JP2024013470A - Vehicle driving device - Google Patents

Abstract

To provide a vehicle driving device using an electromagnetic clutch unit, which can select, as power sources for driving wheels, three patterns of only an engine, only an electric motor and both of the engine and the electric motor.SOLUTION: A vehicle driving device 1 comprises: a first electromagnetic clutch unit 11a that can switch between a connection state where rotation is transmitted from an engine 2 to a rotation transmission shaft 16 and an idling state where the transmission of the rotation from the engine 2 to the rotation transmission shaft 16 is interrupted, by switching energization/non-energization states; and a second electromagnetic clutch unit 11b that can switch between a connection state where rotation is transmitted from an electric motor 10 to the rotation transmission shaft 16 and an idling state where the transmission of the rotation from the electric motor 10 to the rotation transmission shaft 16 is interrupted, by switching the energization/non-energization states.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle drive device using an electromagnetic clutch unit.

As a vehicle drive device using an electromagnetic clutch unit, the one disclosed in Patent Document 1 is known. This vehicle drive device has a front rotation transmission path that transmits engine rotation to a pair of left and right front wheels, and a rear rotation transmission path that transmits engine rotation to a pair of left and right rear wheels. The path includes an electromagnetic clutch unit that can be switched between a connected state and an idle state by switching between energization and de-energization.

The vehicle drive device of Patent Document 1 can switch between four-wheel drive and two-wheel drive by switching between energization and de-energization of the electromagnetic clutch unit. That is, the vehicle drive device of Patent Document 1 transmits the engine rotation to the wheels through both the front side rotation transmission path and the rear side rotation transmission path by energizing the electromagnetic clutch unit, and transmits the rotation of the engine to the wheels through both the front side rotation transmission path and the rear side rotation transmission path. It is possible to create a four-wheel drive state in which all rear wheels of the vehicle are driven. On the other hand, by cutting off the power to the electromagnetic clutch unit, engine rotation is transmitted to the wheels only through the rear rotation transmission path of the front rotation transmission path and the rear rotation transmission path, and only the pair of left and right rear wheels is transmitted. The vehicle can be in a two-wheel drive state.

Japanese Patent Application Publication No. 2003-118418

The vehicle drive device disclosed in Patent Document 1 uses only the engine as a power source to drive the wheels, and therefore has a high burden on the environment.

Here, in the vehicle drive device of Patent Document 1 using an electromagnetic clutch unit, the inventor of the present application has proposed that only the engine, only the electric motor, or both the engine and the electric motor (i.e., the engine and the electric motor) be used as the power source for driving the wheels. We focused on the point that if it were possible to select from three patterns (in which power is assisted by an electric motor), it would be possible to improve the fuel efficiency of the vehicle and reduce the burden on the environment.

The problem to be solved by this invention is that in a vehicle drive system using an electromagnetic clutch unit, three patterns can be selected as the power source for driving the wheels: only the engine, only the electric motor, and both the engine and the electric motor. It is to be.

In order to solve the above problems, the present invention provides a vehicle drive device having the following configuration.
[Configuration 1]
engine and
electric motor and
a rotation transmission shaft that forms part of a rotation transmission path that transmits rotation to the wheels;
a first electromagnetic element capable of switching between a connected state in which rotation is transmitted from the engine to the rotation transmission shaft and an idling state in which transmission of rotation from the engine to the rotation transmission shaft is interrupted by switching between energization and de-energization; clutch unit and
A second motor capable of switching between a connected state in which rotation is transmitted from the electric motor to the rotation transmission shaft and an idling state in which transmission of rotation from the electric motor to the rotation transmission shaft is interrupted by switching between energization and de-energization. A vehicle drive device having an electromagnetic clutch unit.

In this way, by bringing the first electromagnetic clutch unit into the connected state and putting the second electromagnetic clutch unit into the idling state, it is possible to drive the wheels using only the engine as a power source. Moreover, by setting the first electromagnetic clutch unit in an idle state and setting the second electromagnetic clutch unit in a connected state, the wheels can be driven using only the electric motor as a power source. Furthermore, by connecting the first electromagnetic clutch unit and also connecting the second electromagnetic clutch unit, the wheels are driven using both the engine and the electric motor as power sources (that is, the engine power is used as the electric motor). motor assist).

[Configuration 2]
a front side rotation transmission path that transmits the rotation of the engine to a pair of left and right front wheels;
a rear rotation transmission path that transmits the rotation of the engine to a pair of left and right rear wheels;
The vehicle drive device according to configuration 1, wherein the rotation transmission path is the front side rotation transmission path.

In this way, by switching between energization and de-energization of the first electromagnetic clutch unit and the second electromagnetic clutch unit, four-wheel drive by the engine, four-wheel drive with additional rear wheel assistance by the electric motor, and four-wheel drive by the engine. There are four options to choose from: two-wheel drive for the rear wheels, and two-wheel drive for the front wheels using an electric motor.

That is, by bringing the first electromagnetic clutch unit into the connected state and the second electromagnetic clutch unit into the idling state, engine rotation is transmitted to the front wheels through the front side rotation transmission path, and engine rotation is transmitted to the rear wheels. The rotation is transmitted to the pair of left and right rear wheels through the side rotation transmission path, resulting in four-wheel drive by the engine. In addition, by connecting both the first electromagnetic clutch unit and the second electromagnetic clutch unit, the assist force of the electric motor is transmitted to the pair of left and right front wheels through the front side rotation transmission path, and the assist force of the electric motor is transmitted to the pair of left and right front wheels. It can be set to four-wheel drive with additional assist. In addition, by idling both the first electromagnetic clutch unit and the second electromagnetic clutch unit, engine rotation is transmitted to the pair of left and right rear wheels through the rear side rotation transmission path, and the rotation of the engine is transmitted to the left and right rear wheels. It can be in wheel drive mode. Furthermore, by idling the first electromagnetic clutch unit and connecting the second electromagnetic clutch unit, the rotation of the electric motor is transmitted to the pair of left and right front wheels through the front side rotation transmission path. The front wheels can be driven in two-wheel drive mode.

[Configuration 3]
The vehicle drive device according to configuration 1 or 2, wherein the first electromagnetic clutch unit and the second electromagnetic clutch unit are arranged in series along the rotation transmission shaft.

In this way, the space around the rotation transmission shaft can be used efficiently, and the vehicle drive device can be housed compactly.

[Configuration 4]
The first electromagnetic clutch unit includes a first inner ring that is prevented from rotating around the outer periphery of the rotation transmission shaft, a first outer ring to which the rotation of the engine is input, an outer periphery of the first inner ring, and a first inner ring that is fixed to the outer periphery of the rotation transmission shaft. An engaging element incorporated between the inner periphery of the first outer ring, an annular first electromagnet surrounding the rotation transmission shaft, and switching between energization and de-energization of the first electromagnet, An engaged state in which the engaging element is engaged between the inner ring and the first outer ring, and an engagement state in which the engaging element is disengaged between the first inner ring and the first outer ring. The vehicle drive device according to configuration 3, further comprising a first switch mechanism capable of switching between a release state and a release state.

[Configuration 5]
The second electromagnetic clutch unit includes a second inner ring that is prevented from rotating around the outer periphery of the rotation transmission shaft, a second outer ring to which the rotation of the electric motor is input, an outer periphery of the second inner ring, and a second inner ring that is fixed to the outer periphery of the rotation transmission shaft. The second An engaged state in which the engaging element is engaged between the inner ring and the second outer ring, and an engagement state in which the engaging element is disengaged between the second inner ring and the second outer ring. The vehicle drive device according to configuration 3 or 4, further comprising a second switch mechanism capable of switching between the release state and the release state.

[Configuration 6]
The electric motor is arranged parallel to the rotation transmission shaft at intervals in a direction perpendicular to the axis,
The vehicle drive device according to configuration 5, wherein the electric motor and the second outer ring are connected via a parallel shaft gear.

In this way, it becomes possible to make the layout of the first electromagnetic clutch unit, the second electromagnetic clutch unit, and the electric motor more compact in the axial direction.

[Configuration 7]
The electric motor is a hollow motor surrounding the rotation transmission shaft,
The vehicle drive device according to configuration 5, wherein the electric motor and the second outer ring are connected via a hollow reduction gear that surrounds the rotation transmission shaft.

In this way, it becomes possible to make the layout of the first electromagnetic clutch unit, the second electromagnetic clutch unit, and the electric motor more compact in the axis-perpendicular direction.

The vehicle drive device of the present invention can drive the wheels using only the engine as a power source by keeping the first electromagnetic clutch unit in the connected state and the second electromagnetic clutch unit in the idling state. Moreover, by setting the first electromagnetic clutch unit in an idle state and setting the second electromagnetic clutch unit in a connected state, the wheels can be driven using only the electric motor as a power source. Furthermore, by connecting the first electromagnetic clutch unit and also connecting the second electromagnetic clutch unit, the wheels are driven using both the engine and the electric motor as power sources (that is, the engine power is used as the electric motor). motor assist). In this way, it is possible to select three patterns as the power source for driving the wheels: only the engine, only the electric motor, and both the engine and the electric motor.

A diagram schematically showing an off-road vehicle using a vehicle drive device according to a first embodiment of the present invention. A sectional view showing the vicinity of the first electromagnetic clutch unit and the second electromagnetic clutch unit of the vehicle drive system in FIG. 1 in an enlarged manner. A sectional view showing an enlarged view of the vicinity of the first electromagnetic clutch unit in FIG. 2 A sectional view showing an enlarged view of the vicinity of the first switch mechanism in FIG. 3 Cross-sectional view along line V-V in Figure 4 A sectional view showing an enlarged view of the vicinity of the second electromagnetic clutch unit in FIG. 2 A sectional view showing an enlarged view of the vicinity of the second switch mechanism in FIG. 6 A diagram showing a second embodiment of the invention corresponding to FIG. 2

FIG. 1 schematically shows a vehicle using a vehicle drive device 1 according to a first embodiment of the present invention. This vehicle is an all terrain vehicle (so-called ATV) that travels on rough terrain (unpaved roads) such as rough ground, grassland, sandy ground, and compacted snow ground.

The vehicle drive device 1 includes an engine 2, a transmission 3 that changes speed and outputs the rotation of the engine 2, a front propeller shaft 4 extending from the transmission 3 toward the front of the vehicle, and a rear propeller shaft 5 extending from the transmission 3 toward the rear of the vehicle. A front final gear device 7 decelerates and transmits the rotation of the engine 2 output from the transmission 3 to the front propeller shaft 4 to a pair of left and right front drive shafts 6; It includes a rear final gear device 9 that reduces and transmits rotation to a pair of left and right rear drive shafts 8, an electric motor 10, a first electromagnetic clutch unit 11a, and a second electromagnetic clutch unit 11b.

Left and right front wheels 12 are connected to the left and right front drive shafts 6, respectively. Furthermore, left and right rear wheels 13 are connected to the left and right rear drive shafts 8, respectively. The front final gear device 7 includes a differential mechanism (Fig. (not shown) is built-in. Similarly, the rear final gear device 9 is also equipped with a differential that distributes the rotation of the rear propeller shaft 5 to the left and right rear drive shafts 8 so that the left and right rear drive shafts 8 rotate at a rotation speed corresponding to their respective rotational loads. A mechanism (not shown) is built-in. The rear final gear device 9 can also be configured so that the left and right rear drive shafts 8 always rotate at the same rotation speed without incorporating a differential mechanism. The same applies to the front final gear device 7.

The front propeller shaft 4, the front final gear device 7, and the front drive shaft 6 constitute a front side rotation transmission path 14 that transmits the rotation of the engine 2 to the pair of left and right front wheels 12. Further, the rear propeller shaft 5, the rear final gear device 9, and the rear drive shaft 8 constitute a rear side rotation transmission path 15 that transmits the rotation of the engine 2 to the pair of left and right rear wheels 13. A rotation transmission shaft 16 (see FIG. 2) that constitutes a part of the front rotation transmission path 14 is installed between the front propeller shaft 4 and the front final gear device 7. The electric motor 10, the first electromagnetic clutch unit 11a, and the second electromagnetic clutch unit 11b are provided in the middle of the front side rotation transmission path 14.

As shown in FIG. 2, the rotation transmission shaft 16 includes a first shaft 16a extending in the longitudinal direction of the vehicle, and a second shaft 16b connected to the front end of the first shaft 16a. The front end of the first shaft 16a and the rear end of the second shaft 16b are spline-fitted.

The first electromagnetic clutch unit 11a and the second electromagnetic clutch unit 11b are arranged in series along the rotation transmission shaft 16, one after the other. The first electromagnetic clutch unit 11a is formed in an annular shape surrounding the first shaft 16a, and the second electromagnetic clutch unit 11b is also formed in an annular shape surrounding the second shaft 16b.

The first electromagnetic clutch unit 11a and the second electromagnetic clutch unit 11b are housed in a cylindrical clutch case 17 centered around the rotation transmission shaft 16. The clutch case 17 includes a first case 17a that accommodates the first electromagnetic clutch unit 11a, and a second case 17b that accommodates the second electromagnetic clutch unit 11b. The second case 17b is connected and fixed to the first case 17a.

Of the first shaft 16a and second shaft 16b constituting the rotation transmission shaft 16, the first shaft 16a is rotatably supported by a rolling bearing 18a attached to the first case 17a, and the second shaft 16b is rotatably supported by a rolling bearing 18b attached to the second case 17b. A pinion gear 20 that meshes with the ring gear 19 of the front final gear device 7 is integrally provided in a portion of the second shaft 16b that projects forward from the second case 17b.

The electric motor 10 is arranged parallel to the rotation transmission shaft 16 at intervals in the direction perpendicular to the axis. A reducer 21 is attached to the electric motor 10 to reduce the rotation speed of the electric motor 10 and output the reduced speed. The electric motor 10 and the reduction gear 21 are fixed to a clutch case 17 (second case 17b here). Parallel shaft gears 22 and 23 are provided between the reducer 21 and the second electromagnetic clutch unit 11b to transmit the rotation output from the reducer 21 to the second electromagnetic clutch unit 11b.

As shown in FIG. 3, the first electromagnetic clutch unit 11a includes a first inner ring 24a, a first outer ring 25a facing the radially outer side of the first inner ring 24a, and an outer circumference of the first inner ring 24a. A plurality of cam surfaces 26 (see FIG. 5) formed, a cylindrical surface 27 formed on the inner circumference of the first outer ring 25a, and an engager 28 incorporated between each cam surface 26 and the cylindrical surface 27. , an engaging element holder 29 that holds these engaging elements 28, an annular first electromagnet 30a surrounding the first shaft 16a, and an engaging element holder 29 by switching between energization and de-energization of the first electromagnet 30a. 29 in the circumferential direction.

The first inner ring 24a is spline-fitted to the outer periphery of the first shaft 16a. Due to this spline fitting, the first inner ring 24a is prevented from rotating around the outer periphery of the first shaft 16a so as to rotate together with the first shaft 16a. The first inner ring 24a may be formed integrally with the outer periphery of the first shaft 16a.

The outer periphery of the first outer ring 25a is rotatably supported by a rolling bearing 32 attached to the first case 17a. A rolling bearing 33 that rotatably supports the first inner ring 24a is mounted on the inner periphery of the first outer ring 25a.

As shown in FIG. 2, the rear end of the first outer ring 25a is spline-fitted to the front end of the front propeller shaft 4. As shown in FIG. Through this spline fitting, the first outer ring 25a is connected to the front propeller shaft 4 so as to rotate together with the front propeller shaft 4. The rotation of the engine 2 shown in FIG. 1 is input to the first outer ring 25a via the front propeller shaft 4.

As shown in FIG. 5, the cam surface 26 on the outer circumference of the first inner ring 24a is radially opposed to the cylindrical surface 27 on the inner circumference of the first outer ring 25a. A wedge space is formed between the cam surface 26 and the cylindrical surface 27, which becomes gradually narrower from the center in the circumferential direction toward both ends in the circumferential direction.

A plurality of pockets 34 (see FIG. 3) passing through the engager holder 29 in the radial direction are formed at intervals in the circumferential direction, and the engager 28 is accommodated in each pocket 34 . The engaging element 28 is a roller formed in a cylindrical shape. The engager holder 29 has an engagement position where the engager 28 is engaged between the cam surface 26 and the cylindrical surface 27 by moving the engager 28 in the circumferential direction from the circumferential center of the cam surface 26; 28 to the circumferential center of the cam surface 26 to disengage the engagement element 28 between the cam surface 26 and the cylindrical surface 27. It is supported so as to be movable in the circumferential direction.

As shown in FIG. 3, the first electromagnet 30a includes an annular field core 36 having a C-shaped cross section that opens in the axial direction toward the armature 35 of the first switch mechanism 31a, and is wound around the field core 36. and a solenoid coil 37. The field core 36 is fixed to the first case 17a so as not to move in either the axial direction or the circumferential direction. The first case 17a is provided with a wiring hole through which a lead wire 38 for supplying power to the solenoid coil 37 passes.

As shown in FIG. 4, the first switch mechanism 31a includes a disc-shaped armature 35 disposed axially opposite to the first electromagnet 30a, and an axial direction between the first electromagnet 30a and the armature 35. A rotor 39 disposed between opposing surfaces, an intermediate plate 40 that is movable relative to the armature 35 in the axial direction and is prevented from rotating by the armature 35 and is prevented from rotating by the engager holder 29, and an engager holder. and a centering spring 41 that elastically holds the container 29 in the disengaged position.

The armature 35 is supported movably in the axial direction on the outer cylindrical surface of the first inner ring 24a. A separation spring 42 is installed between the armature 35 and the rotor 39, which urges the armature 35 in a direction away from the rotor 39. A retaining ring 43 is attached to the outer periphery of the first inner ring 24a to restrict movement of the armature 35 in the axial direction away from the rotor 39.

The rotor 39 is rotatably supported by a rolling bearing 44 attached to the outer periphery of the first shaft 16a. The rotor 39 is connected to the first outer ring 25a via a cylindrical rotor guide 45, and when the first outer ring 25a rotates, the rotor 39 also rotates in accordance with the rotation of the first outer ring 25a. There is. Both the armature 35 and the rotor 39 are made of magnetic material (iron, silicon steel, etc.), and when the solenoid coil 37 is energized, a magnetic circuit passing through the field core 36, the rotor 39, and the armature 35 is formed, and the armature 35 is attracted to the rotor 39.

An engagement protrusion 47 that engages with an engagement recess 46 formed in the engaging element holder 29 is formed on the intermediate plate 40 . Due to the engagement between the engagement protrusion 47 and the engagement recess 46, the intermediate plate 40 is prevented from rotating by the engagement element holder 29. Furthermore, an axial protrusion 48 that extends axially toward the armature 35 is formed on the intermediate plate 40 . The armature 35 is formed with an axial hole 49 into which the axial protrusion 48 of the intermediate plate 40 is slidably inserted in the axial direction. The intermediate plate 40 is prevented from rotating by the armature 35 by engagement between the axial projection 48 and the axial hole 49 in a state that allows the armature 35 to move in the axial direction.

As shown in FIG. 5, the centering spring 41 includes a C-shaped annular portion 50 formed by winding a steel wire in a C-shape, and a pair of extension portions 51 extending radially outward from both ends of the C-shaped annular portion 50. and has. The C-shaped annular portion 50 is fitted into a circular spring accommodating recess 52 formed in the axial end surface of the first inner ring 24a. The pair of extensions 51 are inserted into radial grooves 53 formed in the axial end surface of the first inner ring 24a so as to penetrate radially outward from the spring housing recess 52.

The extending portion 51 of the centering spring 41 protrudes from the radial outer end of the radial groove 53, and the protruding portion of the extending portion 51 from the radial groove 53 is connected to the retainer formed in the engager retainer 29. It is inserted into the container groove 54. The radial groove 53 and the retainer groove 54 are formed to have the same circumferential width. The extending portion 51 of the centering spring 41 contacts the inner surface of the radial groove 53 and the inner surface of the retainer groove 54, and the engagement element retainer 29 is moved to the disengaged position by the circumferential force acting on the contact portions. It retains its elasticity.

The operation of the first switch mechanism 31a will be explained. When the first electromagnet 30a shown in FIG. 3 is energized, the armature 35 is attracted toward the first electromagnet 30a and comes into frictional contact with the rotor 39. In this state, when the first outer ring 25a is rotated, the rotor 39 connected to the first outer ring 25a via the rotor guide 45 also rotates, and the armature 35 in frictional contact with the rotor 39 also rotates. Here, since the armature 35 is prevented from rotating by the engager holder 29 via the intermediate plate 40, when the armature 35 rotates, the engager holder 29 also moves in the circumferential direction together with the armature 35. As a result, the engager retainer 29 shown in FIG. The engaged state is reached. At this time, the first electromagnetic clutch unit 11a shown in FIG. 1 is in a connected state to transmit rotation from the engine 2 to the rotation transmission shaft 16.

On the other hand, when the first electromagnet 30a shown in FIG. 3 is de-energized, the armature 35 is separated from the rotor 39 by the biasing force of the separation spring 42, and the frictional contact between the armature 35 and the rotor 39 is released. At this time, the engager retainer 29, which is prevented from rotating by the armature 35 via the intermediate plate 40, moves from the engaged position to the disengaged position by the elastic restoring force of the centering spring 41 shown in FIG. 26 and the cylindrical surface 27 is released from the engagement of the engager 28, resulting in a disengaged state. At this time, the first electromagnetic clutch unit 11a shown in FIG. 1 enters an idling state in which transmission of rotation from the engine 2 to the rotation transmission shaft 16 is interrupted.

6 and 7 show the second electromagnetic clutch unit 11b. The second electromagnetic clutch unit 11b has basically the same configuration as the first electromagnetic clutch unit 11a shown in FIGS. 3 and 4. Therefore, the parts corresponding to the first electromagnetic clutch unit 11a are given the same reference numerals or the reference numerals with the last alphabet a replaced with b, and the explanation thereof will be omitted.

As shown in FIG. 6, the second electromagnetic clutch unit 11b includes a second inner ring 24b, a second outer ring 25b facing the radially outer side of the second inner ring 24b, and an outer circumference of the second inner ring 24b. The plurality of cam surfaces 26 formed, the cylindrical surface 27 formed on the inner periphery of the second outer ring 25b, the engagers 28 incorporated between each cam surface 26 and the cylindrical surface 27, and their engagement. The engaging element holder 29 that holds the inlet 28, the annular second electromagnet 30b surrounding the second shaft 16b, and the engaging element holder 29 being moved in the circumferential direction by switching between energization and de-energization of the second electromagnet 30b. and a second switch mechanism 31b.

The second inner ring 24b is spline-fitted to the outer periphery of the second shaft 16b. Due to this spline fitting, the second inner ring 24b is prevented from rotating around the outer periphery of the second shaft 16b so as to rotate together with the second shaft 16b.

A gear 23 that constitutes parallel shaft gears 22 and 23 (see FIG. 2) is fixed to the outer periphery of the second outer ring 25b. As shown in FIG. 2, the second outer ring 25b is connected to the electric motor 10 via the reducer 21 and the parallel shaft gears 22, 23, so that the rotation of the electric motor 10 is controlled by the speed reducer 21, the parallel shaft gears 22, 23, 23 to the second outer ring 25b.

The second electromagnetic clutch unit 11b has a smaller transmittable rotational torque than the first electromagnetic clutch unit 11a (has a compact axial length). The engager 28 of the second electromagnetic clutch unit 11b has a shorter axial length than the engager 28 of the first electromagnetic clutch unit 11a. Further, the axial width dimension of the second electromagnet 30b is shorter than the axial width dimension of the first electromagnet 30a.

The operation of the second switch mechanism 31b will be explained. When the second electromagnet 30b shown in FIG. 6 is energized, the armature 35 is attracted toward the second electromagnet 30b and comes into frictional contact with the rotor 39. In this state, when the second outer ring 25b is rotated, the rotor 39 connected to the second outer ring 25b via the rotor guide 45 also rotates, and the armature 35 in frictional contact with the rotor 39 also rotates. Here, since the armature 35 is prevented from rotating by the engager retainer 29 via the intermediate plate 40 (see FIG. 7), when the armature 35 rotates, the engager retainer 29 also rotates in the circumferential direction together with the armature 35. Moving. As a result, the engager retainer 29 moves from the disengaged position to the engaged position against the elastic force of the centering spring 41 (see FIG. 5), and the engager holder 29 moves between the cam surface 26 and the cylindrical surface 27. is in an engaged state. At this time, the second electromagnetic clutch unit 11b shown in FIG. 1 is in a connected state in which rotation is transmitted from the electric motor 10 to the rotation transmission shaft 16.

On the other hand, when the second electromagnet 30b shown in FIG. 6 is de-energized, the armature 35 is separated from the rotor 39 by the biasing force of the separation spring 42, and the frictional contact between the armature 35 and the rotor 39 is released. At this time, the engager retainer 29, which is prevented from rotating by the armature 35 via the intermediate plate 40 (see FIG. 7), is moved from the engaged position to the disengaged position by the elastic restoring force of the centering spring 41 (see FIG. 5). , and enters a disengaged state where the engagement element 28 is disengaged between the cam surface 26 and the cylindrical surface 27. At this time, the second electromagnetic clutch unit 11b shown in FIG. 1 enters an idling state in which transmission of rotation from the electric motor 10 to the rotation transmission shaft 16 is interrupted.

This vehicle drive device 1 uses only the engine 2 shown in FIG. 1 as a power source by bringing the first electromagnetic clutch unit 11a shown in FIG. The front wheels 12 can be driven as follows. Further, by setting the first electromagnetic clutch unit 11a shown in FIG. 2 in an idling state and setting the second electromagnetic clutch unit 11b in a connected state, it is possible to drive the front wheels 12 using only the electric motor 10 as a power source. can. Furthermore, by bringing the first electromagnetic clutch unit 11a into a connected state and also bringing the second electromagnetic clutch unit 11b into a connected state, the front wheels 12 can be driven using both the engine 2 and the electric motor 10 shown in FIG. 1 as power sources. (that is, the power of the engine 2 is assisted by the electric motor 10). In this way, it is possible to select three patterns as the power source for driving the front wheels 12: only the engine 2, only the electric motor 10, and both the engine 2 and the electric motor 10.

Furthermore, as shown in FIG. 1, this vehicle drive device 1 includes a first electromagnetic clutch unit 11a, a second electromagnetic clutch unit 11b, and an electric motor 10 in the middle of the front rotation transmission path 14. By switching between energization and de-energization of the first electromagnetic clutch unit 11a and the second electromagnetic clutch unit 11b, four-wheel drive by the engine 2, four-wheel drive with additional assistance of the rear wheels 13 by the electric motor 10, and a four-wheel drive by the engine 2. It is possible to select four patterns: two-wheel drive for the rear wheels 13 by the electric motor 10, and two-wheel drive for the front wheels 12 by the electric motor 10.

That is, this vehicle drive device 1 transfers the rotation of the engine 2 through the front side rotation transmission path 14 by bringing the first electromagnetic clutch unit 11a into a connected state and by putting the second electromagnetic clutch unit 11b into an idling state. In addition to transmitting the rotation to the front wheels 12, the rotation of the engine 2 can be transmitted to the pair of left and right rear wheels 13 through the rear side rotation transmission path 15, so that the engine 2 can provide a four-wheel drive state. Furthermore, by connecting both the first electromagnetic clutch unit 11a and the second electromagnetic clutch unit 11b, the assist force of the electric motor 10 is transmitted to the pair of left and right front wheels 12 through the front side rotation transmission path 14, A four-wheel drive state can be achieved in which the rear wheels 13 are assisted by the electric motor 10. Further, by idling both the first electromagnetic clutch unit 11a and the second electromagnetic clutch unit 11b, the rotation of the engine 2 is transmitted to the pair of left and right rear wheels 13 through the rear side rotation transmission path 15, and the engine 2, the rear wheels 13 can be in a two-wheel drive state. Furthermore, by setting the first electromagnetic clutch unit 11a in an idling state and setting the second electromagnetic clutch unit 11b in a connected state, the rotation of the electric motor 10 is transmitted to the pair of left and right front wheels 12 through the front side rotation transmission path 14. The electric motor 10 can drive the front wheels 12 in two-wheel drive mode.

Moreover, as shown in FIG. 2, this vehicle drive device 1 has a first electromagnetic clutch unit 11a and a second electromagnetic clutch unit 11b arranged in series along the rotation transmission shaft 16, so that the rotation transmission shaft The space around 16 can be used efficiently and it is compact.

Further, in this vehicle drive device 1, the electric motor 10 is arranged parallel to the rotation transmission shaft 16 at intervals in the direction perpendicular to the axis, and the electric motor 10 and the second outer ring 25b are connected to the parallel shaft gear 22. , 23, the layout of the first electromagnetic clutch unit 11a, the second electromagnetic clutch unit 11b, and the electric motor 10 is compact in the axial direction.

FIG. 8 shows a second embodiment of the invention. The second embodiment differs from the first embodiment in the configuration and arrangement of the electric motor 10, and the other configurations are basically the same as the first embodiment. Therefore, the parts corresponding to the first embodiment are given the same reference numerals, and the description thereof will be omitted.

The first electromagnetic clutch unit 11a and the second electromagnetic clutch unit 11b are housed in a cylindrical clutch case 17 centered around the rotation transmission shaft 16. The clutch case 17 includes a first case 17a that accommodates the first electromagnetic clutch unit 11a, and a second case 17b that accommodates the second electromagnetic clutch unit 11b. The second case 17b is fixed to the first case 17a via the electric motor 10 and the hollow reducer 55. The electric motor 10 and the hollow reduction gear 55 are arranged axially sandwiched between the first electromagnetic clutch unit 11a and the second electromagnetic clutch unit 11b.

The electric motor 10 is a hollow motor surrounding a rotation transmission shaft 16. The electric motor 10 is connected to the second outer ring 25b of the second electromagnetic clutch unit 11b via a hollow reduction gear 55. The hollow reducer 55 is a reducer that reduces and outputs the rotation of the electric motor 10, and is formed hollow surrounding the rotation transmission shaft 16 like the electric motor 10. The hollow reducer 55 has a hollow cylindrical output shaft 56 that decelerates and outputs the rotation of the electric motor 10, and the output shaft 56 and the second outer ring 25b are spline-fitted.

Similarly to the first embodiment, the vehicle drive device 1 of the second embodiment also has the engine 2 (See FIG. 1) can drive the front wheels 12 using only the power source. Further, by setting the first electromagnetic clutch unit 11a in an idle state and setting the second electromagnetic clutch unit 11b in a connected state, the front wheels 12 can be driven using only the electric motor 10 as a power source. Furthermore, by bringing the first electromagnetic clutch unit 11a into a connected state and also bringing the second electromagnetic clutch unit 11b into a connected state, both the engine 2 (see FIG. 1) and the electric motor 10 are used as power sources to drive the front wheels (that is, the power of the engine 2 can be assisted by the electric motor 10).

Furthermore, in this vehicle drive device 1, the first electromagnetic clutch unit 11a and the second electromagnetic clutch unit 11b are arranged in series along the rotation transmission shaft 16, so that the space around the rotation transmission shaft 16 can be efficiently saved. It is compact and easy to use.

Further, this vehicle drive device 1 employs a configuration in which a hollow motor surrounding the rotation transmission shaft 16 is used as the electric motor 10, and the electric motor 10 and the second outer ring 25b are connected via a hollow reduction gear 55. Therefore, the layout of the first electromagnetic clutch unit 11a, the second electromagnetic clutch unit 11b, and the electric motor 10 is compact in the direction perpendicular to the axis.

In the above embodiment, the engager is installed between the outer circumference of the first inner ring 24a and the inner circumference of the first outer ring 25a (or between the outer circumference of the second inner ring 24b and the inner circumference of the second outer ring 25b). Although the description has been given using a roller as an example of the engaging element 28, it is also possible to use a ball or a sprag as the engaging element 28.

In the above embodiment, as the first switch mechanism 31a, the engager 28 is engaged between the cam surface 26 and the cylindrical surface 27 when the first electromagnet 30a is energized, and the engager 28 is engaged between the cam surface 26 and the cylindrical surface 27 when the first electromagnet 30a is not energized. 28, the clutch is configured to release the engagement between the cam surface 26 and the cylindrical surface 27 (that is, the first electromagnetic clutch unit 11a is an excitation actuated clutch that is engaged by energization). As the first switch mechanism 31a, the engaging element 28 is engaged between the cam surface 26 and the cylindrical surface 27 when the first electromagnet 30a is not energized, and the cam surface of the engaging element 28 is engaged between the cam surface 26 and the cylindrical surface 27 when the first electromagnet 30a is energized. 26 and the cylindrical surface 27 (that is, the first electromagnetic clutch unit 11a is a non-excitation-operated clutch that is engaged by releasing the energization). It's okay. The same applies to the second switch mechanism 31b.

In the above embodiment, the present invention is applied to an all-terrain vehicle (so-called ATV), but the present invention can also be applied to other types of vehicles such as a multi-purpose vehicle (Multi Purpose Vehicle, so-called MPV). It can be similarly applied to vehicles.

The embodiments disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is indicated by the claims rather than the above description, and it is intended that all changes within the meaning and range equivalent to the claims are included.

1 Vehicle drive device 2 Engine 10 Electric motor 11a First electromagnetic clutch unit 11b Second electromagnetic clutch unit 12 Front wheels (wheels)
13 Rear wheel 14 Front rotation transmission path 15 Rear rotation transmission path 16 Rotation transmission shafts 22, 23 Parallel shaft gear 24a First inner ring 24b Second inner ring 25a First outer ring 25b Second outer ring 28 Engagement element 30a 1 electromagnet 30b 2nd electromagnet 31a 1st switch mechanism 31b 2nd switch mechanism 55 Hollow reducer

Claims (7)

engine (2);
an electric motor (10);
a rotation transmission shaft (16) forming part of a rotation transmission path that transmits rotation to the wheels;
By switching between energization and de-energization, a connected state in which rotation is transmitted from the engine (2) to the rotation transmission shaft (16) and a connection state in which rotation is transmitted from the engine (2) to the rotation transmission shaft (16) are cut off. a first electromagnetic clutch unit (11a) capable of switching between a idling state and a idling state;
A connected state in which rotation is transmitted from the electric motor (10) to the rotation transmission shaft (16) by switching between energization and de-energization, and a connection state in which rotation is transmitted from the electric motor (10) to the rotation transmission shaft (16). A vehicle drive device comprising: a second electromagnetic clutch unit (11b) capable of switching between an idling state and a state where the idling state is interrupted; a front side rotation transmission path (14) that transmits the rotation of the engine (2) to a pair of left and right front wheels (12);
a rear rotation transmission path (15) that transmits the rotation of the engine (2) to a pair of left and right rear wheels (13);
The vehicle drive device according to claim 1, wherein the rotation transmission path is the front side rotation transmission path (14). The vehicle drive device according to claim 1 or 2, wherein the first electromagnetic clutch unit (11a) and the second electromagnetic clutch unit (11b) are arranged in series along the rotation transmission shaft (16). . The first electromagnetic clutch unit (11a) includes a first inner ring (24a) that is prevented from rotating around the outer periphery of the rotation transmission shaft (16), and a first outer ring to which the rotation of the engine (2) is input. (25a), an engager (28) incorporated between the outer periphery of the first inner ring (24a) and the inner periphery of the first outer ring (25a), and surrounding the rotation transmission shaft (16). By switching the annular first electromagnet (30a) and the first electromagnet (30a) between energization and de-energization, the space between the first inner ring (24a) and the first outer ring (25a) is An engaged state in which the engager (28) is engaged and an engagement state in which the engager (28) is disengaged between the first inner ring (24a) and the first outer ring (25a). The vehicle drive device according to claim 3, further comprising a first switch mechanism (31a) capable of switching between a released state and a released state. The second electromagnetic clutch unit (11b) includes a second inner ring (24b) that is prevented from rotating around the outer periphery of the rotation transmission shaft (16), and a second inner ring (24b) that is prevented from rotating around the outer periphery of the rotation transmission shaft (16), and a second inner ring that receives rotation of the electric motor (10). an outer ring (25b), an engager (28) incorporated between the outer periphery of the second inner ring (24b) and the inner periphery of the second outer ring (25b), and the rotation transmission shaft (16). A surrounding ring-shaped second electromagnet (30b) and switching between energization and de-energization of the second electromagnet (30b) create a gap between the second inner ring (24b) and the second outer ring (25b). An engaged state in which the engaging element (28) is engaged and an engagement state in which the engaging element (28) is disengaged between the second inner ring (24b) and the second outer ring (25b). The vehicle drive device according to claim 3, further comprising a second switch mechanism (31b) capable of switching between an on and off state. The electric motor (10) is arranged parallel to the rotation transmission shaft (16) at intervals in a direction perpendicular to the axis;
The vehicle drive system according to claim 5, wherein the electric motor (10) and the second outer ring (25b) are connected via parallel shaft gears (22, 23). The electric motor (10) is a hollow motor surrounding the rotation transmission shaft (16),
The vehicle drive device according to claim 5, wherein the electric motor (10) and the second outer ring (25b) are connected via a hollow reduction gear (55) surrounding the rotation transmission shaft (16).

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