JP2005306137A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance the motion performance by adjusting the weight balance of the vehicle, prevent a clutch device from being affected thermally, and enhance the durability by precluding back drive of a motor or an internal combustion type prime mover. <P>SOLUTION: The hybrid vehicle is equipped with a first driving force system 11 in which the driving force of the internal combustion type prime mover 3 is decelerated by the first decelerating mechanisms 5 and 7 and transmitted to a differential device 9 and a second driving force system 17 in which the driving force of the motor 13 in offset arrangement with respect to the internal combustion type prime mover 3 is decelerated by a second decelerating mechanism 15 and transmitted to the differential device 9. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a hybrid vehicle that uses an internal combustion motor and an electric motor as driving force sources.

  Patent Document 1 describes a hybrid vehicle drive device 501 as shown in FIG. The hybrid vehicle drive device 501 includes an engine 503 and an electric motor 505, which are driving force sources, a clutch device 507, a transmission 509, and the like.

  When the wheels 511 and 513 are driven by both the engine 503 and the electric motor 505, power is supplied to the electric motor 505 and the engine 503 and the transmission 509 are connected by the clutch device 507, and the wheels 511 and 513 are connected only by the engine 503. When driving, the electric motor 505 is stopped from this state, and when the wheels 511 and 513 are driven only by the electric motor 505, the engine 503 is stopped and the transmission 509 is disconnected from the engine 503 by the clutch device 507. Power is supplied to the motor 505.

The left and right sides in FIG. 3 are the left and right sides of the vehicle. The engine 503, the electric motor 505, and the transmission 509 are arranged in this order so as to overlap in the vehicle width direction, and the clutch device 507 is located on the center side of the electric motor 505. Has been placed. The rotor of the electric motor 505 is directly connected to the input shaft 515 of the transmission 509.
JP 2003-205756 A (FIG. 1)

  In the hybrid vehicle drive device 501, the engine 503, the electric motor 505, and the transmission 509 are arranged in the vehicle width direction as described above, so that the weight balance of the vehicle is biased and the movement performance (turning performance, turning ability) , Maneuverability, etc.) and stability are likely to deteriorate.

  Further, since the clutch device 507 disposed on the center side of the electric motor 505 is affected by the heat radiated from the electric motor 505, the control characteristics are likely to become unstable due to a temperature change.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a hybrid vehicle in which the weight balance of the vehicle is adjusted to improve the exercise performance.

  The hybrid vehicle according to claim 1 includes a first driving force system that decelerates the driving force of the internal combustion engine by a first speed reduction mechanism and transmits it to the differential device, and an electric motor that is offset from the internal combustion engine. And a second driving force system that decelerates the driving force by a second reduction mechanism and transmits the driving force to the differential device.

  According to a second aspect of the present invention, there is provided the hybrid vehicle according to the first aspect, wherein the clutch device capable of switching the driving force transmission to the differential device to the first driving force system or the second driving force system. It is characterized by having.

  A third aspect of the invention is the hybrid vehicle according to the first aspect, characterized in that the rotating shaft of the electric motor is arranged coaxially with the rotating shaft of the differential device.

  A fourth aspect of the invention is the hybrid vehicle according to the first aspect, characterized in that the rotating shaft of the electric motor is arranged in parallel to the rotating shaft of the differential device.

  A fifth aspect of the present invention is the hybrid vehicle according to the second aspect, characterized in that a clutch device is arranged coaxially with the differential device.

  A sixth aspect of the present invention is the hybrid vehicle according to the third aspect, wherein the second reduction mechanism is disposed between the electric motor and the differential device.

  The hybrid vehicle according to claim 1 includes a first driving force system using an internal combustion prime mover and a second driving force system using an electric motor, and the electric motor is offset with respect to the internal combustion prime mover.

  For example, the first reduction mechanism of the first driving force system may be disposed on one side in the vehicle width direction with respect to the differential device, and the second driving force system or the electric motor may be disposed on the other side in the vehicle width direction. It is possible, or it is possible to dispose the internal combustion prime mover and the first speed reduction mechanism with the second driving force system in the front-rear direction of the vehicle, so that the mass point (heavy object) is wide on the vehicle body. The range can be dispersed to prevent the weight balance of the vehicle from being unbalanced, and the movement performance (turning ability, turning ability, maneuverability, etc.) and stability can be greatly improved.

  Further, since a dedicated reduction mechanism is used for each of the first reduction mechanism for the internal combustion engine and the second reduction mechanism for the electric motor, the first driving force system (internal combustion engine) and the second driving force system (electric motor) are used. In both cases, it is possible to set optimum deceleration characteristics for each of them, and further improve the motion characteristics, etc. In addition, when setting the deceleration characteristics, each of the first and second driving force systems Since unreasonable influence is not applied, the durability of the internal combustion motor, the electric motor, and each speed reduction mechanism is greatly improved.

  Further, in the configuration of the present invention in which the electric motor of the second driving force system is offset with respect to the internal combustion prime mover, unlike the conventional example, the electric motor and the housing of each speed reduction mechanism are opened to the atmosphere side to improve the cooling performance. It is possible to greatly improve each function and durability.

  The hybrid vehicle of claim 2 can obtain the same effect as the configuration of claim 1.

  In addition, an electric motor generated when a wheel is driven only by the internal combustion motor is provided by providing a clutch device capable of switching driving force transmission to the differential device between the first driving force system and the second driving force system. The back drive and durability of the engine are prevented from being reduced, and fuel consumption of the internal combustion engine is prevented from being reduced due to the accompanying resistance of the electric motor.

  In addition, when the wheels are driven only by the electric motor, the electric motor is released from the rotational resistance on the internal combustion engine side, so that the durability of the electric motor is reduced and excessive battery consumption is avoided. The back drive and durability of the internal combustion prime mover are prevented.

  The hybrid vehicle of claim 3 can obtain the same effect as that of the structure of claim 1.

  Further, in this configuration in which the rotating shaft of the electric motor and the rotating shaft of the differential device are coaxially arranged, the degree of freedom when setting the mass points to be distributed on the vehicle is improved.

  The hybrid vehicle of claim 4 can obtain the same effect as that of the structure of claim 1.

  Further, in this configuration in which the rotating shaft of the electric motor is arranged in parallel with the rotating shaft of the differential device, for example, the electric motor or the second driving force system and the differential device are arranged in the vehicle front-rear direction so that the mass on the vehicle is increased. The degree of freedom in setting the points to be distributed is improved.

  The hybrid vehicle of claim 5 can obtain the same effect as that of the configuration of claim 2.

  Further, in this configuration in which the clutch device is arranged coaxially with the differential device, the degree of freedom in setting the mass points to be distributed on the vehicle is improved.

  The hybrid vehicle of claim 6 can achieve the same effect as that of the configuration of claim 3.

  Further, in this configuration in which the second reduction mechanism is disposed between the electric motor and the differential device, the degree of freedom in setting the mass points to be distributed on the vehicle is improved.

  Next, an embodiment will be described.

(First embodiment)
A hybrid vehicle 1 (first embodiment of the present invention) will be described with reference to FIG. The left and right directions are the left and right directions in the hybrid vehicle 1 and FIG. 1, and the upper side in FIG. 1 is the front of the hybrid vehicle 1.

[Features of hybrid vehicle 1]
The hybrid vehicle 1 shifts and decelerates the driving force of the engine 3 (internal combustion engine) with a belt-type continuously variable transmission 5 (first reduction mechanism) and a reduction gear mechanism 7 (first reduction mechanism). 9 (the first driving force system) that transmits to the 9 (differential device) and the driving force of the electric motor 13 that is offset with respect to the engine 3 are used as the planetary gear speed reduction mechanism 15 (second driving force). An electric motor driving force system 17 (second driving force system) that is decelerated by a deceleration mechanism) and is transmitted to the front differential 9;
A starting clutch 19 (clutch device) and a two-way clutch 21 (clutch device) capable of switching driving force transmission to the front differential 9 between the engine driving force system 11 and the electric motor driving force system 17;
The rotating shaft of the electric motor 13 is arranged coaxially with the rotating shaft of the front differential 9,
A 2-way clutch 21 is arranged coaxially with the front differential 9;
The planetary gear speed reduction mechanism 15 is disposed between the electric motor 13 and the front differential 9.

  In the present embodiment, the two-way clutch 21 is provided, but this is omitted, and a hybrid vehicle that transmits back drive from the left and right wheels to the electric motor, operates the electric motor 21 as a generator, and collects travel energy in the battery. It is also possible.

[Configuration of Hybrid Vehicle 1]
The hybrid vehicle 1 is configured based on an F / F (front engine / front drive) vehicle using the engine 3 as a driving force source, and in addition to the above-described components, the left front axles 23 and 25 and these are connected. A left front wheel 29 connected to the constant velocity joint 27 and the front axle 25, a right front axle 31, 33, a constant velocity joint 35 connecting them, a right front wheel 37 connected to the front axle 33, a left and right rear wheel 39, 41 and the like.

  An engine driving force system 11 and a front differential 9 comprising an engine 3, a belt type continuously variable transmission 5, and a reduction gear mechanism 7 are accommodated in a transmission housing 43 (transmission case), and an electric motor 13 and a planetary gear type. The electric motor driving force system 17 including the speed reduction mechanism 15 is accommodated in an electric motor driving system housing 45 arranged on the right side of the transmission housing 43 in the vehicle width direction. The electric motor drive system housing 45 includes a speed reducer housing 47 that houses the planetary gear type speed reduction mechanism 15 and an electric motor housing 49 that houses the electric motor 13. The speed reducer housing 47 is a transmission housing by bolts. The electric motor housing 49 is fixed to the right end side of the reduction gear housing 47 with bolts.

  In this embodiment, a single stage planetary gear type reduction mechanism 15 is adopted as the second reduction mechanism to reduce the size in the axle direction. However, a plurality of planetary gears are arranged in the axle direction in series. It is also possible to increase the reduction ratio by connecting to In addition, the motor drive system housing 45 can be provided with a speed reduction mechanism comprising a set of external gears by supporting a plurality of shafts. Furthermore, a reduction mechanism with a very low reduction ratio such as a toroidal reduction mechanism or a CVT multistage automatic type may be provided. The drive motor 13 does not necessarily have to be housed in the housing 45, and a dedicated electric motor housing may be integrally attached to the speed reduction mechanism housing.

  The engine 3 is placed horizontally at the front of the vehicle. The belt-type continuously variable transmission 5 (CVT) is disposed on the left side in the vehicle width direction of the engine 3 and includes a drive-side variable pitch pulley 53 and a driven-side variable pitch pulley 55 and a belt 57 that connects them. Each of the pulleys 53 and 55 is composed of a fixed pulley, a moving pulley, and an actuator for moving the moving pulley. The pulleys are moved by the respective actuators, and the pitch of the belt 57 is adjusted by adjusting the distance from the fixed pulley. The gear ratio is adjusted by changing the diameter.

  The starting clutch 19 is arranged between the drive side variable pitch pulley 53 and the engine 3 so as to be intermittently connected. The reduction gear mechanism 7 includes a small-diameter gear 59 and a large-diameter gear 61 that are meshed with each other. The small-diameter gear 59 is connected to a driven variable pitch pulley 55, and the large-diameter gear 61 is disposed coaxially with the front differential 9. It is fixed to. The driving force of the engine 3 is shifted and decelerated by the belt-type continuously variable transmission 5 and the reduction gear mechanism 7 and transmitted from the differential case 63 to the front differential 9.

  The front differential 9 includes the differential case 63 and a bevel gear type differential mechanism 65 accommodated therein. The differential mechanism 65 includes a pinion shaft 67 fixed to the differential case 63 and a pinion gear supported by the pinion shaft 67. 69 and a pair of left and right output side gears 71 and 73 meshed with the pinion gear 69.

  The differential case 63 is supported by the transmission housing 43 by a bearing, the left side gear 71 is connected to the left front wheel 29 via the front axle 23, the constant velocity joint 27, and the front axle 25, and the right side gear 73 is connected to the front axle 31. It is connected to the right front wheel 37 via a constant velocity joint 35 and a front axle 33.

  The two-way clutch 21 is provided between the differential case 63 and the hollow shaft 77 and is arranged coaxially with the front differential 9. The front axle 31 penetrates into the hollow shaft 77, and the hollow shaft 77 penetrates into the differential case 63 from the right side.

  The two-way clutch 21 is disconnected when the differential case 63 (front differential 9: engine 3) rotates in advance with respect to the hollow shaft 77 (planetary gear type reduction mechanism 15: electric motor 13), and is connected when rotated backward. A clutch that can be arbitrarily switched by an actuator between a state 1 in which the differential case 63 is rotated with respect to the hollow shaft 77 and a state 2 in which the differential case 63 is released when the differential case 63 is rotated backward. There is a two-way clutch configured to switch the connection direction and the connection release direction by a plurality of two-way plugs disposed between the two and the hollow shaft 77 with an electromagnet. Further, as described below, the two-way clutch is intermittently operated in conjunction with the starting clutch 19.

  The planetary gear speed reduction mechanism 15 is disposed between the electric motor 13 and the front differential 9 and is connected to an internal gear connected to the hollow shaft 77 of the two-way clutch 21 and a hollow output shaft 79 of the electric motor 13. An electric motor having a connected sun gear and an internal gear and a planetary gear meshing with the sun gear, the planetary gear being fixed to the electric motor housing 49 side via a planetary gear carrier 81. 13 is decelerated and output from the internal gear, and is transmitted to the front differential 9 through the hollow shaft 77 and the two-way clutch 21.

  The electric motor 13 includes the hollow output shaft 79, the rotor 83, the stator 85, and the casing 87, and is offset from the engine 3 in the rearward direction of the vehicle. It is arranged coaxially with the shaft. Both ends of the hollow output shaft 79 are supported by the planetary gear carrier 81 and the electric motor housing 49 by bearings, the right rear axle 31 penetrates the hollow output shaft 79, the rotor 83 is connected to the hollow output shaft 79, and the stator 85 Is fixed to the casing 87, and the casing 87 is fixed to the electric motor housing 49.

  Moreover, the electric motor 13 is connected to the vehicle-mounted battery via a controller, and is configured to charge the battery by an electromotive force generated as an alternator when receiving a rotational force as described below.

[Function and travel of hybrid vehicle 1]
When the hybrid vehicle 1 is driven only by the driving force of the engine 3, the start clutch 19 is connected, and the two-way clutch 21 is connected to the differential case 63 (front differential 9: engine 3) by the hollow shaft 77 (planetary gear type deceleration). Mechanism 15: Switch to state 1 when the previous rotation with respect to the electric motor 13) is released and when the subsequent rotation occurs.

  In this state 1, the driving force of the engine 3 is shifted by the belt type continuously variable transmission 5, further decelerated by the reduction gear mechanism 7 and transmitted to the front differential 9, and the front axle 23, the constant velocity joint 27, and the front axle 25 From the front axle 31, the constant velocity joint 35, and the front axle 33 to the right front wheel 37.

  Further, since the electric motor 13 is separated from the driving force of the engine 3 by the two-way clutch 21, the back drive on the electric motor 13 side by the driving force of the engine 3 is prevented, and the planetary gear speed reduction mechanism 15 and the electric motor 13 are The durability is prevented from being lowered, and the fuel consumption of the engine 3 is prevented from being lowered due to the accompanying resistance on the electric motor 13 side.

  When the vehicle is decelerated, braked, engine brake is applied, the start clutch 19 is disengaged and the vehicle travels downhill, the engine brake is applied during downhill, etc., the 2-way clutch 21 is switched to a state 2 in which the differential case 63 is connected to the hollow shaft 77 when it rotates in advance, the front wheels 29 and 37 and the front differential on the front differential 9 side are transmitted from the 2-way clutch 21 to the electric motor 13, The battery is charged by the electromotive force 13 and energy is recovered.

  When the hybrid vehicle 1 is driven only by the driving force of the electric motor 13, when the start clutch 19 is disengaged and the two-way clutch 21 is switched to the state 1, the driving force of the electric motor 13 is reduced to the planetary gear type deceleration. After being decelerated by the mechanism 15, the two-way clutch 21 connected by the preceding rotation of the hollow shaft 77 is transmitted to the front differential 9 through the differential case 63 and distributed to the left and right front wheels 29 and 37.

  Further, the engine 3 is disconnected from the driving force of the electric motor 13 by the starting clutch 19, so that the back driving of the engine 3 due to the driving force of the electric motor 13 is prevented, and the durability of the engine 3 is prevented from being lowered. Thus, excessive consumption of the electric motor 13 and the battery due to the rotation resistance of 3 is prevented.

  Further, when driving by the electric motor 13 or energy recovery as described above, the load state (necessary driving torque and rotation speed) at the time of driving by the engine 3 is predicted, and the gear ratio of the belt-type continuously variable transmission 5 is determined by this. By adjusting to a value according to the prediction, it is possible to smoothly switch to engine driving without a shift shock due to switching.

  In addition, for example, when the hybrid vehicle 1 is desired to travel with the driving force of the engine 3 and the driving force of the electric motor 13 on a rough road or an uphill road, the start clutch 19 is connected. At this time, the electric motor 13 assists the engine 3 when the two-way clutch 21 is set to the state 1, and the engine 3 assists the electric motor 13 when the two-way clutch 21 is set to the state 2. The required large driving force can be obtained.

[Effect of hybrid vehicle 1]
In the hybrid vehicle 1, the belt type continuously variable transmission 5 and the reduction gear mechanism 7 of the engine driving force system 11 are arranged on the left side in the vehicle width direction with respect to the front differential 9, and an electric motor driving force system 17 (planetary gear type) is arranged. By disposing the speed reduction mechanism 15 and the electric motor 13) on the right side in the vehicle width direction with respect to the front differential 9, the weight balance in the vehicle width direction is prevented from being deviated, and the electric motor driving force system 17 is rearward with respect to the engine 3. Because of the offset arrangement, the weight balance in the longitudinal direction of the vehicle is prevented.

  In this way, mass points (heavy objects) are distributed over a wide range on the vehicle body, and weight balance is prevented from being biased, greatly improving vehicle performance (turning, turning, maneuverability, etc.) and stability. To do.

  Further, the electric motor 13 and the front differential 9 are arranged coaxially, the two-way clutch 21 is arranged coaxially with the front differential 9, and the planetary gear type reduction mechanism 15 is arranged between the electric motor 13 and the front differential 9. This configuration improves the degree of freedom when setting the mass points to be distributed.

  Further, since a dedicated reduction mechanism (belt-type continuously variable transmission 5 and reduction gear mechanism 7) is used for the engine 3 and a dedicated reduction mechanism (planetary gear type reduction mechanism 15) is used for the electric motor 13, the engine driving force In both the system 11 and the electric motor driving force system 17, it becomes possible to set optimal shift characteristics and deceleration characteristics without being influenced by each other, and the vehicle motion characteristics are further improved, and the shift characteristics and deceleration characteristics are improved. In setting, since it is not necessary to put a burden on any of the engine 3, the electric motor 13, the transmission 5, and the speed reduction mechanisms 7, 15, the respective durability is greatly improved.

  Moreover, in the hybrid vehicle 1, since the electric motor 13 and the planetary gear type reduction mechanism 15 are opened to the atmosphere side and are effectively cooled, their functions and durability are greatly improved.

  In addition, since the electric motor driving force system 17 is sub-assembled into a reduction gear housing 47 that houses the planetary gear type reduction mechanism 15 and an electric motor housing 49 that houses the electric motor 13, the reduction gears. If the housing 47 is attached to the right side of the transmission housing 43 for the engine driving force system 11 and the electric motor housing 49 is attached to the right side of the reduction gear housing 47, the FF (front engine / front drive) that uses the engine 3 as a driving force source is provided. ) The hybrid vehicle 1 can be easily established simply by retrofitting the electric motor driving force system 17 as described above based on the vehicle, and therefore, the compatibility with the current vehicle is good.

  Further, since the start clutch 19 and the two-way clutch 21 for switching the driving force transmission to the front differential 9 are provided, the back drive of the electric motor 13 and the durability are prevented from being lowered when the engine 3 is driven. A reduction in fuel consumption of the engine 3 due to the drag resistance is prevented, and when the electric motor 13 is driven, the electric motor 13 is released from the rotational resistance on the engine 3 side, so that the durability of the electric motor 13 and the excessive consumption of the battery are avoided. At the same time, the back drive and durability of the engine 3 due to the driving force of the electric motor 13 are prevented.

  In addition, since the two-way clutch 21 is provided on the differential case 63 and is reliably supported by the differential case 63, the intermittent function is normally maintained for a long time.

  The hybrid vehicle 1 can also be applied as a rear drive system that drives the rear wheels 39 and 41 with the engine driving force system 11 and the electric motor driving force system 17. In this case, by replacing the rear differential of the R / R (rear engine / rear drive) vehicle with an engine driving force system and an electric motor driving force system, a hybrid vehicle can be easily established based on the existing R / R. be able to.

  Further, in the hybrid vehicle 1, as shown in FIG. 1, a rear drive system 89 may be provided also on the rear wheels 39 and 41 side. Such a drive system includes, for example, a second electric motor, a reduction mechanism that reduces the driving force, and a rear differential that drives the rear wheels 39 and 41 with the reduced driving force (the driving force is applied to the left and right rear wheels). However, a clutch may be provided in the drive path between the second electric motor and the rear wheels.

  Further, the electric motor drive system 17 is used for a hybrid vehicle having a moderately increased drive ratio compared to engine drive, or is used as an auxiliary drive system that assists the drive force only at the start of the vehicle, or according to the motion characteristics of the mounted vehicle. The drive torque and magnitude of the speed reduction mechanism of the apparatus and the electric motor are set.

(Second Embodiment)
The hybrid vehicle 101 (second embodiment of the present invention) will be described with reference to FIG. The left and right directions are the left and right directions in the hybrid vehicle 101 and FIG. 2, and the upper side in FIG. 2 is the front of the hybrid vehicle 101. Hereinafter, the difference will be described while giving the same reference numerals to the shared members with the hybrid vehicle 1 of the first embodiment and quoting them.

[Features of hybrid vehicle 101]
The hybrid vehicle 101 decelerates the driving force of the engine 103 (internal combustion prime mover) by an automatic transmission 105 (first reduction mechanism) and transmits it to a rear differential 107 (differential device) 109 (first drive). Power system) and the electric motor drive that decelerates the driving force of the electric motor 13 offset from the engine 103 to the rear of the vehicle by the external gear type reduction mechanism 111 (second reduction mechanism) and transmits it to the rear differential 107. A force system 113 (second driving force system),
A 1-way clutch 115 (clutch device) and a multi-plate clutch 117 (clutch device) capable of switching driving force transmission to the rear differential 107 between the engine driving force system 109 and the electric motor driving force system 113;
The rotating shaft of the electric motor 13 is arranged in parallel with the rotating shaft of the rear differential 107.

[Configuration of Hybrid Vehicle 101]
The hybrid vehicle 101 is configured based on a FR (front engine / rear drive) vehicle having the engine 103 as a driving force source. In addition to the above-described components, the hybrid vehicle 101 includes a torque converter 119, a propeller shaft 121, The left rear wheel 125 is connected to the rear axle 123, the right rear wheel 129 is connected to the rear axle 127, the left and right front wheels 131, 133, and the like.

  The rear differential 107, the external gear type reduction mechanism 111, the one-way clutch 115, and the multi-plate clutch 117 are accommodated in a rear housing 135 (differential carrier), and the casing 87 of the electric motor 13 is mounted in the vehicle width direction of the rear housing 135 by a motor mounting bolt. It is fixed on the right side.

  The engine 103 is arranged vertically in the front part of the vehicle, and the torque converter 119 is arranged between the engine 103 and the automatic transmission 105. The automatic transmission 105 is configured to control rotation of a plurality of planetary gears with a multi-plate clutch, the propeller shaft 121 is connected to the output side of the automatic transmission 105, and the one-way clutch 115 is driven with the propeller shaft 121. The pinion shaft 137 is connected. A drive pinion gear 139 is integrally formed on the drive pinion shaft 137, and a first ring gear 143 engaged with the drive pinion gear 139 is fixed to the left end portion of the differential case 141 (rear differential 107). Each of the gears 139 and 143 is a bevel gear type direction change gear set, which changes the direction of rotation of the drive pinion shaft 137 and transmits it to the differential case 141.

  The rear differential 107 includes the differential case 141 and a bevel gear type differential mechanism 145 accommodated therein. The differential mechanism 145 includes a pinion shaft 147 fixed to the differential case 141 and a pinion gear 149 supported by the pinion shaft 147. And left and right output side gears 151 and 153 engaged with the pinion gear 149. The differential case 141 is supported by the rear housing 135 by a bearing, the left side gear 151 is connected to the left rear wheel 125 via the axle 123 and a constant velocity joint, and the right side gear 153 is connected via the axle 127 and the constant velocity joint. It is connected to the right rear wheel 129.

  The one-way clutch 115 is connected when the propeller shaft 121 (engine 103 side) rotates ahead of the drive pinion shaft 137 (rear differential 107 side: electric motor 13), and is disconnected when the rear differential 107 side rotates ahead of the engine 103 side. . The driving force of the engine 103 is transmitted from the torque converter 119 to the automatic transmission 105 to be shifted, and is transmitted to the rear differential 107 from the propeller shaft 121, the connected 1-way clutch 115, and the gears 139 and 143, and the left and right rear wheels. 125, 129.

  The output shaft 155 of the electric motor 13 penetrates into the rear housing 135, and the external gear type speed reduction mechanism 111 includes a small diameter gear 157 and a large diameter gear 159 that mesh with each other, and the small diameter gear 157 is connected to the output shaft 155. ing. The multi-plate clutch 117 is provided between the large diameter gear 159 and the differential case 141. When the multi-plate clutch 117 is engaged, the driving force of the electric motor 13 decelerated by the external gear type reduction mechanism 111 is transmitted from the differential case 141 to the rear differential 107.

  The circumscribed gear type reduction mechanism 111 and the multi-plate clutch 117 are arranged on the right end side of the differential case 141, opposite to the first ring gear 143. The engine 103 and the automatic transmission 105 are arranged at the front part of the vehicle, and the rear differential 107 and the electric motor driving force system 113 are arranged at the rear part of the vehicle.

[Function and travel of hybrid vehicle 101]
The driving force of the engine 103 is connected to the 1-way clutch 115 from the torque converter 119, the automatic transmission 105, and the propeller shaft 121, further decelerated by the gears 139 and 143, transmitted to the rear differential 107, and distributed to the left and right rear wheels 125 and 129. Is done.

  Further, when the hybrid vehicle 101 is driven only by the driving force of the engine 103, the connection of the multi-plate clutch 117 is released. In this state, the driving force of the engine 103 is cut off from the electric motor 13, the back drive of the electric motor 13 is prevented, and the durability of the electric motor 13 is prevented from being lowered. Reduction in fuel consumption is prevented.

  When the hybrid vehicle 101 is driven only by the driving force of the electric motor 13, the multi-plate clutch 117 is connected. In this state, the driving force of the electric motor 13 is decelerated by the external gear type reduction mechanism 111 and transmitted to the rear differential 107.

  Further, when the vehicle is decelerated, braked, braked by the rotational resistance of the electric motor 13, the power supply to the electric motor 13 is stopped and the vehicle runs downhill, the rear wheels 125 and 129 and the rear differential 107 are used. Is transmitted from the multi-plate clutch 117 to the electric motor 13, and the battery is charged by the electromotive force of the electric motor 13 to recover energy.

  Further, when the hybrid vehicle 101 travels only with the driving force of the electric motor 13, the engine 103 side is separated from the driving force of the electric motor 13 by the one-way clutch 115. Driving is prevented, and durability of the engine 103, torque converter 119, and automatic transmission 105 is prevented from being lowered, and excessive consumption of the electric motor 13 and the battery due to the drag resistance from the engine 103 side is prevented.

  Further, when the hybrid vehicle 101 is driven by the driving force of the engine 103 and the driving force of the electric motor 13, the multi-plate clutch 117 may be connected.

[Effect of hybrid vehicle 101]
In the hybrid vehicle 101, the engine 103 and the automatic transmission 105 are arranged in the front part of the vehicle, and the rear differential 107 and the electric motor driving force system 113 are arranged in the rear part of the vehicle, so that weight balance in the longitudinal direction of the vehicle is prevented. Since the mass points (heavy objects) are dispersed over a wide range of the vehicle body and the weight balance is prevented from being deviated, the vehicle performance (such as turning performance, turning performance, maneuverability) and stability are greatly improved.

  Further, the configuration in which the electric motor 13 is arranged in parallel with the rear differential 107 further improves the degree of freedom when setting the mass points to be distributed.

  Further, since a dedicated speed change mechanism (automatic transmission 105) is used for the engine 103 and a dedicated speed reduction mechanism (external gear type speed reduction mechanism 111) is used for the electric motor 13, the engine driving force system 109 and the electric motor driving force system 113 are used. In both cases, it is possible to set the optimum shift characteristics and deceleration characteristics without being influenced by each other, and the vehicle motion characteristics and the like are further improved, and in setting the shift characteristics and the deceleration characteristics, the engine 103 and Since it is not necessary to put a burden on the electric motor 13, the automatic transmission 105, and the external gear type reduction mechanism 111, the durability of each of them is greatly improved.

  Moreover, in the hybrid vehicle 101, since the electric motor 13 is opened to the atmosphere side and effectively cooled, the function and durability are greatly improved.

  An electric motor based on an existing F / R vehicle and having a differential carrier fixed to a rear housing 135 (rear differential 107, external gear type reduction mechanism 111, one-way clutch 115, multi-plate clutch 117) and rear housing 135 is provided. The hybrid vehicle 101 can be easily realized simply by exchanging with 13, and compatibility with the current vehicle is good.

  Further, since the 1-way clutch 114 and the multi-plate clutch 117 for switching the driving force transmission to the front differential 9 are provided, the back drive on the electric motor 13 side and the durability are prevented from being lowered while the engine 103 is driven. The fuel consumption of the engine 103 is prevented from being lowered due to the dragging resistance of the motor 13, and the back drive and durability of the engine 103 are prevented from being lowered when driven by the electric motor 13, and the durability of the electric motor 13 due to the rotational resistance of the engine 103 is prevented. Degradation and extra battery drain are avoided.

  Further, since the multi-plate clutch 117 is provided on the differential case 141 and is reliably supported by the differential case 141, the intermittent function is normally maintained for a long time.

  Further, the external gear type speed reduction mechanism 111 and the multi-plate clutch 117 are arranged on the right end side of the differential case 141, and the drive pinion shaft 137, the drive pinion gear 139, and the first ring gear 143 are arranged on the left end side of the differential case 141. As a result, it is possible to arrange them in a narrow space, and the rear housing 135 and its accommodation function are made more compact.

  The electric motor 13, the rear differential 107, the external gear type reduction mechanism 111, and the multi-plate clutch 117 can be applied as the rear drive system 89 in the hybrid vehicle 1 (first embodiment) shown in FIG.

[Other Embodiments Included within the Scope of the Present Invention]
In the second embodiment, the actuator of the multi-plate clutch 117 may be an electromagnetic actuator, an actuator that converts the rotation of the electric motor into an operating force, or a hydraulic actuator, and the multi-plate clutch 117 For example, the control type two-way clutch used in the first embodiment or a meshing clutch provided with a synchro cone may be used instead.

  Furthermore, in the present invention, the clutch is not limited to the structure of the clutch used in each embodiment, and each of the engine driving force system and the electric motor driving force system can be controlled by combining and interrupting existing clutches. The optimum driving state can be set.

It is a skeleton mechanism figure showing hybrid vehicle 1 of a 1st embodiment. It is a skeleton mechanism figure which shows the hybrid vehicle 101 of 2nd Embodiment. It is drawing which shows a prior art example.

Explanation of symbols

1 Hybrid vehicle 3 Engine (Internal combustion engine)
5 Belt type continuously variable transmission (first reduction mechanism)
7 Reduction gear mechanism (first reduction mechanism)
9 Front differential (differential device)
11 Engine driving force system (first driving force system)
13 Electric motor 15 Planetary gear type reduction mechanism (second reduction mechanism)
17 Electric motor driving force system (second driving force system)
19 Starting clutch (clutch device)
21 2-way clutch (clutch device)
101 Hybrid vehicle 103 Engine (Internal combustion engine)
105 Automatic transmission (first reduction mechanism)
107 Rear differential (differential device)
109 Engine driving force system (first driving force system)
111 External gear type reduction mechanism (second reduction mechanism)
113 Electric motor driving force system (second driving force system)
115 1-way clutch (clutch device)
117 Multi-plate clutch (clutch device)

Claims (6)

A first driving force system that decelerates the driving force of the internal combustion motor by the first reduction mechanism and transmits the driving force to the differential device;
A hybrid vehicle, comprising: a second driving force system that decelerates a driving force of an electric motor that is offset with respect to the internal combustion prime mover by a second reduction mechanism and transmits the driving force to the differential device. A hybrid vehicle according to claim 1,
A hybrid vehicle comprising: a clutch device capable of switching transmission of driving force to the differential device in the first driving force system or the second driving force system. A hybrid vehicle according to claim 1,
A hybrid vehicle characterized in that a rotating shaft of an electric motor is arranged coaxially with a rotating shaft of the differential device. A hybrid vehicle according to claim 1,
A hybrid vehicle characterized in that a rotating shaft of an electric motor is arranged in parallel to a rotating shaft of the differential device. A hybrid vehicle according to claim 2,
A hybrid vehicle, wherein a clutch device is arranged coaxially with the differential device. A hybrid vehicle according to claim 3, wherein
A hybrid vehicle, wherein the second reduction mechanism is disposed between the electric motor and the differential device.

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