JP2005170159A - Hybrid driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce weight by shortening a shaft extending from a transfer to a front wheel side in a four-wheel drive type automobile having a hybrid driving device. <P>SOLUTION: The hybrid driving device 7 is arranged at the rear end of an internal combustion engine. The hybrid driving device 7 has a long transmission case 20 in a longitudinal direction, a hybrid mechanism arranged inside thereof and the transfer 22. In the hybrid mechanism 21, a first electric motor 31, a planetary gear 32 for distributing power, a transmission 34 and a second electric motor 33 are arranged in this order from a front side. The transfer 22 is arranged between the first and second electric motors 31, 33. Since the transfer 22 can be arranged on a front side as compared with the case that it is arranged at the rear side of the second electric motor 33, the length of the front wheel driving shaft 10 can be shortened by that length. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a hybrid drive device mounted on an automobile, and more particularly to a hybrid drive device having a transfer that distributes a driving force to front wheels and rear wheels.

  In an FR (front engine / rear drive) type hybrid vehicle, a hybrid drive device as a transmission is attached to the rear of the engine.

  The hybrid drive device includes a cylindrical mission case (case member) that extends long in the front-rear direction, an input shaft, an output shaft, a hybrid mechanism, and the like housed in the mission case. The driving force transmitted from the internal combustion engine to the input shaft is changed by the hybrid mechanism, transmitted to the output shaft, and transmitted from the output shaft to the rear wheel via the differential device.

  When the hybrid drive device as described above is applied to the four-wheel drive system, for example, as described in Patent Document 1, a transfer is provided in the transmission case and transmitted to the output shaft via the hybrid mechanism or the like. The driving force is distributed to the front wheel side and the rear wheel side by this transfer.

JP-A-10-2241

  In the hybrid drive device described above, as shown in FIG. 11 of Patent Document 1, a transfer is disposed at the rear end. For this reason, since the shaft extending from the transfer to the front wheel side becomes long, the weight of the shaft increases, and the shaft and the floor panel interfere with each other.

  Further, when the transfer disposed at the rear end has, for example, a differential limiting mechanism that operates by hydraulic pressure, and the hybrid mechanism has a transmission that operates by hydraulic pressure, the hydraulic pressure that controls the differential limiting mechanism and the transmission. If an attempt is made to concentrate the control mechanism in one place, the hydraulic control mechanism is disposed at the rear end of the transmission case, and there is a problem that the oil passage is complicated and the hydraulic response is poor.

  The present invention relates to a hybrid drive device having at least two electric motors at different positions in the front-rear direction, and the length of the shaft extending from the transfer to the front wheel side by disposing the transfer between the two electric motors. It is an object of the present invention to provide a hybrid drive device that is shortened and thus has a reduced weight.

  In addition, a hybrid drive that enables the centralization of the hydraulic control mechanism by arranging the transfer between two electric motors, thereby facilitating the handling of the oil passage and improving the hydraulic response. The object is to provide a device.

The invention according to claim 1 (see, for example, FIG. 1 and FIG. 2) is a hybrid drive device (7).
An input shaft (23) disposed behind the internal combustion engine (5) and extending in the front-rear direction;
An output shaft (25) arranged in line with the input shaft (23);
A first electric motor (31) for power generation and a second electric motor (33) for driving assistance, which are arranged at different positions along the one axis, and from the internal combustion engine (5) A hybrid mechanism (21) for changing the driving force transmitted to the input shaft (23) and transmitting it to the output shaft (25);
A transfer (22) for distributing the driving force of the output shaft (25) to the front wheel side and the rear wheel side;
A case member (20) that houses the input shaft (23), the output shaft (25), the hybrid mechanism (21), and the transfer (22),
The transfer (22) is disposed between the first electric motor (31) and the second electric motor (33);
It is characterized by that.

The invention according to claim 2 is the hybrid drive device (7) according to claim 1, wherein the driving force of the input shaft (23) is applied to the first electric motor (31) and the output shaft (25). A power distribution planetary gear (32) for distributing,
The power distribution planetary gear (32) is disposed between the first electric motor (31) and the second electric motor (33).
It is characterized by that.

The invention according to claim 3 is the hybrid drive device (7) according to claim 1 or 2, further comprising a transmission (34) that changes the driving force transmitted to the output shaft (25).
The first electric motor (31), the transfer (22), the transmission (34), and the second electric motor (33) in order from the side close to the internal combustion engine (5) along the one axis. Is arranged,
It is characterized by that.

According to a fourth aspect of the present invention, in the hybrid drive device (7) of the third aspect, the transfer (22) includes a planetary gear (44) having a plurality of rotating elements (CR3, R3, S3), and the plurality of the plurality of rotating elements (CR3, R3, S3). A friction engagement element (C-1) that enables integral rotation of the rotation elements (CR3, R3, S3) of
The transmission (34) includes frictional engagement elements (B1, B2) that allow a change in driving force,
The friction engagement element (C-1) of the transfer (22) and the friction engagement element (B1, B2) of the transmission (34) are disposed adjacent to each other along the one axis. ,
It is characterized by that.

The invention according to claim 5 is the hybrid drive device (7) according to claim 4, wherein the transfer (22) has a hydraulic servo (65) for engaging and disengaging the friction engagement element (C-1). And
The hydraulic servo (65) is disposed adjacent to a partition wall (W4) extending inward from the outer peripheral wall (20f) of the case member (20).
It is characterized by that.

The invention according to claim 6 (see, for example, FIG. 3) is the hybrid drive device (7) according to claim 5, wherein the hybrid drive apparatus (7) is interposed between the partition wall (W4) and the hydraulic servo (65). A hydraulic pressure supply member (72) for communicating the oil passages (a3, a4, a5) formed in the partition wall (W4) with the oil chamber (67) of the hydraulic servo (65);
It is characterized by that.

The invention according to claim 7 is the hybrid drive device (7) according to any one of claims 1 to 6, wherein the transfer (22) is disposed on the one shaft and the output shaft ( 25) the drive gear (45) to which the driving force is transmitted, and the driven gear that transmits the driving force from the drive gear (45) via the transmission member (47) and transmits the transmitted driving force to the front wheel side. (46)
The drive gear (45) and the driven gear (46) are rotatably supported directly by bearing members (g, h, s, t) attached to the case member (20).
It is characterized by that.

The invention according to claim 8 is the hybrid drive device (7) according to any one of claims 5 to 7, wherein the transmission (34) engages and disengages the friction engagement elements (B1, B2). Hydraulic servos (60, 62) to
A hydraulic control device (49) for controlling the hydraulic pressure supplied to the hydraulic servos (60, 62) of the transmission (34) and the hydraulic servo (65) of the transfer (22);
The hydraulic control device (49) is disposed below the hydraulic servo (60, 62) of the transmission (34) and the hydraulic servo (65) of the transfer (22).
It is characterized by that.

  In addition, although the code | symbol in the said parenthesis contrasts with drawing, it has no influence on description of a claim by this.

  According to the first aspect of the present invention, since the transfer can be disposed on the front side as compared with the case where the rear transfer of the two electric motors is disposed, the driving force is distributed to the front wheel side accordingly. Therefore, the length of the shaft for reducing the weight can be reduced. Further, by reducing the length of the shaft, interference between the shaft and the floor panel can be prevented.

  The invention of claim 2 prescribes that the hybrid drive device is a hybrid drive device having a power distribution planetary gear between the second electric motor and the second electric motor.

  According to the invention of claim 3, since the transfer and the transmission are arranged between the first electric motor and the second electric motor, for example, the friction engagement in which the transfer and the transmission operate by hydraulic pressure. In the case of having elements, it is possible to concentrate and arrange the hydraulic control mechanisms for controlling them in one place without dispersing them. Thereby, the handling of the oil passage is simplified, and the hydraulic response can be improved.

  According to the invention of claim 4, since the frictional engagement element of the transfer and the frictional engagement element of the transmission are disposed adjacent to each other, when these frictional engagement elements are operated by the hydraulic control mechanism, The hydraulic control mechanisms can be concentrated and arranged without being dispersed.

  According to the invention of claim 5, since the hydraulic servo of the transfer is disposed so as to be adjacent to the partition wall of the case member, the hydraulic pressure is applied to the hydraulic servo by using this partition wall without passing through the shaft. It is possible to supply.

  According to the invention of claim 6, for example, the hydraulic pressure generated in the valve body can be supplied to the oil chamber of the hydraulic servo via the oil passage of the partition wall and the hydraulic pressure supply member. That is, the hydraulic pressure can be supplied without going through the shaft.

  According to the invention of claim 7, since the drive gear and the driven gear of the transfer are directly and freely supported by the bearing member attached to the case member, the rotation of the drive gear and the driven gear is smooth and reliable. It can be.

  According to the invention of claim 8, since the length from the hydraulic control device to the hydraulic servos of both the transmission and the transfer can be shortened, the oil passage can be easily handled.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<Embodiment 1>
FIG. 1 shows an example of a hybrid drive device according to the present invention and an automobile equipped with the hybrid drive device. The vehicle 1 shown in the figure is a four-wheel drive type vehicle, and the figure is a combination of a diagram schematically showing a schematic configuration of the vehicle 1 viewed from above and a skeleton diagram of a hybrid drive device. . In an actual automobile, the left side in the figure is the front side and the right side is the rear side. Further, the front, rear, top and bottom, left and right directions of the hybrid drive device are based on the state in which the hybrid drive device is mounted on the vehicle body of the automobile.

  First, an outline of the configuration and operation of the automobile 1 will be described with reference to FIG.

  An automobile 1 shown in the figure includes a vehicle body (not shown) supported by left and right front wheels 2L and 2R and left and right rear wheels 3L and 3R. An internal combustion engine 5 is fixed to a front portion of the vehicle body via a rubber mount (not shown) with its crankshaft 6 facing in the front-rear direction. In the figure, an engine output shaft composed of a rearward projecting portion of the crankshaft is shown as a crankshaft 6. A hybrid drive device 7 as a transmission is connected to the rear end of the internal combustion engine 5. In the present embodiment, the hybrid drive device 7 has two output shafts, that is, a rear wheel drive shaft 8 protruding toward the rear, and a front wheel drive shaft 10 protruding toward the front. Of these, the rear wheel drive shaft 8 extends rearward from the rear end of the hybrid drive device 7 and is connected to the differential device 13 via a flexible coupling 11, a propeller shaft 12, and the like. Further, the differential device 13 is connected to the left and right rear wheels 3L and 3R through the left drive shaft 14L and the right drive shaft 14R. On the other hand, the front wheel drive shaft 10 extends forward from the radial protrusion of the middle portion of the hybrid drive device 7 in the front-rear direction, and is connected to the differential device 17 via the flexible coupling 15, the propeller shaft 16, and the like. Further, the differential device 17 is connected to the left and right front wheels 2L and 2R through the left drive shaft 18L and the right drive shaft 18R.

  In the automobile 1 configured as described above, the driving force generated by the internal combustion engine 5 is input to the hybrid drive device 7 via the crankshaft 6. Then, the driving force is changed by a hybrid mechanism (described later) of the hybrid driving device 7, and the changed driving force is further appropriately distributed to the rear wheel side and the front wheel side by a transfer 22 (described later) of the hybrid driving device 7. The In other words, among the driving force output from the hybrid drive device 7, those transmitted to the rear wheel side are the rear wheel drive shaft 8, the flexible coupling 11, the propeller shaft 12, the differential device 13, and the left and right drive shafts 14L and 14R. To the left and right rear wheels 3L, 3R. On the other hand, what is transmitted to the front wheel side is transmitted to the left and right rear wheels 2L and 2R via the front wheel drive shaft 10, the flexible coupling 15, the propeller shaft 16, the differential device 17, and the left and right drive shafts 18L and 18R. It is like that.

  Next, the hybrid drive device 7 according to the present invention will be described in detail. The hybrid drive device 7 includes a transmission case (case member) 20 formed in a cylindrical shape that is long in the front-rear direction, a hybrid mechanism 21 housed in the mission case 20, and a transfer 22 housed in the mission case 20. And an input shaft 23 and an output shaft 25 arranged on one axis in order from the front side so as to penetrate the centers of the hybrid mechanism 21 and the transfer 22 in the front-rear direction. Among these, the input shaft 23 is connected to the above-mentioned crankshaft 6 via the damper device 26.

  The hybrid mechanism 21 includes a first electric motor 31, a power distribution planetary gear 32, a transmission 34, and a second electric motor 33 that are arranged in order from the front side (internal combustion engine 5 side). Of these, the first two, that is, the first electric motor 31 and the planetary gear 32 for power distribution are arranged coaxially with the input shaft 23, and the latter two, that is, the transmission 34 and the second electric motor 33 are The rear wheel drive shaft 8 is disposed coaxially.

  The first electric motor 31 includes a stator 35 fixed to the transmission case 20 (see FIG. 2), and an inner diameter side of the stator 35 (in the following description, the radial position of the transmission case 20 is an input shaft). The rotor 36 is rotatably supported on the side closer to 23 etc. is called the inner diameter side, and the far side is called the outer diameter side. The rotor 36 of the first electric motor 31 is connected to the sun gear S0 of the power distribution planetary gear 32 described below. Such a first electric motor 31 mainly generates electric power based on power input via the sun gear S0, and drives the second electric motor 33 via an inverter 37, or an HV battery (hybrid). The battery for driving 38) is charged.

  The power distribution planetary gear 32 is configured by a single pinion planetary gear disposed coaxially with the input shaft 23. The power distribution planetary gear 32 includes a carrier CR0 that supports a plurality of pinions P0, and a sun gear S0 and a ring gear R0 that respectively mesh with the pinions P0. The power distribution planetary gear 32 has a carrier CR0 coupled to the input shaft 23, a sun gear S0 coupled to the rotor 36 of the first electric motor 31, and a ring gear R0 coupled to the output shaft 25. Such a power distribution planetary gear 32 transmits the power input to the carrier CR0 via the input shaft 23 to the first electric motor 31 side via the sun gear S0 based on the rotation control of the first electric motor 31. And to the output shaft 25 side via the ring gear R0. The power distributed to the first electric motor 31 is used for power generation, while the power distributed to the output shaft 25 is used for driving the automobile 1.

  As shown in FIG. 2, the transmission 34 includes a so-called Ravigneaux type planetary gear unit 43 including one double pinion planetary gear and a single pinion planetary gear sharing the pinion, and further includes a first brake. It has B1 and 2nd brake B2.

  Of these, the planetary gear unit 43 includes two sun gears S1 and S2, a carrier CR1 that supports a pinion P1 and a pinion (common long pinion) P2, and a ring gear R1. The two pinions P1 and P2 mesh with each other, the pinion P1 meshes with the sun gear S1 and the ring gear R1, and the pinion P2 that is a common long pinion meshes with the sun gear S2. The planetary gear unit 43 has a ring gear R1 connected to the first brake B1 and a sun gear S2 connected to the second brake B2. The brake B1 is interposed between the ring gear R1 and the inner peripheral surface of the transmission case 20, and is contacted and separated by a hydraulic servo 60 disposed in front of the brake B1. The brake B2 is interposed between the drum portion 61 integral with the sun gear S and the inner peripheral surface of the transmission case 20 behind the brake B1, and is supplied to a hydraulic servo 62 disposed behind the brake B2. It is engaged and disengaged by the exhausted hydraulic pressure.

  In the transmission 34 as a whole, a sun gear S1 as an input member is connected to a rotor 41 of a second electric motor 33 described later, and a carrier CR1 as an output member is connected to a carrier CR3 of a transfer 22 described later. Yes. As described later, the transmission 34 engages one of the first and second brakes B1 and B2 and releases the other, and conversely opens one and engages the other. Thus, the speed can be switched to two speed reduction stages having different speed reduction ratios. That is, the transmission 34 changes the magnitude of the driving force input from the second electric motor 33 described later, and transmits it to the output shaft 25 via the carrier CR1 and the carrier CR3 of the transfer 22. Yes.

  The second electric motor 33 includes a stator 40 fixed to the transmission case 20 and a rotor 41 that is rotatably supported on the inner diameter side of the stator 40. The rotor 41 of the second electric motor 33 is connected to the sun gear S1 of the transmission 34 described above. The second electric motor 33 is connected to the HV battery 38 via the inverter 42 as in the first electric motor 31 described above. However, its main function is different. That is, unlike the case where the first electric motor 31 is mainly used for power generation, the second electric motor 33 mainly functions as a drive motor so as to assist the power (driving force) of the automobile 1. . However, it functions as a generator during braking and regenerates the vehicle inertia force as electric energy. The driving force of the second electric motor 33 is changed in two stages by the transmission 33 described above and transmitted to the output shaft 25 via the carrier CR3 of the transfer 22.

  The entire hybrid mechanism 21 described above is housed in the mission case 20. That is, in the transmission case 20, a first electric motor 31, a power distribution planetary gear 32, a transmission 34, and a second electric motor 33 are housed in order from the front side (internal combustion engine side 5). In the same transmission case 4, the transfer 22 is disposed between the first electric motor 31 and the second electric motor 33, more specifically between the power distribution planetary gear 32 and the transmission 34. ing.

  The transfer 22 includes a single pinion planetary gear 44, a clutch (differential lock clutch) C- 1 as a differential limiting mechanism, a drive gear 45, a driven gear 46, and a belt 47 stretched over these. Yes. Among these, the single pinion planetary gear 44 includes a carrier CR3 that supports a plurality of pinions P3, and a sun gear S3 and a ring gear R3 that mesh with the pinions P3, respectively. The single pinion planetary gear 44 has a carrier CR3 coupled to the output shaft 25, a ring gear R3 coupled to the rear wheel drive shaft 8, and a sun gear S3 coupled to the drive gear 45. Furthermore, the carrier CR3 and the sun gear S3 are connected via a clutch C-1. The driven gear 46 is connected to the front wheel drive shaft 10 described above. The above-described clutch C-1 is interposed between the drum member 63 integral with the carrier CR3 and the drum member 64 integral with the sun gear S3, and is supplied to and discharged from the hydraulic servo 65 disposed in front thereof. It is designed to be engaged and disengaged by hydraulic pressure.

  Such a transfer 22 appropriately distributes the driving force transmitted from the output shaft 25 to the rear wheel side and the front wheel side. That is, when the clutch C-1 is engaged, the sun gear S3, the carrier CR3, and the ring gear R3 rotate integrally, and therefore, at the same rotational speed as the output shaft 25, the rear wheel drive shaft 8, and the front wheel drive shaft 10. Will rotate. On the other hand, by appropriately controlling the engagement state of the clutch C-1, the driving force transmitted to the rear wheel side and the front wheel side can be appropriately adjusted according to the traveling state of the vehicle. .

  The entire operation of the automobile 1 equipped with the hybrid drive device 7 described above is controlled by a hybrid ECU (hybrid control device) 50. The hybrid ECU 50 includes an engine ECU 51 that controls the internal combustion engine 5, an A / T ECU 53 that controls a valve in a valve body 52 (see FIG. 2) attached to the lower portion of the transmission case 20, and a battery ECU 54 that controls the battery 38. A motor ECU 58 for controlling the first electric motor 37 and the second electric motor 42 is connected. The hybrid ECU 50 includes an accelerator pedal position sensor 55 that detects the position of the accelerator pedal, a brake pedal position sensor 56 that detects the position of the brake pedal, and a rotation sensor 57a that detects the rotation of the wheels 2L, 2R, 3L, and 3R. , 57b, 57c and 57d are input.

  FIG. 2 shows a longitudinal sectional view of the hybrid drive device 7. The hybrid drive device 7 will be described in further detail with reference to FIG. As shown in the figure, the hybrid drive device 7 includes a first electric motor 31 disposed in order from a substantially cylindrical transmission case 20 and a front engine side (left side in FIG. 2) on the inner side. , A power distribution planetary gear 32, a transfer 22, a transmission 34, and a second electric motor 33.

  The mission case 20 in which these are stored is divided into four divided cases in the front-rear direction, that is, in order from the front side, the first divided case 20a, the second divided case 20b, the third divided case 20c, and the fourth divided case. The divided case 20d is constructed by joining the three joining surfaces H1, H2, and H3 in this order. An input shaft 23 and a first electric motor 31 are disposed approximately inside the foremost first divided case 20a. The output shaft 25, the front half of the rear wheel drive shaft 8, the transfer 22 and the transmission 34 are disposed substantially inside the next second divided case 20b and the third divided case 20c. And the 2nd electric motor 33 is arrange | positioned inside the 4th division | segmentation case 20d.

  In the above-described mission case 20, partition walls W1, W2, W3, W4, W5, and W6 are arranged in order from the front side, and extend from the inner peripheral surface of the outer wall of the mission case 20 toward the inside. Yes. Among these, the partition walls W1, W2, and W3 are disposed inside the first divided case 20a, the partition wall W3 is integrally formed with the first divided case 20a, and the partition walls W1, W2 are disk-shaped. These members are fixed by, for example, bolts (not shown). The partition walls W4, W5, and W6 are integrally formed on the rear end sides of the second, third, and fourth divided cases 20b, 20c, and 20d, respectively. A first electric motor 31 is disposed between the partition walls W1 and W2, a power distribution planetary gear 32 is disposed between the partition walls W2 and W3, and a drive gear 45 and a driven gear of the transfer 22 are disposed between the partition walls W3 and W4. 46 and a belt 47 are disposed, a single pinion planetary gear 44 of the transfer 22, a clutch C-1, and a transmission 34 are disposed between the partition walls W4 and W5, and a second electric motor 33 is disposed between the partition walls W5 and W6. Has been placed.

  The hybrid drive device 7 is provided with a large number of bearings. Of these, the bearings a and b attached to the inner peripheral surfaces of the partition walls W1 and W2 rotatably support the rotor 36 of the first electric motor 31 and the sun gear S0 of the planetary gear 32 for power distribution integrated therewith. Yes. Bearings c, d, e, and f are disposed on the inner peripheral surface and the rear end surface of the rotor 36 and the sun gear S0, and the input shaft 23 and the carrier CR0 of the power distribution planetary gear 32 integrated therewith are freely rotatable. I support it. Bearings g and h attached to the inner peripheral surfaces of the partition walls W3 and W4 rotatably support the drive gear 45 of the transfer 22. Bearings i, j, and k are attached to the inner peripheral surface and the rear end surface of the drive gear 45 and the sun gear S3 integral therewith, and rotatably support the output shaft 25 and the carrier CR3 integral therewith. Yes. Bearings l and m attached to the inner peripheral surfaces of the partition walls W5 and W6 rotatably support the rotor 41 of the second electric motor 33. Bearings n, o, and p attached to the rotor 41 and the inner peripheral surface of the sun gear S1 of the transmission 34 integrated with the rotor 41 support the rear wheel drive shaft 8 rotatably. Note that a connecting shaft 8a is provided at the rear end of the rear wheel drive shaft 8, and this connecting shaft 8a is an inner periphery of a boss portion 20e extending rearward from the inner diameter side of the partition wall W6 of the fourth divided case 20. It is rotatably supported by bearings q and r attached to the surface. The driven gear 46 of the transfer 22 described above is attached to the outward extension W3a of the partition wall W3 of the first split case 20a and the outward extension W4a of the partition wall W4 of the second split case 20b. It is rotatably supported by bearings s and t. In addition to the bearings a to t described above, a large number of bearings are provided, each contributing to smooth rotation of the rotating member.

  In the support structure of the rotating member described above, the transfer gear 22 of the transfer 22 is directly rotatably supported by bearings g and h attached to the partition walls W3 and W4, and the driven gear 46 is connected to the partition wall W3. Since it is directly and rotatably supported by the bearings s and t attached to the extension portion W3a and the extension portion W4a of the partition wall W4, the rotational operation of the drive gear 45 and the driven gear 46 can be made smooth and reliable. it can.

  Next, the supply of hydraulic pressure to the hydraulic servo 65 of the transfer 22 will be described with reference to FIG. 3 which is an enlarged view of the vicinity of the transfer 22 in FIG. As described above, by supplying and discharging hydraulic pressure to and from the hydraulic servo 65, the clutch C-1 for differential lock is engaged and disengaged.

  As shown in FIG. 2, the clutch C-1 is interposed between the drum member 63 integral with the carrier CR3 and the drum member 64 integral with the sun gear S3. The latter drum member 64 includes a flange portion 64a disposed in front of the former drum member 63, a drum portion 64b extending rearward from the outer peripheral edge of the flange portion 64a, and a sleeve portion 64c extending rearward from the inner peripheral edge of the flange portion 64a. And have. Between the sleeve portion 64c and the drum portion 64b at the rear of the drum member 64, a piston member 66 is disposed in the form of oily bean. The piston member 66 includes a flange portion 66a and a pressing portion 66b extending rearward from the outer peripheral edge thereof. Between the flange portion 66a and the flange portion 64a of the drum member 64, oily oil is formed. A chamber 67 is configured. A cancel plate 68 is disposed behind the flange portion 66 a of the piston member 66. The cancel plate 68 has an inner diameter side fixed to the sleeve portion 64c of the drum member 64 via the snap ring 70, and an outer diameter side abutted against the inner peripheral surface of the drum portion 66b of the piston member 66. ing. A compressed return spring 71 is interposed between the cancel plate 68 and the flange portion 66a of the piston member 66 described above.

  The hydraulic pressure supplied to and discharged from the oil chamber 67 of the hydraulic servo 65 is adjusted by the valve body 52 and then supplied and discharged through the oil passage formed in the partition wall W4 and the hydraulic pressure supply member 72. .

  As shown in FIG. 3, an oil passage a <b> 1 toward the inside of the mission case 20 and a front portion from the oil passage a <b> 1 are provided in a portion located at a lower portion of the outer peripheral wall 20 f of the mission case 20, that is, a portion corresponding to the valve body 52. An oil passage a2 toward the partition wall W4 is formed. The partition wall W4 communicates with the oil passage a2 and extends forward, the oil passage a3 communicates with the oil passage a3, and extends to the inner diameter side, and communicates with the oil passage a4 and extends rearward. An oil passage a5 is formed. The oil passage a5 communicates with an oil passage a6 described later of a hydraulic pressure supply member 72 attached to the rear portion of the partition wall W4.

  The hydraulic pressure supply member 72 has a substantially disc-shaped flange portion 72a and a boss portion 72b extending rearward from the inner peripheral edge thereof, and the vicinity of the outer peripheral edge of the flange portion 72a is fixed to the rear surface of the partition wall W4 by a bolt 73. Has been. The boss portion 72b is disposed so as to enter the outer peripheral side of the connecting portion between the drive gear 45 and the sun gear S3 and to enter the inner peripheral side of the sleeve portion 64c of the drum member 64. In the hydraulic pressure supply member 72, an oil passage a6 corresponding to the oil passage a5 of the partition wall W4 described above is formed in the vicinity of the outer peripheral edge of the flange portion 72a, and communicates with the oil passage a6. An oil passage a <b> 7 is formed. An oil passage a8 that communicates with the oil passage a7 and extends rearward is formed in the boss portion 72b in an annular shape. The boss portion 72b is formed with an oil hole b1 that communicates the oil passage a8 with the outer peripheral side. The oil hole b1 corresponds to the oil hole b2 that is formed in the sleeve portion 64c of the drum member 64 and opens into the oil chamber 67. That is, the oil passage a8 communicates with the oil chamber 67 through the oil holes b1 and b2.

  In this way, the oil pressure adjusted by the valve body 52 is applied to the oil chamber 67 of the hydraulic servo 65 by the oil passages a1 and a2 of the outer peripheral wall 20f of the transmission case 20 and the oil passages a3 and a4 of the partition wall W4. a5, supplied through oil passages a6, a7, a8 and oil holes b1, b2 of the hydraulic pressure supply member 72, and discharged. That is, since the hydraulic pressure supplied to the oil chamber 67 is supplied without passing through an oil passage (not shown) formed in the output shaft 25, the oil pressure is sealed as compared with the case where the hydraulic pressure is supplied via the output shaft 25. The number of rings can be reduced.

  According to the present invention described above, the transfer 22 is disposed between the first electric motor 31 and the second electric motor 33 so that the transfer 22 is located behind the first and second electric motors 31 and 33. Compared with the case where the transfer 22 is provided, the transfer 22 can be provided on the front side, and accordingly, the length of the front wheel drive shaft 10 can be shortened to reduce the weight. Further, by reducing the length of the front wheel drive shaft 10, it is possible to prevent the front wheel drive shaft 10 from interfering with the floor panel of the automobile 1 (for example, the floor panel at the foot of the passenger seat: not shown). it can.

  In addition, since the transfer 22 and the transmission 34 are disposed adjacent to each other between the first electric motor 31 and the second electric motor 33, the hydraulic servo (for the transfer 22 and the transmission 34) ( (Hydraulic control mechanism) 65, 60, 62 can be arranged together without being dispersed, so that the operation of the oil passage is simplified and the hydraulic response can be improved. Furthermore, since the hydraulic servos 65, 60, 62 can be concentrated and arranged in one place without being distributed, the hydraulic control device 49 for controlling the hydraulic pressure supplied to and discharged from these hydraulic servos 65, 60, 62 is provided. It can be arranged below the hydraulic servos 65, 60, 62. As a result, the distance from the hydraulic control device 49 to the hydraulic servos 65, 60, 62 can be shortened, so that the oil passage can be easily handled. Here, the hydraulic control device 49 includes at least the valve body 52 shown in FIG. 2 and an oil pan 59 that covers the valve body 52 and accumulates oil.

  The hydraulic pressure generated in the valve body 52 is supplied to the oil chamber 67 of the hydraulic servo 65 via the oil passages a3, a4, a5 of the partition wall W4, the oil passages a6, a7, a8 of the hydraulic pressure supply member 72, and the like. Thus, for example, the number of seal rings can be reduced as compared with the case of supplying via the output shaft 25.

  Further, since the drive gear 45 and the driven gear 46 of the transfer 22 are directly and rotatably supported by bearings g, h, s, and t attached to the transmission case 20, the drive gear 45 and the driven gear 46 are rotated. Smooth and reliable.

  In the above embodiment, the first electric motor 31, the power distribution planetary gear 32, the transmission 34, and the second electric motor 33, which are the four main components of the hybrid mechanism 21, are arranged in this order (internal combustion engine 5). However, the present invention is not limited to this. If the transfer 22 is arranged between the first electric motor 31 and the second output 3, the arrangement positions in the front-rear direction of other components of the hybrid mechanism 21 are arbitrary. Can do.

  In the above description, the transmission device 34 is described as an example of a type that shifts the output of the second electric motor 33. However, the transmission device 34 is not limited to this type, and is a type that shifts the sum of the engine output and the electric motor output. There may be.

  Further, the hybrid drive device 7 may not have the transmission 34, and may have a torque converter as necessary.

  In the above description, an example of a split-type hybrid mechanism has been described as an example of the hybrid mechanism. However, the hybrid mechanism according to the present invention is not limited to this. As long as it has at least two electric motors, it is not limited to the above-described split-type hybrid mechanism, and may be, for example, a parallel-type hybrid mechanism or a series-type hybrid mechanism.

FIG. 2 is a skeleton diagram showing the hybrid drive device of the first embodiment. 1 is a longitudinal sectional view showing a configuration of a hybrid drive device according to a first embodiment. FIG. 3 is an enlarged view of the vicinity of a transfer in FIG. 2.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car 5 Internal combustion engine 7 Hybrid drive device 20 Case member (mission case)
20f outer peripheral wall 21 hybrid mechanism 22 transfer 23 input shaft 25 output shaft 31 first electric motor 32 power distribution planetary gear 33 second electric motor 34 transmission 44 planetary gear 45 drive gear 46 driven gear 47 transmission member (belt)
49 Hydraulic control device 60, 62 Hydraulic servo of transmission (hydraulic control mechanism)
65 Hydraulic servo of transfer (hydraulic control mechanism)
67 Oil chamber 72 of hydraulic servo Hydraulic supply member B1 Friction engagement element (brake)
B2 Friction engagement element (brake)
C-1 Friction engagement element (clutch)
CR3 rotating element (carrier)
R3 Rotating element (ring gear)
S3 Rotating element (sun gear)
W3, W4 Partition g, h, s, t
Bearing member

Claims (8)

An input shaft disposed behind the internal combustion engine and extending in the front-rear direction;
An output shaft arranged in alignment with the input shaft on one axis;
A first electric motor for power generation and a second electric motor for driving assistance arranged at different positions along the one axis, and driving force transmitted from the internal combustion engine to the input shaft; A hybrid mechanism that changes and transmits to the output shaft;
A transfer for distributing the driving force of the output shaft to the front wheel side and the rear wheel side;
A case member that houses the input shaft, the output shaft, the hybrid mechanism, and the transfer;
The transfer is disposed between the first electric motor and the second electric motor;
A hybrid drive device characterized by that. A power distribution planetary gear that distributes the driving force of the input shaft to the first electric motor and the output shaft;
The planetary gear for power distribution is disposed between the first electric motor and the second electric motor;
The hybrid drive device according to claim 1. A transmission for changing the driving force transmitted to the output shaft;
The first electric motor, the transfer, the transmission, and the second electric motor are arranged in order from the side closer to the internal combustion engine along the one axis.
The hybrid drive device according to claim 1 or 2, wherein The transfer includes a planetary gear having a plurality of rotating elements, and a friction engagement element that enables the plurality of rotating elements to rotate integrally,
The transmission has a friction engagement element that enables a change in driving force,
The friction engagement element of the transfer and the friction engagement element of the transmission are disposed adjacent to each other along the one axis;
The hybrid drive device according to claim 3. The transfer has a hydraulic servo that engages and disengages the friction engagement element;
The hydraulic servo is disposed adjacent to a partition wall that extends inward from the outer peripheral wall of the case member.
The hybrid drive device according to claim 4, wherein: A hydraulic pressure supply member that is interposed between the partition wall and the hydraulic servo and communicates an oil passage formed in the partition wall with an oil chamber of the hydraulic servo;
The hybrid drive device according to claim 5, wherein: The transfer is disposed on the one shaft and a drive gear to which a driving force is transmitted from the output shaft, and the driving force from the drive gear is transmitted through a transmission member and transmitted. And a driven gear that transmits to the front wheel side,
The drive gear and the driven gear are rotatably supported directly by a bearing member attached to the case member.
The hybrid drive device according to any one of claims 1 to 6, wherein the hybrid drive device is provided. The transmission has a hydraulic servo that engages and disengages the friction engagement element,
A hydraulic control device for controlling the hydraulic pressure supplied to the hydraulic servo of the transmission and the hydraulic servo of the transfer;
The hydraulic control device is disposed below the hydraulic servo of the transmission and the hydraulic servo of the transfer.
The hybrid drive apparatus according to claim 5, wherein the hybrid drive apparatus is provided.

Images