CN111347863B - Drive device for hybrid vehicle - Google Patents

Drive device for hybrid vehicle Download PDF

Info

Publication number
CN111347863B
CN111347863B CN201911318132.8A CN201911318132A CN111347863B CN 111347863 B CN111347863 B CN 111347863B CN 201911318132 A CN201911318132 A CN 201911318132A CN 111347863 B CN111347863 B CN 111347863B
Authority
CN
China
Prior art keywords
shaft
gear
motor
drive
gear set
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.)
Active
Application number
CN201911318132.8A
Other languages
Chinese (zh)
Other versions
CN111347863A (en
Inventor
宫崎将英
北冈圭史
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.)
Suzuki Motor Corp
Original Assignee
Suzuki Motor Corp
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 Suzuki Motor Corp filed Critical Suzuki Motor Corp
Publication of CN111347863A publication Critical patent/CN111347863A/en
Application granted granted Critical
Publication of CN111347863B publication Critical patent/CN111347863B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/12—Arrangement of engine supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405—Housings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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
    • 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
    • F16H57/028—Gearboxes; Mounting gearing therein characterised by means for reducing vibration or noise
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0822—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the arrangement of at least one reverse gear
    • 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
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • 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

Landscapes

  • 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)
  • General Details Of Gearings (AREA)
  • Arrangement Of Transmissions (AREA)
  • Gear Transmission (AREA)

Abstract

Provided is a drive device for a hybrid vehicle, wherein when an electric motor provided at the upper part of a transmission case is connected to a transmission mechanism through a speed reduction mechanism having a plurality of speed reduction gear sets, the electric motor and the speed reduction mechanism can be provided at positions advantageous for suppressing vibration of the drive device. The drive device (4) has a 1 st reduction gear set (37), a 2 nd reduction gear set (38), and a 3 rd reduction gear set (39), and has a reduction mechanism (33) that transmits power from a motor shaft (32B) of the motor (32) to the forward movement output shaft (12). The speed reduction mechanism has a 1 st intermediate shaft and a 2 nd intermediate shaft between a motor shaft and a forward-movement output shaft. The speed reduction mechanism is provided with a motor shaft, a 1 st intermediate shaft, a 2 nd intermediate shaft and a forward output shaft, wherein the 1 st imaginary line connecting the shaft center of the motor shaft, the shaft center of the 1 st intermediate shaft, the shaft center of the 2 nd intermediate shaft and the shaft center of the forward output shaft is formed into a zigzag shape.

Description

Drive device for hybrid vehicle
Technical Field
The present invention relates to a drive device for a hybrid vehicle.
Background
As a conventional power transmission device for a hybrid vehicle, a device described in patent document 1 is known. The power transmission device for a hybrid vehicle is provided with: a speed reduction mechanism that reduces a driving force of the motor; a differential device that distributes the driving force decelerated by the deceleration mechanism to left and right driving wheels; and a transmission case that houses the differential device.
Documents of the prior art
Patent document
Patent document 1: japanese unexamined patent publication No. 2007-203999
Disclosure of Invention
Problems to be solved by the invention
In such a conventional power transmission device for a hybrid vehicle, a differential device is provided at a rear portion of a transmission case, and a heavy drive motor or a reduction mechanism is provided above the differential device.
Therefore, when the mount attachment portion for supporting the power transmission device to the vehicle body is provided at the upper portion of the transmission case, the moment of inertia about the mount attachment portion is increased, and it becomes difficult to suppress the vibration of the power transmission device.
Further, the speed reduction mechanism of the conventional power transmission device includes a multi-stage reduction gear set, and the axial center of the reduction gear is arranged on a straight line (see fig. 9 of patent document 1). Therefore, the size of the reduction gear case in the installation direction of the reduction gear becomes long, and the drive motor is installed at a position separated from the attachment fitting portion. Therefore, the moment of inertia about the attachment fitting portion is further increased, and it becomes further difficult to suppress the vibration of the power transmission device.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a drive device for a hybrid vehicle, in which when an electric motor provided at an upper portion of a transmission case is coupled to a transmission mechanism via a reduction mechanism having a multi-stage reduction gear set, the electric motor and the reduction mechanism can be provided at positions advantageous for suppressing vibration of the drive device.
Means for solving the problems
A hybrid vehicle drive device according to the present invention includes: a transmission mechanism including an input shaft having an input gear for receiving power transmitted from a power source, and an output shaft having an output gear meshed with the input gear; a drive shaft coupled to the output shaft through a final reduction mechanism; a transmission case that houses the transmission mechanism, the final reduction mechanism, and the drive shaft; a mounting member attachment portion provided at an upper portion of the transmission case; a motor having a motor shaft, provided at an upper portion of the transmission case and located at a rear side of the mount mounting portion; and a speed reduction mechanism having a plurality of speed reduction gear sets and transmitting power from the motor shaft to the output shaft, wherein the speed reduction mechanism has at least 2 intermediate shafts between the motor shaft and the output shaft, and the motor shaft, the at least 2 intermediate shafts, and the output shaft are arranged such that an imaginary line connecting an axis of the motor shaft, an axis of the at least 2 intermediate shafts, and an axis of the output shaft forms a zigzag shape.
Effects of the invention
As described above, according to the present invention, when the electric motor provided at the upper portion of the transmission case is coupled to the transmission mechanism through the reduction mechanism having the multi-stage reduction gear set, the electric motor and the reduction mechanism can be provided at positions advantageous for suppressing the vibration of the drive device.
Drawings
Fig. 1 is a left side view of a hybrid vehicle drive device according to an embodiment of the present invention.
Fig. 2 is a plan view of a hybrid vehicle drive device according to an embodiment of the present invention.
Fig. 3 is a frame diagram of a hybrid vehicle drive device according to an embodiment of the present invention.
Fig. 4 is a sectional view taken along the direction IV-IV of fig. 1.
Fig. 5 is a sectional view taken along the direction V-V of fig. 2.
Fig. 6 is an outside view of a left housing of the hybrid vehicle drive device according to the embodiment of the present invention.
Fig. 7 is a perspective view of a left housing of a hybrid vehicle drive device according to an embodiment of the present invention.
Fig. 8 is a sectional view taken along line VIII-VIII of fig. 5.
Fig. 9 is a view in section from direction IX-IX of fig. 6.
Fig. 10 is a configuration diagram of a reduction mechanism of a hybrid vehicle drive device according to an embodiment of the present invention.
Description of the reference numerals
A hybrid vehicle; a drive device (a drive device for a hybrid vehicle); a transmission housing; an input shaft (variator); an output shaft (transmission mechanism) for forward movement; a final reduction mechanism; 15B. 15a.. Rotating shaft (drive shaft); 16A, 16B, 16C, 16D, 16E, 16F.. Input gears (speed change mechanisms); 17A, 17B, 17C, 17E, 17F.. Output gear (speed change mechanism); an output gear (speed change mechanism, 3 rd driven gear, driven gear); a peripheral wall portion (a reducer case); a motor mounting portion; a cover (retarder housing); a mounting member mounting portion; an electric motor; a motor shaft; a speed reduction mechanism; 1 st drive gear (drive gear); 1 st countershaft; 1 st driven gear (driven gear); a 2 nd drive gear (drive gear); a 2 nd countershaft; a 2 nd driven gear (driven gear); a 3 rd drive gear (drive gear); 1 st reduction gear set; a 2 nd reduction gear set; a 3 rd reduction gear set; l1.. Imaginary line, 1 st imaginary line; l2.. 2 th imaginary line; o1.. Axis of motor shaft; the axial center of the 1 st intermediate shaft (axial center of the intermediate shaft); o3.. Axial center of the 2 nd countershaft (axial center of the countershaft); o4..
Detailed Description
A hybrid vehicle drive device according to an embodiment of the present invention includes: a transmission mechanism including an input shaft having an input gear for receiving power transmitted from a power source and an output shaft having an output gear meshed with the input gear; a drive shaft coupled to an output shaft through a final reduction mechanism; a transmission case that houses the speed change mechanism, the final reduction mechanism, and the drive shaft; a mounting member attachment portion provided at an upper portion of the transmission case; a motor having a motor shaft, provided at an upper portion of the transmission case and located at a position rearward of the mount mounting portion; and a speed reduction mechanism having a plurality of speed reduction gear sets and transmitting power from the motor shaft to the output shaft, wherein the speed reduction mechanism has at least 2 intermediate shafts between the motor shaft and the output shaft, and the motor shaft, the at least 2 intermediate shafts and the output shaft are arranged such that an imaginary line connecting the shaft center of the motor shaft, the shaft center of the at least 2 intermediate shafts and the shaft center of the output shaft forms a zigzag shape.
Thus, in the hybrid vehicle drive device according to the embodiment of the present invention, when the electric motor provided at the upper portion of the transmission case is coupled to the transmission mechanism through the reduction mechanism having the multi-stage reduction gear set, the electric motor and the reduction mechanism can be provided at positions advantageous for suppressing the vibration of the drive device.
[ examples ]
Hereinafter, a hybrid vehicle drive device according to an embodiment of the present invention will be described with reference to the drawings. Fig. 1 to 10 are views showing a hybrid vehicle drive device according to an embodiment of the present invention.
In fig. 1 to 10, the vertical, front, rear, and left and right directions are the vertical, front, rear, and left and right directions of the hybrid vehicle drive device in a state of being installed in the vehicle, the direction orthogonal to the front and rear directions is the left and right directions, and the height direction of the hybrid vehicle drive device is the vertical direction.
First, the configuration is explained. In fig. 1, a hybrid vehicle (hereinafter simply referred to as a vehicle) 1 includes a vehicle body 2, and the vehicle body 2 is partitioned into an engine room 2A on the front side and a vehicle cabin 2B on the rear side by a dash panel 3. A hybrid vehicle drive device (hereinafter simply referred to as a drive device) 4 is provided in the engine room 2A, and the drive device 4 has a shift speed of forward 6 speed and reverse 1 speed.
In fig. 2, the drive device 4 includes a transmission case 5, and the transmission case 5 includes a right case 6 and a left case 7.
An engine 8 is coupled to the right housing 6. The engine 8 has a crankshaft 9 (see fig. 3), and the crankshaft 9 is provided to extend in the width direction of the vehicle 1. That is, the engine 8 of the present embodiment is constituted by a transverse engine, and the vehicle 1 of the present embodiment is a front engine front drive (FF) vehicle. The engine 8 of the present embodiment includes an internal combustion engine, and constitutes a power source of the present invention.
The left case 7 is coupled to the right case 6 from the side opposite to the engine 8, i.e., from the left side. A flange portion 6F (see fig. 8) is formed on the outer peripheral edge of the right housing 6. In fig. 7 and 8, a flange portion 7F is formed on the outer peripheral edge of the left housing 7.
As shown in fig. 6 and 7, the flange portion 7F is provided with a plurality of boss portions 7F into which bolts 23A (see fig. 1) are inserted, and the boss portions 7F are provided along the flange portion 7F.
A plurality of not-shown boss portions matching the boss portions 7F are formed in the flange portion 6F, and by fastening the bolts 23A to the boss portions of the flange portion 6F and the boss portions 7F of the flange portion 7F, the right housing 6 and the left housing 7 are fastened and integrated.
The right housing 6 houses a clutch 10 (see fig. 3). The left housing 7 houses an input shaft 11, a forward output shaft 12, a reverse output shaft 13, a final reduction mechanism 14, and a differential device 15 shown in fig. 3.
The input shaft 11, the forward output shaft 12, and the reverse output shaft 13 are provided in parallel. The forward drive output shaft 12 of the present embodiment constitutes an output shaft of the present invention.
In fig. 3, an input shaft 11 is coupled to the engine 8 via a clutch 10, and power of the engine 8 is transmitted via the clutch 10. In fig. 3 and 4, the input shaft 11 includes an input gear 16A for 1-speed, an input gear 16B for 2-speed, an input gear 16C for 3-speed, an input gear 16D for 4-speed, an input gear 16E for 5-speed, and an input gear 16F for 6-speed.
The input gears 16A, 16B are fixed to the input shaft 11 and rotate integrally with the input shaft 11. The input gears 16C to 16F are provided to be rotatable relative to the input shaft 11.
The forward output shaft 12 includes an output gear 17A for 1-speed gear, an output gear 17B for 2-speed gear, an output gear 17C for 3-speed gear, an output gear 17D for 4-speed gear, an output gear 17E for 5-speed gear, an output gear 17F for 6-speed gear, and a final drive gear 17G for forward movement, and the output gears 17A to 17F mesh with input gears 16A to 16F constituting the same shift speed.
The output gears 17A and 17B are provided to be rotatable relative to the forward output shaft 12. The output gears 17C to 17F and the final drive gear 17G are fixed to the forward output shaft 12 to rotate integrally with the forward output shaft 12.
In the 1 st gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16A and the output gear 17A. In the 2 nd gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16B and the output gear 17B.
A 1 st synchronizer 18 is provided between the output gear 17A and the output gear 17B on the forward output shaft 12.
The 1 st synchronizer 18 couples the output gear 17A for the 1 st gear to the output shaft 12 for forward movement when shifting to the 1 st gear by the shift operation, and the 1 st synchronizer 18 couples the output gear 17B for the 2 nd gear to the output shaft 12 for forward movement when shifting to the 2 nd gear by the shift operation. Thereby, the output gear 17A or the output gear 17B rotates integrally with the forward output shaft 12.
A 2 nd synchronizing device 19 is provided on the input shaft 11 between the input gear 16C and the input gear 16D.
The 2 nd synchronizing device 19 couples the input gear 16C to the input shaft 11 when shifting to 3 th gear by a shifting operation, and the 2 nd synchronizing device 19 couples the input gear 16D to the input shaft 11 when shifting to 4 th gear by a shifting operation. Thereby, the input gear 16C or the input gear 16D rotates integrally with the input shaft 11.
In the 3 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16C and the output gear 17C. In the 4 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16D and the output gear 17D.
In this way, the 2 nd synchronizer 19 provided on the input shaft 11 selects 1 speed gear group from among 1 speed gear group including the input gear 16C and the output gear 17C and 1 speed gear group including the input gear 16D and the output gear 17D, and transmits power from the input shaft 11 to the forward output shaft 12 through the selected speed gear group.
A 3 rd synchronizer 20 is provided on the input shaft 11 between the input gear 16E and the input gear 16F.
The 3 rd synchronizer 20 couples the input gear 16E to the input shaft 11 when shifting to 5 th gear by a shift operation, and the 3 rd synchronizer 20 couples the input gear 16F to the input shaft 11 when shifting to 6 th gear by a shift operation. Thereby, the input gear 16E or the input gear 16F rotates integrally with the input shaft 11.
In the 5 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16E and the output gear 17E. In the 6 th gear, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 through the input gear 16F and the output gear 17F.
In this way, the 3 rd synchronizer 20 provided on the input shaft 11 selects 1 speed gear group from among 1 speed gear group including the input gear 16E and the output gear 17E and 1 speed gear group including the input gear 16F and the output gear 17F, and transmits power from the input shaft 11 to the forward output shaft 12 through the selected speed gear group.
The speed change gear set including the input gear 16D and the output gear 17D and the speed change gear set including the input gear 16E and the output gear 17E are disposed adjacent to each other in the axial direction of the input shaft 11 between the 2 nd synchronizing device 19 and the 3 rd synchronizing device 20.
The reverse output shaft 13 is provided with a reverse gear 22A and a reverse final drive gear 22B. The reverse gear 22A is provided to be rotatable relative to the reverse output shaft 13, and the reverse gear 22A is meshed with the output gear 17A. The final drive gear 22B is fixed to the reverse output shaft 13 and rotates integrally with the reverse output shaft 13.
The 4 th synchronizer 21 is provided on the reverse output shaft 13. When switching to the reverse gear by the shift operation, the 4 th synchronizer 21 couples the reverse gear 22A to the reverse output shaft 13. Thereby, the reverse gear 22A rotates integrally with the reverse output shaft 13.
In the reverse gear, the power of the engine 8 is transmitted from the input shaft 11 to the reverse output shaft 13 through the input gear 16A, the output gear 17A that rotates relative to the forward output shaft 12, and the reverse gear 22A.
The final drive gear 17G for forward movement and the final drive gear 22B for reverse movement are meshed with the final driven gear 15A of the differential device 15. Thereby, the power of the forward output shaft 12 and the power of the reverse output shaft 13 are transmitted to the differential device 15 through the forward final drive gear 17G or the reverse final drive gear 22B.
The differential device 15 includes: a final-stage driven gear 15A; a differential case 15B having a final driven gear 15A mounted on an outer peripheral portion thereof; and a differential mechanism 15C that is internally provided in the differential case 15B.
A cylindrical portion 15B (see fig. 4) is provided at the right end of the differential case 15B, and a cylindrical portion 15c (see fig. 5) is provided at the left end of the differential case 15B. One end portions of left and right drive shafts 24L and 24R (see fig. 3) are inserted into the cylindrical portions 15b and 15c, respectively.
One end portions of the left and right drive shafts 24L, 24R are coupled to the differential mechanism 15C, and the other end portions of the left and right drive shafts 24L, 24R are coupled to left and right drive wheels, not shown, respectively. The differential device 15 distributes the power of the engine 8 to the left and right drive shafts 24L, 24R via the differential mechanism 15C and transmits the power to the drive wheels.
The final driven gear 15A rotates about a rotation shaft 15A (see fig. 1). The rotary shaft 15A of the final driven gear 15A of the present embodiment constitutes the drive shaft of the present invention. The rotary shaft 15A of the final driven gear 15A is located on the same axis as the drive shafts 24L, 24R, and also constitutes the rotary shaft 15A of the differential case 15B, including the differential case 15.
The input shaft 11, the forward movement output shaft 12, the input gears 16A to 16F, and the output gears 17A to 17F of the present embodiment constitute a speed change mechanism of the present invention.
The input gear 16A and the output gear 17A, the input gear 16B and the output gear 17B, the input gear 16C and the output gear 17C, the input gear 16D and the output gear 17D, the input gear 16E and the output gear 17E, and the input gear 16F and the output gear 17F constitute a speed change gear set of the present invention, which selectively transmits power from the input shaft 11 to the forward output shaft 12.
The final reduction mechanism 14 includes a final drive gear 17G for forward movement and a final driven gear 15A. The forward output shaft 12 is coupled to a differential case 15B through a final reduction mechanism 14.
In fig. 1 and 2, a mounting piece attachment portion 31 is provided at an upper portion of the left housing 7. The mounting piece attachment portion 31 has a plurality of boss portions 31A, and a mounting bracket, not shown, is fastened to the boss portions 31A by bolts, not shown.
The mounting bracket is coupled to a mounting member having an elastic body provided on a left side member, both not shown. Thereby, the drive device 4 is elastically supported to the left side member by the mounting bracket and the mounting member.
The engine 8 is elastically supported by the right side member via a mounting bracket and a mounting member, both not shown.
A motor 32 is provided on the upper portion of the left housing 7 on the rear side of the attachment fitting portion 31.
In fig. 8, the motor 32 includes: a motor case 32A; and a motor shaft 32B rotatably supported by the motor case 32A. A rotor and a stator having a coil wound thereon, both not shown, are housed in the motor case 32A, and the motor shaft 32B is provided integrally with the rotor.
In the motor 32, a rotating magnetic field that rotates in the circumferential direction is generated by supplying three-phase alternating current to the coils. The stator links the generated magnetic flux to the rotor, thereby driving the rotor integrated with the motor shaft 32B to rotate.
In fig. 2, a reduction gear case 25 is provided on the left case 7, and the reduction gear case 25 includes a case portion 26 and a cover portion 27. The reduction gear case 25 houses a reduction mechanism 33 (see fig. 6).
In fig. 3 and 10, the speed reduction mechanism 33 includes: a 1 st drive gear 34 provided on a motor shaft 32B of the motor 32; the 1 st intermediate shaft 35; the 2 nd intermediate shaft 36; and a 4-speed output gear 17D provided on the forward output shaft 12.
A 1 st driven gear 35A and a 2 nd drive gear 35B are provided on the 1 st intermediate shaft 35. A 2 nd driven gear 36A and a 3 rd drive gear 36B are provided on the 2 nd counter shaft 36.
In fig. 10, the 1 st driven gear 35A is formed to have a larger diameter than the 1 st drive gear 34, and is meshed with the 1 st drive gear 34. The 1 st drive gear 34 and the 1 st driven gear 35A constitute a 1 st reduction gear set 37 that couples the motor shaft 32B and the 1 st intermediate shaft 35.
The 2 nd driving gear 35B is formed to have a smaller diameter than the 1 st driven gear 35A and the 2 nd driven gear 36A, and is meshed with the 2 nd driven gear 36A. The 2 nd drive gear 35B and the 2 nd driven gear 36A are coupled to the 1 st intermediate shaft 35 and the 2 nd intermediate shaft 36, and constitute a 2 nd reduction gear set 38.
The 3 rd drive gear 36B is formed to have the same diameter as that of the 2 nd driven gear 36A and to have a larger diameter than that of the output gear 17D for the 4 th gear, and the 3 rd drive gear 36B is meshed with the output gear 17D for the 4 th gear.
The 3 rd drive gear 36B and the output gear 17D connect the 2 nd intermediate shaft 36 and the forward movement output shaft 12 to constitute a 3 rd reduction gear set 39.
As shown in fig. 5, the axial center O3 of the 3 rd drive gear 36B is provided vertically above the axial center O4 of the forward output shaft 12 and below the upper wall 7B of the left housing 7.
In this way, in the speed reducing mechanism 33 of the present embodiment, the driven gear of the 3 rd reduction gear set 39 includes the output gear 17D for the 4 th speed among the plurality of speed change gear sets.
In fig. 3, the 3 rd drive gear 36B of the 3 rd reduction gear set 39 is disposed radially outward of the input gear 16D and the output gear 17D. The 1 st reduction gear set 37 is disposed radially outward of the input gear 16E and the output gear 17E. The 2 nd reduction gear set 38 is disposed radially outward of the 3 rd synchronizer 20.
In this way, the speed reduction mechanism 33 includes the 1 st intermediate shaft 35 and the 2 nd intermediate shaft 36 on a power transmission path through which power is transmitted from the electric motor 32 to the forward output shaft 12. The speed reduction mechanism 33 reduces the speed of the power of the motor 32 and transmits the power to the forward drive output shaft 12 by setting the diameters of the drive gears 34, 35B, 36B and the driven gears 35A, 36A to have arbitrary speed reduction ratios.
The 1 st drive gear 34, the 2 nd drive gear 35B, and the 3 rd drive gear 36B in the present embodiment constitute drive gears of the present invention, and the 1 st driven gear 35A, the 2 nd driven gear 36A, and the 4 th output gear 17D constitute driven gears of the present invention.
In fig. 10, the 1 st driven gear 35A overlaps the 2 nd driven gear 36A and the 3 rd drive gear 36B in the radial direction, and is disposed between the 2 nd driven gear 36A and the 3 rd drive gear 36B.
In fig. 5, the speed reduction mechanism 33 is configured such that the motor shaft 32B, the 1 st intermediate shaft 35, the 2 nd intermediate shaft 36, and the forward output shaft 12 are arranged such that a 1 st imaginary line L1 connecting the shaft center O1 of the motor shaft 32B, the shaft center O2 of the 1 st intermediate shaft 35, the shaft center O3 of the 2 nd intermediate shaft 36, and the shaft center O4 of the forward output shaft 12 is formed in a zigzag shape.
Here, the zigzag shape refers to a form in which a straight line is bent several times to form a zigzag shape or a form in which a straight line is bent several times forward and backward.
In fig. 5, when a straight line extending in the vertical direction through the rotation shaft 15A of the final driven gear 15A is set to the 2 nd virtual line L2, the motor 32, the 1 st intermediate shaft 35, and the 2 nd intermediate shaft 36 are disposed such that the axial center O1 of the motor shaft 32B, the axial center O2 of the 1 st intermediate shaft 35, and the axial center O3 of the 2 nd intermediate shaft 36 are positioned on the mount mounting portion 31 side, i.e., on the front side, with respect to the 2 nd virtual line L2.
The 1 st intermediate shaft 35 is disposed such that the shaft center O2 thereof is located on the side of the mounting piece attachment portion 31 with respect to the shaft center O1 of the motor shaft 32B in the front-rear direction, that is, on the front side with respect to the shaft center O1 of the motor shaft 32B.
The axial center O3 of the 2 nd intermediate shaft 36 is provided at a position farther from the attachment fitting portion 31 than the axial center O2 of the 1 st intermediate shaft 35 in the front-rear direction, that is, at a position further to the rear side than the axial center O2 of the 1 st intermediate shaft 35.
In fig. 8, the case 26 has a peripheral wall 28. The peripheral wall portion 28 projects in a direction (leftward) away from the right case 6 with respect to the left side wall 7A of the left case 7, and the upper end 28u extends above the upper wall 7B of the left case 7. As shown in fig. 6, the peripheral wall portion 28 is formed in an L-shape when viewed from the axial direction of the input shaft 11, and surrounds the reduction mechanism 33.
In fig. 9, the cover portion 27 is joined (fastened) to a distal end portion 28a of the peripheral wall portion 28 in the protruding direction by a bolt 23B (see fig. 1) to close the open end of the peripheral wall portion 28.
As shown in fig. 6 and 7, the case 26 has a side wall 29. The side wall portion 29 is provided at a proximal end portion 28b (see fig. 8 and 9) in the protruding direction of the peripheral wall portion 28 on the side opposite to the cover portion 27, i.e., on the right housing 6 side.
In fig. 8 and 9, the side wall portion 29 includes: a vertical wall portion 29A extending upward from the upper wall 7B of the left housing 7; and a partition wall portion 29B (see fig. 6) extending from a lower portion of the vertical wall portion 29A to a position below the upper wall 7B of the left housing 7 on the base end portion 28B side in the protruding direction of the peripheral wall portion 28, and connecting the upper wall 7B and a lower portion 28c of the peripheral wall portion 28.
As shown in fig. 8, in the axial direction of the input shaft 11, the side wall portion 29 including the vertical wall portion 29A and the partition wall portion 29B is located between the motor 32 and the reduction mechanism 33.
In the side wall 29 of the present embodiment, the vertical wall 29A and the partition wall 29B are integrally formed, and a portion located above the upper wall 7B forms the vertical wall 29A and a portion located below the upper wall 7B forms the partition wall 29B, with the upper wall 7B of the left housing 7 being a boundary.
As shown in fig. 8, the reduction mechanism 33 is housed in a reduction mechanism housing chamber 45 surrounded by the cover portion 27, the peripheral wall portion 28, and the side wall portion 29.
In fig. 6 and 7, a motor mounting portion 29C is provided above the vertical wall portion 29A. The motor mounting portion 29C is formed in a disk shape having an outer diameter equal to the outer diameter of the motor 32, that is, the outer diameter of the motor case 32A.
A plurality of boss portions 29m are provided on the outer peripheral portion of the motor attachment portion 29C, and the boss portions 29m are provided along the outer peripheral portion of the motor attachment portion 29C. The motor 32 is fastened to the motor mounting portion 29C by inserting a bolt 23C (see fig. 5) into the motor mounting portion 29C and fastening the bolt 23C to a not-shown threaded groove formed in the motor case 32A.
In fig. 7, 3 boss portions located below the motor fitting portion 29C (3 boss portions denoted with reference numeral 7F between the motor fitting portion 29C and the partition wall portion 29B in fig. 7) among the plurality of boss portions 7F provided at the flange portion 7F of the left housing 7 are joined to the vertical wall portion 29A in the side wall portion 29.
In fig. 1 and 5, a motor connector 32C is provided behind the motor 32, and a power supply line, not shown, for driving the motor 32 is connected to the motor connector 32C.
A cooling water inlet pipe portion 32a and a cooling water outlet pipe portion 32b are provided above the motor 32. The cooling water inlet pipe portion 32a introduces cooling water into the motor 32, and the cooling water outlet pipe portion 32b discharges the cooling water that has cooled the motor 32 from the motor 32.
As shown in fig. 1 and 2, a front bracket 46A and a rear bracket 46B are provided in the transmission case 5. The front bracket 46A couples the right end of the motor case 32A and the right case 6, and supports the motor case 32A to the right case 6.
The rear bracket 46B couples the rear end of the motor connector 32C and the right housing 6, and supports the motor connector 32C on the right housing 6. Thus, the side of the motor 32 opposite to the motor fitting portion 29C is coupled to the right housing 6.
In fig. 8, the vertical wall portion 29A is provided with bearing holding portions 29A and 29b, and the bearing holding portions 29A and 29b extend in a cylindrical shape from the vertical wall portion 29A toward the cover portion 27. The cover 27 is provided with bearing holders 27a, 27b. The bearing holding portions 27a and 27b extend in a cylindrical shape from the cover portion 27 toward the vertical wall portion 29A.
The motor shaft 32B and the right end side of the 1 st drive gear 34 are rotatably supported by the bearing holding portion 29a through a bearing 51A, and the left end side of the 1 st drive gear 34 is rotatably supported by the bearing holding portion 27a through a bearing 51B.
The right end portion of the 1 st intermediate shaft 35 is rotatably supported by the bearing holding portion 29b via a bearing 51C, and the left end portion of the 1 st intermediate shaft 35 is rotatably supported by the bearing holding portion 27b via a bearing 51D.
In fig. 9, a bearing holding portion 29c is provided in the partition wall portion 29B. The bearing holding portion 29C is provided at a portion of the side wall portion 29 of the upper wall 7B that connects the motor mounting portion 29C with the left housing 7. In other words, the bearing holding portion 29c is provided at the engagement portion of the partition wall portion 29B and the upper wall 7B of the left housing 7.
The bearing holding portion 29c is formed in a cylindrical shape with one end (right end) closed and the other end (left end) open. A gear recess 29H for accommodating the 3 rd drive gear 36B is provided at a joint portion between the partition wall portion 29B and the upper wall 7B.
The gear recess 29H includes: a flat surface portion 29f extending from the open end side of the bearing holding portion 29c to the outer side in the radial direction of the 2 nd intermediate shaft 36; and a cylindrical portion 29g extending in the axial direction of the 2 nd intermediate shaft 36 from the outer peripheral portion in the radial direction of the planar portion 29 f.
The cover portion 27 is provided with a bearing holding portion 27c, and the bearing holding portion 27c extends in a cylindrical shape from the cover portion 27 toward the partition wall portion 29B. The right end portion of the 2 nd intermediate shaft 36 is rotatably supported by the bearing holding portion 29c via a bearing 51E, and the left end portion of the 2 nd intermediate shaft 36 is rotatably supported by the bearing holding portion 27c via a bearing 51F.
That is, the 3 rd drive gear 36B of the present embodiment is provided on the 2 nd intermediate shaft 36, and the 2 nd intermediate shaft 36 is rotatably supported by the partition wall portion 29B and the cover portion 27.
Thus, the motor shaft 32B, the 1 st drive gear 34, the 1 st intermediate shaft 35, and the 2 nd intermediate shaft 36 are rotatably supported by the side wall portion 29 and the cover portion 27.
The 3 rd drive gear 36B is provided radially outward of the bearing 51A that supports the motor shaft 32B in the partition wall portion 29B. In other words, the 3 rd drive gear 36B is disposed at the same position as the bearing 51A in the axial direction of the 2 nd intermediate shaft 36.
In fig. 8, a cylindrical bearing holding portion 6A is provided on a left side wall 6A of the right casing 6, and a right end portion of the forward output shaft 12 is rotatably supported by the bearing holding portion 6A via a bearing 51G.
The cover portion 27 is provided with a cylindrical bearing holding portion 27d, and the left end portion of the forward output shaft 12 is rotatably supported by the bearing holding portion 27d via a bearing 51H.
A cylindrical bearing holding portion (not shown) is provided on the left side wall 6A of the right housing 6, and the right end portion of the input shaft 11 is rotatably supported by the bearing holding portion via a bearing 51I (see fig. 4).
In fig. 4, a cylindrical bearing holding portion 27e is provided in the cover portion 27, and the left end portion of the input shaft 11 is rotatably supported by the bearing holding portion 27e via a bearing 51J.
Thus, the input shaft 11 and the forward output shaft 12 are rotatably supported by the cover portion 27. That is, the cover portion 27 rotatably supports the motor shaft 32B, the 1 st drive gear 34, the 1 st intermediate shaft 35, the 2 nd intermediate shaft 36, the input shaft 11, and the forward movement output shaft 12.
In fig. 4 and 8, the partition wall 29B partitions the inside of the left case 7 into a reduction mechanism housing chamber 45 and a gear housing chamber 47.
In fig. 4 and 6, an opening 29h is formed in the partition wall 29B, and the input shaft 11 and the forward output shaft 12 are provided in the reduction mechanism housing chamber 45 and the gear housing chamber 47 through the opening 29h.
The input gears 16A, 16B, 16C and the output gears 17A, 17B, 17C are provided in the gear housing chamber 47, and the input gears 16D, 16E, 16F and the output gears 17D, 17E, 17F are provided in the reduction mechanism housing chamber 45.
In fig. 4 and 7, the left case 7 has a differential housing wall portion 7C. Differential housing wall portion 7C is located closer to right case 6 than left side wall 7A and partition wall portion 29B of left case 7.
In fig. 8, a cylindrical support portion 6b is provided on the left side wall 6A of the right housing 6. The support portion 6B protrudes from the left side wall 6A in a direction away from the left case 7, and the support portion 6B rotatably supports the cylindrical portion 15B (see fig. 4) provided at the right end portion of the differential case 15B via a bearing 51K (see fig. 4) and the cylindrical portion 15B.
In fig. 7, a cylindrical support portion 7C is provided on the differential housing wall portion 7C. The support portion 7C protrudes from the differential housing wall portion 7C in a direction away from the right case 6, and the support portion 7C rotatably supports the cylindrical portion 15C provided at the left end portion of the differential case 15B via a bearing 51L (see fig. 5).
In fig. 8, the differential device 15 is provided inside the left case 7 at the end portion on the right case 6 side, that is, on the engine 8 side, and is housed in the left side wall 6A and the differential housing wall portion 7C (see fig. 7).
As shown in fig. 4, the left housing 7 has: a left side wall 7A that is opposed to the input shaft 11 and the forward movement output shaft 12 in the axial direction of the input shaft 11; and a differential housing wall portion 7C that faces the differential device 15, the left side wall 7A and the differential housing wall portion 7C being formed offset in the axial direction of the input shaft 11.
In fig. 7 and 9, the left housing 7 has a stepped wall portion 7D. The step wall portion 7D connects the left side wall 7A and the differential case wall portion 7C, and is curved along the cylindrical shape of the support portion 7C.
As shown in fig. 9, the step wall portion 7D is in contact with the peripheral wall portion 28, and extends from the peripheral wall portion 28 toward the differential case wall portion 7C. Ribs 48A and 48B are provided on the step wall portion 7D.
The ribs 48A, 48B extend from the differential case wall portion 7C to the left side wall 7A, and connect the peripheral wall portion 28 and the partition wall portion 29B.
In fig. 1 and 2, a shift unit 41 is provided at an upper portion of the left housing 7 on the front side of the electric motor 32. The electric motor 32 and the shift unit 41 are disposed in front of and behind the attachment fitting portion 31 so as to be close to the attachment fitting portion 31 in a plan view of the vehicle 1.
The shift unit 41 is driven for performing a shift operation and a clutch operation of the drive device 4. Here, the shift operation is an operation of switching the shift speed of the drive device 4, and the clutch operation is an operation of engaging (connecting) or releasing (disconnecting) the clutch 10 of the drive device 4.
In fig. 4, a shift select shaft 42 is housed in the left housing 7. The shift select shaft 42 is movable in the axial direction and rotatable with respect to the left housing 7, and is operated by the shift unit 41.
In a state where a shift lever, not shown, operated by the driver is switched to the forward range or to the reverse range, the shift unit 41 operates the shift select shaft 42 based on, for example, a speed change map in which a throttle opening degree and a vehicle speed are set in advance as parameters.
The shift select shaft 42 operates the 1 st to 4 th synchronizing devices 18 to 21 by a shift operating mechanism including a shift fork (shift yoke), a shift shaft, a shift fork (shift fork), and the like, all of which are not shown, to control the shift stage. The shift unit 41 operates the shift select shaft 42 by a hydraulic mechanism, a motor mechanism, or the like, but the driving method is not limited to these hydraulic mechanism, motor mechanism, or the like.
Next, the operation will be explained.
When the vehicle 1 travels by the engine while traveling forward, the power of the engine 8 is transmitted from the input shaft 11 to any one of the output gears 17A to 17F through any one of the input gears 16A to 16F that establishes a predetermined shift speed.
Accordingly, power is transmitted from the final drive gear 17G of the forward output shaft 12 to the final driven gear 15A, and power of the engine 8 is distributed to the left and right drive shafts 24L, 24R through the differential mechanism 15C of the differential device 15 and transmitted to the drive wheels, whereby the vehicle 1 performs forward travel.
On the other hand, in the case of running with the motor while the vehicle 1 is moving forward, the power of the motor 32 is transmitted from the motor shaft 32B to the 1 st driven gear 35A through the 1 st drive gear 34 in a state where the 1 st to 4 th synchronization devices 18 to 21 are located at the neutral positions.
Then, the power of the motor 32 is transmitted to the output gear 17D for the 4 th gear through the 2 nd drive gear 35B, the 2 nd driven gear 36A, and the 3 rd drive gear 36B.
Since the speed reduction mechanism 33 sets the diameters of the drive gears 34, 35B, 36B and the driven gears 35A, 36A so as to have an arbitrary speed reduction ratio, the power of the motor 32 is reduced in speed and transmitted to the forward movement output shaft 12.
Accordingly, power is transmitted from the final drive gear 17G of the forward output shaft 12 to the final driven gear 15A, and the vehicle 1 travels forward.
The driving device 4 according to the present embodiment includes: a mount fitting section 31 provided at an upper portion of the left housing 7; a motor 32 provided at an upper portion of the left housing 7 and located rearward of the attachment fitting portion 31; and a speed reduction mechanism 33 having speed reduction gear sets 37, 38, and 39 and transmitting power from a motor shaft 32B of the motor 32 to the forward output shaft 12.
The speed reduction mechanism 33 has a 1 st intermediate shaft 35 and a 2 nd intermediate shaft 36 between the motor shaft 32B and the forward drive output shaft 12.
The speed reduction mechanism 33 is configured such that the motor shaft 32B, the 1 st intermediate shaft 35, the 2 nd intermediate shaft 36, and the forward output shaft 12 form a 1 st imaginary line L1 connecting the shaft center O1 of the motor shaft 32B, the shaft center O2 of the 1 st intermediate shaft 35, the shaft center O3 of the 2 nd intermediate shaft 36, and the shaft center O4 of the forward output shaft 12 in a zigzag shape.
Thus, the motor shaft 32B can be brought closer to the forward output shaft 12, compared to a case where the motor shaft 32B, the 1 st intermediate shaft 35, the 2 nd intermediate shaft 36, and the forward output shaft 12 are provided such that the 1 st imaginary line L1 connecting the shaft center O1 of the motor shaft 32B, the shaft center O2 of the 1 st intermediate shaft 35, the shaft center O3 of the 2 nd intermediate shaft 36, and the shaft center O4 of the forward output shaft 12 is formed as a straight line. Therefore, the heavy electric motor 32 can be brought close to the transmission case 5 in the vertical direction.
Further, by adjusting the position of the axial center O2 of the 1 st intermediate shaft 35 and the position of the axial center O3 of the 2 nd intermediate shaft 36 in the front-rear direction, the position of the motor shaft 32B can be adjusted, and the degree of freedom in installation of the motor 32 can be improved.
Thus, the electric motor 32 can be provided at a position close to the mounting attachment portion 31 in the upper portion of the transmission case 5, and the moment of inertia of the drive device 4 about the mounting attachment portion 31 can be reduced.
As a result, when the electric motor 32 provided at the upper portion of the transmission case 5 is coupled to the forward drive output shaft 12 via the speed reduction mechanism 33 having the multi-stage reduction gear sets 37, 38, and 39, the electric motor 32 and the speed reduction mechanism 33 can be provided at positions advantageous for suppressing the vibration of the drive device 4.
The intermediate shafts of the present embodiment include 2 intermediate shafts 35 and 36, but the number of the intermediate shafts is not limited to 2, and may be 3 or more.
In addition, according to the drive device 4 of the present embodiment, when the straight line passing through the rotation shaft 15A of the final driven gear 15A and extending in the vertical direction is set to the 2 nd virtual line L2, the motor 32, the 1 st intermediate shaft 35, and the 2 nd intermediate shaft 36 are disposed such that the axial center O1 of the motor shaft 32B, the axial center O2 of the 1 st intermediate shaft 35, and the axial center O3 of the 2 nd intermediate shaft 36 are positioned closer to the attachment fitting portion 31 side than the 2 nd virtual line L2.
Thus, the motor shaft 32B, the 1 st intermediate shaft 35, and the 2 nd intermediate shaft 36 or the reduction gear sets 37, 38, and 39 constituting the reduction mechanism 33 can be provided in the vicinity of the attachment fitting portion 31, and these constituent members can be provided at positions advantageous for suppressing the vibration of the drive device 4.
In addition, according to the drive device 4 of the present embodiment, the left case 7 of the transmission case 5 has the case portion 26 that houses the speed reduction mechanism 33.
The housing portion 26 includes a disk-shaped motor mounting portion 29C, the motor mounting portion 29C has an outer diameter equal to an outer diameter of the motor 32 and is coupled to the motor 32, and the motor mounting portion 29C is provided at a position adjacent to the mounting device mounting portion 31 in the front-rear direction.
The 1 st intermediate shaft 35 is provided on the motor shaft 32B side, and is provided such that the axial center O2 thereof is positioned closer to the attachment fitting portion 31 side than the axial center O1 of the motor shaft 32B in the front-rear direction.
The 2 nd intermediate shaft 36 is provided on the forward output shaft 12 side with respect to the 1 st intermediate shaft 35, and its axial center O3 is provided at a position farther from the attachment fitting portion 31 than the axial center O2 of the 1 st intermediate shaft 35 in the front-rear direction.
Thus, even when it is difficult to bring the motor shaft 32B closer to the motor mounting portion 29C due to the provision of the motor mounting portion 29C, the 1 st intermediate shaft 35 can be provided such that the axial center O2 of the 1 st intermediate shaft 35 is positioned in the vicinity of the attachment mounting portion 31. Therefore, the 1 st intermediate shaft 35 can be disposed at a position advantageous for suppressing the vibration of the drive device 4.
In addition, according to the driving device 4 of the present embodiment, the speed reduction mechanism 33 has: a 1 st reduction gear group 37 that couples motor shaft 32B and the 1 st intermediate shaft 35; a 2 nd reduction gear set 38 linking the 1 st countershaft 35 and the 2 nd countershaft 36; and a 3 rd reduction gear set 39 that couples the 2 nd intermediate shaft 36 and the forward output shaft 12.
The 1 st reduction gear set 37 has a 1 st drive gear 34 and a 1 st driven gear 35A that mesh with each other, and the 2 nd reduction gear set 38 has a 2 nd drive gear 35B and a 2 nd driven gear 36A that mesh with each other. Also, the 3 rd reduction gear set 39 has a 3 rd drive gear 36B and an output gear 17D that mesh with each other.
The 1 st driven gear 35A is radially overlapped with the 2 nd driven gear 36A and the 3 rd drive gear 36B, and is disposed between the 2 nd driven gear 36A and the 3 rd drive gear 36B.
Thereby, the diameter of the 1 st driven gear 35A can be formed larger than the diameter of the 1 st drive gear 34 of the 1 st reduction gear set 37. Therefore, not only the reduction ratio of the reduction mechanism 33 can be increased but also the shaft pitch between the 1 st intermediate shaft 35 and the 2 nd intermediate shaft 36 can be shortened.
Therefore, the motor shaft 32B can be brought close to the upper surface of the left housing 7, and the motor 32 can be brought close to the attachment fitting portion 31. As a result, the motor 32 can be disposed at a position advantageous for suppressing the vibration of the driving device 4.
Although embodiments of the present invention have been disclosed, it is apparent that modifications can be made by those skilled in the art without departing from the scope of the invention. It is intended that all such modifications and equivalents be included in the following claims.

Claims (3)

1. A drive device for a hybrid vehicle is provided with:
a transmission mechanism including an input shaft having an input gear for receiving power transmitted from a power source, and an output shaft having an output gear meshed with the input gear;
a drive shaft coupled to the output shaft through a final speed reduction mechanism;
a transmission case that houses the transmission mechanism, the final reduction mechanism, and the drive shaft;
a mounting member mounting portion provided at an upper portion of the transmission case;
a motor having a motor shaft, provided at an upper portion of the transmission case and located at a rear side of the mount mounting portion; and
a speed reduction mechanism having a plurality of speed reduction gear sets and transmitting power from the motor shaft to the output shaft, the hybrid vehicle drive device being characterized in that,
the speed reduction mechanism has at least 2 intermediate shafts between the motor shaft and the output shaft,
the motor shaft, the at least 2 intermediate shafts, and the output shaft are arranged such that an imaginary line connecting the shaft center of the motor shaft, the shaft centers of the at least 2 intermediate shafts, and the shaft center of the output shaft forms a zigzag shape,
the at least 2 intermediate shafts include a 1 st intermediate shaft provided on the motor shaft side and a 2 nd intermediate shaft provided on the output shaft side with respect to the 1 st intermediate shaft,
the 1 st intermediate shaft is provided such that the shaft center of the 1 st intermediate shaft is positioned closer to the mounting member attachment portion side than the shaft center of the motor shaft in the vehicle front-rear direction,
the 2 nd intermediate shaft is disposed such that the axial center of the 2 nd intermediate shaft is located farther from the attachment fitting portion than the axial center of the 1 st intermediate shaft in the vehicle front-rear direction.
2. The drive device for a hybrid vehicle according to claim 1,
the transmission case has a reduction gear case that houses the reduction mechanism,
the reducer case includes a disk-shaped motor mounting portion having an outer diameter equal to an outer diameter of the motor and connected to the motor,
the motor mounting portion is provided at a position adjacent to the mounting member mounting portion in the front-rear direction of the vehicle.
3. The drive device for a hybrid vehicle according to claim 1,
the multistage reduction gear set of the reduction mechanism includes: a 1 st reduction gear set that connects the motor shaft and the 1 st intermediate shaft; a 2 nd reduction gear set that connects the 1 st intermediate shaft and the 2 nd intermediate shaft; and a 3 rd reduction gear set connecting the 2 nd intermediate shaft and the output shaft,
the 1 st reduction gear set, the 2 nd reduction gear set and the 3 rd reduction gear set have a drive gear and a driven gear that mesh with each other,
the driven gear of the 1 st reduction gear set overlaps with the driven gear of the 2 nd reduction gear set and the drive gear of the 3 rd reduction gear set in the radial direction, and is provided between the driven gear of the 2 nd reduction gear set and the drive gear of the 3 rd reduction gear set.
CN201911318132.8A 2018-12-21 2019-12-19 Drive device for hybrid vehicle Active CN111347863B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2018239449A JP7183771B2 (en) 2018-12-21 2018-12-21 Drive system for hybrid vehicle
JP2018-239449 2018-12-21

Publications (2)

Publication Number Publication Date
CN111347863A CN111347863A (en) 2020-06-30
CN111347863B true CN111347863B (en) 2023-03-10

Family

ID=70969880

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201911318132.8A Active CN111347863B (en) 2018-12-21 2019-12-19 Drive device for hybrid vehicle

Country Status (4)

Country Link
JP (1) JP7183771B2 (en)
CN (1) CN111347863B (en)
DE (1) DE102019218978A1 (en)
FR (1) FR3090512B1 (en)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002250436A (en) * 2001-02-21 2002-09-06 Nissan Motor Co Ltd Driving gear for vehicle
JP2010000939A (en) * 2008-06-20 2010-01-07 Toyota Motor Corp Power transmission device
CN104070980A (en) * 2013-03-28 2014-10-01 比亚迪股份有限公司 Integrated hybrid power assembly body and car with same
CN106553523A (en) * 2015-09-24 2017-04-05 铃木株式会社 Vehicle driving apparatus
JP2018069801A (en) * 2016-10-25 2018-05-10 スズキ株式会社 Drive device of hybrid vehicle
CN108327513A (en) * 2017-01-20 2018-07-27 铃木株式会社 Power transmission and the vehicle for having power transmission

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004009970A (en) * 2002-06-11 2004-01-15 Jatco Ltd Hybrid vehicle
JP2007203999A (en) * 2006-02-06 2007-08-16 Honda Motor Co Ltd Power transmission for hybrid vehicle
CN104812605B (en) * 2012-11-29 2018-03-30 日产自动车株式会社 The power set of vehicle
JP6428157B2 (en) * 2014-10-28 2018-11-28 スズキ株式会社 Drive device for hybrid vehicle
CN205260777U (en) * 2015-10-27 2016-05-25 同济大学 Dead axle formula derailleur for hybrid vehicle

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002250436A (en) * 2001-02-21 2002-09-06 Nissan Motor Co Ltd Driving gear for vehicle
JP2010000939A (en) * 2008-06-20 2010-01-07 Toyota Motor Corp Power transmission device
CN104070980A (en) * 2013-03-28 2014-10-01 比亚迪股份有限公司 Integrated hybrid power assembly body and car with same
CN106553523A (en) * 2015-09-24 2017-04-05 铃木株式会社 Vehicle driving apparatus
JP2018069801A (en) * 2016-10-25 2018-05-10 スズキ株式会社 Drive device of hybrid vehicle
CN108327513A (en) * 2017-01-20 2018-07-27 铃木株式会社 Power transmission and the vehicle for having power transmission

Also Published As

Publication number Publication date
DE102019218978A1 (en) 2020-06-25
CN111347863A (en) 2020-06-30
JP7183771B2 (en) 2022-12-06
FR3090512A1 (en) 2020-06-26
FR3090512B1 (en) 2024-03-01
JP2020100265A (en) 2020-07-02

Similar Documents

Publication Publication Date Title
JP5480248B2 (en) Power transmission device
WO2012046307A1 (en) Apparatus for driving electric vehicle
JP5508876B2 (en) Hybrid vehicle drive device
CN111347868B (en) Driving device for hybrid vehicle
CN111347863B (en) Drive device for hybrid vehicle
JP2007153114A (en) Driving device of hybrid vehicle
CN111347864B (en) Drive device for hybrid vehicle
CN111422055A (en) Drive device for hybrid vehicle
JP7283071B2 (en) Drive system for hybrid vehicle
CN114051566A (en) Hybrid transmission for a motor vehicle with an integrated air conditioning compressor, and motor vehicle
JP7211066B2 (en) Drive system for hybrid vehicle
CN111347866A (en) Drive device for hybrid vehicle
JP7271959B2 (en) Drive system for hybrid vehicle
CN111347865B (en) Driving device for hybrid vehicle
JP2021094884A (en) Vehicle drive device
JP7238387B2 (en) Drive system for hybrid vehicle
JP7271938B2 (en) Vehicle drive system
JP7251156B2 (en) Drive system for hybrid vehicle
JP7188058B2 (en) Drive system for hybrid vehicle
JP7234717B2 (en) vehicle transmission

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant