JP2001260677A - Transmission unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission unit of a hybrid vehicle capable of ensuring a sufficient volume for a motor chamber only by changing a design of a conventional transmission unit in minimum. SOLUTION: An actuator supporting part for supporting an actuator is mounted on a supporting member 70 of a parking pole 74, bolt fixing parts are mounted on both sides of the actuator supporting part, and at least one of two bolt fixing parts is located with the physical relationship to be overlapped with the axial direction of the parking pole 74 and a transmission.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

TECHNICAL FIELD The present invention relates to a transmission unit,
In particular, a hybrid vehicle having an engine and a motor that also serves as a generator, and transmitting the output torque of the engine and the motor to a transmission to obtain a driving force from one or both of the engine and the motor. Transmission unit.

[0002]

2. Description of the Related Art In recent years, from the viewpoint of protecting the global environment and saving finite resources, there is a demand for improved fuel efficiency of automobiles.
A hybrid vehicle has been considered as one means for meeting the demand for improved fuel efficiency. This hybrid vehicle
By arranging the engine and motor in series or in parallel, it assists the engine output and acts as a generator at the time of deceleration, converts the kinetic energy of the car into electric energy, and assists the output again using this electric energy. It is configured.

[0003] When this hybrid vehicle is constructed, the motor and the like are newly constructed without changing the basic layout of the conventional transmission, so that cost can be reduced.
It may be applied to a conventional vehicle as it is. From such a viewpoint, for example, a transmission having a planetary gear described in JP-A-9-329228 is known as a conventional transmission.

As shown in FIG. 6, this device is formed by a torque converter chamber 101 formed by a first housing 113 and a first partition 116, and by a second housing 114, a first partition 116, and a second partition 117. Planetary gear chamber 102, third housing 115 and second partition 117
The transmission chamber 103 is formed by the following.
The rotation from the engine is input to the torque converter 110 in the torque converter room 101 and the torque converter 1
The output from 10 is input into the planetary gear chamber 102, the forward / reverse switching is performed by the planetary gear 111, and further input to the transmission 112 in the transmission chamber 103.

The transmission 112 is provided with a belt-type continuously variable transmission, and the output rotation from the planetary gear 111 is
The driving pulley 112a is rotated, and the rotation is transmitted to the driven pulley 112b by a belt 112c. The hydraulic pressure from a control valve unit (not shown) passes through the case 120, the oil pump 121, and the input shaft 122,
3, the driving pulley cylinder chamber 124 of the driving pulley
To control the gear ratio.

FIG. 7 is a front view of the second housing 114 of the conventional transmission unit as viewed from the engine side. As shown in this figure, a support member 130 of the parking mechanism is provided around the planetary gear chamber 102 in which the planetary gear 111 is housed.
Is provided. In this prior art, the support member 130 is fixed to the second housing 114 by bolts, while the parking pawl 131 is swingably supported by the second housing 114. Support member 13
An actuator 133 that is movable in the axial direction is provided between the parking pole 131 and the parking pole 131. The actuator 133 has a cam surface 134 for moving the parking pole 131. In a state where the actuator 133 projects and swings the parking pole 131, the teeth of the parking pole 131 rotate integrally with the output shaft. Mesh with the gear. As a result, the output shaft is fixed. FIG. 8 is a view showing a cross section of a parking pole and a support member portion of this conventional technique. As shown in the figure, the support member 130 is fixed by two bolts 132, and is configured so as not to be damaged even when a large force is applied. The support member 130
Is a technique described in Japanese Utility Model Laid-Open No. 5-72626.

[0007]

Here, when a transmission unit for a hybrid vehicle is used without changing the basic layout of the conventional transmission unit, an electromagnetic clutch is housed in a torque converter chamber 101 and a planetary gear chamber is provided. 102
It is conceivable to house the motor in the vehicle. Also, since the motor acting as the drive source of the hybrid vehicle needs to accommodate a motor as large as possible, the conventional planetary gear 1
It is necessary to further expand and configure the portion for accommodating 11.

However, when the planetary gear chamber 102 is extended, there is a problem that a parking mechanism is provided on the outer periphery of the planetary gear chamber 102 and cannot be extended as a motor chamber. If the support member of the parking mechanism is formed in a thin plate shape,
However, since a very large force is applied particularly to the support member of the parking mechanism, there is a problem that the strength cannot be reliably secured. In addition, it is conceivable that the parking mechanism is configured in another place, but there is a problem that the number of design changes is increased and the cost is increased.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems. Particularly, in a transmission unit of a hybrid vehicle, for example, a sufficient motor room can be provided by a minimum design change from a conventional transmission unit. It is an object of the present invention to provide a transmission unit capable of ensuring the volume of the transmission.

[0010]

According to the first aspect of the present invention, there is provided a housing unit of a transmission unit, which is provided integrally with the unit housing and accommodates a part of the transmission. In a transmission unit provided on the outer periphery with a parking pole that meshes with an output shaft of a transmission mechanism, a support member that supports the parking pole, and an actuator that swings the parking pole, the actuator is supported by the support member. An actuator support is provided, and a bolt fixing part is provided on both sides of the actuator support. At least one of the two bolt fixing parts is positioned so as to overlap with the parking pole in the axial direction of the transmission. It is characterized by having been provided. In the invention described in claim 2, an electromagnetic clutch for connecting and disconnecting the engine and the transmission input shaft, a motor serving as a drive source together with the engine, and a transmission mechanism are arranged in series on the transmission input shaft, and are connected via a speed reducer. A transmission unit for a hybrid vehicle that outputs rotation to a drive shaft by means of a transmission, wherein a unit housing of the transmission unit accommodates the electromagnetic clutch, a part of the motor, and a part of a reduction gear in an axial direction from an engine. And a second housing for housing the motor, a part of the transmission mechanism, and a part of the speed reducer.
A housing and a third housing that houses the transmission mechanism, a parking pawl that meshes with an output shaft of the transmission mechanism on an outer periphery of a motor housing that houses the motor of the second housing; In a transmission unit of a hybrid vehicle including a support member for supporting the parking pole and an actuator for swinging the parking pole, an actuator support portion for supporting the actuator is provided substantially at the center of the support member. A first bolt fixing portion that does not overlap the parking pole of the two bolt fixing portions in the axial direction of the input shaft is provided at the same axial position as the parking pole; And a second bolt fixing portion overlapping in the axial direction of the input shaft with the parking pole. Characterized in that provided in the axial position at which.

[0011]

According to the first aspect of the present invention, the transmission unit is provided inside the unit housing integrally with the unit housing, and the transmission unit is provided on the outer periphery of a housing part for housing a part of the transmission. A parking pawl that meshes with the output shaft of the mechanism, a support member that supports the parking pawl, and an actuator that swings the parking pawl are provided. At this time, an actuator support portion for supporting the actuator is provided on the support member, and bolt fixing portions are provided on both sides of the actuator support portion. Then, at least one of the two bolt fixing portions is provided in a positional relationship overlapping the parking pole in the axial direction of the transmission. That is, since the support member, which is the parking mechanism, was configured on the outer periphery of the storage unit, the storage unit could not be expanded. However, by adopting the above configuration, the strength of the support member was maintained. In addition, the outer diameter of the storage unit can be expanded. In addition, since no major design change is involved, costs can be reduced. In the transmission unit for a hybrid vehicle according to claim 2, an electromagnetic clutch for connecting and disconnecting the engine and the transmission input shaft, a motor serving as a drive source together with the engine, and a transmission mechanism are arranged in series on the transmission input shaft, It is configured to output rotation to drive wheels via a speed reducer. A unit housing of the transmission unit includes a first housing that accommodates an electromagnetic clutch, a part of a motor, and a part of a reduction gear in an axial direction from the engine, a motor, a part of a transmission mechanism, and a part of the reduction gear. And a third housing for housing the speed change mechanism.
It is composed of a housing. On the outer periphery of the motor housing section for housing the motor of the second housing, there are provided a parking pole meshing with the output shaft of the transmission mechanism, a support member for supporting the parking pole, and an actuator for swinging the parking pole. Have been. At this time, an actuator support portion for supporting the actuator is provided substantially at the center of the support member, and bolt fixing portions are provided on both sides of the actuator support portion. A first bolt fixing portion that does not overlap with the parking pole of the two bolt fixing portions in the axial direction of the input shaft is provided at the same axial position as the parking pole, and a second bolt fixing portion that overlaps with the parking pole in the axial direction of the input shaft. Is provided at an axial position different from that of the parking pole.

That is, as shown in FIG. 5, when a conventional transmission unit is used as a hybrid vehicle, it is conceivable that the planetary gear chamber is configured as a motor chamber. It is necessary to expand the volume of the motor room. However, since the support member, which is the parking mechanism, was configured on the outer periphery of the planetary gear chamber, it could not be expanded as a motor chamber.
With the configuration described above, the outer diameter of the motor housing can be expanded while maintaining the strength of the support member. In addition, since no major design change is involved, costs can be reduced.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a configuration of a main unit of the hybrid vehicle according to the embodiment.
1 is a transmission unit, 2 is an engine, 3 is a B motor for power generation / start, 4 is an inverter, 5 is a battery, 6 is an electric power steering, 7 is a hybrid control unit, and 8 is a chain.

The transmission unit 1 includes an electromagnetic clutch 1
1, an A motor 15 as a drive motor, and a continuously variable transmission (hereinafter referred to as CVT) 13 are accommodated, and the A motor 15 also functions as an energy regeneration motor during deceleration and braking. Further, a C motor 9 for driving the electric hydraulic pump is provided. This is because, in a hybrid vehicle having a driving range using only the motor, the oil pressure (particularly CVT1) when only the motor runs using only the oil pump driven by the engine.
3) cannot be obtained. For the same reason, the assisting force of the power steering 6 is also of an electric type, and is assisted by a motor.

The B motor 3, which is a power generation / starting motor,
It is mounted on an engine block and is connected to the engine 2 by a chain 8, and normally functions as a generator and at start-up as a starter. The control units 7a, 7b, 7c, 7d, and 7e of the battery 5, the motors 3, 15, the engine 2, the clutch 11, and the CVT 13 are independent of each other, and are finally controlled integrally by the hybrid control unit 7.

Next, the operation of the drive system will be described. The hybrid vehicle of the present embodiment is of a parallel type, and the A motor 15 functions as an assisting role of the engine 2 in which the fuel efficiency is prioritized over the output. The CVT 13 also serves as a coordinator for operating the engine at the best fuel efficiency point.
The clutch 11 is an electromagnetic clutch. When the clutch 11 is turned off, the vehicle runs only with the A motor 15. ON / O of clutch 11
The FF is automatically and optimally controlled by a clutch control unit 7d that receives a command from the hybrid control unit 7.

(When starting the system) At the time of starting, the B motor 3 functions as a starter and starts the engine 2.

(Starting / Low Speed Running) When starting or running at low load with low fuel consumption efficiency of the engine 2, the engine 2 stops and the A motor 15 runs only. Even when the vehicle starts and runs at low speed, if the load is large (the throttle opening is large), the engine 2 starts immediately, the clutch 11 is turned on, and the vehicle runs with the engine 2 and the A motor 15.

(Normal driving) Mainly running by the engine 2. In this case, the operation on the best fuel efficiency line is realized by adjusting the engine speed by the shift control of the CVT 13.

(High load) When the engine 2 generates a maximum output and the driving force is insufficient, the battery 5
From which electric energy is actively supplied to the A motor 15,
The overall driving force is increased.

(During deceleration) During deceleration, the engine 2 is cut off fuel. At the same time, the A motor 15 functions as a generator, converts a part of the kinetic energy conventionally discarded into electric energy, and collects it in the battery 5.

(Reverse) The CVT 13 is not set with a reverse gear. Therefore, at the time of retreat, the clutch 11 is released, the A motor 15 is rotated in the reverse direction, and only the A motor 15 runs.

(Stop) When the vehicle stops, the engine 2 stops. However, the engine 2 does not stop when the battery 5 needs to be charged, when the air conditioner compressor needs to be operated, or during warm-up.

FIG. 2 shows a belt type continuously variable transmission (CV) according to the present invention.
FIG. 4 is a cross-sectional view of a transmission unit of the hybrid vehicle provided with T). 2, an engine output shaft 10 is connected to an electromagnetic clutch 11 as a rotation transmission mechanism, and is provided with a slip ring 11a for supplying power to the electromagnetic clutch 11. An output side of the electromagnetic clutch 11 is connected to a transmission input shaft 12, and a drive pulley 14 of a CVT 13 is provided at an end of the input shaft 12 and is located between the drive pulley 14 and the electromagnetic clutch 11. Thus, a traveling A motor (motor described in the claims) 15 is provided.

The A motor 15 includes a rotor 16 fixed to the input shaft 12 and a stator 17 fixed to the housing.
The input shaft 12 is driven by receiving power supply from the battery 5 or functions as a generator based on the torque of the input shaft 12 at the time of deceleration or the like.

The CVT 13 drives the driving pulley 14, the driven pulley 18, and the rotational force of the driving pulley 14
And a belt 19 for transmitting the power to the belt 8. The drive pulley 14 includes a fixed conical plate 20 that rotates integrally with the input shaft 12.
And a movable conical plate 22 which is arranged opposite to the fixed conical plate 20 to form a V-shaped pulley groove and is movable in the axial direction of the input shaft 12 by hydraulic pressure acting on the drive pulley cylinder chamber 21. The driven pulley 18 is connected to the driven shaft 2
3 is provided. The driven pulley 18 has a driven shaft 23
A fixed conical plate 24 that rotates integrally with the driven conical plate 24, a V-shaped pulley groove formed opposite to the fixed conical plate 24, and a driven shaft 23 formed by hydraulic pressure acting on a driven pulley cylinder chamber 32.
And a movable conical plate 25 which is movable in the axial direction.

A drive gear 26 is fixed to the driven shaft 23, and the drive gear 26 meshes with an idler gear 28 on an idler shaft 27. A pinion 29 provided on the idler shaft 27 meshes with the final gear 30. The final gear 30 drives a drive shaft that reaches a wheel (not shown) via a differential 31.

The torque input from the engine output shaft 10 to the CVT 13 as described above is transmitted to the CVT 13 via the electromagnetic clutch 11 and the input shaft 12. Input shaft 12
Of the driving pulley 14, the belt 19, the driven pulley 1
8, driven shaft 23, drive gear 26, idler gear 28, idler shaft 27, pinion 29, and final gear 30
Is transmitted to the differential 31 via the.

At the time of power transmission as described above, the movable conical plate 22 of the driving pulley 14 and the movable conical plate 25 of the driven pulley 18 are moved in the axial direction to change the radius of the contact position with the belt 19, thereby driving the driving. Pulley 14 and driven pulley 18
, That is, the gear ratio can be changed. The control for changing the width of the V-shaped pulley groove of the driving pulley 14 and the driven pulley 18 is performed by the CVT control unit 7.
The control is performed by controlling the hydraulic pressure to the driving pulley cylinder chamber 21 or the driven pulley cylinder chamber 32 via e.

FIG. 3 is a front view of the second housing 41 as seen from the engine side. The second housing 41 is provided with a motor housing 61, a support member housing 62a, a manual shaft support 62b, a driven shaft housing 63, an idler shaft housing 64, and a differential housing 65. .

FIG. 4 is a sectional view of a support member receiving portion 62a provided on the outer periphery of the motor receiving portion 61. A support member 70 having an actuator support portion 70a for supporting the parking pole 74 and supporting the actuator 73 is provided on the support member receiving portion 62a by a bolt 71.
a, 71a.

The support member 70 includes the first bolt fixing portion 7
The parking pawl 74 is swingably supported by a support member 75 of the second housing 41 while being fixed to the second housing 41 by the first and second bolt fixing portions 72. An actuator 73 that is movable in the axial direction is provided between the support member 70 and the parking pole 74, and the actuator 73 has a cam surface 73 a for moving the parking pole 74. When the actuator 73 protrudes and swings the parking pawl 74, the teeth of the parking pawl 74 mesh with the parking gear 76 that rotates integrally with the driven shaft 23, and fix the driven shaft 23. When the actuator 73 is not protruding, the parking pawl 74 is supported by the parking pawl support 70 b provided on the support member 70.

FIG. 5 is an enlarged view of the support member 70. As shown, the parking pole 74 and the input shaft 1
A first bolt fixing portion 71 that does not overlap in the radial direction is provided at a position that overlaps the parking pole 74 in the axial direction. Since this is configured at the same position as the conventional support member, it is not necessary to newly change the design.

The parking pole 74 and the input shaft 12
The second bolt fixing portion 72 overlapping in the radial direction is displaced toward the axial direction CVT 13 so as not to overlap with the parking pole 74 in the axial direction. At the same time, a straight line connecting the center of the actuator 73 and the center of the second bolt fixing portion 72 is provided at a radial position substantially parallel to a tangent line of the motor receiving portion 61 near the support member 70. That is, as shown in the drawing, the outer diameter of the planetary gear housing is conventionally a circular arc portion indicated by a dotted line in the figure, but in the present embodiment, the motor housing 61 is replaced with the planetary gear housing. The motor housing 61 has a larger outer diameter than the planetary gear housing. Therefore, by adopting a support member shape that avoids only the second bolt fixing portion 72 in both the axial direction and the radial direction, it is not necessary to change the design of the parking mechanism itself while securing the volume of the motor receiving portion 61. Therefore, cost can be reduced.

As described above, in the transmission unit of the hybrid vehicle according to the present embodiment, the first bolt fixing portion 71 which does not overlap with the parking pole 74 in the radial direction of the input shaft 12 is formed in the axial direction with the parking pole 74. They are provided at overlapping positions. And the parking pole 74
The second bolt fixing portion 72 radially overlapping the input shaft 12 is displaced toward the axial transmission chamber 43 so that the second bolt fixing portion 72 does not overlap the parking pole 74 in the axial direction.
2 is a straight line connecting the center of the actuator 73 and the center of the second bolt fixing portion 72 and the motor receiving portion 61.
The second bolt fixing portion 72 is provided at a position where the tangent lines in the vicinity of the support member 70 are substantially parallel.

That is, as shown in FIG. 5, when a conventional transmission unit is used as a hybrid vehicle, it is conceivable that the planetary gear chamber is configured as a motor chamber. It is necessary to expand the volume of the motor room. However, since the support member, which is the parking mechanism, was configured on the outer periphery of the planetary gear chamber, it could not be expanded as a motor chamber.
With the configuration described above, the outer diameter of the motor housing can be expanded while maintaining the strength of the support member. In addition, since there is no design change in the parking mechanism itself and no major design change is involved, the cost can be reduced.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of a main unit of a hybrid vehicle according to an embodiment.

FIG. 2 is a belt-type continuously variable transmission (CV) according to the embodiment;
FIG. 4 is a cross-sectional view of a transmission unit of the hybrid vehicle provided with T).

FIG. 3 is a front view of a second housing in the embodiment.

FIG. 4 is a cross-sectional view of a support member receiving section in the embodiment.

FIG. 5 is an enlarged view of a support member according to the embodiment.

FIG. 6 is a diagram showing a conventional technique.

FIG. 7 is a front view of a second housing of a transmission unit having a planetary gear according to the related art.

FIG. 8 is a cross-sectional view around a support member according to the related art.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Transmission unit 2 Engine 3 B motor 5 Battery 6 Power steering 7 Hybrid control unit 7a Battery control unit 7b Motor control unit 7c Engine control unit 7e CVT control unit 7d Clutch control unit 8 Chain 9 C motor 10 Engine output shaft 11a Slip ring Reference Signs List 11 electromagnetic clutch 12 input shaft 14 drive pulley 15 A motor 16 rotor 17 stator 18 driven pulley 19 belt 20 fixed conical plate 21 drive pulley cylinder chamber 22 movable conical plate 23 driven shaft 24 fixed conical plate 25 movable conical plate 26 drive gear 27 idler Shaft 28 idler gear 29 pinion 30 final gear 31 differential 32 driven pulley cylinder chamber 41 second housing 42 first housing 43 Machine room 44 Motor room 45 Second partition 46 First partition 47 Clutch room 48 Cooling water jacket 61 Motor receiving part 62a Support member receiving part 62b Manual shaft supporting part 63 Driven shaft receiving part 64 Idler shaft receiving part 65 Differential Storage part 66 Harness storage chamber 70 Support member 70a Actuator support part 70b Parking pole support part 71 First bolt fixing part 71a Bolt 72 Second bolt fixing part 72a Bolt 73 Actuator 73a Cam surface 74 Parking pole 75 Support member 76 Parking gear 101 Torque Converter Room 102 Planetary Gear Room 103 Transmission Room 110 Torque Converter 111 Planetary Gear 112 Transmission 112a Drive Pulley 112b Followed Pulley 112c Belt 113 First Housing 114 Second housing 115 third housing 116 first partition 117 second partition 120 Case 121 Oil pump 122 input shaft 123 axial oil passage 124 driving pulley cylinder chamber 130 support member 131 parking pole 132 volts 133 actuator 134 cam surfaces

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3D039 AA01 AA02 AA04 AB27 AC07 AC13 AC34 AC65 AD05 AD06 AD22 AD33 3J067 AC12 AC23 DA31 EA66 FA56 GA01

Claims (2)

[Claims] 1. A parking pole, which is provided integrally with a unit housing of a transmission unit and is provided integrally with the unit housing, and has a parking pole meshed with an output shaft of a transmission mechanism unit on an outer periphery of a housing unit for housing a part of the transmission. A transmission unit comprising a support member for supporting the parking pole and an actuator for swinging the parking pole, wherein the support member is provided with an actuator support portion for supporting the actuator, and bolts are provided on both sides of the actuator support portion. A transmission unit, comprising: a fixing portion; and at least one bolt fixing portion of the two bolt fixing portions is provided in a positional relationship overlapping with the parking pole in an axial direction of the transmission. 2. An electromagnetic clutch for connecting and disconnecting an engine and a transmission input shaft, a motor serving as a drive source together with the engine, and a transmission mechanism are arranged in series on the transmission input shaft, and are rotated to the drive shaft via a speed reducer. A transmission unit for a hybrid vehicle that outputs the electromagnetic clutch, a part of the motor, and a part of a reduction gear in an axial direction from an engine. A second housing accommodating the motor, a part of the transmission mechanism, and a part of the speed reducer; and a third housing accommodating the transmission mechanism.
A parking pawl, which comprises a housing, and which is arranged on the outer periphery of a motor accommodating section for accommodating the motor of the second housing, which is engaged with an output shaft of the transmission mechanism, a support member for supporting the parking pawl, A transmission unit of a hybrid vehicle including an actuator that swings the actuator, wherein an actuator support for supporting the actuator is provided substantially at the center of the support member, and bolt fixing parts are provided on both sides of the actuator support. A first bolt fixing portion that does not overlap the parking pole of the bolt fixing portion in the axial direction of the input shaft is provided at the same axial position as the parking pole, and a second bolt fixing portion that overlaps the parking pole in the axial direction of the input shaft. Is provided at an axial position different from the parking pole. Transmission unit for hybrid vehicles.