JP2015009624A - Driving device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving device for a four-wheel-drivable vehicle, the structure of which is simplified by dispensing with a propeller shaft.SOLUTION: The driving device for a four-wheel-drivable vehicle is used for a vehicle 10 including front wheels (driving wheels) 22a, 22b connected to a mounted engine 12 through a power transmission mechanism 14 and residual rear wheels (driven wheels) 30a, 30b. The driving device includes: a first pneumatic pump/motor 32 connected to an automatic transmission and rotating in synchronization with rotation of the front wheels; a second pneumatic pump/motor 34 connected to the rear wheels and rotating in synchronization with rotation of the rear wheels; and first and second air passages 40, 42 connecting discharge ports and suction ports of the first and second pneumatic pumps/motors and sending discharged air to the other. Consequently, when the number of revolution of one of the first and second pneumatic pumps/motors exceeds the other number of revolution, the other functions as a motor, and drives the corresponding wheels out of the front wheels and the rear wheels.

Description

  The present invention relates to a vehicle drive device capable of four-wheel drive.

  For example, a technique described in Patent Document 1 is known as a four-wheel drive vehicle drive device. In the technique described in Patent Document 1, a power transmission mechanism (automatic transmission) and a transfer are connected to the rear end of an engine (drive source) mounted on the front portion of the vehicle, and the transfer is connected via a propeller shaft. It is configured to be connected to a torque distribution mechanism integrated with a rear differential gear on the rear wheel side.

JP 2011-131618 A

  A four-wheel drive vehicle drive device requires a transfer, and when a drive source is arranged at the front as in the technique described in Patent Document 1, as described in Patent Document 1, In addition, a propeller shaft is required, and transmission parts and vehicle body parts around the propeller shaft are dedicated, resulting in increased specifications and a disadvantage in that the degree of freedom in layout is restricted.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle drive device capable of four-wheel drive that eliminates the above-described disadvantages and eliminates the need for a propeller shaft and simplifies the structure.

  In order to solve the above-described problem, in claim 1, a plurality of wheels including drive wheels connected to a mounted drive source via a power transmission mechanism and remaining driven wheels are provided. In the vehicle, a first pneumatic pump / motor connected to the power transmission mechanism and rotating in synchronization with the rotation of the driving wheel, and a second pneumatic pump / motor connected to the driven wheel and rotating in synchronization with the rotation of the driven wheel. A pneumatic pump / motor, a discharge port of the first pneumatic pump / motor and a suction port of the second pneumatic pump / motor are connected, and air discharged from the first pneumatic pump / motor is connected to the second pneumatic pump / motor. A first air passage to be sent to the motor, a discharge port of the second pneumatic pump / motor and a suction port of the first pneumatic pump / motor are connected, and the air discharged from the second pneumatic pump / motor is first Pneumatic pong / The second air passage for sending to the motor, so that when the rotation speed of one exceeds the rotation speed of the other, the first pneumatic pump / motor and the second pneumatic pump / motor function as the motor. It constituted so that the wheel corresponding to a driving wheel and a driven wheel might be driven.

  In the vehicle drive device according to claim 2, the first and second pneumatic pumps / motors are configured to be of a fixed displacement type.

  In the vehicle drive device according to claim 3, the first and second pneumatic pumps / motors are of a variable displacement type, and the capacities of the first and second pneumatic pumps / motors are set according to operating conditions. And a controller to be changed.

  According to the first aspect of the present invention, in a vehicle having a plurality of wheels including a drive wheel connected to a mounted drive source via a power transmission mechanism and remaining driven wheels, the vehicle is connected to the power transmission mechanism. A first pneumatic pump / motor that rotates in synchronization with the rotation of the drive wheel, a second pneumatic pump / motor that is connected to the driven wheel and rotates in synchronization with the rotation of the driven wheel, and the first and second pneumatic pumps The first and second air passages that connect the discharge port and the suction port of the motor and send the air discharged from the first and second pneumatic pumps / motors to the second and first pneumatic pumps / motors, Therefore, when the rotational speed of one of the first pneumatic pump / motor and the second pneumatic pump / motor exceeds the rotational speed of the other, the other functions as a motor to drive the corresponding wheel of the driving wheel and the driven wheel. So configured as a propeller It can be a structure in a simple shift or transfer is no longer needed.

  The first and second air passages only need to be able to supply and discharge air, and unlike the propeller shaft, it is not necessary to pass straight through the center of the vehicle. The degree can be increased.

  Further, by using air as the transmission medium, pressure loss in the first and second air passages is less than when the transmission medium is oil (working oil).

  Further, the first pneumatic pump / motor and the second pneumatic pump / motor have one rotation speed exceeding the other rotation speed. In other words, when one wheel is slipping, the other functions as a motor, Since the corresponding (other) wheel of the driven wheels is driven, the rotational power of the axle with the higher rotational speed (sliding) is used as the power, that is, the energy (sliding) that is originally desired to be reduced. The rotational power) is returned to the driving force, energy can be used effectively, and the behavior of the vehicle can be stabilized.

  In the vehicle drive device according to the second aspect, since the first and second pneumatic pumps / motors are configured to be of the fixed displacement type, the structure can be further simplified in addition to the effects described above.

  In the vehicle drive device according to claim 3, the first and second pneumatic pumps / motors are of the variable displacement type, and the capacities of the first and second pneumatic pumps / motors are changed according to the operating state. In addition to the above-described effect, the controller is configured so as to use the generated rotational power (of the sliding axle) as the power, that is, depending on the energy to be originally reduced (sliding rotational power). A driving force can be generated arbitrarily, and the behavior of the vehicle can be further stabilized.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view showing a vehicle drive apparatus according to a first embodiment of the present invention. It is explanatory drawing which shows roughly structures, such as a pneumatic pump / motor shown in FIG. It is a schematic diagram which shows the structure of the pneumatic pump / motor shown in FIG. 2 in detail. It is explanatory drawing which shows operation | movement when the 1st, 2nd pneumatic pump / motor shown in FIG. 3 reverses. FIG. 3 is a schematic view similar to FIG. 1, generally showing a vehicle drive apparatus according to a second embodiment of the present invention.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the vehicle drive device which concerns on this invention with reference to an accompanying drawing is demonstrated.

  FIG. 1 is a schematic diagram generally showing a vehicle drive apparatus according to a first embodiment of the present invention, FIG. 2 is an explanatory diagram schematically showing the configuration of the pneumatic pump / motor of FIG. 1, and FIG. FIG. 4 is an explanatory diagram showing an operation when the pneumatic pump / motor shown in FIG. 3 is reversed.

  Referring to FIG. 1, in the vehicle drive device according to this embodiment, a drive source 12 is mounted on the front portion of the vehicle 10. The drive source 12 includes an engine (internal combustion engine) that uses gasoline as fuel.

  The vehicle 10 includes a power transmission mechanism 14. The power transmission mechanism 14 includes an automatic transmission (a continuously variable transmission mechanism (CVT)). In the vehicle 10, the driving force of the drive source 12 is transmitted through a torque converter and a forward / reverse switching mechanism (both not shown). , And steplessly shifted by a continuously variable transmission mechanism, and then output from a transmission output shaft (not shown).

  The transmission output shaft is connected to a front differential mechanism 16 from a reduction gear (not shown) including a final gear, and the drive force of the shifted drive source 12 is transmitted to the front drive shaft 20 through them, and the front drive shaft 20 is transmitted to front wheels (drive wheels) 22a and 22b.

  A rear differential mechanism 24 is provided at the rear portion of the vehicle 10, and the rear differential mechanism 24 is connected to rear wheels (driven wheels) 30 a and 30 b via a rear drive shaft 26.

  Thus, the vehicle 10 includes four left and right front wheels 22a and 22b connected to the mounted drive source 12 via the power transmission mechanism 14, and the remaining two rear wheels 30a and 30b. It has (multiple) wheels. The front wheels 22a and 22b and the rear wheels 30a and 30b are provided in the vehicle 10 so as to be rotatable by front / rear drive shafts 20 and 26, respectively.

  A first pneumatic pump / motor 32 and a second pneumatic pump / motor 34 are disposed between the front differential mechanism 16 and the rear differential mechanism 24.

  Both the first and second pneumatic pumps / motors 32 and 34 are swash plate type fixed displacement type axial piston pumps / motors as shown in FIG.

  That is, the first and second pneumatic pumps / motors 32 and 34 each include a plurality of pistons 32b (34b) whose heads are in contact with the swash plate 32a (34a) and housed in the interior thereof, so that the rotary shaft 32c (34c ), And a suction port 32e1 (34e1) and a discharge port 32e2 (34e2) formed in the valve plate 32e (34e) according to the stroke of the piston 32b (34b). Air flows in / out through the air.

  As shown in FIG. 2, the suction port 32e1 drilled in the valve plate 32e of the first pneumatic pump / motor 32 is connected to the discharge port 34e2 drilled in the valve plate 34e of the second pneumatic pump / motor 34. 40 is connected in an airtight manner.

  The discharge port 32e2 formed in the valve plate 32e of the first pneumatic pump / motor 32 is connected to the suction port 34e1 formed in the valve plate 34e of the second pneumatic pump / motor 34 via the second air passage 42. Connected airtight. Both the first and second air passages 40 and 42 are made of piping made of a material having rigidity such as metal.

  The rotary shaft 32c of the first pneumatic pump / motor 32 is connected to the final gear of the reduction gear through an appropriate connecting means such as a sprocket or a chain, and rotates in synchronization with the front wheels 22a, 22b. The rotary shaft 34c of the pump / motor 34 is similarly connected to the differential case of the rear differential mechanism 24 via appropriate connecting means, and rotates in synchronization with the rear wheels 30a and 30b.

  Specifically, the first pneumatic pump / motor 32 rotates in synchronization with the rotation of the front wheels 22a and 22b, and the second pneumatic pump / motor 34 rotates in synchronization with the rotation of the rear wheels 30a and 30b. The front wheels 22a and 22b are connected to the rear wheels 30a and 30b.

  Here, “synchronously rotating” means that the rotational speed of the first pneumatic pump / motor 32 and the rotational speed of the front wheels 22a and 22b are in a predetermined ratio (for example, 1: 1), and the second pneumatic pump / motor The number of rotations of the motor 34 and the number of rotations of the rear wheels 30a and 30b are the same as the above-described predetermined ratio. In other words, the number of rotations of the front wheels 22a and 22b is different from the number of rotations of the rear wheels 30a and 30b. In this case, it means that the first and second pneumatic pumps / motors 32 and 34 are connected to the front wheels 22a and 22b and the rear wheels 30a and 30b so that the rotational speeds thereof are also different.

  Next, the operation of the first and second pneumatic pump / motors 32 and 34 will be described.

  As the front wheels 22a and 22b and the rear wheels 30a and 30b rotate, the piston volumes of the first and second pneumatic pump / motors 32 and 34 increase and decrease to discharge the sucked air. As shown in FIG. 2, the discharged air circulates between the first and second pneumatic pump / motors 32 and 34 through the first and second air passages 40 and 42.

  2 (a) is a view of the first pneumatic pump / motor 32 of FIG. 2 (e) as viewed from the left side in the AA section, and is inclined in the direction in which the swash plate 32a spreads with respect to the rotational direction. The piston 32b rotates in the direction in which the volume increases and sucks air.

  FIG. 2B is a view of the first pneumatic pump / motor 32 of FIG. 2E viewed from the right side in the AA section, and is inclined in a direction in which the swash plate 32a becomes narrower with respect to the rotation direction. The piston 32b rotates in the direction of decreasing volume and discharges air.

  Similarly, FIG. 2 (c) is a view of the first pneumatic pump / motor 32 of FIG. 2 (e) as seen from the left side in the BB cross section, and tilts in a direction in which the swash plate 34a becomes narrower with respect to the rotational direction. Therefore, the piston 34b rotates in a direction in which the volume decreases and discharges air.

  FIG. 2D is a view of the first pneumatic pump / motor 32 of FIG. 2E viewed from the right side in the BB section, and is inclined in a direction in which the swash plate 34a spreads with respect to the rotation direction. Therefore, the piston 34b rotates in the direction in which the volume increases and sucks air.

  When the vehicle 10 moves backward, the rotation directions of the first and second pneumatic pumps / motors 32 and 34 are reversed. As a result, the suction ports 32e1 (34e1) of the first and second pneumatic pumps / motors 32 and 34 are connected. The discharge port 32e2 (34e2) is reverse to the forward movement of FIG. 2, and the air flow is also reverse to that shown in FIG. 2, as shown in FIG.

  With the configuration described above, the first and second pneumatic pumps / motors 32 and 34 function as motors when the rotation speed of one exceeds the rotation speed of the other, and the front wheel side (22a, 22b) and the rear wheel side (30a , 30b) to drive any one of the wheels.

  Specifically, when the number of rotations of the first pneumatic pump / motor 32 exceeds that of the second pneumatic pump / motor 34, the second pneumatic pump / motor 34 functions as a motor, and the rear differential mechanism 24 extends from the rotating shaft 34c. The rear wheels 30a and 30b are driven through the differential case, and more precisely, the driving of the rear wheels 30a and 30b in the front wheel direction is assisted.

  That is, when the rotation speed of the first pneumatic pump / motor 32 exceeds that of the second pneumatic pump / motor 34, the air pressure in the first air passage 40 becomes high, and the second pneumatic pump / motor 34 moves in the forward direction. You will receive power.

  For example, when the front wheels 22a and 22b slip, the rotational speed of the front wheels 22a and 22b becomes higher than the rotational speed of the rear wheels 30a and 30b, so that the air discharged from the first pneumatic pump / motor 32 is the second pneumatic pump / The pressure is higher than the air discharged from the motor 34. As a result, the second pneumatic pump / motor 34 functions as a motor and assists in driving the rear wheels 30a and 30b in the forward direction. Thereby, the behavior of the vehicle 10 can be stabilized.

  On the contrary, when the rotation speed of the second pneumatic pump / motor 34 exceeds that of the first pneumatic pump / motor 32, the first pneumatic pump / motor 32 functions as a motor so that the final gear of the reduction gear is provided from the rotary shaft 32c. The front wheels 22a and 22b are driven through, and more precisely, the front wheels 22a and 22b are driven.

  That is, when the rotation speed of the second pneumatic pump / motor 34 exceeds that of the first pneumatic pump / motor 32, the air pressure in the second air passage 42 becomes high, and the first pneumatic pump / motor 32 moves in the forward direction. You will receive power.

  For example, when the friction coefficient of the traveling road surface of the vehicle 10 is low, or when traveling while using an engine brake, the rotational speed of the rear wheels 30a, 30b is higher than the rotational speed of the front wheels 22a, 22b. The air discharged from the pneumatic pump / motor 34 has a higher pressure than the air discharged from the first pneumatic pump / motor 32. As a result, the first pneumatic pump / motor 32 functions as a motor and assists in driving the front wheels 22a and 22b in the forward direction. Thereby, the behavior of the vehicle 10 can be stabilized.

  As described above, the first and second pneumatic pumps / motors 32 and 34 function as motors immediately after the vehicle 10 starts, and until the rotations of the front wheels 22a and 22b and the rear wheels 30a and 30b coincide. Therefore, the vehicle 10 can be started quickly.

  As described above, in this embodiment, the front wheels (drive wheels) 22a and 22b connected to the mounted drive source (engine) 12 via the power transmission mechanism (automatic transmission) 14 and the remaining rear In a vehicle 10 having four (plural) wheels composed of wheels (driven wheels) 30a and 30b, the vehicle 10 is connected to the power transmission mechanism (automatic transmission) 14 and the front wheels (drive wheels) 22a and 22b A first pneumatic pump / motor 32 that rotates in synchronization with the rotation and a second wheel that is connected to the rear wheels (driven wheels) 30a and 30b and rotates in synchronization with the rotation of the rear wheels (driven wheels) 30a and 30b. The pneumatic pump / motor 34, the discharge port 32e2 of the first pneumatic pump / motor 32 and the suction port 34e1 of the second pneumatic pump / motor 34 are connected, and the air discharged from the first pneumatic pump / motor 32 A first air passage 40 for sending to the second pneumatic pump / motor 34, a discharge port 34e2 of the second pneumatic pump / motor 34, and a suction port 32e1 of the first pneumatic pump / motor 32 are connected, and the second pneumatic pressure is supplied. And a second air passage 42 for sending air discharged from the pump / motor 34 to the first pneumatic pump / motor 32, so that the first pneumatic pump / motor 32 and the second pneumatic pump / motor 34 rotate in one direction. When the number exceeds the other rotational speed, the other functions as a motor to drive the corresponding wheel of the front wheels (drive wheels) 22a, 22b and the rear wheels (driven wheels) 30a, 30b. In the vehicle 10, a propeller shaft and a transfer are not required, and the structure can be simplified.

  The first and second air passages 40 and 42 need only be able to supply and discharge air and do not need to pass straight through the center of the vehicle like a propeller shaft. Therefore, the floor of the vehicle 10 is curved to bypass the obstacle. The degree of freedom of layout can be increased.

  Further, by using air as the transmission medium, pressure loss in the first and second air passages 40 and 42 is less than when the transmission medium is oil (working oil).

  Furthermore, the first pneumatic pump / motor 32 and the second pneumatic pump / motor 34 are driven by one of the rotation speeds exceeding the rotation speed of the other, in other words, when one wheel is slipping, the other functions as a motor. Since the corresponding (other) wheel of the wheel and the driven wheel is driven, the rotational power of the axle having the higher rotation speed (sliding) is used as power, that is, energy to be originally reduced. (Sliding rotational power) is returned to the driving force, energy can be used effectively, and the behavior of the vehicle 10 can be stabilized.

  Further, since the first and second pneumatic pumps / motors 32 and 34 are configured to be of a fixed displacement type, the structure can be further simplified in addition to the effects described above. More specifically, since the swash plate type fixed displacement type axial piston pump / motor is configured, a high speed, high pressure, large capacity pump / motor can be realized.

  FIG. 5 is a schematic view similar to FIG. 1 showing the entire vehicle drive apparatus according to the second embodiment of the present invention.

  A description will be given focusing on the differences from the first embodiment. In the vehicle drive apparatus according to the second embodiment, the swash plates 32a and 34a of the first and second pneumatic pumps / motors 32 and 34 are provided. A controller 46 that changes the capacity of the first and second air pressure / motors 32 and 34 via the actuator 44 according to the operating state, while making the angle with respect to the rotating shafts 32c and 34c variable by the actuator 44. It comprised so that it might be equipped with.

  The controller 46 is composed of a microcomputer having a CPU, ROM, RAM, I / O, etc., and is similarly configured to be able to communicate with the drive source 12 and the controller of the power transmission mechanism 14 composed of the microcomputer, and information indicating the operation state therefrom. Thus, the capacities of the first and second pneumatic pumps / motors 32, 34 are changed by changing the angles of the swash plates 32a, 34a via the actuator 44. The remaining configuration and effects are not different from those of the first embodiment.

  In the vehicle drive apparatus according to the second embodiment, the first and second pneumatic pumps / motors 32 and 34 are variable displacement types, and the first and second pneumatic pumps / motors according to operating conditions. In addition to the effects described in the first embodiment, the rotational power that is generated (of the sliding axle) is used as the power. A driving force can be arbitrarily generated according to the energy to be reduced (sliding rotational power), and the behavior of the vehicle 10 can be further stabilized.

  In the above description, the swash plate type axial piston pump / motor is exemplified as the first and second pneumatic pumps / motors. However, the first and second pneumatic pumps / motors are not limited thereto, and may be vane pumps / motors, gear pumps / motors, or the like.

  Further, although the engine (internal combustion engine) is excited as a drive source, it may be an engine and an electric motor or a hybrid of both, and the power transmission mechanism is not limited to an automatic transmission such as a continuously variable transmission mechanism. Any device can be used as long as it can transmit the output of the power source to the drive shaft, and it does not necessarily require shifting.

  DESCRIPTION OF SYMBOLS 10 Vehicle, 12 Drive source (engine), 14 Power transmission mechanism (automatic transmission), 16 Front differential mechanism, 20 Front drive shaft, 22a, 22b Front wheel (drive wheel), 24 Rear differential mechanism, 26 Rear drive shaft, 30a 30b Rear wheel (driven wheel), 32 1st pneumatic pump / motor, 34 2nd pneumatic pump / motor, 40 1st air passage, 42 2nd air passage, 44 Actuator, 46 Controller

Claims (3)

  In a vehicle having a plurality of wheels including a drive wheel connected to a mounted drive source via a power transmission mechanism and remaining driven wheels, the vehicle is connected to the power transmission mechanism to rotate the drive wheel. A first pneumatic pump / motor that rotates synchronously; a second pneumatic pump / motor that is connected to the driven wheel and rotates synchronously with the rotation of the driven wheel; and a discharge port of the first pneumatic pump / motor; A first air passage connecting the suction port of the second pneumatic pump / motor and sending the air discharged from the first pneumatic pump / motor to the second pneumatic pump / motor; and the second pneumatic pump / motor A discharge port and a suction port of the first pneumatic pump / motor, and a second air passage for sending air discharged from the second pneumatic pump / motor to the first pneumatic pump / motor. When the rotational speed of one of the pneumatic pump / motor and the second pneumatic pump / motor exceeds the rotational speed of the other, the other functions as a motor to drive the corresponding wheel of the driving wheel and the driven wheel. A drive device for a vehicle, characterized in that it is configured.   2. The vehicle drive apparatus according to claim 1, wherein the first and second pneumatic pumps / motors are of a fixed displacement type.   2. The controller according to claim 1, wherein the first and second pneumatic pumps / motors are of a variable displacement type, and a controller that changes the capacities of the first and second pneumatic pumps / motors according to operating conditions. The vehicle drive device described.

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