JP3578151B2 - Hydraulic supply device for hybrid vehicle - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a hybrid vehicle that runs by an electric motor with an engine stopped in a predetermined operation state, and particularly to a hydraulic pressure supply device that supplies a hydraulic pressure required for a shift operation of the automatic transmission.
[0002]
[Prior art]
In a hybrid vehicle that automatically stops and restarts an engine according to the driving state of the vehicle, a mechanically driven hydraulic pressure generally driven by the engine is generally used in order to always maintain the hydraulic pressure required for the automatic transmission. In addition to the pump, an electric hydraulic pump driven by an electric motor must be provided. In particular, when a belt-type continuously variable transmission (CVT) is used as an automatic transmission, a high oil pressure is required to operate a piston for tightening a belt. This is a major issue in commercializing vehicles.
[0003]
For example, in a hybrid vehicle using a belt-type continuously variable transmission disclosed in Japanese Patent Application Laid-Open No. 2001-200920, a mechanical device is disposed closer to the engine than a clutch that transmits and disconnects driving force between the engine and the transmission. A drive type hydraulic pump is provided, and is driven in a form linked to the rotation of the engine. Therefore, when the mechanically driven hydraulic pump is driven by the drive motor with the engine stopped, the clutch is disengaged and stops with the stop of the engine. Therefore, an electric hydraulic pump is provided as the second hydraulic pump, and when the engine is stopped, the electric hydraulic pump supplies hydraulic pressure to the shift operation section of the automatic transmission.
[0004]
[Problems to be solved by the invention]
In the configuration described in the above publication, the entire required hydraulic pressure is always supplied by the electric hydraulic pump when the engine is stopped. Therefore, a large-sized electric hydraulic pump is required, and a large-sized system generally uses an inverter-type high-voltage AC motor.
[0005]
Although the above publication does not disclose a specific structure or layout of the mechanical drive hydraulic pump, it is assumed that a mechanical drive hydraulic pump is simply arranged in series with an engine or a transmission as described in this publication. However, the dimensions of the so-called power train composed of the engine and the transmission housing, particularly the length in the main axis direction in series with the crankshaft, are undesirably increased. The dimension in the direction of the main axis becomes a serious problem particularly when the power train is mounted on a vehicle in a horizontal manner.
[0006]
[Means for Solving the Problems]
In the hydraulic supply device for a hybrid vehicle according to the present invention, an engine is connected to an input shaft of a clutch, and an input shaft of an automatic transmission and a traveling motor are connected to an output shaft of the clutch. And a vehicle propulsion mechanism configured to transmit a driving force from an output shaft of the automatic transmission to a drive wheel, and a hydraulic oil connected to a shift operating portion of the automatic transmission connected to an output shaft of the clutch. A mechanically driven first hydraulic pump, and an electric second hydraulic pump provided in parallel with the first hydraulic pump. by operating at least one of the second hydraulic pump intends line hydraulic pressure supply to the shift actuation unit.
[0007]
By connecting the first hydraulic pump to the output shaft side of the clutch as described above, the mechanically driven first hydraulic pump is constantly driven during traveling. That is, when the engine is driving the drive wheels via the clutch, the output of the engine drives the first hydraulic pump. Also, when the engine is stopped and the vehicle is traveling by the traveling motor, the clutch is disconnected, but the first hydraulic pump is similarly driven mechanically. When the vehicle stops, the first hydraulic pump stops, and the required second hydraulic pressure is supplied by the electric second hydraulic pump. Further, when the first hydraulic pump is in an operating condition where the hydraulic pressure is insufficient, such as when the vehicle is running at a low speed, the hydraulic pressure can be supplemented by the second hydraulic pump. Here, since the hydraulic pressure required by the automatic transmission when the vehicle is stopped is generally lower than when the vehicle is traveling, the first hydraulic pump operates during traveling, so that the capacity required for the second hydraulic pump is low. Become.
[0008]
According to a second aspect, the first hydraulic pump can be constituted by an internal gear pump arranged coaxially with the clutch. Since this internal gear pump is generally thin and small in the axial direction, it is advantageous in accommodating the clutch and the like in the housing of the automatic transmission.
[0009]
According to the present invention, in particular , a second motor including a rotor fixed to the input shaft and an annular stator surrounding the rotor is disposed coaxially with the input shaft of the clutch, and Is smaller than the axial dimension of the stator, and the first hydraulic pump is located adjacent to the rotor on the inner peripheral side of the stator, and overlaps a part of the stator in the axial direction. It is characterized by being arranged.
[0010]
The second motor is substantially directly connected to the crankshaft of the engine, and is used, for example, for restarting the engine or generating power. As this type of motor, a cylindrical AC motor is generally used, but since a coil is wound around the stator, its axial dimension is generally larger than the axial dimension of the rotor. It is. According to the present invention, a first hydraulic pump including an internal gear pump or the like is disposed by utilizing a space on the inner circumferential side of the stator generated due to the fact that the axial dimension of the rotor is smaller than the outer circumferential stator. It is. That is, the first hydraulic pump is disposed adjacent to the rotor and on the inner circumferential side of the stator. As a result, the first hydraulic pump is arranged so as to axially overlap a part of the stator. Therefore, the dimension of the entire device including the engine and the automatic transmission in the axial direction of the crankshaft is reduced. Desirably, the first hydraulic pump may be configured to be thin so that the whole of the first hydraulic pump is housed inside the stator.
[0011]
Further, in the invention according to claim 3, the clutch comprises a hydraulic multi-plate clutch having an inner cylinder on the input shaft side and an outer cylinder on the output shaft side, and the first hydraulic pump is provided between the clutch and the engine. The first hydraulic pump is arranged and driven by the tip of the outer cylinder. That is, as a layout in an actual device, the first hydraulic pump is located between the hydraulic multi-plate clutch and the engine. This makes it possible to arrange the motor adjacent to the second motor. The distal end of the outer cylinder extends so as to surround the outer periphery of the input shaft, whereby the first hydraulic pump is driven.
[0012]
Further, in the invention according to claim 4 , in the configuration according to claim 3 , the clutch and the first hydraulic pump are adjacent to each other across the same oil supply wall, and are formed inside the oil supply wall. Each is connected to an oil passage. In a hydraulic multiple disc clutch, an oil supply wall is required adjacent to the clutch in order to supply hydraulic pressure to a hydraulic chamber defined by a piston. Similarly, the first hydraulic pump including the internal gear pump and the like also requires an adjacent oil supply wall for forming an oil passage extending to the suction port and the discharge port. In the present invention, the same oil supply wall is shared by the hydraulic multi-disc clutch and the first hydraulic pump, and necessary oil passages are formed in the one oil supply wall.
[0013]
【The invention's effect】
According to the hydraulic supply device for a hybrid vehicle according to the present invention, the mechanically driven first hydraulic pump is driven not only at the time of running the engine but also at the time of running with the running motor with the engine stopped. The second hydraulic pump is an auxiliary one, and its size can be reduced.
[0014]
Further, in the power train of the vehicle the actual, possible to arrange a first hydraulic pump to the limited space and becomes, its dimension, in particular, possible to shorten the length along the crankshaft axis of the engine Can be. Therefore, the second hydraulic pump can be made compact as a whole in conjunction with the miniaturization of the second hydraulic pump, and it is particularly advantageous when the second hydraulic pump is mounted horizontally on a vehicle.
[0015]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.
[0016]
FIG. 1 schematically shows a vehicle propulsion mechanism of a hybrid vehicle using a hydraulic supply device according to the present invention. The propulsion mechanism includes, for example, an engine 1 including a gasoline engine or a diesel engine, a belt-type continuously variable transmission (hereinafter abbreviated as CVT) 2 as an automatic transmission for shifting the rotation of the engine 1, and the engine 1 and a CVT 2 for transmitting and disconnecting a driving force between the CVT 2 and the CVT 2, and a traveling motor for traveling the vehicle, even when the engine 1 is stopped, that is, a traveling motor generator 4. ing. In this embodiment, the second motor further includes a power generation motor generator 5 that mainly generates power while the engine is running and performs cranking when the engine 1 is restarted.
[0017]
The clutch 3 is formed of a hydraulic multi-plate clutch as described later, and its input shaft 3a is substantially directly connected to the crankshaft 1a of the engine 1. The rotor of the motor generator 5 for power generation is fixed to the input shaft 3a. Each of the power generation motor generator 5 and the traveling motor generator 4 is an AC motor generator, and is controlled on both the driving side and the power generation side by a known inverter circuit.
[0018]
The CVT 2 includes a primary pulley 11 serving as a driving side, a secondary pulley 12 serving as a driven side, and a metal belt 13 wound between the two. The pulley width of the primary pulley 11 is adjusted by hydraulic pressure. This is possible, and the pulley width of the secondary pulley 12 is changed in accordance with the change, so that the speed can be changed steplessly. The transmission input shaft 11a provided with the primary pulley 11 is substantially integrated with the output shaft 3b of the clutch 3. At the same time, the rotation shaft 4a of the traveling motor generator 4 is connected to the transmission input shaft 11a. Note that a reduction gear mechanism is interposed between the rotation shaft 4a of the traveling motor generator 4 and the transmission input shaft 11a as described later. The transmission output shaft 12 a including the secondary pulley 12 is connected to an axle shaft 18 via a final gear train 14 and a differential gear 17, which will be described later, and transmits power to driving wheels 19. .
[0019]
On the other hand, a mechanically driven first hydraulic pump 21 and an electrically driven second hydraulic pump 22 are provided as hydraulic pressure supply devices, and are disposed in parallel with each other as shown in FIG. Hydraulic oil is pressure-fed from the oil sump 23 to the shift operation section 24 of the CVT 2. The shift operation unit 24 includes, for example, a pressure regulating valve and a hydraulic control valve, generates an arbitrary control oil pressure using the oil pressure supplied from the hydraulic pumps 21 and 22, and variably controls the speed ratio of the CVT 2. are doing. Here, the first hydraulic pump 21 is connected to and driven by the output shaft 3b of the clutch 3, that is, the transmission input shaft 11a. The first hydraulic pump 21 is formed of an internal gear pump described later, and an inner peripheral gear (external gear) is connected to the transmission input shaft 11a via a one-way clutch. In other words, the clutch 3, the first hydraulic pump 21, and the primary pulley 11 are coaxially arranged in series. The electric second hydraulic pump 22 has a built-in low-voltage DC motor that can be driven by an on-board battery for auxiliary equipment. The internal gear pump is also used in the pump section. I have. The second hydraulic pump 22 is driven when the hydraulic pressure of the mechanically driven first hydraulic pump 21 becomes insufficient, such as when the vehicle is stopped, when the vehicle is traveling backward, and when the vehicle is traveling at a low speed.
[0020]
The control of the entire hybrid vehicle will be briefly described. For example, in a steady running at a middle vehicle speed or higher, the engine 1 is burning and the clutch 3 is connected, so that the vehicle is driven by the driving force of the engine 1. I do. At this time, the power generation motor generator 5 generates power. When the vehicle decelerates from the traveling state, regeneration of the deceleration energy, that is, power generation is performed by the traveling motor generator 4, and the clutch 3 is disconnected before the vehicle stops, and the engine 1 is stopped. Then, when starting from the vehicle stop state, the clutch 3 is kept in the disengaged state, and the traveling motor generator 4 is driven to start the vehicle. Thereafter, when the vehicle speed becomes equal to or higher than a predetermined low vehicle speed, cranking is performed by the motor generator 5 for power generation, and the engine 1 is restarted. With the restart of the engine 1, the clutch 3 is gradually connected, and the traveling motor generator 4 is controlled to shift to traveling by the engine 1.
[0021]
On the other hand, in the configuration of this embodiment, the vehicle propulsion mechanism does not include the forward / reverse switching mechanism, and only traveling forward can be performed by the engine 1. Therefore, the reverse running is realized by setting the clutch 3 to the disengaged state and reversing the running motor generator 4. That is, since it is generally not considered that the vehicle 1 travels backward for a long time, the engine 1 is stopped and the vehicle is driven backward by the traveling motor generator 4 to simplify the transmission mechanism.
[0022]
Since the mechanically driven first hydraulic pump 21 is connected to the transmission input shaft 11a via the one-way clutch as described above, the first hydraulic pump 21 is not only driven by the engine 1 but also driven by the driving motor generator 4. Also, if the vehicle is traveling forward, it is mechanically driven accordingly. That is, it is driven at a pump speed determined by the vehicle speed and the gear ratio of CVT2. Therefore, the electrically driven second hydraulic pump 22 becomes an auxiliary one, and its size can be reduced. In this embodiment, since the one-way clutch is interposed, the first hydraulic pump 21 stops during the reverse travel. However, the first hydraulic pump 21 is reversely rotated without providing the one-way clutch, and an appropriate one using the check valve is provided. It is also possible to adopt a configuration in which the hydraulic pressure is supplied in the same manner as in the normal rotation, depending on the configuration of the oil passage.
[0023]
Next, a more specific layout of the first hydraulic pump 21 will be described. FIG. 3 shows a specific configuration in which the above-described mechanism after the clutch 3 is integrally configured as a transaxle device 31. The transaxle device 31 is attached to the rear end of the engine 1 and forms a power train of the vehicle together with the engine 1. In the figure, the same reference numerals are given to portions equivalent to the respective portions in FIG. 1 described above. The transaxle device 31 is mounted on the vehicle together with the engine 1 in a so-called horizontal configuration. As shown in a side view of FIG. 4, the transaxle device 31 has the axle shaft 18 located behind the primary pulley 11. The traveling motor generator 4 is located forward, and the secondary pulley 12 is located above the axle shaft 18, but FIG. 3 is a developed view generally along the line XX of FIG. .
[0024]
As shown in FIG. 3, the transaxle device 31 is entirely accommodated in a housing mainly composed of a first housing 33 and a second housing 34 divided along a division surface 32. The opening of the second housing 34 is further covered by a side cover 35. In this housing, a transmission input shaft 11a serving as a main shaft including a primary pulley 11, a transmission output shaft 12a including a secondary pulley 12, a rotation shaft 4a of the traveling motor generator 4, an intermediate shaft 36, Are arranged in parallel with each other, and an axle shaft 18 connected to the differential gear 17 extends in a direction parallel to these.
[0025]
The traveling motor generator 4 includes a stator 41 fixed to the housing side and a rotor 42 fixed to the rotating shaft 4a. The traveling motor driving gear fixed to an end of the rotating shaft 4a. 43 and a traveling motor driven gear 44 fixed to the end of the transmission input shaft 11a are linked to each other via first and second intermediate gears 45 and 46 configured in two stages. A pinion 47 is fixed to the transmission output shaft 12a, and the final gear train 14 is transmitted to a final driven gear 50 via a reduction driven gear 48 and a final driving gear 49 on the intermediate shaft 36. The rotation of the machine output shaft 12a is transmitted.
[0026]
The secondary pulley 12 has a fixed sheave 51 formed integrally with the transmission output shaft 12a, and a movable sheave 52 that can move in the axial direction to change the pulley width. Is sandwiched. The movable sheave 52 includes a piston 53 that moves integrally in the axial direction. The piston 53 forms a secondary hydraulic chamber 55 in a cylindrical cylinder 54. In the secondary hydraulic chamber 55, a return spring 56 acting in a direction to reduce the pulley width is arranged.
[0027]
Similarly, the primary pulley 11 has a fixed sheave 61 formed integrally with the transmission input shaft 11a, and a movable sheave 62 that can move in the axial direction to change the pulley width. The belt 13 is sandwiched. The movable sheave 62 includes a piston 63 that moves integrally in the axial direction. The piston 63 forms a primary hydraulic chamber 65 in a cylindrical cylinder 64. In the secondary pulley 12, the sheave farther from the engine 1 is the fixed sheave 51, whereas in the primary pulley 11, the sheave closer to the engine 1 is the fixed sheave 61. The hydraulic pressure introduced into the primary hydraulic chamber 65 is controlled according to the operating conditions, whereby the pulley width and thus the gear ratio change. That is, when the hydraulic pressure in the primary hydraulic chamber 65 is increased, the pulley width of the primary pulley 11 is reduced and the belt radius is increased. Conversely, when the hydraulic pressure is reduced, the pulley width is increased and the belt radius is reduced. On the other hand, the hydraulic pressure introduced into the secondary hydraulic chamber 55 is controlled so that an appropriate belt tension is always generated according to the change in the pulley width of the primary pulley 11.
[0028]
FIG. 5 shows the main part of the transaxle device 31 in a further enlarged manner. The transmission input shaft 11a is shorter than the axial dimension of the entire casing, and is connected to the end opposite to the traveling motor driven gear 44 so that the clutch input shaft 3a is connected in series. Are located in More specifically, the end of the clutch input shaft 3a is inserted into a recess at the center of the end face of the transmission input shaft 11a, and is rotatably supported by a bush 66. The transmission input shaft 11a is supported by a pair of bearings 67, 68, and the clutch input shaft 3a is supported by the bush 66 and a bearing 69. A hydraulic multi-plate clutch 3 is provided between the transmission input shaft 11a and the clutch input shaft 3a. An end of the clutch input shaft 3a on the opposite side protrudes from the partition wall 33a of the first housing 33 toward the engine 1, and has a disk-shaped toe provided with a tangential coil spring at this end. A directional damper 70 is attached, and the rear end of the crankshaft of the engine 1 is connected via the torsional damper 70.
[0029]
When viewed in the axial direction, a motor generator 5 for power generation is disposed between the clutch 3 and the torsion damper 70, and a first motor generator 5 is provided between the motor generator 5 for power generation and the clutch 3. A hydraulic pump 21 is provided. More specifically, the motor generator 5 for power generation is located inside the partition wall 33a provided with the bearing 69, and the first hydraulic pump 21 is located adjacent to the motor generator 5 for power generation. And the clutch 3 are adjacent on both sides of the same oil supply wall 71.
[0030]
The clutch 3 is composed of a number of annular plates (drive plates and driven plates) between an outer cylinder (clutch drum) 75 on the transmission input shaft 11a side and an inner cylinder (hub) 76 on the clutch input shaft 3a side. The power is intermittently connected, and a piston 77 forming a hydraulic chamber 80 is provided near the engine 1, that is, on the oil supply wall 71 side. The outer cylinder 75 has a small-diameter cylindrical shape as a cylindrical portion 75a at the tip of the engine 1 and extends so as to surround the outer periphery of the clutch input shaft 3a. The cylindrical portion 75a penetrates the center of the first hydraulic pump 21 and drives the first hydraulic pump 21 via a one-way clutch 78. The tip of the cylindrical portion 75a is rotatably supported on the clutch input shaft 3a via a bush 79.
[0031]
The power generating motor generator 5 includes a stator 81 fixed to a housing side and a rotor 82 located on the inner periphery of the stator 81. The rotor 82 is attached to the clutch input shaft 3a. Since the stator 81 has the coil 81a wound around each magnetic pole of the core, its axial dimension is larger than the axial dimension of the rotor 82. The radial dimension of the first hydraulic pump 21 is smaller than the inner diameter of the coil 81a and is disposed adjacent to the rotor 82. Therefore, the first hydraulic pump 21 is located on the inner peripheral side of the coil 81a and has a layout that partially overlaps the coil 81a in the axial direction. In the illustrated example, when viewed in the axial direction, most of the first hydraulic pump 21 is located on the inner peripheral side of the coil 81a, that is, the first hydraulic pump 21 is located in the recess formed by the step between the stator 81 and the rotor 82. The hydraulic pump 21 is housed.
[0032]
FIG. 6 shows a specific configuration of the first hydraulic pump 21. This is configured as a known internal gear pump, in which an annular internal gear 92 is rotatably fitted and held in a cylindrical housing 91, and the internal gear 92 is rotatably fitted. An external gear 93 is disposed at a position eccentric to one of the inner peripheral sides of the gear 92. The external gear 93 is rotatably driven in the direction of arrow ω via a one-way clutch 78 by a cylindrical portion 75a extending from the transmission input shaft 11a. The internal gear 92 also rotates in the housing 91 with the rotation of the external gear 93. A suction port 94 and a discharge port 95 are formed in the oil supply wall 71 for closing the axial end of the housing 91 so as to sandwich the external gear 93 in the radial direction. Further, a substantially crescent-shaped partition plate 96 is provided so as to fill a space between the external gear 93 and the internal gear 92 resulting from the external gear 93 being eccentric to one side, and an inner peripheral surface thereof. The tooth tip of the external gear 93 is in sliding contact with the tooth tip of the internal gear 92 on the outer peripheral surface. In such an internal gear pump, when the external gear 93 is driven in the direction of the arrow ω, hydraulic oil is sucked from the suction port 94 and is pressurized and discharged from the discharge port 95. The internal gear pump itself can pump oil in the reverse direction even during reverse rotation.
[0033]
The oil supply wall 71 includes a plurality of oil passages for the first hydraulic pump 21, the clutch 3, and the primary hydraulic chamber 65. FIGS. 7 to 9 show the configuration of this oil passage. As shown in FIG. 7, a suction passage 97 reaching the suction port 94, a discharge passage 98 reaching the discharge port 95, and a clutch 3 A clutch passage 99 leading to the hydraulic chamber 80 and a primary passage 100 leading to the primary hydraulic chamber 65 are formed inside the oil supply wall 71, and the lower ends of these oil passages are further connected to the second housing 34. It extends downward through the interior and is connected to a control valve unit 101 provided below the transaxle device 31. The control valve unit 101 is disposed inside an oil pan 102 that covers the bottom of the transaxle device 31. The oil pan 102 corresponds to the hydraulic oil sump 23 shown in FIG. 2, and the control valve unit 101 corresponds to the speed change operation unit 24.
[0034]
The oil supply wall 71 is formed separately from the second housing 34 for processing and assembly, and is finally fixed to the second housing 34 by a bolt (not shown). The first hydraulic pump 21 is fixedly supported on the first housing 33 side.
[0035]
As shown in FIGS. 7 and 5, the distal end of the clutch passage 99 extends toward the inner peripheral side of the clutch 3 through the inside of the oil supply wall 71 and is connected to the hydraulic chamber 80. As shown in FIG. 9, the tip of the primary passage 100 reaches the central opening through which the clutch input shaft 3a passes through the inside of the oil supply wall 71, and the oil at the center of the clutch input shaft 3a. The oil passage 104 is connected to the passage 103 and finally communicates with the primary hydraulic chamber 65 through an oil passage 104 at the center of the transmission input shaft 11a. The oil passage denoted by reference numeral 105 is a secondary passage from the control valve unit 101 to the secondary hydraulic chamber 55.
[0036]
Accordingly, the flow of the hydraulic oil will be described. The hydraulic oil collected in the oil pan 102 is sucked up by the first hydraulic pump 21 through the passage inside the control valve unit 101 and the suction passage 97 and is pressurized to be discharged. It is sent from the passage 98 to the control valve unit 101. On the other hand, hydraulic oil for gear ratio control adjusted to an appropriate oil pressure by the control valve unit 101 is supplied from the control valve unit 101 to the primary hydraulic chamber 65 through the primary passage 100, and similarly, hydraulic oil for clutch control is supplied. Is supplied from the control valve unit 101 to the hydraulic chamber 80 of the clutch 3 through the clutch passage 99.
[0037]
As described above, in the configuration of the above embodiment, the first hydraulic pump 21 and the hydraulic multi-plate clutch 3 are disposed adjacent to both sides of the oil supply wall 71 so as to share the same oil supply wall 71. As a result, the axial dimension of the two is reduced. In addition, as described above, the first hydraulic pump 21 is disposed by utilizing the space generated on the inner peripheral side of the motor generator 5 for power generation, and is disposed so as to partially overlap the motor generator 5 in the axial direction. Therefore, the axial length of the main shaft including the clutch input shaft 3a and the transmission input shaft 11a can be reduced. Generally, the axial dimension of the main shaft determines the external dimension of the transaxle device 31 as a whole in the vehicle width direction. Therefore, shortening of the length dimension is very important from the viewpoint of mounting on a vehicle. In the illustrated example, the inner peripheral portion of the rotor 82 of the motor generator 5 for power generation is thinned in the axial direction, and the bearing 69 and the one-way clutch 78 are respectively accommodated in the spaces created on both sides by this. Therefore, the axial dimension is further reduced.
[Brief description of the drawings]
FIG. 1 is a configuration explanatory view of a vehicle propulsion mechanism of a hybrid vehicle according to the present invention.
FIG. 2 is an explanatory diagram of a hydraulic circuit of the hybrid vehicle.
FIG. 3 is a cross-sectional view of a specific transaxle device.
FIG. 4 is a schematic side view of a transaxle device.
FIG. 5 is an enlarged sectional view showing details of a main part of FIG. 3;
FIG. 6 is an explanatory diagram showing a configuration of an internal gear pump serving as a first hydraulic pump.
FIG. 7 is an explanatory diagram showing the configuration of the oil passage inside the oil supply wall as viewed from the front.
FIG. 8 is an explanatory view showing an oil passage to a first hydraulic pump as viewed from the side.
FIG. 9 is an explanatory diagram showing an oil passage to a primary hydraulic chamber as viewed from a side.
[Explanation of symbols]
1 ... Engine 2 ... CVT
DESCRIPTION OF SYMBOLS 3 ... Clutch 4 ... Traveling motor generator 21 ... 1st hydraulic pump 22 ... 2nd hydraulic pump 23 ... Hydraulic oil sump 24 ... Shift operation part 31 ... Transaxle device 71 ... Oil supply wall 75 ... Outer cylinder 75a ... Cylindrical part 81 ... stator 82 ... rotor

Claims (4)

The engine is connected to the input shaft of the clutch, the input shaft of the automatic transmission and the traveling motor are connected to the output shaft of the clutch, and the driving force is transmitted to the drive wheels from the output shaft of the automatic transmission. A vehicle propulsion mechanism configured as
A mechanically-driven first hydraulic pump connected to an output shaft of the clutch and supplying hydraulic oil to a shift operating portion of the automatic transmission;
An electric second hydraulic pump provided in parallel with the first hydraulic pump,
With
A hydraulic supply device for a hybrid vehicle that supplies at least one of the first hydraulic pump and the second hydraulic pump according to an operating condition to supply hydraulic pressure to the shift operation unit ,
A second motor including a rotor fixed to the input shaft and an annular stator surrounding the rotor is arranged coaxially with the input shaft of the clutch, and the axial dimension of the rotor is Smaller than the axial dimension of the stator,
The first hydraulic pump is located adjacent to the rotor on the inner peripheral side of the stator, and is disposed so as to overlap with a part of the stator in the axial direction. . 2. The hydraulic pressure supply device for a hybrid vehicle according to claim 1, wherein the first hydraulic pump comprises an internal gear pump disposed coaxially with the clutch. 3. The clutch includes a hydraulic multi-plate clutch having an input shaft side as an inner cylinder and an output shaft side as an outer cylinder. The first hydraulic pump is disposed between the clutch and the engine. hydraulic pressure supply device for a hybrid vehicle according to claim 1 or 2 by the tip portion, characterized in that the first hydraulic pump is driven. And said clutch and said first hydraulic pump, across the same oil supply wall being adjacent, claim 3, characterized in that it is connected to an oil passage formed inside the oil supply wall 3. The hydraulic supply device for a hybrid vehicle according to claim 1.

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