JPH05305823A - Hybrid powered vehicle - Google Patents

Abstract

PURPOSE:To improve torque transfer efficiency at the time of motor driving by transmitting engine power to an output shaft by way of a transmission, outputting the engine speed to a differential gear, further installing a motor there, and outputting this engine speed to either of a case of the differential gear or a driving shaft. CONSTITUTION:When an engine 11 is driven, a rotation outputted out of a transmission 13 is transmitted to the engine via an output shaft 24, and this engine speed is reduced by a final reduction gear 25 consisting of a hypoid gear and a differential gear, and it is transmitted to both first and second driving shafts 18 and 19, rotating both wheels 20 and 21. In addition, a pair of first and second motors 34 and 35 are housed in both right and left spots of the differential gear, and supposing these motors are driven, it is transmitted to both the first and second driving shafts 18 and 19, thereby rotating the wheels 20 and 21. Thus, each rotation of these first and second motors 34, 35 is directly transmitted to the differential gear, so that torque transfer efficiency is well improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle.

[0002]

2. Description of the Related Art Conventionally, a vehicle generally shifts the rotation generated by operating an engine, which is a gasoline engine, through a transmission such as an automatic transmission or a manual transmission and transmits the rotation to driving wheels. There is. Since the gasoline engine burns a mixture of gasoline and air in a compressed state and converts the energy generated at this time into torque, not only noise accompanying combustion is generated, but also the environment is polluted by exhaust gas. Will end up.

On the other hand, there is provided an electric vehicle in which the engine is replaced with an electric motor, that is, a motor, and noise and exhaust gas are prevented from being generated. In this case, a vehicle is equipped with a motor and a battery, and the drive wheels are rotated by the motor to drive the vehicle. Therefore, almost no noise is generated when the vehicle runs, and no exhaust gas is generated.

However, in the case of an electric vehicle, the amount of electricity with which the battery can be charged is limited, and the cruising range becomes short. For this reason, there is provided a motor in which a motor is provided in the wheel to improve the torque transmission efficiency. However, the unsprung load increases correspondingly, and natural vibration occurs, resulting in poor riding comfort. Therefore,
Hybrid vehicles using both an engine and a motor are provided.

Various types of hybrid vehicles of this type are provided, in which an engine drives a generator to generate electric energy, and the motor is rotated by the electric energy.
It is classified into a series (series) type that transmits the rotation to the drive wheels (see Japanese Patent Laid-Open No. 62-104403) and a parallel type in which the drive wheels are directly rotated by an engine and a motor. The parallel type is a one-system type in which an engine drive system and a motor drive system are further connected (see Japanese Patent Laid-Open No. 56-132102, U.S. Pat. No. 4,533,011), It is classified into a two-system type in which the front wheels and the rear wheels are driven independently by an engine and a motor.

In the case of the series type, since the drive wheels are driven only by the motor, it cannot travel at a high speed over a long distance. Therefore, when traveling at a high speed over a long distance, a parallel hybrid vehicle is used. FIG. 2 is a schematic diagram of a conventional hybrid vehicle. In the figure, 11 is an engine, 12 is a motor, and 1
3 shifts the rotation of the engine 11 and the motor 12,
A transmission for outputting to the output shaft 14, a differential device 15 for differentially rotating the output shaft 14 and constituting a speed reducer, 18 and 19 for the first and second drive shafts, 20 and 21 for the first and second drive shafts. The wheel is rotated by two drive shafts 18 and 19.

[0007]

However, in the above-mentioned conventional hybrid vehicle, however, the motor 12 and the first, the downstream side of the motor 12 in the torque transmission system.
Since the transmission 13, the differential device 15 and the like are arranged between the second drive shafts 18 and 19, the friction loss of the support portion of the bearing and the gear loss ratio of the gear are large, and only the torque generated by the motor 12 is generated. As a result, the transmission efficiency of the torque when driving the traveling motor becomes low.

Particularly, in a front engine / rear drive (FR) type hybrid vehicle, a hypoid gear is arranged between the output shaft 14 and the differential device 15, so that the meshing loss ratio becomes particularly large and the torque is transmitted. The efficiency will be low. SUMMARY OF THE INVENTION It is an object of the present invention to solve the problems of the conventional hybrid vehicle and provide a hybrid vehicle capable of improving the torque transmission efficiency when driving a motor.

[0009]

To this end, in the hybrid vehicle of the present invention, an engine, a transmission for changing the rotation of the engine, an output shaft for outputting the rotation of the transmission, and a connection to the output shaft are provided. In addition, it has a differential device that selectively differentially outputs the rotation transmitted through the output shaft, and a drive shaft that transmits the rotation output from the differential device to the wheel.

A motor is provided and outputs rotation to either the case or the drive shaft of the differential device.

[0011]

According to the present invention, the transmission is connected to the engine as described above, and the rotation of the engine is shifted in the transmission and output to the output shaft. A differential device is connected to the output shaft and selectively differentially outputs the rotation transmitted through the output shaft. The rotation output from the differential device is transmitted to the drive shaft and further transmitted to the wheels.

A motor is provided, and the rotor of the motor is attached to either the case or the drive shaft of the differential device. The rotation of the motor is output to the drive shaft via a differential device or directly to the drive shaft. Therefore, the rotation of the motor is
Since it is directly transmitted to the drive shaft without passing through the transmission or the hypoid gear, the torque transmission efficiency is improved.

[0013]

Embodiments of the present invention will now be described in detail with reference to the drawings. 1 is a conceptual diagram of a hybrid vehicle showing a first embodiment of the present invention, and FIG. 3 is a first embodiment of the present invention.
3 is a cross-sectional view of the final reduction gear transmission / motor drive unit in the hybrid vehicle showing the embodiment of FIG.

In FIG. 1, 11 is an engine, 13 is a transmission for changing the rotation of the engine 11, and 2 is a transmission.
4 is an output shaft of the transmission 13, 25 is a final reduction gear composed of a hypoid gear and a differential gear, and 34 and 35 are first and second motors. Rotation generated by the engine 11 and the first and second motors 34, 35
The generated rotation is differentially transmitted by the differential device and transmitted to the first and second drive shafts 18 and 19.
Rotate the wheels 20, 21.

In FIG. 3, reference numeral 31 designates a case, the output shaft 24 passing through the side facing the engine 11 (FIG. 1) and the transmission 13, and the left and right wheels 20, 21 of the hybrid vehicle. The first and second drive shafts 18 and 19 are arranged so as to penetrate therethrough on the side opposite to. A differential device 33 is provided in the case 31 at substantially the center thereof.
A plurality of, for example, a pair of first and second motors 34,
35 are accommodated. Therefore, the case 31 is divided at predetermined locations and fixed by bolts. The stators 36 and 37 of the first and second motors 34 and 35 are composed of armature cores 38 and 39 and coils 41 and 42, and the armature cores 38 and 39 are fixed to the inner peripheral wall of the case 31.

On the other hand, the rotors 43 and 44 of the first and second motors 34 and 35 are permanent magnets 45 and 46 rotatably disposed inside the armature cores 38 and 39, respectively, and the permanent magnets 45 and 46. It is composed of supports 47 and 48 which support the magnets 45 and 46, and the supports 47 and 48 are supported by the differential device 33. That is, the differential device 33 includes a differential case 51, a pinion shaft 52 penetrating through the differential case 51, a pinion 53 rotatably arranged with respect to the pinion shaft 52, and the pinion 53. The first and second side gears 54, which are arranged in mesh with each other,
It consists of 55.

The first and second side gears 54 and 55 are
The rotation transmitted to the differential case 51 is differentially transmitted to the first and second drive shafts 18 and 19 extending to the left and right of the hybrid vehicle. The differential case 51 includes the first and second drive shafts 18, 19
And cylindrical portions 56 and 57 that surround and extend the cylindrical portion 5
6 and 57 are provided with main body portions 58 and 59, which are formed by fixing the main body portions 58 and 59 with bolts 60, and the cylindrical portions 56 and 57 support the support bodies 47 and 48. ..

The tubular portions 56 and 57 and the supports 47 and 48
The space between the bearings 6 and 57 is spline-fitted.
1, 62 are provided, and the differential device 33 is rotatably supported. Incidentally, 63 and 64 are oil seals. An appropriate amount of gap is provided between the tubular portions 56 and 57 and the first and second drive shafts 18 and 19.
Relatively rotatable. Therefore, when the differential device 33 differentially rotates, the first and second drive shafts 18 and 19 rotate relative to the tubular portions 56 and 57.

The differential case 51 is also provided.
An annular driven-side hypoid gear 65 is fixed to the outer periphery of the main body portion 58 by means of bolts 66. The drive-side hypoid gear 67 provided at the end of the output shaft 24 and the driven-side hypoid gear 65 mesh with each other to transmit the rotation output from the transmission 13 to the differential device 33. Therefore, the output shaft 24 is rotatably supported with respect to the case 31 by bearings 68 and 69. In addition, 7
0 is an oil seal.

In the hybrid vehicle having the above structure,
When the engine 11 is driven, the transmission 13
The rotation output from is transmitted through the output shaft 24, is decelerated by the driving-side hypoid gear 67 and the driven-side hypoid gear 65, and the rotation direction is 90 °.
Be changed. The differential device 33 differentially transmits the transmitted rotation by the first and second side gears 54 and 55 and transmits the differential rotation to the first and second drive shafts 18 and 19 to rotate the wheels 20 and 21.

When the first and second motors 34 and 35 are driven, the rotors 43 and 44 rotate, and the rotors 43 and
The differential case 51 rotates with the rotation of 44. The differential device 33 differentially transmits the transmitted rotation by the first and second side gears 54 and 55 and transmits the differential rotation to the first and second drive shafts 18 and 19 to transmit the wheel 2 to the wheel 2.
Rotate 0, 21.

In this way, the first and second motors 34, 35 are
The rotation of is transmitted directly to the differential device 33 without passing through the transmission 13, the driving side and the driven side hypoid gears 65 and 67 on the way, so that the torque transmission efficiency is improved. In addition, the left and right first and second motors 3
Since the bearings 4 and 35 are provided, the spans of the bearings 61 and 62 can be lengthened, and the centering accuracy of the drive side and driven side hypoid gears 65 and 67 and the first and second motors 34 and 35 can be improved.

Further, since the common differential case 51 is rotated by the first and second motors 34 and 35, even if one of the first and second motors 34 and 35 fails, both wheels can be rotated. Not only can it run on 20 and 21, the first and second motors 3
When 4 and 35 have different characteristics, the optimum torque distribution according to the vehicle speed can be obtained.

Next, a second embodiment will be described. FIG. 4 is a sectional view of a final reduction gear transmission / motor drive unit in a hybrid vehicle showing a second embodiment of the present invention. In the figure, reference numeral 31 denotes a case, which is provided with an output shaft 24 penetrating the side facing the engine 11 (FIG. 1) and the transmission 13 and facing the left and right wheels 20 and 21 of the hybrid vehicle. First and second drive shafts 18 and 19 are disposed so as to penetrate therethrough. 31a is a first center case and 31b is a second center case.
The end surfaces of the second center cases 31a and 31b facing each other are joined. Reference numeral 31c is a first side case joined to the first center case 31a, and 31d is a second side case joined to the second center case 31b. Partition walls 73 and 74 extending in the axial direction are formed at the ends of the first and second center cases 31a and 31b on the first and second side cases 31c and 31d side, respectively.

Then, the first and second center cases 31
The a and 31b are joined together by an appropriate means, and the first and second center cases 31a and 31b are connected to the first and second center cases 31a and 31b.
Attach the second side cases 31c and 31d to the bolts 32a and 32d.
By joining with the b,
A differential device chamber 75 is formed therebetween, and motor chambers 77 and 78 are formed between the partition wall 73 and the first side case 31c and between the partition wall 74 and the second side case 31d. The differential device chamber 75 accommodates the differential device 33, and the motor chambers 77 and 78 accommodate a plurality of, for example, a pair of first and second motors 34 and 35.

The stators 36 and 37 of the first and second motors 34 and 35 are armature cores 38 and 39 and coils 41 and 37, respectively.
42, the armature cores 38, 39 are the first,
It is fixed to the inner peripheral walls of the second side cases 31c and 31d. On the other hand, the rotors 43 and 44 of the first and second motors 34 and 35 are rotatably arranged inside the armature cores 38 and 39 in the radial direction, and the permanent magnets 45 and 46. Support members 47 and 48 for supporting the first and second drive shafts 18, 48.
19 is supported by spline fitting or the like.

The differential device 33 includes a differential case 51, a pinion shaft 52 penetrating through the differential case 51,
The pinion shaft 52 includes a pinion 53 rotatably arranged on the pinion shaft 52, and first and second side gears 54, 55 arranged in mesh with the pinion 53. The first and second side gears 54 and 55 differentially rotate the rotations transmitted to the differential case 51 and transmit the rotations to the first and second drive shafts 18 and 19 extending to the left and right of the hybrid vehicle. The differential case 51 has hemispherical portions 88 and 89, and is formed by fixing the hemispherical portions 88 and 89 with bolts 60. The wheel-side end portions 88a, 89a of the hemispherical portions 88, 89 are
It is rotatably supported by the partition walls 73 and 74 via bearings 80 and 81.

Further, the first and second drive shafts 18 and 19
Bearings 82 and 83 are disposed on the wheels 20 and 21 side, and are rotatably supported by the bearings 82 and 83 on the first and second side cases 31c and 31d. Incidentally, 63 and 64 are oil seals. Then, the wheel side end portions 88a, 89a and the first and second drive shafts 18,
An appropriate amount of gap is provided between 19 and they are arranged so as to be rotatable relative to each other. Therefore, when the differential device 33 differentially rotates, the first and second drive shafts 18 and 19 rotate relative to the wheel-side end portions 88a and 89a.

The differential case 51 is also provided.
An annular driven-side hypoid gear 65 is fixed to the outer periphery of the hemispherical portion 88 by a bolt 66. And
The drive-side hypoid gear 67 provided at the end of the output shaft 24 meshes with the driven-side hypoid gear 65, and the rotation output from the transmission 13 is transmitted to the differential device 33. Therefore, the output shaft 24 is rotatably supported with respect to the case 31 by bearings 68 and 69. In addition,
70 is an oil seal.

In the hybrid vehicle having the above structure,
When the engine 11 is driven, the transmission 13
The rotation output from is transmitted through the output shaft 24, is decelerated by the driving-side hypoid gear 67 and the driven-side hypoid gear 65, and the rotation direction is 90 °.
Be changed. The differential device 33 differentially transmits the transmitted rotation by the first and second side gears 54 and 55 and transmits the differential rotation to the first and second drive shafts 18 and 19 to rotate the wheels 20 and 21.

When the first and second motors 34 and 35 are driven, the first and second drive shafts 18 and 19 rotate via the rotors 43 and 44, and the wheels 20 and 21 rotate. As described above, the rotation of the first and second motors 34 and 35 is in the middle of the transmission 13, the drive side, the driven hypoid gears 65 and 67, and the differential device 33.
Since it is directly transmitted to the first and second drive shafts 18 and 19 without passing through, the torque transmission efficiency is improved. In addition, the first and second drive shafts 18 and 19 have first and second motors 34 and 3 respectively.
5, the conventional differential device 3 is provided.
3 can be used as it is and can be driven independently, so that traction control and driving force control during turning can be performed.

[Brief description of drawings]

FIG. 1 is a conceptual diagram of a hybrid vehicle showing a first embodiment of the present invention.

FIG. 2 is a schematic diagram of a conventional hybrid vehicle.

FIG. 3 is a sectional view of a final reduction gear transmission / motor drive unit in the hybrid vehicle showing the first embodiment of the present invention.

FIG. 4 is a cross-sectional view of a final reduction gear transmission / motor drive unit in a hybrid vehicle showing a second embodiment of the present invention.

[Explanation of symbols]

 11 Engine 13 Transmission 18 First Drive Shaft 19 Second Drive Shaft 20, 21 Wheel 24 Output Shaft 31 Case 33 Differential Device 34 First Motor 35 Second Motor 51 Differential Case

Claims (1)

[Claims] 1. An engine, (a) an engine, (b) a transmission that changes the speed of rotation of the engine, (c) an output shaft that outputs the rotation of the transmission, and (d) that is connected to the output shaft, A differential device that selectively differentially outputs the rotation transmitted through the output shaft, (e) a drive shaft that transmits the rotation output from the differential device to a wheel, and (f) the differential device. A hybrid vehicle having a motor that outputs rotation to one of a case and a drive shaft.