JP-7856052-B2 - transaxle

Inventors

• 山下 貴裕

Assignees

• トヨタ自動車株式会社

Dates

Publication Date

20260511

Application Date

20230531

Claims (1)

1. A transaxle mounted on a vehicle, comprising an electric motor, a gear mechanism connected to the electric motor and the engine, and a case housing the electric motor and the gear mechanism, The aforementioned case is, A first case that is lower in height than the engine, is fixed to the side of the engine, and houses the gear mechanism, A second case is fixed to the side of the first case opposite to the engine, is lower in height than the engine and higher in height than the first case, and has an upper part that protrudes above the first case and a lower part that is located below the upper part, housing the electric motor in the lower part and power equipment for driving the electric motor in the upper part . A stiffener, one end of which is fixed to the first case and the other end of which is fixed to the upper part of the second case, A transaxle equipped with a transaxle.

Description

This disclosure relates to a transaxle mounted on a vehicle. Conventionally, hybrid vehicles are known that include an engine, a transaxle containing two motors, and a power converter that converts power from a power source into motor drive power (see, for example, Patent Document 1). In this hybrid vehicle, the engine and the transaxle are connected adjacent to each other in the vehicle width direction. Furthermore, the power converter is supported above the transaxle with a gap between it and a front bracket mounted on the front and a rear bracket mounted on the rear. Japanese Patent Publication No. 2021-079765 This is a schematic diagram of a vehicle including the transaxle of the present disclosure.This is a schematic diagram illustrating the transaxle of the present disclosure. Next, embodiments for carrying out the invention of this disclosure will be described with reference to the drawings. Figure 1 is a schematic diagram showing a vehicle 1 including the transaxle 20 of this disclosure. The vehicle 1 shown in the figure is a front-wheel-drive hybrid vehicle including an engine 10, a transaxle 20 as a power transmission device connected to the engine 10, including motor generators MG1 and MG2, and a battery (not shown) that exchanges power with the motor generators MG1 and MG2 of the transaxle 20 via an inverter (not shown). The engine 10 is an internal combustion engine that burns a mixture of hydrocarbon fuel and air injected from an injector (not shown) in multiple combustion chambers, converting the reciprocating motion of the pistons associated with the combustion of the mixture into rotational motion of the crankshaft. As shown in Figure 1, the transaxle 20 includes, in addition to motor generators MG1 and MG2, a planetary gear 30, a differential gear 39, and a case 40 housing these elements. Motor generator MG1 (first motor) is a synchronous regenerative motor (three-phase AC motor) including a stator S1 and rotor R1, and primarily operates as a generator, converting at least a portion of the power from the engine 10, which is under load, into electricity. Motor generator MG2 (second motor) is a synchronous regenerative motor (three-phase AC motor) including a stator S2 and rotor R2, and primarily operates as a motor that generates driving torque, driven by power from at least one of the battery and motor generator MG1. The planetary gear 30 is a differential rotation mechanism including a sun gear (first rotating element) 31, a ring gear (second rotating element) 32, and a planetary carrier (third rotating element) 34 that rotatably supports multiple pinion gears 33. As shown in Figure 1, the sun gear 31 is connected to the rotor R1 of the motor generator MG1 via a hollow rotor shaft RS. The planetary carrier 34 is coaxially fixed to the carrier shaft CS and is connected to the crankshaft of the engine 10 via the carrier shaft CS and the damper mechanism 25. The ring gear 32 is integrated with the counter drive gear 35, which acts as an output member, and the two rotate coaxially and as a single unit. The counter drive gear 35 is connected to the left and right wheels (drive wheels) W via the counter driven gear 36 that meshes with the counter drive gear 35, the drive pinion gear (final drive gear) 37 that rotates integrally with the counter driven gear 36, the differential ring gear 39r that meshes with the drive pinion gear 37 and rotates integrally with the differential case of the differential gear 39, the differential gear 39, and the drive shaft DS. The gear mechanism of the transaxle 20, that is, the gear train from the planetary gear 30 and the counter drive gear 35 to the differential gear 39, connects the engine 10 and the motor generator MG1 to each other and transmits a portion of the output torque of the engine 10, as a power source, to the drive shaft DS and the wheels W. Furthermore, the drive gear 38 is connected (fixed) to the rotor R2 of the motor generator MG2 via the motor shaft MS so as to rotate integrally with it. The drive gear 38 has fewer teeth than the counter-driven gear 36 and meshes with the counter-driven gear 36. Thus, the motor generator MG2 is connected to the left and right drive shafts DS and wheels W via the drive gear 38, counter-driven gear 36, drive pinion gear 37, differential ring gear 39r, and differential gear 39. In other words, the motor generator MG2 functions as a power source that outputs driving torque (driving force) to the drive shafts DS and wheels W, either independently or in cooperation with the engine 10, and also outputs regenerative braking torque during braking of the vehicle 1. The transaxle 20 case 40 includes a first case 41, a second case 42, and a cover (third case) 45. The first and second cases 41 and 42, and the cover 45 are all castings made of, for example, aluminum alloy or steel. As shown in Figures 1 and 2, the first case 41 is fastened (connected) to the engine block (cylinder block) 110 of the engine 10 via multiple b