JP2022175726A - Vehicular four-wheel drive device - Google Patents

Abstract

To provide a vehicular four-wheel drive device capable of simultaneously improving traveling performance such as bad road running performance and downsizing a structure as a whole.SOLUTION: A vehicular four-wheel drive device comprises: an engine 1; a motor 2; a rear wheel 7 to which driving force can be transmitted from the engine 1; a front wheel 10 to which a driving force can be transmitted from the motor 2; an input shaft 4; a rear output shaft 5 that is coupled to the input shaft 4; a differential mechanism 3 that comprises a sun gear 3s coupled with the motor 2, a ring gear 3r, and a carrier 3c, and performs a differential action with three rotary elements; a front output shaft 9 that outputs driving force transmitted from the carrier 3c to the front wheel 10; a first coupling portion 13 that couples and releases the input shaft 4 and the carrier 3c; a second coupling portion 14 that couples and release the engine 1 and the input shaft 4; a third coupling portion 15 that couples and releases the engine 1 and the sun gear 3s; and a fixed coupling portion 16 that fixes and release the ring gear 3r.SELECTED DRAWING: Figure 1

Description

The present invention relates to a four-wheel drive system capable of selectively driving four front and rear wheels of a vehicle, and more particularly to a four-wheel drive system for a vehicle having at least two driving force sources.

A drive control device of this type is described in Patent Document 1. The device described in Patent Document 1 is an all-wheel drive vehicle equipped with a center differential that distributes the output torque of a driving force source consisting of an engine and a first electric motor generator to the rear wheel side and the front wheel side. Furthermore, a differential limiting clutch is provided which connects the second electric motor/generator via a drive force distribution change mechanism consisting of a planetary gear mechanism and limits the differential action of the drive force distribution change mechanism. In the device described in Patent Document 1, the ratio between the driving torque transmitted to the rear wheels and the driving torque transmitted to the front wheels is changed by positive or negative torque transmitted from the second motor generator to the center differential. can be done. Further, when the differential limiting clutch is engaged, the driving force distribution changing mechanism rotates as one unit, and the driving force distribution changing mechanism is connected to the output shaft on the rear wheel side. 2 It is possible to run as an electric vehicle (EV running) using the motor generator as a driving force source. In this case, the driving force source consisting of the engine and the first electric motor/generator is separated from the center differential.

JP 2007-246056 A

The load applied to the rear and front wheels or the drive torque borne by the wheels varies in various ways according to the vehicle's running conditions, such as acceleration/deceleration, turning, and uphill/downhill conditions. According to the device described in Patent Document 1, the ratio of distributing the driving torque output by the driving force source to the rear wheels and the front wheels can be continuously changed by the second electric motor-generator. and the front wheels can be adjusted to match the running state of the vehicle. On the other hand, four-wheel drive vehicles (or all-wheel drive vehicles) are sometimes required to have the ability to run on rough roads such as muddy roads (rough road running performance). It is necessary to increase the total driving force obtained by all of the above, and it is also required to limit the differential between the front and rear wheels. In the device described in Patent Document 1, since the transmission is provided between the driving force source and the center differential, the total driving torque can be increased by increasing the gear ratio of the transmission. However, since the drive torque output from the transmission is distributed to the rear wheels and the front wheels by the center differential, if one of the wheels slips and the torque is lost from that one wheel, the drive force will be lost. be lost. The limited differential clutch disclosed in Patent Document 1 functions to limit the differential action of the driving force distribution change mechanism to which the second electric motor generator is connected. Depending on the type, the center differential cannot be limited. If the differential of the center differential is limited in order to improve the running performance on rough roads, the device described in Patent Document 1 needs to be provided with a new differential limiting mechanism. There is a problem that the configuration becomes large and complicated. In addition, as described above, in order to increase the drive torque as a whole, it is necessary to provide a transmission and increase the gear ratio. The configuration of the device as a whole may become large and complicated.

The present invention has been made in view of the above technical problems, and is for a vehicle capable of improving running performance such as rough road running performance and at the same time reducing the size of the overall structure. The object is to provide a four-wheel drive system.

In order to achieve the above objects, the present invention provides a first driving force source, a second driving force source, first driving wheels capable of transmitting driving force from the first driving force source, and a second driving force. A vehicle four-wheel drive device comprising a second driving wheel capable of transmitting a driving force from a source, an input member, and a second driving wheel connected to the input member for outputting a driving torque to the first driving wheel. 1 output member, an input element to which torque is transmitted from the second driving force source, a fixed element selectively connected to a predetermined fixed portion to stop rotation, and the fixed element connected to the fixed portion a differential mechanism comprising at least three rotating elements of an output element that rotates at a reduced speed with respect to the input element in a state, and performing a differential action by the three rotating elements; and a driving force transmitted from the output element. to the second drive wheel, the input member and the output element are connected by being engaged, and the connection between the input member and the output element is connected by releasing a first connection portion that is to be released; and a second connection that is engaged to connect the first driving force source and the input member and that is released to disconnect the first driving force source and the input member. a third connecting portion that connects the first driving force source and the input element by being engaged and disconnects the first driving force source and the input element by being released; a locking connection that connects the locking element to the locking part by mating and releases the connection between the locking element and the locking part by releasing, engaging the second connecting part; disengaging the first and third couplings and engaging the fixed coupling to drive the first drive wheel with the first drive force source or the second drive force source with the a first driving mode for driving a second drive wheel; disengaging the second coupling, engaging the first and third couplings, and engaging the fixed coupling; and a second driving mode in which the first driving wheel and the second driving force source are driven by the first driving force source and the second driving force source.

In the present invention, it is possible to set the first driving mode in which the first driving force source drives the first driving wheels or the second driving force source drives the second driving wheels. A differential mechanism that transmits drive torque to the second drive wheels inputs the torque of the second drive force source to the input element, and fixes the fixed element to output the drive torque from the output element to the second drive wheels. Therefore, the differential mechanism functions as a reduction mechanism. Therefore, when the present invention is applied to a hybrid vehicle in which the first driving force source is composed of an internal combustion engine and the second driving force source is composed of a motor or a motor generator (hereinafter collectively referred to as a motor), the motor It is possible to increase the driving force necessary and sufficient when traveling with the vehicle, and eliminate the need for a special mechanism for increasing the driving force so that the overall configuration of the device can be reduced in size and weight. In this first driving mode, the four-wheel drive state can be achieved by driving the first driving force source in addition to the second driving force source.

On the other hand, in the second running mode, the differential mechanism is set to function as the deceleration mechanism described above, and both the first driving force source and the second driving force source are connected to the input element of the differential mechanism. , and the output element outputs driving force to both the first drive wheel and the second drive wheel. Therefore, the drive torque output by the first drive force source and the drive torque output by the second drive force source are combined and amplified by the differential mechanism, and the amplified drive torque is applied to the first drive wheel and the second drive wheel. , the driving force as a whole can be increased. That is, since a differential mechanism having a function of dividing a part of the power output from the first driving force source to the second driving force source and the second driving wheels can be used as a speed reduction mechanism, the vehicle can be used for running over rough roads and the like. A large driving force can be generated. Moreover, since the differential mechanism functions as a deceleration mechanism and does not perform a differential action, even if one of the drive wheels loses its drive force due to slippage or the like, the drive force can be reliably transmitted to each drive wheel. Therefore, it is possible to improve rough road running performance in the second driving mode. In this case, since the differential mechanism amplifies the driving force and limits the differential, there is no need to additionally provide another mechanism, so that the overall configuration of the device can be reduced in size and weight.

It is a skeleton diagram showing one embodiment of the present invention, (A) shows the state where the 1st run mode is set, and (B) shows the state where the 2nd run mode is set. FIG. 2 is a nomographic chart for explaining the operating state of the embodiment shown in FIG. 1, where (A) shows the state in which the first traveling mode is set, and (B) shows the state in which the second traveling mode is set; indicates that the FIG. 4 is a skeleton diagram showing a second embodiment of the present invention; FIG. 5 is a skeleton diagram showing a third embodiment of the present invention; FIG. 11 is a skeleton diagram showing a fourth embodiment of the invention; FIG. 11 is a skeleton diagram showing a fifth embodiment of the present invention; It is a skeleton diagram showing a sixth embodiment of the present invention, (A) shows a state in which the first traveling mode is set, and (B) shows a state in which the second traveling mode is set. FIG. 11 is a skeleton diagram showing a seventh embodiment of the present invention; FIG. 11 is a skeleton diagram showing an eighth embodiment of the present invention, in which (A) shows a state in which a so-called high-speed driving mode in which the rear wheels are driven by a motor is set; It shows the state in which the driving mode is set. Fig. 10 is a skeleton diagram showing a ninth embodiment of the present invention, in which (A) shows a state in which a so-called high-speed running mode is set in which the rear wheels are driven by a motor, and (B) shows a state in which the running mode is set to a so-called low-speed stage; (C) shows a four-wheel drive state in which the engine and the motor are used as driving force sources.

Next, a specific example of carrying out the present invention will be described. It should be noted that the specific example described below is merely an example of the present invention, and does not limit the present invention.

1A and 1B are skeleton diagrams schematically showing main parts of a four-wheel drive system according to the present invention. This four-wheel drive system is an internal combustion engine (ENG, hereinafter referred to as engine). 1 and a motor-generator (MG, hereinafter referred to as a motor) 2 are mounted on a vehicle as driving force sources. A differential mechanism 3 is provided to combine the power of the engine 1 and the motor 2 . An example of the differential mechanism 3 is a planetary gear mechanism, and FIG. 1 shows a single pinion type planetary gear mechanism. The differential mechanism 3 includes a sun gear 3s that is an external gear, a ring gear 3r that is an internal gear that is arranged concentrically with the sun gear 3s, and a pinion gear 3p that meshes with the sun gear 3s and the ring gear 3r. and a carrier 3c held so as to be able to revolve are used as rotating elements, and these three rotating elements are configured to perform a differential action.

An input shaft 4 corresponding to an input member according to the present invention, to which power is transmitted from the engine 1 corresponding to a first driving force source according to the present invention, is arranged along the rotation center axis of the differential mechanism 3. 4 is connected to a rear output shaft 5 corresponding to the first output member in the present invention. The rear output shaft 5 is connected via a final reduction gear 6 and the like to a rear wheel 7 corresponding to a first drive wheel in the present invention. That is, it is configured to output driving force from the rear output shaft 5 to the rear wheels 7 .

A motor 2 corresponding to a second driving force source in the present invention is arranged on the same axis as the input shaft 4 and closer to the engine 1 than the differential mechanism 3 is. The motor 2 is, for example, a permanent magnet type synchronous motor, and its rotor 2R is connected to the sun gear 3s in the differential mechanism 3 by a rotor shaft 8. As shown in FIG.

In the example shown in FIG. 1, the carrier 3c in the differential mechanism 3 is the output element, and power is output from the carrier 3c to the front output shaft 9 corresponding to the second output member in the present invention. there is The front output shaft 9 is arranged parallel to the input shaft 4 and the rotor shaft 8, and is connected to the front wheels 10 corresponding to the second driving wheels in the present invention via a final reduction gear 11 and the like. As the transmission mechanism for transmitting torque between the front output shaft 9 and the carrier 3c in the differential mechanism 3, an appropriate mechanism can be adopted as necessary. A chain mechanism 12 is used. That is, a driving sprocket 12a is integrated with the carrier 3c, a driven sprocket 12b is integrated with the front output shaft 9, and a chain 12c is wound around these sprockets 12a and 12b. These sprockets 12a and 12b may have the same diameter, but by making the diameter of the driven sprocket 12b larger than the diameter of the drive sprocket 12a, it can function as a reduction mechanism.

The power transmission device shown in FIG. 1 can set at least two driving modes in which the manner of transmission of driving force to each driving wheel 7, 10 is different. A portion 16 is provided. These connecting portions 13, 14, 15 and the fixed connecting portion 16 are for selectively transmitting and blocking torque, and are configured to transmit torque by frictional force or by meshing teeth. Various conventionally known structures such as structures can be appropriately adopted, and in the example shown in FIG. 1, a mesh type engaging means, that is, a dog clutch is used.

More specifically, first, the first connecting portion 13 is an engaging mechanism for selectively connecting the input shaft 4 and the carrier 3c, and is a hub integrated with the carrier 3c (hereinafter referred to as a hub). , a carrier hub) 13a, a hub (hereinafter sometimes referred to as an input hub) 13b provided integrally with the input shaft 4 (or the rear output shaft 5), and these hubs 13a and 13b. It has a sleeve 13c which moves in the axial direction on the outer peripheral side and meshes with the spline teeth formed on the outer peripheral portions of the hubs 13a and 13b. When the sleeve 13c is moved to the right as shown in FIG. 1A by an actuator (not shown), it is disengaged from the carrier hub 13a and the first connecting portion 13 is released to release the hubs 13a and 13b. (connection between the carrier 3c and the input shaft 4 or the rear output shaft 5) is released. On the contrary, by moving it leftward as shown in FIG. 1B, the sleeve 13c engages with the respective hubs 13a and 13b to connect the carrier 3c and the input shaft 4 or the rear output shaft 5. . That is, the first connecting portion 13 is engaged.

The second connecting portion 14 is an engagement mechanism for selectively connecting the engine 1 (particularly its output shaft) and the above-described input shaft 4, and is a hub that rotates integrally with the engine 1 (hereinafter referred to as a driving side hub) 14a, a hub (hereinafter sometimes referred to as a driven hub) 14b provided integrally with the input shaft 4, and the outer peripheral sides of these hubs 14a and 14b in the axial direction. and a sleeve 14c which moves and meshes with the spline teeth formed on the outer periphery of these hubs 14a and 14b. When the sleeve 14c is moved rightward as shown in FIG. 1A by an actuator (not shown), the sleeves 14c of the drive-side hub 14a and the driven-side hub 14b are engaged to engage the second connecting portion 14. In this state, the engine 1 and the input shaft 4 are connected. On the contrary, by moving the sleeve 14c leftward as shown in FIG. The connection with the input shaft 4 is released.

The third connecting portion 15 is an engagement mechanism for selectively connecting the engine 1 (particularly its output shaft) and the rotor shaft 8. , a hub (hereinafter sometimes referred to as a rotor hub) 15a provided integrally with the rotor shaft 8, and a sleeve 15b that moves in the axial direction along the outer peripheral side of the rotor hub 15a and selectively meshes with the rotor hub 15a. have. The sleeve 15b is connected to the sleeve 14c of the second connecting portion 14 and configured to move in the axial direction together with the sleeve 14c of the second connecting portion 14. As shown in FIG. When the second connecting portion 14 is engaged, the sleeve 15b of the third connecting portion 15 is disengaged from the rotor hub 15a as shown in FIG. When the third connecting portion 15 is in the released state and the second connecting portion 14 is in the released state, the sleeve 15b of the third connecting portion 15 meshes with the rotor hub 15a as shown in FIG. 15 are set to engage. Therefore, the third connecting portion 15 is switched by an actuator that operates the sleeve 14 c of the second connecting portion 14 .

The fixed connecting portion 16 is an engagement mechanism for selectively stopping the rotation of the ring gear 3r, which is a fixed element in the differential mechanism 3, and is a hub integrated with the ring gear 3r (hereinafter referred to as a ring gear hub). 16a), a predetermined fixed portion 17 such as a casing having spline teeth formed thereon, and a sleeve 16b that selectively meshes with the ring gear hub 16a and the fixed portion 17 by moving in the axial direction. is doing. By engaging the sleeve 16b with the ring gear hub 16a and the fixed portion 17 as shown in FIGS. and the rotation of the ring gear 3r is stopped (fixed). When the sleeve 16b is moved to the right or left in FIG. 1 by an actuator (not shown), the sleeve 16b is disengaged from the ring gear hub 16a or the fixed portion 17, the fixed connection portion 16 is released, and the ring gear 3r is released. and the ring gear 3r becomes rotatable.

In the four-wheel drive system according to the present invention described above, since the four connecting portions 13, 14, 15, and 16 are provided, the engagement and disengagement states of these connecting portions 13, 14, 15, and 16 are controlled. A plurality of drive modes can be set by pressing the That is, in a running mode in which the engine 1 is connected to the rear wheels 7 and the motor 2 is connected to the front wheels 10 to independently drive the rear wheels 7 and the front wheels 10, and the front wheels 10 are driven by the motor 2, A running mode in which the differential mechanism 3 functions as a deceleration mechanism, a running mode in which the entire differential mechanism 3 is integrated to prevent differential action or deceleration action, and both the engine 1 and the motor 2 are connected to the differential mechanism 3. Then, a running mode in which the differential mechanism 3 outputs driving torque to the rear wheels 7 and the front wheels 10 can be set.

(A) of FIG. 1 shows a state in which the EV mode, in which the vehicle is driven by the motor 2, is set among these driving modes. This EV mode corresponds to the first running mode in the present invention, and is set by disengaging the first connecting portion 13 and the third connecting portion 15 and engaging the second connecting portion 14 and the fixed connecting portion 16 . The operating state of the differential mechanism 3 in this EV mode is shown in a collinear diagram in FIG. 2(A). As is conventionally known, the collinear chart shows each rotating element that constitutes the differential mechanism 3 with vertical lines, and the distance between those lines is the planetary gear mechanism that constitutes the differential mechanism 3. 2 is a diagram showing the number of revolutions at positions from the base line of the vertical line indicating each rotating element, with the intervals corresponding to the gear ratio (ratio between the number of teeth of the sun gear and the number of teeth of the ring gear) in .

In FIG. 2A, the sun gear 3 s is connected to the sun gear 3 s corresponding to the first rotating element, so the sun gear 3 s rotates at the rotation speed of the motor 2 . On the other hand, since the first connecting portion 13 is engaged, the input shaft 4 is connected to the engine 1 corresponding to the first driving force source, and the torque of the engine 1 is transmitted through the rear output shaft 5 and the final reduction gear 6. is transmitted to the rear wheels 7. Moreover, the ring gear 3r is fixed by the fixed connection portion 16 being engaged. Therefore, the differential mechanism 3 functions as a reduction mechanism with the ring gear 3r as a fixed element, the sun gear 3s as an input element, and the carrier 3c as an output element. That is, the torque output by the motor 2 is amplified by the differential mechanism 3 and transmitted to the front wheels 10 via the chain mechanism 12 , the front output shaft 9 and the final reduction gear 11 .

In this way, in the first running mode (EV mode), the torque of the motor 2 is amplified and transmitted to the front wheels 10, so that the driving torque necessary for running is output from the motor 2, and so-called motor running is possible. In this case, if the engine 1 is driven, the rear wheels 7 can be driven by the engine 1, resulting in a four-wheel drive state. Alternatively, the sleeve 14c in the second connecting portion 14 and the sleeve 15b in the third connecting portion 15 can be moved to three positions in the axial direction, and the second connecting portion 14 and the third connecting portion 15 can be moved. are in the released state, it is possible to prevent the stopped engine 1 from being rotated together during motor running, thereby improving the power consumption rate (electricity cost).

On the other hand, in (B) of FIG. 1, the driving torque of the engine 1 and the motor 2 is synthesized by the differential mechanism 3 and is amplified by operating the differential mechanism 3 as a reduction mechanism. 4 shows a state in which a deceleration four-wheel drive mode is set in which driving force is output to four wheels, the rear wheels 7 and the front wheels 10, from the lower side. The operating state of the differential mechanism 3 in this deceleration four-wheel drive mode is shown in a collinear diagram in FIG. 2(B). This deceleration four-wheel drive mode corresponds to the second driving mode in the present invention, in which the second connecting portion 14 is released to release the direct connection between the engine 1 and the rear wheels 7, and the third connecting portion 15 is engaged. , the engine 1 is connected to the sun gear 3s, which is the input element of the differential mechanism 3, and the first connecting portion 13 is engaged to connect the rear wheel 7 to the carrier 3c, which is the output element of the differential mechanism 3. It is set by Note that the fixed connecting portion 16 is engaged to fix the ring gear 3r in the same manner as in the case of the first traveling mode described above.

Therefore, in the second traveling mode, both the engine 1 and the motor 2 are connected to the sun gear 3 s, so the driving torques of the engine 1 and the motor 2 are combined and input to the differential mechanism 3 . On the other hand, the rear wheels 7 and the front wheels 10 are connected to the carrier 3c of the differential mechanism 3, and drive torque is distributed and transmitted from the carrier 3c. In the collinear diagram, the differential mechanism 3 has a ring gear 3r located on one of the left and right sides as a fixed element and a sun gear 3s located on the other of the left and right sides as an input element. The differential mechanism 3 functions as a reduction mechanism because the carrier 3c located at .vertline. As a result, the combined drive torque of the engine 1 and the drive torque of the motor 2 are amplified by the differential mechanism 3 and transmitted to the rear wheels 7 and the front wheels 10 . That is, it becomes a four-wheel drive state. In this case, since the differential mechanism 3 does not perform a differential action, the rear wheels 7 and the front wheels 10 are directly connected. Therefore, even if one of the rear wheels 7 and the front wheels 10 spins due to a slip or derailment, the torque can be transmitted to the other wheel, so that the rough road running performance is not impaired. do not have.

According to the above-described four-wheel drive system of the present invention, so-called EV running, which is a two-wheel drive state using the motor 2 as a driving force source, is possible. You can get driving power. In addition to this, the driving torques of the engine 1 and the motor 2 are synthesized and input to the differential mechanism 3, and the driving force is output from the differential mechanism 3 to both the rear wheels 7 and the front wheels 10 to achieve a four-wheel drive state. can be set. Even in this case, the differential mechanism 3 can function as a speed reduction mechanism to amplify the driving force, and the differential mechanism 3 is in a limited differential state. It is possible to reliably transmit the driving force, and as a result, it is possible to improve the running performance on rough roads. Such diversification of running modes and improvement of running performance on rough roads can be achieved by changing the connection relationship between the differential mechanism 3 and the driving force sources 1 and 2 and the drive wheels 7 and 10. By reducing the number of constituent members as much as possible, the size and weight of the entire configuration of the four-wheel drive system can be reduced.

The present invention maintains the basic configuration and is implemented by changing the configuration and arrangement of the connecting portions 13, 14, 15 and 16, or the arrangement of the chain mechanism (transmission mechanism) 12, etc. from the above-described specific example. It is possible, and an example is described below. In the example described below, the rear wheel 7, the front wheel 10, and the front and rear final reduction gears 6 and 11 have the same configurations as in the above-described specific example, so their description and illustration are omitted.

The example shown in FIG. 3 is an example in which, in addition to the configuration shown in FIG. The fourth connecting portion 18 is essentially an engagement mechanism that connects at least two of the three rotating elements that make up the differential mechanism 3. In the example shown in FIG. The fourth connecting portion 18 is configured by a friction engagement mechanism that selectively connects the carrier 3c and the ring gear 3r.

When the fixed connecting portion 16 is engaged, the differential mechanism 3 functions as a deceleration mechanism as described above, and in the case of EV traveling, which is the first traveling mode, the drive torque output by the motor 2 is transferred to the differential mechanism. 3 and output to the front wheels 10. On the other hand, if the fourth connecting portion 18 is provided as shown in FIG. It can be turned and rotated. That is, the differential mechanism 3 functions as a simple connecting member without performing a deceleration action. In other words, the gear ratio by the differential mechanism 3 is in a state of "1". Therefore, in the example shown in FIG. 3, when two-wheel drive is performed using the motor 2 as a driving force source, a so-called high speed stage with a gear ratio of "1" and a low speed stage with a gear ratio greater than "1" can be set. As a result, with the configuration shown in FIG. 3, by switching the gear ratio according to the vehicle speed, the driving force is increased at low speeds and the electric power consumption (power consumption rate) is reduced by suppressing the motor rotation speed at high speeds. can be improved.

It should be noted that the fourth connecting portion 18 only needs to be configured to integrate the entire differential mechanism 3 by engaging with each other, so for example, as shown in FIG. It may be configured to be physically connected.

The example shown in FIG. 5 is an example in which the configuration of the fixing portion 17 is changed from the configuration shown in FIG. In the example shown in FIG. 1, the fixed part 17 is arranged in line with the ring gear 3r in the axial direction, and the sleeve 16b is arranged on the outer peripheral side thereof so as to be movable in the axial direction. In contrast, in the example shown in FIG. 5, a fixed portion 17 is provided on the outer peripheral side of the ring gear hub 16a, and spline teeth are formed on the inner surface of the fixed portion 17 (the surface facing the ring gear 3r). Spline teeth are formed on both the inner peripheral surface and the outer peripheral surface of the sleeve 16b, and the sleeve 16b is inserted between the ring gear hub 16a and the fixed portion 17 so that the sleeve 16b is connected to the ring gear hub 16a and the fixed portion. 17 to connect the two, and the sleeve 16b slips out from between the ring gear hub 16a and the fixed portion 17 in the axial direction so that the sleeve 16b is disengaged from the ring gear hub 16a and the fixed portion 17 to connect the two. is configured to solve Therefore, in the configuration shown in FIG. 5, the number of parts arranged side by side in the axial direction is reduced, so that the overall axial length of the four-wheel drive device can be shortened.

In the example shown in FIG. 6, the arrangement positions of the second connecting portion 14 and the third connecting portion 15 are changed in the configuration shown in FIG. This is an example of In the example shown in FIG. 6, the input shaft 4 is connected to the engine 1, and between the end of the input shaft 4 on the rear output shaft 5 side and the rear output shaft 5, a frictional engagement mechanism is provided. A two-connector 14 is provided. Between the end of the input shaft 4 and the end of the rotor shaft 8 on the rear output shaft 5 side, a third connecting portion 15 as a friction engagement mechanism is provided. These second connecting portion 14 and third connecting portion 15 may be multi-plate clutches that operate by hydraulic pressure or electromagnetic force. In the example shown in FIG. is provided. In the case of such a configuration, the clutch drum of the third connecting portion 15 can be shared as the clutch hub of the second connecting portion 14, so the number of parts can be reduced. In addition, in the configuration shown in FIG. 6, the motor 2, the differential mechanism 3 and the chain mechanism 12 are arranged on the engine 1 side ( Since it can be arranged on the front side of the vehicle, the front output shaft 9 can be shortened.

The example shown in FIG. 7 is an example in which a fifth connecting portion 19 for selectively connecting the carrier 3c as an output element and the chain mechanism (transmission mechanism) 12 is added to the configuration shown in FIG. be. The fifth connecting portion 19 includes a drive-side hub 19a integrated with the carrier 3c, a driven-side hub 19b integrated with the drive sprocket 12a in the chain mechanism 12, and axially moving on the outer peripheral sides of these hubs 19a and 19b. Thus, it has a sleeve 19c that switches between a released state in which only one hub 19a (or 19b) is engaged and an engaged state in which both hubs 19a and 19b are engaged.

With the configuration shown in FIG. 7, the front wheels 10 can be separated from the differential mechanism 3, so that the rear wheels can be driven in the case of EV running in which the motor 2 is used as the driving force source. Also, if the fifth connecting portion 19 is engaged, the configuration becomes the same as that shown in FIG. , the four-wheel drive state for outputting to the rear wheels 7 and the front wheels 10 can be set.

FIG. 7A shows a rear-wheel drive state in which the motor 2 is used as a driving force source, and the first and second connecting portions 13 and 14 and the fixed connecting portion 16 are engaged with each other. In addition, the third connecting portion 15 and the fifth connecting portion 19 are released. Therefore, since the differential mechanism 3 and the ring gear 3r are fixed and the torque of the motor 2 is input to the sun gear 3s, the differential mechanism 3 serves as a speed reduction mechanism using the carrier 3c as an output element. Since the carrier 3c is connected to the rear output shaft 5 by the first connecting portion 13, the torque of the motor 2 is amplified by the differential mechanism 3 and output to the rear output shaft 5, thereby establishing the rear wheel driving state.

FIG. 7B shows a four-wheel drive state in which both the engine 1 and the motor 2 are used as driving force sources. In this case, the first and second links 13 and 14 as well as the fixed link 16 are engaged and the third link 15 is released and additionally the fifth link 19 is engaged. This state is the same as the state shown in FIG. Output to both front wheels 10 . Even in this case, since the differential mechanism 3 does not perform a differential action, the driving force can be reliably transmitted to the rear wheels 7 and the front wheels 10 .

The example shown in FIG. 8 is an example in which a fourth connecting portion 18 that integrates the entire differential mechanism 3 is added to the configuration shown in FIG. In other words, in the configuration shown in FIG. 3 described above, this is an example in which a fifth connecting portion 19 is provided between the carrier 3c and the drive sprocket 12a for selectively connecting the two. In the configuration shown in FIG. 3 described above, when traveling using the motor 2 as a driving force source, the fixed connection portion 16 is engaged to cause the differential mechanism 3 to function as a speed reduction mechanism, a so-called low speed stage or low mode, and the fixed connection portion 16 is released and the fourth connecting portion 18 is engaged so that the entire differential mechanism 3 is integrated and rotated, which is a so-called high speed stage or high mode. On the other hand, in the configuration shown in FIG. 8, a two-wheel drive state in which the rear wheels 7 are driven using the motor 2 as a driving force source is possible. It is possible to selectively set the rear-wheel drive state and the rear-wheel drive state in the high speed stage or high mode. FIG. 8 shows the rear-wheel drive state in the latter high-speed stage or high mode, in which the first connecting portion 13, the second connecting portion 14, and the fourth connecting portion 18 are engaged, and the third connecting portion 15 is engaged. and the fixed connection 16 and the fifth connection 19 are released.

The example shown in FIG. 9 is an example in which the fourth connecting portion 18 and the fixed connecting portion 16 in the configuration shown in FIG. 8 are configured to be switched by one actuator. Specifically, the ring gear hub 16a and the fixed portion 17 are arranged side by side with a predetermined interval in the axial direction, and the second carrier hub 18a is arranged between the ring gear hub 16a and the fixed portion 17, and The second carrier hub 18a is integrated with the carrier 3c of the differential mechanism 3. As shown in FIG. The sleeve 16b of the fixed coupling portion 16 is configured to move axially between a position in which it meshes with the second carrier hub 18a and a position in which it meshes with the fixed portion 17. As shown in FIG. A second sleeve 16c that is always in mesh with the ring gear hub 16a is integrated with the sleeve 16b. These sleeves 16b and 16c are configured to move back and forth in the axial direction by one actuator (not shown), and when moved rightward as shown in FIG. It meshes with the carrier hub 18a, so that the ring gear 3r and the carrier 3c are connected and the whole differential mechanism 3 is integrated. Further, when the sleeve 16b is moved leftward as shown in FIG. 9B, the sleeve 16b meshes with the fixing portion 17 to fix the ring gear 3r.

Therefore, in the configuration shown in FIG. 9, since the fixed connection portion 16 and the fourth connection portion 18 share a part of their constituent members, not only the configuration of these connection portions 16 and 18 but also the four-wheel drive system can be achieved. The configuration of the device as a whole can be miniaturized.

The example shown in FIG. 10 is an example in which part of the constituent members of the first connecting portion 13 and the fifth connecting portion 19 are shared among the configurations shown in FIG. 9 to reduce the size. Specifically, the chain mechanism 12, which is a transmission mechanism, is arranged closer to the rear output shaft 5 than the input hub 13b. is placed on the opposite side. The sleeve 13c of the first connecting portion 13 has a length that meshes with the carrier hub 13a, the input hub 13b, and the driven hub 19b at the same time. It is configured to move to at least two positions, one of which is engaged with the other. Therefore, the carrier hub 13a of the first connecting portion 13 also serves as the drive-side hub 19a of the fifth connecting portion 19, and the sleeve 13c also serves as the sleeve 19c of the fifth connecting portion 19. As shown in FIG. By moving the sleeve 13c in the axial direction by an actuator (not shown), switching between engagement and release of the fifth coupling portion 19, that is, switching between coupling and release of the chain mechanism 12 with respect to the carrier 3c and the input shaft 4 is performed. can be done so that the actuator is shared by the first link 13 and the fifth link 19 .

FIG. 10A shows an EV mode in which the motor 2 is used as a driving force source to drive the rear wheels 7, and the differential mechanism 3 is integrated into a so-called high-speed stage (high mode) two-wheel drive state. is shown. That is, the first connecting portion 13, the second connecting portion 14 and the fourth connecting portion 18 are engaged, and the third connecting portion 15 and the fixed connecting portion 16 are released. Therefore, the differential mechanism 3 is integrated as a whole by connecting the ring gear 3r and the carrier 3c, and the driving torque is input from the motor 2 to the differential mechanism 3. As shown in FIG. Since the carrier 3c of the differential mechanism 3 is connected to the input shaft 4 and the rear output shaft 5 by the first connecting portion 13, the output torque of the motor 2 is transmitted from the rear output shaft 5 to the rear wheels 7, A two-wheel drive state is established in which the rear wheels 7 are used as driving wheels.

FIG. 10B shows the EV mode two-wheel drive state in a so-called low speed stage (low mode), in which the fixed coupling portion 16 is engaged and the ring gear 3r is fixed. Otherwise, the state is the same as that shown in FIG. 10(A). In this two-wheel drive state, the differential mechanism 3 interposed between the motor 2 and the rear output shaft 5 (rear wheels 7) functions as a reduction mechanism, so that the drive torque output by the motor 2 is transferred to the differential mechanism 3. and output from the rear output shaft 5 to the rear wheels 7 . As a result, the driving force can be increased compared to the state where the high speed stage (high mode) is set.

(C) of FIG. 10 combines the driving torques output from the engine 1 and the motor 2 and inputs them to the differential mechanism 3, and the differential mechanism 3 functions as a reduction mechanism. A four-wheel drive state in a so-called low mode in which driving force is transmitted to the wheels 7 and the front wheels 10 is shown. In this driving state, in addition to the first connecting portion 13, the third connecting portion 15 and the fifth connecting portion 19, the fixed connecting portion 16 is engaged, and the fourth connecting portion 18 is released. Therefore, the driving torque output by the engine 1 is input to the sun gear 3 s together with the driving torque of the motor 2 . Since the differential mechanism 3 functions as a reduction mechanism with the ring gear 3r fixed thereto, the drive torque input to the sun gear 3s is amplified and output from the carrier 3c. Since the carrier 3c is connected to the rear wheel 7 and the front wheel 10 by engaging the first connecting portion 13 and the fifth connecting portion 19, the driving force output from the carrier 3c is The power is transmitted to the rear wheels 7 and the front wheels 10 to set the four-wheel drive state. As a result, in addition to the engine 1 and the motor 2 serving as driving force sources, the differential mechanism 3 functions as a deceleration mechanism, so that the driving force of the vehicle as a whole is increased, and the front and rear four wheels are driven. becomes a driving wheel, so it is possible to run with excellent running performance on rough roads.

Although the examples in which the present invention is carried out have been described above, the present invention is of course not limited to the specific examples described above, and the specific configurations of the respective connecting portions may be appropriately replaced, and the motor , the transmission mechanism, or the arrangement or arrangement of the differential mechanism may be changed as appropriate. For example, the differential mechanism 3 may be configured by a double pinion type planetary gear mechanism instead of the so-called single pinion type planetary gear mechanism described above.

Here, the present invention described as the above-mentioned specific examples is listed as follows.

In addition to the configuration described in the claims, a fourth connection that connects at least two rotating elements in the differential mechanism to integrate the entire differential mechanism in a state where the fixed connection is released. A vehicle four-wheel drive system further comprising: With such a configuration, it is possible to set a so-called high-speed stage or high mode in which the differential mechanism outputs torque without increasing or decreasing it, thereby reducing the rotational speed of the driving force source. Along with this, it is possible to improve the energy efficiency called the fuel consumption of the driving force source and the electricity consumption.

A vehicle four-wheel drive device in which an input member is constituted by an input shaft to which power is input from a first driving force source such as an engine, and a differential mechanism is arranged on the same axis as the input shaft.

A vehicle four-wheel drive device in which a fixed portion and a fixed connecting portion are arranged on the outer peripheral side of a differential mechanism. With such a configuration, the number of members arranged side by side in the axial direction is reduced, so the axial length, which is the length in the axial direction, can be shortened.

The vehicle four-wheel drive device, wherein the fourth connecting portion is configured by a frictional engagement mechanism.

The vehicle four-wheel drive device, wherein the fourth connecting portion is configured to selectively connect the input element and the output element. With such a configuration, when the entire differential mechanism is integrated, the torque that is input to the differential mechanism is output via the fourth connecting portion, so the torque applied to the differential mechanism is reduced. As a result, the differential mechanism can be miniaturized.

The first connecting portion and the differential mechanism are arranged on the same axis as the first driving force source, and the first connecting portion is arranged on the opposite side of the first driving force source across the differential mechanism. Four-wheel drive system for vehicles.

The second connecting portion, the third connecting portion and the differential mechanism are arranged on the same axis as the first driving force source, and the second connecting portion and the third connecting portion form the first driving force across the differential mechanism. A four-wheel drive system for a vehicle located opposite the source.

The fourth connecting portion and the differential mechanism are arranged on the same axis as the first driving force source, and the fourth connecting portion is arranged on the opposite side of the first driving force source across the differential mechanism. Four-wheel drive system for vehicles.

A four-wheel drive device for a vehicle, further comprising a transmission mechanism that connects an output element and a second output member in the differential mechanism.

The transmission mechanism further includes a fifth connecting portion that selectively connects the driving side member and the output element, and the driving side member, the output element and the fifth connecting portion are arranged on the same axis as the first driving force source. In addition, the transmission mechanism is arranged closer to the first driving force source than the fifth connecting portion. With such a configuration, the transmission mechanism is arranged on the front side of the vehicle, so the axial length of the second output member such as the front output shaft can be shortened.

The second connecting portion, the third connecting portion, the second driving force source, and the drive-side member of the transmission mechanism are arranged on the same axis as the first driving force source, and the second connecting portion and the third connecting portion are: A vehicle four-wheel drive device arranged closer to a first driving force source than a second driving force source and a transmission mechanism.

A fifth connecting portion for selectively separating the output element and the second output member is further provided, and in a state where the output element and the second output member are separated, the driving torque output by the second driving force source is applied to the first output member. A four-wheel drive device for a vehicle configured to be able to run on the first drive wheels by transmitting to the first drive wheels. With such a configuration, the differential mechanism functions as a reduction mechanism, and the output torque of the second driving force source can be amplified and transmitted to the first driving wheels, increasing the driving force.

The vehicle is provided with first to fifth connecting portions, the first connecting portion and the fourth connecting portion are in the engaged state, the fifth connecting portion is in the disengaged state, and the second driving force source is driven to travel. Four-wheel drive system for vehicles that can set modes. With such a configuration, when the first drive wheels are driven by the second driving force source to run, the differential mechanism does not function as a speed reduction mechanism and torque does not increase or decrease. It is possible to suppress an increase in the number of revolutions of the two driving force sources.

A four-wheel drive device for a vehicle, in which any two connecting portions are arranged in an axial direction and adjacent to each other, and a part of constituent members of the two connecting portions are shared by the two connecting portions. With such a configuration, it is possible to reduce the number of constituent members of the four-wheel drive system as a whole, thereby miniaturizing the system.

1 engine (first driving force source)
2 motor (second driving force source)
3 differential mechanism 3c carrier 3p pinion gear 3r ring gear 3s sun gear 4 input shaft 5 rear output shaft 7 rear wheel (first driving wheel)
9 front output shaft 10 front wheel (second drive wheel)
12 Chain mechanism (transmission mechanism)
13 First connecting portion 13a Carrier hub 13b Input hub 13c Sleeve 14 Second connecting portion 14a Driving side hub 14b Driven side hub 14c Sleeve 15 Third connecting portion 15a Rotor hub 15b Sleeve 16 Fixed connecting portion 16a Ring gear hub 16b Sleeve 16c Second sleeve 17 Fixing Part 18 Fourth Connection Part 18a Carrier Hub 19 Fifth Connection Part 19a Driving Side Hub 19b Driven Side Hub 19c Sleeve

Claims (1)

A first driving force source, a second driving force source, a first driving wheel capable of transmitting driving force from the first driving force source, and a second driving wheel capable of transmitting driving force from the second driving force source In a vehicle four-wheel drive system comprising
an input member;
a first output member connected to the input member and configured to output drive torque to the first drive wheel;
An input element to which torque is transmitted from the second driving force source, a fixed element selectively connected to a predetermined fixed portion to stop rotation, and the input element in a state where the fixed element is connected to the fixed portion a differential mechanism comprising at least three rotating elements of the output element that rotates at a reduced speed with respect to the
a second output member that outputs the driving force transmitted from the output element to the second drive wheel;
a first connection that engages to connect the input member and the output element and that disengages to disconnect the input member and the output element;
a second connecting portion that connects the first driving force source and the input member by engaging and disconnects the first driving force source and the input member by disengaging;
a third connecting portion that connects the first driving force source and the input element by engaging and disconnects the first driving force source and the input element by disengaging;
a locking connection that engages to connect the locking element to the locking part and releases to disconnect the locking element and the locking part;
Engaging the second coupling portion, releasing the first coupling portion and the third coupling portion, and engaging the fixed coupling portion to drive the first driving wheel with the first driving force source or a first traveling mode in which the second drive wheel is driven by the second driving force source, the second coupling portion is released, the first coupling portion and the third coupling portion are engaged, and and setting a second running mode in which the fixed connecting portion is engaged to drive the first driving wheel and the second driving force source by the first driving force source and the second driving force source. A vehicle four-wheel drive device characterized by:

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