claimed in claim 8, wherein
Oil pump (70) is set, and described the 3rd supporting walls (70) is formed by described oil pump (70).
10. as each described vehicle drive unit in the claim 7 to 9, wherein
The described rotor shaft of described second electrical motor (MG2) is supported by described second supporting walls (68) two positions.
11. vehicle drive unit as claimed in claim 10, wherein
The described rotor shaft (32) of described second electrical motor (MG2) is positioned on the inner radial surface of described rotor shaft (32) by two parts that described second supporting walls (68) supports by it.
12. as each described vehicle drive unit in the claim 8,9 and 11, wherein
Described the 3rd supporting walls (70) supports the input shaft (40) that is used for propulsive effort is input to described change-speed box part (14).
13. as each described vehicle drive unit in the claim 7,8,9 and 11, wherein
Input shaft (26) is connected to the described rotor shaft (20) of described first electrical motor (MG1) so that therewith rotation is also thus by the drive force of the rotor of described first electrical motor (MG1), and described input shaft (26) is supported separately by described second supporting walls (68).
14. vehicle drive unit as claimed in claim 13, wherein
Described input shaft (26) is connected to power-transfer clutch (Ci), and
Described input shaft (26) and described change-speed box part (14) optionally are connected to each other by described power-transfer clutch (Ci) or disconnect.
15. vehicle drive unit as claimed in claim 13, wherein
Described input shaft (26) extends to described second supporting walls (68) by the inner radial of described first supporting walls (66).
16. vehicle drive unit as claimed in claim 7, wherein
First containment member (104) is arranged between the described rotor shaft (20) of described first supporting walls (66) and described first electrical motor (MG1) in the position that the described rotor shaft (20) of described first electrical motor (MG1) is supported on described first supporting walls (66)
Second containment member (106) is arranged between the described rotor shaft (20) of described second supporting walls (68) and described first electrical motor (MG1) in the position that the described rotor shaft (20) of described first electrical motor (MG1) is supported on described second supporting walls (68), and
The 3rd containment member (112) be arranged on described second supporting walls (68) and the shaft component that is provided with along the axis of described case (34) between.
17. vehicle drive unit as claimed in claim 16 also comprises:
Propulsive effort transmits equipment (14); With
Power-transfer clutch (Ci), the input shaft (40) of described propulsive effort transmission equipment (14) and described first electrical motor (MG1) optionally are connected to each other by described power-transfer clutch (Ci) or disconnect, wherein
Described power-transfer clutch (Ci) is arranged in the chamber that wherein holds described second electrical motor (MG2).
18. vehicle drive unit as claimed in claim 17, wherein
Described power-transfer clutch (Ci) is arranged on the opposite side with described first electrical motor (MG1) of described second electrical motor (MG2).
19. vehicle drive unit as claimed in claim 8 also comprises:
Power-transfer clutch (Ci), the input shaft (40) of described first electrical motor (MG1) and described change-speed box part (14) optionally is connected to each other by described power-transfer clutch (Ci) or disconnects, wherein
Described power-transfer clutch (Ci) centers on along the periphery of the shaft portion of described the 3rd supporting walls (70) of the axis extension of described case (34) to be arranged.
20. a vehicle drive unit comprises:
The driving engine (12) that is used for the powered vehicle wheel;
Be used to drive first electrical motor (MG1) of described wheel of vehicle, it comprises that the rotor shaft (20) of stator, rotor and the described rotor of support and the transmission component (22) that rotates via the output shaft (24) with described driving engine (12) are connected to described driving engine (12), the described rotor shaft (20) of described first electrical motor (MG1) and the described output shaft (24) of described driving engine (12) arrange that along predetermined axial line the described rotor shaft (20) and the described transmission component (22) of described first electrical motor (MG1) are connected to each other by being fitted to each other; With
The case (34) that partly or entirely holds described first electrical motor (MG1), the described stator of described first electrical motor (MG1) and described rotor shaft (20) are directly or indirectly supported by described case (34).
21. vehicle drive unit as claimed in claim 20 also comprises:
Be used to transmit the input shaft (26) of the propulsive effort of described driving engine (12) and described first electrical motor (MG1), described output shaft (26) is arranged along described predetermined axial line, described output shaft (26) comprises the primary shaft part of inboard of the described rotor shaft (20) that extends through described first electrical motor (MG1) and the second axle part branch that extends out from described rotor shaft (20) inboard on a side opposite with described driving engine (12) place one side, the described the second axle part branch (26a) of described input shaft (26) is directly or indirectly supported by described case (34).
22. vehicle drive unit as claimed in claim 20, the described stator of wherein said first electrical motor (MG1) and described rotor are contained in the airtight chamber of being defined in the described case (34) (84).
23. vehicle drive unit as claimed in claim 22, wherein containment member is arranged between the described rotor shaft (20) of described case (34) and described first electrical motor (MG1).
24., wherein realize the cooperation of described rotor shaft (20) to described transmission component (22) with spline as each described vehicle drive unit in the claim 20 to 23.
25. as each described vehicle drive unit in the claim 21 to 23, wherein
Containment member is arranged between the described the second axle part branch (26a) of described case (34) and described input shaft (26).
26. vehicle drive unit as claimed in claim 20 also comprises second electrical motor (MG2), described second electrical motor (MG2) comprises along the rotor shaft (32) of stator, rotor and the described rotor of support of described predetermined axial line layout, wherein
Described case (34) partly or entirely holds described second electrical motor (MG2) and described first electrical motor (MG1),
Described case (34) comprises first supporting walls (66) and second supporting walls (68),
The described rotor shaft (20) of described first electrical motor (MG1) is supported on described first supporting walls (66) and described second supporting walls (68), and
The described rotor shaft (32) of described second electrical motor (MG2) is supported on described second supporting walls (68).
27. vehicle drive unit as claimed in claim 26 also comprises:
Change-speed box part (14), it is arranged on the opposite side with described first electrical motor (MG1) of described second electrical motor (MG2) and comprises the input shaft of arranging along described predetermined axial line (40), and
Be arranged on the 3rd supporting walls (70) between described change-speed box part (14) and described second electrical motor (MG2).
28. vehicle drive unit as claimed in claim 27 also comprises oil pump (70), the part of described oil pump (70) forms at least a portion of described the 3rd supporting walls (70).
29. as each described vehicle drive unit in the claim 26 to 28, wherein
The described rotor shaft (32) of described second electrical motor (MG2) is rotatably supported by described second supporting walls (68) two positions.
30. vehicle drive unit as claimed in claim 29, wherein
The part of described second supporting walls (68) extends through the inboard of the described rotor shaft (32) of described second electrical motor (MG2); And
The described rotor shaft (32) of described second electrical motor (MG2) rotatably is supported on the described part of described second supporting walls (68) two positions.
31. vehicle drive unit as claimed in claim 27, wherein
The described input shaft (40) of described change-speed box part (14) rotatably is supported on described the 3rd supporting walls (70).
32. as each described vehicle drive unit in the claim 26,27,28,30 and 31, also comprise input shaft (26), described input shaft (26) is coupled to the described rotor shaft (20) of described first electrical motor (MG1) and transmits described driving engine (12) and the propulsive effort of described first electrical motor (MG1), wherein
Described input shaft (26) is supported separately by described second supporting walls (68).
33. vehicle drive unit as claimed in claim 32 also comprises power-transfer clutch (Ci), described input shaft (26) and described change-speed box optionally are connected to each other by described power-transfer clutch (Ci) or disconnect.
34. vehicle drive unit as claimed in claim 26, wherein
First containment member (104) is arranged between the described rotor shaft (20) of described first supporting walls (66) and described first electrical motor (MG1),
Second containment member (106) is arranged between the described rotor shaft (20) of described second supporting walls (68) and described first electrical motor (MG1), and
The 3rd containment member (112) be arranged on described second supporting walls (68) and the shaft component (26) that extends along the axis of described case (34) between.
35. vehicle drive unit as claimed in claim 34 also comprises:
Propulsive effort transmits equipment (14); With
Power-transfer clutch (Ci), the input shaft (40) of described propulsive effort transmission equipment (14) and described first electrical motor (MG1) optionally are connected to each other by described power-transfer clutch (Ci) or disconnect, wherein
Described power-transfer clutch (Ci) is arranged in the chamber that wherein holds described second electrical motor (MG2).
36. vehicle drive unit as claimed in claim 35, wherein
Described power-transfer clutch (Ci) is arranged on the opposite side with described first electrical motor (MG1) of described second electrical motor (MG2).
37. vehicle drive unit as claimed in claim 27 also comprises:
Power-transfer clutch (Ci), described first electrical motor (MG1) and described change-speed box part (14) optionally are connected to each other by described power-transfer clutch (Ci) or disconnect, wherein
Described power-transfer clutch (Ci) centers on along the periphery of the shaft portion of described the 3rd supporting walls (70) of the axis extension of described case (34) to be arranged.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2004337168A JP4244915B2 (en) | 2004-11-22 | 2004-11-22 | Vehicle drive device |
| JP2004338167 | 2004-11-22 | ||
| JP2004337168 | 2004-11-22 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1778588A CN1778588A (en) | 2006-05-31 |
| CN100445120C true CN100445120C (en) | 2008-12-24 |
Family
ID=36623210
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2005101237072A Expired - Fee Related CN100445120C (en) | 2004-11-22 | 2005-11-18 | Vehicle driving apparatus |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP4244915B2 (en) |
| CN (1) | CN100445120C (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4406883B2 (en) * | 2005-03-25 | 2010-02-03 | スズキ株式会社 | Drive device for hybrid vehicle |
| CN101590805B (en) * | 2008-05-30 | 2012-11-21 | 比亚迪股份有限公司 | Mixed power-driven system |
| JP5593035B2 (en) * | 2009-03-02 | 2014-09-17 | 日産自動車株式会社 | Drive structure for hybrid vehicle |
| JP5605171B2 (en) * | 2010-11-04 | 2014-10-15 | アイシン精機株式会社 | ELECTRIC MOTOR AND VEHICLE DRIVE DEVICE USING THE ELECTRIC MOTOR |
| JP6525024B2 (en) * | 2017-05-24 | 2019-06-05 | マツダ株式会社 | Transmission brake system |
| WO2020188808A1 (en) * | 2019-03-20 | 2020-09-24 | 株式会社ユニバンス | Vehicle drive device |
| CN113212149A (en) * | 2020-02-06 | 2021-08-06 | 德尔福科技工业生产有限公司 | Hybrid power transmission system |
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| JPH09109705A (en) * | 1995-10-18 | 1997-04-28 | Toyota Motor Corp | Hybrid driver |
| JPH1198615A (en) * | 1997-09-12 | 1999-04-09 | Honda Motor Co Ltd | Hybrid car driver |
| JP2001138752A (en) * | 1999-11-12 | 2001-05-22 | Nissan Motor Co Ltd | Power device for series hybrid vehicle |
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| JP2003191759A (en) * | 2001-12-26 | 2003-07-09 | Toyota Motor Corp | Driving device for hybrid vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP3182987B2 (en) * | 1993-06-16 | 2001-07-03 | 株式会社エクォス・リサーチ | Lubrication system for hybrid vehicles |
| JP3656677B2 (en) * | 1995-07-06 | 2005-06-08 | 株式会社デンソー | Power transmission device for vehicle and drive control method thereof |
| JP3129204B2 (en) * | 1995-10-18 | 2001-01-29 | トヨタ自動車株式会社 | Hybrid drive |
| JPH09132042A (en) * | 1995-11-06 | 1997-05-20 | Denso Corp | Power transmission device for vehicle |
| US6155364A (en) * | 1996-02-21 | 2000-12-05 | Toyota Jidosha Kabushiki Kaisha | Hybrid drive system wherein planetary gear mechanism is disposed radially inwardly of stator coil of motor/generator |
| US5931757A (en) * | 1998-06-24 | 1999-08-03 | General Motors Corporation | Two-mode, compound-split electro-mechanical vehicular transmission |
| JP3823650B2 (en) * | 1999-12-28 | 2006-09-20 | アイシン・エィ・ダブリュ株式会社 | Drive device for hybrid vehicle |
| DE10160466C1 (en) * | 2001-12-08 | 2003-06-05 | Daimler Chrysler Ag | Motor vehicle drive device, has two idlers with idler parts connected to drive shaft, coaxial hollow intermediate shaft through which drive shaft passes and rotor of electric motor |
-
2004
- 2004-11-22 JP JP2004337168A patent/JP4244915B2/en not_active Expired - Fee Related
-
2005
- 2005-11-18 CN CNB2005101237072A patent/CN100445120C/en not_active Expired - Fee Related
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH09109705A (en) * | 1995-10-18 | 1997-04-28 | Toyota Motor Corp | Hybrid driver |
| JPH1198615A (en) * | 1997-09-12 | 1999-04-09 | Honda Motor Co Ltd | Hybrid car driver |
| US6492742B1 (en) * | 1999-10-19 | 2002-12-10 | Jatco Transtechnology, Ltd. | Electric torque converter mounted on parallel hybrid vehicle |
| JP2001138752A (en) * | 1999-11-12 | 2001-05-22 | Nissan Motor Co Ltd | Power device for series hybrid vehicle |
| JP2003191759A (en) * | 2001-12-26 | 2003-07-09 | Toyota Motor Corp | Driving device for hybrid vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2006143035A (en) | 2006-06-08 |
| JP4244915B2 (en) | 2009-03-25 |
| CN1778588A (en) | 2006-05-31 |
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