DRIVE UNIT FOR A HYBRID VEHICLE

Abstract

Drive system for a hybrid vehicle, which includes: a gearbox housing (5) comprising a first housing (6) connected to a power source and a second housing (7) connected to the first housing (6) at a distance from the power source, wherein a gearbox (11, 12, 16A to 16F, 17A to 17F) to which a force is supplied from the power source and a differential gearbox (15) to which the force is supplied from the gearbox (11, 12, 16A to 16F, 17A to 17F) are arranged in the first housing (6) and the second housing (7); an electric motor (32) which is attached to an upper section of the gearbox housing (5); a reduction mechanism (33) which acts to supply the transmission (11, 12, 16A to 16F, 17A to 17F) with a force generated by the electric motor (32); a lateral wall (29) extending upwards from an upper wall (7B) of the second housing (7) and located between the electric motor (32) and the reduction mechanism (33); and a reduction gear housing (25) in which the reduction mechanism (33) is arranged, wherein the reduction gear housing (25) includes a housing element (26) and a cover element (27), wherein the housing element (26) surrounds the reduction mechanism (33) and wherein the cover element (27) is connected to the housing element (26), wherein the side wall (29) has an outer diameter identical to that of the electric motor (32) and is equipped with a disc-shaped electric motor support (29C) to which the electric motor (32) is attached, and - wherein the electric motor carrier (29C) has a plurality of fastening elements (29m, 23C) arranged on an outer periphery thereof to fasten the electric motor (32) to the electric motor carrier (29C); characterized by the fact that the housing element (26) is integrally formed with the second housing (7) and the housing element (26) includes the side wall (29).

Description

BACKGROUND OF THE INVENTION1 Technical Field

[0001] The present invention relates generally to a drive device for a hybrid vehicle.

[0002] JP 2007-203 999 A discloses a power transmission device for hybrid vehicles, which is equipped with a reduction mechanism that acts to reduce the power of a force generated by an electric motor, a differential gear that acts to distribute the power delivered by the reduction mechanism to a right and a left wheel, and a gearbox housing in which the differential gear is mounted.

[0003] The electric motor is attached to an upper section of the gearbox housing using several screws. The reduction gearbox housing, which contains the reduction mechanism, is also attached to the gearbox housing using several screws.

[0004] A cylinder is formed on the electric motor housing. A cylinder is formed on the reduction gear housing, which is mounted on the cylinder of the electric motor housing to create a connection between the electric motor housing and the reduction gear housing (see Fig. 3 of the publication).

[0005] The aforementioned power transmission device for hybrid vehicles is designed to have the reduction gear housing separate from the gearbox housing, thus requiring a hermetic seal between the gearbox housing and the reduction gear housing using a plurality of sealing elements, which may result in a complex design of the reduction gear housing.

[0006] The reduction gear housing is not designed to reduce mechanical vibrations from the electric motor. Therefore, a mechanically stable mounting is required to securely attach the electric motor to the gearbox housing. However, this can result in an increase in the weight of the power transmission device or a more complex design for supporting the electric motor.

[0007] Another drive device of this type for hybrid vehicles is known from WO 2018 / 008 141 A1. In this drive device, a reduction gear housing comprises a housing element that surrounds a reduction mechanism and a cover element. The housing element is a separate component of the housing. BRIEF SUMMARY OF THE INVENTION

[0008] The invention was conceived with regard to the aforementioned problem. One objective is to provide a drive device for hybrid vehicles equipped with an electric motor mounted on a gearbox housing using a reduction gear housing, which has a simplified design of the reduction gear housing and minimizes the mechanical vibrations of the electric motor.

[0009] According to one aspect of the invention, a drive device for a hybrid vehicle is provided, comprising: (a) a transmission housing, which includes a first housing connected to a power source and a second housing connected to the first housing remotely from the power source, wherein a transmission, to which a force is supplied by the power source, and a differential, to which the force is supplied by the transmission, are arranged in the first housing and in the second housing; (b) an electric motor attached to an upper section of the transmission housing; (c) a reduction mechanism, which acts to supply a force generated by the electric motor to the transmission; and (d) a reduction gear housing in which the reduction mechanism is arranged. The reduction gear housing includes a housing element and a cover element.The housing element is integrally formed with the second housing and surrounds the reduction mechanism. The cover element is connected to the housing element. The housing element includes a side wall that extends upwards from an upper wall of the second housing and is located between the electric motor and the reduction mechanism. The outer diameter of the side wall is identical to that of the electric motor, and it is equipped with a disc-shaped electric motor mount to which the electric motor is attached. The electric motor mount has multiple fastening elements arranged on its outer periphery for securing the electric motor to the mount. ADVANTAGEOUS EFFECTS OF THE INVENTION

[0010] The present invention makes it possible for the drive device for a hybrid vehicle, which is equipped with an electric motor which is attached to the gearbox housing using the reduction gearbox housing, to have a simplified design of the reduction gearbox housing and to minimize mechanical vibrations of the electric motor. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a view from the left side, showing a drive device for a hybrid vehicle according to an embodiment of the invention. Fig. Figure 2 is a top view showing a drive device for a hybrid vehicle according to an embodiment of the invention. Fig. Figure 3 is a skeletal view representing a drive device for a hybrid vehicle according to an embodiment of the invention. Fig. 4 is a sectional view along a line IV-IV in Fig. 1. Fig. 5 is a section view along a line VV in Fig. 2. Fig. Figure 6 is a view from the outside, showing a left housing of a drive device for a hybrid vehicle according to an embodiment of the invention. Fig. Figure 7 is a perspective view showing a left housing of a drive unit for a hybrid vehicle according to an embodiment of the invention. Fig. 8 is a sectional view along a line VIII-VIII in Fig. 5. Fig. 9 is a sectional view along a line IX-IX in Fig. 6. EXECUTIONAL FORM FOR REALIZATION OF THE INVENTION

[0011] A drive device for a hybrid vehicle according to one embodiment of the invention comprises: (a) a transmission housing, which includes a first housing connected to a power source and a second housing connected to the first housing remotely from the power source, wherein a transmission, to which a force is supplied by the power source, and a differential, to which the force is supplied by the transmission, are arranged in the first housing and in the second housing; (b) an electric motor attached to an upper section of the transmission housing; (c) a reduction mechanism that acts to supply a force generated by the electric motor to the transmission; and (d) a reduction gear housing in which the reduction mechanism is arranged. The reduction gear housing includes a housing element and a cover element.The housing element is integrally formed with the second housing and surrounds the reduction mechanism. The cover element is connected to the housing element. The housing element includes a side wall that extends upwards from an upper wall of the second housing and is located between the electric motor and the reduction mechanism. The outer diameter of the side wall is identical to that of the electric motor, and it is equipped with a disc-shaped electric motor mount to which the electric motor is attached. The electric motor mount has multiple fastening elements arranged on its outer periphery for securing the electric motor to the mount.

[0012] With the above arrangements, it is possible for the drive device for a hybrid vehicle, which is equipped with the electric motor that is attached to the gearbox housing using the reduction gear housing, to have a simplified design of the reduction gear housing and for this to minimize mechanical vibrations of the electric motor. FORM OF EXECUTION

[0013] The following describes a drive device for hybrid vehicles according to an embodiment of the invention with reference to the drawings.

[0014] The Fig. Figures 1 to 9 are views that depict the drive device for hybrid vehicles according to the embodiment of the invention.

[0015] In the Fig. Figures 1 to 9 are based on a vertical, a longitudinal, and a lateral direction relative to the drive unit mounted in a hybrid vehicle. A direction perpendicular to the longitudinal direction of the drive unit is the lateral direction. A vertical direction relative to the height of the drive unit is the vertical direction.

[0016] First, the structure is described.

[0017] In Fig. 1 is a hybrid vehicle 1 (hereinafter also referred to as a vehicle) equipped with a vehicle body 2. The vehicle body 2 has a dashboard 3 that separates a front combustion engine compartment 2A from a rear passenger compartment 2B. A drive unit 4 (i.e., a drive device) is located in the combustion engine compartment 2A. The drive unit 4 is equipped with six forward gears and one reverse gear.

[0018] In Fig. 2 The drive unit 4 is equipped with a gearbox housing 5. The gearbox housing 5 includes a right housing 6 and a left housing 7.

[0019] An engine (i.e., an internal combustion engine) 8 is connected to the right housing 6. The internal combustion engine 8 has a crankshaft 9 (see figure). Fig. 3) The crankshaft 9 is arranged so that it extends in the lateral direction of the vehicle 1. In other words, the internal combustion engine 8 according to this embodiment is a transversely mounted internal combustion engine. The vehicle 1 is a front-engine, front-wheel-drive (FF) vehicle. The internal combustion engine 8 according to this embodiment serves as a power source.

[0020] The left housing 7 is arranged on the side of the right housing 6 opposite the internal combustion engine 8. In other words, the left housing 7 is located to the left of the right housing 6. In this embodiment, the right housing 6 forms a first housing according to the invention. The left housing 7 forms a second housing according to the invention.

[0021] The right housing 6 has an outer peripheral rim that defines a flange 6F (see Fig. 8). In the Fig. 7 and Fig. 8 The left housing 7 has an outer peripheral edge that defines a flange 7F.

[0022] As in the Fig. 6 and Fig. As shown in Figure 7, a plurality of projections 7f are formed on the flange 7F, into which screws 23A are inserted (see Figure 7). Fig. 1) The projections 7f are arranged along the flange 7F.

[0023] Flange 6F has a plurality of projections (not shown) which coincide with projections 7f. The projections of flange 6F and the projections 7f of flange 7F are fastened together using screws 23A to connect the right housing 6 and the left housing 7.

[0024] In this embodiment, the screws 23A form fastening elements according to the invention.

[0025] A coupling 10 is arranged in the right housing 6 (see Fig. 3) In the left housing 7 are a Fig. Figure 3 shows a drive shaft 11, a forward output shaft 12, a reverse output shaft 13, a final reduction gear 14, and a differential gear 15. The drive shaft 11, the forward output shaft 12, and the reverse output shaft 13 are arranged parallel to each other.

[0026] In Fig. 3. The drive shaft 11 is coupled to the internal combustion engine 8 via the clutch 10, so that a force generated by the internal combustion engine 8 is transmitted to the drive shaft 11 via the clutch 10. In the Fig. 3 and Fig. 4 are mounted on the drive shaft 11 a drive gear 16A for the first speed, a drive gear 16B for the second speed, a drive gear 16C for the third speed, a drive gear 16D for the fourth speed, a drive gear 16E for the fifth speed and a drive gear 16F for the sixth speed.

[0027] The drive gears 16A and 16B are fixed to the drive shaft 11 so that they rotate together with the drive shaft 11. The drive gears 16C to 16F are held in such a way that they can rotate relative to the drive shaft 11.

[0028] On the forward output shaft 12 are mounted 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 17E for the fifth speed, an output gear 17F for the sixth speed, and a forward axle drive gear 17G. Each output gear from 17A to 17F meshes with a corresponding input gear from 16A to 16F, achieving a predetermined gear ratio.

[0029] The output gears 17A and 17B are mounted on the forward output shaft 12 in such a way that they can rotate relative to the forward output shaft 12. The output gears 17C to 17F and the axle drive gear 17G are fixed to the forward output shaft 12 so that they rotate together with the forward output shaft 12.

[0030] When first gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16A and the output gear 17A to the forward output shaft 12. When second gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16B and the output gear 17B to the forward output shaft 12.

[0031] A first synchronizer 18 is mounted on the forward output shaft 12 between the output gear 17A and the output gear 17B.

[0032] When first gear is selected by a gearshift operation, the first synchronizer 18 couples the first-speed output gear 17A to the forward output shaft 12. When second gear is selected by a gearshift operation, the first synchronizer 18 couples the second-speed output gear 17B to the forward output shaft 12. When first or second gear is engaged in the manner described above, the output gear 17A or the output gear 17B is coupled to the forward output shaft 12, so that it rotates together with the forward output shaft 12.

[0033] A second synchronizer 19 is located on the drive shaft 11 between the drive gear 16C and the drive gear 16D.

[0034] When third gear is selected by a gearshift operation, the second synchronizer 19 couples the drive gear 16C to the drive shaft 11. When fourth gear is selected by a gearshift operation, the second synchronizer 19 couples the drive gear 16D to the drive shaft 11. When third or fourth gear is selected in this way, the drive gear 16C or the drive gear 16D is coupled to the drive shaft 11 so that it rotates together with the drive shaft 11.

[0035] When third gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16C and the output gear 17C to the forward output shaft 12. When fourth gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16D and the output gear 17D to the forward output shaft 12.

[0036] In the above manner, the second synchronizer 19 mounted on the drive shaft 11 acts to select a gear set consisting of the drive gear 16C and the output gear 17C or a gear set consisting of the drive gear 16D and the output gear 17D in order to supply the power from the drive shaft 11 to the forward output shaft 12 through the selected gear set.

[0037] A third synchronizer 20 is arranged on the drive shaft 11 between the drive gear 16E and the drive gear 16F.

[0038] When fifth gear is selected by a gearshift operation, the third synchronizer 20 couples the drive gear 16E to the drive shaft 11. When sixth gear is selected by a gearshift operation, the third synchronizer 20 couples the drive gear 16F to the drive shaft 11. When fifth or sixth gear is selected in this way, the drive gear 16E or the drive gear 16F is coupled to the drive shaft 11 so that it rotates together with the drive shaft 11.

[0039] When fifth gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16E and the output gear 17E to the forward output shaft 12. When sixth gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16F and the output gear 17F to the forward output shaft 12.

[0040] In the above manner, the third synchronizer 20 mounted on the drive shaft 11 acts to select a gear set consisting of the drive gear 16E and the output gear 17E or a gear set consisting of the drive gear 16F and the output gear 17F in order to supply the power from the drive shaft 11 to the forward output shaft 12 through the selected gear set.

[0041] The gear set consisting of the drive gear 16D and the output gear 17D is arranged adjacent to the gear set consisting of the drive gear 16E and the output gear 17E in the axial direction of the drive shaft 11 between the second synchronizer 19 and the third synchronizer 20.

[0042] A reverse gear 22A and a reverse axle drive gear 22B are mounted on the reverse output shaft 13. The reverse gear 22A is held on the reverse output shaft 13 in such a way that it can rotate relative to the reverse output shaft 13 and engages with the output gear 17A. The axle drive gear 22B is fixed to the reverse output shaft 13 so that it rotates together with the reverse output shaft 13.

[0043] A fourth synchronizer 21 is mounted on the reverse output shaft 13. When reverse gear is selected during a gearshift operation, the fourth synchronizer 21 couples the reverse gear 22A with the reverse output shaft 13, so that the reverse gear 22A rotates together with the reverse output shaft 13.

[0044] When reverse gear is engaged, the power generated by the internal combustion engine 8 is transmitted from the drive shaft 11 through the drive gear 16A, the output gear 17A, which can rotate in relation to the forward output shaft 21, and the reverse gear 22A to the reverse output shaft 13.

[0045] The forward axle drive gear 17G and the reverse axle drive gear 22B engage with an axle output gear 15A of the differential gear 15, so that the force of the forward output shaft 12 or the reverse output shaft 13 is supplied to the differential gear 15 via the forward axle drive gear 17G or the reverse axle drive gear 22B.

[0046] The differential gear 15 is equipped with the axle output gear 15A, a differential housing 15B on whose outer periphery the axle output gear 15A is mounted, and a differential mechanism 15C which is arranged in the differential housing 15B.

[0047] The differential housing 15B has a cylinder 15b attached to one right end thereof (see Fig. 4) The differential housing 15B also has a cylinder 15b (see Fig. 5), which is located in one of its left ends. The ends of a left and a right drive shaft 24L and 24R are inserted into cylinders 15b and 15c (see Fig. 3).

[0048] The left and right drive shafts 24L and 24R have ends connected to the differential mechanism 15C and other ends connected to a left and a right drive wheel. The differential 15 acts to distribute the power generated by the internal combustion engine 8, using the differential mechanism 15C, to the left and right drive shafts 24L and 24R and then to the drive wheels 40L and 40R.

[0049] The drive shaft 11, the forward output shaft 12, the drive gears 16A to 16F and the output gears 17A to 17F form a transmission according to the invention.

[0050] The final reduction gear 14 consists of the forward axle drive gear 17G and the axle output gear 15A. The forward output shaft 12 is connected to the differential housing 15B via the final reduction gear 14.

[0051] As in the Fig. 1 and Fig. As shown in Figure 2, the left housing 7 has a mounting attachment section 31 on an upper section thereof. A plurality of projections 31A are formed on the mounting attachment section 31. A mounting bracket (not shown) is attached to the projections 31A using screws (not shown).

[0052] The mounting bracket is connected to a mounting element equipped with an elastic element located on a left side frame (not shown). This elastically holds the drive unit 4 on the left side frame using the mounting bracket and the mounting element.

[0053] The internal combustion engine 8 is held elastically by means of a right side frame using a mounting bracket and a mounting element, not shown.

[0054] On an upper section of the left housing 7 there is an electric motor 32 behind the mounting section 31.

[0055] In Fig. Figure 8 of the electric motor 32 comprises an electric motor housing 32A and an electric motor shaft 32B, which is held by the electric motor housing 32A so that it can rotate. A rotor (not shown) and a stator (not shown) are arranged in the electric motor housing 32A, around which a coil is wound. The electric motor shaft 32B is integrally provided with the rotor.

[0056] When a three-phase alternating current is supplied to the coil of the electric motor 32, the electric motor 32 generates a rotating magnetic field. The stator acts to couple the magnetic flux generated by the coil to the rotor, causing the rotor, which is attached to the electric motor shaft 32B, to rotate in the circumferential direction of the electric motor 32.

[0057] In Fig. 2 The left housing 7 is equipped with a reduction gear housing 25, which includes a housing element 26 and a cover element 27. A reduction mechanism 33 is arranged in the reduction gear housing 25 (see Fig. 6).

[0058] In Fig. 3 The reduction mechanism 33 has a first drive gear 34 mounted on the electric motor shaft 32B of the electric motor 32, a first intermediate shaft 35, a second intermediate shaft 36 and the output gear 17D for the fourth speed, which is mounted on the forward output shaft 12.

[0059] On the first intermediate shaft 35, a first driven gear 35A and a second drive gear 35B are mounted. On the second intermediate shaft 36, a second driven gear 36A and a third drive gear 36B are mounted.

[0060] The first driven gear 35A has a larger diameter than that of the first drive gear 34 and engages with the first drive gear 34. The first drive gear 34 and the first driven gear 35A serve as a first reduction gear set 37, which establishes a connection between the electric motor shaft 32B and the first intermediate shaft 35.

[0061] The second drive gear 35B has a smaller diameter than that of the first driven gear 35A and the second driven gear 36A and engages 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 function as a second reduction gear set 38.

[0062] The third drive gear 36B has a diameter identical to that of the second driven gear 36A, but has a diameter larger than that of the fourth speed output gear 17D, and engages with the fourth speed output gear 17D.

[0063] The third drive gear 36B and the output gear 17D connect the second intermediate shaft 36 and the forward output shaft 12 and function as a third reduction gear set 39.

[0064] As in Fig. As shown in Figure 5, the third drive gear 36B has an axis O3 that is located vertically above an axis O4 of the forward output shaft 12. The axis O3 is also located vertically below an upper wall 7B of the left housing 7.

[0065] As can be seen from the preceding discussion, the third reduction gear set 39 of the reduction mechanism 33 has a driven gear which is realized by the output gear 17D for the fourth speed.

[0066] In Fig. 3 The third drive gear 36B of the third reduction gear set 39 is arranged radially outside a set consisting of the drive gear 16D and the output gear 17D. The first reduction gear set 37 is arranged radially outside a set consisting of the drive gear 16E and the output gear 17E. The second reduction gear set 38 is arranged radially outside the third synchronizer 20.

[0067] As can be seen from the preceding discussion, the reduction mechanism 33 has the first intermediate shaft 35 and the second intermediate shaft 36, which are arranged on a power transmission path along which the power from the electric motor 32 is transmitted to the forward output shaft 12. The reduction mechanism 33 is designed to have the drive gears 34, 35B and 36B and the driven gears 35A and 36A, the diameters of which are selected to achieve a desired reduction ratio, and it acts to reduce the power supplied to the forward output shaft 12 by the electric motor 32.

[0068] As in Fig. As clearly shown in Figure 3, the first driven wheel 35A is positioned so that it overlaps with the second driven wheel 36A and the third drive gear 36B in the radial direction of the same, and it is arranged between the second driven wheel 36A and the third drive gear 36B.

[0069] As from Fig. As can be seen in Figure 5, the reduction mechanism 33 has the electric motor shaft 32B, the first intermediate shaft 35, the second intermediate shaft 36 and the forward output shaft 12, which are arranged such that the first imaginary line L1 is defined, which passes through the axis O1 of the electric motor shaft 32B, the axis O2 of the first intermediate shaft 35, the axis O3 of the second intermediate shaft 36 and the axis O4 of the forward output shaft 12 and extends in a zigzag shape.

[0070] The zigzag shape referred to here represents a line that is bent several times in a Z-shape or bent several times in the longitudinal direction.

[0071] If the second imaginary line L2, as in Fig. As shown in Figure 5, defined as passing through or crossing a rotation axis 15a of the axle output gear 15A in the vertical direction, the axis O1 of the electric motor shaft 32B, the axis O2 of the first intermediate shaft 35, and the axis O3 of the second intermediate shaft 36 are located closer to the mounting section 31 than the second imaginary line L2. In other words, the electric motor 32, the first intermediate shaft 35, and the second intermediate shaft 36 are positioned in front of the second imaginary line L2.

[0072] The first intermediate shaft 35 is arranged such that the axis O2 is located closer to the mounting attachment section 31 in the longitudinal direction than the axis O1 of the electric motor shaft 32B, in other words, that it is located in front of the axis O1 of the electric motor shaft 32B.

[0073] The second intermediate shaft 36 is arranged such that the axis O3 is located further away from the mounting attachment section 31 in the longitudinal direction than the axis O2 of the first intermediate shaft 35, in other words, that it is located behind the axis O2 of the first intermediate shaft 35.

[0074] In Fig. In Figure 8, the housing element 26 includes a peripheral wall 28. The peripheral wall 28 projects from a left wall 7A of the left housing 7 away from the right housing 6 (i.e., to the left) and has an upper end 28u that is located above the upper wall 7B of the left housing 7. When viewed in the axial direction of the drive shaft 11 in Fig. 6 the peripheral wall 28 has the shape of an L and surrounds the periphery of the reduction mechanism 33.

[0075] In Fig. 9 is the cover element 27 using screws 23B (see Fig. 1) attached to or connected to a protruding end 28a of the peripheral wall 28 in order to close an open end of the peripheral wall 28.

[0076] The housing element 26 includes a side wall 29, as shown in the Fig. 6 and Fig. Figure 7 shows that the side wall 29 is located further away from the cover element 27, in other words, close to a base end 28b of the peripheral wall 28, which is opposite the right housing 6 (see the Fig. 8 and Fig. 9).

[0077] In the Fig. 6 and Fig. 8 includes the side wall 29, a vertical wall 29A extending upwards from the upper wall 7B of the left housing 7, and a partition wall 29B (see Fig. 6), which is oriented in the vertical direction substantially towards the base end 28b of the peripheral wall 28, extends downwards from a lower section of the vertical wall 29A below the upper wall 7B of the left housing 7 and establishes a connection between the upper wall 7B and a lower section 28c of the peripheral wall 28 (see Fig. 6).

[0078] The side wall 29, which consists of the vertical wall 29A and the partition wall 29B, is arranged in the axial direction of the drive shaft 11 between the electric motor and the reduction mechanism 33, as shown in Fig. 8 shown.

[0079] According to this embodiment, the side wall 29 is designed to have the vertical wall 29A and the partition 29B, which are integrally formed together. In other words, a section of the side wall 29 located above the upper wall 7B of the left housing 7 defines the vertical wall 29A, while a section of the side wall 29 located below the upper wall 7B defines the partition 29B.

[0080] As in Fig. As shown in Figure 8, the reduction mechanism 33 is arranged in a reduction gear receiving chamber 45, which is defined by the cover element 27, the peripheral wall 28 and the side wall 29.

[0081] In the Fig. 6 and Fig. 7 An electric motor support 29C is arranged on an upper section of the vertical wall 29A. The electric motor support 29C is in the form of a disk and has an outer diameter that is identical to that of the electric motor 32, i.e., to that of the electric motor housing 32A.

[0082] The electric motor support 29C has a plurality of projections 29m formed on an outer peripheral section thereof. In other words, the projections 29m are arranged along an outer circumference of the electric motor support 29C. The electric motor support 29C has screws 23C inserted into these (see Fig. 5) The connection of the electric motor 32 to the electric motor support 29C is achieved by tightening the screws 23C in threaded holes (not shown) formed in the electric motor housing 32A. The projections 29m and the screws 23C form fastening elements according to the invention.

[0083] In Fig. 7 represent three of the projections 7f of the flange 7F of the left housing 7, which are located below the electric motor support 29C (i.e., three projections between the electric motor support 29C and the partition 29B, as indicated by 7f in Fig. 7 (reproduced), a connection with the vertical wall 29A of the side wall 29.

[0084] In the Fig. 1 and Fig. 5 An electric motor connection element 32C is arranged behind the electric motor 32. A power cable (not shown) is connected to the electric motor connection element 32C to drive the electric motor 32.

[0085] The electric motor 32 has a cooling water inlet pipe 32a and a cooling water outlet pipe 32b, which are arranged on an upper section of the motor. The cooling water inlet pipe 32a supplies cooling water to the electric motor 32. After the electric motor 32 has cooled, the cooling water is drained from the cooling water outlet pipe 32b.

[0086] As in the Fig. 1 and Fig. As shown in Figure 2, the gearbox housing 5 is equipped with a front bracket 46A and a rear bracket 46B. The front bracket 46A connects a right end of the electric motor housing 32A and the right housing 6 to hold the electric motor housing 32A on the right housing 6.

[0087] The rear bracket 46B connects a rear end of the electric motor connecting element 32C and the right housing 6 to hold the electric motor connecting element 32C on the right housing 6. In other words, the electric motor 32 is attached to the right housing 6 at the end of the motor connecting element that is furthest from the electric motor support 29C.

[0088] In Fig. In Figure 8, the vertical wall 29A is equipped with bearing brackets 29a and 29b. Each of the bearing brackets 29a and 29b has a cylindrical shape extending from the vertical wall 29A towards the cover element 27. The cover element 27 is equipped with bearing brackets 27a and 27b. Each of the bearing brackets 27a and 27b has a cylindrical shape extending from the cover element 27 towards the vertical wall 29A.

[0089] The bearing bracket 29a holds the electric motor shaft 32B and the right side of the first drive gear 34 using a bearing 51A so that they can rotate. The bearing bracket 27a holds the left side of the first drive gear 34 using a bearing 51B so that it can rotate.

[0090] The bearing bracket 29b holds the right end of the first intermediate shaft 35 using a bearing 51C so that it can rotate. The bearing bracket 27b holds the left end of the first intermediate shaft 35 using a bearing 51D so that it can rotate.

[0091] In Fig. The partition 29B is equipped with a bearing bracket 29c. The bearing bracket 29c is arranged on a section of the side wall 29 that forms a connection between the electric motor support 29C and the upper wall 7B of the left housing 7. In other words, the bearing bracket 29c is located at a connection point between the partition 29B and the upper wall 7B of the left housing 7.

[0092] The bearing holder 29c is formed in a hollow cylindrical shape with a closed first end (i.e., a closed right end) and an open second end (i.e., an open left end). A recess 29H for a gear is formed at a junction of the partition 29B and the upper wall 7B, and the third drive gear 36B is arranged in this recess.

[0093] The recess 29H for a gear includes a flat surface 29f extending outwards from an edge of an opening of the bearing holder 29c in a radial direction of the second intermediate shaft 36, and a hollow cylinder 29g extending in the axial direction of the second intermediate shaft 36 from an outer periphery of the flat surface 29f.

[0094] The cover element 27 is equipped with a bearing bracket 27c. The bearing bracket 27c has a hollow cylindrical shape that extends from the cover element 27 towards the partition 29B. The bearing bracket 29c holds the right end of the second intermediate shaft 36 using a bearing 51E so that it can rotate. The bearing bracket 27c holds the left end of the second intermediate shaft 36 using a bearing 51F so that it can rotate.

[0095] The third drive gear 36B according to this embodiment is mounted on the second intermediate shaft 36, which is held by the partition 29B and the cover element 27 so that it can rotate.

[0096] In the foregoing manner, the electric motor shaft 32B, the first drive gear 34, the first intermediate shaft 35, and the second intermediate shaft 36 are held by the side wall 29 and the cover element 27 so that they can rotate. According to this embodiment, the first intermediate shaft 35 and the second intermediate shaft 36 form rotating shafts of the invention.

[0097] The third drive gear 36B is located radially outside the bearing 51A, which holds the electric motor shaft 32B so that it can rotate, on the partition 29B. In other words, the third drive gear 36B and the bearing 51A are located in the same position axially to the second intermediate shaft 36. More specifically, the third drive gear 36B and the bearing 51A are aligned radially to each other along the second intermediate shaft 36.

[0098] In Fig. Figure 8 has a left side wall 6A of the right housing 6 and a cylindrical support 6b. The support 6b projects from the left side wall 6A of the left housing 7. The support 6b holds the cylinder 15b (see Figure 8). Fig. 4), which is located on the right end of the differential housing 15B, using a bearing 51K so that it can rotate.

[0099] The cover element 27 has a cylindrical bearing holder 27d. The bearing holder 27d holds the left end of the forward output shaft 12, which is held by means of a bearing 51H so that it can rotate.

[0100] The left side wall 6A of the right housing 6 is equipped with a cylindrical bearing support (not shown) which supports the right end of the drive shaft 11 using a bearing 51I (see Fig. 4) so ​​that it can rotate.

[0101] In Fig. 4 The cover element 27 is equipped with a cylindrical bearing bracket 27e. The bearing bracket 27e holds the left end of the drive shaft 11, which is held by means of a bearing 51J so that it can rotate.

[0102] In the manner described above, the drive shaft 11 and the forward output shaft 12 are held by the cover element 27 so that they can rotate. In particular, the cover element 27 holds the electric motor shaft 32B, the first drive gear 34, the first intermediate shaft 35, the second intermediate shaft 36, the drive shaft 11, and the forward output shaft 12 so that they can rotate.

[0103] In the Fig. 4 and Fig. 8 the partition 29B separates the reduction gear receiving chamber 45 and a gear receiving chamber 47 within the left housing 7 from each other.

[0104] In the Fig. 4 and Fig. In the partition 29B, an opening 29h is formed. The drive shaft 11 and the forward output shaft 12 pass through the opening 29h, so that they are arranged inside the reduction gear receiving chamber 45 and the gear receiving chamber 47.

[0105] The drive gears 16A, 16B and 16C and the output gears 17A, 17B and 17C are arranged in the gear mounting chamber 47. The drive gears 16D, 16E and 16F and the output gears 17D, 17E and 17F are arranged in the reduction gear mounting chamber 45.

[0106] In the Fig. 4 and Fig. The left housing 7 contains a differential housing wall 7C. The differential housing wall 7C is located closer to the right housing 6 than the left wall 7A of the left housing 7 and the partition wall 29B.

[0107] In Fig. 8 The left side wall 6A of the right housing 6 is equipped with the cylindrical support 6b. The support 6b projects from the left side wall 6A away from the left housing 7. The support 6b holds the cylinder 15b (see Fig. 4), which is located on the right end of the differential housing 15B, using a bearing 51K (see Fig. 4) so ​​that it can turn.

[0108] In Fig. 7 The differential housing wall 7C is equipped with a cylindrical support 7c. The support 7c projects from the differential housing wall 7C away from the right housing 6. The support 7c holds the cylinder 15c, which is located on the left end of the differential housing 15B (see Fig. 5) is arranged using a bearing 51L so that it can rotate.

[0109] In Fig. 8 the differential gear 15 is arranged close to the right housing 6 inside the left housing 7, that is, it is located at the end of the left housing 6 that is opposite the internal combustion engine 8, so that the differential gear 15 is arranged inside the left side wall 6A and the differential housing wall 7C (see Fig. 7).

[0110] As in Fig. As shown in Figure 4, the left housing 7 includes the left wall 7A, which is opposite the drive shaft 11 and the forward output shaft 12 in the axial direction of the drive shaft 11, as well as the differential housing wall 7C, which is opposite the differential gear 15. The left wall 7A and the differential housing wall 7C are stepped in the axial direction of the drive shaft 11.

[0111] In the Fig. 7 and Fig. 9 The left housing 7 has a stepped wall 7D. The stepped wall 7D forms a connection between the left wall 7A and the differential housing wall 7C and is curved along the cylindrical shape of the support 7c.

[0112] As in Fig. As clearly shown in Figure 9, the stepped wall 7D connects to the peripheral wall 28 and extends from the peripheral wall 28 towards the differential housing wall 7C. The stepped wall 7D is equipped with ribs 48A and 48B.

[0113] The ribs 48A and 48B extend from the differential housing wall 7C to the left wall 7a and form a connection between the peripheral wall 28 and the partition wall 29B.

[0114] In the Fig. 1 and Fig. 2 A switching unit 41 is arranged on an upper section of the left housing 7, which is located in front of the electric motor 32. In a planar view of the vehicle 1, the electric motor 32 and the switching unit 41 are arranged in front of and behind the mounting section 31, respectively, in the vicinity of the mounting section 31.

[0115] The shift unit 41 is actuated to perform a gear shift and a clutch operation of the drive unit 4. The gear shift is a process to change the transmission ratio of the drive unit 4. The clutch operation is a process to selectively engage or disengage the clutch 10 of the drive unit 4.

[0116] In Fig. A switching and selection shaft 42 is arranged in the left housing 7. The switching and selection shaft 42 can move axially within the left housing 7 and can rotate. The switching and selection shaft 42 is actuated by means of the switching unit 41.

[0117] When a shift lever (not shown) is moved by a driver of vehicle 1 into a driving position or a reverse position, the shift unit 41 acts to actuate or move the shift and selection shaft 42 according to a gear shift characteristic curve which shows a parameter-to-parameter relationship between a throttle position and a vehicle speed.

[0118] The shift and selector shaft 42 acts to selectively actuate the first synchronizer 18 up to the fourth synchronizer 21 using a gearshift mechanism consisting of shift yokes, shift shafts, and shift forks, thereby achieving a selected gear ratio. The shift unit 41 is designed to actuate the shift and selector shaft 42 using a hydraulic or electric motor mechanism; however, it can alternatively be designed to use a different type of mechanism to move the shift and selector shaft 42.

[0119] Next, the company will be described.

[0120] When the vehicle 1 is moved forward by means of the internal combustion engine 8, the force generated by the internal combustion engine 8 is supplied from the drive shaft 11 to a corresponding one of the drive gears 16A to 16F by means of one of the output gears 17A to 17F, which provides a selected gear ratio.

[0121] The force is then transferred from the axle drive gear 17G of the forward output shaft 12 to the axle output gear 15A and distributed by the differential mechanism 15C of the differential gear 15 to the left and right drive shafts 24L and 24R, thus moving the vehicle 1 forward.

[0122] When it is necessary for the electric motor 32 to generate a torque or force to move the vehicle 1 forward, the force is supplied to the first driven wheel 35A from the electric motor shaft 32B through the first drive gear 34, provided that the first synchronizer 18 up to the fourth synchronizer 21 are each arranged in a neutral position.

[0123] Subsequently, the force generated by the electric motor 32 is then transmitted through the second drive gear 35B, the second driven gear 36A and the third drive gear 36B to the output gear 17D for the fourth speed.

[0124] The reduction mechanism 33 is designed to include the drive gears 34, 35B and 36B and the driven gears 35A and 36A, the diameters of which are selected to provide the required gear ratio. The rotational speed at which the power generated by the electric motor 32 is transmitted is reduced by the reduction mechanism 33 and then supplied to the forward output shaft 12.

[0125] The force is then supplied to the axle output gear 15A from the axle drive gear 17G of the forward output shaft 12 in order to move the vehicle 1 forward.

[0126] The drive unit 4 according to this embodiment is equipped with the gearbox housing 5, the electric motor 32, which is mounted on the upper section of the left housing 7, the reduction mechanism 33, which acts to supply the force generated by the electric motor 32 to the forward output shaft 12, and the reduction gearbox housing 25. The gearbox housing 5 includes the right housing 6, which is connected to the internal combustion engine 8, and the left housing 7, which is connected to the right housing 6 at a distance from the internal combustion engine 8. The reduction mechanism 33 is mounted in the reduction gearbox housing 25.

[0127] The reduction gear housing 25 is integrally formed with the left housing 7 and includes the housing element 26, which surrounds the reduction mechanism 33, as well as the cover element 27, which is connected to the housing element 26. This results in a reduction of the number of seals required between the gearbox housing 5 and the reduction gear housing 25, thus providing a simplified design for the reduction gear housing 25.

[0128] The drive device according to this embodiment is designed to have the housing element 26, which is equipped with the side wall 29, which extends upwards from the upper wall 7B of the left housing 7 and is located between the electric motor 32 and the reduction mechanism 33.

[0129] The side wall 29 is equipped with the disc-shaped electric motor support 29C, the outer diameter of which is identical to that of the electric motor 32 and to which the electric motor 32 is attached. The electric motor support 29C has a plurality of projections 29m and screws 23C, which are arranged on the outer periphery of the electric motor 32 for use in attaching it to the support 29C.

[0130] By means of the above arrangements, a rigid connection of the electric motor support 29C to the upper wall 7B of the left housing 7 is achieved with the side wall 29 of the reduction gear housing 25, thereby improving the rigidity of the electric motor support 29C. Furthermore, the screws 23C are used to fasten the electric motor 32 to the projections 29m in order to couple the electric motor 32 to the electric motor support 29C, which has high rigidity, thus minimizing the mechanical vibrations of the electric motor 32.

[0131] The drive unit 4 for hybrid vehicles, which is equipped with the electric motor 32, which is attached to the gearbox housing 5 using the reduction gear housing 25, therefore enables a simplification of the design of the reduction gear housing 25 and a minimization of the mechanical vibrations of the electric motor 32.

[0132] The drive unit 4 according to this embodiment is designed to have the reduction mechanism 33, which is equipped with the first intermediate shaft 35 and the second intermediate shaft 36, which are arranged on a power transmission path on which the power from the electric motor 32 is transmitted to the forward output shaft 12.

[0133] The side wall 29 is equipped with the hollow cylindrical bearing mounts 29a and 29b, which hold the first intermediate shaft 35 and the second intermediate shaft 36. The bearing mount 29b is arranged in a section of the side wall 29 that joins the electric motor carrier 29C and the upper wall 7B of the left housing 7 together or forms a connection between them.

[0134] The cylindrical bearing mounts 29a and 29b exhibit higher stiffness than a flat element. One of the bearing mounts 29a and 29b, namely bearing mount 29b, is located in the section of the side wall 29 that connects the electric motor support 29C to the upper wall 7B of the left housing 7, thereby improving the stiffness of the section of the vertical wall 29A on the side of the upper wall 7B.

[0135] By means of the above arrangements, the left housing 7 serves to achieve a rigid connection of the electric motor support 29C to the left housing 7 using the vertical wall 29A. This minimizes deformation of the electric motor support 29C with respect to the left housing 7, thus reducing the mechanical vibrations of the electric motor 32.

[0136] The drive unit 4 according to this embodiment is designed to have the left housing 7, which is equipped with the flange 7F that is fastened to the right housing 6 using the screws 23A. The flange 7F has projections 7f into which the screws 23A are inserted and which are arranged apart from each other in the circumferential direction of the flange 7F. Three of the projections 7f connect to the vertical wall 29A of the side wall 29.

[0137] The flange 7F of the left housing 7, which is connected to the flange 6F of the right housing 6, has a higher stiffness than the rest of the left housing 7. The stiffness of the vertical wall 29A is therefore further improved by connecting the projections 7f formed on the flange 7F, which have high stiffness, to the vertical wall 29A.

[0138] The vertical wall 29A therefore creates a rigid connection between the high-stiffness electric motor support 29C and the left housing 7. This minimizes deformation of the electric motor support 29C relative to the left housing 7, thereby reducing the mechanical vibrations of the electric motor 32.

[0139] Three of the projections 7f are connected to the vertical wall 29A as described above, however, it is possible that at least one of the projections 7f is connected to the vertical wall 29A.

[0140] Although the present invention has been disclosed with respect to the preferred embodiment to facilitate a better understanding thereof, it is evident that the invention can be implemented in various ways without deviating from the basic concept of the invention. Therefore, the invention is to be understood as including all equivalents and possible modifications with respect to the embodiment shown, which can be realized without deviating from the basic concept of the invention as set forth in the appended claims.

Claims

[1] Drive unit for a hybrid vehicle comprising: a gearbox housing (5) comprising a first housing (6) connected to a power source and a second housing (7) connected to the first housing (6) at a distance from the power source, wherein a gearbox (11, 12, 16A to 16F, 17A to 17F) to which a force is supplied from the power source and a differential gearbox (15) to which the force is supplied from the gearbox (11, 12, 16A to 16F, 17A to 17F) are arranged in the first housing (6) and the second housing (7); an electric motor (32) which is attached to an upper section of the gearbox housing (5); a reduction mechanism (33) which acts to supply the transmission (11, 12, 16A to 16F, 17A to 17F) with a force generated by the electric motor (32); a lateral wall (29) extending upwards from an upper wall (7B) of the second housing (7) and located between the electric motor (32) and the reduction mechanism (33); and a reduction gear housing (25) in which the reduction mechanism (33) is arranged, wherein the reduction gear housing (25) includes a housing element (26) and a cover element (27), wherein the housing element (26) surrounds the reduction mechanism (33) and wherein the cover element (27) is connected to the housing element (26), wherein the side wall (29) has an outer diameter identical to that of the electric motor (32) and is equipped with a disc-shaped electric motor support (29C) to which the electric motor (32) is attached, and - wherein the electric motor carrier (29C) has a plurality of fastening elements (29m, 23C) arranged on an outer periphery thereof to fasten the electric motor (32) to the electric motor carrier (29C); characterized by , that the housing element (26) is integrally formed with the second housing (7) and the housing element (26) includes the side wall (29). [2] Drive device for a hybrid vehicle according to claim 1, wherein the reduction mechanism (33) has a plurality of rotating shafts (35, 36) arranged on a power transmission path on which the power is transmitted from the electric motor (32) to the gearbox (11, 12, 16A to 16F, 17A to 17F), wherein the side wall (29) is equipped with a plurality of cylindrical bearing supports (29a, 29b) holding bearings (51A, 51C) which hold the rotating shaft (35, 36) so that it can rotate, and wherein at least one of the bearing supports (29a, 29b) is arranged in a section of the side wall (29) which provides a connection between the electric motor carrier (29C) and the upper wall (7B). [3] Drive device for a hybrid vehicle according to claim 1 or 2, wherein the second housing (7) is equipped with a flange (7F) which is attached to the first housing (6) using a plurality of fastening elements (23A), wherein the flange (7F) has a plurality of projections (7f) into which the fastening elements (23A) are inserted and which are arranged along the flange (7F), and wherein at least one of the projections (7f) is connected to the side wall (29).

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