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JP7183771B2 - Drive system for hybrid vehicle - Google Patents
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JP7183771B2 - Drive system for hybrid vehicle - Google Patents

Drive system for hybrid vehicle Download PDF

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Publication number
JP7183771B2
JP7183771B2 JP2018239449A JP2018239449A JP7183771B2 JP 7183771 B2 JP7183771 B2 JP 7183771B2 JP 2018239449 A JP2018239449 A JP 2018239449A JP 2018239449 A JP2018239449 A JP 2018239449A JP 7183771 B2 JP7183771 B2 JP 7183771B2
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Prior art keywords
shaft
gear
motor
drive
reduction gear
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JP2018239449A
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JP2020100265A (en
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将英 宮崎
圭史 北岡
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Suzuki Motor Corp
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Suzuki Motor Corp
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Priority to JP2018239449A priority Critical patent/JP7183771B2/en
Priority to DE102019218978.4A priority patent/DE102019218978A1/en
Priority to FR1914475A priority patent/FR3090512B1/en
Priority to CN201911318132.8A priority patent/CN111347863B/en
Publication of JP2020100265A publication Critical patent/JP2020100265A/en
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Publication of JP7183771B2 publication Critical patent/JP7183771B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/12—Arrangement of engine supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405—Housings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/028—Gearboxes; Mounting gearing therein characterised by means for reducing vibration or noise
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0822—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the arrangement of at least one reverse gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16H2057/0012—Vibration-damping or noise reducing means specially adapted for gearings for reducing drive line oscillations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
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    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • General Details Of Gearings (AREA)
  • Gear Transmission (AREA)

Description

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

従来のハイブリッド車両用動力伝達装置として、特許文献１に記載のものが知られている。このハイブリッド車両用動力伝達装置は、電動モータの駆動力を減速する減速機構と、減速機構で減速された駆動力を左右の駆動輪に配分するディファレンシャル装置と、ディファレンシャル装置を収容する変速機ケースとを備えている。 2. Description of the Related Art As a conventional hybrid vehicle power transmission device, one described in Patent Document 1 is known. This power transmission device for a hybrid vehicle includes a speed reduction mechanism that reduces the drive force of an electric motor, a differential device that distributes the drive force reduced by the speed reduction mechanism to left and right driving wheels, and a transmission case that houses the differential device. It has

特開２００７－２０３９９９号公報Japanese Unexamined Patent Application Publication No. 2007-203999

このような従来のハイブリッド車両用動力伝達装置にあっては、変速機ケースの後部にディファレンシャル装置が設置されており、重量の大きい駆動モータや減速機構がディファレンシャル装置の上方に設置されている。 In such a conventional hybrid vehicle power transmission device, a differential device is installed in the rear part of the transmission case, and a heavy drive motor and a speed reduction mechanism are installed above the differential device.

このため、動力伝達装置を車体に支持するためのマウント取付部が変速機ケースの上部に設置されている場合には、マウント取付部を中心とする慣性モーメントが増大し、動力伝達装置の振動を抑制し難い構造となる。 Therefore, if the mount mounting portion for supporting the power transmission device to the vehicle body is installed in the upper part of the transmission case, the moment of inertia centering on the mount mounting portion increases, causing vibration of the power transmission device. It becomes a structure that is difficult to suppress.

また、従来の動力伝達装置の減速機構は、複数段の減速ギヤ組から構成されており、減速ギヤの軸心が直線上に設置されている（特許文献１の図９参照）。このため、減速ギヤの設置方向における減速機ケースの寸法が長くなり、駆動モータがマウント取付部から離れた位置に設置される。このため、マウント取付部を中心とする慣性モーメントがより一層増大し、動力伝達装置の振動をより一層抑制し難い構造となる。 Further, the reduction mechanism of the conventional power transmission device is composed of a plurality of stages of reduction gear sets, and the axial centers of the reduction gears are arranged on a straight line (see FIG. 9 of Patent Document 1). Therefore, the size of the reduction gear case in the installation direction of the reduction gear is increased, and the drive motor is installed at a position distant from the mount attachment portion. As a result, the moment of inertia about the mount mounting portion further increases, and the structure becomes more difficult to suppress the vibration of the power transmission device.

本発明は、上記のような事情に着目してなされたものであり、変速機ケースの上部に設置されるモータを、複数段の減速ギヤ組を有する減速機構によって変速機構に連結する際に、駆動装置の振動を抑制することに有利な位置にモータおよび減速機構を設置できるハイブリッド車両用駆動装置を提供することを目的とするものである。 The present invention has been made in view of the circumstances as described above. SUMMARY OF THE INVENTION It is an object of the present invention to provide a hybrid vehicle drive system in which a motor and a speed reduction mechanism can be installed at positions that are advantageous for suppressing vibration of the drive system.

本発明は、入力ギヤを有し、動力源から動力が伝達される入力軸および前記入力ギヤに噛み合う出力ギヤを有する出力軸を備えた変速機構と、前記出力軸に終減速機構を介して連結される駆動軸と、前記変速機構、前記終減速機構および前記駆動軸が収容される変速機ケースと、前記変速機ケースの上部に設けられたマウント取付部と、モータ軸を有し、前記変速機ケースの上部で、かつ、前記マウント取付部よりも後側に設置されるモータと、複数段の減速ギヤ組を有し、前記モータ軸から前記出力軸に動力を伝達する減速機構とを有するハイブリッド車両用駆動装置であって、前記減速機構は、前記モータ軸と前記出力軸との間に少なくとも２つの中間軸を有し、前記モータ軸の軸心と前記少なくとも２つの中間軸の軸心と前記出力軸の軸心とを結ぶ仮想線がジグザグ形状になるように、前記モータ軸、前記少なくとも２つの中間軸および前記出力軸が設置されていることを特徴とする。 The present invention provides a speed change mechanism having an input gear, an input shaft to which power is transmitted from a power source, and an output shaft having an output gear meshing with the input gear; a transmission case in which the transmission mechanism, the final reduction gear mechanism and the drive shaft are housed; a mount attachment portion provided in an upper portion of the transmission case; and a motor shaft. A motor installed on the upper part of the machine case and behind the mount attachment part, and a reduction mechanism having a plurality of stages of reduction gear sets and transmitting power from the motor shaft to the output shaft. In the hybrid vehicle drive device, the speed reduction mechanism has at least two intermediate shafts between the motor shaft and the output shaft, and the axial center of the motor shaft and the axial centers of the at least two intermediate shafts. The motor shaft, the at least two intermediate shafts, and the output shaft are arranged so that a virtual line connecting the center of the output shaft and the center of the output shaft forms a zigzag shape.

このように上記の本発明によれば、変速機ケースの上部に設置されるモータを、複数段の減速ギヤ組を有する減速機構によって変速機構に連結する際に、駆動装置の振動を抑制することに有利な位置にモータおよび減速機構を設置できる。 As described above, according to the present invention, when the motor installed in the upper part of the transmission case is connected to the speed change mechanism by the speed reduction mechanism having a plurality of speed reduction gear sets, the vibration of the driving device can be suppressed. The motor and speed reduction mechanism can be installed at positions advantageous to

図１は、本発明の一実施例に係るハイブリッド車両用駆動装置の左側面図である。FIG. 1 is a left side view of a hybrid vehicle drive system according to one embodiment of the present invention. 図２は、本発明の一実施例に係るハイブリッド車両用駆動装置の平面図である。FIG. 2 is a plan view of a hybrid vehicle drive system according to one embodiment of the present invention. 図３は、本発明の一実施例に係るハイブリッド車両用駆動装置のスケルトン図である。FIG. 3 is a skeleton diagram of a hybrid vehicle drive system according to an embodiment of the present invention. 図４は、図１のIＶ－IＶ方向矢視断面図である。FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. 図５は、図２のＶ－Ｖ方向矢視断面図である。5 is a cross-sectional view taken along the line VV in FIG. 2. FIG. 図６は、本発明の一実施例に係るハイブリッド車両用駆動装置のレフトケースの外側面図である。FIG. 6 is an external side view of the left case of the hybrid vehicle drive system according to one embodiment of the present invention. 図７は、本発明の一実施例に係るハイブリッド車両用駆動装置のレフトケースの斜視図である。FIG. 7 is a perspective view of the left case of the hybrid vehicle drive system according to one embodiment of the present invention. 図８は、図５のＶIII－ＶIII方向矢視断面図である。FIG. 8 is a cross-sectional view taken along the VIII-VIII direction in FIG. 図９は、図６のIＸ－IＸ方向矢視断面図である。9 is a cross-sectional view taken along the IX-IX direction in FIG. 6. FIG. 図１０は、本発明の一実施例に係るハイブリッド車両用駆動装置の減速機構の構造図である。FIG. 10 is a structural diagram of a speed reduction mechanism of a hybrid vehicle drive system according to an embodiment of the present invention.

本発明の一実施の形態に係るハイブリッド車両用駆動装置は、入力ギヤを有し、動力源から動力が伝達される入力軸および入力ギヤに噛み合う出力ギヤを有する出力軸を備えた変速機構と、出力軸に終減速機構を介して連結される駆動軸と、変速機構、終減速機構および駆動軸が収容される変速機ケースと、変速機ケースの上部に設けられたマウント取付部と、モータ軸を有し、変速機ケースの上部で、かつ、マウント取付部よりも後側に設置されるモータと、複数段の減速ギヤ組を有し、モータ軸から出力軸に動力を伝達する減速機構とを有するハイブリッド車両用駆動装置であって、減速機構は、モータ軸と出力軸との間に少なくとも２つの中間軸を有し、モータ軸の軸心と少なくとも２つの中間軸の軸心と出力軸の軸心とを結ぶ仮想線がジグザグ形状になるように、モータ軸、少なくとも２つの中間軸および出力軸が設置されている。 A hybrid vehicle drive system according to an embodiment of the present invention includes a transmission mechanism having an input gear, an input shaft to which power is transmitted from a power source, and an output shaft having an output gear meshing with the input gear; A drive shaft coupled to an output shaft via a final reduction mechanism, a transmission case housing the speed change mechanism, the final reduction mechanism and the drive shaft, a mount attachment portion provided at the top of the transmission case, and a motor shaft A motor installed above the transmission case and behind the mount mounting portion, and a speed reduction mechanism that has a multi-stage reduction gear set and transmits power from the motor shaft to the output shaft , wherein the speed reduction mechanism has at least two intermediate shafts between the motor shaft and the output shaft, the shaft center of the motor shaft, the shaft centers of the at least two intermediate shafts, and the output shaft A motor shaft, at least two intermediate shafts, and an output shaft are installed so that an imaginary line connecting the axis of the motor is zigzag.

これにより、本発明の一実施の形態に係るハイブリッド車両用駆動装置は、変速機ケースの上部に設置されるモータを、複数段の減速ギヤ組を有する減速機構によって変速機構に連結する際に、駆動装置の振動を抑制することに有利な位置にモータおよび減速機構を設置できる。 Thus, in the hybrid vehicle drive system according to the embodiment of the present invention, when the motor installed in the upper part of the transmission case is connected to the speed change mechanism by the speed reduction mechanism having a plurality of speed reduction gear sets, The motor and speed reduction mechanism can be installed at a position that is advantageous for suppressing vibration of the driving device.

以下、本発明の一実施例に係るハイブリッド車両用駆動装置について、図面を用いて説明する。
図１から図１０は、本発明の一実施例に係るハイブリッド車両用駆動装置を示す図である。 A hybrid vehicle drive system according to an embodiment of the present invention will be described below with reference to the drawings.
1 to 10 are diagrams showing a hybrid vehicle drive system according to one embodiment of the present invention.

図１から図１０において、上下前後左右方向は、車両に設置された状態のハイブリッド車両用駆動装置の上下前後左右方向とし、前後方向に対して直交する方向が左右方向、ハイブリッド車両用駆動装置の高さ方向が上下方向である。 In FIGS. 1 to 10, the vertical, front, rear, left, and right directions are the vertical, front, rear, left, and right directions of the hybrid vehicle drive device installed in the vehicle, and the left and right directions are the directions perpendicular to the front and rear directions. The height direction is the vertical direction.

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

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

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

レフトケース７は、エンジン８と反対側、すなわち、左側からライトケース６に連結されている。ライトケース６の外周縁にはフランジ部６Ｆ（図８参照）が形成されている。図７、図８において、レフトケース７の外周縁にはフランジ部７Ｆが形成されている。 The left case 7 is connected to the light case 6 from the side opposite to the engine 8, that is, from the left side. A flange portion 6</b>F (see FIG. 8 ) is formed on the outer peripheral edge of the light case 6 . 7 and 8, a flange portion 7F is formed on the outer peripheral edge of the left case 7. As shown in FIG.

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

フランジ部６Ｆにはボス部７ｆに合致する複数の図示しないボス部が形成されており、ボルト２３Ａをフランジ部６Ｆのボス部とフランジ部７Ｆのボス部７ｆに締結することにより、ライトケース６とレフトケース７が締結されて一体化される。 A plurality of boss portions (not shown) that match the boss portions 7f are formed on the flange portion 6F. The left case 7 is fastened and integrated.

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

入力軸１１、前進用出力軸１２および後進用出力軸１３は、平行に設置されている。本実施例の前進用出力軸１２は、本発明の出力軸を構成する。 The input shaft 11, forward output shaft 12 and reverse output shaft 13 are installed in parallel. The forward output shaft 12 of this embodiment constitutes the output shaft of the present invention.

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

入力ギヤ１６Ａ、１６Ｂは、入力軸１１に固定されており、入力軸１１と一体で回転する。入力ギヤ１６Ｃから入力ギヤ１６Ｆは、入力軸１１と相対回転自在に設けられている。 The input gears 16A and 16B are fixed to the input shaft 11 and rotate together with the input shaft 11 . The input gears 16</b>C to 16</b>F are provided to be rotatable relative to the input shaft 11 .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

ファイナルドリブンギヤ１５Ａは、回転軸１５ａ（図１参照）を中心に回転する。本実施例のファイナルドリブンギヤ１５Ａの回転軸１５ａは、本発明の駆動軸を構成する。ファイナルドリブンギヤ１５Ａの回転軸１５ａは、ドライブシャフト２４Ｌ、２４Ｒと同一軸線上に位置し、デフケース１５Ｂの回転軸１５ａも構成しており、デフケース１５を含んで構成されている。 The final driven gear 15A rotates around a rotating shaft 15a (see FIG. 1). The rotary shaft 15a of the final driven gear 15A of this embodiment constitutes the drive shaft of the present invention. The rotary shaft 15a of the final driven gear 15A is located on the same axis as the drive shafts 24L and 24R, and also constitutes the rotary shaft 15a of the differential case 15B.

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

入力ギヤ１６Ａと出力ギヤ１７Ａ、入力ギヤ１６Ｂと出力ギヤ１７Ｂ、入力ギヤ１６Ｃと出力ギヤ１７Ｃ、入力ギヤ１６Ｄと出力ギヤ１７Ｄ、入力ギヤ１６Ｅと出力ギヤ１７Ｅ、および入力ギヤ１６Ｆと出力ギヤ１７Ｆは、本発明の変速ギヤ組を構成し、変速ギヤ組は、入力軸１１から前進用出力軸１２に選択的に動力を伝達する。 Input gear 16A and output gear 17A, input gear 16B and output gear 17B, input gear 16C and output gear 17C, input gear 16D and output gear 17D, input gear 16E and output gear 17E, and input gear 16F and output gear 17F are This constitutes the transmission gear set of the present invention, and the transmission gear set selectively transmits power from the input shaft 11 to the forward output shaft 12 .

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

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

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

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

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

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

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

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

図３、図１０において、減速機構３３は、モータ３２のモータ軸３２Ｂに設けられた第１のドライブギヤ３４と、第１の中間軸３５と、第２の中間軸３６と、前進用出力軸１２に設けられた４速段用の出力ギヤ１７Ｄとを備えている。 3 and 10, the speed reduction mechanism 33 includes a first drive gear 34 provided on the motor shaft 32B of the motor 32, a first intermediate shaft 35, a second intermediate shaft 36, and a forward output shaft. 12 and an output gear 17D for the fourth speed stage.

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

図１０において、第１のドリブンギヤ３５Ａは、第１のドライブギヤ３４の直径よりも大径に形成されており、第１のドライブギヤ３４に噛み合っている。第１のドライブギヤ３４および第１のドリブンギヤ３５Ａは、モータ軸３２Ｂと第１の中間軸３５とを連結する第１の減速ギヤ組３７を構成する。 In FIG. 10, the first driven gear 35A is formed to have a larger diameter than the diameter of the first drive gear 34 and meshes with the first drive gear 34. As shown in FIG. The first drive gear 34 and the first driven gear 35A constitute a first reduction gear set 37 connecting the motor shaft 32B and the first intermediate shaft 35 together.

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

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

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

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

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

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

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

本実施例の第１のドライブギヤ３４、第２のドライブギヤ３５Ｂおよび第３のドライブギヤ３６Ｂは、本発明のドライブギヤを構成し、第１のドリブンギヤ３５Ａ、第２のドリブンギヤ３６Ａおよび４速段用の出力ギヤ１７Ｄは、本発明のドリブンギヤを構成する。 The first drive gear 34, the second drive gear 35B and the third drive gear 36B of the present embodiment constitute the drive gears of the present invention, and the first driven gear 35A, the second driven gear 36A and the fourth gear. The output gear 17D for constitutes the driven gear of the present invention.

図１０において、第１のドリブンギヤ３５Ａは、第２のドリブンギヤ３６Ａと第３のドライブギヤ３６Ｂと半径方向に重なり、かつ、第２のドリブンギヤ３６Ａと第３のドライブギヤ３６Ｂとの間に設置されている。 In FIG. 10, the first driven gear 35A radially overlaps the second driven gear 36A and the third drive gear 36B and is installed between the second driven gear 36A and the third drive gear 36B. there is

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

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

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

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

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

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

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

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

図８、図９において、側壁部２９は、レフトケース７の上壁７Ｂから上方に延びる縦壁部２９Ａと、周壁部２８の突出方向の基端部２８ｂ側において縦壁部２９Ａの下部からレフトケース７の上壁７Ｂよりも下方に延び、上壁７Ｂと周壁部２８の下部２８ｃとを連結する隔壁部２９Ｂ（図６参照）とを有する。 8 and 9, the side wall portion 29 includes a vertical wall portion 29A extending upward from the upper wall 7B of the left case 7, and a base end portion 28b side of the peripheral wall portion 28 in the direction in which the peripheral wall portion 28 protrudes from the lower portion of the vertical wall portion 29A to the left. It has a partition wall portion 29B (see FIG. 6) that extends downward from the upper wall 7B of the case 7 and connects the upper wall 7B and the lower portion 28c of the peripheral wall portion 28 .

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

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

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

図６、図７において、縦壁部２９Ａの上部にはモータ取付部２９Ｃが設けられている。モータ取付部２９Ｃは、モータ３２の外径、すなわち、モータケース３２Ａの外径と同等の外径を有する円盤状に形成されている。 6 and 7, a motor mounting portion 29C is provided on the vertical wall portion 29A. The motor mounting portion 29C is formed in a disc shape having an outer diameter equal to the outer diameter of the motor 32, that is, the outer diameter of the motor case 32A.

モータ取付部２９Ｃの外周部には複数のボス部２９ｍが設けられており、ボス部２９ｍは、モータ取付部２９Ｃの外周部に沿って設けられている。モータ取付部２９Ｃにはボルト２３Ｃ（図５参照）が挿通され、ボルト２３Ｃがモータケース３２Ａに形成された図示しないねじ溝に締結されることにより、モータ３２がモータ取付部２９Ｃに締結される。 A plurality of boss portions 29m are provided on the outer peripheral portion of the motor attachment portion 29C, and the boss portions 29m are provided along the outer peripheral portion of the motor attachment portion 29C. A bolt 23C (see FIG. 5) is inserted through the motor mounting portion 29C, and the bolt 23C is fastened to a thread groove (not shown) formed in the motor case 32A, thereby fastening the motor 32 to the motor mounting portion 29C.

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

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

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

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

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

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

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

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

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

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

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

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

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

このようにモータ軸３２Ｂ、第１のドライブギヤ３４、第１の中間軸３５および第２の中間軸３６は、側壁部２９とカバー部２７とに回転自在に支持されている。 Thus, the motor shaft 32B, the first drive gear 34, the first intermediate shaft 35 and the second intermediate shaft 36 are rotatably supported by the side wall portion 29 and the cover portion 27. As shown in FIG.

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

図８において、ライトケース６の左側壁６Ａには筒状の軸受保持部６ａが設けられており、軸受保持部６ａには軸受５１Ｇを介して前進用出力軸１２の右端部が回転自在に支持されている。 In FIG. 8, the left side wall 6A of the light case 6 is provided with a cylindrical bearing holding portion 6a, and the bearing holding portion 6a rotatably supports the right end portion of the forward output shaft 12 via a bearing 51G. It is

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

本実施例の駆動装置４によれば、レフトケース７の上部に設けられたマウント取付部３１と、レフトケース７の上部で、かつ、マウント取付部３１よりも後側に設置されるモータ３２と、減速ギヤ組３７、３８、３９を有し、モータ３２のモータ軸３２Ｂから前進用出力軸１２に動力を伝達する減速機構３３とを備えている。 According to the driving device 4 of the present embodiment, the mount attachment portion 31 provided on the upper portion of the left case 7, and the motor 32 provided on the upper portion of the left case 7 and behind the mount attachment portion 31. , reduction gear sets 37 , 38 , 39 , and a speed reduction mechanism 33 for transmitting power from a motor shaft 32</b>B of the motor 32 to the forward output shaft 12 .

減速機構３３は、モータ軸３２Ｂと前進用出力軸１２との間に第１の中間軸３５および第２の中間軸３６を有する。 The speed reduction mechanism 33 has a first intermediate shaft 35 and a second intermediate shaft 36 between the motor shaft 32B and the forward output shaft 12 .

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

これにより、モータ軸３２Ｂの軸心Ｏ１と第１の中間軸３５の軸心Ｏ２と第２の中間軸３６の軸心Ｏ３と前進用出力軸１２の軸心Ｏ４とを結ぶ第１の仮想線Ｌ１が直線となるように、モータ軸３２Ｂ、第１の中間軸３５、第２の中間軸３６および前進用出力軸１２が設置される場合に比べ、モータ軸３２Ｂを前進用出力軸１２に近づけることができる。このため、重量の嵩むモータ３２を上下方向で変速機ケース５に近づけることができる。 As a result, a first imaginary line connecting the axis O1 of the motor shaft 32B, the axis O2 of the first intermediate shaft 35, the axis O3 of the second intermediate shaft 36, and the axis O4 of the forward output shaft 12 is formed. Compared to the case where the motor shaft 32B, the first intermediate shaft 35, the second intermediate shaft 36 and the forward output shaft 12 are installed, the motor shaft 32B is brought closer to the forward output shaft 12 so that L1 becomes a straight line. be able to. Therefore, the heavy motor 32 can be brought closer to the transmission case 5 in the vertical direction.

また、前後方向における第１の中間軸３５の軸心Ｏ２の位置と第２の中間軸３６の軸心Ｏ３の位置とを調整することにより、モータ軸３２Ｂの位置を調整でき、モータ３２の設置の自由度を向上できる。 Further, by adjusting the position of the axial center O2 of the first intermediate shaft 35 and the position of the axial center O3 of the second intermediate shaft 36 in the longitudinal direction, the position of the motor shaft 32B can be adjusted. degree of freedom can be improved.

これにより、変速機ケース５の上部においてモータ３２をマウント取付部３１に近い位置に設置でき、マウント取付部３１を中心とする駆動装置４の慣性モーメントを低減できる。 As a result, the motor 32 can be installed at a position close to the mount attachment portion 31 in the upper portion of the transmission case 5, and the moment of inertia of the drive device 4 around the mount attachment portion 31 can be reduced.

この結果、変速機ケース５の上部に設置されるモータ３２を、複数段の減速ギヤ組３７、３８、３９を有する減速機構３３によって前進用出力軸１２に連結する際に、駆動装置４の振動を抑制することに有利な位置にモータ３２および減速機構３３を設置できる。 As a result, when the motor 32 installed in the upper part of the transmission case 5 is connected to the forward output shaft 12 by the speed reduction mechanism 33 having a plurality of reduction gear sets 37, 38, and 39, the drive device 4 vibrates. The motor 32 and the speed reduction mechanism 33 can be installed at a position that is advantageous for suppressing .

なお、本実施例の中間軸は、２つの中間軸３５、３６から構成されているが、中間軸は、２つに限定されるものではなく、３つ以上であってもよい。 Although the intermediate shafts in this embodiment are composed of two intermediate shafts 35 and 36, the number of intermediate shafts is not limited to two, and may be three or more.

また、本実施例の駆動装置４によれば、ファイナルドリブンギヤ１５Ａの回転軸１５ａを通り鉛直方向に延びる第２の仮想線Ｌ２を設定した場合に、モータ軸３２Ｂの軸心Ｏ１、第１の中間軸３５の軸心Ｏ２および第２の中間軸３６の軸心Ｏ３が第２の仮想線Ｌ２よりもマウント取付部３１側に位置するように、モータ３２、第１の中間軸３５および第２の中間軸３６が設置されている。 Further, according to the driving device 4 of the present embodiment, when the second imaginary line L2 extending in the vertical direction passing through the rotation shaft 15a of the final driven gear 15A is set, the axis O1 of the motor shaft 32B and the first intermediate The motor 32, the first intermediate shaft 35 and the second intermediate shaft 35 are arranged so that the axial center O2 of the shaft 35 and the axial center O3 of the second intermediate shaft 36 are located closer to the mount attachment portion 31 than the second imaginary line L2. An intermediate shaft 36 is installed.

これにより、減速機構３３を構成するモータ軸３２Ｂ、第１の中間軸３５および第２の中間軸３６や減速ギヤ組３７、３８、３９をマウント取付部３１の近くに設置でき、これらの構成部品を駆動装置４の振動を抑制することに有利な位置に設置できる。 As a result, the motor shaft 32B, the first intermediate shaft 35 and the second intermediate shaft 36, and the reduction gear sets 37, 38, and 39, which constitute the speed reduction mechanism 33, can be installed near the mount attachment portion 31, and these components can be installed. can be installed at a position that is advantageous for suppressing vibration of the driving device 4 .

また、本実施例の駆動装置４によれば、変速機ケース５のレフトケース７は、減速機構３３を収容するケース部２６を有する。 Further, according to the drive device 4 of this embodiment, the left case 7 of the transmission case 5 has the case portion 26 that accommodates the speed reduction mechanism 33 .

ケース部２６は、モータ３２の外径と同等の外径を有し、モータ３２が連結される円盤状のモータ取付部２９Ｃを備えており、モータ取付部２９Ｃは、マウント取付部３１と前後方向で隣接する位置に設置されている。 The case portion 26 has an outer diameter equal to the outer diameter of the motor 32 and includes a disk-shaped motor mounting portion 29C to which the motor 32 is connected. are located adjacent to each other.

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

第２の中間軸３６は、第１の中間軸３５に対して前進用出力軸１２側に設置されており、その軸心Ｏ３が前後方向で第１の中間軸３５の軸心Ｏ２に対してマウント取付部３１から離れる位置に設置されている。 The second intermediate shaft 36 is installed on the forward output shaft 12 side with respect to the first intermediate shaft 35, and the axis O3 thereof extends in the longitudinal direction relative to the axis O2 of the first intermediate shaft 35. It is installed at a position away from the mount attachment portion 31 .

これにより、モータ取付部２９Ｃが設置されることによってモータ軸３２Ｂをモータ取付部２９Ｃに近づけることが困難な場合であっても、第１の中間軸３５の軸心Ｏ２がマウント取付部３１の近くに位置するように第１の中間軸３５を設置できる。このため、第１の中間軸３５を駆動装置４の振動を抑制することに有利な位置に設置できる。 As a result, even if it is difficult to bring the motor shaft 32B closer to the motor mounting portion 29C due to the motor mounting portion 29C being installed, the center axis O2 of the first intermediate shaft 35 is located near the mount mounting portion 31. The first intermediate shaft 35 can be installed so as to be positioned at . Therefore, the first intermediate shaft 35 can be installed at a position that is advantageous for suppressing vibration of the driving device 4 .

また、本実施例の駆動装置４によれば、減速機構３３は、モータ軸３２Ｂと第１の中間軸３５とを連結する第１の減速ギヤ組３７と、第１の中間軸３５と第２の中間軸３６とを連結する第２の減速ギヤ組３８と、第２の中間軸３６と前進用出力軸１２とを連結する第３の減速ギヤ組３９とを有する。 Further, according to the driving device 4 of the present embodiment, the reduction mechanism 33 includes the first reduction gear set 37 connecting the motor shaft 32B and the first intermediate shaft 35, the first intermediate shaft 35 and the second and a third reduction gear set 39 connecting the second intermediate shaft 36 and the forward output shaft 12 .

第１の減速ギヤ組３７は、互いに噛み合う第１のドライブギヤ３４と第１のドリブンギヤ３５Ａを有し、第２の減速ギヤ組３８は、互いに噛み合う第２のドライブギヤ３５Ｂと第２のドリブンギヤ３６Ａを有する。これに加えて、第３の減速ギヤ組３９は、互いに噛み合う第３のドライブギヤ３６Ｂと出力ギヤ１７Ｄとを有する。 The first reduction gear set 37 has a first drive gear 34 and a first driven gear 35A that mesh with each other, and the second reduction gear set 38 has a second drive gear 35B and a second driven gear 36A that mesh with each other. have In addition to this, the third reduction gear set 39 has a third drive gear 36B and an output gear 17D that mesh with each other.

さらに、第１のドリブンギヤ３５Ａは、第２のドリブンギヤ３６Ａおよび第３のドライブギヤ３６Ｂと半径方向に重なり、かつ、第２のドリブンギヤ３６Ａと第３のドライブギヤ３６Ｂとの間に設置されている。 Further, the first driven gear 35A radially overlaps the second driven gear 36A and the third drive gear 36B and is installed between the second driven gear 36A and the third drive gear 36B.

これにより、第１の減速ギヤ組３７の第１のドライブギヤ３４の直径に対して第１のドリブンギヤ３５Ａの直径を大径に形成できる。このため、減速機構３３の減速比を大きくしつつ、第１の中間軸３５と第２の中間軸３６との軸間距離を短くできる。 Thereby, the diameter of the first driven gear 35</b>A can be made larger than the diameter of the first drive gear 34 of the first reduction gear set 37 . Therefore, the distance between the first intermediate shaft 35 and the second intermediate shaft 36 can be shortened while increasing the speed reduction ratio of the speed reduction mechanism 33 .

このため、モータ軸３２Ｂをレフトケース７の上面に近づけることができ、モータ３２をマウント取付部３１に近づけることができる。この結果、モータ３２を駆動装置４の振動を抑制することに有利な位置に設置できる。 Therefore, the motor shaft 32B can be brought closer to the upper surface of the left case 7, and the motor 32 can be brought closer to the mount attachment portion 31. As a result, the motor 32 can be installed at a position that is advantageous for suppressing the vibration of the driving device 4 .

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

１...ハイブリッド車両、４...駆動装置（ハイブリッド車両用駆動装置）、５...変速機ケース、１１...入力軸（変速機構）、１２...前進用出力軸（変速機構）、１４...終減速機構、１５Ｂ...デフケース（駆動軸）、１５ａ...回転軸（駆動軸）、１６Ａ，１６Ｂ，１６Ｃ，１６Ｄ，１６Ｅ，１６Ｆ...入力ギヤ（変速機構）、１７Ａ，１７Ｂ，１７Ｃ，１７Ｅ，１７Ｆ...出力ギヤ（変速機構）、１７Ｄ...出力ギヤ（変速機構、第３のドリブンギヤ、ドリブンギヤ）、２８...周壁部（減速機ケース）、２９Ｃ...モータ取付部、２７...カバー部（減速機ケース）、３１...マウント取付部、３２...モータ、３２Ｂ...モータ軸、３３...減速機構、３４...第１のドライブギヤ（ドライブギヤ）、３５...第１の中間軸、３５Ａ...第１のドリブンギヤ（ドリブンギヤ）、３５Ｂ...第２のドライブギヤ（ドライブギヤ）、３６...第２の中間軸、３６Ａ...第２のドリブンギヤ（ドリブンギヤ）、３６Ｂ...第３のドライブギヤ（ドライブギヤ）、３７...第１の減速ギヤ組、３８...第２の減速ギヤ組、３９...第３の減速ギヤ組、Ｌ１...仮想線，第１の仮想線、Ｌ２...第２の仮想線、Ｏ１...モータ軸の軸心、Ｏ２...第１の中間軸の軸心（中間軸の軸心）、Ｏ３...第２の中間軸の軸心（中間軸の軸心）、Ｏ４...出力軸の軸心 1... hybrid vehicle, 4... drive unit (drive unit for hybrid vehicle), 5... transmission case, 11... input shaft (transmission mechanism), 12... forward output shaft (transmission mechanism), 14... Final reduction mechanism, 15B... Differential case (drive shaft), 15a... Rotary shaft (drive shaft), 16A, 16B, 16C, 16D, 16E, 16F... Input gear (transmission mechanism), 17A, 17B, 17C, 17E, 17F... output gear (transmission mechanism), 17D... output gear (transmission mechanism, third driven gear, driven gear), 28... peripheral wall (reduction gear case ), 29C... Motor attachment part, 27... Cover part (reduction gear case), 31... Mount attachment part, 32... Motor, 32B... Motor shaft, 33... Reduction mechanism, 34... first drive gear (drive gear), 35... first intermediate shaft, 35A... first driven gear (driven gear), 35B... second drive gear (drive gear), 36... second intermediate shaft, 36A... second driven gear (driven gear), 36B... third drive gear (drive gear), 37... first reduction gear set, 38.. Second reduction gear group 39... Third reduction gear group L1... Virtual line First virtual line L2... Second virtual line O1... Motor shaft axis center, O2... first intermediate shaft center (intermediate shaft center), O3... second intermediate shaft center (intermediate shaft center), O4... output shaft center heart

Claims (4)

入力ギヤを有し、動力源から動力が伝達される入力軸および前記入力ギヤに噛み合う出力ギヤを有する出力軸を備えた変速機構と、
前記出力軸に終減速機構を介して連結される駆動軸と、
前記変速機構、前記終減速機構および前記駆動軸が収容される変速機ケースと、
前記変速機ケースの上部に設けられたマウント取付部と、
モータ軸を有し、前記変速機ケースの上部で、かつ、前記マウント取付部よりも後側に設置されるモータと、
複数段の減速ギヤ組を有し、前記モータ軸から前記出力軸に動力を伝達する減速機構とを有するハイブリッド車両用駆動装置であって、
前記減速機構は、前記モータ軸と前記出力軸との間に少なくとも２つの中間軸を有し、
前記モータ軸の軸心と前記少なくとも２つの中間軸の軸心と前記出力軸の軸心とを結ぶ仮想線がジグザグ形状になるように、前記モータ軸、前記少なくとも２つの中間軸および前記出力軸が設置されていることを特徴とするハイブリッド車両用駆動装置。 a speed change mechanism including an input shaft having an input gear, to which power is transmitted from a power source, and an output shaft having an output gear meshing with the input gear;
a drive shaft coupled to the output shaft via a final reduction mechanism;
a transmission case housing the transmission mechanism, the final reduction gear mechanism, and the drive shaft;
a mount attachment portion provided on the top of the transmission case;
a motor having a motor shaft and installed above the transmission case and behind the mount attachment portion;
A hybrid vehicle drive device having a reduction gear set of multiple stages and a reduction mechanism for transmitting power from the motor shaft to the output shaft,
the reduction mechanism has at least two intermediate shafts between the motor shaft and the output shaft;
The motor shaft, the at least two intermediate shafts, and the output shaft are arranged such that an imaginary line connecting the axis of the motor shaft, the axes of the at least two intermediate shafts, and the axis of the output shaft forms a zigzag shape. A drive system for a hybrid vehicle, characterized in that is installed. 前記仮想線を第１の仮想線とし、前記駆動軸を通り鉛直方向に延びる第２の仮想線を設定した場合に、
前記モータ軸の軸心と前記少なくとも２つの中間軸の軸心とが前記第２の仮想線よりも前記マウント取付部側に位置するように、前記モータと前記少なくとも２つの中間軸が設置されていることを特徴とする請求項１に記載のハイブリッド車両用駆動装置。 When the virtual line is set as a first virtual line and a second virtual line extending in the vertical direction through the drive shaft is set,
The motor and the at least two intermediate shafts are installed such that the axial center of the motor shaft and the axial centers of the at least two intermediate shafts are located closer to the mount attaching portion than the second imaginary line. 2. The hybrid vehicle drive system according to claim 1, wherein: 前記変速機ケースは、前記減速機構を収容する減速機ケースを有し、
前記減速機ケースは、前記モータの外径と同等の外径を有し、前記モータが連結される円盤状のモータ取付部を備え、
前記モータ取付部は、前記マウント取付部と車両の前後方向で隣接する位置に設置され、
前記少なくとも２つの中間軸は、前記モータ軸側に設置される第１の中間軸と、前記第１の中間軸に対して前記出力軸側に設置される第２の中間軸とを有し、
前記第１の中間軸は、前記第１の中間軸の軸心が車両の前後方向で前記モータ軸の軸心よりも前記マウント取付部側に位置するように設置され、
前記第２の中間軸は、前記第２の中間軸の軸心が車両の前後方向で前記第１の中間軸の軸心に対して前記マウント取付部から離れる位置に設置されていることを特徴とする請求項１または請求項２に記載のハイブリッド車両用駆動装置。 The transmission case has a speed reducer case that houses the speed reduction mechanism,
The speed reducer case has an outer diameter equivalent to the outer diameter of the motor, and includes a disk-shaped motor mounting portion to which the motor is connected,
The motor attachment portion is installed at a position adjacent to the mount attachment portion in the longitudinal direction of the vehicle,
The at least two intermediate shafts have a first intermediate shaft installed on the motor shaft side and a second intermediate shaft installed on the output shaft side with respect to the first intermediate shaft,
The first intermediate shaft is installed such that the center of the first intermediate shaft is located closer to the mount mounting portion than the center of the motor shaft in the longitudinal direction of the vehicle,
The second intermediate shaft is installed at a position where the center of the second intermediate shaft is separated from the mount attaching portion with respect to the center of the first intermediate shaft in the longitudinal direction of the vehicle. The hybrid vehicle drive system according to claim 1 or 2, wherein the hybrid vehicle drive system comprises: 前記減速機構の前記複数段の減速ギヤ組は、前記モータ軸と前記第１の中間軸とを連結する第１の減速ギヤ組と、前記第１の中間軸と前記第２の中間軸とを連結する第２の減速ギヤ組と、前記第２の中間軸と前記出力軸とを連結する第３の減速ギヤ組とを有し、
前記第１の減速ギヤ組、前記第２の減速ギヤ組および前記第３の減速ギヤ組は、それぞれ互いに噛み合うドライブギヤとドリブンギヤとを有し、
前記第１の減速ギヤ組のドリブンギヤは、前記第２の減速ギヤ組のドリブンギヤと前記第３の減速ギヤ組のドライブギヤと半径方向に重なり、かつ、前記第２の減速ギヤ組のドリブンギヤと前記第３の減速ギヤ組のドライブギヤとの間に設置されていることを特徴とする請求項３に記載のハイブリッド車両用駆動装置。 The multi-stage reduction gear set of the reduction mechanism includes a first reduction gear set connecting the motor shaft and the first intermediate shaft, and the first intermediate shaft and the second intermediate shaft. a second reduction gear set that connects, and a third reduction gear set that connects the second intermediate shaft and the output shaft,
the first reduction gear set, the second reduction gear set, and the third reduction gear set each have a drive gear and a driven gear that mesh with each other;
The driven gear of the first reduction gear set radially overlaps the driven gear of the second reduction gear set and the drive gear of the third reduction gear set, and the driven gear of the second reduction gear set overlaps with the driven gear of the third reduction gear set. 4. The hybrid vehicle drive system according to claim 3, wherein the hybrid vehicle drive system is installed between the drive gear of the third reduction gear group.
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