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WO2013172258A1 - 自動車の駆動系 - Google Patents

自動車の駆動系 Download PDF

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Publication number
WO2013172258A1
WO2013172258A1 PCT/JP2013/063132 JP2013063132W WO2013172258A1 WO 2013172258 A1 WO2013172258 A1 WO 2013172258A1 JP 2013063132 W JP2013063132 W JP 2013063132W WO 2013172258 A1 WO2013172258 A1 WO 2013172258A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive system
clutch
drive
driving force
clutch mechanism
Prior art date
Application number
PCT/JP2013/063132
Other languages
English (en)
French (fr)
Inventor
明 指宿
Original Assignee
Ｇｋｎ ドライブライン ジャパン株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ｇｋｎ ドライブライン ジャパン株式会社 filed Critical Ｇｋｎ ドライブライン ジャパン株式会社
Priority to CN201380024481.3A priority Critical patent/CN104284795B/zh
Priority to EP13790640.0A priority patent/EP2851232B1/en
Publication of WO2013172258A1 publication Critical patent/WO2013172258A1/ja
Priority to US14/491,103 priority patent/US9352647B2/en
Priority to US14/963,404 priority patent/US10052949B2/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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19023—Plural power paths to and/or from gearing
    • Y10T74/19051—Single driven plural drives
    • Y10T74/19056—Parallel

Definitions

  • the present invention relates to a drive system of an automobile that can be switched from a two-wheel drive mode to a four-wheel drive mode, and more particularly to a drive system that can be partially disconnected from the drive system in the two-wheel drive mode.
  • a so-called part-time four-wheel drive vehicle includes a primary axle (eg, front axle) that is always driven by a primary drive system and a secondary axle (eg, rear axle) that is driven by a secondary drive system.
  • a primary axle eg, front axle
  • a secondary axle eg, rear axle
  • the switching device separates the secondary drive system from the primary drive system, the vehicle travels in the two-wheel drive mode.
  • the switching device connects the secondary drive system to the primary drive system, the driving force is transmitted to the secondary drive system through the shaft, and the four-wheel drive mode is realized.
  • the drive system transmits the first driving force by the transmission including the engine to the first axle and the second axle.
  • the drive system is connected to the first axle and is driven to transmit the first drive force to the first axle at all times, and to the second axle.
  • a second driving system coupled in a driving manner, and interposed between the first driving system and the second driving system, and a part of the first driving force is transferred to the second driving system;
  • An intermediate system part capable of being transmitted to a drive system part, an electric motor that is drivingly connected to the intermediate system part and applies a second driving force to the intermediate system part, and the first drive system part is connected to the intermediate system part
  • a first clutch that is drivably connected to the system part, and a second clutch that drivably connects the intermediate system part to the second drive system part.
  • FIG. 1 is a schematic diagram showing a drive system according to the first embodiment of the present invention.
  • FIG. 2 is a schematic diagram showing a drive system according to the second embodiment of the present invention.
  • FIG. 3 is a schematic diagram showing a drive system according to the third embodiment of the present invention.
  • FIG. 4 is a schematic diagram showing a drive system according to the fourth embodiment of the present invention.
  • motor means a driving force source in a broad sense including an internal combustion engine and an electric motor.
  • a front wheel drive-based vehicle in which the engine is always connected to the front axle is taken as an example, so the first axle is the front axle and the second axle is the rear axle, but this relationship is reversed. It may be.
  • the present embodiment can also be applied to a rear wheel drive-based vehicle and other examples.
  • the vehicle equipped with the motor 9 transmits the driving force to the driving system 1 via the transmission 11.
  • the drive system 1 includes a first drive system unit 3, a second drive system unit 5, and an intermediate system unit including a propeller shaft 37 interposed therebetween.
  • the first drive system unit 3 constantly transmits the transmitted driving force to the front axles 15 and 17 via the front differential 13 to drive them.
  • the second drive system unit 5 is drivingly coupled to the rear axles 75 and 77 via the rear differential 63.
  • the intermediate system unit transmits a part of the driving force transmitted to the first drive system unit 3 to the second drive system unit 5 when connected to both the drive system units 3 and 5.
  • the drive system 1 further includes a first clutch mechanism 35 and a second clutch mechanism 39.
  • the first clutch mechanism 35 connects the first drive system unit 3 to the intermediate system unit so as to be detachable.
  • the second clutch mechanism 39 couples the intermediate system part to the second drive system part 5 in a detachable manner. That is, when both the first clutch mechanism 35 and the second clutch mechanism 39 are disconnected, the driving force is transmitted only to the front wheels. Therefore, when the vehicle travels in the front wheel drive mode and is connected together, Since the driving force is also transmitted to the rear wheels, the vehicle travels in the four-wheel drive mode.
  • the drive system 1 includes an electric motor 7, which is drivingly connected to the intermediate system section.
  • the electric motor 7 drives an intermediate system portion including the propeller shaft 37, and thus the rotation speed is synchronized without friction of the clutch in the transition to the four-wheel drive mode.
  • an internal combustion engine such as a gasoline engine can be suitably used.
  • An electric motor or other driving force source may be used in combination with or instead of the internal combustion engine.
  • the motor 9 is connected to the front differential 13 via the transmission 11.
  • the transmission 11 can switch the driving force intermittently.
  • the first drive system unit 3 includes a front differential 13.
  • the entire front differential 13 may be housed and supported in a bell housing 19 coupled to the transmission 11.
  • the front differential 13 receives a driving force from the transmission 11 via the ring gear 21, and its casing 47 rotates about its axis.
  • the casing 47 contains a bevel gear type or other type of differential gear set.
  • the left and right intermediate shafts 27 and 29 are connected to the side gears 23 and 25 of the differential gear set, respectively, and the front axles 15 and 17 are further connected thereto.
  • the front differential 13 differentially distributes the received driving force to the front axles 15 and 17.
  • the front axles 15 and 17 are connected to the front wheels 31 and 33, respectively, so that the driving force drives the front wheels 31 and 33 and allows the vehicle body to travel without losing traction.
  • the drive system 1 includes a transfer 41 in order to transmit a part of the drive force described above to the intermediate system unit.
  • the transfer 41 includes a transfer case 43.
  • the transfer case 43 is coupled to, for example, the bell housing 19 so that the inside communicates with each other.
  • the transfer 41 includes a first clutch mechanism 35 accommodated in a transfer case 43.
  • the first clutch mechanism 35 includes a hollow shaft 45 connected to the casing 47 of the front differential 13 and thus receives a part of the driving force applied to the casing 47.
  • the first clutch mechanism 35 includes an intermediate shaft including a ring gear 49.
  • the ring gear 49 meshes with the pinion gear 53, which is coupled to the output shaft 51. Since the ring gear 49 and the pinion gear 53 are both bevel gears, the output shaft 51 is drawn out of the transfer case 43 at an appropriate angle, for example, 90 °, with respect to the front axles 15 and 17.
  • a meshing clutch such as a dog clutch is applied to the first clutch mechanism 35, but other types of clutches such as a friction clutch may be applied.
  • the first clutch mechanism 35 includes a solenoid, an electric motor, or an actuator by a hydraulic device, and can be switched between connection and disconnection. When the first clutch mechanism 35 is connected, the hollow shaft 45 and the intermediate shaft are connected, and the driving force received from the front differential 13 is output to the output shaft 51. When the first clutch mechanism 35 is disconnected, the output shaft 51 is disconnected from the first drive system unit 3.
  • the output shaft 51 is a part of the intermediate system part, and the end thereof is drivingly coupled to the propeller shaft 37 via the universal joint 55.
  • the opposite end of the propeller shaft 37 is drivingly connected to a drive pinion shaft 59 via a universal joint 57.
  • the drive pinion shaft 59 is also a part of the intermediate system part.
  • the drive pinion shaft 59 includes a drive pinion gear 61 for drivingly coupling to the rear differential 63. Furthermore, a gear 97 for receiving a driving force from the electric motor 7 is provided. Alternatively, the gear 97 may be provided in any other part in the intermediate system part.
  • the second drive system unit 5 includes a rear differential 63, a second clutch mechanism 39, and rear axles 75 and 77.
  • the rear differential 63 and the second clutch mechanism 39 are accommodated in a single carrier case. Alternatively, they may be accommodated in separate carrier cases, but are preferably supported so that their axes do not deviate from each other.
  • the rear differential 63 includes a casing 64 and is supported by a carrier case so as to be rotatable.
  • the casing 64 includes a ring gear 65 that meshes with the drive pinion gear 61, receives the driving force from the engine 9 via the drive pinion shaft 59, and rotates around its axis.
  • the casing 64 includes a bevel gear type or other type differential gear set, and left and right intermediate shafts 71 and 73 are connected to the side gears 67 and 69, respectively.
  • the second clutch mechanism 39 is connected to one of the intermediate shafts 71 and 73 (in this example, the right intermediate shaft 73).
  • a friction clutch such as a multi-plate clutch 87 is applied to the second clutch mechanism 39, but other types of clutches such as a meshing clutch may be applied.
  • the multi-plate clutch is advantageous for controlling the distribution of the driving force to the front and rear wheels by increasing or decreasing the pressing force on the clutch plate.
  • the second clutch mechanism 39 will be described in accordance with an example in which the multi-plate clutch 87 is applied to the second clutch mechanism 39.
  • the second clutch mechanism 39 includes a clutch case 83 that supports one set of disks and a hub shaft that supports the other set of disks. 85, a multi-plate clutch 87 made up of a pair of these discs, and an actuator 89 having a solenoid.
  • an appropriate pressing device that can be electrically controlled such as an electric motor or a hydraulic device may be applied to the actuator 89.
  • the second clutch mechanism 39 can switch between connection and disconnection between the clutch case 83 and the hub shaft 85.
  • the clutch case 83 is connected to one of the intermediate shafts 71 and 73 (in this example, the right intermediate shaft 73) in a driving manner so that a driving force can be received from the intermediate system portion.
  • One of the rear axles 75 and 77 (right rear axle 77 in this example) is connected to the hub shaft 85, and the other of the intermediate shafts 71 and 73 (left intermediate shaft 71 in this example) is connected to the rear axles 75 and 77.
  • the other (in this example, the left rear axle 75) is connected. Therefore, when the second clutch mechanism 39 is connected, the rear differential 63 differentially distributes the driving force received from the intermediate system portion to the rear axles 75 and 77.
  • the rear axles 75 and 77 are connected to the rear wheels 79 and 81, respectively, so that the rear wheels 79 and 81 in addition to the front wheels 31 and 33 also run the vehicle body.
  • the intermediate system unit is connected to the second drive system unit 5 in a detachable manner.
  • a configuration in which the intermediate system portion is connected to the clutch mechanism and the rear differential is connected to the intermediate system portion via the clutch mechanism may be adopted.
  • the electric motor 7 includes a gear 95 that meshes with the gear 97.
  • the electric motor 7 is drivingly connected to the intermediate system part via a gear set 93 including gears 95 and 97. It may be connected to the drive pinion shaft 59 as shown, or may be connected to any other part of the intermediate system part.
  • the gear set 93 can be a reduction gear set in order to adapt the relatively high speed rotation by the electric motor 7 to the rotation suitable for the drive pinion shaft 59. Moreover, it can replace with a gear set and can employ
  • connection and disconnection of the first clutch mechanism 35 and the second clutch mechanism 39 are electrically controlled, and the drive of the electric motor 7 is also electrically controlled.
  • An electronic control unit (ECU) 8 is provided to integrate and control these components, and the first clutch mechanism 35, the second clutch mechanism 39, and the electric motor 7 can be connected thereto.
  • the ECU 8 may receive direct manual control by the driver, or may be automatically controlled by other electronic control means.
  • the ECU 8 detects the rotation speed of the electric motor 7 and the rotation speed of the drive pinion shaft 59 and other rotation elements.
  • the driving force is transmitted only from the engine 9 to the front differential 13 via the transmission 11, and from the front differential 13 to the intermediate shaft 27, The driving force is distributed to the front wheels 31 and 33 via the vehicle 29 and the axles 15 and 17, so that the vehicle travels in the two-wheel drive mode.
  • the ECU 8 detects the rotation speed of the intermediate system section, particularly the drive pinion shaft 59, and adjusts the rotation speed of the electric motor 7 in order to synchronize with the rotation speed of the first drive system section 3 and the second drive system section 5. Control. Since the first clutch mechanism 35 and the second clutch mechanism 39 are driven after the rotation speeds are synchronized, the first clutch mechanism 35 and the second clutch mechanism 35 are not slipped or very little slipped.
  • the clutch mechanisms 39 are connected to each other.
  • the driving of the first clutch mechanism 35 and the second clutch mechanism 39 and the start of the electric motor 7 can be linked under certain conditions. These do not have to be the same, for example, the clutch mechanisms 35 and 39 can be connected after a certain period of time has elapsed since the electric motor 7 was started. Alternatively, instead of being based on the time difference, the clutch mechanism 35 when the difference between the rotational speed of the drive pinion shaft 59 and the rotational speeds of the first drive system unit 3 and the second drive system unit 5 becomes a certain value or less. , 39 may be driven. There may be a time difference between the connection of the first clutch mechanism 35 and the connection of the second clutch mechanism 39. Alternatively, these controls may be performed under other appropriate conditions.
  • the travel modes listed in Table 1 can be realized by combining the switching of the transmission 11 and the clutch mechanisms 35 and 39 and the intermittent operation of the electric motor 7.
  • the transmission 11 (“T / M” in Table 1) is connected (“ON” in Table 1), the first clutch mechanism 35 is connected (“CLOSE” in Table 1), and the second clutch mechanism 39 is When disconnected (“OPEN” in Table 1) and the electric motor 7 is turned OFF, the vehicle according to the present embodiment travels in the normal front wheel drive mode ("Normal FF mode” in Table 1). At this time, the propeller shaft 37 receives driving force and rotates.
  • hybrid mode it is also possible to drive the vehicle using the driving force of the electric motor 7 (hybrid mode).
  • the vehicle travels in the hybrid FF mode in which both the motor 9 and the electric motor 7 exert driving force on the front wheels.
  • the second clutch mechanism 39 is connected in this state, the vehicle travels in the hybrid 4WD mode in which both the motor 9 and the electric motor 7 exert driving force and the driving force is transmitted to the front and rear wheels.
  • the vehicle can be driven only by the electric motor 7 regardless of the motor 9 (pure EV mode).
  • the vehicle In the normal FF mode, when the transmission 11 is disconnected ("OFF" in Table 1) and the electric motor 7 is switched to ON, the vehicle travels in the pure EV-FF mode in which the electric motor 7 drives the front wheels.
  • the vehicle travels in a pure EV-FR mode in which the electric motor 7 drives the rear wheels.
  • At least the above-described seven travel modes are possible. These seven modes may be subjected to manual selection by the driver, or may be configured such that the controller automatically determines and selects the traveling mode according to the traveling state of the vehicle detected by various sensors.
  • the intermediate system unit in the two-wheel drive mode, can be placed in a stopped state. Since driving energy is not consumed for accelerating and decelerating the intermediate system, fuel efficiency can be improved.
  • the rotation of the intermediate system unit is synchronized with the first drive system unit and the second drive system unit in advance by the electric motor.
  • the loss of driving energy can be suppressed, and the friction clutch is not consumed due to generation of large frictional heat. Excellent fuel economy, good response to engine output, and longer clutch life can be expected.
  • a hybrid system can be realized with a simple structure as described above, instead of a complicated structure in which an internal combustion engine and an electric motor are coupled in a transmission.
  • various travel modes can be realized with a simple structure.
  • either the pure EV-FR mode or the pure EV-FF mode is selected depending on whether the system is placed on the front wheel side or the rear wheel side. It is difficult to realize.
  • both can be realized, and traveling corresponding to more various road surface conditions is possible.
  • FIG. 2 shows a drive system 1A according to a modified embodiment.
  • the electric motor 7A is integrated with, for example, a drive pinion shaft 59A of the intermediate system section, and directly drives it. Even if a coaxial reduction gear set such as a planetary gear is interposed between the electric motor 7A and the drive pinion shaft 59A in order to adapt a relatively high speed rotation by the electric motor 7A to a rotation suitable for the drive pinion shaft 59A. Good.
  • the electric motor 7A may be integrated with the propeller shaft 37 or any other rotating element instead of the drive pinion shaft 59A.
  • FIG. 3 shows a drive system 1B according to such an embodiment.
  • the first axle is the rear axle 15B, 17B
  • the second axle is the front axle 75B, 77B.
  • the drive system 1B includes a first drive system unit 3B, a second drive system unit 5B, and an intermediate system unit including a propeller shaft 37 interposed therebetween.
  • the first drive system section 3B constantly transmits the driving force of the transmission 11 including the motor 9 to the rear axles 15B and 17B via the rear differential 13B, and drives them.
  • the second drive system 5B is drivingly coupled to the front axles 75B and 77B via the front differential 63B.
  • the intermediate system unit When the intermediate system unit is connected to both the drive system units 3B and 5B, the intermediate system unit transmits a part of the driving force transmitted to the first drive system unit 3B to the second drive system unit 5B.
  • the electric motor 7 is drivingly connected to an intermediate system portion such as a drive pinion shaft 59B via a gear set 93.
  • the front axles 75B and 77B are connected to the front wheels 81B and 83B, respectively, and the rear axles 15B and 17B are connected to the rear axles 33B and 35B, respectively, thereby driving the vehicle.
  • the drive mode can be switched in a rotationally synchronized state, and seven drive modes can be realized as described above.
  • FIG. 4 illustrates a drive train according to such an embodiment.
  • the transmission 11C including the motor is disposed in front of the vehicle.
  • the driving force by the transmission 11C is drawn from the output shaft 99.
  • the end of the output shaft 99 is drivingly connected to the propeller shaft 37C via the universal joint 55.
  • the opposite end of the propeller shaft 37C is drivingly connected to the drive pinion shaft 59C via a universal joint 57.
  • the drive pinion shaft 59C includes a drive pinion gear 61 and is drivingly coupled to the rear differential 63. Accordingly, the driving force by the transmission 11C is always transmitted to the rear axles 75C and 77C via the first drive system 3C including the rear differential 63.
  • the second drive system portion 5C in the drive system according to the present embodiment includes a front differential 13C, the intermediate gears 27C and 29C are connected to the side gears 23C and 25C, respectively, and the front axles 15C and 17C are connected. Thus, the differential between the front axles 15C and 17C is allowed.
  • the drive system includes an intermediate system portion interposed therebetween in order to transmit a part of the drive force of the first drive system portion 3C to the second drive system portion 5C.
  • the intermediate system section includes, for example, a propeller shaft 113, a drive pinion shaft 115 connected to the propeller shaft 113 via a universal joint, and the like, and a drive pinion gear 117 provided at the end thereof.
  • the drive pinion gear 117 meshes with a ring gear 119 described later, the driving force is transmitted to the second drive system unit 5C.
  • the drive system according to the present embodiment further includes a first clutch mechanism 35C and a second clutch mechanism 39C.
  • the first clutch mechanism 35C connects the first drive system unit 3C to the intermediate system unit in a detachable manner.
  • the second clutch mechanism 39C connects the intermediate system part to the second drive system part 5C in a detachable manner. That is, when the first clutch mechanism 35C and the second clutch mechanism 39C are both disconnected, the driving force is transmitted only to the rear wheels, so that the vehicle travels in the rear wheel drive mode and is connected together. When traveling, it travels in the four-wheel drive mode.
  • a friction clutch such as the multi-plate clutch 103 can be applied to the first clutch mechanism 35C, and this is included in a transfer 41C coupled to the transmission 11C, for example.
  • the multi-plate clutch 103 is applied, one set of disks in the multi-plate clutch is supported by the clutch case 101, and the other set of disks is supported by the output shaft 99, for example. Instead of the output shaft 99, it may be supported by another rotating element of the first drive system 3C.
  • the first clutch mechanism 35C includes an actuator 105 driven by a solenoid or the like, and the connection and disconnection thereof are switched.
  • the clutch case 101 includes, for example, a sprocket 107, and a part of driving force can be output to the intermediate system part by the chain 112.
  • a gear set or other connection form can be adopted.
  • the second clutch mechanism 39C is housed in the outer case 121 together with the front differential 13C, or may be a separate body.
  • the outer case 121 includes a ring gear 119, which is engaged with the drive pinion gear 117, thereby receiving a driving force from the intermediate system portion.
  • the outer case 121 and the casing 47 ⁇ / b> C of the front differential 13 ⁇ / b> C are connected to each other by a meshing clutch 123 so as to be detachable. Instead of the meshing clutch, another type of clutch such as a friction clutch may be applied.
  • the second clutch mechanism 39C includes an actuator 125 driven by a solenoid or the like, and the connection and disconnection thereof are switched.
  • the electric motor 7C includes an output shaft 109 that rotates by the driving force, and the output shaft 109 is connected to the propeller shaft 113 through a universal joint or the like. Alternatively, it may be connected to the intermediate system part via a gear mechanism or the like.
  • the output shaft 109 includes a sprocket 111 that meshes with the chain 112. Or as already stated, it can replace with a chain drive and can employ
  • the electric motor 7C can also apply driving force to the vehicle.
  • an ECU 8 connected to the clutch mechanisms 35C and 39C, the electric motor 7, and other elements may be provided.
  • the drive mode can be switched in a rotationally synchronized state, and seven drive modes can be realized.
  • the loss of drive energy can be suppressed, the friction clutch is not consumed due to the generation of large frictional heat, a hybrid system is realized with a simple structure, and various road conditions are supported by various drive modes. Driving is possible.
  • a synchronizer may be used in combination with any of the above-described configurations.
  • a motor / generator having a function of recovering energy at the time of deceleration may be applied.
  • a drive system with improved energy efficiency is provided using an electric motor.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Abstract

　駆動系は、発動機を含むトランスミッションによる第１の駆動力を第１の車軸および第２の車軸へ伝達する。この駆動系は、前記第１の車軸に駆動的に結合されて前記第１の駆動力を前記第１の車軸へ常時伝達して駆動する第１の駆動系部と、前記第２の車軸に駆動的に結合された第２の駆動系部と、前記第１の駆動系部と前記第２の駆動系部との間に介在し、前記第１の駆動力の一部を前記第２の駆動系部へ伝達可能な中間系部と、前記中間系部に駆動的に連結されて前記中間系部に第２の駆動力を付与する電動モータと、前記第１の駆動系部を前記中間系部に脱連結可能に連結する第１のクラッチと、前記中間系部を前記第２の駆動系部に脱連結可能に連結する第２のクラッチと、を備える。

Description

自動車の駆動系
　本発明は、二輪駆動モードから四輪駆動モードに切り替えられる自動車の駆動系に関し、特に二輪駆動モードの際にその一部を駆動系から切り離すことができる駆動系に関する。
　いわゆるパートタイム四輪駆動の自動車は、一次駆動系によって常時駆動される一次車軸（例えば前車軸）と、二次駆動系に駆動される二次車軸（例えば後車軸）とを備える。切り替え装置が二次駆動系を一次駆動系から切り離しているときには、二輪駆動モードにより自動車が走行する。切り替え装置が二次駆動系を一次駆動系に連結すると、シャフトを通じて二次駆動系に駆動力が伝えられ、四輪駆動モードが実現する。
　上述の切り替えは、回転数シンクロメッシュ機構が無ければ、車両が停止している状態でのみ可能だが、走行中に切り替えが可能な駆動系も知られている。後者の駆動系ではしばしばフリクションロック式クラッチが使用される。関連する技術が特許文献１に開示されている。
日本国特許出願公開２００９－２６９６０５号
　特許文献１が開示する技術によれば、二次駆動系を切り離した状態（二輪駆動モード）では、切り替え装置とフリクションロック式クラッチの間にある二次駆動系セクションは、駆動力からも二次車軸の駆動輪からも切り離される。このとき駆動力は二次駆動系セクションの加速および減速を負担しないので、かかる構成は燃費の向上に寄与する。一方、二輪駆動モードから四輪駆動モードに切り替えるときには、停止していた二次駆動系セクションをフリクションロック式クラッチの摩擦力によって加速し、以って二次車軸に対して回転数の同期を図らねばならない。駆動エネルギの一部が摩擦熱として捨てられるので、出力に対するレスポンスが損なわれ、燃費の向上を損ない、またこの大きな摩擦熱の発生は、クラッチを著しく消耗する。本発明は、これらの問題に鑑みて為されたものである。
　本発明の一局面によれば、駆動系は、発動機を含むトランスミッションによる第１の駆動力を第１の車軸および第２の車軸へ伝達する。この駆動系は、前記第１の車軸に駆動的に結合されて前記第１の駆動力を前記第１の車軸へ常時伝達して駆動する第１の駆動系部と、前記第２の車軸に駆動的に結合された第２の駆動系部と、前記第１の駆動系部と前記第２の駆動系部との間に介在し、前記第１の駆動力の一部を前記第２の駆動系部へ伝達可能な中間系部と、前記中間系部に駆動的に連結されて前記中間系部に第２の駆動力を付与する電動モータと、前記第１の駆動系部を前記中間系部に脱連結可能に駆動的に連結する第１のクラッチと、前記中間系部を前記第２の駆動系部に脱連結可能に駆動的に連結する第２のクラッチと、を備える。
図１は、本発明の第１の実施形態による駆動系を表す模式図である。 図２は、本発明の第２の実施形態による駆動系を表す模式図である。 図３は、本発明の第３の実施形態による駆動系を表す模式図である。 図４は、本発明の第４の実施形態による駆動系を表す模式図である。
　添付の図１乃至４を参照して以下に本発明の幾つかの例示的な実施形態を説明する。
　明細書および添付の請求の範囲を通じて、特段のことわりが無い限り、発動機の語は内燃機関や電動モータを含む広義の駆動力源の意味である。
　以下に本発明の第１の実施形態を説明する。この説明において、発動機が前車軸に常時接続された前輪駆動ベースの車両を例にとっているので、第１の車軸は前車軸であり、第２の車軸は後車軸であるが、この関係は逆であってもよい。また本実施形態は後輪駆動ベースの車両や他の例にも適用できる。
　図１を参照するに、発動機９を備えた車両は、トランスミッション１１を介して駆動系１に駆動力を伝達する。駆動系１は、第１の駆動系部３と、第２の駆動系部５と、それらの間に介在したプロペラシャフト３７を含む中間系部と、を備える。第１の駆動系部３は、伝達された駆動力をフロントデフ１３を介して前車軸１５，１７へ常時伝達し、これらを駆動する。第２の駆動系部５は、リアデフ６３を介して後車軸７５，７７に駆動的に結合している。中間系部は、両駆動系部３，５と連結されたときには、第１の駆動系部３に伝達された駆動力の一部を第２の駆動系部５へ伝達する。
　駆動系１は、さらに、第１のクラッチ機構３５および第２のクラッチ機構３９を備える。第１のクラッチ機構３５は第１の駆動系部３を中間系部に脱連結可能に連結する。また第２のクラッチ機構３９は中間系部を第２の駆動系部５に脱連結可能に連結する。すなわち第１のクラッチ機構３５および第２のクラッチ機構３９が共に脱連結されていると、駆動力は前輪のみに伝達されるので、車両は前輪駆動モードにて走行し、共に連結されたときには、後輪にも駆動力が伝達されるので、車両は四輪駆動モードにて走行する。
　さらに駆動系１は、電動モータ７を備え、これは中間系部に駆動的に連結されている。電動モータ７は、プロペラシャフト３７を含む中間系部を駆動し、以って四輪駆動モードへの移行においてクラッチの摩擦なしに回転数の同期が実現する。
　より詳しく説明するに、発動機９には、ガソリンエンジンのごとき内燃機関を好適に使用することができる。内燃機関と組み合わせて、あるいは代えて、電動モータやその他の駆動力源が使用されていてもよい。発動機９は、トランスミッション１１を介してフロントデフ１３に接続されている。トランスミッション１１は、先行技術におけるのと同様に、それ自体が駆動力の断続の切り替えをすることができる。
　第１の駆動系部３は、フロントデフ１３を備える。フロントデフ１３の全体はトランスミッション１１に結合したベルハウジング１９に収容され支持されていてもよい。フロントデフ１３は、リングギア２１を介してトランスミッション１１から駆動力を受容し、そのケーシング４７が軸周りに回転する。
　ケーシング４７は、ベベルギア式あるいは他の形式のデフギア組を内包している。デフギア組のサイドギア２３，２５に、それぞれ左右の中間軸２７，２９が連結され、これらにさらに前車軸１５，１７が連結されている。以ってフロントデフ１３は、受容した駆動力を前車軸１５，１７に差動的に分配する。前車軸１５，１７は、それぞれ前車輪３１，３３に連結され、以って駆動力が前車輪３１，３３を駆動し、トラクションを失うことなく車体を走行せしめる。
　駆動系１は、上述の駆動力の一部を中間系部へ伝達するべく、トランスファ４１を備える。トランスファ４１は、トランスファケース４３を備え、トランスファケース４３は例えばベルハウジング１９に結合されて内部が互いに連通する。
　トランスファ４１は、トランスファケース４３に収容された第１のクラッチ機構３５を備える。第１のクラッチ機構３５は、一方において、フロントデフ１３のケーシング４７に連結された中空軸４５を備え、以ってケーシング４７に印加された駆動力の一部を受容する。第１のクラッチ機構３５は、他方において、リングギア４９を備えた中間軸を備える。リングギア４９はピニオンギア５３と噛み合っており、これは出力軸５１に結合している。リングギア４９とピニオンギア５３とは共にベベルギアであるので、出力軸５１は前車軸１５，１７に対して適宜の角度、例えば９０°を成してトランスファケース４３外に引き出される。
　第１のクラッチ機構３５には、ドッグクラッチのごとき噛み合いクラッチを適用するが、例えば摩擦クラッチのごとき他の形式のクラッチを適用してもよい。第１のクラッチ機構３５は、ソレノイド、電動モータ、あるいは油圧装置によるアクチュエータを備え、連結と脱連結とを切り替えることができる。第１のクラッチ機構３５が連結すると、上述の中空軸４５と中間軸とが連結し、フロントデフ１３から受容した駆動力が出力軸５１に出力される。第１のクラッチ機構３５が脱連結すると、出力軸５１は第１の駆動系部３から切り離される。
　出力軸５１は、中間系部の一部であって、その端は、ユニバーサルジョイント５５を介してプロペラシャフト３７に駆動的に結合している。プロペラシャフト３７の反対の端は、ユニバーサルジョイント５７を介してドライブピニオンシャフト５９に駆動的に結合している。ドライブピニオンシャフト５９も中間系部の一部である。
　ドライブピニオンシャフト５９は、リアデフ６３に駆動的に結合するべく、ドライブピニオンギア６１を備える。さらに電動モータ７からの駆動力を受容するためのギア９７を備える。あるいはギア９７は、中間系部において何れか他の部位に設けられていてもよい。
　第２の駆動系部５は、リアデフ６３と、第２のクラッチ機構３９と、後車軸７５，７７とを備える。リアデフ６３と、第２のクラッチ機構３９とは、単一のキャリアケースに収容されている。あるいはこれらは、別個のキャリアケースに収容されていてもよいが、好ましくはそれぞれの軸が相互にずれないように支持される。
　リアデフ６３は、ケーシング６４を備え、回転可能なようにキャリアケースに支持される。ケーシング６４は、ドライブピニオンギア６１と噛み合うリングギア６５を備え、ドライブピニオンシャフト５９を介して発動機９からの駆動力を受容し、その軸周りに回転する。ケーシング６４は、ベベルギア式あるいは他の形式のデフギア組を内包しており、そのサイドギア６７，６９に、それぞれ左右の中間軸７１，７３が連結されている。
　中間軸７１，７３の一方（この例では右中間軸７３）には、第２のクラッチ機構３９が連結されている。第２のクラッチ機構３９には、多板クラッチ８７のごとき摩擦クラッチを適用するが、例えば噛み合いクラッチのごとき他の形式のクラッチを適用してもよい。多板クラッチによれば、クラッチ板への押圧力の増減により、前後輪への駆動力の配分を制御するのに有利である。
　第２のクラッチ機構３９に多板クラッチ８７を適用する例に従って説明すると、第２のクラッチ機構３９は、一方のディスクの組を支持したクラッチケース８３と、他方のディスクの組を支持したハブシャフト８５と、これら一対のディスクの組よりなる多板クラッチ８７と、ソレノイドを備えたアクチュエータ８９と、を備える。ソレノイドに代えて、電動モータや油圧装置のごとき電気的に制御しうる適宜の押圧装置をアクチュエータ８９に適用してもよい。かかる構成により、第２のクラッチ機構３９はクラッチケース８３とハブシャフト８５との間の連結と脱連結とを切り替えることができる。
　クラッチケース８３には、中間軸７１，７３の一方（この例では右中間軸７３）が駆動的に連結され、以って中間系部から駆動力を受容することができる。
　ハブシャフト８５には、後車軸７５，７７の一方（この例では右後車軸７７）が連結され、中間軸７１，７３の他方（この例では左中間軸７１）には後車軸７５，７７の他方（この例では左後車軸７５）が連結されている。以って、第２のクラッチ機構３９が連結されているときには、リアデフ６３は中間系部から受容した駆動力を後車軸７５，７７に差動的に分配する。後車軸７５，７７は、それぞれ後車輪７９，８１に連結され、以って前車輪３１，３３に加えて後車輪７９，８１も車体を走行せしめる。
　第２のクラッチ機構３９が脱連結されているときには、一方のサイドギア６９が空転するので他方のサイドギア６７にも駆動力は伝達されず、以ってリアデフ６３は後車輪７９，８１に駆動力を伝達しない。このとき、後車輪７９，８１は、概して自由に回転することができる。このときさらに第１のクラッチ機構３５が脱連結されていれば、中間系部は駆動系１から切り離されて自由となる。
　すなわち、第２のクラッチ機構３９は、中間系部を第２の駆動系部５に脱連結可能に連結している。なお、上に説明した構成に代えて、中間系部はクラッチ機構に連結し、リアデフはクラッチ機構を介して中間系部に連結する構成を採用してもよい。
　電動モータ７は、ギア９７と噛み合うギア９５を備える。電動モータ７は、ギア９５，９７よりなるギア組９３を介して、中間系部に駆動的に連結されている。図示のごとくドライブピニオンシャフト５９に連結されてもよいし、中間系部の他の何れかの部位に連結されていてもよい。電動モータ７による比較的に高速な回転を、ドライブピニオンシャフト５９に適した回転に適合せしめるべく、ギア組９３を減速ギア組にすることができる。またギア組に代えて、チェーンとスプロケットによる連結など、他の連結形態を採用することができる。
　上述のごとく、第１のクラッチ機構３５および第２のクラッチ機構３９の連結および脱連結は、電気的に制御され、さらに電動モータ７の駆動も電気的に制御される。これらを統合して制御するために電子制御ユニット（ＥＣＵ）８を設け、これに第１のクラッチ機構３５、第２のクラッチ機構３９、および電動モータ７を接続することができる。ＥＣＵ８は、運転者による直接のマニュアル制御を受けてもよいし、あるいは他の電子制御手段により自動的に制御されていてもよい。またＥＣＵ８は、電動モータ７の回転数や、ドライブピニオンシャフト５９およびその他の回転要素の回転数を検出する。
　第１のクラッチ機構３５と第２のクラッチ機構３９とを連動して脱連結すると、駆動力は発動機９からトランスミッション１１を介してフロントデフ１３にのみ伝達され、フロントデフ１３から中間軸２７，２９と車軸１５，１７とを介して前輪３１，３３に駆動力が分配され、以って車両は二輪駆動モードにて走行する。
　第１のクラッチ機構３５と第２のクラッチ機構３９とを連動して連結すると、駆動力の一部はトランスファ４１を介して第２の駆動系部５へも伝達される。この駆動力は、プロペラシャフト３７を介してリアデフ６３に伝達され、中間軸７１，７３と車軸７５，７７とを介して後輪７９，８１に分配され、以って車両は四輪駆動モードにて走行する。
　上述の二輪駆動モードにおいて、第１のクラッチ機構３５および第２のクラッチ機構３９が脱連結されているので、中間系部は駆動系１から切り離されており、発動機９の負担とならないので、燃費の向上に寄与する。
　中間系部には、二輪駆動モードの間、発動機９による駆動力が及ばないので、その回転は駆動系１の他の部分と同期していない。そこで四輪駆動モードに切り替えるときには回転数の同期が必要である。ＥＣＵ８は、中間系部の、特にドライブピニオンシャフト５９の回転数を検出し、第１の駆動系部３および第２の駆動系部５の回転数と同期するべく、電動モータ７の回転数を制御する。回転数が同期した上で第１のクラッチ機構３５および第２のクラッチ機構３９が駆動されるので、クラッチ板がすべらずに、あるいは極めて少ないすべりの下に、第１のクラッチ機構３５および第２のクラッチ機構３９がそれぞれ連結する。
　第１のクラッチ機構３５および第２のクラッチ機構３９の駆動と、電動モータ７の始動は、一定の条件の下に連動することができる。これらは同時でなくてもよく、例えば電動モータ７を始動して一定時間の後にクラッチ機構３５，３９を連結することができる。あるいは時間差によるのに代えて、ドライブピニオンシャフト５９の回転数と第１の駆動系部３および第２の駆動系部５の回転数との差が一定の値以下になったときにクラッチ機構３５，３９を駆動してもよい。また第１のクラッチ機構３５の連結と第２のクラッチ機構３９の連結との間に時間差があってもよい。あるいは、これらの制御は他の適宜の条件によってもよい。
　本実施形態によれば、トランスミッション１１およびクラッチ機構３５，３９の切り替え、および電動モータ７の断続を組み合わせることにより、表１に列挙した各走行モードを実現することができる。
Figure JPOXMLDOC01-appb-T000001
　例えばトランスミッション１１（表１において“Ｔ／Ｍ”）を接続（表１において“ＯＮ”）し、第１のクラッチ機構３５を連結（表１において“ＣＬＯＳＥ”）し、第２のクラッチ機構３９を脱連結（表１において“ＯＰＥＮ”）し、電動モータ７をＯＦＦにすると、本実施形態による車両は通常の前輪駆動モード（表１において“ノーマルＦＦモード”）にて走行する。このときプロペラシャフト３７は駆動力を受けて回転する。
　トランスミッション１１、第２のクラッチ機構３９、および電動モータ７が上述の状態のままで、第１のクラッチ機構３５が脱連結しても、車両は前輪駆動モードにて走行する。このときは、プロペラシャフト３７に駆動力が伝わらないディスコネクトモードであって、プロペラシャフト３７は停止しうる。
　トランスミッション１１と電動モータ７が上述の状態のままで、クラッチ機構３５，３９を共に連結すると、発動機による駆動力により前輪と後輪の両方が駆動されるノーマル４ＷＤモードにて車両は走行する。このときもプロペラシャフト３７は回転する。多板クラッチ８７への押圧力を制御することにより、後輪への駆動力の配分を制御するいわゆるオンデマンドカップリング機能を車両に付与することができる。
　また電動モータ７の駆動力をも利用して車両を走行させることもできる（ハイブリッドモード）。例えば、ノーマルＦＦモードにおいて電動モータ７をＯＮに切り替えると、発動機９と電動モータ７の両方が前輪に駆動力を及ぼすハイブリッドＦＦモードにて車両が走行する。この状態において第２のクラッチ機構３９を連結すると、発動機９と電動モータ７の両方が駆動力を発揮し、かつ前後輪に駆動力が伝達されるハイブリッド４ＷＤモードにて車両が走行する。
　あるいは、発動機９によらずに電動モータ７のみにより車両を走行させることもできる（ピュアＥＶモード）。ノーマルＦＦモードにおいて、トランスミッション１１を切断（表１において“ＯＦＦ”）し、電動モータ７をＯＮに切り替えると、電動モータ７が前輪を駆動するピュアＥＶ－ＦＦモードにて車両が走行する。あるいは第１のクラッチ機構３５が脱連結し、第２のクラッチ機構３９が連結すると、電動モータ７が後輪を駆動するピュアＥＶ－ＦＲモードにて車両が走行する。
　すなわち、本実施形態によれば、少なくとも上述の７つの走行モードが可能である。これらの７つのモードは、運転者によるマニュアル選択に付されてもよいし、各種センサにより検知された車両の走行状態に応じてコントローラが自動的に判断して走行モードを選択する構成でもよい。
　本実施形態によれば、二輪駆動モードにおいては、中間系部を停止した状態に置くことができる。中間系部の加速および減速のために駆動エネルギが消費されないので、燃費を向上することができる。
　また本実施形態によれば、二輪駆動モードから四輪駆動モードに切り替える際に、電動モータにより中間系部の回転を予め第１の駆動系部や第２の駆動系部と同期しておくことができる。同期のために摩擦クラッチに多大な摩擦を引き起こす必要がないので、駆動エネルギの損失を抑制することができ、また大きな摩擦熱の発生によって摩擦クラッチを消耗することがない。優れた燃費と、発動機の出力に対する良好なレスポンスと、クラッチの長寿命化とが期待できる。
　さらに本実施形態によれば、内燃機関と電動モータとがトランスミッションにおいて結合された複雑な構造によらずに、上述のごとき簡便な構造によりハイブリッドシステムが実現できる。さらに表１に列挙したように、簡便な構造によりながら多様な走行モードを実現できる。例えば内燃機関と電動モータとを結合したシステムを有する従来のハイブリッドシステムでは、このシステムを前輪側に置くか後輪側に置くかにより、ピュアＥＶ－ＦＲモードか、ピュアＥＶ－ＦＦモードか、何れかは実現することが困難である。本実施形態によれば両方が実現でき、より多様な路面状況に対応した走行が可能である。
　上述の実施形態を変形して、電動モータがギアを介さずに直接に中間系部に結合されていてもよい。図２は変形した実施形態による駆動系１Ａを示す。
　図２を参照するに、電動モータ７Ａは、中間系部の例えばドライブピニオンシャフト５９Ａに統合されており、これを直接に駆動する。電動モータ７Ａによる比較的に高速な回転をドライブピニオンシャフト５９Ａに適した回転に適合せしめるべく、電動モータ７Ａとドライブピニオンシャフト５９Ａとの間にプラネタリギアのごとき同軸の減速ギア組が介在してもよい。また電動モータ７Ａは、ドライブピニオンシャフト５９Ａに代えて、プロペラシャフト３７や他の何れかの回転要素に統合されていてもよい。
　かかる変形した実施形態によっても、上述の第１の実施形態と同様な効果を奏する。
　また既に述べた通り、上述の何れの実施形態も、後輪駆動ベースの四輪駆動の車両に適用することができる。図３は、そのような実施形態による駆動系１Ｂを示す。
　これまでの実施形態とは異なり、第１の車軸は後車軸１５Ｂ，１７Ｂであり、第２の車軸は前車軸７５Ｂ，７７Ｂである。図３を参照するに、駆動系１Ｂは、第１の駆動系部３Ｂと、第２の駆動系部５Ｂと、それらの間に介在したプロペラシャフト３７を含む中間系部と、を備える。第１の駆動系部３Ｂは、発動機９を含むトランスミッション１１による駆動力をリアデフ１３Ｂを介して後車軸１５Ｂ，１７Ｂへ常時伝達し、これらを駆動する。第２の駆動系部５Ｂは、フロントデフ６３Ｂを介して前車軸７５Ｂ，７７Ｂに駆動的に結合している。中間系部は、両駆動系部３Ｂ，５Ｂと連結されたときには、第１の駆動系部３Ｂに伝達された駆動力の一部を第２の駆動系部５Ｂへ伝達する。
　電動モータ７は、ギア組９３を介して中間系部の例えばドライブピニオンシャフト５９Ｂに駆動的に連結している。前車軸７５Ｂ，７７Ｂはそれぞれ前車輪８１Ｂ，８３Ｂに連結され、後車軸１５Ｂ，１７Ｂはそれぞれ後車軸３３Ｂ，３５Ｂに連結され、以って車両を走行せしめる。
　第１のクラッチ機構３５および第２のクラッチ機構３９をそれぞれ切り替えることにより、回転同期した状態で駆動モードの切り替えができ、また上述と同様に７つの駆動モードが実現できる。
　さらに、後輪駆動ベースであっても、発動機を前方に配置した、いわゆるＦＲレイアウトをベースにした実施形態もありうる。図４はそのような実施形態による駆動系を例示する。
　図４を参照するに、発動機を含むトランスミッション１１Ｃは、車両の前方に配置されている。トランスミッション１１Ｃによる駆動力は出力軸９９から引き出される。
　出力軸９９の端は、ユニバーサルジョイント５５を介してプロペラシャフト３７Ｃに駆動的に結合している。プロペラシャフト３７Ｃの反対の端は、ユニバーサルジョイント５７を介してドライブピニオンシャフト５９Ｃに駆動的に結合している。ドライブピニオンシャフト５９Ｃは、ドライブピニオンギア６１を備えてリアデフ６３に駆動的に結合する。以ってトランスミッション１１Ｃによる駆動力はリアデフ６３を含む第１の駆動系部３Ｃを介して後車軸７５Ｃ，７７Ｃへ常時伝達される。
　本実施形態による駆動系における第２の駆動系部５Ｃは、フロントデフ１３Ｃを備え、そのサイドギア２３Ｃ，２５Ｃにそれぞれ中間軸２７Ｃ，２９Ｃが連結され、さらに前車軸１５Ｃ，１７Ｃが連結され、以って前車軸１５Ｃ，１７Ｃの間の差動が許容されている。
　本実施形態による駆動系は、第１の駆動系部３Ｃの駆動力の一部を第２の駆動系部５Ｃへ伝達するべく、その間に介在した中間系部を備える。中間系部は、例えば、プロペラシャフト１１３と、ユニバーサルジョイント等を介してこれに連結されたドライブピニオンシャフト１１５と、その端に設けられたドライブピニオンギア１１７と、よりなる。ドライブピニオンギア１１７が後述のリングギア１１９と噛み合うことにより、駆動力が第２の駆動系部５Ｃへ伝達される。
　本実施形態による駆動系は、さらに、第１のクラッチ機構３５Ｃおよび第２のクラッチ機構３９Ｃを備える。第１のクラッチ機構３５Ｃは第１の駆動系部３Ｃを中間系部に脱連結可能に連結する。また第２のクラッチ機構３９Ｃは中間系部を第２の駆動系部５Ｃに脱連結可能に連結する。すなわち第１のクラッチ機構３５Ｃおよび第２のクラッチ機構３９Ｃが共に脱連結されていると、駆動力は後輪のみに伝達されるので、この車両は後輪駆動モードにて走行し、共に連結されたときには四輪駆動モードにて走行する。
　第１のクラッチ機構３５Ｃには、多板クラッチ１０３のごとき摩擦クラッチを適用でき、これは例えばトランスミッション１１Ｃに結合されたトランスファ４１Ｃに内包される。多板クラッチ１０３を適用する例によれば、多板クラッチのうちの一方のディスクの組はクラッチケース１０１に支持され、他方のディスクの組は例えば出力軸９９に支持される。出力軸９９に代えて第１の駆動系部３Ｃの他の回転要素に支持せしめてもよい。第１のクラッチ機構３５Ｃは、ソレノイド等により駆動されるアクチュエータ１０５を備えて、その連結と脱連結とが切り替えられる。
　クラッチケース１０１は、例えばスプロケット１０７を備え、チェーン１１２により駆動力の一部を中間系部に出力することができる。チェーンドライブに代えて、ギア組やその他の連結形態を採用することができる。
　第２のクラッチ機構３９Ｃは、フロントデフ１３Ｃと共にアウタケース１２１に収容されるが、あるいは別体であってもよい。アウタケース１２１はリングギア１１９を備え、これがドライブピニオンギア１１７と噛み合うことにより、中間系部から駆動力を受容する。アウタケース１２１とフロントデフ１３Ｃのケーシング４７Ｃとは、噛み合いクラッチ１２３により脱連結可能に連結される。噛み合いクラッチに代えて摩擦クラッチのごとき他の形式のクラッチが適用されていてもよい。第２のクラッチ機構３９Ｃは、ソレノイド等により駆動されるアクチュエータ１２５を備えて、その連結と脱連結とが切り替えられる。
　第１のクラッチ機構３５および第２のクラッチ機構３９が共に脱連結されていると、駆動力は後輪のみに伝達されるので、車両は後輪駆動モードにて走行し、共に連結されたときには、前輪にも駆動力が伝達されるので、車両は四輪駆動モードにて走行する。
　電動モータ７Ｃは、その駆動力により回転する出力軸１０９を備え、出力軸１０９はユニバーサルジョイント等を介してプロペラシャフト１１３に連結している。あるいはギア機構等を介して中間系部に連結されていてもよい。また出力軸１０９は、チェーン１１２と噛み合うスプロケット１１１を備える。あるいは既に述べたように、チェーンドライブに代えて、ギア組やその他の連結形態を採用することができる。発動機に加えて、電動モータ７Ｃも車両に駆動力を付与しうる。
　これまでの実施形態と同様に、クラッチ機構３５Ｃ，３９Ｃ、電動モータ７および他の要素と接続されたＥＣＵ８が設けられていてもよい。
　これまでの実施形態と同様に、第１のクラッチ機構３５Ｃおよび第２のクラッチ機構３９Ｃを切り替えることにより、回転同期した状態で駆動モードの切り替えができ、また７つの駆動モードが実現できる。駆動エネルギの損失を抑制することができ、また大きな摩擦熱の発生によって摩擦クラッチを消耗することがなく、簡便な構造によりハイブリッドシステムが実現され、さらに多様な駆動モードによって多様な路面状況に対応した走行が可能になる。
　ここまで四輪車に適用する例を説明したが、もちろん四輪以上のホイールを有する車両にも適用することができる。また上述の何れかの構成に、さらにシンクロナイザを併用してもよい。また電動モータとして、減速時にエネルギを回収する機能を有するモータ・ジェネレータを適用してもよい。
　好適な実施形態により本発明を説明したが、本発明は上記実施形態に限定されるものではない。上記開示内容に基づき、当該技術分野の通常の技術を有する者が、実施形態の修正ないし変形により本発明を実施することが可能である。
　電動モータを利用して改善されたエネルギ効率を有する駆動系が提供される。

Claims (4)

  1. 　発動機を含むトランスミッションによる第１の駆動力を第１の車軸および第２の車軸へ伝達可能な駆動系であって、
    　前記第１の車軸に駆動的に結合されて前記第１の駆動力を前記第１の車軸へ常時伝達して駆動する第１の駆動系部と、
    　前記第２の車軸に駆動的に結合された第２の駆動系部と、
    　前記第１の駆動系部と前記第２の駆動系部との間に介在し、前記第１の駆動力の一部を前記第２の駆動系部へ伝達可能な中間系部と、
    　前記中間系部に駆動的に連結されて前記中間系部に第２の駆動力を付与する電動モータと、
    　前記第１の駆動系部を前記中間系部に脱連結可能に連結する第１のクラッチと、
    　前記中間系部を前記第２の駆動系部に脱連結可能に連結する第２のクラッチと、
    　を備えた駆動系。
  2. 　請求項１の駆動系であって、前記電動モータはギア組を介して前記第２の駆動系部に連結されている、駆動系。
  3. 　請求項１の駆動系であって、前記第１のクラッチと前記第２のクラッチとよりなる群より選択された一は噛み合いクラッチであって、他は摩擦クラッチである。
  4. 　請求項１乃至３の何れか１項の駆動系であって、
    　前記第２のクラッチを同期的に連結することを可能にするべく、前記連結に先立ち前記電動モータの回転数を制御するように構成された制御装置を、さらに備えた駆動系。
PCT/JP2013/063132 2012-05-15 2013-05-10 自動車の駆動系 WO2013172258A1 (ja)

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EP2851232B1 (en) 2021-08-04
CN108466545A (zh) 2018-08-31
CN108466545B (zh) 2021-06-18
JP5926113B2 (ja) 2016-05-25
US20160090083A1 (en) 2016-03-31
US20150053046A1 (en) 2015-02-26
EP2851232A1 (en) 2015-03-25
US9352647B2 (en) 2016-05-31
CN104284795A (zh) 2015-01-14
JP2013237338A (ja) 2013-11-28
EP2851232A4 (en) 2016-04-06
CN104284795B (zh) 2018-04-27
US10052949B2 (en) 2018-08-21

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