JP2010018098A - Driving force transmission device of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force transmission device of a hybrid vehicle which enables travel without problem even when an electric motor becomes unrotatable during an engine-driven travel and a direction of travel is switched in the unrotatable state. <P>SOLUTION: The hybrid vehicle is provided with front wheels driven by an engine and rear wheels driven by the electric motor equipped with a speed reducer, wherein a mechanical two-way clutch 19 is incorporated in a torque flow path from an output shaft 18 of the reducer of the electric motor to the rear wheels, thereby inhibiting rotation torque from being transmitted from the rear wheels to the output shaft during the engine-driven travel. A clutch 22 is provided which transmits and blocks a power between the output shaft of the reducer and a drive gear 21 engaged with the output shaft so that, during the engine-driven travel, the drive gear becomes freely rotatable by releasing the clutch from an engaged state and that the drive gear freely rotates when the two-way clutch is engaged due to rotation transmitted from the rear wheels. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving force transmission device for a hybrid vehicle in which driving wheels are driven by an engine and auxiliary driving wheels are driven by an electric motor with a reduction gear.

  As a driving force transmission device for a hybrid vehicle that includes an engine and an electric motor and that is used as an assist when the load is large when starting or accelerating, the one described in Patent Document 1 has been conventionally used. Are known.

  In the driving force transmission device described in Patent Document 1, a two-way clutch is incorporated in the torque transmission path from the output shaft of the speed reducer that decelerates the rotation of the electric motor to the auxiliary driving wheel, and during normal traveling by driving the engine. The two-way clutch interrupts transmission of rotational torque from the auxiliary drive wheels to the speed reducer.

  Here, a sprag type two-way clutch shown in FIG. 8I is employed as the two-way clutch. In this two-way clutch, two cages 82 and 83 having different diameters are incorporated between the outer ring 80 and the inner ring 81, and a sprag 85 is incorporated into a pocket 84 formed in each of the cages 82 and 83. The sprag 85 is tilted in the circumferential direction by relative rotation of the outer retainer 82 and the inner retainer 83 with a small diameter, and the cams at both ends of the sprag 85 are placed on the cylindrical inner surface 86 of the outer ring 80 and the cylindrical outer surface 87 of the inner ring 81. The surfaces are engaged.

JP 11-291774 A

  By the way, in the driving force transmission device for a hybrid vehicle described in Patent Document 1, the sprag 85 of the two-way clutch is as shown in FIG. 8 (II) when the electric motor is stopped and the vehicle is traveling forward by driving the engine. Further, the rotation transmission from the inner ring 81 to the outer ring 80 is interrupted by tilting in the forward direction. When the electric motor becomes non-rotatable due to some abnormality in the shut-off, and the vehicle travel direction is switched in the non-rotatable state, that is, when the forward travel is switched to the reverse direction, the auxiliary drive wheel is changed to the inner ring 81. The sprag 85 immediately engages with the rotation transmitted to the outer ring 80 (rotation in the direction indicated by the arrow in FIG. 8 (III)), and attempts to transmit the rotation transmitted from the auxiliary drive wheel to the inner ring 81 to the outer ring 80.

  At this time, since the electric motor cannot rotate, the outer ring 80 does not rotate and the vehicle may not be able to travel.

  In addition, even when the electric motor becomes non-rotatable during forward travel of the vehicle by driving the engine and the travel direction of the vehicle is switched in the non-rotatable state, the vehicle may not be able to travel as described above. .

  An object of the present invention is to make it possible to travel the vehicle without any problem even when the electric motor becomes non-rotatable when the vehicle is driven by the engine and the vehicle is switched in the non-rotatable state. An object of the present invention is to provide a driving force transmission device for a hybrid vehicle.

  In order to solve the above-described problems, the present invention includes a drive wheel that is rotationally driven using an engine as a drive source, and an auxiliary drive wheel that is rotationally driven using an electric motor with a speed reducer as a drive source. In a driving force transmission device for a hybrid vehicle in which a mechanical two-way clutch is incorporated in a torque transmission path from an output shaft of a reduction gear to an auxiliary drive wheel, the output shaft of the reduction gear is fitted to the output shaft. A configuration is adopted in which a clutch for transmitting and interrupting power is provided between a drive gear for transmitting rotation of the output shaft to the two-way clutch.

  As described above, by providing a clutch between the output shaft of the reduction gear and the drive gear, when the clutch is switched to the disengaged state, the drive gear can rotate freely with respect to the output shaft of the reduction gear. It becomes a state. For this reason, it is assumed that the electric motor becomes non-rotatable when the vehicle is driven by the engine driving, the vehicle driving direction is switched in the non-rotatable state, and the two-way clutch is engaged by the rotation from the auxiliary drive wheels. However, since the drive gear rotates freely, the vehicle can run without any problem.

  Here, as a clutch, a slide gear that is slidably fitted to the shaft end portion of the output shaft and a flange that is supported by a stationary member and formed on the inner diameter surface of the drive gear are opposed to each other in the axial direction. An electromagnet for adsorbing the slide gear and a separation spring that urges the slide gear in a direction away from the flange, and is formed on the outer circumference of the shaft end of the output shaft on the inner diameter surface of the slide gear External teeth that mesh with the internal teeth are provided, internal teeth that mesh with the external teeth formed on the external diameter surface of the slide gear are formed on the internal diameter surface of the drive gear, and the internal teeth of the drive gear and the external teeth of the output shaft It is possible to adopt a configuration in which one is a length over the slide region of the slide gear and the other is a length that meshes only when the slide gear is attracted to the flange.

  In the clutch configured as described above, the electromagnet is energized when the vehicle is driven by driving the electric motor, and the electromagnet is de-energized when the vehicle is driven by driving the engine.

  Here, when the electromagnet is energized, the slide gear is attracted to the flange, and the slide gear meshes with the inner teeth of the drive wheel and the outer teeth of the output shaft, and the rotation of the output shaft can be transmitted to the drive gear. Auxiliary drive wheels can be driven.

  On the other hand, when the energization of the electromagnet is released, the slide gear moves away from the flange by the pressing of the separation spring, the meshing of the drive gear with the internal teeth of the drive gear or the external teeth of the output shaft is released, and the drive gear is Thus, it is possible to rotate freely, and transmission of rotation from the auxiliary drive wheel to the output shaft can be cut off.

  Also, as a clutch, the clutch plate that is slidably fitted to the shaft end portion of the output shaft and is prevented from rotating, and the flange that is supported by the stationary member and formed on the inner diameter surface of the drive gear are opposed in the axial direction. And an electromagnet that attracts the clutch plate to the flange when energized, and a separation spring that urges the clutch plate in a direction away from the flange, and the clutch plate is disposed on an opposing surface of the clutch plate and the flange. It is possible to employ a configuration in which teeth are provided that mesh with each other when attracted to the flange.

  In the clutch configured as described above, when the electromagnet is energized, the clutch plate is attracted to the flange, the teeth formed on the clutch plate mesh with the teeth provided on the flange, and the rotation of the output shaft is transmitted to the drive gear. Can do.

  On the other hand, when the energization of the electromagnet is released, the clutch plate moves away from the flange by the pressing of the separation spring, the meshing of the teeth is released, and the drive gear can rotate freely with respect to the output shaft. .

  In the driving force transmission device for a hybrid vehicle according to the present invention, the two-way clutch may be a sprag type clutch or a roller type clutch.

  As described above, in the present invention, by disengaging the clutch provided between the output shaft of the speed reducer and the drive gear, the drive gear can rotate freely with respect to the output shaft of the speed reducer. Therefore, the electric motor becomes non-rotatable when the vehicle is driven by the engine and the vehicle is switched in the non-rotatable state, and the two-way clutch is engaged by the rotation from the auxiliary drive wheels. However, since the drive gear rotates freely, the vehicle can run without any problem.

  Embodiments of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the hybrid vehicle 10 is provided with front wheels 11 as drive wheels on the left and right at the front of the vehicle body. A rear wheel 12 as an auxiliary drive wheel is provided at the rear of the vehicle body.

  Further, an engine 13 and an electric motor 16 with a reduction gear are mounted on the vehicle body, and the rotation of the engine 13 is transmitted to the front wheels 11 via the transmission 14 and the differential 15. On the other hand, the rotation of the output shaft 18 of the speed reducer 17 in the electric motor 16 is transmitted to the rear wheel 12 via the two-way clutch 19 and the differential 20.

  2 and 3 show a torque transmission system of the electric motor 16, and a drive gear 21 is fitted to the output shaft 18 of the speed reducer 17, and power is transmitted and cut off between the drive gear 21 and the output shaft 18. Is provided.

  The clutch 22 includes a slide gear 23 slidably fitted to the shaft end portion of the output shaft 18, an electromagnet 25 disposed so as to face the flange 24 formed on the inner diameter surface of the drive gear 21 in the axial direction, A separation spring 26 that urges the slide gear 23 in a direction away from the flange 24 is provided.

  The slide gear 23 is slidable in the axial direction by the engagement of the inner teeth 27 formed on the inner diameter surface of the slide gear 23 and the outer teeth 28 provided on the outer diameter surface of the shaft end portion of the output shaft 18. Against rotation.

  Further, outer teeth 29 are formed on the outer diameter surface of the slide gear 23, while inner teeth 30 that can mesh with the outer teeth 29 are provided on the inner diameter surface of the drive gear 21. The internal teeth 30 have a length that meshes with the external teeth 29 of the slide gear 23 only when the slide gear 23 is attracted to the flange 24. For this reason, when the slide gear 23 moves to a position away from the flange 24 by the pressing of the separation spring 26, the meshing of the external teeth 29 and the internal teeth 30 is released.

  The electromagnet 25 includes an electromagnetic coil 25a and a core 25b that supports the electromagnetic coil 25a. The core 25b is supported by the housing 31. When the electromagnetic coil 25a is energized, a magnetic attractive force is applied to the slide gear 23, The slide gear 23 is attracted to the flange 24. In order to enable the suction, a plurality of arc-shaped slits 32 are formed on the flange 24 on the same circle.

  In the embodiment, the external teeth 28 of the output shaft 18 have a length over the slide region of the slide gear 23, and the internal teeth 30 of the drive gear 21 have a length that meshes only when the slide gear 23 is attracted to the flange 24. However, contrary to the above, the internal teeth 30 of the drive gear 21 are set to the length over the slide area of the slide gear 23, and the external teeth 28 of the output shaft 18 are engaged with each other only when the slide gear 23 is attracted to the flange 24. Also good.

  A pair of bearings 33, 34 is fitted to the shaft end of the output shaft 18 and the outer diameter surface of the core 25 b of the electromagnet 25, and both ends of the inner diameter surface of the drive gear 21 are freely rotatable by the pair of bearings 33, 34. It is supported by.

  As shown in FIGS. 3 and 4, the two-way clutch 19 is assembled between the outer ring 35, the inner ring 36 incorporated inside the outer ring 35, and the cylindrical inner surface 35 a of the outer ring 35 and the cylindrical outer surface 36 a of the inner ring 36. And a retainer 38 for holding the sprag 37.

  The outer ring 35 and the inner ring 36 are rotatably supported via a bearing 39, and an input gear 40 provided on the outer ring 35 is engaged with the drive gear 21.

  The retainer 38 includes two retainers 38 a and 38 b having different diameters, and the outer retainer 38 a is fixed to the cylindrical inner surface 35 a of the outer ring 35 and rotates integrally with the outer ring 35.

  On the other hand, the inner cage 38b is rotatably supported by the inner ring 36 by a bearing 41. A switch pin 42 extending radially outward is fixed to the inner cage 38b, and the switch pin 42 is inserted into a long hole 43 formed in the outer cage 38a in the circumferential direction. The outer retainer 38a and the inner retainer 38b are relatively rotatable within a range in contact with both circumferential ends of the long hole 43.

  A plurality of pockets 44 that are radially opposed to each other are formed in the outer retainer 38a and the inner retainer 38b at intervals in the circumferential direction, and a sprag 37 is incorporated in each of the pockets 44 that are radially opposed.

The sprag 37 has a cam surface 37a for forward rotation and a cam surface 37b for reverse rotation at both ends, and is held at a central position in the circumferential direction of the pocket 44 by an elastic member 46 incorporated in the pocket 44 of the inner holder 38b. ing.

  One end of the inner retainer 38b is located outside the end of the outer retainer 38a, a flange 47 is formed on the outer periphery of one end of the inner retainer 38b, and a cylindrical surface 48 is formed outside the flange 47. An engagement groove 49 is provided in the cylindrical surface 48.

  A sub gear 50 is slidably fitted to the cylindrical surface 48, and the sub gear 50 is pressed against the flange 47 by an elastic member 51 such as a disc spring incorporated in the engaging groove 49.

  The sub gear 50 meshes with the drive gear 21, and the number of teeth on the outer periphery is larger than the number of teeth on the input gear 40. For this reason, when the drive gear 21 rotates, the sub gear 50 rotates behind the input gear 40 while sliding at the contact portion with the flange 47.

  As shown in FIGS. 2 and 3, the differential case 52 of the differential 20 is fixed to the inner ring 36, and when rotational torque is transmitted from the inner ring 36 to the differential case 52, the rotational torque is transmitted to the differential mechanism 53. 1 is transmitted to the axle 54 of the rear wheel 12 shown in FIG.

The driving force transmission device for a hybrid vehicle shown in the embodiment has the above structure,
When the vehicle is driven by driving the electric motor 16, the electric motor 16 is driven after the electromagnetic coil 25a of the clutch 22 shown in FIG.

  Here, when the electromagnetic coil 25 a is energized, a magnetic attractive force is applied to the slide gear 23, and the slide gear 23 moves toward the flange 24 and is attracted to the flange 24. Due to the suction, the external teeth 29 of the slide gear 23 mesh with the internal teeth 30 of the drive gear 21 as shown in FIG.

  Therefore, when the electric motor 16 is driven, the rotation of the electric motor 16 is decelerated by the speed reducer 17 and the output shaft 18 rotates, and the rotation is transmitted to the drive gear 21 via the slide gear 23, and from the drive gear 21. It is transmitted to the input gear 40 and the sub gear 50.

  Therefore, the outer ring 35 and the outer cage 38 a fixed to the outer ring 35 rotate in one direction, and the inner cage 38 b also rotates in the same direction as the outer ring 35 due to the contact between the sub gear 50 and the flange 47.

  At this time, since the number of teeth of the sub gear 50 is larger than the number of teeth of the input gear 40, the sub gear 50 rotates behind the input gear 40 while sliding at the contact portion with the flange 47, and is held outside fixed to the outer ring 35. The container 38a and the inner holder 38b rotate relative to each other.

  Due to the relative rotation of the outer retainer 38a and the inner retainer 38b, the sprag 37 falls in the rotational direction of the outer retainer 38a, and as shown in FIG. 4 (II), the cylindrical inner surface 35a of the outer ring 35 and the cylinder of the inner ring 36 Engages with the outer shape surface 36a.

  When the outer retainer 38a and the inner retainer 38b rotate relative to each other by a predetermined angle, one end of the long hole 43 formed in the outer retainer 38a abuts on the switch pin 42, and the rotation of the outer retainer 38a is inward from the switch pin 42. The inner retainer 38b is transmitted to the retainer 38b and rotates integrally with the outer retainer 38a, and the sprag 37 is retained in the engaged state. Further, the sub gear 50 rotates while sliding at the contact portion with the flange 47.

  By the engagement of the sprag 37 in the two-way clutch 19, the rotation of the outer ring 35 is transmitted to the inner ring 36 through the sprag 37. The rotation of the inner ring 36 is transmitted from the differential case 52 fixed to the inner ring 36 to the axle 54 shown in FIG. 1 through the differential mechanism 53, so that the rear wheel 12 rotates and the vehicle travels.

  When switching the running of the vehicle from the electric motor 16 to the engine 13, the energization of the electromagnetic coil 25a is released, the starting clutch (not shown) is connected, the rotation of the engine 13 is input to the transmission 14, and the front wheels 11 Rotate.

  In this case, when the electric motor 16 is stopped simultaneously with the switching of the driving force, the rear wheel 12 serving as the auxiliary driving wheel rotates by contact with the road surface, and the rotation is transmitted to the inner ring 36 of the two-way clutch 19, and the inner ring 36. Rotates. Since the rotation of the inner ring 36 is a rotation in a direction for disengaging the sprags 37 shown in FIG. 4 (II), the rotation of the inner ring 36 is not transmitted to the outer ring 35, and the inner ring 36 rotates freely.

  When the power from the electric motor 16 to the engine 13 is switched, as described above, when the energization to the electromagnetic coil 25a is released, the slide gear 23 moves away from the flange 24 by the pressing of the separation spring 26, and FIG. As shown, the engagement between the external teeth 29 of the slide gear 23 and the internal teeth 30 of the drive gear 21 is released, and the drive gear 21 is rotatable with respect to the output shaft 18.

  For this reason, when the electric motor 16 becomes non-rotatable in the running state of the vehicle driven by the engine 13 and the driving direction of the vehicle is switched in the non-rotating state, the two-way clutch 19 is rotated by the rotation from the rear wheel 12. The sprag 37 engages with the cylindrical inner surface 35a of the outer ring 35 and the cylindrical outer surface 36a of the inner ring 36 to rotate the outer ring 35. The rotation is transmitted to the drive gear 21, and the drive gear 21 rotates freely. Transmission of power to 16 will be cut off, and the vehicle will travel without problems.

  In the example shown in FIG. 3, the clutch 22 is shown in which the output shaft 18 and the drive gear 21 are coupled and decoupled by the movement of the slide gear 23 in the axial direction, but the clutch 22 is limited to this. It is not a thing.

  For example, as shown in FIG. 6, a clutch plate 55 is fitted to the shaft end portion of the output shaft 18, and the clutch plate 55 is made slidable and prevented from rotating by a spline 56 formed between the fitting surfaces. Further, teeth 57 and 58 that can mesh with each other are provided on the opposed surface of the flange 24 formed on the inner diameter surface of the clutch plate 55 and the drive gear 21, and the clutch is applied by energizing the electromagnetic coil 25 a of the electromagnet 25 opposed to the flange 24. The plate 55 is attracted to the flange 24 to engage the teeth 57 and 58, and the clutch plate 55 is separated from the flange 24 by the pressing of the separation spring 59 incorporated between the plate 24 and the teeth 57 and 58. The clutch may be released.

  In the embodiment shown in FIG. 3, the sprag type is shown as the two-way clutch 19, but as shown in FIGS. 7 (I) and (II), the outer ring fixed to the inner diameter surface of the input gear 40. A cam surface 64 is provided on the inner diameter surface of the inner ring 62 so as to form a wedge-shaped space between the cylindrical outer surface 63 of the inner ring 62 and the gap between the opposite ends in the circumferential direction. The cam surface 64 is incorporated between the outer ring 61 and the inner ring 62. The retainer 65 has a pocket 66 formed at a position facing the cam surface 64, a roller 67 in the pocket 66, and an elastic member 68 that holds the roller 67 at a substantially central position in the circumferential direction of the pocket 66. A roller-type two-way clutch 19 incorporating the above may be used.

  When the roller type two-way clutch 19 is employed, a flange 69 and a cylindrical surface 70 are provided at the end of the retainer 65, and the sub gear 50 is fitted to the cylindrical surface 70. As in the case shown in FIG. 3, the elastic member 51 is pressed against the flange 69.

  Further, a switch pin 71 facing radially outward is fixed to the retainer 65, the switch pin 71 is inserted into a long hole 72 formed in the outer ring 61, and the switch pin 71 comes into contact with both ends of the long hole 72. Within the range, the outer ring 61 and the cage 65 are relatively rotatable.

Overall configuration diagram showing an embodiment of a driving force transmission device for a hybrid vehicle according to the present invention Sectional drawing which shows the torque transmission system of the electric motor of FIG. Sectional drawing which expands and shows a part of FIG. (I) is a cross-sectional view taken along line IV-IV in FIG. 3, and (II) is a cross-sectional view showing an engaged state of a sprag. Sectional drawing which shows the disengagement state of a clutch Sectional view showing another example of clutch (I) is a longitudinal front view showing another example of a two-way clutch, and (II) is a sectional view taken along line VII-VII in (I). A conventional two-way clutch, (I) is a cross-sectional view showing a neutral state, (II) is a cross-sectional view showing an engaged state during forward travel, and (III) is a cross-sectional view showing an engaged state in a reverse travel state.

Explanation of symbols

11 Front wheels (drive wheels)
12 Rear wheels (auxiliary drive wheels)
13 Engine 16 Electric motor with reduction gear 17 Reduction gear 18 Output shaft 19 Two-way clutch 21 Drive gear 22 Clutch 23 Slide gear 24 Flange 25 Electromagnet 26 Separation spring 27 Internal teeth 28 of slide gear External teeth 29 of output shaft Outside slide gear Teeth 30 Inner teeth 35 of driving gear Outer ring 35a Cylindrical inner surface 36 Inner ring 36a Cylindrical outer surface 37 Sprag 38 Retainer 38a Outer retainer 38b Inner retainer 44 Pocket 46 Elastic member 55 Clutch plate 57 Tooth 58 Tooth 59 Retraction spring 61 Outer ring 62 Inner ring 63 Cylindrical outer surface 64 Cam surface 65 Cage 66 Pocket 67 Roller

Claims (6)

Torque transmission from the output shaft of the speed reducer to the auxiliary drive wheel in the electric motor, comprising drive wheels that are driven to rotate using the engine as a drive source and auxiliary drive wheels that are driven to rotate using an electric motor with a speed reducer In a driving force transmission device for a hybrid vehicle incorporating a mechanical two-way clutch in the path,
A clutch is provided between the output shaft of the speed reducer and a drive gear that is fitted to the output shaft and transmits the rotation of the output shaft to the two-way clutch. A driving force transmission device for a hybrid vehicle.   The clutch is axially opposed to a slide gear slidably fitted to the shaft end of the output shaft and a flange formed on the inner diameter surface of the drive gear supported by a stationary member. An electromagnet that attracts the slide gear to the outer periphery, and a separation spring that urges the slide gear in a direction away from the flange, and is formed on the outer periphery of the shaft end of the output shaft on the inner diameter surface of the slide gear External teeth that mesh with the internal teeth are provided, internal teeth that mesh with the external teeth formed on the external diameter surface of the slide gear are formed on the internal diameter surface of the drive gear, and the internal teeth of the drive gear and the external teeth of the output shaft 2. The driving force transmission device for a hybrid vehicle according to claim 1, wherein one of the lengths extends over the slide area of the slide gear, and the other of the lengths engages only when the slide gear is attracted to the flange.   The driving force transmission device for a hybrid vehicle according to claim 2, wherein both ends of the inner diameter surface of the drive gear are rotatably supported by a pair of bearings fitted to the output shaft and the outer diameter surface of the electromagnet.   The clutch is slidably fitted to the shaft end of the output shaft and is prevented from rotating, and a flange formed on the inner diameter surface of the drive gear and supported by a stationary member in the axial direction. An electromagnet that opposes and attracts the clutch plate to the flange when energized; and a separation spring that urges the clutch plate in a direction away from the flange. The driving force transmission device for a hybrid vehicle according to claim 1, wherein the driving force transmission device is provided with teeth that mesh with each other when the plate is attracted to the flange.   The two-way clutch incorporates two cages having different diameters between the cylindrical inner surface of the outer ring and the cylindrical outer surface of the inner ring, and fixes the outer cage having a large diameter to the cylindrical inner surface of the outer ring. And a small-diameter inner cage are provided with radially opposing pockets, and a sprag and an elastic member that holds the sprag at a substantially central position in the circumferential direction of the pocket are incorporated into the pocket to hold the inner cage with respect to the outer cage. The hybrid according to any one of claims 1 to 4, comprising a sprag type two-way clutch in which the sprag is tilted by relative rotation of the device and engaged with the cylindrical inner surface of the outer ring and the cylindrical outer surface of the inner ring. Vehicle driving force transmission device.   The two-way clutch incorporates an inner ring on the inner side of the outer ring, and a cam surface is provided on the inner periphery of the outer ring that forms a narrow wedge-shaped space between the inner ring and the cylindrical outer surface of the inner ring. And a roller type two-way clutch in which a roller incorporated between the outer ring and the cylindrical outer surface is held by a cage, and the roller is engaged with the cam surface and the cylindrical outer surface by relative rotation of the cage with respect to the outer ring. Item 5. The driving force transmission device for a hybrid vehicle according to any one of Items 1 to 4.

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