JP2020100266A - Driving device for hybrid vehicle - Google Patents

Driving device for hybrid vehicle Download PDF

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Publication number
JP2020100266A
JP2020100266A JP2018239450A JP2018239450A JP2020100266A JP 2020100266 A JP2020100266 A JP 2020100266A JP 2018239450 A JP2018239450 A JP 2018239450A JP 2018239450 A JP2018239450 A JP 2018239450A JP 2020100266 A JP2020100266 A JP 2020100266A
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Japan
Prior art keywords
case
motor
gear
shaft
wall portion
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
JP2018239450A
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Japanese (ja)
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JP7183772B2 (en
Inventor
将英 宮崎
Masahide Miyazaki
将英 宮崎
圭史 北岡
Keiji Kitaoka
圭史 北岡
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Suzuki Motor Corp
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Suzuki Motor Corp
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Publication date
Application filed by Suzuki Motor Corp filed Critical Suzuki Motor Corp
Priority to JP2018239450A priority Critical patent/JP7183772B2/en
Priority to FR1913715A priority patent/FR3090515A1/en
Priority to DE102019218980.6A priority patent/DE102019218980A1/en
Priority to CN201911318136.6A priority patent/CN111347864B/en
Publication of JP2020100266A publication Critical patent/JP2020100266A/en
Application granted granted Critical
Publication of JP7183772B2 publication Critical patent/JP7183772B2/en
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/006—Structural association of a motor or generator with the drive train of a motor vehicle
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • 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
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    • 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
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
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    • 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
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    • 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
    • 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
    • F16H57/028—Gearboxes; Mounting gearing therein characterised by means for reducing vibration or noise
    • 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
    • F16H57/031—Gearboxes; Mounting gearing therein characterised by covers or lids for gearboxes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • General Details Of Gearings (AREA)
  • Arrangement Of Transmissions (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

To provide a driving device for a hybrid vehicle which has a motor connected to a transmission case by a speed reducer case and can inhibit vibration of the motor while simplifying a structure of the speed reducer case.SOLUTION: In a driving device 4, a left case 7 of a transmission case 5 includes a speed reducer case 25 which houses a speed reduction mechanism 33. The speed reducer case 25 has: a case part 26 which is formed integrally with the left case 7 and encloses the speed reduction mechanism 33; and a cover part joined to the case part 26. The case part 26 has a side wall part 29 extending upward from an upper wall 7B of the left case 7 and located between the motor 32 and the speed reduction mechanism 33. The side wall part 29 has a disc-like motor attachment part 29 which has an outer diameter equivalent to an outer diameter of the motor 32 and to which the motor 32 is connected. Multiple boss parts and bolts 23C which fasten the motor 32 to the motor attachment part 29C are provided at an outer periphery part of the motor attachment part 29C.SELECTED DRAWING: Figure 5

Description

本発明は、ハイブリッド車両用駆動装置に関する。 The present invention relates to a drive device for a hybrid vehicle.

従来のハイブリッド車両用動力伝達装置として、特許文献１に記載のものが知られている。このハイブリッド車両用動力伝達装置は、電動モータの駆動力を減速する減速機構と、減速機構で減速された駆動力を左右の駆動輪に配分するディファレンシャル装置と、ディファレンシャル装置を収容する変速機ケースとを備えている。 As a conventional power transmission device for a hybrid vehicle, the one described in Patent Document 1 is known. This hybrid vehicle power transmission device includes a reduction mechanism that reduces the driving force of an electric motor, a differential device that distributes the driving force that is reduced by the reduction mechanism to the left and right drive wheels, and a transmission case that houses the differential device. Equipped with.

電動モータは、複数のボルトによって変速機ケースの上部に取付けられている。減速機構を収容する減速機ケースは、複数のボルトによって変速機ケースに取付けられている。 The electric motor is attached to the upper part of the transmission case by a plurality of bolts. The reduction gear case that houses the reduction gear mechanism is attached to the transmission case by a plurality of bolts.

電動モータのモータハウジングには円筒部が形成されている。減速機ケースには円筒部に差し込まれる円筒部が形成されており、それぞれの円筒部が相互に差し込まれることにより、モータハウジングと減速機ケースが連結されている（特許文献１の図３参照）。 A cylindrical portion is formed in the motor housing of the electric motor. The reduction gear case is formed with a cylindrical portion to be inserted into the cylindrical portion, and the motor housing and the reduction gear case are connected by inserting the respective cylindrical portions into each other (see FIG. 3 of Patent Document 1). ..

特開２００７−２０３９９９号公報JP, 2007-203999, A

このような従来のハイブリッド車両用動力伝達装置にあっては、変速機ケースに別体の減速機ケースを取付ける構造となっているので、例えば、変速機ケースと減速機ケースとを複数のシール部材によってシールする必要があり、減速機ケースの構造が複雑になるおそれがある。 In such a conventional power transmission device for a hybrid vehicle, since it has a structure in which a separate reduction gear case is attached to the transmission case, for example, the transmission case and the reduction gear case are provided with a plurality of sealing members. Therefore, the structure of the reduction gear case may be complicated.

また、減速機ケースが電動モータの振動を抑制する構造となっていないので、電動モータの振動を抑制するために、例えば、電動モータを変速機ケースに固定するための頑丈なブラケットが必要になる。このため、動力伝達装置の重量が増大することや電動モータの支持構造が複雑になるおそれがある。 Further, since the reducer case does not have a structure for suppressing the vibration of the electric motor, in order to suppress the vibration of the electric motor, for example, a sturdy bracket for fixing the electric motor to the transmission case is required. .. Therefore, the weight of the power transmission device may increase and the support structure of the electric motor may become complicated.

本発明は、上記のような事情に着目してなされたものであり、減速機ケースによって変速機ケースに連結されるモータを有するハイブリッド車両用駆動装置において、減速機ケースの構造を簡素化しつつ、モータの振動を抑制できるハイブリッド車両用駆動装置を提供することを目的とするものである。 The present invention has been made in view of the above circumstances, and in a hybrid vehicle drive device having a motor connected to a transmission case by a reduction gear case, while simplifying the structure of the reduction gear case, It is an object of the present invention to provide a hybrid vehicle drive device that can suppress vibration of a motor.

本発明は、動力源に連結される第１のケースと、前記動力源と反対側から前記第１のケースに連結される第２のケースとを有し、前記第１のケースと前記第２のケースの内部に、前記動力源から動力が伝達される変速機構と、前記変速機構から動力が伝達されるディファレンシャル装置とを収容する変速機ケースと、前記変速機ケースの上部に取付けられたモータと、前記モータの動力を前記変速機構に伝達する減速機構と、前記減速機構を収容する減速機ケースとを備えたハイブリッド車両用駆動装置であって、前記減速機ケースは、前記第２のケースに一体に形成され、前記減速機構を取り囲むケース部と、前記ケース部に接合されたカバー部とを有し、前記ケース部は、前記第２のケースの上壁から上方に延び、前記モータと前記減速機構との間に位置する側壁部を有し、前記側壁部は、前記モータの外径と同等の外径を有し、前記モータが連結される円盤状のモータ取付部を有し、前記モータ取付部の外周部に、前記モータを前記モータ取付部に締結する複数の締結部が設けられていることを特徴とする。 The present invention has a first case connected to a power source and a second case connected to the first case from a side opposite to the power source, and the first case and the second case. , A transmission case accommodating a transmission mechanism to which power is transmitted from the power source, a differential device to which power is transmitted from the transmission mechanism, and a motor mounted on the upper portion of the transmission case. And a speed reducer mechanism for transmitting the power of the motor to the speed change mechanism, and a speed reducer case accommodating the speed reducer mechanism, wherein the speed reducer case is the second case. And a cover part joined to the case part, the case part extending upward from the upper wall of the second case, and the motor part. A side wall portion positioned between the speed reduction mechanism and the side wall portion, the side wall portion has an outer diameter equivalent to the outer diameter of the motor, and has a disk-shaped motor mounting portion to which the motor is coupled; A plurality of fastening portions for fastening the motor to the motor mounting portion are provided on an outer peripheral portion of the motor mounting portion.

このように上記の本発明によれば、減速機ケースによって変速機ケースに連結されるモータを有するハイブリッド車両用駆動装置において、減速機ケースの構造を簡素化しつつ、モータの振動を抑制できる。 As described above, according to the present invention, in the hybrid vehicle drive device having the motor coupled to the transmission case by the reduction gear case, the vibration of the motor can be suppressed while simplifying the structure of the reduction gear case.

図１は、本発明の一実施例に係るハイブリッド車両用駆動装置の左側面図である。FIG. 1 is a left side view of a hybrid vehicle drive device according to an embodiment of the present invention. 図２は、本発明の一実施例に係るハイブリッド車両用駆動装置の平面図である。FIG. 2 is a plan view of a hybrid vehicle drive device according to an embodiment of the present invention. 図３は、本発明の一実施例に係るハイブリッド車両用駆動装置のスケルトン図である。FIG. 3 is a skeleton diagram of a hybrid vehicle drive device according to an embodiment of the present invention. 図４は、図１のIＶ−IＶ方向矢視断面図である。FIG. 4 is a sectional view taken along the line IV-IV in FIG. 図５は、図２のＶ−Ｖ方向矢視断面図である。FIG. 5 is a sectional view taken along the line VV of FIG. 図６は、本発明の一実施例に係るハイブリッド車両用駆動装置のレフトケースの外側面図である。FIG. 6 is an outer side view of the left case of the hybrid vehicle drive device according to the embodiment of the present invention. 図７は、本発明の一実施例に係るハイブリッド車両用駆動装置のレフトケースの斜視図である。FIG. 7 is a perspective view of the left case of the hybrid vehicle drive device according to the embodiment of the present invention. 図８は、図５のＶIII−ＶIII方向矢視断面図である。FIG. 8 is a sectional view taken along line VIII-VIII in FIG. 図９は、図６のIＸ−IＸ方向矢視断面図である。FIG. 9 is a sectional view taken along line IX-IX of FIG.

本発明の一実施の形態に係るハイブリッド車両用駆動装置は、動力源に連結される第１のケースと、動力源と反対側から第１のケースに連結される第２のケースとを有し、第１のケースと第２のケースの内部に、動力源から動力が伝達される変速機構と、変速機構から動力が伝達されるディファレンシャル装置とを収容する変速機ケースと、変速機ケースの上部に取付けられたモータと、モータの動力を変速機構に伝達する減速機構と、減速機構を収容する減速機ケースとを備えたハイブリッド車両用駆動装置であって、減速機ケースは、第２のケースに一体に形成され、減速機構を取り囲むケース部と、ケース部に接合されたカバー部とを有し、ケース部は、第２のケースの上壁から上方に延び、モータと減速機構との間に位置する側壁部を有し、側壁部は、モータの外径と同等の外径を有し、モータが連結される円盤状のモータ取付部を有し、モータ取付部の外周部に、モータをモータ取付部に締結する複数の締結部が設けられている。 A hybrid vehicle drive device according to an embodiment of the present invention includes a first case connected to a power source and a second case connected to the first case from a side opposite to the power source. , A transmission case accommodating a transmission mechanism in which power is transmitted from a power source and a differential device in which power is transmitted from the transmission mechanism inside the first case and the second case, and an upper portion of the transmission case A drive device for a hybrid vehicle, comprising: a motor attached to the vehicle; a reduction mechanism that transmits the power of the motor to a speed change mechanism; and a reduction gear case that houses the reduction gear mechanism, wherein the reduction gear case is a second case. And a cover part joined to the case part. The case part extends upward from the upper wall of the second case and is between the motor and the speed reduction mechanism. Has a side wall portion having an outer diameter equivalent to the outer diameter of the motor and a disk-shaped motor mounting portion to which the motor is coupled. A plurality of fastening portions for fastening the motor to the motor mounting portion are provided.

これにより、一実施の形態に係るハイブリッド車両用駆動装置は、減速機ケースによって変速機ケースに連結されるモータを有するハイブリッド車両用駆動装置において、減速機ケースの構造を簡素化しつつ、モータの振動を抑制できる。 Accordingly, in the hybrid vehicle drive device according to the embodiment, in the hybrid vehicle drive device having the motor coupled to the transmission case by the reduction gear case, the vibration of the motor is reduced while simplifying the structure of the reduction gear case. Can be suppressed.

以下、本発明の一実施例に係るハイブリッド車両用駆動装置について、図面を用いて説明する。 Hereinafter, a hybrid vehicle drive device according to an embodiment of the present invention will be described with reference to the drawings.

図１から図９は、本発明の一実施例に係るハイブリッド車両用駆動装置を示す図である。 1 to 9 are views showing a hybrid vehicle drive device according to an embodiment of the present invention.

図１から図９において、上下前後左右方向は、車両に設置された状態のハイブリッド車両用駆動装置の上下前後左右方向とし、前後方向に対して直交する方向が左右方向、ハイブリッド車両用駆動装置の高さ方向が上下方向である。 1 to 9, the up, down, front, back, left, and right directions are the up, down, front, back, left, and right directions of the hybrid vehicle drive device installed in the vehicle, and the direction orthogonal to the front and back direction is the left and right direction. The height direction is the vertical direction.

まず、構成を説明する。
図１において、ハイブリッド車両（以下、単に車両という）１は、車体２を備えており、車体２は、ダッシュパネル３によって前側のエンジンルーム２Ａと後側の車室２Ｂとに仕切られている。エンジンルーム２Ａにはハイブリッド車両用駆動装置（以下、単に駆動装置という）４が設置されており、駆動装置４は、前進６速、後進１速の変速段を有する。 First, the configuration will be described.
In FIG. 1, a hybrid vehicle (hereinafter, simply referred to as a vehicle) 1 includes a vehicle body 2, and a vehicle body 2 is partitioned by a dash panel 3 into a front engine room 2A and a rear vehicle room 2B. A hybrid vehicle drive device (hereinafter, simply referred to as a drive device) 4 is installed in the engine room 2A, and the drive device 4 has 6 forward speeds and 1 reverse speed.

図２において、駆動装置４は、変速機ケース５を備えており、変速機ケース５は、ライトケース６およびレフトケース７を有する。 In FIG. 2, the drive device 4 includes a transmission case 5, and the transmission case 5 has a right case 6 and a left case 7.

ライトケース６にはエンジン８が連結されている。エンジン８は、クランク軸９を有し（図３参照）、クランク軸９は、車両１の幅方向に延びるように設置されている。すなわち、本実施例のエンジン８は、横置きエンジンから構成されており、本実施例の車両１は、フロントエンジン・フロントドライブ（ＦＦ）車両である。本実施例のエンジン８は、内燃機関から構成されており、本発明の動力源を構成する。 An engine 8 is connected to the light case 6. The engine 8 has a crankshaft 9 (see FIG. 3), and the crankshaft 9 is installed so as to extend in the width direction of the vehicle 1. That is, the engine 8 of the present embodiment is composed of a horizontal engine, and the vehicle 1 of the present embodiment is a front engine/front drive (FF) vehicle. The engine 8 of this embodiment is composed of an internal combustion engine and constitutes the power source of the present invention.

レフトケース７は、エンジン８と反対側、すなわち、左側からライトケース６に連結されている。本実施例のライトケース６は、本発明の第１のケースを構成し、レフトケース７は、本発明の第２のケースを構成する。 The left case 7 is connected to the right case 6 from the side opposite to the engine 8, that is, from the left side. The right case 6 of the present embodiment constitutes the first case of the present invention, and the left case 7 constitutes the second case of the present invention.

ライトケース６の外周縁にはフランジ部６Ｆ（図８参照）が形成されている。図７、図８において、レフトケース７の外周縁にはフランジ部７Ｆが形成されている。 A flange portion 6F (see FIG. 8) is formed on the outer peripheral edge of the light case 6. 7 and 8, a flange portion 7F is formed on the outer peripheral edge of the left case 7.

図６、図７に示すように、フランジ部７Ｆにはボルト２３Ａ（図１参照）が挿入される複数のボス部７ｆが設けられており、ボス部７ｆは、フランジ部７Ｆに沿って設けられている。 As shown in FIGS. 6 and 7, the flange portion 7F is provided with a plurality of boss portions 7f into which the bolts 23A (see FIG. 1) are inserted, and the boss portions 7f are provided along the flange portion 7F. ing.

フランジ部６Ｆにはボス部７ｆに合致する複数の図示しないボス部が形成されており、ボルト２３Ａをフランジ部６Ｆのボス部とフランジ部７Ｆのボス部７ｆに締結することにより、ライトケース６とレフトケース７が締結されて一体化される。本実施例のボルト２３Ａは、本発明の締結具を構成する。 The flange portion 6F is formed with a plurality of boss portions (not shown) that match the boss portion 7f. By fastening the bolts 23A to the boss portion of the flange portion 6F and the boss portion 7f of the flange portion 7F, the light case 6 and The left case 7 is fastened and integrated. The bolt 23A of the present embodiment constitutes the fastener of the present invention.

ライトケース６にはクラッチ１０（図３参照）が収容されている。レフトケース７には、図３に示す入力軸１１、前進用出力軸１２、後進用出力軸１３、終減速機構１４およびディファレンシャル装置１５が収容されている。入力軸１１、前進用出力軸１２および後進用出力軸１３は、平行に設置されている。 A clutch 10 (see FIG. 3) is housed in the light case 6. The left case 7 accommodates the input shaft 11, the forward output shaft 12, the reverse output shaft 13, the final reduction mechanism 14 and the differential device 15 shown in FIG. The input shaft 11, the forward output shaft 12, and the reverse output shaft 13 are installed in parallel.

図３において、入力軸１１は、クラッチ１０を介してエンジン８に連結されており、クラッチ１０を介してエンジン８の動力が伝達される。図３、図４において、入力軸１１は、１速段用の入力ギヤ１６Ａ、２速段用の入力ギヤ１６Ｂ、３速段用の入力ギヤ１６Ｃ、４速段用の入力ギヤ１６Ｄ、５速段用の入力ギヤ１６Ｅおよび６速段用の入力ギヤ１６Ｆを有する。 In FIG. 3, the input shaft 11 is connected to the engine 8 via the clutch 10, and the power of the engine 8 is transmitted via the clutch 10. 3 and 4, the input shaft 11 is an input gear 16A for the first gear, an input gear 16B for the second gear, an input gear 16C for the third gear, an input gear 16D for the fourth gear, a fifth gear 16D. It has an input gear 16E for a gear and an input gear 16F for a sixth gear.

入力ギヤ１６Ａ、１６Ｂは、入力軸１１に固定されており、入力軸１１と一体で回転する。入力ギヤ１６Ｃから入力ギヤ１６Ｆは、入力軸１１に相対回転自在に設けられている。 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 so as to be rotatable relative to each other.

前進用出力軸１２は、１速段用の出力ギヤ１７Ａ、２速段用の出力ギヤ１７Ｂ、３速段用の出力ギヤ１７Ｃ、４速段用の出力ギヤ１７Ｄ、５速段用の出力ギヤ１７Ｅ、６速段用の出力ギヤ１７Ｆおよび前進用のファイナルドライブギヤ１７Ｇを有し、出力ギヤ１７Ａから出力ギヤ１７Ｆは、同一の変速段を構成する入力ギヤ１６Ａから入力ギヤ１６Ｆに噛み合っている。 The forward output shaft 12 is an output gear 17A for the first speed, an output gear 17B for the second speed, an output gear 17C for the third speed, an output gear 17D for the fourth speed, an output gear 17D for the fifth speed. 17E, an output gear 17F for the sixth speed, and a final drive gear 17G for the forward movement, and the output gears 17A to 17F mesh with the input gears 16A to 16F constituting the same gear.

出力ギヤ１７Ａ、１７Ｂは、前進用出力軸１２に相対回転自在に設けられている。出力ギヤ１７Ｃから出力ギヤ１７Ｆおよびファイナルドライブギヤ１７Ｇは、前進用出力軸１２に固定されており、前進用出力軸１２と一体で回転する。 The output gears 17A and 17B are provided on the forward output shaft 12 so as to be rotatable relative to each other. The output gear 17C to the output gear 17F and the final drive gear 17G are fixed to the forward drive output shaft 12 and rotate integrally with the forward drive output shaft 12.

１速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ａおよび出力ギヤ１７Ａを介して前進用出力軸１２に伝達される。２速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ｂおよび出力ギヤ１７Ｂを介して前進用出力軸１２に伝達される。 In the first speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16A and the output gear 17A. In the second speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16B and the output gear 17B.

出力ギヤ１７Ａと出力ギヤ１７Ｂの間において前進用出力軸１２上には第１の同期装置１８が設けられている。 A first synchronizer 18 is provided on the forward output shaft 12 between the output gears 17A and 17B.

第１の同期装置１８は、シフト操作によって１速段にシフトされると、１速段の出力ギヤ１７Ａを前進用出力軸１２に連結し、シフト操作によって２速段にシフトされると、２速段用の出力ギヤ１７Ｂを前進用出力軸１２に連結する。これにより、出力ギヤ１７Ａまたは出力ギヤ１７Ｂは、前進用出力軸１２と一体で回転する。 The first synchronizer 18 connects the output gear 17A of the first gear to the forward output shaft 12 when the gear is shifted to the first gear by the shift operation and shifts to the second gear when the gear is shifted to the second gear by the shift operation. The output gear 17B for the speed is connected to the forward output shaft 12. As a result, the output gear 17A or the output gear 17B rotates integrally with the forward output shaft 12.

入力ギヤ１６Ｃと入力ギヤ１６Ｄの間において入力軸１１上には第２の同期装置１９が設けられている。 A second synchronizer 19 is provided on the input shaft 11 between the input gears 16C and 16D.

第２の同期装置１９は、シフト操作によって３速段にシフトされると、入力ギヤ１６Ｃを入力軸１１に連結し、シフト操作によって４速段にシフトされると、入力ギヤ１６Ｄを入力軸１１に連結する。これにより、入力ギヤ１６Ｃまたは入力ギヤ１６Ｄが入力軸１１と一体で回転する。 The second synchronizer 19 connects the input gear 16C to the input shaft 11 when shifted to the third speed stage by the shift operation, and connects the input gear 16D to the input shaft 11 when shifted to the fourth speed stage by the shift operation. Connect to. As a result, the input gear 16C or the input gear 16D rotates integrally with the input shaft 11.

３速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ｃおよび出力ギヤ１７Ｃを介して前進用出力軸１２に伝達される。４速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ｄおよび出力ギヤ１７Ｄを介して前進用出力軸１２に伝達される。 In the third speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16C and the output gear 17C. In the fourth speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16D and the output gear 17D.

このように入力軸１１上に設けられた第２の同期装置１９は、入力ギヤ１６Ｃと出力ギヤ１７Ｃからなる１つの変速ギヤ組と、入力ギヤ１６Ｄと出力ギヤ１７Ｄからなる１つの変速ギヤ組との中から１つの変速ギヤ組を選択し、入力軸１１から選択された変速ギヤ組を介して前進用出力軸１２に動力を伝達させる。 In this way, the second synchronizer 19 provided on the input shaft 11 includes one shift gear set including the input gear 16C and the output gear 17C, and one shift gear set including the input gear 16D and the output gear 17D. One transmission gear set is selected from the above, and power is transmitted to the forward output shaft 12 via the transmission gear set selected from the input shaft 11.

入力ギヤ１６Ｅと入力ギヤ１６Ｆの間において入力軸１１上には第３の同期装置２０が設けられている。 A third synchronizer 20 is provided on the input shaft 11 between the input gears 16E and 16F.

第３の同期装置２０は、シフト操作によって５速段にシフトされると、入力ギヤ１６Ｅを入力軸１１に連結し、シフト操作によって６速段にシフトされると、入力ギヤ１６Ｆを入力軸１１に連結する。これにより、入力ギヤ１６Ｅまたは入力ギヤ１６Ｆが入力軸１１と一体で回転する。 The third synchronizer 20 connects the input gear 16E to the input shaft 11 when the gear is shifted to the fifth speed by the shift operation, and connects the input gear 16F to the input shaft 11 when the gear is shifted to the sixth speed by the shift operation. Connect to. As a result, the input gear 16E or the input gear 16F rotates integrally with the input shaft 11.

５速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ｅおよび出力ギヤ１７Ｅを介して前進用出力軸１２に伝達される。６速段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ｆおよび出力ギヤ１７Ｆを介して前進用出力軸１２に伝達される。 In the fifth speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16E and the output gear 17E. In the sixth speed, the power of the engine 8 is transmitted from the input shaft 11 to the forward output shaft 12 via the input gear 16F and the output gear 17F.

このように入力軸１１上に設けられた第３の同期装置２０は、入力ギヤ１６Ｅと出力ギヤ１７Ｅからなる１つの変速ギヤ組と、入力ギヤ１６Ｆと出力ギヤ１７Ｆからなる１つの変速ギヤ組との中から１つの変速ギヤ組を選択し、入力軸１１から選択された変速ギヤ組を介して前進用出力軸１２に動力を伝達させる。 As described above, the third synchronizer 20 provided on the input shaft 11 includes one shift gear set including the input gear 16E and the output gear 17E, and one shift gear set including the input gear 16F and the output gear 17F. One transmission gear set is selected from the above, and power is transmitted to the forward output shaft 12 via the transmission gear set selected from the input shaft 11.

入力ギヤ１６Ｄと出力ギヤ１７Ｄからなる変速ギヤ組と、入力ギヤ１６Ｅおよび出力ギヤ１７Ｅからなる変速ギヤ組とは、入力軸１１の軸方向において第２の同期装置１９と第３の同期装置２０との間に隣接して設置されている。 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 include a second synchronizer 19 and a third synchronizer 20 in the axial direction of the input shaft 11. Are installed adjacent to each other.

後進用出力軸１３にはリバースギヤ２２Ａおよび後進用のファイナルドライブギヤ２２Ｂが設けられている。リバースギヤ２２Ａは、後進用出力軸１３に相対回転自在に設けられており、出力ギヤ１７Ａに噛み合っている。ファイナルドライブギヤ２２Ｂは、後進用出力軸１３に固定されており、後進用出力軸１３と一体で回転する。 The reverse output shaft 13 is provided with a reverse gear 22A and a reverse final drive gear 22B. The reverse gear 22A is rotatably provided on the reverse output shaft 13 and meshes 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.

後進用出力軸１３には第４の同期装置２１が設けられている。第４の同期装置２１は、シフト操作によって後進段にシフトされると、リバースギヤ２２Ａを後進用出力軸１３に連結する。これにより、リバースギヤ２２Ａは、後進用出力軸１３と一体で回転する。 A fourth synchronizer 21 is provided on the reverse output shaft 13. The fourth synchronizer 21 connects the reverse gear 22A to the reverse output shaft 13 when it is shifted to the reverse stage by the shift operation. As a result, the reverse gear 22A rotates integrally with the reverse output shaft 13.

後進段においては、エンジン８の動力が入力軸１１から入力ギヤ１６Ａ、前進用出力軸１２と相対回転する出力ギヤ１７Ａおよびリバースギヤ２２Ａを介して後進用出力軸１３に伝達される。 In the reverse gear, the power of the engine 8 is transmitted from the input shaft 11 to the reverse output shaft 13 via the input gear 16A, the output gear 17A that rotates relative to the forward output shaft 12, and the reverse gear 22A.

前進用のファイナルドライブギヤ１７Ｇおよび後進用のファイナルドライブギヤ２２Ｂは、ディファレンシャル装置１５のファイナルドリブンギヤ１５Ａに噛み合っている。これにより、前進用出力軸１２の動力および後進用出力軸１３の動力は、前進用のファイナルドライブギヤ１７Ｇまたは後進用のファイナルドライブギヤ２２Ｂを経てディファレンシャル装置１５に伝達される。 The forward drive final drive gear 17G and the reverse drive final drive gear 22B mesh with the final driven gear 15A of the differential device 15. As a result, the power of the output shaft 12 for forward drive and the power of the output shaft 13 for reverse drive are transmitted to the differential device 15 via the final drive gear 17G for forward drive or the final drive gear 22B for reverse drive.

ディファレンシャル装置１５は、ファイナルドリブンギヤ１５Ａと、ファイナルドリブンギヤ１５Ａが外周部に取付けられたデフケース１５Ｂと、デフケース１５Ｂに内蔵された差動機構１５Ｃとを有する。 The differential device 15 has a final driven gear 15A, a differential case 15B having the final driven gear 15A attached to the outer peripheral portion, and a differential mechanism 15C built in the differential case 15B.

デフケース１５Ｂの右端部には筒状部１５ｂが設けられており（図４参照）、デフケース１５Ｂの左端部には筒状部１５ｃ（図５参照）が設けられている。筒状部１５ｂ、１５ｃにはそれぞれ左右のドライブシャフト２４Ｌ、２４Ｒ（図３参照）のそれぞれの一端部が挿通されている。 A tubular portion 15b is provided at the right end of the differential case 15B (see FIG. 4), and a tubular portion 15c (see FIG. 5) is provided at the left end of the differential case 15B. One end of each of the left and right drive shafts 24L and 24R (see FIG. 3) is inserted through the tubular portions 15b and 15c.

左右のドライブシャフト２４Ｌ、２４Ｒの一端部は、差動機構１５Ｃに連結されており、左右のドライブシャフト２４Ｌ、２４Ｒの他端部は、それぞれ図示しない左右の駆動輪に連結されている。ディファレンシャル装置１５は、エンジン８の動力を差動機構１５Ｃによって左右のドライブシャフト２４Ｌ、２４Ｒに分配して駆動輪に伝達する。 One ends of the left and right drive shafts 24L and 24R are connected to the differential mechanism 15C, and the other ends of the left and right drive shafts 24L and 24R are connected to left and right drive wheels (not shown). The differential device 15 distributes the power of the engine 8 to the left and right drive shafts 24L and 24R by the differential mechanism 15C and transmits the power to the drive wheels.

本実施例の入力軸１１、前進用出力軸１２、入力ギヤ１６Ａから入力ギヤ１６Ｆおよび出力ギヤ１７Ａから出力ギヤ１７Ｆは、本発明の変速機構を構成する。 The input shaft 11, the forward output shaft 12, the input gear 16A to the input gear 16F, and the output gear 17A to the output gear 17F of the present embodiment constitute the transmission mechanism of the present invention.

終減速機構１４は、前進用のファイナルドライブギヤ１７Ｇおよびファイナルドリブンギヤ１５Ａから構成されている。前進用出力軸１２は、終減速機構１４を介してデフケース１５Ｂに連結されている。 The final reduction mechanism 14 is composed of a final drive gear 17G for forward movement and a final driven gear 15A. The forward output shaft 12 is connected to the differential case 15B via the final reduction mechanism 14.

図１、図２において、レフトケース７の上部にはマウント取付部３１が設けられている。マウント取付部３１は、複数のボス部３１Ａを有し、ボス部３１Ａには図示しないボルトによって図示しないマウントブラケットが締結されている。 1 and 2, a mount attachment portion 31 is provided on the upper portion of the left case 7. The mount attachment portion 31 has a plurality of boss portions 31A, and a mount bracket (not shown) is fastened to the boss portion 31A with bolts (not shown).

マウントブラケットは、いずれも図示しない左側サイドフレームに設置された弾性体を有するマウント部材に連結されている。これにより、駆動装置４は、マウントブラケットおよびマウント部材を介して左側サイドフレームに弾性的に支持されている。 The mount brackets are all connected to a mount member having an elastic body installed on the left side frame (not shown). As a result, the drive device 4 is elastically supported by the left side frame via the mount bracket and the mount member.

エンジン８は、いずれも図示しないマウントブラケットおよびマウント部材を介して右サイドフレームに弾性的に支持されている。 The engine 8 is elastically supported by the right side frame via a mount bracket and a mount member (both not shown).

マウント取付部３１よりも後側においてレフトケース７の上部にはモータ３２が設置されている。 A motor 32 is installed above the left case 7 on the rear side of the mount mounting portion 31.

図８において、モータ３２は、モータケース３２Ａと、モータケース３２Ａに回転自在に支持されたモータ軸３２Ｂとを有する。モータケース３２Ａの内部にはいずれも図示しないロータと、コイルが巻き付けられたステータが収容されており、モータ軸３２Ｂは、ロータと一体に設けられている。 In FIG. 8, the motor 32 has a motor case 32A and a motor shaft 32B rotatably supported by the motor case 32A. A rotor (not shown) and a stator around which a coil is wound are housed inside the motor case 32A, and the motor shaft 32B is provided integrally with the rotor.

モータ３２において、コイルに三相交流が供給されることにより、周方向に回転する回転磁界を発生する。ステータは、発生した磁束をロータに鎖交させることにより、モータ軸３２Ｂと一体のロータを回転駆動させる。 In the motor 32, a three-phase alternating current is supplied to the coil to generate a rotating magnetic field that rotates in the circumferential direction. The stator interlocks the generated magnetic flux with the rotor to rotate the rotor that is integral with the motor shaft 32B.

図２において、レフトケース７には減速機ケース２５が設けられており、減速機ケース２５は、ケース部２６およびカバー部２７を有する。減速機ケース２５には減速機構３３（図６参照）が収容されている。 In FIG. 2, the left case 7 is provided with a reduction gear case 25, and the reduction gear case 25 has a case portion 26 and a cover portion 27. A reduction mechanism 33 (see FIG. 6) is housed in the reduction gear case 25.

図３において、減速機構３３は、モータ３２のモータ軸３２Ｂに設けられた第１のドライブギヤ３４と、第１の中間軸３５と、第２の中間軸３６と、前進用出力軸１２に設けられた４速段用の出力ギヤ１７Ｄとを備えている。 In FIG. 3, the reduction mechanism 33 is provided on the first drive gear 34 provided on the motor shaft 32B of the motor 32, the first intermediate shaft 35, the second intermediate shaft 36, and the forward output shaft 12. The output gear 17D for the fourth speed is provided.

第１の中間軸３５には第１のドリブンギヤ３５Ａおよび第２のドライブギヤ３５Ｂが設けられている。第２の中間軸３６には第２のドリブンギヤ３６Ａおよび第３のドライブギヤ３６Ｂが設けられている。 The first intermediate shaft 35 is provided with a first driven gear 35A and a second drive gear 35B. The second intermediate shaft 36 is provided with a second driven gear 36A and a third drive gear 36B.

第１のドリブンギヤ３５Ａは、第１のドライブギヤ３４の直径よりも大径に形成されており、第１のドライブギヤ３４に噛み合っている。第１のドライブギヤ３４および第１のドリブンギヤ３５Ａは、モータ軸３２Ｂと第１の中間軸３５とを連結する第１の減速ギヤ組３７を構成する。 The first driven gear 35A is formed to have a diameter larger than the diameter of the first drive gear 34, and meshes with the first drive gear 34. The first drive gear 34 and the first driven gear 35A form a first reduction gear set 37 that connects the motor shaft 32B and the first intermediate shaft 35.

第２のドライブギヤ３５Ｂは、第１のドリブンギヤ３５Ａおよび第２のドリブンギヤ３６Ａの直径よりも小径に形成されており、第２のドリブンギヤ３６Ａに噛み合っている。第２のドライブギヤ３５Ｂおよび第２のドリブンギヤ３６Ａは、第１の中間軸３５と第２の中間軸３６とを連結しており、第２の減速ギヤ組３８を構成している。 The second drive gear 35B is formed to have a smaller diameter than the diameters of the first driven gear 35A and the second driven gear 36A, and meshes with the second driven gear 36A. The second drive gear 35B and the second driven gear 36A connect the first intermediate shaft 35 and the second intermediate shaft 36, and form a second reduction gear set 38.

第３のドライブギヤ３６Ｂは、第２のドリブンギヤ３６Ａの直径と同一径で、かつ、４速段用の出力ギヤ１７Ｄの直径よりも大径に形成されており、４速段用の出力ギヤ１７Ｄに噛み合っている。 The third drive gear 36B is formed to have the same diameter as the diameter of the second driven gear 36A and larger than the diameter of the output gear 17D for the fourth speed stage. Meshes with.

第３のドライブギヤ３６Ｂおよび出力ギヤ１７Ｄは、第２の中間軸３６と前進用出力軸１２とを連結しており、第３の減速ギヤ組３９を構成している。 The third drive gear 36B and the output gear 17D connect the second intermediate shaft 36 and the output shaft 12 for forward movement, and form a third reduction gear set 39.

図５に示すように、第３のドライブギヤ３６Ｂは、その軸心Ｏ３が鉛直方向で前進用出力軸１２の軸心Ｏ４よりも上方で、かつ、レフトケース７の上壁７Ｂよりも下側に設置されている。 As shown in FIG. 5, the third drive gear 36B has a shaft center O3 in the vertical direction that is above the shaft center O4 of the forward output shaft 12 and below the upper wall 7B of the left case 7. It is installed in.

このように本実施例の減速機構３３において、第３の減速ギヤ組３９のドリブンギヤは、複数の変速ギヤ組のうちの４速段用の出力ギヤ１７Ｄから構成されている。 As described above, in the reduction mechanism 33 of the present embodiment, the driven gear of the third reduction gear set 39 is composed of the output gear 17D for the fourth speed of the plurality of transmission gear sets.

図３において、第３の減速ギヤ組３９の第３のドライブギヤ３６Ｂは、１組の入力ギヤ１６Ｄと出力ギヤ１７Ｄの半径方向の外側に設置されている。第１の減速ギヤ組３７は、１組の入力ギヤ１６Ｅと出力ギヤ１７Ｅの半径方向の外側に設置されている。第２の減速ギヤ組３８は、第３の同期装置２０の半径方向の外側に設置されている。 In FIG. 3, the third drive gear 36B of the third reduction gear set 39 is installed radially outside the set of input gear 16D and output gear 17D. The first reduction gear set 37 is installed outside the input gear 16E and the output gear 17E in the radial direction. The second reduction gear set 38 is installed on the outer side in the radial direction of the third synchronizer 20.

このように減速機構３３は、モータ３２から前進用出力軸１２に動力を伝達する動力伝達経路上に第１の中間軸３５と第２の中間軸３６とを有する。そして、減速機構３３は、ドライブギヤ３４、３５Ｂ、３６Ｂおよびドリブンギヤ３５Ａ、３６Ａの直径が任意の減速比となるように設定されることにより、モータ３２の動力を減速して前進用出力軸１２に伝達する。 As described above, the speed reduction mechanism 33 has the first intermediate shaft 35 and the second intermediate shaft 36 on the power transmission path that transmits power from the motor 32 to the forward output shaft 12. The speed reduction mechanism 33 reduces the power of the motor 32 to the forward output shaft 12 by setting the diameters of the drive gears 34, 35B, 36B and the driven gears 35A, 36A to be arbitrary reduction ratios. introduce.

図３において、第１のドリブンギヤ３５Ａは、第２のドリブンギヤ３６Ａと第３のドライブギヤ３６Ｂと半径方向に重なり、かつ、第２のドリブンギヤ３６Ａと第３のドライブギヤ３６Ｂとの間に設置されている。 In FIG. 3, the first driven gear 35A is radially overlapped with the second driven gear 36A and the third drive gear 36B, and is installed between the second driven gear 36A and the third drive gear 36B. There is.

図５において、減速機構３３は、モータ軸３２Ｂの軸心Ｏ１と第１の中間軸３５の軸心Ｏ２と第２の中間軸３６の軸心Ｏ３と前進用出力軸１２の軸心Ｏ４とを結ぶ第１の仮想線Ｌ１がジグザグ形状になるように、モータ軸３２Ｂ、第１の中間軸３５、第２の中間軸３６および前進用出力軸１２が設置されている。 In FIG. 5, the reduction mechanism 33 includes an axis O1 of the motor shaft 32B, an axis O2 of the first intermediate shaft 35, an axis O3 of the second intermediate shaft 36, and an axis O4 of the output shaft 12 for forward movement. The motor shaft 32B, the first intermediate shaft 35, the second intermediate shaft 36, and the forward output shaft 12 are installed so that the first imaginary line L1 to be connected has a zigzag shape.

ここで、ジグザグ形状とは、Ｚ字状に直線が何度も折れ曲がっている形態や、直線が前後に何度も折れ曲がっている形態をいう。 Here, the zigzag shape means a shape in which a straight line is bent in a Z shape many times, or a shape in which a straight line is bent back and forth many times.

図５において、ファイナルドリブンギヤ１５Ａの回転軸１５ａを通り鉛直方向に延びる第２の仮想線Ｌ２を設定した場合に、モータ軸３２Ｂの軸心Ｏ１、第１の中間軸３５の軸心Ｏ２および第２の中間軸３６の軸心Ｏ３が第２の仮想線Ｌ２よりもマウント取付部３１側、すなわち、前側に位置するように、モータ３２、第１の中間軸３５および第２の中間軸３６が設置されている。 In FIG. 5, when the second virtual line L2 extending in the vertical direction through the rotary shaft 15a of the final driven gear 15A is set, the shaft center O1 of the motor shaft 32B, the shaft center O2 of the first intermediate shaft 35, and the second center line O2. The motor 32, the first intermediate shaft 35, and the second intermediate shaft 36 are installed such that the shaft center O3 of the intermediate shaft 36 is located on the mount attachment portion 31 side, that is, on the front side of the second virtual line L2. Has been done.

第１の中間軸３５は、その軸心Ｏ２が前後方向でモータ軸３２Ｂの軸心Ｏ１よりもマウント取付部３１側、すなわち、モータ軸３２Ｂの軸心Ｏ１よりも前側に位置するように設置されている。 The first intermediate shaft 35 is installed such that its axis O2 is located in the front-rear direction on the mount mounting portion 31 side with respect to the axis O1 of the motor shaft 32B, that is, on the front side with respect to the axis O1 of the motor shaft 32B. ing.

第２の中間軸３６は、その軸心Ｏ３が前後方向で第１の中間軸３５の軸心Ｏ２に対してマウント取付部３１から離れる位置、すなわち、第１の中間軸３５の軸心Ｏ２よりも後側に設置されている。 The second intermediate shaft 36 is located at a position where the axial center O3 thereof is separated from the mount mounting portion 31 with respect to the axial center O2 of the first intermediate shaft 35 in the front-rear direction, that is, from the axial center O2 of the first intermediate shaft 35. Is also installed on the rear side.

図８において、ケース部２６は、周壁部２８を有する。周壁部２８は、レフトケース７の左側壁７Ａに対してライトケース６から離れる方向（左方）に突出しており、上端２８ｕがレフトケース７の上壁７Ｂよりも上方に延びている。図６に示すように、入力軸１１の軸方向から見て周壁部２８は、Ｌ字形状に形成されており、減速機構３３の周囲を取り囲んでいる。 In FIG. 8, the case portion 26 has a peripheral wall portion 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 an upper end 28u thereof 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 periphery of the speed reduction mechanism 33.

図９において、カバー部２７は、ボルト２３Ｂ（図１参照）によって周壁部２８の突出方向の先端部２８ａに接合（締結）されており、周壁部２８の開口端を閉塞している。 In FIG. 9, the cover portion 27 is joined (fastened) to the tip end portion 28a of the peripheral wall portion 28 in the projecting direction by a bolt 23B (see FIG. 1) and closes the open end of the peripheral wall portion 28.

図６、図７に示すように、ケース部２６は、側壁部２９を有する。側壁部２９は、カバー部２７と反対側、すなわち、ライトケース６側の周壁部２８の突出方向の基端部２８ｂ（図８、図９参照）に設けられている。 As shown in FIGS. 6 and 7, the case portion 26 has a side wall portion 29. The side wall portion 29 is provided on the side opposite to the cover portion 27, that is, on the base end portion 28b (see FIGS. 8 and 9) in the protruding direction of the peripheral wall portion 28 on the light case 6 side.

図６、図８において、側壁部２９は、レフトケース７の上壁７Ｂから上方に延びる縦壁部２９Ａと、周壁部２８の突出方向の基端部２８ｂ側において縦壁部２９Ａの下部からレフトケース７の上壁７Ｂよりも下方に延び、上壁７Ｂと周壁部２８の下部２８ｃとを連結する隔壁部２９Ｂ（図６参照）とを有する。 6 and 8, the side wall portion 29 includes a vertical wall portion 29A extending upward from the upper wall 7B of the left case 7 and a lower portion of the vertical wall portion 29A on the base end portion 28b side of the peripheral wall portion 28 in the protruding direction. The case 7 has a partition wall portion 29B (see FIG. 6) that extends below the upper wall 7B and connects the upper wall 7B and the lower portion 28c of the peripheral wall portion 28.

図８に示すように、入力軸１１の軸方向において縦壁部２９Ａおよび隔壁部２９Ｂからなる側壁部２９は、モータ３２と減速機構３３との間に位置している。 As shown in FIG. 8, the side wall portion 29 including the vertical wall portion 29A and the partition wall portion 29B in the axial direction of the input shaft 11 is located between the motor 32 and the reduction mechanism 33.

本実施例の側壁部２９は、縦壁部２９Ａおよび隔壁部２９Ｂが一体に形成されており、レフトケース７の上壁７Ｂを境にして上壁７Ｂよりも上方に位置する部位が縦壁部２９Ａを構成し、上壁７Ｂよりも下方に位置する部位が隔壁部２９Ｂを構成する。 In the side wall portion 29 of this embodiment, a vertical wall portion 29A and a partition wall portion 29B are integrally formed, and a portion located above the upper wall 7B with the upper wall 7B of the left case 7 as a boundary is a vertical wall portion. 29A, and the portion located below the upper wall 7B constitutes the partition wall portion 29B.

図８に示すように、減速機構３３は、カバー部２７と、周壁部２８と、側壁部２９によって囲まれる減速機構収容室４５に収容されている。 As shown in FIG. 8, the reduction gear mechanism 33 is housed in the reduction gear mechanism housing chamber 45 surrounded by the cover portion 27, the peripheral wall portion 28, and the side wall portion 29.

図６、図７において、縦壁部２９Ａの上部にはモータ取付部２９Ｃが設けられている。モータ取付部２９Ｃは、モータ３２の外径、すなわち、モータケース３２Ａの外径と同等の外径を有する円盤状に形成されている。 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 equivalent to the outer diameter of the motor 32, that is, the outer diameter of the motor case 32A.

モータ取付部２９Ｃの外周部には複数のボス部２９ｍが設けられており、ボス部２９ｍは、モータ取付部２９Ｃの外周部に沿って設けられている。モータ取付部２９Ｃにはボルト２３Ｃ（図５参照）が挿通され、ボルト２３Ｃがモータケース３２Ａに形成された図示しないねじ溝に締結されることにより、モータ３２がモータ取付部２９Ｃに締結される。本実施例のボス部２９ｍおよびボルト２３Ｃは、本発明の締結部を構成する。 A plurality of boss portions 29m are provided on the outer peripheral portion of the motor mounting portion 29C, and the boss portions 29m are provided along the outer peripheral portion of the motor mounting portion 29C. A bolt 23C (see FIG. 5) is inserted into the motor mounting portion 29C, and the bolt 32C is fastened to a screw groove (not shown) formed in the motor case 32A, whereby the motor 32 is fastened to the motor mounting portion 29C. The boss portion 29m and the bolt 23C of this embodiment form a fastening portion of the present invention.

図７において、レフトケース７のフランジ部７Ｆに設けられた複数のボス部７ｆのうち、モータ取付部２９Ｃの下方に位置する３つのボス部（図７においてモータ取付部２９Ｃと隔壁部２９Ｂの間において符号７ｆを付している３つのボス部）は、側壁部２９のうちの縦壁部２９Ａに連結されている。 7, among the plurality of boss portions 7f provided on the flange portion 7F of the left case 7, three boss portions located below the motor mounting portion 29C (between the motor mounting portion 29C and the partition wall portion 29B in FIG. 7). The three bosses designated by 7f in FIG. 2 are connected to the vertical wall portion 29A of the side wall portion 29.

図１、図５において、モータ３２の後方にはモータコネクタ３２Ｃが設けられており、モータコネクタ３２Ｃにはモータ３２を駆動するための図示しないパワーケーブルが接続されている。 In FIGS. 1 and 5, a motor connector 32C is provided behind the motor 32, and a power cable (not shown) for driving the motor 32 is connected to the motor connector 32C.

モータ３２の上部には冷却水導入管部３２ａと冷却水排出管部３２ｂが設けられている。冷却水導入管部３２ａは、モータ３２に冷却水を導入し、冷却水排出管部３２ｂは、モータ３２を冷却した冷却水をモータ３２から排出する。 A cooling water introducing pipe portion 32a and a cooling water discharge pipe portion 32b are provided above the motor 32. The cooling water introduction pipe portion 32 a introduces cooling water into the motor 32, and the cooling water discharge pipe portion 32 b discharges the cooling water that has cooled the motor 32 from the motor 32.

図１、図２に示すように、変速機ケース５にはフロントブラケット４６Ａおよびリヤブラケット４６Ｂが設けられている。フロントブラケット４６Ａは、モータケース３２Ａの右端部とライトケース６とを連結しており、モータケース３２Ａをライトケース６に支持している。 As shown in FIGS. 1 and 2, the transmission case 5 is provided with a front bracket 46A and a rear bracket 46B. The front bracket 46A connects the right end portion of the motor case 32A and the light case 6, and supports the motor case 32A on the light case 6.

リヤブラケット４６Ｂは、モータコネクタ３２Ｃの後端部とライトケース６とを連結しており、モータコネクタ３２Ｃをライトケース６に支持している。このように、モータ３２は、モータ取付部２９Ｃと反対側がライトケース６に連結されている。 The rear bracket 46B connects the rear end of the motor connector 32C and the light case 6, and supports the motor connector 32C on the light case 6. Thus, the motor 32 is connected to the light case 6 on the side opposite to the motor mounting portion 29C.

図８において、縦壁部２９Ａには軸受保持部２９ａ、２９ｂが設けられており、軸受保持部２９ａ、２９ｂは、縦壁部２９Ａからカバー部２７側に筒状に延びている。カバー部２７には軸受保持部２７ａ、２７ｂが設けられている。軸受保持部２７ａ、２７ｂは、カバー部２７から縦壁部２９Ａ側に筒状に延びている。 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 from the vertical wall portion 29A to the cover portion 27 side in a tubular shape. The cover 27 is provided with bearing holders 27a and 27b. The bearing holding portions 27a and 27b extend in a tubular shape from the cover portion 27 toward the vertical wall portion 29A.

軸受保持部２９ａには軸受５１Ａを介してモータ軸３２Ｂと第１のドライブギヤ３４の右端側が回転自在に支持されており、軸受保持部２７ａには軸受５１Ｂを介して第１のドライブギヤ３４の左端側が回転自在に支持されている。 The bearing holder 29a rotatably supports the motor shaft 32B and the right end side of the first drive gear 34 via the bearing 51A, and the bearing holder 27a supports the first drive gear 34 via the bearing 51B. The left side is rotatably supported.

軸受保持部２９ｂには軸受５１Ｃを介して第１の中間軸３５の右端部が回転自在に支持されており、軸受保持部２７ｂには軸受５１Ｄを介して第１の中間軸３５の左端部が回転自在に支持されている。 The right end of the first intermediate shaft 35 is rotatably supported by the bearing holder 29b via a bearing 51C, and the left end of the first intermediate shaft 35 is supported by the bearing holder 27b via a bearing 51D. It is rotatably supported.

図９において、隔壁部２９Ｂには軸受保持部２９ｃが設けられている。軸受保持部２９ｃは、モータ取付部２９Ｃとレフトケース７の上壁７Ｂとを連絡する側壁部２９の部位に設けられている。換言すれば、軸受保持部２９ｃは、隔壁部２９Ｂとレフトケース７の上壁７Ｂとの連絡部に設けられている。 In FIG. 9, a bearing holding portion 29c is provided on the partition wall portion 29B. The bearing holding portion 29c is provided at the side wall portion 29 that connects the motor mounting portion 29C and the upper wall 7B of the left case 7. In other words, the bearing holding portion 29c is provided at the connecting portion between the partition wall portion 29B and the upper wall 7B of the left case 7.

軸受保持部２９ｃは、一端（右端）が閉塞され、他端（左端）が開放された筒状に形成されている。隔壁部２９Ｂと上壁７Ｂとの連絡部には第３のドライブギヤ３６Ｂが収容されるギヤ用凹部２９Ｈが設けられている。 The bearing holding portion 29c is formed in a tubular shape with one end (right end) closed and the other end (left end) open. A gear recess 29H for accommodating the third drive gear 36B is provided in a connecting portion between the partition wall 29B and the upper wall 7B.

ギヤ用凹部２９Ｈは、軸受保持部２９ｃの開放端側から第２の中間軸３６の半径方向の外方に延びる平面部２９ｆと、平面部２９ｆの半径方向の外周部から第２の中間軸３６の軸方向に延びる筒状部２９ｇとを有する。 The gear recess 29H includes a flat surface portion 29f extending outward in the radial direction of the second intermediate shaft 36 from the open end side of the bearing holding portion 29c, and a radial outer peripheral portion of the flat surface portion 29f to the second intermediate shaft 36. And a cylindrical portion 29g extending in the axial direction.

カバー部２７には軸受保持部２７ｃが設けられており、軸受保持部２７ｃは、カバー部２７から隔壁部２９Ｂ側に筒状に延びている。軸受保持部２９ｃには軸受５１Ｅを介して第２の中間軸３６の右端部が回転自在に支持されており、軸受保持部２７ｃには軸受５１Ｆを介して第２の中間軸３６の左端部が回転自在に支持されている。 A bearing holding portion 27c is provided on the cover portion 27, and the bearing holding portion 27c extends in a tubular shape from the cover portion 27 toward the partition wall portion 29B. The right end of the second intermediate shaft 36 is rotatably supported by the bearing holder 29c via a bearing 51E, and the left end of the second intermediate shaft 36 is supported by the bearing holder 27c via a bearing 51F. It is rotatably supported.

すなわち、本実施例の第３のドライブギヤ３６Ｂは、隔壁部２９Ｂとカバー部２７とによって回転自在に支持される第２の中間軸３６に設置されている。 That is, the third drive gear 36B of the present embodiment is installed on the second intermediate shaft 36 rotatably supported by the partition wall portion 29B and the cover portion 27.

このようにモータ軸３２Ｂ、第１のドライブギヤ３４、第１の中間軸３５および第２の中間軸３６は、側壁部２９とカバー部２７とに回転自在に支持されている。本実施例の第１の中間軸３５および第２の中間軸３６は、本発明の回転軸を構成する。 Thus, the motor shaft 32B, the first drive gear 34, the first intermediate shaft 35, and the second intermediate shaft 36 are rotatably supported by the side wall portion 29 and the cover portion 27. The 1st intermediate shaft 35 and the 2nd intermediate shaft 36 of a present Example comprise the rotating shaft of this invention.

第３のドライブギヤ３６Ｂは、モータ軸３２Ｂを隔壁部２９Ｂに支持する軸受５１Ａに対して半径方向の外側に設置されている。換言すれば、第３のドライブギヤ３６Ｂと軸受５１Ａとは、第２の中間軸３６の軸方向において同じ位置に設置されている。 The third drive gear 36B is installed radially outside the bearing 51A that supports the motor shaft 32B on the partition wall 29B. In other words, the third drive gear 36B and the bearing 51A are installed at the same position in the axial direction of the second intermediate shaft 36.

図８において、ライトケース６の左側壁６Ａには筒状の支持部６ｂが設けられている。支持部６ｂは、左側壁６Ａからレフトケース７と離れる方向に膨出しており、支持部６ｂは、軸受５１Ｋ（図４参照）を介してデフケース１５Ｂの右端部に設けられた筒状部１５ｂ（図４参照）を回転自在に支持している。 In FIG. 8, a cylindrical support portion 6b is provided on the left side wall 6A of the light case 6. The support portion 6b bulges in a direction away from the left case 6 from the left side wall 6A, and the support portion 6b is provided at a right end portion of the differential case 15B via a bearing 51K (see FIG. 4). (See FIG. 4) is rotatably supported.

カバー部２７には筒状の軸受保持部２７ｄが設けられており、軸受保持部２７ｄには軸受５１Ｈを介して前進用出力軸１２の左端部が回転自在に支持されている。 The cover portion 27 is provided with a cylindrical bearing holding portion 27d, and the left end portion of the forward drive output shaft 12 is rotatably supported by the bearing holding portion 27d via a bearing 51H.

ライトケース６の左側壁６Ａには図示しない筒状の軸受保持部が設けられており、軸受保持部には軸受５１Ｉ（図４参照）を介して入力軸１１の右端部が回転自在に支持されている。 A cylindrical bearing holder (not shown) is provided on the left side wall 6A of the light case 6, and the right end of the input shaft 11 is rotatably supported by the bearing holder via a bearing 51I (see FIG. 4). ing.

図４において、カバー部２７には筒状の軸受保持部２７ｅが設けられており、軸受保持部２７ｅには軸受５１Ｊを介して入力軸１１の左端部が回転自在に支持されている。 In FIG. 4, the cover portion 27 is provided with a cylindrical bearing holding portion 27e, and the left end portion of the input shaft 11 is rotatably supported by the bearing holding portion 27e via a bearing 51J.

このように入力軸１１および前進用出力軸１２は、カバー部２７に回転自在に支持されている。すなわち、カバー部２７は、モータ軸３２Ｂ、第１のドライブギヤ３４、第１の中間軸３５、第２の中間軸３６、入力軸１１および前進用出力軸１２を回転自在に支持している。 In this way, 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 first drive gear 34, the first intermediate shaft 35, the second intermediate shaft 36, the input shaft 11, and the forward output shaft 12.

図４、図８において、隔壁部２９Ｂは、レフトケース７の内部を減速機構収容室４５とギヤ収容室４７とに仕切っている。 In FIG. 4 and FIG. 8, the partition wall portion 29B partitions the inside of the left case 7 into a reduction mechanism storage chamber 45 and a gear storage chamber 47.

図４、図６において、隔壁部２９Ｂには開口部２９ｈが形成されており、入力軸１１および前進用出力軸１２は、開口部２９ｈを通して減速機構収容室４５とギヤ収容室４７とに設置されている。 4 and 6, an opening 29h is formed in the partition wall portion 29B, and the input shaft 11 and the output shaft 12 for advancing are installed in the reduction gear mechanism housing chamber 45 and the gear housing chamber 47 through the opening 29h. ing.

入力ギヤ１６Ａ、１６Ｂ、１６Ｃおよび出力ギヤ１７Ａ、１７Ｂ、１７Ｃは、ギヤ収容室４７に設置されており、入力ギヤ１６Ｄ、１６Ｅ、１６Ｆおよび出力ギヤ１７Ｄ、１７Ｅ、１７Ｆは、減速機構収容室４５に設置されている。 The input gears 16A, 16B, 16C and the output gears 17A, 17B, 17C are installed in the gear accommodating chamber 47, and the input gears 16D, 16E, 16F and the output gears 17D, 17E, 17F are arranged in the reduction mechanism accommodating chamber 45. is set up.

図４、図７において、レフトケース７は、デフ収容壁部７Ｃを有する。デフ収容壁部７Ｃは、レフトケース７の左側壁７Ａおよび隔壁部２９Ｂよりもライトケース６側に位置している。 4 and 7, the left case 7 has a differential housing wall portion 7C. The differential housing wall portion 7C is located closer to the right case 6 than the left side wall 7A of the left case 7 and the partition wall portion 29B.

図８において、ライトケース６の左側壁６Ａには筒状の支持部６ｂが設けられている。支持部６ｂは、左側壁６Ａからレフトケース７と離れる方向に膨出しており、支持部６ｂは、軸受５１Ｋ（図４参照）を介してデフケース１５Ｂの右端部に設けられた筒状部１５ｂ（図４参照）を回転自在に支持している。 In FIG. 8, a cylindrical support portion 6b is provided on the left side wall 6A of the light case 6. The support portion 6b bulges in a direction away from the left case 6 from the left side wall 6A, and the support portion 6b is provided at a right end portion of the differential case 15B via a bearing 51K (see FIG. 4). (See FIG. 4) is rotatably supported.

図７において、デフ収容壁部７Ｃには筒状の支持部７ｃが設けられている。支持部７ｃは、デフ収容壁部７Ｃからライトケース６と離れる方向に膨出しており、支持部７ｃは、軸受５１Ｌを介してデフケース１５Ｂの左端部に設けられた筒状部１５ｃを回転自在に支持している（図５参照）。 In FIG. 7, a cylindrical support portion 7c is provided on the differential housing wall portion 7C. The support portion 7c bulges in a direction away from the light case 6 from the differential housing wall portion 7C, and the support portion 7c rotatably rotates a tubular portion 15c provided at the left end portion of the differential case 15B via a bearing 51L. It is supported (see FIG. 5).

図８において、ディファレンシャル装置１５は、レフトケース７の内部においてライトケース６側、すなわち、エンジン８側の端部に設置されており、左側壁６Ａとデフ収容壁部７Ｃ（図７参照）に収容されている。 In FIG. 8, the differential device 15 is installed inside the left case 7 at the right case 6 side, that is, at the end of the engine 8 side, and is housed in the left side wall 6A and the differential housing wall 7C (see FIG. 7). Has been done.

図４に示すように、レフトケース７は、入力軸１１の軸方向において入力軸１１と前進用出力軸１２に対向する左側壁７Ａと、ディファレンシャル装置１５に対向するデフ収容壁部７Ｃとを有し、左側壁７Ａとデフ収容壁部７Ｃは、入力軸１１の軸方向において段違いに形成されている。 As shown in FIG. 4, the left case 7 has a left side wall 7A facing the input shaft 11 and the output shaft 12 for forward movement in the axial direction of the input shaft 11, and a differential housing wall portion 7C facing the differential device 15. However, the left side wall 7A and the differential housing wall portion 7C are formed in different steps in the axial direction of the input shaft 11.

図７、図９において、レフトケース７は、段差壁部７Ｄを有する。段差壁部７Ｄは、左側壁７Ａとデフ収容壁部７Ｃとを連絡しており、支持部７ｃの筒状の形状に沿って湾曲している。 7 and 9, the left case 7 has a step wall portion 7D. The step wall portion 7D connects the left side wall 7A and the differential housing wall portion 7C, and is curved along the tubular shape of the support portion 7c.

図９に示すように、段差壁部７Ｄは、周壁部２８に連絡されており、周壁部２８からデフ収容壁部７Ｃに向かって延びている。段差壁部７Ｄにはリブ４８Ａ、４８Ｂが設けられている。 As shown in FIG. 9, the step wall portion 7D is connected to the peripheral wall portion 28 and extends from the peripheral wall portion 28 toward the differential housing wall portion 7C. Ribs 48A and 48B are provided on the step wall portion 7D.

リブ４８Ａ、４８Ｂは、デフ収容壁部７Ｃから左側壁７Ａまで延びており、周壁部２８と隔壁部２９Ｂとを連結している。 The ribs 48A and 48B extend from the differential housing wall portion 7C to the left side wall 7A and connect the peripheral wall portion 28 and the partition wall portion 29B.

図１、図２において、モータ３２よりも前側のレフトケース７の上部にはシフトユニット４１が設置されている。車両１の平面視において、モータ３２とシフトユニット４１は、マウント取付部３１に近づくように、マウント取付部３１の前後に設置されている。 1 and 2, a shift unit 41 is installed above the left case 7 on the front side of the motor 32. In a plan view of the vehicle 1, the motor 32 and the shift unit 41 are installed in front of and behind the mount mounting portion 31 so as to approach the mount mounting portion 31.

シフトユニット４１は、駆動装置４のシフト操作およびクラッチ操作を行うように駆動される。ここで、シフト操作とは、駆動装置４の変速段を切換える操作をいい、クラッチ操作とは、駆動装置４のクラッチ１０を係合（接続）または開放（切断）する操作をいう。 The shift unit 41 is driven so as to perform a shift operation and a clutch operation of the drive device 4. Here, the shift operation refers to an operation of switching the shift speed of the drive device 4, and the clutch operation refers to an operation of engaging (connecting) or releasing (disconnecting) the clutch 10 of the drive device 4.

図４において、レフトケース７にはシフトアンドセレクト軸４２が収容されている。シフトアンドセレクト軸４２は、レフトケース７に対して軸心方向に移動自在、かつ回転自在となっており、シフトユニット４１によって操作される。 In FIG. 4, the left case 7 houses a shift and select shaft 42. The shift and select shaft 42 is movable in the axial direction and rotatable with respect to the left case 7, and is operated by the shift unit 41.

シフトユニット４１は、運転者によって操作される図示しないシフトレバーがドライブレンジにシフトされた状態あるいはリバースレンジにシフトされた状態において、例えば、予めスロットル開度と車速とがパラメータとして設定された変速マップに基づいて、シフトアンドセレクト軸４２を操作する。 The shift unit 41 is a shift map in which, for example, a throttle lever and a vehicle speed are set as parameters in advance when a shift lever (not shown) operated by a driver is shifted to the drive range or the reverse range. The shift and select shaft 42 is operated based on the.

シフトアンドセレクト軸４２は、いずれも図示しないシフトヨーク、シフタ軸およびシフトフォーク等からなる変速操作機構を介して第１の同期装置１８から第４の同期装置２１を操作して変速段の制御を行う。なお、シフトユニット４１は、油圧機構やモータ機構等によってシフトアンドセレクト軸４２を操作するが、駆動方式は、これら油圧機構やモータ機構等に限定されるものではない。 The shift and select shaft 42 operates the first to fourth synchronizers 18 to 21 via a shift operation mechanism including a shift yoke, a shifter shaft, a shift fork, etc., which are not shown, to control the shift speed. To do. The shift unit 41 operates the shift and select shaft 42 by a hydraulic mechanism, a motor mechanism, or the like, but the drive system is not limited to these hydraulic mechanism, motor mechanism, and the like.

次に、作用を説明する。
車両１の前進時におけるエンジン走行時おいては、エンジン８の動力が入力軸１１から所定の変速段を成立する入力ギヤ１６Ａから入力ギヤ１６Ｆのいずれかを介して出力ギヤ１７Ａから出力ギヤ１７Ｆのいずれかに伝達される。 Next, the operation will be described.
When the engine is running when the vehicle 1 is moving forward, the power of the engine 8 is transmitted from the input gear 16A through the input gear 16F, which establishes a predetermined shift speed, to the output gear 17A to the output gear 17F. Be transmitted to either.

これにより、前進用出力軸１２のファイナルドライブギヤ１７Ｇからファイナルドリブンギヤ１５Ａに動力が伝達され、エンジン８の動力がディファレンシャル装置１５の差動機構１５Ｃによって左右のドライブシャフト２４Ｌ、２４Ｒに分配されて駆動輪に伝達され、車両１が前進走行する。 As a result, the power is transmitted from the final drive gear 17G of the output shaft 12 for forward drive to the final driven gear 15A, and the power of the engine 8 is distributed to the left and right drive shafts 24L and 24R by the differential mechanism 15C of the differential device 15 to drive the drive wheels. The vehicle 1 travels forward.

一方、車両１の前進時におけるモータ走行時においては、第１の同期装置１８から第４の同期装置２１が中立位置に位置した状態で、モータ３２の動力がモータ軸３２Ｂから第１のドライブギヤ３４を介して第１のドリブンギヤ３５Ａに伝達される。 On the other hand, when the vehicle 1 is moving forward when the motor is running, the power of the motor 32 moves from the motor shaft 32B to the first drive gear while the first synchronizer 18 to the fourth synchronizer 21 are in the neutral position. It is transmitted to the first driven gear 35A via 34.

次いで、モータ３２の動力は、第２のドライブギヤ３５Ｂ、第２のドリブンギヤ３６Ａおよび第３のドライブギヤ３６Ｂを介して４速段用の出力ギヤ１７Ｄに伝達される。 Next, the power of the motor 32 is transmitted to the output gear 17D for the fourth speed via the second drive gear 35B, the second driven gear 36A and the third drive gear 36B.

減速機構３３は、ドライブギヤ３４、３５Ｂ、３６Ｂおよびドリブンギヤ３５Ａ、３６Ａの直径が任意の減速比となるように設定されているので、モータ３２の動力が減速されて前進用出力軸１２に伝達される。 In the reduction mechanism 33, the diameters of the drive gears 34, 35B, 36B and the driven gears 35A, 36A are set to have arbitrary reduction ratios, so the power of the motor 32 is reduced and transmitted to the forward output shaft 12. It

これにより、前進用出力軸１２のファイナルドライブギヤ１７Ｇからファイナルドリブンギヤ１５Ａに動力が伝達され、車両１が前進走行する。 As a result, power is transmitted from the final drive gear 17G of the output shaft 12 for forward drive to the final driven gear 15A, and the vehicle 1 travels forward.

本実施例の駆動装置４は、エンジン８に連結されるライトケース６と、エンジン８と反対側からライトケース６に連結されるレフトケース７とを有する変速機ケース５と、レフトケース７の上部に取付けられたモータ３２と、モータ３２の動力を前進用出力軸１２に伝達する減速機構３３と、減速機構３３を収容する減速機ケース２５とを備えている。 The drive device 4 of this embodiment includes a transmission case 5 having a right case 6 connected to the engine 8, a left case 7 connected to the right case 6 from the side opposite to the engine 8, and an upper part of the left case 7. And a reduction gear mechanism 33 that transmits the power of the motor 32 to the output shaft 12 for forward movement, and a reduction gear case 25 that accommodates the reduction gear mechanism 33.

減速機ケース２５は、レフトケース７に一体に形成され、減速機構３３を取り囲むケース部２６と、ケース部２６に接合されたカバー部２７とを有する。これにより、変速機ケース５と減速機ケース２５の間のシール部を減少させることができ、減速機ケース２５の構造の簡素化を図ることができる。 The speed reducer case 25 is integrally formed with the left case 7, and has a case portion 26 surrounding the speed reduction mechanism 33, and a cover portion 27 joined to the case portion 26. As a result, the seal portion between the transmission case 5 and the reduction gear case 25 can be reduced, and the structure of the reduction gear case 25 can be simplified.

また、本実施例の駆動装置によれば、ケース部２６は、レフトケース７の上壁７Ｂから上方に延び、モータ３２と減速機構３３との間に位置する側壁部２９を有する。 Further, according to the drive device of the present embodiment, the case portion 26 has the side wall portion 29 extending upward from the upper wall 7B of the left case 7 and located between the motor 32 and the speed reduction mechanism 33.

側壁部２９は、モータ３２の外径と同等の外径を有し、モータ３２が連結される円盤状のモータ取付部２９Ｃを備えており、モータ取付部２９Ｃの外周部に、モータ３２をモータ取付部２９Ｃに締結する複数のボス部２９ｍおよびボルト２３Ｃが設けられている。 The side wall portion 29 has an outer diameter equivalent to that of the motor 32 and includes a disk-shaped motor mounting portion 29C to which the motor 32 is coupled. A plurality of boss portions 29m and bolts 23C that are fastened to the attachment portion 29C are provided.

これにより、減速機ケース２５の側壁部２９によってモータ取付部２９Ｃをレフトケース７の上壁７Ｂに強固に連結でき、モータ取付部２９Ｃの剛性を高くできる。これに加えて、モータ３２を複数のボルト２３Ｃによって複数のボス部２９ｍに締結することにより、剛性の高いモータ取付部２９Ｃにモータ３２を強固に連結できる。このため、モータ３２の振動を抑制できる。 As a result, the motor mounting portion 29C can be firmly connected to the upper wall 7B of the left case 7 by the side wall portion 29 of the reduction gear case 25, and the rigidity of the motor mounting portion 29C can be increased. In addition to this, by fastening the motor 32 to the plurality of boss portions 29m with the plurality of bolts 23C, the motor 32 can be firmly connected to the highly rigid motor mounting portion 29C. Therefore, the vibration of the motor 32 can be suppressed.

この結果、減速機ケース２５によって変速機ケース５に連結されるモータ３２を有するハイブリッド車両用の駆動装置４において、減速機ケース２５の構造を簡素化しつつ、モータ３２の振動を抑制できる。 As a result, in the hybrid vehicle drive device 4 having the motor 32 connected to the transmission case 5 by the reduction gear case 25, the vibration of the motor 32 can be suppressed while simplifying the structure of the reduction gear case 25.

また、本実施例の駆動装置４によれば、減速機構３３は、モータ３２から前進用出力軸１２に動力を伝達する動力伝達経路上に第１の中間軸３５および第２の中間軸３６を有する。 Further, according to the drive device 4 of the present embodiment, the reduction mechanism 33 includes the first intermediate shaft 35 and the second intermediate shaft 36 on the power transmission path that transmits power from the motor 32 to the forward output shaft 12. Have.

側壁部２９は、第１の中間軸３５と第２の中間軸３６とを保持する筒状の軸受保持部２９ａ、２９ｂを有し、軸受保持部２９ｂは、モータ取付部２９Ｃとレフトケース７の上壁７Ｂとを連絡する側壁部２９の部位に設けられている。 The side wall portion 29 has tubular bearing holding portions 29a and 29b which hold the first intermediate shaft 35 and the second intermediate shaft 36, and the bearing holding portion 29b is provided between the motor mounting portion 29C and the left case 7. It is provided at a site of the side wall portion 29 that communicates with the upper wall 7B.

筒状の軸受保持部２９ａ、２９ｂは、平坦面に比べて剛性が高い。このため、軸受保持部２９ａ、２９ｂのうち、軸受保持部２９ｂをモータ取付部２９Ｃとレフトケース７の上壁７Ｂとを連絡する側壁部２９の部位に設けることにより、縦壁部２９Ａの上壁７Ｂ側の剛性を高くできる。 The cylindrical bearing holders 29a and 29b have higher rigidity than flat surfaces. Therefore, of the bearing holding portions 29a and 29b, by providing the bearing holding portion 29b at a site of the side wall portion 29 that connects the motor mounting portion 29C and the upper wall 7B of the left case 7, the upper wall of the vertical wall portion 29A is provided. The rigidity on the 7B side can be increased.

これにより、剛性の高いモータ取付部２９Ｃを、縦壁部２９Ａを介してレフトケース７により一層強固に連結できる。したがって、モータ取付部２９Ｃがレフトケース７に対して変形することをより効果的に抑制でき、モータ３２の振動をより効果的に抑制できる。 As a result, the motor mounting portion 29C having high rigidity can be more firmly connected to the left case 7 via the vertical wall portion 29A. Therefore, the motor attachment portion 29C can be more effectively suppressed from being deformed with respect to the left case 7, and the vibration of the motor 32 can be more effectively suppressed.

また、本実施例の駆動装置４によれば、レフトケース７は、複数のボルト２３Ａによってライトケース６に締結されるフランジ部７Ｆを有する。フランジ部７Ｆにはボルト２３Ａが挿入される複数のボス部７ｆがフランジ部７Ｆに沿って設けられており、３つのボス部７ｆが側壁部２９の縦壁部２９Ａに連結されている。 Further, according to the drive device 4 of the present embodiment, the left case 7 has the flange portion 7F that is fastened to the right case 6 by the plurality of bolts 23A. A plurality of boss portions 7f into which the bolts 23A are inserted are provided along the flange portion 7F in the flange portion 7F, and the three boss portions 7f are connected to the vertical wall portion 29A of the side wall portion 29.

ライトケース６のフランジ部６Ｆに締結されるレフトケース７のフランジ部７Ｆは、レフトケース７の他の壁部に比べて剛性が高い部位である。このため、フランジ部７Ｆに設けられた剛性の高いボス部７ｆを縦壁部２９Ａに連結することにより、縦壁部２９Ａの剛性をより一層高くできる。 The flange portion 7F of the left case 7 that is fastened to the flange portion 6F of the right case 6 is a portion having higher rigidity than the other wall portions of the left case 7. Therefore, the rigidity of the vertical wall portion 29A can be further increased by connecting the highly rigid boss portion 7f provided on the flange portion 7F to the vertical wall portion 29A.

これにより、剛性の高いモータ取付部２９Ｃを、縦壁部２９Ａを介してレフトケース７により一層強固に連結できる。したがって、モータ取付部２９Ｃがレフトケース７に対して変形することをより効果的に抑制でき、モータ３２の振動をより効果的に抑制できる。 As a result, the motor mounting portion 29C having high rigidity can be more firmly connected to the left case 7 via the vertical wall portion 29A. Therefore, the motor attachment portion 29C can be more effectively suppressed from being deformed with respect to the left case 7, and the vibration of the motor 32 can be more effectively suppressed.

なお、本実施例のボス部７ｆのうちの３つのボス部７ｆが縦壁部２９Ａに連結されているが、１つ以上のボス部７ｆが縦壁部２９Ａに連結されていればよい。 Although three boss portions 7f of the boss portions 7f of the present embodiment are connected to the vertical wall portion 29A, one or more boss portions 7f may be connected to the vertical wall portion 29A.

本発明の実施例を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正および等価物が次の請求項に含まれることが意図されている。 While an embodiment of this invention has been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of this invention. All such modifications and equivalents are intended to be included in the following claims.

１...ハイブリッド車両、４...駆動装置（ハイブリッド車両用駆動装置）、５...変速機ケース、６...ライトケース（第１のケース）、７...レフトケース（第２のケース）、７Ｂ...上壁（第２のケースの上壁）、７Ｆ...フランジ部、７ｆ...ボス部、８...エンジン（動力源）、１１...入力軸（変速機構）、１２...前進用出力軸（変速機構）、１５...ディファレンシャル装置、１６Ａ，１６Ｂ，１６Ｃ，１６Ｄ，１６Ｅ，１６Ｆ...入力ギヤ（変速機構）、１７Ａ，１７Ｂ，１７Ｃ，１７Ｄ，１７Ｅ，１７Ｆ...出力ギヤ（変速機構）、２３Ａ...ボルト（締結具）、２３Ｃ...ボルト（締結部）、２５...減速機ケース、２６...ケース部、２７...カバー部、２９...側壁部、２９Ｃ...モータ取付部、２９ａ，２９ｂ，２９ｃ...軸受保持部、２９ｍ...ボス部（締結部）、３２...モータ、３３...減速機構 1...hybrid vehicle, 4...drive device (drive device for hybrid vehicle), 5...transmission case, 6...right case (first case), 7...left case (first) 2 case), 7B...upper wall (upper wall of the second case), 7F...flange portion, 7f...boss portion, 8...engine (power source), 11...input Shaft (transmission mechanism), 12... Forward output shaft (transmission mechanism), 15... Differential device, 16A, 16B, 16C, 16D, 16E, 16F... Input gear (transmission mechanism), 17A, 17B , 17C, 17D, 17E, 17F... Output gear (transmission mechanism), 23A... Bolt (fastener), 23C... Bolt (fastening part), 25... Reducer case, 26... Case part, 27... Cover part, 29... Side wall part, 29C... Motor mounting part, 29a, 29b, 29c... Bearing holding part, 29m... Boss part (fastening part), 32. .. Motor, 33... Reduction mechanism

Claims (3)

動力源に連結される第１のケースと、前記動力源と反対側から前記第１のケースに連結される第２のケースとを有し、前記第１のケースと前記第２のケースの内部に、前記動力源から動力が伝達される変速機構と、前記変速機構から動力が伝達されるディファレンシャル装置とを収容する変速機ケースと、
前記変速機ケースの上部に取付けられたモータと、
前記モータの動力を前記変速機構に伝達する減速機構と、
前記減速機構を収容する減速機ケースとを備えたハイブリッド車両用駆動装置であって、
前記減速機ケースは、前記第２のケースに一体に形成され、前記減速機構を取り囲むケース部と、前記ケース部に接合されたカバー部とを有し、
前記ケース部は、前記第２のケースの上壁から上方に延び、前記モータと前記減速機構との間に位置する側壁部を有し、
前記側壁部は、前記モータの外径と同等の外径を有し、前記モータが連結される円盤状のモータ取付部を有し、
前記モータ取付部の外周部に、前記モータを前記モータ取付部に締結する複数の締結部が設けられていることを特徴とするハイブリッド車両用駆動装置。 A first case connected to the power source and a second case connected to the first case from a side opposite to the power source, and the inside of the first case and the second case A transmission case that accommodates a transmission mechanism that transmits power from the power source and a differential device that transmits power from the transmission mechanism;
A motor attached to the upper part of the transmission case,
A reduction mechanism that transmits the power of the motor to the transmission mechanism;
A drive device for a hybrid vehicle, comprising: a reduction gear case that houses the reduction gear mechanism,
The speed reducer case is integrally formed with the second case and has a case portion surrounding the speed reduction mechanism, and a cover portion joined to the case portion,
The case portion includes a side wall portion that extends upward from an upper wall of the second case and that is located between the motor and the reduction mechanism.
The side wall portion has an outer diameter equivalent to the outer diameter of the motor, and has a disc-shaped motor mounting portion to which the motor is connected,
A hybrid vehicle drive device, wherein a plurality of fastening portions for fastening the motor to the motor mounting portion are provided on an outer peripheral portion of the motor mounting portion. 前記減速機構は、前記モータから前記変速機構に動力を伝達する動力伝達経路上に複数の回転軸を有し、
前記側壁部は、前記回転軸を回転自在に支持する軸受を保持する複数の筒状の軸受保持部を有し、
前記複数の軸受保持部の少なくとも１つは、前記モータ取付部と前記上壁とを連絡する前記側壁部の部位に設けられていることを特徴とする請求項１に記載のハイブリッド車両用駆動装置。 The speed reduction mechanism has a plurality of rotating shafts on a power transmission path that transmits power from the motor to the speed change mechanism,
The side wall portion has a plurality of cylindrical bearing holding portions that hold bearings that rotatably support the rotating shaft,
The hybrid vehicle drive device according to claim 1, wherein at least one of the plurality of bearing holding portions is provided at a portion of the side wall portion that connects the motor mounting portion and the upper wall. .. 前記第２のケースは、複数の締結具によって前記第１のケースに締結されるフランジ部を有し、
前記フランジ部に、前記締結具が挿入される複数のボス部が前記フランジ部に沿って設けられており、
前記複数のボス部の少なくとも１つは、前記側壁部に連結されていることを特徴とする請求項１または請求項２に記載のハイブリッド車両用駆動装置。 The second case has a flange portion that is fastened to the first case by a plurality of fasteners,
In the flange portion, a plurality of boss portions into which the fastener is inserted are provided along the flange portion,
The hybrid vehicle drive device according to claim 1 or 2, wherein at least one of the plurality of boss portions is connected to the side wall portion.
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