Power transmission device for hybrid vehicle

Abstract

To provide a power transmission device of a hybrid vehicle capable of suppressing an increase in size of the power transmission device by suppressing an increase in thickness of a case body for storing a clutch, a release member and a reduction gear pair.SOLUTION: The case member 21 of the power transmission device 4 has the case main body portion side 21A that houses the damper 22, the wet clutch 26, the drive gear 35, the driven gear 28, and the release mechanism 36, and the bulging portion side 21A that bulges radially outward from the case main body portion side 37A and houses the driven plate side 21B constituting a part of the release mechanism 36, and the motor 41 is disposed outside the case member 21 and on the transmission-3 side with respect to the bulging portion side 21B.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present invention relates to a power transmission device for a hybrid vehicle. [Background technology]

[0002] BACKGROUND ART A hybrid drive module is known that is provided between an internal combustion engine and a transmission and transmits power from the internal combustion engine and an electric motor to the transmission (see Patent Document 1).

[0003] This hybrid drive module is located between the internal combustion engine and the transmission and includes a clutch that connects and disconnects the power transmitted from the engine to the transmission, an electric motor, and a first sprocket, chain, and second sprocket that transmit the power of the electric motor to the transmission. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Special Publication No. 2019-528206 Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, when the clutch is connected and disconnected by an actuator, it is conceivable to incorporate the actuator into the hybrid drive module.

[0006] If the actuator is built into the hybrid drive module, the thickness of the case of the hybrid drive module increases by the amount of the built-in actuator, which may result in an increase in the size of the hybrid drive module.

[0007] The present invention has been made with the above-mentioned circumstances in mind, and aims to provide a power transmission device for a hybrid vehicle that can prevent the power transmission device from becoming larger by suppressing an increase in the thickness of the case body that houses the clutch, release member, and reduction gear pair. [Means for solving the problem]

[0008] The present invention is a power transmission device for a hybrid vehicle that is arranged between an internal combustion engine and a transmission and is capable of connecting and disconnecting the transmission of power between the internal combustion engine and the transmission, a pair of reduction gears that transmit power between a rotating electric motor and the transmission, a release member that connects and disconnects the clutch, an actuator that operates the release member, and a case member, wherein the case member has a case main body portion that houses the clutch, the pair of reduction gears, and the release member, and a bulge portion that bulges radially outward from the case main body portion and houses a portion of the release member, and the actuator is arranged outside the case member and on the transmission side of the bulge portion. [Effects of the Invention]

[0009] As described above, according to the present invention, it is possible to prevent the thickness of the case body that houses the clutch, the release member, and the reduction gear pair from increasing, thereby preventing the power transmission device from becoming larger in size. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a rear view of an internal combustion engine and a transmission equipped with a power transmission device according to one embodiment of the present invention. [Figure 2] FIG. 2 is a top view of an internal combustion engine and a transmission equipped with a power transmission device according to one embodiment of the present invention. [Figure 3] FIG. 3 is a right side view of an internal combustion engine and a transmission equipped with a power transmission device according to one embodiment of the present invention. [Figure 4] FIG. 4 is a rear view of a power transmission device and a light case according to an embodiment of the present invention. [Figure 5] FIG. 5 is a vertical cross-sectional view of a power transmission device and a light case according to one embodiment of the present invention, and corresponds to a cross-sectional view taken along the arrows VV in FIG. [Figure 6] FIG. 6 is a left side view of a power transmission device and a light case according to an embodiment of the present invention. [Figure 7] FIG. 7 is a right side view of a power transmission device according to one embodiment of the present invention. [Figure 8] FIG. 8 is a schematic diagram of a power transmission device according to the present invention. [Figure 9] FIG. 9 is a rear view of an internal combustion engine equipped with a power transmission device according to an embodiment of the present invention and a transmission (four-wheel drive) of another aspect. [Figure 10] FIG. 10 is a right side view of a power transmission device according to an embodiment of the present invention and a transmission (four-wheel drive) of another aspect. DETAILED DESCRIPTION OF THE INVENTION

[0011] A power transmission device for a hybrid vehicle according to one embodiment of the present invention is a power transmission device for a hybrid vehicle that is arranged between an internal combustion engine and a transmission and is equipped with a clutch that is capable of connecting and disconnecting the transmission of power between the internal combustion engine and the transmission, a pair of reduction gears that transmit power between a rotating electric motor and the transmission, a release member that connects and disconnects the clutch, an actuator that operates the release member, and a case member, wherein the case member has a case main body portion that houses the clutch, the pair of reduction gears, and the release member, and a bulge portion that bulges radially outward from the case main body portion and houses a portion of the release member, and the actuator is arranged outside the case member on the transmission side of the bulge portion.

[0012] As a result, the power transmission device for a hybrid vehicle according to one embodiment of the present invention can prevent the thickness of the case body that houses the clutch, release member, and reduction gear pair from increasing, thereby preventing the power transmission device from becoming larger. [Example]

[0013] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A power transmission device for a hybrid vehicle according to an embodiment of the present invention will now be described with reference to the drawings.

[0014] 1 to 10 are diagrams showing a power transmission device for a hybrid vehicle according to one embodiment of the present invention.

[0015] First, the configuration will be described. In Figures 1 to 10, the up, down, front, back, left and right directions are based on the power transmission device when installed in a hybrid vehicle, and the front and back direction of the hybrid vehicle is the front-to-rear direction, the left and right direction of the hybrid vehicle (vehicle width direction) is the left and right direction, and the up and down direction of the hybrid vehicle (height direction of the hybrid vehicle) is the up and down direction.

[0016] 1, the hybrid vehicle has an internal combustion engine 1, a motor generator 2 as a rotating electric machine, and a transmission 3. A power transmission device 4 is arranged between the internal combustion engine 1 and the transmission 3.

[0017] The power transmission device 4 has the internal combustion engine 1 attached to one side and the transmission 3 attached to the other side, and connects the internal combustion engine 1 and the transmission 3 together.

[0018] As shown in FIG. 2, a radiator 5 is disposed in front of the internal combustion engine 1, and the radiator 5 exchanges heat with the internal combustion engine 1 via cooling water through piping (not shown).

[0019] As shown in FIG. 1, the internal combustion engine 1 includes a cylinder block 6, a cylinder head 7 attached to the top of the cylinder block 6, a cylinder head cover 8 attached to the top of the cylinder head 7, and an oil pan 9 attached to the bottom of the cylinder block 6 and in which oil is stored.

[0020] A crankshaft 1A (see FIG. 3) extending laterally is housed rotatably in the internal combustion engine 1. The internal combustion engine 1 rotates the crankshaft 1A about its central axis of rotation by burning fuel and converting thermal energy into mechanical energy, and transmits power to the transmission 3 via the power transmission device 4.

[0021] 1 and 3, an intake manifold 10 is connected to the rear surface of the cylinder head 7, i.e., the rear surface of the internal combustion engine 1. The intake manifold 10 is located behind the cylinder head 7 and the cylinder head cover 8, and is positioned from the height position of the cylinder head 7 to above the cylinder head cover 8.

[0022] The cylinder head 7 is formed with intake ports and exhaust ports that both communicate with the cylinders of the cylinder block 6. The intake manifold 10 distributes air taken in through an intake pipe (not shown) to a plurality of intake ports.

[0023] As shown in Figure 3, an exhaust pipe 11a is attached to the front surface of the cylinder head 7. The exhaust pipe 11a extends vertically from a height position of the cylinder head 7, passing in front of the cylinder block 6. A catalytic converter 11 is connected to the portion of the exhaust pipe 11a that extends vertically, and the catalytic converter 11 is disposed in front of the cylinder block 6.

[0024] That is, a catalytic converter 11 is disposed in front of the internal combustion engine 1. A radiator 5 is disposed in front of the catalytic converter 11 (see FIG. 2), and the front surface of the catalytic converter 11 is covered with a heat insulating cover 11A.

[0025] An exhaust manifold (not shown) is formed in the cylinder head 7, and the exhaust manifold collects exhaust gases from multiple cylinders and discharges them into an exhaust pipe 11a. The exhaust gases discharged into the exhaust pipe 11a flow into a catalytic converter 11.

[0026] The catalytic converter 11 purifies the exhaust gas by oxidizing and reducing HC (hydrocarbons), CO (carbon monoxide), NOx (nitrogen oxides), etc. The exhaust gas that passes through the catalytic converter 11 is discharged into an exhaust pipe 11b connected to the downstream end of the catalytic converter 11, and then silenced by a silencer (not shown) before being discharged into the atmosphere.

[0027] As shown in FIG. 1, the transmission 3 includes a transmission case 12, which includes a left case 13 and a right case 14 that is disposed on the internal combustion engine 1 side of the left case 13 and fastened to the left case 13 by bolts not shown.

[0028] The internal combustion engine 1, power transmission device 4, and transmission 3 are arranged side by side in the vehicle width direction, and the hybrid vehicle of this embodiment is a FF (front engine, front drive) vehicle.

[0029] The left end (one end in the vehicle width direction) of the internal combustion engine 1 is connected to the right end of the light case 14 (one end in the vehicle width direction of the transmission 3) via the power transmission device 4.

[0030] As shown in FIG. 2, a right side member 50R is provided on the right side of the internal combustion engine 1, and the right side member 50R extends in the front-rear direction.

[0031] A mount attachment portion 1B is provided at the right end (the other end in the vehicle width direction) of the internal combustion engine 1. An internal combustion engine side mount device 51 is connected to the mount attachment portion 1B, and the internal combustion engine 1 is elastically supported by the right side member 50R via the internal combustion engine side mount device 51.

[0032] A left side member 50L is provided on the left side of the transmission 3, and the left side member 50L extends in the front-rear direction.

[0033] A mount attachment portion 3A is provided at the left end (the other end in the vehicle width direction) of the transmission 3. A transmission-side mount device 52 is connected to the mount attachment portion 3A, and the transmission 3 is elastically supported by the left side member 50L via the transmission-side mount device 52.

[0034] That is, a right side member 50R and a left side member 50L are provided outward in the vehicle width direction from the internal combustion engine 1 and the transmission 3, and the internal combustion engine 1 and the transmission 3 are elastically supported on the right side member 50R and the left side member 50L by an internal combustion engine-side mount device 51 and a transmission-side mount device 52. The left side member 50L and the right side member 50R in this embodiment constitute the vehicle body.

[0035] The front end of a torque rod 53 is attached to the light case 14 (see Figure 3), and the rear end of the torque rod 53 is elastically supported by a cross member 50A that connects the left and right side members 50L, 50R in the vehicle width direction. The torque rod 53 absorbs longitudinal swings and vibrations of the internal combustion engine 1 and the transmission 3.

[0036] In detail, the torque rod 53 suppresses rotational vibration (swing) around the axis of the internal combustion engine 1 and the transmission 3, which tend to rotate and vibrate around an axis (imaginary straight line L) passing through the internal combustion engine side mounting device 51 and the transmission side mounting device 52.

[0037] As shown in FIG. 1, the top wall 14a of the right case 14 is located lower than the top wall 13a of the left case 13, and the cylinder head cover 8 is located higher than the top wall 13a of the left case 13.

[0038] As shown in FIG. 3, the light case 14 is formed with a differential gear housing portion 14A that houses a differential gear 16, which will be described later, and the differential gear housing portion 14A is located behind the cylinder block 6 of the internal combustion engine 1.

[0039] In this embodiment, the left case 13 constitutes a first transmission case, and the right case 14 constitutes a second transmission case.

[0040] As shown in FIGS. 1 and 2, the power transmission device 4 is disposed between the internal combustion engine 1 and the light case 14, and is coupled to the internal combustion engine 1 and the transmission 3.

[0041] The motor generator 2 is connected to a power transmission device 4. The motor generator 2 transmits power to the transmission 3 via the power transmission device 4, and also has a regenerative function of generating electricity using the power transmitted from the transmission 3 via the power transmission device 4.

[0042] Specifically, the motor generator 2 functions as an electric motor that generates power using electricity supplied from a battery (not shown) via an inverter (not shown), and as a generator that generates power regeneratively using rotational force (reverse power) input from the drive wheels (not shown).

[0043] Under the control of an ECU (not shown), the inverter converts DC power supplied from the battery into three-phase AC power and supplies it to the motor generator 2, and also converts the three-phase AC power generated by the motor generator 2 into DC power to charge the battery. The battery is formed of a secondary battery such as a lithium-ion battery.

[0044] The inverter and battery of this embodiment may be provided integrally with the motor generator 2, or may be mounted on the cylinder block 6 of the internal combustion engine 1 as a unit.

[0045] The transmission 3 includes a torque converter as a fluid coupling (not shown), a forward / reverse switching mechanism 15 (see FIG. 6), and a continuously variable transmission (not shown) such as a CVT (Continuously Variable Transmission).

[0046] The torque converter is housed in the right case 14, and the forward / reverse switching mechanism 15 and the continuously variable transmission are housed in the left case 13.

[0047] The torque converter has a torque fluctuation absorbing function and a torque amplifying function for the drive torque input from the internal combustion engine 1, and transmits power to the forward / reverse switching mechanism 15. The forward / reverse switching mechanism 15 is configured to include a forward clutch (not shown) that enables the hybrid vehicle to travel in the forward direction, a reverse brake (not shown) that enables the hybrid vehicle to travel in the reverse direction, and a planetary gear mechanism (not shown) that is arranged between the forward brake and the reverse brake.

[0048] The CVT has a primary sheave, a secondary sheave, and a belt wound around the primary and secondary sheaves, all of which are not shown, and changes the gear ratio by changing the groove width of the primary and secondary sheaves, thereby transmitting power from the internal combustion engine 1 to wheels, not shown.

[0049] As shown in FIG. 6, the right case 14 includes a differential gear housing portion 14A that houses the differential gear 16, and a vertical wall 14B, and the vertical wall 14B closes the internal space 13S of the left case 13 (see FIG. 1).

[0050] The torque converter, forward / reverse switching mechanism 15, and primary sheave are arranged coaxially.

[0051] A bearing support portion 14b is provided on the vertical wall 14B above the differential device housing portion 14A, and the bearing support portion 14b rotatably supports an end of the rotary shaft 17 of the secondary sheave via a bearing 53A.

[0052] A bearing support portion 14c is provided between the bearing support portion 14b and the differential device accommodating portion 14A in the vertical direction, and the rotating shaft 18 of the reduction driven gear 19 is rotatably supported by the bearing support portion 14c via a bearing not shown.

[0053] A reduction drive gear (not shown) is provided on the rotary shaft 17 of the secondary sheave, and the reduction drive gear is in mesh with a reduction driven gear 19. A final drive gear (not shown) is provided on the rotary shaft 18 of the reduction driven gear 19.

[0054] The differential device 16 comprises a differential case 16A that houses a differential mechanism (not shown) and a final ring gear 16B attached to the outer periphery of the differential case 16A, and the final ring gear 16B meshes with the final drive gear of the rotating shaft 18.

[0055] 1, one end of left and right drive shafts 20L, 20R is connected to the differential mechanism. The left and right drive shafts 20L, 20R extend in the left-right direction from the differential device housing portion 14A, and the other end of the left and right drive shafts 20L, 20R is connected to drive wheels (front wheels) (not shown).

[0056] The power of the internal combustion engine 1 is transmitted from the torque converter to the reduction driven gear via the forward / reverse switching mechanism 15, primary sheave, belt, and secondary sheave. The power is then transmitted from the reduction drive gear via the reduction driven gear 19 to the final ring gear 16B, and then transmitted to the left and right drive wheels via the left and right drive shafts 20L and 20R with differential rotation due to the differential mechanism.

[0057] 4 and 8, the power transmission device 4 includes a case member 21 that forms an outer shell. As shown in Fig. 8, a damper 22 is housed in the case member 21. The damper 22 has a damper input member 23, a damper output member 24, and a coil spring 25.

[0058] The damper input member 23 is connected to the crankshaft 1A, and is rotated by the crankshaft 1A.

[0059] The damper output member 24 is connected to the damper input member 23 via a coil spring 25. When the damper input member 23 rotates due to the rotation of the crankshaft 1A, the damper input member 23 transmits power to the damper output member 24 via the coil spring 25. As a result, the damper output member 24 rotates integrally with the damper input member 23.

[0060] When rotational fluctuations (torque fluctuations) occur in the internal combustion engine 1, the coil spring 25 elastically deforms in the circumferential direction, causing the damper input member 23 and the damper output member 24 to rotate relative to each other, thereby absorbing the rotational fluctuations of the internal combustion engine 1.

[0061] That is, the coil spring 25 elastically deforms in the circumferential direction of the damper input member 23 and the damper output member 24 to transmit torque while allowing relative displacement between the damper input member 23 and the damper output member 24 in the circumferential direction.

[0062] A wet clutch 26 is housed in the case member 21. The wet clutch 26 has a clutch input member 27, a driven gear 28 as a clutch output member, and an urging member 29.

[0063] The wet clutch 26 is disposed on the transmission 3 side of the damper 22, and is disposed between the damper 22 and the transmission 3. In other words, the damper 22 is disposed between the wet clutch 26 and the internal combustion engine 1. The wet clutch 26 of this embodiment constitutes a clutch.

[0064] The clutch input member 27 is formed integrally with the damper output member 24, and extends cylindrically from the outer end of the damper output member 24 toward the transmission 3.

[0065] A plurality of input side friction plates 30 are spline-fitted to the inner periphery of the clutch input member 27, and the input side friction plates 30 are rotatable integrally with the clutch input member 27 and are movable in the direction of the rotational center axis relative to the clutch input member 27.

[0066] The driven gear 28 is provided with a friction plate holding portion 28A, which extends cylindrically from the driven gear 28 toward the damper 22 side.

[0067] A plurality of output-side friction plates 31 are provided on the outer periphery of the friction plate holding portion 28A. The output-side friction plates 31 are arranged between the input-side friction plates 30, and the output-side friction plates 31 and the input-side friction plates 30 are arranged so as to be stacked alternately in the axial direction.

[0068] The output side friction plate 31 is spline-fitted to the outer periphery of the friction plate holding portion 28A, and is rotatable integrally with the friction plate holding portion 28A and movable in the direction of the rotation center axis relative to the friction plate holding portion 28A.

[0069] A torque converter is connected to the driven gear 28, and when the input side friction plate 30 and the output side friction plate 31 come into frictional contact, the clutch input member 27 and the driven gear 28 are connected via the input side friction plate 30 and the output side friction plate 31.

[0070] As a result, the power of the internal combustion engine 1 is transmitted to the torque converter via the damper input member 23, the coil spring 25, the damper output member 24, the clutch input member 27, the input side friction plate 30, the output side friction plate 31 and the driven gear 28.

[0071] On the other hand, the driven gear 28 is meshed with the drive gear 35 of the motor generator 2, and the power of the motor generator 2 is transmitted to the driven gear 28 via the drive gear 35. In other words, the driven gear 28 is connected to the motor generator 2 via the drive gear 35, and is interlocked with the motor generator 2.

[0072] When the motor generator 2 is driven, the power of the motor generator 2 is transmitted to the torque converter via the drive gear 35 and the driven gear 28.

[0073] The driven gear 28 has a larger diameter than the drive gear 35, and the power (rotation) of the motor generator 2 is reduced in speed by the drive gear 35 and the driven gear 28 before being transmitted to the transmission 3. In this embodiment, the drive gear 35 and the driven gear 28 form a reduction gear pair.

[0074] The biasing member 29 includes an annular pressure plate 32, a disc spring 33, and an annular retainer .

[0075] The outer end of the pressure plate 32 faces the input side friction plate 30, and the disc spring 33 urges the pressure plate 32 toward the transmission 3 (the driven gear 28 side) so that the input side friction plate 30 and the output side friction plate 31 come into contact.

[0076] That is, the biasing member 29 biases the input side friction plates 30 and the output side friction plates 31 toward the driven gear 28 so as to maintain a state in which the clutch input member 27 and the driven gear 28 are connected via the input side friction plates 30 and the output side friction plates 31. The wet clutch 26 of this embodiment is a normally closed type.

[0077] The retainer 34 is attached to the driven gear 28 by a pin or the like, and rotates integrally with the driven gear 28. The retainer 34 compresses and holds the disc spring 33 between the retainer 34 and the pressure plate 32, and the disc spring 33 biases the pressure plate 32 toward the transmission 3 (the driven gear 28). As a result, the disc spring 33 brings the input side friction plate 30 and the output side friction plate 31 into frictional contact with each other.

[0078] The case member 21 houses a release mechanism 36, and the release mechanism 36, wet clutch 26 and damper 22 are arranged in this order from the transmission 3 side in the direction of the central axis of rotation.

[0079] The release mechanism 36 has a cam plate 37, a thrust plate 38, balls 39, a release bearing 40, and a motor 41. In this embodiment, the release mechanism 36 constitutes a release member, and the motor 41 constitutes an actuator.

[0080] The cam plate 37 is formed in an annular shape and rotates within a certain range around a central rotation axis C1 by the motor 41. Here, the central rotation axis C1 is the central rotation axis of the crankshaft 1A, damper 22, wet clutch 26, and cam plate 37, and the direction in which the central rotation axis extends is the central rotation axis direction.

[0081] A driven plate 37A is provided on the outer periphery of the cam plate 37. The driven plate 37A protrudes a predetermined length radially outward from the cam plate 37 within a predetermined angular range, and teeth 37a are formed on the outer periphery of the driven plate 37A.

[0082] A drive gear 41B is provided on a rotary shaft 41A of the motor 41, and the drive gear 41B meshes with the teeth 37a of the driven plate 37A.

[0083] When the driven plate 37A is rotated by the drive gear 41B of the motor 41, the cam plate 37 rotates within a certain range (the range in which the teeth 37a extending in the circumferential direction are formed) around the rotation center axis C1.

[0084] Cam grooves 37b are formed on the surface of the cam plate 37 facing the internal combustion engine 1. The cam grooves 37b are arranged at regular intervals in the circumferential direction around the rotational center axis C1 of the cam plate 37, and each extends in the circumferential direction (the rotational direction of the internal combustion engine 1) around the rotational center axis C1 of the cam plate 37.

[0085] The cam groove 37b has an inclined surface whose depth in the direction of the central axis of rotation becomes shallower from one end to the other end in the direction of rotation of the internal combustion engine 1.

[0086] A cam groove 38a is formed in the thrust plate 38, and a ball 39 is housed in the cam groove 38a. In other words, the ball 39 is disposed between the cam groove 37b and the cam groove 38a.

[0087] The cam groove 38a is formed in a semicircular shape so that the balls 39 only roll without moving in the circumferential direction.

[0088] The thrust plate 38 is spline-fitted to a spline member (not shown) provided on the case member 21, and is provided on the spline member so as to be non-rotatable but movable in the direction of the rotational axis.

[0089] In the release mechanism 36, when the cam plate 37 is rotated from one side to the other (clutch disengagement direction) by the motor 41, the cam groove 37b moves relative to the ball 39, and the ball 39 moves from a position on the deep inclined surface to a position on the shallow inclined surface, increasing the amount by which the ball 39 protrudes from the cam plate 37.

[0090] As a result, the balls 39 are pushed out toward the driven gear 28, and the pushed-out balls 39 press the thrust plate 38 toward the driven gear 28.

[0091] When the thrust plate 38 is pressed toward the driven gear 28, the release bearing 40 presses the pressure plate 32 in a direction away from the driven gear 28, causing the pressure plate 32 to move toward the internal combustion engine 1 against the biasing force of the disc spring 33, and the force from the pressure plate 32 no longer acts on the input side friction plate 30 and the output side friction plate 31.

[0092] As a result, a gap is created between the input side friction plate 30 and the output side friction plate 31, the wet clutch 26 is disengaged, and the power transmitted from the internal combustion engine 1 to the transmission 3 is interrupted.

[0093] On the other hand, in the release mechanism 36, when the cam plate 37 is rotated from the other side to one side (clutch connection direction) by the motor 41, the cam groove 37b moves relative to the ball 39, and the ball 39 moves from the position of the shallow inclined surface to the position of the deep inclined surface, thereby reducing the amount by which the ball 39 protrudes from the cam plate 37.

[0094] At this time, the thrust plate 38, release bearing 40 and balls 39 are pressed toward the transmission 3 by the biasing force of the disc spring 33, and the pressure plate 32 moves from the internal combustion engine 1 side toward the transmission 3 side.

[0095] As a result, the pressure plate 32 presses the output side friction plate 31 toward the transmission 3, and the input side friction plate 30 and the output side friction plate 31 are sandwiched between the pressure plate 32 and the driven gear 28, generating a strong friction force.

[0096] As a result, the wet clutch 26 is engaged, and the power of the internal combustion engine 1 is transmitted to the transmission 3 via the wet clutch 26 .

[0097] In this way, when the wet clutch 26 is engaged, the damper output member 24 is connected to the torque converter (i.e., the transmission 3) via the clutch input member 27, the input side friction plate 30, the output side friction plate 31, and the driven gear 28.

[0098] As a result, when rotational fluctuations (torque fluctuations) occur in the internal combustion engine 1, the coil spring 25 elastically deforms in the circumferential direction, causing the damper input member 23 and the damper output member 24 to rotate relative to each other via the coil spring 25, thereby absorbing the rotational fluctuations of the internal combustion engine 1 and transmitting the power of the internal combustion engine 1 to the transmission 3 via the wet clutch 26.

[0099] As described above, the cam plate 37 is rotated by the motor 41 between a clutch engagement position where the wet clutch 26 is in an engaged state and a clutch disengagement position where the wet clutch 26 is in a disengaged state.

[0100] 7 and 8, the case member 21 includes a case main body 21A and a bulging portion 21B. The case main body 21A accommodates the damper 22, the wet clutch 26, the biasing member 29, and the release mechanism 36.

[0101] The driven gear 28 of this embodiment serves both as a member for transmitting power between the internal combustion engine 1 and the transmission 3 and as a member for transmitting power between the motor generator 2 and the transmission 3.

[0102] As shown in Fig. 5, the bulging portion 21B bulges outward in the radial direction from the upper portion of the case main body 21A. Specifically, as shown in Fig. 2, the case main body 21A is provided between the internal combustion engine 1 and the transmission 3 so as to be sandwiched between them, and the bulging portion 21B extends from the case main body 21A rearward of the cylinder block 6 of the internal combustion engine 1 (see Fig. 3).

[0103] As shown in FIGS. 5 and 8, the drive gear 35 and the driven plate 37A are housed inside the bulging portion 21B.

[0104] In other words, the bulge portion 21B accommodates the driven plate 37A that forms part of the release mechanism 36 and the drive gear 35 that forms part of the reduction gear pair, and the release mechanism 36 and the reduction gear pair are accommodated in the case main body portion 21A and the bulge portion 21B.

[0105] As shown in Figure 5, bearing support portions 21a and 21b are formed on the inner surfaces of the left side wall 21L and the right side wall 21R of the bulge portion 21B, respectively, and the left and right ends of the rotating shaft 35A of the drive gear 35 are rotatably supported by the bearing support portions 21a and 21b via bearings 53B and 53C, respectively.

[0106] The rotary shaft 35A is formed in a hollow shape, and an inner peripheral spline is formed on the inner peripheral part of the right end portion of the rotary shaft 35A.

[0107] A cylindrical fitting portion 21c is formed on the right side wall 21R of the bulging portion 21B, and the cylindrical fitting portion 21c protrudes from the right side wall 21R toward the motor generator 2 side.

[0108] The motor generator 2 is provided with a cylindrical fitting portion 2a having a larger diameter than the cylindrical fitting portion 21c, and the cylindrical fitting portion 21c is fitted to the inner periphery of the cylindrical fitting portion 2a via a bushing 42. This protects the connection portion between the rotating shaft 35A and the motor shaft 2A of the motor generator 2, and also prevents foreign matter such as water, stones (flying stones), and dust from entering the interior of the cylindrical fitting portion 21c from the outside.

[0109] An oil seal 43 is provided between the left end (base end) of the cylindrical fitting portion 21c on the motor-generator 2 side of the bearing 53C and the rotating shaft 35A, and the bulging portion 21B is liquid-tightly sealed by the oil seal 43. The inside of the case member 21 is filled with lubricating oil, and the damper 22 and the wet clutch 26 are lubricated by the lubricating oil.

[0110] The motor shaft 2A of the motor generator 2 is disposed inside the cylindrical fitting portion 21c. An outer peripheral spline is formed at the tip of the motor shaft 2A, and the motor shaft 2A is spline-fitted to the rotating shaft 35A of the drive gear 35. In other words, the motor shaft 2A and the rotating shaft 35A are disposed coaxially.

[0111] The splined portion of the motor shaft 2A and the rotating shaft 35A is lubricated with grease (not shown), and the power of the motor generator 2 is transmitted from the motor shaft 2A to the drive gear 35 via the rotating shaft 35A. The motor shaft 2A in this embodiment constitutes the rotating shaft of the rotating electric machine.

[0112] As shown in FIG. 4, three bosses 21d are provided on the right side wall 21R of the bulging portion 21B, and the bosses 21d protrude from the right side wall 21R toward the motor generator 2 side.

[0113] Three boss portions 2b are formed on the motor generator 2, and the boss portions 2b of the motor generator 2 are fastened to the boss portion 21d of the bulging portion 21B by bolts (not shown).

[0114] The motor generator 2 is spaced apart from the bulging portion 21B by the boss portion 21d extending in the vehicle width direction and the cylindrical fitting portion 21c, and is disposed opposite the bulging portion 21B (right side wall 21R) in the vehicle width direction, thereby forming a space 44 between the motor generator 2 and the bulging portion 21B.

[0115] The cylindrical fitting portion 21c of the bulge portion 21B and the cylindrical fitting portion 2a of the motor generator 2 are arranged in the space portion 44, and the cylindrical fitting portion 2a and the cylindrical fitting portion 21c form a connecting portion that connects the motor generator 2 and the bulge portion 21B.

[0116] As shown in FIG. 1, a boss portion 2c is formed at the right end portion of the motor generator 2, and the boss portion 2c is fastened to a bracket 45.

[0117] Bracket 45 is fastened to cylinder block 6 with bolts 60A, and motor generator 2 is fixed to cylinder block 6 by bracket 45. In other words, motor generator 2 is fixed to bulging portion 21B and cylinder block 6.

[0118] As shown in FIG. 5, an opening 21f is formed in the left side wall 21L of the bulging portion 21B, and the drive gear 41B of the motor 41 is inserted into the bulging portion 21B through the opening 21f.

[0119] An oil seal 46 is provided between the drive gear 41B and the opening 21f, and the inside of the bulging portion 21B is sealed liquid-tight by the oil seal 46.

[0120] As shown in Fig. 6, two bosses 21e are formed on the left side wall 21L of the bulging portion 21B. Two bosses 41a are formed on the motor 41, and the bosses 41a are fastened to the bosses 21e by bolts 60B. In this way, the motor 41 is fixed to the bulging portion 21B.

[0121] The motor 41 is smaller and lighter than the motor generator 2, and is attached to the bulging portion 21B in a cantilevered state (a state in which only one end is fixed).

[0122] On the other hand, the motor generator 2, which is heavier than the motor 41, is fixed to the bulging portion 21B at three locations and is also fixed to the cylinder block 6 at one location. Since the protruding right end portion is fixed to the cylinder block 6, the support rigidity of the motor generator 2 is higher than that of the motor 41.

[0123] This allows the motor generator 2 to reinforce the bulging portion 21B, increasing the rigidity of the bulging portion 21B. Therefore, even if the motor 41 is cantilevered and fixed to the bulging portion 21B, the highly rigid bulging portion 21B can increase the support rigidity of the motor 41, thereby suppressing vibration of the motor 41 due to vibration of the internal combustion engine 1. As a result, the durability of the motor 41 can be improved.

[0124] 1, the motor generator 2 is disposed outside the case member 21 on the right side wall 21R side (one side) of the bulging portion 21B. The motor 41 is disposed outside the case member 21 on the left side wall 21L side (the other side) of the bulging portion 21B opposite the motor generator 2.

[0125] Specifically, the motor generator 2 is attached to the bulging portion 21B so that its axial direction is along the left-right direction, and is disposed so as to protrude from the bulging portion 21B to the rear of the cylinder block 6, and is disposed so as to extend along the cylinder block 6 and face the cylinder block 6 in the front-rear direction. In other words, the motor generator 2 is disposed on the internal combustion engine 1 side of the bulging portion 21B.

[0126] The motor 41 protrudes from the bulging portion 21B toward the transmission 3, and is disposed above the transmission 3. In this way, the motor generator 2 and the motor 41 are arranged on the left and right sides of the bulging portion 21B. The motor generator 2 and the motor 41 are arranged with the bulging portion 21B sandwiched between them, and are arranged so as to protrude vertically (in the left-right direction) from the surface of the bulging portion 21B.

[0127] As shown in FIG. 2, the motor generator 2 and the catalytic converter 11 are disposed at the same position in the left-right direction.

[0128] That is, the motor generator 2 is disposed so as to sandwich the internal combustion engine 1 between the motor generator 2 and the catalytic converter 11 in the front-rear direction, and the motor generator 2 and the catalytic converter 11 are disposed in front of and behind the cylinder block 6.

[0129] 3, the motor generator 2 and the catalytic converter 11 are disposed at the same height in the vertical direction and are disposed at approximately the same distance from the crankshaft 1A of the internal combustion engine 1.

[0130] The motor generator 2 and catalytic converter 11 are disposed at approximately equal distances from an axis (imaginary line L) that passes through the internal combustion engine side mount device 51 and the transmission side mount device 52. In other words, the motor generator 2 and catalytic converter 11 are disposed in a balanced manner in front of and behind the mount axis.

[0131] As shown in FIGS. 2 and 3, the motor generator 2 is disposed above the right drive shaft 20R.

[0132] The motor generator 2 is disposed below the intake manifold 10 and is sandwiched in the vertical direction between the right drive shaft 20R and the intake manifold 10. In this embodiment, the right drive shaft 20R constitutes a drive shaft.

[0133] The rear side of the internal combustion engine 1 where the motor generator 2 is arranged is the intake side where the intake manifold 10 is arranged, and the ambient temperature is lower than that of the front side of the internal combustion engine 1 where the radiator 5 and catalytic converter 11 are arranged.

[0134] The motor generator 2 is an air-cooled type, and has an air intake (not shown) formed at the left end and an air exhaust (not shown) formed at the right end.

[0135] As a result, the relatively low-temperature air in the space 44 is allowed to flow from the air intake into the motor-generator 2 and then discharged from the air outlet, thereby efficiently cooling the motor-generator 2. In addition, the area around the motor-generator 2 is exposed to the wind generated by running, allowing the motor-generator 2 to be cooled from the outside.

[0136] As shown in Figures 3 and 4, the space 44 is an open space except for the front side (the cylinder block 6 side), making it possible to easily take in relatively low-temperature air from the surrounding area, thereby more effectively improving the cooling efficiency of the motor generator 2.

[0137] As shown in Figures 1 and 5, the motor 41 arranged on the transmission 3 side is located above the upper wall 14a of the right case 14, and is inserted between the left case 13 and the bulge portion 21B in the left-right direction (vehicle width direction).

[0138] 5 and 6, the vertical wall 14B of the light case 14 extends above the top wall 14a of the light case 14 so as to face the motor 41 in the axial direction of the rotation shaft 17 of the secondary sheave. In other words, the vertical wall 14B is arranged side by side with the motor 41 in the vehicle width direction.

[0139] In the power transmission device 4 of this embodiment, during engine running, in which the hybrid vehicle is driven by the power of the internal combustion engine 1, the wet clutch 26 is in an engaged state.

[0140] As a result, the power of the internal combustion engine 1 is transmitted to the torque converter via the damper input member 23, the coil spring 25, the damper output member 24, the clutch input member 27, the input side friction plate 30, the output side friction plate 31 and the driven gear 28, and then transmitted from the torque converter to the continuously variable transmission via the forward / reverse switching mechanism 15.

[0141] Furthermore, during motor running, in which the internal combustion engine 1 is stopped and the hybrid vehicle is driven by the power of the motor generator 2, the wet clutch 26 is disengaged.

[0142] As a result, the power of the motor generator 2 is transmitted to the torque converter via the rotating shaft 35A, drive gear 35 and driven gear 28, and then transmitted from the torque converter to the continuously variable transmission via the forward / reverse switching mechanism 15.

[0143] Furthermore, during hybrid driving in which the hybrid vehicle is driven by the power of the internal combustion engine 1 and the motor generator 2, by connecting the wet clutch 26, power is transmitted from the internal combustion engine 1 and the motor generator 2 to the transmission 3 via a power transmission path similar to the power transmission path from the internal combustion engine 1 to the transmission 3 and the power transmission path from the motor generator 2 to the transmission 3 described above.

[0144] In hybrid running, the internal combustion engine 1 can be operated in a fuel-efficient state, and the acceleration performance of the hybrid vehicle can be improved.

[0145] Furthermore, when the hybrid vehicle is decelerating (regenerating), the wet clutch 26 is disengaged, thereby completely separating the internal combustion engine 1 from the drive wheels.

[0146] As a result, the power of the drive wheels is transmitted to the transmission 3 via the left and right drive shafts 20L, 20R and the differential 16. The power of the drive wheels is transmitted from the transmission 3 to the motor generator 2 via the driven gear 28, and the motor generator 2 performs regeneration.

[0147] When the hybrid vehicle is decelerating, the internal combustion engine 1 is completely disconnected from the drive wheels and engine braking does not occur, so energy loss due to engine braking is reduced and the power transmitted from the transmission 3 to the power transmission device 4 is transmitted only to the motor generator 2, allowing efficient regeneration by the motor generator 2.

[0148] Next, the effects of the power transmission device 4 for the hybrid vehicle of this embodiment will be described. The power transmission device 4 of this embodiment is arranged between the internal combustion engine 1 and the transmission 3 and includes a wet clutch 26 that can connect and disconnect the transmission of power between the internal combustion engine 1 and the transmission 3, a drive gear 35 and a driven gear 28 that transmit power between the motor generator 2 and the transmission 3, a release mechanism 36 that connects and disconnects the wet clutch 26, and a case member 21.

[0149] The case member 21 has a motor 41 that operates the release mechanism 36, a case main body 21A that houses the damper 22, the wet clutch 26, the drive gear 35, the driven gear 28 and the release mechanism 36, and a bulging portion 21B that bulges radially outward from the case main body 21A and houses a driven plate 37A that forms part of the release mechanism 36, and the motor 41 is located outside the case member 21 and on the transmission 3 side of the bulging portion 21B.

[0150] In this way, by disposing the motor 41 outside the case member 21, it is possible to prevent an increase in the thickness of the case main body 21A that houses the damper 22, the wet clutch 26, the driven gear 28, and the release mechanism 36, and to prevent an increase in the size of the power transmission device 4. In other words, it is possible to make the case main body 21A thinner.

[0151] In other words, by consolidating the damper 22, wet clutch 26, driven gear 28 and release mechanism 36 in the case main body 21A, attaching the motor 41 externally to the bulge 21B and accommodating the cam plate 37 driven by the motor 41 in the bulge 21B, the thickness of the case main body 21A can be reduced and it can be placed between the internal combustion engine 1 and the transmission 3.

[0152] This reduces the overall length (dimension in the vehicle width direction) of the internal combustion engine 1, the transmission 3, and the power transmission device 4. As a result, the internal combustion engine 1 and the transmission 3, including the power transmission device 4, can be made smaller, improving the mountability of the internal combustion engine 1 and the transmission 3 in a hybrid vehicle.

[0153] Furthermore, according to the power transmission device 4 of this embodiment, the motor 41 is fixed to the bulging portion 21B.

[0154] This eliminates the need to mount the motor 41 on the transmission case 12 of the transmission 3, and eliminates the need to form a highly accurate mounting surface for mounting the motor 41 on the transmission case 12. As a result, the manufacture of the transmission 3 can be facilitated, and the productivity of the transmission 3 can be improved.

[0155] Furthermore, according to the power transmission device 4 of this embodiment, the transmission 3 has a left case 13 and a right case 14 that is arranged on the internal combustion engine 1 side of the left case 13 and fastened to the left case 13.

[0156] The right case 14 has an upper wall 14a that is located at a lower position than the upper wall 13a of the left case 13. In addition, the motor 41 is located above the upper wall 14a of the right case 14, and a part of it is inserted between the left case 13 and the bulging portion 21B in the left-right direction.

[0157] This allows the motor 41 to be placed in the dead space formed between the bulge portion 21B and the transmission 3 in the vehicle width direction, eliminating the need to secure a large space for placing the motor 41 around the internal combustion engine 1 and the transmission 3.

[0158] This prevents the motor 41 from interfering with on-board components around the transmission 3. In addition, the internal combustion engine 1 and the transmission 3, including the power transmission device 4, can be further reduced in size, and the mountability of the internal combustion engine 1 and the transmission 3 in a hybrid vehicle can be more effectively improved.

[0159] Furthermore, according to the power transmission device 4 of this embodiment, the rotary shaft 17 of the secondary sheave is housed in the left case 13, and the right case 14 has a vertical wall 14B that closes the internal space 13S of the left case 13.

[0160] The vertical wall 14B extends upward from the upper wall 14a of the light case 14 so as to face the motor 41 in the axial direction of the rotating shaft 17, and a bearing support portion 14b is provided on the vertical wall 14B to rotatably support the end of the rotating shaft 17 via a bearing 53A.

[0161] The vertical wall 14B on which the bearing support portion 14b is formed extends upward from the upper wall 14a of the light case 14 so as to face the motor 41 in the axial direction of the rotating shaft 17. Therefore, by placing the motor 41 on the side of the vertical wall 14B so that it faces the vertical wall 14B in the axial direction of the rotating shaft 17, the motor 41 can be placed by utilizing the dead space formed between the vertical wall 14B of the light case 14 and the internal combustion engine 1, thereby eliminating the need to secure a large space for placing the motor 41 around the internal combustion engine 1 and the transmission 3.

[0162] Furthermore, according to the power transmission device 4 of this embodiment, the differential device 16 is connected to the left drive shaft 20L and the right drive shaft 20R.

[0163] The bulging portion 21B extends from the upper portion of the case main body 21A rearward of the cylinder block 6 of the internal combustion engine 1, and the motor generator 2 is disposed above the right drive shaft 20R.

[0164] This allows the motor generator 2, which is larger than the motor 41, to be placed in the dead space above the right drive shaft 20R, eliminating the need to secure a large space for placing the motor generator 2 around the internal combustion engine 1 and transmission 3.

[0165] This prevents the motor generator 2 from interfering with on-board components around the internal combustion engine 1. In addition, the internal combustion engine 1 and transmission 3, including the power transmission device 4, can be made even more compact, and the mountability of the internal combustion engine 1 and transmission 3 in a hybrid vehicle can be more effectively improved.

[0166] Furthermore, according to the power transmission device 4 of this embodiment, the intake manifold 10 is connected to the rear surface of the cylinder head 7 .

[0167] In addition, the bulge portion 21B extends from the upper portion of the case main body portion 21A rearward of the cylinder block 6 of the internal combustion engine 1, and the motor generator 2 is positioned below the intake manifold 10 and above the right drive shaft 20R.

[0168] This allows the motor generator 2, which is larger than the motor 41, to be placed in the dead space above the right drive shaft 20R, and also allows it to be placed around the internal combustion engine 1 on the intake manifold 10 side, where the ambient temperature is lower than on the radiator 5 and catalytic converter 11 side.

[0169] Therefore, the motor generator 2 is prevented from being exposed to high temperatures, and the durability of the motor generator 2 can be improved.

[0170] Although the power transmission device 4 of this embodiment is applied to a two-wheel drive transmission 3, it may also be applied to a four-wheel drive transmission 3 as shown in FIGS.

[0171] In this case, the motor generator 2 may be disposed in the dead space above the transfer device 61.

[0172] 9 and 10, a transfer device 61 can be disposed below the bulging portion 21B. The transfer device 61 is provided with a connection portion 62 to which a propeller shaft (not shown) is connected, which transmits the power of the internal combustion engine 1 to rear wheels (not shown).

[0173] While an embodiment of the present invention has been disclosed, it will be apparent to one skilled in the art that modifications may be made thereto without departing from the scope of the present invention, and it is intended that all such modifications and equivalents be included in the following claims. [Explanation of symbols]

[0174] 1. Internal combustion engine 2 Motor generator (rotating electric machine) 3-speed 10. Intake manifold 13 Left case (first transmission case) 13a Upper wall (upper wall of first transmission case) 13S internal space (internal space of the first transmission case) 14 Light case (second transmission case) 14a Upper wall (upper wall of second transmission case) 14B Vertical wall 14b Bearing support part 16 Differential device 17 Rotation axis 20R Right Drive Shaft (Drive Shaft) 21 Case material 21A Case body 21B Bulge 26 Wet clutch (clutch) 28 Driven gear (reduction gear pair) 35 Drive gear (reduction gear pair) 36 Release mechanism (release member) 37A Driven plate (part of release member) 41 Motor (actuator) 53A bearing

Claims

1. A power transmission device for a hybrid vehicle, comprising: a clutch disposed between an internal combustion engine and a transmission, capable of connecting and disconnecting power transmission between the internal combustion engine and the transmission; a reduction gear pair that transmits power between a rotary electric machine and the transmission; a release member that connects and disconnects the clutch; an actuator that operates the release member; and a case member, the case member has a case main body portion that houses the clutch, the reduction gear pair, and the release member, and a bulging portion that bulges outward in the radial direction from the case main body portion and houses a portion of the release member, 10. A power transmission device for a hybrid vehicle, wherein the actuator is disposed outside the case member and on the transmission side with respect to the bulging portion.

2. 2. The power transmission device for a hybrid vehicle according to claim 1, wherein the actuator is fixed to the bulging portion.

3. the transmission includes a first transmission case and a second transmission case that is disposed on the internal combustion engine side with respect to the first transmission case and is fastened to the first transmission case, the second transmission case has an upper wall located at a lower position than an upper wall of the first transmission case, 3. The power transmission device for a hybrid vehicle according to claim 1, wherein the actuator is located above the upper wall of the second transmission case and is inserted between the first transmission case and the bulge portion in the left-right direction.

4. a rotating shaft is housed in the first transmission case, the second transmission case has a vertical wall that closes an internal space of the first transmission case, the vertical wall extends upward from the top wall of the second transmission case so as to face the actuator in the axial direction of the rotation shaft, 4. The power transmission device for a hybrid vehicle according to claim 3, wherein the vertical wall is provided with a bearing support portion that rotatably supports an end of the rotary shaft via a bearing.

5. A drive shaft is connected to the transmission, the bulging portion extends from an upper portion of the case main body portion rearward of the internal combustion engine, 5. The power transmission device for a hybrid vehicle according to claim 4, wherein the rotating electric machine is disposed above the drive shaft.

6. A drive shaft is connected to the transmission, an intake manifold connected to a rear surface of the internal combustion engine; the bulging portion extends from an upper portion of the case main body portion rearward of the internal combustion engine, 5. The power transmission device for a hybrid vehicle according to claim 4, wherein the rotating electric machine is disposed below the intake manifold and above the drive shaft.

Images