CN111350817A - Vehicle drive device - Google Patents

Vehicle drive device Download PDF

Info

Publication number
CN111350817A
CN111350817A CN201911326149.8A CN201911326149A CN111350817A CN 111350817 A CN111350817 A CN 111350817A CN 201911326149 A CN201911326149 A CN 201911326149A CN 111350817 A CN111350817 A CN 111350817A
Authority
CN
China
Prior art keywords
gear
parking
bearing holding
shaft
housing
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.)
Granted
Application number
CN201911326149.8A
Other languages
Chinese (zh)
Other versions
CN111350817B (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 CN111350817A publication Critical patent/CN111350817A/en
Application granted granted Critical
Publication of CN111350817B publication Critical patent/CN111350817B/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
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/12—Arrangement of engine supports
    • B60K5/1208—Resilient supports
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • 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
    • 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
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical 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
    • 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
    • B60K6/36—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
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/682—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings with interruption of drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • 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
    • 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
    • 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
    • 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
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • 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
    • F16H57/03—Gearboxes; Mounting gearing therein characterised by means for reinforcing gearboxes, e.g. ribs
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F16H57/0424—Lubricant guiding means in the wall of or integrated with the casing, e.g. grooves, channels, holes
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0436—Pumps
    • 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)
  • General Details Of Gearings (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

Provided is a vehicle drive device, wherein the reliability of a parking lock mechanism can be improved by providing the parking lock mechanism at an appropriate position of a transmission case, and suppressing vibration or deformation of the parking lock mechanism. A reverse output shaft and a parking lock mechanism (51) are housed in a left case (7) of a drive device (4), and a cylindrical bearing holding section (7B) that rotatably supports the reverse output shaft by a bearing is provided on a left side wall (7B) of the left case (7). A left side wall (7B) of the left housing (7) is provided with: a cylindrical upper fastening part (61) which is positioned above the bearing holding part (7b) and fastens the upper part (55a) of the retainer (55); and a cylindrical lower fastening portion (62) which is located below the bearing holding portion (7b) and fastens a lower portion (55b) of the retainer (55), wherein the retainer (55) has a curved portion (55A) that curves along the outer shape of the bearing holding portion (7 b).

Description

Vehicle drive device
Technical Field
The present invention relates to a vehicle drive device.
Background
As a vehicle transmission, a transmission is known in which an input shaft, an intermediate shaft, an output shaft, a shift speed, an additional shaft, a 2 nd gear, and a parking lock device are housed in a transmission case.
The parking lock device includes a parking gear coaxial with the 2 nd gear and rotatable integrally with the additional shaft, and restricts rotation of the additional shaft by engaging a locking claw of a parking pawl (lock member) with the parking gear.
Documents of the prior art
Patent document
Patent document 1: japanese unexamined patent publication No. 2012-162214
Disclosure of Invention
Problems to be solved by the invention
In such a conventional vehicular transmission, the parking lock device is not provided at an appropriate position in the transmission case to suppress vibration or deformation of the parking lock device.
Therefore, a tooth hitting sound due to excessive contact between the parking pawl and the parking gear is likely to occur, or a malfunction of the parking lock mechanism is likely to occur, and the reliability of the parking lock device may be degraded.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle drive device that can suppress occurrence of vibration or deformation of a parking lock mechanism by providing the parking lock mechanism at an appropriate position of a transmission case, and can improve reliability of the parking lock mechanism.
Means for solving the problems
The present invention is a vehicle drive device including a transmission case that houses a rotating shaft driven by power from a power source, and a parking lock mechanism, wherein a cylindrical bearing holding portion that supports the rotating shaft via a bearing and allows the rotating shaft to rotate freely is provided on a side wall of the transmission case, and the parking lock mechanism includes: a parking gear provided on the rotating shaft; a parking pawl that is fitted to the parking gear to restrict rotation of the rotary shaft; a parking lever configured to be movable in a reciprocating manner so that the parking pawl is fitted to or not fitted to the parking gear; and a bracket that supports the parking pawl via a parking pawl shaft and that can swing the parking pawl, wherein the vehicle drive device is characterized in that the side wall is provided with: an upper fastening part which is formed in a cylindrical shape, is positioned above the bearing holding part, and fastens an upper part of the bracket; and a lower fastening portion formed in a cylindrical shape and located below the bearing holding portion, and fastening a lower portion of the bracket, wherein the bracket is formed in a shape curved along an outer shape of the bearing holding portion.
Effects of the invention
As described above, according to the present invention, by providing the parking lock mechanism at an appropriate position of the transmission case, the occurrence of vibration or deformation of the parking lock mechanism can be suppressed, and the reliability of the parking lock mechanism can be improved.
Drawings
Fig. 1 is a left side view of a vehicle drive device according to an embodiment of the present invention.
Fig. 2 is a rear view of a vehicle drive device according to an embodiment of the present invention.
Fig. 3 is a frame diagram of a 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 an inside view of a left housing of the vehicular drive apparatus according to the embodiment of the invention.
Fig. 6 is a left side view of the vehicle drive device according to the embodiment of the present invention, showing a state where the cover portion is removed.
Fig. 7 is a view in section in the direction VII-VII of fig. 1.
Fig. 8 is an enlarged view of the periphery of the parking lock mechanism of the vehicular drive apparatus according to the embodiment of the present invention.
Fig. 9 is an enlarged view of the inner side surface of the left housing in a state where the parking lock mechanism is removed in the vehicle drive device according to the embodiment of the present invention.
Fig. 10 is a cross-sectional view taken along the X-X direction in fig. 1.
Description of the reference numerals
A hybrid vehicle (vehicle), 4.. a drive device (vehicle drive device), 5.. a transmission housing, 6.. a right housing (transmission housing), 7.. a left housing (transmission housing), 7a.. an upper wall (upper wall of transmission housing), 7b.. a left side wall (side wall of transmission housing), 7d.. a bottom wall (bottom wall of transmission housing), 7a.. a pump receiving portion, 7b.. a bearing holding portion, 8.. an engine (power source), 13.. a rear output shaft (rotating shaft), 25.. a reducer housing, 26.. a housing portion, 27.. a cover portion, 28a.. a partition wall portion, 28b.. a longitudinal wall portion, 28c.. a motor mounting portion, 32.. a motor, 33.. a speed reduction mechanism, 40g.. a bearing, 41.. a gear receiving chamber (first receiving chamber), a reduction gear housing chamber (2 nd housing chamber), 45.. an oil pump, 51.. a parking lock mechanism, 52.. a parking gear, 53.. a parking pawl, 53s.. a parking pawl shaft, 54.. a parking lever, 55.. a retainer (bracket), 55a.. an upper portion (upper portion of bracket), 55b.. a lower portion (lower portion of bracket), 61.. an upper side fastening portion, 62.. a lower side fastening portion, 63.. a boss portion, 65.. a 1 st rib, 66.. a 2 nd rib, 67.. a 3 rd rib.
Detailed Description
A vehicle drive device according to an embodiment of the present invention includes a transmission case that houses a rotating shaft driven by power from a power source, and a parking lock mechanism, wherein a cylindrical bearing holding portion that supports the rotating shaft via a bearing and allows the rotating shaft to rotate freely is provided on a side wall of the transmission case, and the parking lock mechanism includes: a parking gear provided on the rotating shaft; a parking pawl that restricts rotation of the rotating shaft by being fitted to the parking gear; a parking lever configured to reciprocate freely to engage or disengage the parking pawl with the parking gear; and a bracket that supports the parking pawl via a parking pawl shaft and freely swings the parking pawl, wherein the vehicle drive device is provided with: an upper fastening part which is formed in a cylindrical shape, is positioned above the bearing holding part, and fastens the upper part of the bracket; and a lower fastening portion formed in a cylindrical shape and located below the bearing holding portion, fastening a lower portion of the bracket, the bracket being formed in a shape curved along an outer shape of the bearing holding portion.
Accordingly, in the vehicle drive device according to the embodiment of the present invention, the parking lock mechanism is provided at an appropriate position of the transmission case, so that vibration and deformation of the parking lock mechanism can be suppressed, and the reliability of the parking lock mechanism can be improved.
[ examples ]
Hereinafter, a 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 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 vehicle drive device in a state of being installed in the vehicle, the direction orthogonal to the front and rear directions of the vehicle is the left and right direction, and the height direction of the 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 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 th gear and reverse 1 st gear.
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 wheel drive (FF) vehicle. The engine 8 of the present embodiment includes an internal combustion engine, and constitutes a power source of the present invention.
In fig. 2, the left case 7 is coupled to the right case 6 from the side opposite to the engine 8, i.e., the left side. A flange portion 6F is formed on the outer peripheral edge of the right housing 6. In fig. 2 and 4, a flange portion 7F is formed on the outer peripheral edge of the left housing 7.
In fig. 5, a plurality of boss portions 7F into which bolts 23A (see fig. 1) are inserted are provided in the flange portion 7F, and the boss portions 7F are provided along the flange portion 7F.
In fig. 2, a plurality of boss portions 6F matching the boss portions 7F are formed in the flange portion 6F, and the right housing 6 and the left housing 7 are fastened and integrated by fastening bolts 23A to the boss portions 6F and 7F of the flange portion 6F and 7F.
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, 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.
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. 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 and 16B are fixed to the input shaft 11 and rotate integrally with the input shaft 11. The input gears 16C to 16F are provided on the input shaft 11 via needle bearings, not shown, and are rotatable relative to each other.
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 on the forward output shaft 12 via needle bearings, not shown, and are rotatable relative to each other. The output gears 17C to 17F and the final drive gear 17G are fixed to the forward output shaft 12 and 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. By this operation, the output gear 17A or the output gear 17B is coupled to the forward output shaft 12 and 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 synchronizer 19 couples the input gear 16C to the input shaft 11 when shifting to 3 th gear by a shift operation, and the 2 nd synchronizer 19 couples the input gear 16D to the input shaft 11 when shifting to 4 th gear by a shift operation. By this operation, the input gear 16C or the input gear 16D is coupled to the input shaft 11 and 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.
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. By this operation, the input gear 16E or the input gear 16F is coupled to the input shaft 11 and 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.
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 on the reverse output shaft 13 through a needle bearing, not shown, so as to be relatively rotatable, 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. By this operation, the reverse gear 22A is coupled to the reverse output shaft 13 and 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 forward final drive gear 17G and the reverse final drive gear 22B are engaged with the final driven gear 15A of the differential device 15, and 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, not shown, is provided at the right end of the differential case 15B, and a cylindrical portion, not shown, 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. 2 and 3) are inserted into the cylindrical portion of the differential case 15B.
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.
In fig. 1 and 2, a mounting piece attachment portion 31 is provided at an upper portion of the left housing 7. The mounting bracket, not shown, is fastened to the mounting piece attachment portion 31 by a bolt, not shown.
The mounting bracket is coupled to a mounting member having an elastic body provided to a left side member, both not shown. Thus, the drive device 4 is elastically supported to the left side member via 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. 2, the motor 32 includes: a motor case 32A; and a motor shaft 32B (see fig. 3) 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.
A reduction gear case 25 is provided in 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, 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.
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 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 3 rd driving gear 36B is formed to have the same diameter as the 2 nd driven gear 36A and to have a larger diameter than the output gear 17D for the 4 th gear, and the 3 rd driving gear 36B is engaged with the output gear 17D for the 4 th gear.
As described above, the driven gear of the speed reducing mechanism 33 according to the present embodiment includes the output gear 17D for the 4 th gear. In other words, the output gear 17D doubles as a gear for speed change and a gear for speed reduction.
The speed reduction mechanism 33 reduces the speed of the power of the motor 32 and transmits the power to the forward movement output shaft 12 by setting the diameters of the drive gears 34, 35B, 36B and the driven gears 35A, 36A so as to have an arbitrary speed reduction ratio.
In fig. 2 and 6, the housing portion 26 has a side wall portion 28 and a peripheral wall portion 29 which are respectively formed integrally with the left housing 7.
In fig. 2 and 5, the side wall 28 has a partition wall 28A. The side wall portion 28 extends downward from the upper wall 7A of the left housing 7, and the interior of the left housing 7 is partitioned by the partition wall portion 28A into a gear housing chamber 41 and a reduction mechanism housing chamber 42 (see fig. 4). The upper wall 7A of the present embodiment constitutes an upper wall of the transmission case of the present invention.
An opening 28h (see fig. 6) is formed in the partition wall portion 28A, and the input shaft 11 and the forward output shaft 12 are provided in the gear housing chamber 41 and the reduction mechanism housing chamber 42 through the opening 28 h. The gear housing chamber 41 of the present embodiment constitutes the 1 st housing chamber of the present invention, and the reduction mechanism housing chamber 42 constitutes the 2 nd housing chamber of the present invention.
The input gears 16A, 16B, 16C and the output gears 17A, 17B, 17C are provided in the gear housing chamber 41, and the input gears 16D, 16E, 16F and the output gears 17D, 17E, 17F are provided in the reduction mechanism housing chamber 42.
In fig. 5 and 6, the side wall portion 28 has a vertical wall portion 28B. The vertical wall portion 28B extends from the partition wall portion 28A to a position above the upper wall 7A of the left housing 7, and a motor mounting portion 28C is provided at an upper portion in the extending direction.
The motor mounting portion 28C 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 28m are provided on an outer peripheral portion of the motor mounting portion 28C, and the boss portions 28m are provided along the outer peripheral portion of the motor mounting portion 28C.
The motor 32 is fastened to the motor mounting portion 28C by inserting a bolt 23B (see fig. 6) into the motor mounting portion 28C and fastening the bolt 23C to an unillustrated screw groove formed in the motor case 32A.
In fig. 4 and 5, the left case 7 has a differential housing wall portion 7C. The differential housing wall portion 7C is located on the right case 6 side with respect to the left side wall 7B of the left case 7 and the partition wall portion 28A. The left side wall 7B of the present embodiment constitutes a side wall of the transmission case of the present invention.
In fig. 2, a cylindrical support portion 6A is provided on a left side wall 6A of the right housing 6.
The support portion 6A bulges in a direction away from the left side wall 6A toward the left case 7, and the support portion 6A rotatably supports the cylindrical portion 15a (see fig. 4) provided at the right end portion of the differential case 15B via a bearing 40A (see fig. 4) and the cylindrical portion 15 a.
In fig. 6, 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 15B provided at the left end portion of the differential case 15B via the bearing 40B and the cylindrical portion 15B.
In fig. 2 and 6, the peripheral wall portion 29 projects outward (leftward) in the axial direction of the input shaft 11 and the output shaft for rearward movement 13 from the partition wall portion 28A and the vertical wall portion 28B, and the upper end 29u extends above the upper wall 7A of the left housing 7. The peripheral wall portion 29 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. 2, the hood 27 is joined (fastened) to a tip end portion 29a in the protruding direction of the peripheral wall portion 29 by a bolt 23C (refer to fig. 1).
In the side wall portion 28 of the present embodiment, the vertical wall portion 28B is formed integrally with the partition wall portion 28A, and a portion located above the upper wall 7A forms the vertical wall portion 28B and a portion located below the upper wall 7A forms the partition wall portion 28A, with the upper wall 7A of the left housing 7 being a boundary.
In fig. 4, the cover 27 is provided with cylindrical bearing holding portions 27a and 27 b.
The bearing holding portions 27a and 27b rotatably support one end portion in the axial direction of the input shaft 11 and one end portion in the axial direction of the forward movement output shaft 12 via bearings 40C and 40D.
The right housing 6 is provided with a bearing holding portion not shown. The bearing holding portion of the right housing 6 rotatably supports the other end portion in the axial direction of the input shaft 11 and the other end portion in the axial direction of the forward movement output shaft 12 by the bearings 40E and 40F.
In fig. 1 and 2, 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.
The transmission case 5 is provided with a front carrier 46A and a rear carrier 46B. The front bracket 46A couples the right end of the motor case 32A and the right case 6, and supports the motor case 32A on 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. In this way, the side of the motor 32 opposite to the motor fitting portion 28C is coupled to the right housing 6.
The cover portion 27 and the partition wall portion 28A are provided with a plurality of bearing holding portions, not shown. Motor shaft 32B of motor 32 is rotatably supported by the bearing holding portions of cover portion 27 and partition wall portion 28A, and first drive gear 34 is fixed to motor shaft 32B and rotates integrally with motor shaft 32B.
One end portions in the axial direction of the 1 st intermediate shaft 35 and the 2 nd intermediate shaft 36 are rotatably supported by the bearing holding portions of the cover portion 27, and the other end portions in the axial direction of the 1 st intermediate shaft 35 and the 2 nd intermediate shaft 36 are rotatably supported by the bearing holding portions of the partition wall portion 28A.
In fig. 7, an oil pump 45 is housed in the left housing 7. The oil pump 45 is housed in a cylindrical pump housing portion 7a provided in the left side wall 7B of the left housing 7.
The oil pump 45 includes an inner rotor 45A and an outer rotor 45B disposed radially outward of the inner rotor 45A and surrounding the inner rotor 45A.
The oil pump 45 is, for example, a trochoid oil pump, and an unillustrated working chamber that stores oil is formed between the external teeth and the internal teeth by bringing unillustrated internal teeth formed in the outer rotor 45B into contact with unillustrated external teeth formed in the inner rotor 45A.
The inner rotor 45A is coupled to the reverse output shaft 13 via the drive shaft 13A. That is, the oil pump 45 is provided at one end portion of the output shaft 13 for backward movement in the axial direction.
A cylindrical bearing holding portion 7B is provided on the left side wall 7B of the left housing 7, and one end portion in the axial direction of the output shaft 13 for retraction is rotatably supported by the bearing holding portion 7B via a bearing 40G.
A bearing holding portion 6b is provided on the left side wall 6A of the right housing 6, and the other end portion in the axial direction of the output shaft 13 for rearward movement is rotatably supported by the bearing holding portion 6b via a bearing 40H.
In the reverse output shaft 13, power is always transmitted from the input gear 16A to the reverse gear 22A through the output gear 17A. That is, the power of the engine 8 is transmitted to the reverse output shaft 13 via the input shaft 11 and the forward output shaft 12.
In the oil pump 45, when the inner rotor 45A and the outer rotor 45B rotate in one direction due to the power of the output shaft 13 for rearward movement being transmitted to the inner rotor 45A, the volume of the working chamber is continuously increased and decreased, and the oil is sucked and discharged.
The discharge oil passage 7r is provided in an upper portion of the pump housing portion 7A, and oil discharged from the oil pump 45 is supplied from the discharge oil passage 7r to a lubrication portion such as a portion where the speed reduction mechanism 33 and the input gear 16A to the input gear 16F mesh with the output gear 17A to the output gear 17F through an oil passage, not shown, provided in the left housing 7.
The left housing 7 stores oil, not shown, at the bottom thereof, and the oil is filtered by a filter, not shown, and then delivered to the oil pump 45 through an oil supply member such as an oil pipe.
The pump housing portion 7a extends from the bearing holding portion 7b in a direction away from the right housing 6 in the axial direction of the output shaft for rearward movement 13. The pump housing portion 7a and the bearing holding portion 7b have wall portions that are continuous in the axial direction of the output shaft 13 for rearward movement.
In fig. 5, the parking lock mechanism housing portion 50 is provided in the left housing 7, and the parking lock mechanism housing portion 50 includes a portion of the left side wall 7B located on the front side with respect to the bearing holding portion 7B, a portion of the bottom wall 7D of the left housing 7 adjacent to the bearing holding portion 7B, and a portion of the lower side of the front wall 7E of the left housing 7. The bottom wall 7D of the present embodiment constitutes a bottom wall of the transmission case of the present invention.
A parking lock mechanism 51 is housed in the parking lock mechanism housing portion 50 of the left housing 7.
In fig. 8 and 10, the parking lock mechanism 51 includes a parking gear 52, a parking pawl 53, a parking lever 54, a retainer 55, a detent plate 56, a manual shaft 57, and a support member 58.
In fig. 9, in the parking lock mechanism housing 50, a cylindrical upper tightening portion 61 is provided on the left side wall 7B, and the upper tightening portion 61 is positioned above the bearing holding portion 7B.
The upper fastening portion 61 may be located above the uppermost position of the bearing holding portion 7b. That is, the upper tightening portion 61 may be provided above the bearing holding portion 7b within the range of the upper surface of the bearing holding portion 7b between the front end and the rear end of the bearing holding portion 7b.
In the parking lock mechanism housing portion 50, a cylindrical lower tightening portion 62 is provided on the left side wall 7B, and the lower tightening portion 62 is located below the bearing holding portion 7B.
The lower fastening portion 62 may be located below the lowest position of the bearing holding portion 7b. That is, the lower tightening portion 62 may be provided below the bearing holding portion 7b in the range of the lower surface of the bearing holding portion 7b between the front end and the rear end of the bearing holding portion 7b.
In fig. 9, when the left housing 7 is viewed from the axial direction of the output shaft 13 for rearward movement, a front portion 7g of the bearing holding portion 7b, which is a part of the bearing holding portion 7b, enters between the upper fastening portion 61 and the lower fastening portion 62.
In fig. 8, the retainer 55 includes a curved portion 55A, the curved portion 55A has a shape curved along the outer shape of the bearing holding portion 7b, and the curved portion 55A is formed in an arcuate shape (or a crescent shape).
As shown in fig. 8 and 10, the upper portion 55a of the retainer 55 is fastened to the upper fastening portion 61 by a bolt 23D. As shown in fig. 8, the lower portion 55b of the holder 55 is fastened to the lower fastening portion 62 by a bolt 23E.
The parking gear 52 is fixed to the reverse output shaft 13 and rotates integrally with the reverse output shaft 13. The parking pawl 53 includes a parking pawl shaft 53s. The parking pawl shaft 53s is fixed to the support portion 55C of the holder 55 and the boss portion 63 formed on the left sidewall 7B (refer to fig. 9).
The parking pawl 53 is supported by the holder 55 and the left side wall 7B via a parking pawl shaft 53s so as to be swingable, and swings about the parking pawl shaft 53s.
A claw portion 53a is formed in the parking pawl 53, and by swinging the parking pawl 53 about the parking pawl shaft 53s, the claw portion 53a is fitted into or not fitted into the fitting groove 52A of the parking gear 52.
When the pawl portion 53a is fitted into the fitting groove 52A of the parking gear 52, the rotation of the parking gear 52 is restricted, and the rotation of the reverse output shaft 13 is also restricted. The reverse gear 22A of the reverse output shaft 13 is meshed with the output gear 17A of the forward output shaft 12.
Thus, when the rotation of the reverse gear 22A is restricted, the rotation of the forward output shaft 12 is restricted. As a result, the rotation of the drive wheels by the drive shafts 24L, 24R is restricted, and the parked state of the vehicle 1 is maintained.
The parking lever 54 extends in the axial direction of the reverse gear 22A, and has a cam member 54A at a distal end portion. The holder 55 is provided with a hollow guide portion 55B. The guide portion 55B is linked to the curved portion 55A. The parking rod 54 is inserted into the guide portion 55B and is guided by the guide portion 55B to move.
A support member 58 is fitted to the guide portion 55B. A tapered surface 58a (see fig. 10) inclined upward from the left housing 7 toward the right housing 6 is formed on the support member 58, and the cam member 54A moves along the tapered surface 58 a.
When the cam member 54A moves upward in the oblique direction along the tapered surface 58a of the support member 58, the cam member 54A pushes up the parking pawl 53, and the claw portion 53a is fitted into the fitting groove 52A of the parking gear 52.
A stopper plate 56 is attached to the parking lever 54, and the stopper plate 56 is attached to a manual shaft 57. When the manual shaft 57 rotates, the stopper plate 56 reciprocates in the axial direction (vehicle width direction) of the forward output shaft 12, and the cam member 54A moves along the tapered surface 58a of the guide portion 55B.
When a shift lever, not shown, provided in the vehicle compartment is operated, the manual shaft 57 is rotated by a shift mechanism, not shown. When the manual shaft 57 rotates, the stopper plate 56 swings about the rotation axis of the manual shaft 57, and the parking lever 54 reciprocates in the axial direction of the forward output shaft 12.
When the parking lever 54 reciprocates, the cam member 54A moves upward or downward along the tapered surface 58a of the guide portion 55B, and pushes up or pushes down the parking pawl 53, so that the claw portion 53a of the parking pawl 53 is fitted or not fitted in the fitting groove 52A of the parking gear 52. The holder 55 of the present embodiment constitutes the stand of the present invention.
In fig. 10, the upper fastening portion 61 extends from the left side wall 7B toward the right housing 6, and is coupled to a lower portion of the peripheral wall portion 29 in the outer peripheral surface of the left side wall 7B (see fig. 1).
As shown in fig. 9, in the inner wall surface (the surface opposing the right case 6) of the left side wall 7B, a lower fastening portion 62 is joined to the bottom wall 7D of the left case 7. A 1 st rib 65 is provided on the inner wall surface of the left side wall 7B, and the lower fastening portion 62 is coupled to the bearing holding portion 7B by the 1 st rib 65.
In fig. 1, a 2 nd rib 66 is provided on an outer wall surface (a surface on the opposite side from the right casing 6) of the left side wall 7B, and the 2 nd rib 66 connects the boss portion 63 and the upper fastening portion 61, and is connected to the pump housing portion 7a. That is, the boss portion 63, the upper fastening portion 61, and the pump housing portion 7a are connected by the 2 nd rib 66.
In fig. 9, a 3 rd rib 67 is provided on the inner wall surface of the left side wall 7B, and the boss portion 63 is coupled to the bearing holding portion 7B by the 3 rd rib 67.
As shown in fig. 7, the reverse output shaft 13 and the parking lock mechanism 51 are provided on the right housing 6 side of the partition wall portion 28A, and the reverse output shaft 13 and the parking lock mechanism 51 are housed in the gear housing chamber 41. That is, the partition wall portion 28A partitions the interior of the transmission case 5 into a gear housing chamber 41 that houses the speed reduction mechanism 33, and a speed reduction mechanism housing chamber 42 that houses the reverse output shaft 13 and the parking lock mechanism 51.
Next, the operation will be described.
When the vehicle 1 travels with 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 running.
On the other hand, when the vehicle 1 travels by the motor while traveling 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 position.
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 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 reduction ratio, the power of the motor 32 is reduced in speed and transmitted to the forward 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.
According to the drive device 4 of the present embodiment, the reverse output shaft 13 and the parking lock mechanism 51 are housed in the left housing 7, and the cylindrical bearing holding portion 7B that rotatably supports the reverse output shaft 13 via the bearing 40G is provided on the left side wall 7B of the left housing 7.
The left side wall 7B of the left housing 7 is provided with: an upper fastening portion 61 formed in a cylindrical shape and located above the bearing holding portion 7b, for fastening an upper portion 55a of the retainer 55; and a lower fastening portion 62 formed in a cylindrical shape and located below the bearing holding portion 7b, for fastening a lower portion 55b of the retainer 55, the retainer 55 having a bent portion 55A bent along an outer shape of the bearing holding portion 7b.
Accordingly, the left side wall 7B can be reinforced by the bearing holding portion 7B, the upper fastening portion 61, and the lower fastening portion 62, and the rigidity of the left side wall 7B can be improved. Further, the upper tightening portion 61 and the lower tightening portion 62 of the coupling holder 55 can be brought closer to the bearing holding portion 7b having high rigidity, and the rigidity of the upper tightening portion 61 and the lower tightening portion 62 can be further improved by the bearing holding portion 7b.
Therefore, by fastening the holder 55 to the upper fastening portion 61 and the lower fastening portion 62 having high rigidity, the rigidity of the holder 55 can be improved. Accordingly, vibration or deformation of the retainer 55 can be suppressed, and vibration or deformation of the parking pawl 53 supported by the retainer 55 can be suppressed.
Therefore, it is possible to prevent generation of a rattling noise or a malfunction of the parking lock mechanism 51 due to excessive contact between the claw portion 53a of the parking pawl 53 and the parking gear 52.
In this way, in the drive device 4 of the present embodiment, by providing the parking lock mechanism 51 at an appropriate position of the transmission case 5, the occurrence of vibration or deformation of the parking lock mechanism 51 can be suppressed, and the reliability of the parking lock mechanism 51 can be improved.
Further, according to the drive device 4 of the present embodiment, the oil pump 45 that sucks and discharges the oil accumulated in the bottom portion of the left housing 7 is provided at one end portion in the axial direction of the output shaft 13 for reverse movement.
A cylindrical pump housing portion 7a that extends from the bearing holding portion 7B in the axial direction of the output shaft 13 for rearward movement and houses the oil pump 45 is provided on the left side wall 7B of the left housing 7.
Therefore, the bearing holding portion 7b can be reinforced by the pump housing portion 7a having high rigidity, and the rigidity of the bearing holding portion 7b can be further improved. Therefore, the rigidity of the upper tightening portion 61 and the lower tightening portion 62 can be further improved by the bearing holding portion 7b having further improved rigidity. Therefore, the retainer 55 can be reinforced by the upper fastening portion 61 and the lower fastening portion 62 having high rigidity, and the rigidity of the retainer 55 can be further improved.
As a result, the deformation of the retainer 55 is effectively suppressed, the vibration or deformation of the parking pawl 53 supported by the retainer 55 can be more effectively suppressed, and the reliability of the parking lock mechanism 51 can be more effectively improved.
In addition, according to the drive device 4 of the present embodiment, when the left housing 7 is viewed from the axial direction of the output shaft 13 for rearward movement, a part of the bearing holding portion 7b enters between the upper fastening portion 61 and the lower fastening portion 62.
Therefore, the upper tightening part 61 and the lower tightening part 62 can be brought closer to the bearing holding part 7b, and the rigidity of the upper tightening part 61 and the lower tightening part 62 can be further improved by the bearing holding part 7b having high rigidity.
Therefore, the rigidity of the upper tightening portion 61 and the lower tightening portion 62 can be further improved by the bearing holding portion 7b having further improved rigidity. Therefore, the retainer 55 can be reinforced by the upper fastening portion 61 and the lower fastening portion 62 having high rigidity, and the rigidity of the retainer 55 can be further improved.
In addition, according to the drive device 4 of the present embodiment, the left housing 7 includes the reduction gear case 25, and the reduction gear case 25 is formed integrally with the left housing 7 and includes the case portion 26 and the cover portion 27 that house the reduction gear mechanism 33.
The case 26 includes: a partition wall 28A that partitions the interior of the left housing 7 into a gear housing chamber 41 that houses the reduction mechanism 33, and a reduction mechanism housing chamber 42 that houses the output shaft 13 for rearward movement and the parking lock mechanism 51; and a vertical wall portion 28B extending from the partition wall portion 28A to a position above the upper wall 7A of the left housing 7, and having a motor mounting portion 28C on which the motor 32 is mounted in an upper portion in the extending direction.
The case portion 26 includes a peripheral wall portion 29, the peripheral wall portion 29 protrudes from the partition wall portion 28A and the vertical wall portion 28B toward the axially outer side (left side) of the backward movement output shaft 13 so as to surround the speed reduction mechanism 33, the cover portion 27 is joined to a distal end portion 29a in the extending direction, and the upper fastening portion 61 is connected to the peripheral wall portion 29.
Since the peripheral wall portion 29 is formed in a box shape, the rigidity is high, and the rigidity of the upper fastening portion 61 connected to the peripheral wall portion 29 can be further improved.
Therefore, by fastening the upper portion 55a of the holder 55 to the upper fastening portion 61 having further improved rigidity, the holder 55 can be more effectively prevented from vibrating or deforming.
As shown in fig. 8, the distance from the support portion 55C to the upper fastening portion 61 is longer than the distance from the support portion 55C to the lower fastening portion 62.
Therefore, if the rigidity of the upper tightening part 61 is low, when a reaction force is applied from the parking gear 52 to the parking pawl 53, a large bending moment is applied from the retainer 55 to the upper tightening part 61 with the parking pawl shaft 53s as a fulcrum.
Thus, the retainer 55 may be deformed, and the parking pawl shaft 53s may be deformed due to a small load.
The upper fastening portion 61 of the present embodiment is coupled to the peripheral wall portion 29, and therefore the rigidity of the upper fastening portion 61 can be further improved. Therefore, when a reaction force is applied from the parking gear 52 to the parking pawl 53, the retainer 55 can be suppressed from being deformed, and the parking pawl shaft 53s can be suppressed from being deformed.
In addition, according to the driving device 4 of the present embodiment, the lower fastening portion 62 is coupled to the bottom wall 7D of the left housing 7, and is coupled to the bearing holding portion 7b through the 1 st rib 65.
Therefore, the lower fastening portion 62 can be reinforced by the bottom wall 7D and the bearing holding portion 7b, and the rigidity of the lower fastening portion 62 can be further improved.
As shown in fig. 8, the distance from the support portion 55C to the lower fastening portion 62 is shorter than the distance from the support portion 55C to the upper fastening portion 61. Therefore, when a reaction force is applied from the parking gear 52 to the parking pawl 53, a load due to the reaction force is directly applied from the parking pawl shaft 53s to the lower tightening portion 62.
If the rigidity of the lower fastening portion 62 is low, the retainer 55 may be deformed or vibrated by a load directly applied to the lower fastening portion 62 from the parking pawl shaft 53s, and the parking pawl shaft 53s may be deformed or vibrated.
The lower fastening portion 62 of the present embodiment is coupled to the bottom wall 7D of the left housing 7 and to the bearing holding portion 7b through the 1 st rib 65, and therefore the rigidity of the lower fastening portion 62 can be further improved.
Therefore, when a reaction force is applied from the parking gear 52 to the parking pawl 53, the retainer 55 can be suppressed from being deformed or vibrated, and the parking pawl shaft 53s can be suppressed from being deformed or vibrated.
Further, according to the drive device 4 of the present embodiment, the boss portion 63 that supports the parking pawl shaft 53s is provided on the left side wall 7B of the left housing 7, and the 2 nd rib 66 that connects the boss portion 63 and the upper tightening portion 61 is provided on the left side wall 7B. The 2 nd rib 66 is coupled to the pump housing portion 7a.
In this way, the upper fastening portion 61 is coupled to the boss portion 63 and the pump housing portion 7a having high rigidity via the 2 nd rib 66, respectively, and the rigidity of the lower fastening portion 61 can be further improved.
Therefore, when a reaction force is applied from the parking gear 52 to the parking pawl 53, the retainer 55 can be more effectively suppressed from being deformed or vibrated, and the parking pawl shaft 53s can be more effectively suppressed from being deformed or vibrated.
In addition, according to the drive device 4 of the present embodiment, since the 3 rd rib 67 that connects the boss portion 63 and the bearing holding portion 7B is provided on the left side wall 7B, the rigidity of the bearing holding portion 7B can be further improved by the boss portion 63 and the 3 rd rib 67, respectively, which have high rigidity.
Accordingly, the rigidity of the upper tightening portion 61 and the lower tightening portion 62 can be further increased by the bearing holding portion 7b, and the vibration or deformation of the retainer 55 can be more effectively suppressed, and the vibration or deformation of the parking pawl 53 supported by the retainer 55 can be more effectively suppressed.
In the drive device 4 of the embodiment, the oil pump 45 and the parking gear 52 are provided on the reverse output shaft 13, but the invention is not limited thereto, and the oil pump 45 and the parking gear 52 may be provided on the input shaft 11 or the forward output shaft 12.
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. All such modifications and equivalents are intended to be included within the scope of the appended claims.

Claims (7)

1. A vehicle drive device includes a transmission case that houses a rotating shaft driven by power from a power source and a parking lock mechanism,
a cylindrical bearing holding portion for rotatably supporting the rotary shaft via a bearing is provided on a side wall of the transmission case,
the parking lock mechanism includes: a parking gear provided on the rotating shaft; a parking pawl that is fitted to the parking gear to restrict rotation of the rotary shaft; a parking lever configured to be movable in a reciprocating manner so that the parking pawl is fitted to or not fitted to the parking gear; and a bracket for supporting the parking pawl via a parking pawl shaft and enabling the parking pawl to freely swing,
the above-described vehicle drive device is characterized in that,
the side wall is provided with: an upper fastening part which is formed in a cylindrical shape, is positioned above the bearing holding part, and fastens an upper part of the bracket; and a lower fastening portion formed in a cylindrical shape and positioned below the bearing holding portion, for fastening a lower portion of the bracket,
the bracket is formed in a shape curved along the outer shape of the bearing holding portion.
2. The vehicular drive apparatus according to claim 1,
an oil pump for sucking and discharging oil accumulated in the bottom of the transmission case is provided at an end of the rotating shaft in the axial direction,
the side wall is provided with a cylindrical pump housing portion that extends from the bearing holding portion in the axial direction of the rotary shaft and houses the oil pump.
3. The vehicular drive apparatus according to claim 2,
when the transmission case is viewed from the axial direction of the rotating shaft, a part of the bearing holding portion enters between the upper fastening portion and the lower fastening portion.
4. The vehicular drive apparatus according to claim 2 or claim 3,
the disclosed device is provided with: an electric motor provided at an upper portion of the transmission case; a speed reduction mechanism that reduces a rotational speed of the motor and outputs the reduced rotational speed; a reduction gear case formed integrally with the transmission case and having a case portion and a cover portion for housing the reduction mechanism,
the housing portion includes: a partition wall portion that partitions an interior of the transmission case into a 1 st housing chamber that houses the speed reduction mechanism, and a 2 nd housing chamber that houses the rotary shaft and the parking lock mechanism; a vertical wall portion extending from the partition wall portion to a position above an upper wall of the transmission case and having a motor mounting portion on which the motor is mounted in an upper portion in an extending direction; and a peripheral wall portion that protrudes outward in the axial direction of the rotating shaft from the partition wall portion and the vertical wall portion, surrounds the reduction mechanism, and has the cover portion joined to a distal end in an extending direction,
the upper fastening portion is coupled to the peripheral wall portion.
5. The vehicular drive apparatus according to any one of claims 2 to 4,
the lower fastening portion is coupled to a bottom wall of the transmission case and is coupled to the bearing holding portion by a rib.
6. The vehicular drive apparatus according to claim 5,
a boss portion for supporting the parking pawl shaft is provided on the side wall,
in the case where the rib is the 1 st rib, the side wall is provided with a 2 nd rib connecting the boss portion and the upper fastening portion,
the 2 nd rib is coupled to the pump receiving portion.
7. The vehicular drive apparatus according to claim 6,
the side wall is provided with a 3 rd rib connecting the boss portion and the bearing holding portion.
CN201911326149.8A 2018-12-21 2019-12-20 Vehicle drive device Active CN111350817B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2018-239456 2018-12-21
JP2018239456A JP7271938B2 (en) 2018-12-21 2018-12-21 Vehicle drive system

Publications (2)

Publication Number Publication Date
CN111350817A true CN111350817A (en) 2020-06-30
CN111350817B CN111350817B (en) 2021-10-26

Family

ID=70969907

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201911326149.8A Active CN111350817B (en) 2018-12-21 2019-12-20 Vehicle drive device

Country Status (4)

Country Link
JP (1) JP7271938B2 (en)
CN (1) CN111350817B (en)
DE (1) DE102019218987A1 (en)
FR (1) FR3090514B1 (en)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5899819A (en) * 1981-11-24 1983-06-14 ア−・ベ−・ボルボ Transmission gear for vehicle and parking brake therefor
US20050233841A1 (en) * 2004-03-30 2005-10-20 Jatco Ltd. Belt-type continuously-variable transmission
CN1755167A (en) * 2004-10-01 2006-04-05 捷特科株式会社 Parking mechanism
CN102979903A (en) * 2011-09-06 2013-03-20 腓特烈斯港齿轮工厂股份公司 Parking interlock device of a vehicular transmission
CN104121361A (en) * 2013-04-24 2014-10-29 本田技研工业株式会社 Parking mechanism for vehicle
CN106567925A (en) * 2015-10-09 2017-04-19 铃木株式会社 Transmission for vehicle

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10325457A (en) * 1997-05-26 1998-12-08 Aichi Mach Ind Co Ltd Power train for vehicle
JP2012162214A (en) 2011-02-09 2012-08-30 Aisin Ai Co Ltd Transmission
JP6303916B2 (en) 2014-08-20 2018-04-04 スズキ株式会社 Automatic transmission
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
JPS5899819A (en) * 1981-11-24 1983-06-14 ア−・ベ−・ボルボ Transmission gear for vehicle and parking brake therefor
US20050233841A1 (en) * 2004-03-30 2005-10-20 Jatco Ltd. Belt-type continuously-variable transmission
CN1755167A (en) * 2004-10-01 2006-04-05 捷特科株式会社 Parking mechanism
CN102979903A (en) * 2011-09-06 2013-03-20 腓特烈斯港齿轮工厂股份公司 Parking interlock device of a vehicular transmission
CN104121361A (en) * 2013-04-24 2014-10-29 本田技研工业株式会社 Parking mechanism for vehicle
CN106567925A (en) * 2015-10-09 2017-04-19 铃木株式会社 Transmission for vehicle

Also Published As

Publication number Publication date
CN111350817B (en) 2021-10-26
DE102019218987A1 (en) 2020-06-25
FR3090514B1 (en) 2024-02-16
JP7271938B2 (en) 2023-05-12
FR3090514A1 (en) 2020-06-26
JP2020100272A (en) 2020-07-02

Similar Documents

Publication Publication Date Title
CN111422055B (en) Driving device for hybrid vehicle
CN112152376A (en) Drive device
JP2010070188A (en) Vehicular hybrid drive mechanism
US11873897B2 (en) Drive apparatus
JP2012013184A (en) Driving device
JP5750501B2 (en) Electric motor
CN111347868B (en) Driving device for hybrid vehicle
CN111350817B (en) Vehicle drive device
KR100956704B1 (en) Transmission of Agricultural Working Vehicle
JP2021094884A (en) Vehicle drive device
CN111734794A (en) Vehicle drive device
CN111347866B (en) Driving device for hybrid vehicle
JP7188058B2 (en) Drive system for hybrid vehicle
EP3974682A1 (en) A gearwheel arrangement
CN111347863B (en) Drive device for hybrid vehicle
CN111439108B (en) Driving device for hybrid vehicle
CN111347865B (en) Driving device for hybrid vehicle
CN111609116A (en) Vehicle drive device
JP2021094887A (en) Vehicle drive device
JP2015072045A (en) Vehicle drive unit
CN111347867B (en) Driving device for hybrid vehicle
CN109595327B (en) Power transmission device
JP2021095922A (en) Power transmission device
JP2020112248A (en) Lubrication structure for hybrid vehicle driving device
JP2020100270A (en) Driving device for hybrid vehicle

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