JP2012236579A - Drive device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve a structure which can change the drive torque given in both driving wheels in the drive device for the two-wheel drive type hybrid vehicle.SOLUTION: A power distribution device 6 and a differential gear 5 are provided between a main power source 1 that has an engine built in and an electric motor 2, and a right drive shaft 3 and a left drive shaft 4. The differential gear 5 performs rotation drive of both drive shafts 3 and 4 by a pair of output parts. Moreover, a power distribution device 6 has an output part that becomes the input part of the differential gear 5 and a pair of input parts, and connects both input parts with the main power source 1 and the electric motor 2 respectively. Then the drive torque transmitted to both drive shafts 3 and 4 is adjusted by adjusting the state of disconnection and connection of both clutches 7 and 8 for the hybrid mode and for the torque vector mode, and the operation state of the electric motor 2.

Description

  The present invention relates to an improvement of a hybrid vehicle drive device that combines an internal combustion engine and an electric motor. Specifically, a structure in which the drive torque transmitted to the left and right drive wheels can be adjusted to different values by effectively using the electric motor incorporated in the hybrid vehicle drive device is realized.

  With the trend of energy saving in recent years, a hybrid vehicle combining an internal combustion engine (engine) and an electric motor is spreading. In addition, when running on a road surface inclined in the width direction (inclined road surface) or running under a strong crosswind, the yaw applied to the vehicle body is realized in order to realize a stable running state without applying stress to the driver. In some cases, a moment or the like is measured, and the drive torques of the left and right drive wheels are made different based on the measurement result. That is, if the driving wheel torque on the lower side of the road surface is increased when traveling on an inclined road surface, and the torque of the driving wheel on the leeward side is increased compared with the torque of the driving wheel on the opposite side when traveling on a crosswind, the adjustment by the steering wheel The driving state intended by the driver can be realized without difficulty.

  As for a hybrid vehicle, for example, Patent Document 1 discloses that the driving torques of the left and right driving wheels are made different by combining an internal combustion engine, first to third electric motors, a one-way clutch, and a connection / disconnection clutch. A possible structure is described. According to such a structure described in Patent Document 1, it is possible to ensure the running stability when the yaw moment is applied in a hybrid vehicle having good fuel efficiency. However, a plurality of electric motors are required, which is disadvantageous from the viewpoints of miniaturization and weight reduction and further fuel saving. Patent Document 2 describes an invention relating to a drive device for an electric vehicle in which a wheel drive electric motor and an air conditioner drive electric motor are combined through a planetary gear mechanism. In the case of such an electric vehicle drive device, the drive torque of the left and right drive wheels can be made different from each other by adjusting the operation state of the electric motor for driving the air conditioner. However, the invention described in Patent Document 2 is not intended for a hybrid vehicle, and requires two electric motors.

JP 2008-157349 A JP 2010-178403 A

  In view of the circumstances as described above, the present invention is a two-wheel drive type hybrid vehicle drive device that applies a drive torque to a pair of drive wheels by combining an engine and an electric motor, respectively. The present invention has been invented to realize a structure capable of making drive torques applied to both drive wheels different from each other.

The hybrid vehicle drive device of the present invention includes a main power source, an electric motor, a right drive shaft, a left drive shaft, a differential gear, and a power distribution device.
Of these, the main power source incorporates an internal combustion engine. For example, as in the invention described in claim 2, the internal power source is configured by combining the internal combustion engine and the transmission in series with respect to the power transmission direction. One input portion of the power distribution device is rotationally driven by the output shaft of the transmission.
Preferably, as the electric motor, a motor generator that generates electric power by driving a rotating shaft with a predetermined torque based on energization and rotating the rotating shaft by an external force as in the invention described in claim 3. Is used.
The right drive shaft rotates the right wheel, and the left drive shaft rotates the left wheel.
The differential gear has a pair of output portions, and the right drive shaft is rotated by one of the output portions, and the left drive shaft is rotated by the other output portion. .
Furthermore, the power distribution device has an output unit and a pair of input units, one input unit of these input units being the main power source, and the other input unit being the electric motor, Each is connected.
The drive torque transmitted to the right drive shaft and the drive torque transmitted to the left drive shaft based on at least one change between the connection state of the power distribution device and the electric motor and the operating state of the electric motor Can be adjusted to the same state and different states.

When implementing the hybrid vehicle drive device of the present invention as described above, specifically, for example, as in the invention described in claim 4, the differential gear is connected to a differential planetary gear unit and a pair of gears. And a transmission unit.
Of these, the differential planetary gear unit includes a differential sun gear, a ring gear arranged around the differential sun gear and concentric with the differential sun gear, and each of the differential sun gear and ring gear. And a carrier that rotatably supports a plurality of differential-side planetary gears meshed with each other. Of these, the carrier is used as an input unit for receiving the driving force of the main power source and the electric motor, and the differential sun gear and the ring gear are used as a pair of output units.
One of the gear transmission units transmits the driving force of one output portion of the pair of output portions provided on the differential planetary gear unit to the right drive shaft. And
The other gear transmission unit of the two gear transmission units transmits the driving force of the other output portion of the pair of output portions provided in the differential planetary gear unit to the left drive shaft. And
The gear ratio of the two gear transmission units is determined so that the rotational speeds of the two drive shafts when the vehicle is running straight and the rotation of each of the differential planetary gears is based only on the rotation of the carrier. And regulate the torque to be the same.

When the invention described in claim 4 as described above is carried out, more specifically, as in the invention described in claim 5, the power distribution device is connected to a carrier common to the differential planetary gear unit. And a distribution-side planetary gear unit installed concentrically with the differential-side planetary gear unit and a pair of clutches that are alternatively connected.
Of these, the distribution-side planetary gear unit includes a distribution-side sun gear arranged concentrically with the differential-side sun gear and capable of rotating relative to the differential-side sun gear, and each of the differential-side planetary gear units. A plurality of distribution-side planetary gears that are supported by the carrier in a state of rotating concentrically with the gears and in synchronization with each of the differential-side planetary gears and meshing with the distribution-side sun gear. .
Further, one of the two clutches is provided between the output shaft of the electric motor and the carrier, and the other clutch is provided between the output shaft and the distribution-side sun gear.

When implementing the hybrid vehicle drive device of the present invention as described above, specifically, for example, as in the invention described in claim 6, the differential gear is connected to a differential planetary gear unit and a pair of gears. And a transmission unit.
Of these, the differential planetary gear unit includes a differential sun gear, a ring gear arranged around the differential sun gear and concentric with the differential sun gear, and each of the differential sun gear and ring gear. And a carrier that rotatably supports a plurality of differential-side planetary gears, each of which is a double pinion type composed of a pair of planetary gear elements engaged with each other. Among these, the ring gear is used as an input unit for receiving the driving force of the main power source and the electric motor, and the differential sun gear and the carrier are used as a pair of output units.
Further, one of the gear transmission units transmits the driving force of one output portion of a pair of output portions provided in the differential planetary gear unit to the right drive shaft. Shall.
The other gear transmission unit of the two gear transmission units transmits the driving force of the other output portion of the pair of output portions provided in the differential planetary gear unit to the left drive shaft. Shall.
The gear ratios of the two gear transmission units are the same.

When carrying out the invention described in claim 6 as described above, more specifically, as in the invention described in claim 7, the power distribution device is a carrier common to the differential planetary gear unit. And a distribution-side planetary gear unit installed concentrically with the differential-side planetary gear unit, and a pair of clutches that are alternatively or simultaneously connected.
Further, the distribution-side planetary gear unit is arranged concentrically with the differential-side sun gear and arranged so as to be able to rotate relative to the differential-side sun gear, and each of the differential-side planetary gears. The distribution-side sun gear supported by the carrier in a state of being rotated concentrically with the planetary gear elements on the inner diameter side of the planetary gear elements constituting and in synchronization with the planetary gear elements on the inner diameter side. And a plurality of distribution-side planetary gears meshed with each other.
One of the two clutches is provided between the output shaft of the electric motor and the ring gear, and the other clutch is provided between the output shaft and the distribution-side sun gear.

  According to the hybrid vehicle drive device of the present invention configured as described above, a combination of an engine and an electric motor each applies a drive torque to a pair of drive wheels, for a two-wheel drive type hybrid vehicle. With the drive device, it is possible to realize a structure in which the drive torques applied to these drive wheels can be made different from each other.

The schematic diagram which shows the 1st example of embodiment of this invention. The schematic diagram for demonstrating the state at the time of hybrid driving | running which similarly transmits the torque of the same magnitude | size to a pair of drive wheel with an engine and an electric motor. The schematic diagram for demonstrating two kinds of states which similarly vary the torque transmitted to both drive wheels. The schematic diagram which shows the 2nd example of embodiment of this invention. Similarly, the schematic diagram similar to FIG. Similarly, the schematic diagram similar to FIG. Similarly, the schematic diagram for demonstrating the state which restrict | limited the differential of a pair of drive wheel. The schematic diagram which shows the 4th example of embodiment of this invention. Similarly, the schematic diagram similar to FIG. Similarly, the schematic diagram similar to FIG.

[First example of embodiment]
1 to 3 show a first example of an embodiment of the present invention corresponding to claims 1 to 5. The hybrid vehicle drive device of the present example is configured in consideration of rotationally driving the front two wheels of the FF vehicle, each of which is a drive source for running an automobile, and a main power source 1 and an electric motor. 2 and a right drive shaft 3 and a left drive shaft 4 are provided with a differential gear 5 and a power distribution device 6 and both clutches 7 and 8 for hybrid mode and torque vector mode. The drive torque applied to the drive shafts 3 and 4 can be adjusted by switching between the connected and disconnected states of the clutches 7 and 8 and the operating state of the electric motor 2. Of these drive shafts 3, 4, the right drive shaft 3 drives the right front wheel, and the left drive shaft 4 drives the left front wheel.

  The main power source 1 is constituted by combining an internal combustion engine and a transmission in series with respect to the transmission direction of power, and a drive gear 10 is fixed to the tip of an output shaft 9 of the transmission. The drive gear 10 rotates the carrier 11 that constitutes the power distribution device 6. For this purpose, the driven gear 12 around the carrier 11 is fixed concentrically with the center of rotation of the carrier 11, and the driven gear 12 and the drive gear 10 are engaged with each other.

  The electric motor 2 is a motor generator that generates electric power by rotating the rotating shaft 13 with a predetermined torque based on energization and rotating the rotating shaft 13 with an external force. It is connected to the carrier 11 through the hybrid mode clutch 7 which is one of the clutches. That is, the hybrid mode clutch 7 is provided between the other end of the hybrid mode connecting arm 14 whose one end is coupled and fixed to the carrier 11 and the intermediate portion of the rotary shaft 13. The hybrid clutch 7 is preferably a clutch that can be connected and disconnected in a short time, such as an electromagnetic clutch. A mechanical type or a hydraulic type can be used as long as the time required for connection / disconnection is short.

  The power distribution device 6 includes a pair of input gears, the driven gear 12 and the hybrid mode connecting arm 14, and a plurality of (for example, three to four) planetary shafts 15, 15 each of which is an output unit. Is provided. The power distribution device 6 is supported on one end of each of the planetary shafts 15 and 15 (the right end of FIGS. 1 to 3) and rotates on the distribution-side planetary gears 16 and 16 rotating with the planetary shafts 15 and 15. A distribution-side sun gear 17. The distribution-side sun gear 17 meshes with the distribution-side planetary gears 16 and 16 in a state of being arranged concentrically with the carrier 11. The distribution-side sun gear 17 is connected to the tip end portion of the rotary shaft 13 of the electric motor 2 via a sun shaft 18, a torque vector mode connecting arm 19, and the torque vector mode clutch 8. ing. The torque vector mode clutch 8 is alternatively connected to the hybrid mode clutch 7 (only one of the clutches is connected). Like the hybrid mode clutch 7, the torque vector mode clutch 8 is connected and disconnected at high speed. Use what is possible.

  The differential gear 5 is a pair of output portions described in the claims, which are a ring gear 20 and a differential-side sun gear 21, and meshed with the ring gear 20 and the differential-side sun gear 21, respectively. A plurality of differential-side planetary gears 22 and 22 are provided. The differential planetary gears 22 and 22 are supported on the other end portions (left end portions in FIGS. 1 to 3) of the planetary shafts 15 and 15 so as to rotate together with the planetary shafts 15 and 15, respectively. . That is, the distribution-side planetary gear unit 23 that constitutes the power distribution device 6 and the differential-side planetary gear unit 24 that constitutes the differential gear 5 share the carrier 11 and the planetary shafts 15 and 15. Yes. These planetary shafts 15 and 15 are used as input portions of the differential gear 5. The carrier 11 serves as a differential case constituting a general differential gear, and the differential planetary gears 22 and 22 provided at the other end portions of the planetary shafts 15 and 15 respectively serve as differential pinion gears. Fulfill each. The ring gear 20 and the differential sun gear 21 serve as a pair of differential side gears that constitute a general differential gear.

  A right gear transmission unit 25 is provided between the ring gear 20 and the right drive shaft 3, and a left gear transmission unit 26 is provided between the differential sun gear 21 and the left drive shaft 4. . Therefore, the right and left drive shafts 3 and 4 are rotationally driven in the same direction as the differential planetary gears 22 and 22 revolve based on the rotation of the carrier 11. By appropriately regulating the gear ratio of the both gear transmission units 25 and 26, when the vehicle is traveling straight ahead, the rotation of the differential planetary gears 22 and 22 is the rotation of the carrier 11. Only when the torque vector mode clutch 8 is disconnected (the torque vector mode clutch 8 is disconnected), the rotational speeds and drive torques of the drive shafts 3 and 4 are the same. .

  The hybrid vehicle drive device of the present example configured as described above operates as follows, and the drive torque transmitted to the right drive shaft 3 and the drive torque transmitted to the left drive shaft 4 are the same. Adjust the state to a different state. First, in principle, the same torque is transmitted to both the drive shafts 3 and 4, and during normal running, the hybrid mode clutch 7 is connected and the torque vector mode clutch 8 is disconnected as shown in FIG. . In this state, the hybrid mode is established in which the main power source 1 and the electric motor 2 rotate and drive the carrier 11 of the power distribution device 6.

  As described above, the carrier 11 has a function as a differential case which is an input portion of the differential gear 5. Then, the rotation of the carrier 11 is transmitted to the ring gear 20 and the differential sun gear 21 via the differential planetary gears 22 and 22, and the rotation of both the gears 20 and 21 is transmitted to the both gears. The two drive shafts 3 and 4 are rotated in the same direction by being transmitted to the drive shafts 3 and 4. When the vehicle is traveling straight, the rotational speeds of both drive shafts 3 and 4 are the same. In this state, the differential planetary gears 22 and 22 and the gears 20 and 21 are not relatively displaced. On the other hand, if the rotational speeds of the left and right wheels are made different due to the course change, the differential planetary gears 22 and 22 are relatively displaced with respect to the both gears 20 and 21, so that the two wheels are It is allowed that a difference in rotational speed occurs between the two. The operation of the differential gear 5 at this time is the same as that of a general differential gear.

  Next, a description will be given of a torque vector mode that is realized when the vehicle travels on a road surface inclined with respect to the width direction or receives a strong crosswind. In such a case, for example, if the torque applied to the driving wheels on the low road surface or the leeward side is made larger than the torque applied to the driving wheels on the high road surface or the leeward side, the running stability of the vehicle can be increased. Can be secured. Whether or not the vehicle is traveling on an inclined road surface can be determined by an inclination sensor or a lateral G sensor attached to the vehicle body, and whether or not the vehicle is traveling by receiving a lateral wind can also be determined by a lateral G sensor or a yaw rate sensor. . Therefore, when it is determined by any sensor that a factor that impairs the running stability of the vehicle is working, a controller (not shown) based on the signal from the sensor detects (A) ( As shown in B), the hybrid mode clutch 7 is disconnected and the torque vector mode clutch 8 is connected.

  In this state, only the rotational driving force from the main power source 1 is input to the carrier 11. The rotational driving force of the electric motor 2 is input to the differential planetary gears 22 and 22 via the distribution planetary gears 16 and 16 and the planetary shafts 15 and 15, respectively. The magnitude and direction of torque transmitted from the electric motor 2 to each of the differential planetary gears 22 and 22 can be freely adjusted by controlling energization of the electric motor 2. If the magnitude and direction of the torque transmitted to the differential planetary gears 22 and 22 are appropriately adjusted, the magnitude (ratio) of the torque transmitted to the drive shafts 3 and 4 can be arbitrarily adjusted. .

  For example, when driving on a road surface whose left side is low with respect to the width direction or driving stability in a state where the vehicle is driven by a strong crosswind from the right side, the size of the white arrow in FIGS. As shown in FIG. 3A, the expressed drive torque is increased at the left front wheel and decreased at the right front wheel. For this purpose, the differential planetary gears 22, 22 are added to the driving force of the main power source 1 with respect to the differential sun gear 21, and the main power source 1 with respect to the ring gear 20. The energization state of the electric motor 2 is restricted so as to rotate in the direction in which the driving force is reduced. In this state, the driving torque of the electric motor 2 is applied to the left front wheel and reduced to the right front wheel. Therefore, the ratio of the drive torques of both front wheels can be changed while keeping the total amount of drive torque applied to the left and right front wheels the same. This ratio can be arbitrarily adjusted by the controller changing the energization state of the electric motor 2 in accordance with the detection value of the sensor. As a result, the running stability of the vehicle can be ensured regardless of the state as described above. On the other hand, when running on a road surface whose right side is low with respect to the width direction or driving stability in a state where the vehicle is driven by a strong crosswind from the left side, the energization state of the electric motor 2 is set as described above. Reverse the case. As a result, as shown in FIG. 3 (B), the driving torque can be increased at the right front wheel and decreased at the left front wheel to ensure running stability.

[Second Example of Embodiment]
FIGS. 4-7 has shown the 2nd example of embodiment of this invention corresponding to Claims 1-3,6,7. In the case of this example, in addition to the hybrid mode and the torque vector mode that can be realized by the first example of the embodiment described above, the right drive shaft 3 and the left drive shaft 4 It is possible to realize a differential limiting (diff lock) mode in which the driving torque and the rotational speed remain in the same state. For this reason, in this example, the differential planetary gear unit 24a constituting the differential gear 5a is of a double pinion type. Regarding the configuration of the power distribution device 6a, the output portion to the differential gear 5a with the hybrid mode clutch 7 connected is changed (carrier 11 → ring gear 20a), except for the case of the first example. It is the same.

  That is, in the case of this example, each of the differential planetary gears 22a and 22a constituting the differential planetary gear unit 24a is a double pinion type in which a pair of planetary gear elements 27a and 27b are combined. These planetary gear elements 27a and 27b mesh with each other, and the planetary gear elements 27a and 27a on the outer diameter side mesh with the ring gear 20a, and the planetary gear elements 27b and 27b on the inner diameter side mesh with the differential sun gear 21, respectively. doing. In the case of this example, unlike the case of the first example of the above-described embodiment, the ring gear 20a is an input portion of the differential gear 5a (a portion that functions as a differential case with a general differential gear). ing. The planetary gear elements 27b and 27b on the inner diameter side and the distribution-side planetary gears 16 and 16 constituting the distribution-side planetary gear unit 23 can be rotated synchronously via the planetary shafts 15a and 15a, respectively. Are combined. Further, the revolving motion of the planetary shafts 15a, 15a and the revolving motion of the outer diameter planetary shafts 28, 28 supporting the outer planetary gear elements 27a, 27a are connected via the right gear transmission unit 25a. The right drive shaft 3 is taken out. Further, the rotation of the differential sun gear 21 is extracted to the left drive shaft 4 via the left gear transmission unit 26a.

  In the case of the structure of this example configured as described above, the hybrid mode is realized by connecting the hybrid mode clutch 7 and disconnecting the torque vector mode clutch 8 during normal driving as shown in FIG. To do. Further, when traveling on an inclined road or traveling on a crosswind, as shown in FIGS. 6A and 6B, the hybrid mode clutch 7 is disconnected and the torque vector mode clutch 8 is connected. This realizes the torque vector mode. In the hybrid mode and the torque vector mode, the differential planetary gears 22a and 22a are double pinion type with respect to the differential gear 5a, and the input unit (the output unit of the power distribution device 6a) is connected to the ring. Although there is a difference in the point that the gear 20a is used, it is basically the same as the case of the first example of the above-described embodiment.

  Further, in the case of the structure of this example, as shown in FIG. 7, by connecting both the clutches 7 and 8 at the same time, the right and left drive shafts 3 and 4 are connected to each other regardless of the running state of the vehicle. A differential limiting mode can be realized in which the drive torque and the rotational speed remain in the same state. That is, in the case of this example, the gear ratios of the right and left gear transmission units 25a and 26a are matched by devising the structure of the differential gear 5a. Specifically, in this example, the ratio Zr / Zs between the number of teeth Zr of the ring gear 20a and the number of teeth Zs of the differential-side sun gear 21 constituting the differential gear 5a is set to 2. However, even if the ratio Zr / Zs is not necessarily set to 2 as long as it is a value close to 2 (for example, within a range of 1.98 to 2.02), there is no practical problem. In the state where both the clutches 7 and 8 are connected at the same time, the relative displacement of the constituent members of the differential gear 5a is prevented, and the planetary gear elements 27a and 27b which are the input portions of the right gear transmission unit 25a. And the rotational angular velocity of the differential-side sun gear 21 that is the input portion of the left gear transmission unit 26a coincides with each other. As a result, a differential limiting mode is realized in which the drive torque and rotational speed of the right and left drive shafts 3 and 4 remain the same. Such differential limiting mode is effective when traveling on slippery road surfaces such as snowy roads and muddy grounds.

[Third example of embodiment]
FIGS. 8-10 has shown the 3rd example of embodiment of this invention corresponding to Claims 1-4. This example is a simplified structure of the first example of the embodiment shown in FIGS. That is, in the case of this example, the distribution-side planetary gear unit 23 (see FIGS. 1 to 3) is omitted from the structure of the first example, and instead, the torque of the rotating shaft 13 of the electric motor 2 is changed to the torque. A direct input is made to the differential-side sun gear 21 via the vector mode clutch 8.

In the case of such a structure of this example, as shown in FIG. 9, in the hybrid mode state in which the hybrid mode clutch 7 is connected and the torque vector mode clutch 8 is disconnected, as shown in FIG. The operation is the same as in the hybrid mode state in the first example.
In contrast, as shown in FIGS. 10A and 10B, in the torque vector mode state in which the hybrid mode clutch 7 is disconnected and the torque vector mode clutch 8 is connected, the electric motor 2 The ratio of the drive torque transmitted to both the right and left drive shafts 3 and 4 can be changed by changing the energization state.

  For example, as shown in FIG. 10A, when the drive torque transmitted to the left drive shaft 4 is made larger than the drive torque transmitted to the right drive shaft 3, the electric motor 2 is The left drive shaft 4 is caused to function in the direction of applying drive torque (as a drive motor). On the other hand, when the drive torque transmitted to the left drive shaft 4 is made smaller than the drive torque transmitted to the right drive shaft 3, as shown in FIG. Is caused to function in the direction of reducing the drive torque transmitted from the main power source 1 to the left drive shaft 4 (as a motor generator). Note that the state shown in FIG. 10B may be realized by applying a driving torque to the right drive shaft 3 by the electric motor 2, or the state shown in FIG. You may implement | achieve by reducing the drive torque of the drive shaft 3. FIG.

  As is clear from the above description, in the case of this example, the driving torque transmitted to both the right and left drive shafts 3 and 4 can be simplified in comparison with the first example of the embodiment described above. The total value of the drive torque applied to both the drive shafts 3 and 4 changes as the ratio of the two changes. Although there is a disadvantage in this respect, it may be a vehicle used under the condition that the change of the drive torque does not become a problem, or the drive torque applied from the main power source 1 to the carrier 11 can be adjusted quickly. If it is, it can be sufficiently practical.

  In the present invention, it is preferable to use a motor generator as the electric motor 2 from the viewpoint of realizing so-called regenerative braking in which electric power is generated by energy during braking and stored in a secondary battery. And in order to raise the efficiency of regenerative braking, it is preferable to carry out (as a driving device for an FF vehicle) on the front wheels to which a large braking torque is applied by load movement during braking. However, if it is a drive device for two-wheeled vehicles, it can implement also for FR vehicles, RR vehicles, and also for MR vehicles. For a 4WD vehicle, any structure can be used as long as the front wheels and the rear wheels are driven by completely different drive sources, but this is not very realistic.

DESCRIPTION OF SYMBOLS 1 Drive source 2 Electric motor 3 Right drive shaft 4 Left drive shaft 5, 5a Differential gear 6, 6a Power distribution device 7 Hybrid mode clutch 8 Torque vector mode clutch 9 Output shaft 10 Drive gear 11 Carrier 12 Drive gear 13 Rotating shaft 14 Hybrid mode connection arm 15, 15a Planetary shaft 16 Distribution side planetary gear 17 Distribution side sun gear 18 Sun shaft 19 Torque vector mode connection arm 20, 20a Ring gear 21 Differential side sun gear 22, 22a Differential side planetary gear 23 Distribution Side planetary gear unit 24, 24a Differential side planetary gear unit 25, 25a Right side gear transmission unit 26, 26a Left side gear transmission unit 27a, 27b Planetary gear element 28 Outer diameter side planetary shaft

Claims (7)

  It has a main power source incorporating an internal combustion engine, an electric motor, a right drive shaft for rotationally driving the right wheel, a left drive shaft for rotationally driving the left wheel, and a pair of output units. A differential gear that rotationally drives the right drive shaft by one output unit of the two output units, and the left drive shaft by the other output unit, respectively, and an output unit and a pair of input units; A power distribution device in which one of the two input units is connected to the main power source, and the other input unit is connected to the electric motor, and the connection state between the power distribution device and the electric motor. And a drive torque transmitted to the right drive shaft and a drive torque transmitted to the left drive shaft based on a change in at least one of the operating state of the electric motor. A driving torque, adjustable and the drive system for the hybrid vehicle in the different states the same with each other.   The main power source is formed by combining an internal combustion engine and a transmission in series with respect to a power transmission direction, and one input portion of the power distribution device is rotationally driven by an output shaft of the transmission. Item 2. A hybrid vehicle drive device according to item 1.   3. The motor generator according to claim 1, wherein the electric motor is a motor generator that generates electric power by driving a rotating shaft with a predetermined torque based on energization and rotating the rotating shaft by an external force. The drive device for hybrid vehicles described in 2. The differential gear includes a differential planetary gear unit and a pair of gear transmission units,
Of these, the differential planetary gear unit includes a differential sun gear, a ring gear arranged around the differential sun gear and concentric with the differential sun gear, and each of the differential sun gear and ring gear. A carrier that rotatably supports a plurality of differential-side planetary gears meshed with the carrier, and an input unit for receiving the driving power of the main power source and the electric motor among these carriers; And the differential sun gear and the ring gear as a pair of output portions,
One gear transmission unit of the two gear transmission units transmits the driving force of one output portion of the pair of output portions provided in the differential planetary gear unit to the right drive shaft. ,
The other gear transmission unit of the two gear transmission units transmits the driving force of the other output portion of the pair of output portions provided in the differential planetary gear unit to the left drive shaft,
The gear ratio of the two gear transmission units is such that the rotational speed and torque of the two drive shafts when the vehicle is running straight and the rotation of each of the differential planetary gears is based only on the rotation of the carrier. The drive device for a hybrid vehicle according to any one of claims 1 to 3, wherein the two are regulated so as to be the same. The power distribution device uses a carrier common to the differential planetary gear unit, and a pair of pairs connected alternatively to the distribution planetary gear unit installed concentrically with the differential planetary gear unit. With a clutch,
Of these, the distribution-side planetary gear unit includes a distribution-side sun gear arranged concentrically with the differential-side sun gear and capable of rotating relative to the differential-side sun gear, and each of the differential-side planetary gears. A plurality of distribution-side planetary gears concentrically and supported by the carrier in a state of rotating in synchronization with each of the differential-side planetary gears and meshing with the distribution-side sun gear;
One of the clutches is provided between the output shaft of the electric motor and the carrier, and the other clutch is provided between the output shaft and the distribution-side sun gear. The hybrid vehicle drive device according to claim 4. The differential gear includes a differential planetary gear unit and a pair of gear transmission units,
Of these, the differential planetary gear unit includes a differential sun gear, a ring gear arranged around the differential sun gear and concentric with the differential sun gear, and each of the differential sun gear and ring gear. And a carrier that rotatably supports a plurality of differential-side planetary gears that are double pinion types each composed of a pair of planetary gear elements that are meshed with each other. And an input part for receiving the driving force of the main power source and the electric motor, and the differential sun gear and the carrier as a pair of output parts,
One gear transmission unit of the two gear transmission units transmits the driving force of one output portion of the pair of output portions provided in the differential planetary gear unit to the right drive shaft. ,
The other gear transmission unit of the two gear transmission units transmits the driving force of the other output portion of the pair of output portions provided in the differential planetary gear unit to the left drive shaft. ,
The hybrid vehicle drive device according to any one of claims 1 to 3, wherein the gear ratios of the two gear transmission units are the same. The power distribution device uses a carrier common to the differential planetary gear unit, and a pair of power supply devices that are alternatively or simultaneously connected to the distribution planetary gear unit installed concentrically with the differential planetary gear unit. With a clutch of
Of these, the distribution-side planetary gear unit includes a distribution-side sun gear arranged concentrically with the differential-side sun gear and capable of relative rotation with the differential-side sun gear, and each of the differential-side planetary gears. The distribution-side sun gear supported by the carrier in a state of being rotated concentrically with the planetary gear elements on the inner diameter side of the planetary gear elements constituting and in synchronization with the planetary gear elements on the inner diameter side. A plurality of distribution-side planetary gears meshed with
One of the clutches is provided between the output shaft of the electric motor and the ring gear, and the other clutch is provided between the output shaft and the distribution-side sun gear. A drive device for a hybrid vehicle according to claim 6.

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