Powertrain unit

Abstract

Provided is a vehicle body structure of a hybrid vehicle that uses a vehicle frame including: a first mount for fixing a first engine at a position overlapping the first engine; and a second mount for fixing a first driving force transmission mechanism at a position overlapping the first driving force transmission mechanism. The vehicle body structure includes: a second engine disposed at a location of the vehicle frame where the first engine can be mounted; a power generation mechanism that generates power by means of the driving force of the second engine; a drive motor; and a second driving force transmission mechanism that transmits the driving force of the drive motor to a drive shaft. The second engine, the power generation mechanism, the drive motor, and the second driving force transmission mechanism are unitarily combined to form a drive unit. The drive unit is disposed so as to overlap the first mount and the second mount. A section of the drive unit corresponding to the second engine is fixed to the first mount, and a section of the drive unit other than the section corresponding to the second engine is fixed to the second mount.

Description

Hybrid vehicle body structure

[0001] The present invention relates to a vehicle body structure for a hybrid vehicle.

[0002] JP2020-29189A discloses a hybrid vehicle that uses an engine and a motor as a driving force source, without changing the body structure or layout of an existing gasoline vehicle as much as possible.

[0003] However, in JP2020-29189A, when installing an engine and motor on the vehicle frame of an existing gasoline vehicle, new mounts for fixing them to the vehicle frame may need to be attached to the vehicle frame, or brackets may need to be prepared for attaching the engine and motor to the existing mounts, which increases the number of parts, reduces work efficiency, and increases costs.

[0004] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a vehicle body structure for a hybrid vehicle that improves work efficiency when constructing a hybrid vehicle using the vehicle frame of an existing gasoline vehicle.

[0005] According to one aspect of the present invention, there is provided a vehicle body structure for a hybrid vehicle using a vehicle frame that can mount a first engine and a first driving force transmission mechanism that transmits driving force from the first engine to a drive shaft that supports drive wheels, and that includes a first mount that secures the first engine at a position that overlaps the first engine after mounting, and a second mount that secures the first driving force transmission mechanism at a position that overlaps the first driving force transmission mechanism after mounting. This vehicle body structure also includes a second engine disposed in a position on the vehicle frame where the first engine can be mounted, a power generation mechanism that generates electricity using driving force from the second engine, a drive motor, and a second driving force transmission mechanism that transmits driving force from the drive motor to the drive shaft. The second engine, the power generation mechanism, the drive motor, and the second driving force transmission mechanism form a single combined drive unit. Furthermore, the drive unit is arranged to overlap the first mount and the second mount, and the portion of the drive unit related to the second engine is fixed to the first mount, and the portion of the drive unit other than the portion related to the second engine is fixed to the second mount.

[0006] FIG. 1 is a plan view of a vehicle frame to which the vehicle body structure of a hybrid vehicle of the first embodiment is applied, the vehicle frame being a four-wheel drive vehicle equipped with a powertrain that uses an internal combustion engine as a drive source rather than a motor. FIG. 2 is a plan view of the vehicle body structure of the hybrid vehicle of the first embodiment. FIG. 3 is a plan view of the vehicle body structure of a hybrid vehicle of the second embodiment. FIG. 4 is a plan sectional view of a drive unit constituting the vehicle body structure of the hybrid vehicle of the second embodiment. FIG. 5 is a side sectional view of a drive unit constituting the vehicle body structure of the hybrid vehicle of the second embodiment. FIG. 6 is a sectional view from the rear of the vehicle of a reducer constituting the vehicle body structure of the hybrid vehicle of the second embodiment. FIG. 7 is a plan view of the vehicle body structure of a hybrid vehicle of the third embodiment. FIG. 8 is a plan view of the vehicle body structure of a hybrid vehicle of the fourth embodiment.

[0007] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0008] [Vehicle Frame 100 for Hybrid Vehicle] FIG. 1 is a plan view of a vehicle frame 100 to which the body structure of a hybrid vehicle of the first embodiment is applied, the vehicle frame 100 being a four-wheel drive vehicle equipped with a powertrain (first engine 41, first driving force transmission mechanism 42, front shaft 23A, front differential 22) that uses an internal combustion engine (ICE) as a drive source rather than a motor (e.g., front drive motor 63 (FIG. 2)) as a drive source.

[0009] As shown in FIG. 1, a vehicle frame 100 includes a main frame 1, a front suspension 2, and a rear suspension 3, and is capable of mounting a first engine 41 and a first driving force transmission mechanism 42 thereon.

[0010] The main frame 1 includes a pair of side members 11 that extend in the front-to-rear direction of the vehicle and are arranged at a predetermined interval in the width direction of the vehicle, and a plurality of cross members 12 that extend in the width direction of the vehicle and connect the pair of side members 11. The cross members 12 are arranged in the order of cross member 12A to cross member 12E from the front of the vehicle. Here, cross member 12B is arranged so that its upper surface is lower than the side members 11, and the first driving force transmission mechanism 42 is fixed to it. Furthermore, the portion of cross member 12C that overlaps with the rear shaft 33 (described below) in a plan view is curved upward so as not to interfere with the rear shaft 33.

[0011] The front suspension 2 includes a front subframe 21 (suspension member) extending in the vehicle width direction, springs (not shown) attached to both ends of the front subframe 21 and supporting the side members 11, and shock absorbers (not shown) that absorb vibrations from the road surface. Furthermore, a front differential gear (hereinafter referred to as a "front differential 22") is mounted on the front subframe 21. The front differential gear has a driving force input side connected to a front shaft 23A (propeller shaft) and a driving force output side connected to a front drive shaft 24 that journals front wheels 25, and a steering device (not shown).

[0012] The rear suspension 3 includes a rear subframe 31 (suspension member) extending in the width direction of the vehicle, springs (not shown) attached to both ends of the rear subframe 31 and supporting the side members 11, and shock absorbers (not shown) that absorb vibrations from the road surface. Furthermore, a rear differential gear (hereinafter referred to as "rear differential 32") is mounted on the rear subframe 31. The input side of the driving force is connected to a rear shaft 33 (propeller shaft) and the output side of the driving force is connected to a rear driveshaft 34 that supports rear wheels 35.

[0013] A first engine 41 is mounted on the front subframe 21. The first engine 41 is disposed at a position overlapping with a first mount 26 attached to the front subframe 21, and the first engine 41 is fixed to the first mount 26. Here, the first mounts 26 are disposed, for example, as a pair, and are disposed at positions on the front subframe 21 adjacent to the side members 11 in a plan view, and are arranged side by side in the width direction. In addition, the first mounts 26 may be configured in any manner as long as they can fix the first engine 41 (housing) to the front subframe 21, such as a fastening mechanism using bolts.

[0014] The first engine 41 is an internal combustion engine that receives fuel from the tank 5, burns a mixture of fuel and outside air in a combustion chamber, converts the explosive force generated during combustion into driving force, and outputs the driving force to the first driving force transmission mechanism 42.

[0015] The first driving force transmission mechanism 42 is connected to the first engine 41. The first driving force transmission mechanism 42 includes, for example, a reducer (not shown) that outputs the driving force of the first engine 41 while reducing the rotational speed of the first engine 41, and a transfer (not shown) that distributes the driving force of the first engine 41 transmitted via the reducer (not shown) to the front shaft 23A and the rear shaft 33.

[0016] The first driving force transmission mechanism 42 is disposed so as to overlap the cross member 12B. In this case, a reduction gear (not shown) or a transfer (not shown) overlaps the cross member 12B. A second mount 27 is disposed on the cross member 12B at a position overlapping the first driving force transmission mechanism 42 (the center of the vehicle width direction), and the first driving force transmission mechanism 42 is fixed to the second mount 27. The second mount 27 is configured with a fastening mechanism similar to that of the first mount 26, and one or more second mounts 27 are disposed. When multiple second mounts 27 are disposed, they are preferably disposed side by side in the vehicle width direction. This increases rigidity against a moment in the vehicle width direction generated by driving the first driving force transmission mechanism 42 (front drive motor 63), thereby suppressing vibration.

[0017] The vehicle frame 100 to which the hybrid vehicle body structure of the present invention is applied is not limited to the vehicle frame 100 of a four-wheel drive vehicle shown in Fig. 1, but may also be a vehicle frame of a two-wheel drive vehicle (not shown). Furthermore, with regard to two-wheel drive vehicles, the vehicle frame (not shown) of a front-wheel drive vehicle in which the engine is located at the front of the vehicle, and the vehicle frame (not shown) of a rear-wheel drive vehicle in which the engine is located at the rear of the vehicle may also be applied.

[0018] [Vehicle Body Structure of Hybrid Vehicle of First Embodiment] Fig. 2 is a plan view of the vehicle body structure of the hybrid vehicle of the first embodiment. As shown in Fig. 2, the vehicle body structure of the hybrid vehicle of the present invention has the front drive unit 6, rear drive unit 7, etc. arranged on the vehicle frame 100 shown in Fig. 1.

[0019] The front drive unit 6 includes a second engine 61 and a motor drive unit 62, which are integrated together.

[0020] The second engine 61 is an internal combustion engine similar to the first engine 41, and may have the same specifications as or different specifications from the first engine 41. In addition, it is preferable that the outer shape (housing) of the second engine 61 in a plan view is substantially the same as the outer shape (housing) of the first engine 41 in a plan view.

[0021] The second engine 61 is disposed in substantially the same position as the first engine 41 on the front subframe 21 , and is fixed to the first mount 26 at a position where it overlaps with the first mount 26 .

[0022] The motor drive unit 62 includes a front drive motor 63 (FIGS. 3 and 4) not shown in FIG. 2, and transmits the drive force to the front shaft 23B. Here, the front shaft 23B may be the same as or different from the front shaft 23A.

[0023] The motor drive unit 62 generates electricity using the driving force of the second engine 61 and charges the battery 8 .

[0024] The motor drive unit 62 is disposed so as to overlap the cross member 12B in a plan view, and further so as to overlap the second mount 27. The motor drive unit 62 is fixed to the second mount 27.

[0025] The rear drive unit 7 is an integrated unit comprising a rear drive motor (not shown), a reducer (not shown) that reduces the rotational speed of the rear drive motor and outputs the driving force of the rear drive motor (not shown), and a rear differential (not shown, which may be the rear differential 32 in Figure 1) that transmits the driving force of the rear drive motor (not shown) transmitted via the reducer (not shown) to the rear drive shaft 34.

[0026] The battery 8 is attached to, for example, the underside of the cross member 12C or the newly added cross member 12F. The tank 5 that stores fuel consumed by the second engine 61 is fixed to, for example, the upper surfaces of the cross members 12C and 12F.

[0027] The front drive motor 63 and the rear drive motor (not shown) are driven by power supplied from the battery 8, and when regenerative power is generated in the front drive motor 63 and the rear drive motor (not shown), the regenerative power is charged into the battery 8.

[0028] The vehicle body structure of the hybrid vehicle of the present invention can be constructed using the vehicle frame 100 of an existing engine vehicle almost as is, thereby reducing manufacturing costs.

[0029] As shown in FIGS. 1 and 2 , in a frame-type four-wheel drive vehicle, the first engine 41, the transmission (not shown), and the transfer case (not shown) are typically arranged in this order from front to back in the vehicle longitudinal direction. In this case, the heaviest components are arranged from the front of the vehicle. Furthermore, the transfer case (not shown) is connected to the front shaft 23A extending forward of the vehicle and the rear shaft 33 extending rearward of the vehicle, as described above. The front shaft 23A is connected to the front differential 22, and the rear shaft 33 is connected to the rear differential 32. In this case, the powertrain (first engine 41, first driving force transmission mechanism 42) is preferably mounted (fixed) at the four corners of the heaviest first engine 41, or at two points at the center of the first engine 41 in the longitudinal direction of the vehicle and at both ends in the width direction (or at two axial ends of the engine shaft 611 ( FIGS. 4 and 5 )), or at one or more points on the transmission (not shown) or the transfer case (not shown). Furthermore, the front shaft 23B and rear shaft 33, which are light in mass and are rotating bodies, are connected to the front differential device 22 and the rear differential device 32, respectively, without being fixed midway.

[0030] As shown in FIG. 1 , when the distance between the first mount 26 and the second mount 27 in the vehicle's longitudinal direction is A and the distance between the second mount 27 and the longitudinal center of the vehicle frame 100 (dotted line C) in the vehicle's longitudinal direction is B, it is preferable that the relationship A > B be satisfied. Conventionally, in an ICE vehicle ( FIG. 1 ), the front axle (powertrain) is fixed by the first mount 26 and the second mount 27. Meanwhile, the rear axle is fixed to a rear subframe 31, and the rear differential 32 is fixed to the rear subframe 31. The rear shaft 33 is also lightweight relative to the drive units (front drive unit 6, rear drive unit 7). Therefore, by satisfying the relationship A > B, i.e., by ensuring that A is sufficiently greater than B, the drive unit can be fixed to the mounts at the vehicle's longitudinal end portions, avoiding a cantilevered state.

[0031] 2, it is preferable that the distance in the vehicle's longitudinal direction between the position where the front drive unit 6 is fixed by the first mount 26 and the position where the front drive unit 6 is fixed by the second mount 27 is A, and the distance in the vehicle's longitudinal direction between the position where the front drive unit 6 is fixed by the second mount 27 and the position of the vehicle frame 100 that is the center in the vehicle's longitudinal direction (dotted line C) is B. In this case, for example, it is preferable that the front drive unit 6 be fixed at a position where it overlaps with the first mount 26 and a position where it overlaps with the second mount 27 in a plan view.

[0032] This eliminates the need to provide new fixing points (mounts) on the vehicle frame 100. Furthermore, the weight balance of the entire vehicle frame 100 when the front drive unit 6 (second engine 61, motor drive unit 62) is mounted on the vehicle frame 100 is similar to the weight balance of the entire vehicle frame 100 when the first engine 41 and first driving force transmission mechanism 42 are mounted on the vehicle frame 100. Therefore, a four-wheel drive vehicle equipped with the first engine 41 and first driving force transmission mechanism 42 on the vehicle frame 100 can be converted into a hybrid vehicle without impairing the driving performance of the four-wheel drive vehicle, thereby reducing the number of new optimization processes and thereby reducing costs.

[0033] [Vehicle body structure of hybrid vehicle according to second embodiment] Figure 3 is a plan view of the vehicle body structure of a hybrid vehicle according to the second embodiment. Figure 4 is a plan cross-sectional view of a drive unit (front drive unit 6) constituting the vehicle body structure of a hybrid vehicle according to the second embodiment. Figure 5 is a side cross-sectional view of a drive unit (front drive unit 6) constituting the vehicle body structure of a hybrid vehicle according to the second embodiment. Figure 6 is a cross-sectional view of a reducer 66 constituting the vehicle body structure of a hybrid vehicle according to the second embodiment, viewed from the rear of the vehicle.

[0034] The vehicle body structure of the hybrid vehicle of the second embodiment is a more detailed disclosure of the front drive unit 6 of the first embodiment.

[0035] As shown in Figure 3, in the second embodiment, the front drive unit 6 is composed of a second engine 61, a gearbox 64 (power generation mechanism), a generator 65 (power generation mechanism), a reducer 66 (second driving force transmission mechanism), and a front drive motor 63, which are combined and arranged in a line in the above order from the front of the vehicle.

[0036] In a plan view, the portion of the front drive unit 6 that is related to the speed reducer 66 overlaps with the cross member 12B and the second mount 27, and this portion is fixed to the second mount 27.

[0037] 4 and 5 , the front drive motor 63 includes a stator 631, a rotor 632 housed in the stator 631, and a motor shaft 633 (rotor shaft) that axially supports the rotor 632. The motor shaft 633 connects the front drive motor 63 and the reducer 66 and serves as a shaft that transmits the driving force of the front drive motor 63 to the reducer 66.

[0038] In the second embodiment, the front drive motor 63 and the reducer 66 are disposed rearward of the second mount 27 and are cantilevered by the second mount 27. In this case, when the front drive motor 63 vibrates, the cantilevered portion can become a seismic source.

[0039] Therefore, in the second embodiment, the front drive unit 6 is fixed to the cross member 12B in such a way that the motor shaft 633 overlaps the second mount 27 in a plan view (see FIG. 6 ). This allows the motor shaft 633 and the second mount 27 to be arranged symmetrically across the width of the vehicle, reducing vibrations caused by rotation of the motor shaft 633 and moment forces in the width direction.

[0040] The reducer 66 reduces the rotational speed of the front drive motor 63 and transmits the driving force of the front drive motor 63 to the front shaft 23B. As shown in Figures 4, 5, and 6, the reducer 66 includes a gear 661 journaled on the motor shaft 633, a gear 663 engaged with the gear 661, having a larger diameter than the gear 661, and journaled on an intermediate shaft 662, a gear 664 journaled on the intermediate shaft 662 and having a smaller diameter than the gear 663, and a gear 665 engaged with the gear 664, having a larger diameter than the gear 664, and journaled on the front shaft 23B. Here, if the diameter of the gear 661 is R1, the diameter of the gear 663 is R2, the diameter of the gear 664 is R3, and the diameter of the gear 665 is R4, the reduction ratio of the reducer 66 is (R2 / R1) (R2 / R3) (R4 / R3).

[0041] 6, with regard to the front shaft 23B, the intermediate shaft 662, and the motor shaft 633, the motor shaft 633 is disposed at the lowest height position, the front shaft 23B is disposed at the highest height position, and the intermediate shaft 662 is disposed at a height position between the height positions of the motor shaft 633 and the front shaft 23B. In this way, by disposing the motor shaft 633, which connects the front drive motor 63 and the speed reducer 66, closer to the second mount 27 in the vertical direction of the vehicle than the intermediate shaft 662 and the front shaft 23B (at the lowest position), it is possible to reduce the moment force of the motor shaft 633 on the second mount 27 (cross member 12B).

[0042] The speed-increasing gear 64 increases the rotational speed of the second engine 61 and transmits the driving force of the second engine 61 to the generator 65. As shown in FIGS. 4 and 5 , the speed-increasing gear 64 includes a gear 641 journaled on an engine shaft 611 extending from the second engine 61 (not shown in FIGS. 4 and 5 ), and a gear 642 engaged with the gear 641, having a smaller diameter than the gear 641, and journaled on a generator shaft 653. Here, if the diameter of the gear 641 is R5 and the diameter of the gear 642 is R6, the speed-increasing ratio of the speed-increasing gear 64 is R5 / R6. Note that the speed-increasing gear 64 may be omitted, and the driving force of the second engine 61 may be directly transmitted to the generator 65.

[0043] 4 and 5, the motor shaft 633 and the generator shaft 653 are disposed at a position higher in the vehicle vertical direction than the second mount 27. The motor shaft 633 and the generator shaft 653 are disposed so that their axial directions are parallel to the front-to-rear direction of the vehicle, and are disposed so that the generator shaft 653 is aligned first and the motor shaft 633 is aligned from the front of the vehicle. Preferably, the generator shaft 653 and the motor shaft 633 are disposed so that their central axis extensions overlap each other on the axis P (coaxial arrangement).

[0044] Although the motor shaft 633 and the generator shaft 653 are not engaged with each other, if they were not arranged coaxially, the sources of moment force would not coincide in the axial direction, which could result in vibrations within the front drive unit 6. However, by arranging the motor shaft 633 and the generator shaft 653 coaxially as described above, the vibrations can be suppressed.

[0045] In addition, instead of arranging the motor shaft 633 and the generator shaft 653 coaxially, it is also preferable to arrange the motor shaft 633 at a lower height than the generator shaft 653, that is, to arrange the motor shaft 633 so that the distance between the motor shaft 633 and the second mount 27 in the vertical direction of the vehicle is shorter than the distance between the generator shaft 653 and the second mount 27 in the vertical direction of the vehicle.

[0046] This further reduces the moment force of the motor shaft 633 acting on the cross member 12B.

[0047] As shown in Figure 4, the reducer 66 (the part related to the reducer 66 of the front drive unit 6) has at least the part that houses the gear 665 as a protrusion 666 that protrudes in the width direction of the vehicle relative to the other parts of the front drive unit 6 (the front drive motor 63, the generator 65, and the gear box 64).

[0048] A reinforcing member 67 is interposed between the front drive motor 63 (the portion of the front drive unit 6 related to the front drive motor 63 ) and the protrusion 666 .

[0049] This increases the rigidity between the front drive motor 63 and the protrusion 666, and suppresses vibrations generated by the front drive motor 63.

[0050] 7 is a plan view of the vehicle body structure of a hybrid vehicle according to the third embodiment. The vehicle body structure of the hybrid vehicle according to the third embodiment is configured such that the second engine 61, the step-up gear 64, the generator 65, the front drive motor 63, and the reduction gear 66 are aligned in a line in this order from the front of the vehicle in the front drive unit 6. The portion of the front drive unit 6 related to the front drive motor 63 is fixed to the second mount 27 (cross member 12B).

[0051] In this case, too, the portion of the front drive unit 6 that is rearward of the vehicle from the second mount 27 is in a cantilevered state, with the front drive motor 63 being the base of the cantilevered portion and the reducer 66 being the tip of the cantilevered portion.

[0052] If a high-torque motor is used as the front drive motor 63, the outer diameter of the motor will be large and it will be heavy. Therefore, by positioning the front drive motor 63 at the base of the cantilever support portion, the effects of external vibrations on the cantilever support portion can be reduced. Furthermore, because the front drive motor 63 is directly fixed by the second mount 27, vibrations generated by the front drive motor 63 can be reduced.

[0053] [Vehicle Body Structure of Hybrid Vehicle According to Fourth Embodiment] Figure 8 is a plan view of the vehicle body structure of a hybrid vehicle according to the fourth embodiment. In the fourth embodiment, the front drive motor 63 and the generator 65 are combined and aligned in the vehicle width direction to form an integrated unit (second integrated unit). The reducer 66 and the speed-up gear 64 are combined to form a gearbox 68 (first integrated unit). Here, the components of the reducer 66 are arranged on the front shaft 23B side of the gearbox 68 in the vehicle width direction, and the components of the speed-up gear 64 are arranged on the opposite side. However, the components of the reducer 66 and the components of the speed-up gear 64 do not need to be completely separated in the width direction.

[0054] The front drive unit 6 is formed by assembling a second engine 61, a gearbox 68, and the second integrated component in this order, arranged in a line from the front of the vehicle.

[0055] The part of the front drive unit 6 relating to the second engine 61 is fixed to the first mount 26, and the part relating to the second integrated element (front drive motor 63, generator 65) is fixed to the second mount 27.

[0056] By mounting the front drive unit 6 on the vehicle frame 100 as described above, the portion of the front drive unit 6 from the second mount 27 to the rear of the vehicle, i.e., the cantilever support portion, is almost eliminated, so vibrations caused by the cantilever support portion can be suppressed.

[0057] [Effects of this embodiment] According to the vehicle body structure for a hybrid vehicle of this embodiment, a first engine 41 and a first driving force transmission mechanism 42 that transmits the driving force of the first engine 41 to a drive shaft (e.g., front drive shaft 24) that supports drive wheels (e.g., front wheels 25) can be mounted, and the vehicle body structure for a hybrid vehicle uses a vehicle frame 100 including a first mount 26 that fixes the first engine 41 at a position that overlaps with the first engine 41 after mounting, and a second mount 27 that fixes the first driving force transmission mechanism 42 at a position that overlaps with the first driving force transmission mechanism 42 after mounting, and a second engine 61 that is arranged on the vehicle frame 100 at a position that allows the first engine 41 to be mounted, a power generation mechanism (speed increaser 64, generator 65) that generates electricity using the driving force of the second engine 61, and a drive motor (front The front drive unit 6 includes a first engine 61, a power generation mechanism (speed increaser 64, generator 65), a drive motor (front drive motor 63), and a second drive force transmission mechanism (reduction gear 66) that transmits the drive force of the drive motor (front drive motor 63) to the drive shaft (front drive shaft 24). The second engine 61, the power generation mechanism (speed increaser 64, generator 65), the drive motor (front drive motor 63), and the second drive force transmission mechanism (reduction gear 66) are combined to form a single drive unit (front drive unit 6). The drive unit (front drive unit 6) is arranged so as to overlap the first mount 26 and the second mount 27. The portion of the drive unit (front drive unit 6) relating to the second engine 61 is fixed to the first mount 26, and the portion of the drive unit (front drive unit 6) other than the portion relating to the second engine 61 is fixed to the second mount 27.

[0058] With the above configuration, the drive unit (front drive unit 6) can be mounted on the vehicle frame 100 of an existing engine vehicle without providing a new mount on the vehicle frame 100, thereby improving work efficiency and reducing costs when building a hybrid vehicle using the vehicle frame 100 of an existing gasoline vehicle.

[0059] In this embodiment, when the first engine 41 and the first driving force transmission mechanism 42 can be mounted on the vehicle frame 100 at a position that is at the front of the vehicle, and the first engine 41 and the first driving force transmission mechanism 42 can be mounted on the vehicle frame 100 from the front of the vehicle in this order, the drive unit (front drive unit 6) is combined with the second engine 61, the power generation mechanism (speed increaser 64, generator 65), the second driving force transmission mechanism (reduction gear 66), and the drive motor (front drive motor 63) lined up in a row from the front of the vehicle, and the portion of the drive unit (front drive unit 6) related to the second driving force transmission mechanism (reduction gear 66) is fixed to the second mount 27.

[0060] With the above configuration, the portion of the drive unit (front drive unit 6) that is rearward of the second mount 27 is cantilevered by the second mount 27. Meanwhile, the second drive force transmission mechanism (reduction gear 66) is disposed in a region between the first mount 26 and the second mount 27 in the longitudinal direction of the vehicle. This avoids the need to dispose the second drive force transmission mechanism (reduction gear 66) in the cantilevered portion, which would increase the vehicle's width dimension, and reduces the effects of external vibration. Furthermore, because the components constituting the drive unit (front drive unit 6) are arranged in a line in the longitudinal direction of the vehicle, sufficient space can be secured for the drive unit (front drive unit 6) in the transverse direction of the vehicle. Furthermore, because the second drive force transmission mechanism (reduction gear 66) is disposed further forward of the drive motor (front drive motor 63), the front shaft 23B can be shortened accordingly, thereby suppressing vibration.

[0061] In this embodiment, when the first engine 41 and the first driving force transmission mechanism 42 can be mounted at a position at the front of the vehicle frame 100, and the first engine 41 and the first driving force transmission mechanism 42 can be mounted on the vehicle frame 100 in that order from the front of the vehicle, the drive unit (front drive unit 6) is combined with the second engine 61, power generation mechanism (speed increaser 64, generator 65), drive motor (front drive motor 63), and second driving force transmission mechanism (reduction gear 66) lined up in a row from the front of the vehicle, and the part of the drive unit (front drive unit 6) related to the drive motor (front drive motor 63) is fixed to the second mount 27.

[0062] If a high-torque motor is used as the drive motor (front drive motor 63), the outer diameter of the motor will be large and the motor will be heavy. Therefore, with the above configuration, by positioning the drive motor (front drive motor 63) at the base of the cantilever support portion, the effects of external vibrations on the cantilever support portion can be reduced. Furthermore, because the drive motor (front drive motor 63) is directly fixed by the second mount 27, vibrations generated by the drive motor (front drive motor 63) can be reduced.

[0063] In this embodiment, when the first engine 41 and the first driving force transmission mechanism 42 can be mounted on the vehicle frame 100 at a position that is at the front of the vehicle, and the first engine 41 and the first driving force transmission mechanism 42 can be mounted on the vehicle frame 100 in this order from the front of the vehicle, the power generation mechanism (speed-up gear 64, generator 65) includes a transmission (speed-up gear 64) that changes (increases) the rotational speed of the second engine 61 to output the driving force of the second engine 61, and a generator 65 that generates electricity using the driving force of the second engine 61 transmitted via the transmission (speed-up gear 64), The transmission (speed increaser 64) and the second driving force transmission mechanism (reduction gear 66) are combined together to form a first integrated element (gearbox 68), the drive motor (front drive motor 63) and the generator 65 are combined together and lined up in the width direction of the vehicle to form a second integrated element, and the drive unit (front drive unit 6) is combined with the second engine 61, the first integrated element (gearbox 68), and the second integrated element lined up in that order from the front of the vehicle, and the part of the drive unit (front drive unit 6) relating to the second integrated element is fixed to the second mount 27.

[0064] With the above-described configuration, the portion of the drive unit (front drive unit 6) from the second mount 27 to the rear of the vehicle, i.e., the cantilever support portion, is almost eliminated, so vibrations caused by the cantilever support portion can be suppressed.

[0065] In this embodiment, a differential gear (front differential device 22) is arranged on the drive shaft (front drive shaft 24) at the front of the vehicle that transmits the driving force of the first driving force transmission mechanism 42, and when the driving force output side of the first driving force transmission mechanism 42 and the driving force input side of the differential gear (front differential device 22) can be connected by a first propeller shaft (front shaft 23A), the driving force output side of the second driving force transmission mechanism (reduction gear 66) and the driving force input side of the differential gear (front differential device 22) are connected by a second propeller shaft (front shaft 23B).

[0066] With the above configuration, an existing differential gear (front differential device 22) can be applied to the hybrid vehicle of the present invention, thereby reducing costs.

[0067] In this embodiment, when the distance between the first mount 26 and the second mount 27 in the longitudinal direction of the vehicle is A and the distance between the second mount 27 and a position that is the center of the vehicle frame 100 in the longitudinal direction of the vehicle (dotted line C, Figure 1) is B, if the relationship A > B is satisfied, the distance between the position where the drive unit (front drive unit 6) is fixed by the first mount 26 and the position where it is fixed by the second mount 27 is A, and the distance between the position where the drive unit (front drive unit 6) is fixed by the second mount 27 and a position that is the center of the vehicle frame 100 (dotted line C, Figure 2) is B.

[0068] The above configuration eliminates the need to provide new fixing points (mounts) on the vehicle frame 100. Furthermore, the weight balance of the entire vehicle frame 100 when the front drive unit 6 (second engine 61, motor drive unit 62) is mounted on the vehicle frame 100 is similar to the weight balance of the entire vehicle frame 100 when the first engine 41 and first driving force transmission mechanism 42 are mounted on the vehicle frame 100. Therefore, a four-wheel drive vehicle equipped with the first engine 41 and first driving force transmission mechanism 42 on the vehicle frame 100 can be converted into a hybrid vehicle without impairing the driving performance of the four-wheel drive vehicle, thereby reducing the number of new optimization processes and thereby reducing costs.

[0069] In this embodiment, the first shaft (motor shaft 633) that connects the drive motor (front drive motor 63) and the second drive force transmission mechanism (reduction gear 66) is positioned so as to overlap with the second mount 27 in a planar view.

[0070] With the above configuration, the first shaft (motor shaft 633) and the second mount 27 are arranged symmetrically with respect to the width direction of the vehicle, thereby reducing vibrations caused by rotation of the first shaft (motor shaft 633) and moment forces in the width direction.

[0071] In this embodiment, the power generation mechanism (speed-up gear 64, generator 65) includes a transmission (speed-up gear 64) that changes (increases) the rotational speed of the second engine 61 to output the driving force of the second engine 61, and a generator 65 that generates electricity using the driving force of the second engine 61 transmitted through the transmission (speed-up gear 64).The second shaft (generator shaft 653) that connects the generator 65 and the transmission (speed-up gear 64) is arranged so as to be aligned with the first shaft (motor shaft 633) in the fore-and-aft direction of the vehicle, and is arranged so that the extension line of the rotation axis of the first shaft (motor shaft 633) and the extension line of the rotation axis of the second shaft (generator shaft 653) overlap each other.

[0072] Although the first shaft (motor shaft 633) and the second shaft (generator shaft 653) are not engaged with each other, if they were not coaxially arranged, the source of moment force would not coincide in the axial direction, which could cause vibrations within the drive unit (front drive unit 6). However, by arranging the first shaft (motor shaft 633) and the second shaft (generator shaft 653) coaxially as in the above configuration, the vibrations can be suppressed.

[0073] In this embodiment, the power generation mechanism (speed-up gear 64, generator 65) includes a transmission (speed-up gear 64) that changes (increases) the rotational speed of the second engine 61 to output the driving force of the second engine 61, and a generator 65 that generates electricity using the driving force of the second engine 61 transmitted through the transmission (speed-up gear 64).The second shaft (generator shaft 653) that connects the generator 65 and the transmission (speed-up gear 64) is arranged so as to be aligned with the first shaft (motor shaft 633) in the fore-and-aft direction of the vehicle, and is arranged so that the vertical distance between the first shaft (motor shaft 633) and the second mount 27 is shorter than the vertical distance between the second shaft (generator shaft 653) and the second mount 27.

[0074] With the above configuration, the moment force of the first shaft (motor shaft 633) against the vehicle frame 100 (cross member 12B) can be further reduced.

[0075] In this embodiment, the drive motor (front drive motor 63) and the second drive force transmission mechanism (reduction gear 66) are connected by a first shaft (motor shaft 633), and the second drive force transmission mechanism (reduction gear 66) includes a first gear (gear 661) journaled on the first shaft (motor shaft 633), and a second gear (gear 662) journaled on a third shaft (intermediate shaft 662) different from the first shaft (motor shaft 633) and the second propeller shaft (front shaft 23B) and engaged with the first gear (gear 661). the first shaft (motor shaft 633) is disposed at a position closer to the second mount 27 in the vertical direction of the vehicle than the third shaft (intermediate shaft 662) and the second propeller shaft (front shaft 23B).

[0076] With the above configuration, the moment force of the first shaft (motor shaft 633) against the second mount 27 (cross member 12B) can be reduced.

[0077] In this embodiment, the portion relating to the second driving force transmission mechanism (reduction gear 66) of the drive unit (front drive unit 6) has a protrusion 666 that protrudes in the width direction of the vehicle relative to the portion other than the portion relating to the second driving force transmission mechanism (reduction gear 66) of the drive unit (front drive unit 6), and a reinforcing member 67 is interposed between the portion relating to the drive motor (front drive motor 63) of the drive unit (front drive unit 6) and the protrusion 666.

[0078] The above configuration increases the rigidity between the drive motor (front drive motor 63) and the protrusion 666, and can suppress vibrations generated by the drive motor (front drive motor 63).

[0079] Although the embodiments of the present invention have been described above, the above embodiments merely illustrate some of the application examples of the present invention, and it is not intended that the technical scope of the present invention be limited to the specific configurations of the above embodiments.

Claims

1. A powertrain unit mounted on a vehicle frame, comprising: a first engine; a first power transmission mechanism for transmitting the driving force of the first engine to a drive shaft supporting a drive wheel; a first mount for fixing the first engine in a position overlapping with the mounted first engine; and a second mount for fixing the first power transmission mechanism in a position overlapping with the mounted first power transmission mechanism; A second engine is positioned on the vehicle frame in a location where the first engine can be mounted, A power generation mechanism that generates electricity using the driving force of the second engine, The drive motor and It includes a second drive force transmission mechanism that transmits the driving force of the drive motor to the drive shaft, The second engine, the power generation mechanism, the drive motor, and the second drive force transmission mechanism are combined into one to form the powertrain unit. The powertrain unit is positioned so as to overlap the first mount and the second mount. The portion of the powertrain unit relating to the second engine is fixed to the first mount. The portion of the powertrain unit other than the portion relating to the second engine is fixed to the second mount. The first shaft connecting the drive motor and the second drive force transmission mechanism is positioned so as to overlap with the second mount in a plan view. The power generation mechanism includes a transmission that changes the rotational speed of the second engine and outputs the driving force of the second engine, Includes a generator that generates electricity using the driving force of the second engine transmitted via the transmission, A powertrain unit in which a second shaft connecting the generator and the transmission is arranged to be aligned with the first shaft in the longitudinal direction of the vehicle, and the extension of the rotation axis of the first shaft and the extension of the rotation axis of the second shaft overlap each other.

2. In a case where the first engine and the first power transmission mechanism can be mounted on the vehicle frame at a position at the front of the vehicle, and the first engine and the first power transmission mechanism can be mounted on the vehicle frame in that order from the front of the vehicle, The powertrain unit is assembled with the second engine, the power generation mechanism, the second drive force transmission mechanism, and the drive motor arranged in a line from the front of the vehicle, The powertrain unit according to claim 1, wherein the portion of the powertrain unit relating to the second drive force transmission mechanism is fixed to the second mount.

3. In a case where the first engine and the first power transmission mechanism can be mounted on the vehicle frame at a position at the front of the vehicle, and the first engine and the first power transmission mechanism can be mounted on the vehicle frame in that order from the front of the vehicle, The powertrain unit is assembled with the second engine, the power generation mechanism, the drive motor, and the second drive force transmission mechanism arranged in a line from the front of the vehicle. The powertrain unit according to claim 1, wherein the portion of the powertrain unit relating to the drive motor is fixed to the second mount.

4. In a case where the first engine and the first power transmission mechanism can be mounted on the vehicle frame at a position at the front of the vehicle, and the first engine and the first power transmission mechanism can be mounted on the vehicle frame in that order from the front of the vehicle, The power generation mechanism includes a transmission that changes the rotational speed of the second engine and outputs the driving force of the second engine, Includes a generator that generates electricity using the driving force of the second engine transmitted via the transmission, The transmission and the second drive force transmission mechanism combine to form a first integrated unit. The drive motor and the generator are combined in a state where they are aligned in the width direction of the vehicle, forming a second integrated object. The powertrain unit is assembled with the second engine, the first integrated unit, and the second integrated unit arranged in that order from the front of the vehicle. The powertrain unit according to claim 1, wherein the portion of the powertrain unit relating to the second integral is fixed to the second mount.

5. A differential gear is positioned on the drive shaft at the front of the vehicle that transmits the driving force of the first power transmission mechanism, and the output side of the driving force of the first power transmission mechanism and the input side of the driving force to the differential gear can be connected by a first propeller shaft, The powertrain unit according to any one of claims 2 to 4, wherein the output side of the driving force of the second driving force transmission mechanism and the input side of the driving force of the differential gear are connected by a second propeller shaft.

6. When the distance between the first mount and the second mount in the longitudinal direction of the vehicle is A, and the distance between the second mount and the position of the vehicle frame that is the center in the longitudinal direction of the vehicle is B, if the relationship A > B is satisfied, The powertrain unit according to any one of claims 2 to 4, wherein the distance in the longitudinal direction of the vehicle between the position fixed by the first mount of the powertrain unit and the position fixed by the second mount is A, and the distance in the longitudinal direction of the vehicle between the position fixed by the second mount of the powertrain unit and the position that is the central part of the vehicle frame is B.

7. The power generation mechanism includes a transmission that changes the rotational speed of the second engine and outputs the driving force of the second engine, Includes a generator that generates electricity using the driving force of the second engine transmitted via the transmission, The powertrain unit according to claim 7, wherein the second shaft connecting the generator and the transmission is arranged to be aligned with the first shaft in the longitudinal direction of the vehicle, and the vertical distance between the first shaft and the second mount in the vehicle is shorter than the vertical distance between the second shaft and the second mount.

8. The drive motor and the second drive force transmission mechanism are connected by a first shaft. The second driving force transmission mechanism is, A first gear supported on the first shaft, A second gear is supported by a third shaft, which is different from the first shaft and the second propeller shaft, and engages with the first gear. A third gear, different from the second gear, is pivotally supported on the third shaft, It includes a fourth gear that is pivotally supported on the second propeller shaft and engages with the third gear, The powertrain unit according to claim 5, wherein the first shaft is positioned closer to the second mount in the vertical direction of the vehicle than the third shaft and the second propeller shaft.

9. The portion of the powertrain unit relating to the second drive force transmission mechanism has a protrusion that extends in the width direction of the vehicle relative to the portion of the powertrain unit other than the portion relating to the second drive force transmission mechanism. The powertrain unit according to claim 2, wherein a reinforcing member is interposed between the portion of the powertrain unit relating to the drive motor and the protruding portion.

10. A powertrain unit mounted on a vehicle frame, comprising: a first engine; a first power transmission mechanism for transmitting the driving force of the first engine to a drive shaft supporting a drive wheel; a first mount for fixing the first engine in a position overlapping with the mounted first engine; and a second mount for fixing the first power transmission mechanism in a position overlapping with the mounted first power transmission mechanism; A second engine is positioned on the vehicle frame in a location where the first engine can be mounted, A power generation mechanism that generates electricity using the driving force of the second engine, The drive motor and It includes a second drive force transmission mechanism that transmits the driving force of the drive motor to the drive shaft, The second engine, the power generation mechanism, the drive motor, and the second drive force transmission mechanism are combined into one to form the powertrain unit. The powertrain unit is positioned so as to overlap the first mount and the second mount. The portion of the powertrain unit relating to the second engine is fixed to the first mount. The portion of the powertrain unit other than the portion relating to the second engine is fixed to the second mount. In a case where the first engine and the first power transmission mechanism can be mounted on the vehicle frame at a position at the front of the vehicle, and the first engine and the first power transmission mechanism can be mounted on the vehicle frame in that order from the front of the vehicle, The power generation mechanism includes a transmission that changes the rotational speed of the second engine and outputs the driving force of the second engine, Includes a generator that generates electricity using the driving force of the second engine transmitted via the transmission, The transmission and the second drive force transmission mechanism combine to form a first integrated unit. The drive motor and the generator are combined in a state where they are aligned in the width direction of the vehicle, forming a second integrated object. The powertrain unit is assembled with the second engine, the first integrated unit, and the second integrated unit arranged in that order from the front of the vehicle. A powertrain unit in which the portion relating to the second integrated part of the powertrain unit is fixed to the second mount.