JP2015140133A - vehicle drive system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive system capable of reducing cost, and increasing a selection range of modes.SOLUTION: A vehicle drive system comprises: an engine for driving a first drive system 5 on a front wheel side; a first motor generator 11 for driving the first drive system 5 and being coupled to a battery; a second motor generator for driving a second drive system on a rear wheel side and being coupled to the battery; a low speed motion transmission part 19 disposed on the first drive system 5, and transmitting drive force transmitted from the engine and first motor generator 11 at low speed; a high speed motion transmission part 21 disposed on the first drive system 5 and transmitting the drive force transmitted from the engine and first motor generator 11 at high speed; a low speed clutch 25 for disconnecting the drive force of the low speed motion transmission part 19 which is transmitted to an output part 23; and a high speed clutch 27 for disconnecting the drive force of the high speed motion transmission part 21 which is transmitted to the output part 23.

Description

  The present invention relates to a vehicle drive system applied to a vehicle.

  2. Description of the Related Art Conventionally, as a vehicle drive system, a first drive system having an engine for driving a front wheel side, a front motor and a generator connected to a battery, and a second drive having a rear motor for driving a rear wheel side and connected to a battery. What is provided with the system is known (for example, refer to Patent Document 1).

  In the first drive system in this vehicle drive system, an engine and a generator are connected via an output system, a front motor and front wheels are connected via a front drive transmission mechanism, and the output system and the front drive transmission mechanism are clutched. Connected through. In the second drive system, the rear motor and the rear wheels are connected via a rear drive transmission mechanism.

  In such a vehicle drive system, an EV mode using a front motor and a rear motor as drive sources according to the driving state of the vehicle, a series using an engine as a power supply source via a generator and a front motor and a rear motor as drive sources. A mode, a parallel mode using an engine, a front motor, and a rear motor as drive sources are appropriately selected.

  Specifically, in the EV mode, the operation of the engine is stopped, the front motor (or the rear motor) is operated by the power supply from the battery, and the front wheels (or the rear drive transmission mechanism) are operated via the front drive transmission mechanism (or the rear drive transmission mechanism). The driving force is transmitted to the rear wheels to drive the vehicle.

  In the series mode, the clutch between the output system and the front drive transmission mechanism is disconnected, the engine driving force is transmitted to the generator through the output system, and the engine serves as a power supply source. By supplying electric power from the engine, the front motor and the rear motor are used as driving sources to drive the vehicle, as in the EV mode.

  In the parallel mode, this mode is selected when the engine traveling is more efficient than the motor traveling, the clutch between the output system and the front drive transmission mechanism is connected, and the engine driving force is output to the output system. The driving force is transmitted to the front wheels through the front drive transmission mechanism. At this time, the front motor and the rear motor add driving force to the driving force of the engine to drive the vehicle.

  By appropriately selecting each of these modes according to the driving state of the vehicle, the fuel consumption can be remarkably suppressed and the fuel consumption of the vehicle can be improved.

JP 2012-30667 A

  However, in the vehicle drive system such as Patent Document 1 described above, since at least three motors of a front motor, a rear motor, and a generator are applied, the cost is increased.

  Further, in the vehicle drive system such as Patent Document 1, the first drive system is only one speed change mechanism such as the front drive transmission mechanism, and therefore, for example, the engine is used as a drive source at the time of low speed of the vehicle. The mode selection range was limited.

  Therefore, an object of the present invention is to provide a vehicle drive system that can reduce the cost and increase the mode selection range.

  The vehicle drive system of the present invention includes an engine that drives a first drive system on one side of front and rear wheels, a first motor generator that drives the first drive system and is connected to a battery, and the other of the front and rear wheels. A second motor generator connected to the battery and driving power transmitted from the engine and the first motor generator at a low speed. A transmission unit, a high-speed power transmission unit that is provided in the first drive system and transmits a driving force transmitted from the engine and the first motor generator at a high speed, and a drive of the low-speed power transmission unit transmitted to the output unit It has a low-speed clutch which interrupts power, and a high-speed clutch which interrupts the driving force of the high-speed power transmission unit transmitted to the output unit.

  In this vehicle drive system, the motor that drives the first drive system is the first motor generator, and the motor that drives the second drive system is the second motor generator. Cost can be increased.

  Further, the first drive system has a low speed power transmission unit that transmits the driving force transmitted from the engine and the first motor generator at a low speed, and a high speed that transmits the driving force transmitted from the engine and the first motor generator at a high speed. Since the power transmission unit is provided, the driving force output from the engine and the first motor generator to the wheel side can be selected and transmitted to two speeds.

  Further, the first drive system has a low speed clutch that interrupts the driving force of the low speed power transmission unit that is transmitted to the output unit, and a high speed clutch that interrupts the driving force of the high speed power transmission unit that is transmitted to the output unit. The selection range of the drive source mode can be increased according to the traveling speed of the vehicle.

  Therefore, in such a vehicle drive system, the cost can be reduced and the mode selection range can be increased.

  Advantageous Effects of Invention According to the present invention, it is possible to provide a vehicle drive system that can reduce the cost and increase the mode selection range.

1 is a schematic diagram showing a power system of a vehicle to which a vehicle drive system according to an embodiment of the present invention is applied. It is sectional drawing of the front transfer apparatus arrange | positioned at the 1st drive system of the vehicle drive system which concerns on embodiment of this invention. It is sectional drawing of the rear transfer apparatus arrange | positioned at the 2nd drive system of the vehicle drive system which concerns on embodiment of this invention. It is a table | surface which shows the availability in each mode with the vehicle drive system of this invention and conventional system in the two-wheel drive driving | running | working of a vehicle, and the operating condition of a drive source. It is a table | surface which shows the availability in each mode with the vehicle drive system of this invention at the time of four-wheel drive driving | running | working of a vehicle, and a stop, and the conventional system, and the operating condition of a drive source.

  A vehicle drive system according to an embodiment of the present invention will be described with reference to FIGS.

  A vehicle drive system 1 according to the present embodiment includes an engine 7 that drives a first drive system 5 on the front wheels 3 and 3 side, a first motor generator 11 that drives the first drive system 5 and is connected to a battery 10. The second motor generator 17 that drives the second drive system 15 on the rear wheels 13, 13 side and is connected to the battery 10, and the drive that is provided in the first drive system 5 and is transmitted from the engine 7 and the first motor generator 11. A low-speed power transmission unit 19 that transmits power at a low speed, a high-speed power transmission unit 21 that is provided in the first drive system 5 and that transmits a driving force transmitted from the engine 7 and the first motor generator 11 at a high speed, and an output unit 23 A low-speed clutch 25 that interrupts the driving force of the low-speed power transmission unit 19 that is transmitted to the output, and a high-speed clutch 27 that interrupts the driving force of the high-speed power transmission unit 21 that is transmitted to the output unit 23.

  Further, the second drive system 15 has a second drive clutch 29 that interrupts the drive force transmitted between the second motor generator 17 and the rear wheels 13 and 13.

  First, a vehicle power system to which a vehicle drive system 1 according to an embodiment of the present invention is applied will be described with reference to FIG.

  As shown in FIG. 1, a vehicle equipped with a vehicle drive system 1 uses an engine 7 and a first motor generator 11 as drive sources, a first drive system 5 that drives the front wheels 3 and 3 side, and a second motor generator. 17 is roughly divided into a second drive system 15 that drives the rear wheels 13 and 13 side.

  The first motor generator 11 of the first drive system 5 and the second motor generator 17 of the second drive system 15 are connected to the battery 10 mounted on the vehicle via inverters 31 and 33, respectively. When functioning as a generator, power is supplied from the battery 10, and when functioning as a generator, the battery 10 is charged. The power source is not limited to the battery 10 and may be a storage battery or the like.

  Each mechanism of the first drive system 5 and the second drive system 15 in the vehicle drive system 1 is controlled by a controller 9 including an ECU. The controller 9 includes an actuator for the low speed clutch 25 (see FIG. 2), an actuator for the high speed clutch 27 (see FIG. 2), an actuator for the second drive clutch 29 (see FIG. 3), and a rotation sensor 4 that detects the rotation of the front, rear, left and right wheels. , 4, 6, 6, a power / rotation sensor 12 for detecting the power and rotation of the first motor generator 11, a rear power / rotation sensor 18 for detecting the power and rotation of the second motor generator 17, and the rotation of the engine 7 are detected. The engine rotation sensor 8, acceleration / deceleration feel sensor composed of an accelerator angle sensor, a vehicle speed sensor, a steering angle sensor, a gravity sensor for detecting a vehicle inclination state, start / stop of the engine 7, and fuel / air supply amount are controlled. Information from various sensors such as engine control commands can be received.

  Although the vehicle speed may be detected directly from the vehicle speed sensor, the vehicle speed may be calculated based on the rotation detected by the rotation sensors provided on the front, rear, left and right wheels. In addition to the various sensors described above, the controller 9 includes various sensors such as a brake sensor, a throttle opening sensor, a left / right wheel differential rotation sensor, a front / rear wheel differential rotation sensor, a yaw moment sensor, an oil temperature sensor, and an outside air temperature sensor. Information is entered.

  The controller 9 capable of receiving information on such various sensors can select, calculate, or compare necessary sensor information with the recording chart, and the first drive system 5 and the second drive system in the vehicle drive system 1. Control information is output to each mechanism 15 and the operation of each mechanism is controlled. Hereinafter, the details of the vehicle drive system 1 will be described with reference to FIGS.

  As shown in FIGS. 1 and 2, the first drive system 5 includes an engine 7 and a first motor generator 11 as drive sources, a transmission mechanism 35 including a plurality of rotating shafts and gear sets, and the front wheels 3 and 3 side. It comprises a differential mechanism 37 as a front differential that allows the differential of the left and right wheels, front axles 39, 39, front wheels 3, 3, and the like. Note that the transmission mechanism 35 and the differential mechanism 37 constitute a part of the front transfer device 41.

  The engine 7 is disposed outside one side of the casing 43 that houses the transmission mechanism 35 and the differential mechanism 37, and an engine shaft (not shown) that is an output shaft is connected to the first of the transmission mechanism 35 via the damper 45. It is directly connected to the drive shaft 47 so as to be integrally rotatable.

  The engine 7 is connected to a controller 9 and a fuel tank (not shown), and fuel is supplied from the fuel tank under the control of the controller 9 according to the running state of the vehicle.

  The first motor generator 11 is disposed outside the other side of the casing 43 that is opposite to the engine 7, and the motor shaft that is the output shaft rotates integrally with the second drive shaft 49 of the transmission mechanism 35 via the connecting portion. Connected as possible.

  The first motor generator 11 is connected to a controller 9 and a battery 10. When the first motor generator 11 functions as a motor under the control of the controller 9 according to the running state of the vehicle, electric power is supplied from the battery 10 as a generator. When functioning, the battery 10 is charged.

  The first motor generator 11 functions as a generator during deceleration of the vehicle such as when the vehicle is stopped or decelerated, and the brake energy due to deceleration of the vehicle is charged to the battery 10 via the first motor generator 11.

  Such driving force from the engine 7 and the first motor generator 11 is transmitted to the front transfer device 41. The driving force from the engine 7 is transmitted to the first drive shaft 47 via the damper 45. The driving force from the first motor generator 11 is transmitted to the second drive shaft 49 and is transmitted to the first drive shaft 47 via the transmission gear set 63.

  The first drive shaft 47 to which the driving force is input from the engine 7 and the first motor generator 11 has a low speed input gear 101 and a high speed input gear 107 in the low speed power transmission section 19 and the high speed power transmission section 21 having different speed ratios. And are arranged.

  The driving force transmitted to the low-speed power transmission unit 19 composed of the low-speed input gear 101 and the low-speed output gear 103 is transmitted to the low-speed clutch 25, and is transmitted to the third drive shaft 51 when the low-speed clutch 25 is in the connected state. The The driving force transmitted to the high-speed power transmission unit 21 including the high-speed input gear 107 and the high-speed output gear 109 is transmitted to the high-speed clutch 27, and is transmitted to the third drive shaft 51 when the high-speed clutch 27 is in the connected state. The

  By selectively connecting the low-speed clutch 25 and the high-speed clutch 27, an appropriate use rotation (driving force) of the engine 7 and the first motor generator 11 as a driving source is appropriately changed according to the traveling state of the vehicle. Can be transmitted to the third drive shaft 51.

  The driving force transmitted to the third drive shaft 51 is transmitted to the differential mechanism 37 via the output unit 23 including the pinion 147 and the ring gear 149. The driving force transmitted to the differential mechanism 37 is distributed to the front wheels 3 and 3 via a shaft (not shown) and front axles 39 and 39 connected to the pair of side gears 85 and 87, respectively.

  The front transfer device 41 includes a transmission mechanism 35 and a differential mechanism 37 and is accommodated in the casing 43, and includes a first drive shaft 47, a second drive shaft 49, and a third drive shaft 51 of the transmission mechanism 35. The rotation axis of the differential mechanism 37 is arranged in parallel.

  The first drive shaft 47 is rotatably supported on the casing 43 via a pair of bearings 53 and 55 on both sides in the axial direction. Further, a connecting portion 57 is formed on the outer periphery of the end portion of the first drive shaft 47, and a connecting member 59 constituting the damper 45 is connected so as to be integrally rotatable. A seal member 61 that partitions the inside and the outside of the casing 43 is disposed between the first drive shaft 47 and the casing 43 in the radial direction.

  Driving force from the engine 7 is input to the first drive shaft 47 via the damper 45, and driving by the motor function of the first motor generator 11 is performed via the transmission gear set 63 and the second drive shaft 49. Force is input.

  When the first motor generator 11 functions as a generator, the driving force input to the first drive shaft 47 is applied to the first motor generator 11 via the transmission gear set 63 and the second drive shaft 49. Is output.

  The second drive shaft 49 is formed in a hollow shape, and is rotatably supported on the casing 43 via a pair of bearings 65 and 67 on both sides in the axial direction. Further, a connecting portion 69 is formed on the inner periphery of the end of the second drive shaft 49, and the motor shaft of the first motor generator 11 is connected to be integrally rotatable. In addition, a small-diameter gear portion 71 that meshes with the large-diameter high-speed input gear 107 of the high-speed power transmission unit 21 formed so as to be rotatable integrally with the first drive shaft 47 is formed at the center of the second drive shaft 49. Yes. The gear portion 71 and the high-speed input gear 107 are arranged in parallel to each other and constitute a transmission gear set 63.

  The transmission gear set 63 may be configured by meshing the gear portion 71 of the second drive shaft 49 with the low speed input gear 101 of the low speed power transmission portion 19. A seal member 73 that partitions the inside and the outside of the casing 43 is disposed between the second drive shaft 49 and the casing 43 in the radial direction.

  When the first motor generator 11 functions as a motor, the driving force from the first motor generator 11 is input to the second drive shaft 49 and output to the first drive shaft 47 via the transmission gear set 63. On the other hand, when the first motor generator 11 functions as a generator, the driving force from the first driving shaft 47 input via the transmission gear set 63 is output to the first motor generator 11. The driving force generated by the motor functions of the engine 7 and the first motor generator 11 is output to the third driving shaft 51 via the first driving shaft 47.

  The third drive shaft 51 is rotatably supported on the casing 43 via a pair of bearings 75 and 77 on both sides in the axial direction. A driving force is input to the third drive shaft 51 from the first drive shaft 47 side via the low speed clutch 25 and the high speed clutch 27 and is output to the differential mechanism 37 via the output unit 23.

  The differential mechanism 37 is accommodated in the casing 43 and includes a differential case 79, a pinion shaft 81, a pinion 83, and a pair of side gears 85 and 87.

  The differential case 79 is rotatably supported by the casing 43 via bearings 89 and 91 at boss portions formed on both sides in the axial direction. The differential case 79 is rotationally driven by the driving force transmitted through the output unit 23. In such a differential case 79, a pinion shaft 81, a pinion 83, and a pair of side gears 85 and 87 are accommodated.

  The pinion shaft 81 is engaged with the differential case 79 at its end and is prevented from being detached by a pin, and is rotationally driven integrally with the differential case 79. A pinion 83 is supported on the pinion shaft 81.

  A plurality of pinions 83 are arranged at equal intervals in the circumferential direction of the differential case 79, supported by the pinion shaft 81, and revolved by the rotation of the differential case 79. In addition, a spherical washer is disposed between the back side of the pinion 83 and the differential case 79 so as to receive radial movement that occurs when the pinion 83 revolves.

  The pinion 83 is supported rotatably on the pinion shaft 81 so as to transmit a driving force to the pair of side gears 85 and 87 and to rotate when a differential rotation occurs between the pair of side gears 85 and 87 engaged with each other. Yes.

  The pair of side gears 85 and 87 are supported by the differential case 79 so as to be relatively rotatable, and mesh with the pinion 83. Further, between the side gears 85 and 87 and the differential case 79 in the axial direction, a thrust washer that receives movement in the axial direction of the side gears 85 and 87 due to a meshing reaction force with the pinion 83 is disposed.

  The pair of side gears 85 and 87 are provided with spline-shaped connecting portions 93 and 95 on the inner peripheral side, and are connected to the front axles 39 and 39 connected to the front wheels 3 and 3 side so as to be integrally rotatable. Are coupled to the side gears 85 and 87 so as to be integrally rotatable.

  Seal members 97 and 99 that partition the inside and the outside of the casing 43 are disposed between the shaft and the casing 43 in the radial direction. The pair of side gears 85 and 87 outputs the driving force input to the differential case 79 to the front wheels 3 and 3 via a shaft (not shown) and the front axles 39 and 39.

  The first drive shaft 47, the second drive shaft 49, the third drive shaft 51, and the differential mechanism 37 include the low speed power transmission unit 19, the high speed power transmission unit 21, the low speed clutch 25, and the high speed clutch 27. And it is arrange | positioned through the output part 23 so that power transmission is possible.

  The low-speed power transmission unit 19 includes a low-speed input gear 101 and a low-speed output gear 103 that are arranged in parallel to each other. The low speed input gear 101 is coupled to the first drive shaft 47 via the coupling portion 105 so as to be integrally rotatable with the first drive shaft 47. The low speed input gear 101 has a smaller diameter than the low speed output gear 103 and meshes with the low speed output gear 103. The low-speed output gear 103 is disposed on the outer periphery of the high-speed output gear 109 so as to be rotatable relative to the high-speed output gear 109 and the third drive shaft 51 via a needle bearing.

  The low speed power transmission unit 19 transmits the driving force transmitted from the engine 7 and the first motor generator 11 functioning as a motor via the first drive shaft 47 to the low speed clutch 25 at a low speed. A high speed power transmission unit 21 is adjacent to the low speed power transmission unit 19 in the axial direction.

  The high-speed power transmission unit 21 includes a high-speed input gear 107 and a high-speed output gear 109 that are arranged in parallel to each other. The high speed input gear 107 is formed as a single member that is continuous with the first drive shaft 47 and is rotated integrally with the first drive shaft 47. The high speed input gear 107 is formed with a larger diameter than the high speed output gear 109 and meshes with the high speed output gear 109. The high-speed output gear 109 is disposed on the third drive shaft 51 so as to be rotatable relative to the third drive shaft 51 via a needle bearing.

  The high speed power transmission unit 21 transmits the driving force transmitted from the engine 7 and the first motor generator 11 functioning as a motor via the first drive shaft 47 to the high speed clutch 27 at a high speed.

  The driving forces transmitted from the low-speed power transmission unit 19 and the high-speed power transmission unit 21 are transmitted to the low-speed clutch 25 and the high-speed clutch 27 at low speed and high speed, respectively. Is transmitted to the third drive shaft 51.

  The low-speed clutch 25 includes a low-speed clutch hub 111 fixed so as to be integrally rotatable with a low-speed output gear 103 and a bolt, a low-speed clutch housing 113 fixed so as to be integrally rotatable by a third driving shaft 51 and fixing means such as welding, A plurality of clutch plates connected to the outer periphery of the low-speed clutch hub 111 and the inner periphery of the low-speed clutch housing 113 are axially movable and integrally rotatable.

  When the low speed clutch 25 is connected, the low speed power transmission unit 19 transmits the driving force shifted to a low speed to the third drive shaft 51. On the inner diameter side of the low speed clutch 25, a high speed clutch 27 is disposed so as to overlap in the radial direction.

  The high-speed clutch 27 is movable in the axial direction between the high-speed clutch housing 117 connected to the high-speed output gear 109 and the connecting portion 115 so as to be integrally rotatable, the inner periphery of the high-speed clutch housing 117, and the outer periphery of the third drive shaft 51. It consists of a plurality of clutch plates connected so as to be integrally rotatable.

  When connected, the high-speed clutch 27 transmits the driving force shifted at high speed by the high-speed power transmission unit 21 to the third drive shaft 51.

  The low speed clutch 25 and the high speed clutch 27 are multi-plate clutches composed of a plurality of outer clutch plates and a plurality of inner clutch plates, and are controlled friction clutches capable of intermediate control of transmission torque with sliding friction. It has become. The low speed clutch 25 and the high speed clutch 27 are intermittently operated by an operation unit 119 as an actuator disposed at an end portion of the third drive shaft 51.

  The operation unit 119 is provided coaxially with the pinion 147, and more specifically, a hydraulic mechanism 121 and an oil pump (not shown), which will be described later, are coaxially connected to the third drive shaft 51. The operation unit 119 includes a hydraulic mechanism 121, a low speed pressing member 123, and a high speed pressing member 125.

  A hydraulic mechanism 121 as a control mechanism that controls the operation of the operation unit 119 is a small electric motor (not shown) that is disposed in a valve body 127 that is an exterior type disposed outside the casing 43 and is connected to the controller 9. An oil pump (not shown) to be driven and a hydraulic circuit 129 provided in the valve body 127 are provided.

  The oil pump is a gear pump in which two pump gears are combined. The oil pump is disposed on the end side of the third drive shaft 51 in the valve body 127. Such an oil pump sucks the oil stored in the oil reservoirs in the valve body 127 and the casing 43 through an oil strainer that filters foreign matters, applies oil pressure to the oil, and distributes the oil pressure circuit 129. .

  The hydraulic circuit 129 is provided in the valve body 127, is formed of a plurality of oil passages, etc., and stores a specified hydraulic pressure in the hydraulic chamber by an oil pump driven by a small electric motor (not shown) under the control of the controller 9, Oil whose hydraulic pressure is controlled by an outer solenoid valve is supplied from the radial holes 131 and 133 to the low-speed hydraulic cylinder 139 and the high-speed hydraulic cylinder 141 through the axial holes 135 and 137, and the low-speed pressing member 123 and the high-speed pressing member. 125 is moved.

  The low-speed pressing member 123 and the high-speed pressing member 125 are arranged on the third drive shaft 51 so as to be capable of axial relative movement. The low-speed pressing member 123 is fixed in the axial direction by the low-speed clutch housing 113 and is disposed opposite to the plurality of clutch plates of the low-speed clutch 25 in the axial direction. The high speed pressing member 125 is fixed in the axial direction by a fixing means such as a snap ring, and is disposed opposite to the plurality of clutch plates of the high speed clutch 27 in the axial direction.

  A partition member 143 whose axial position is fixed by a fixing means such as a snap ring is disposed on the inner peripheral side of the low speed pressing member 123, and is released by the low speed pressing member 123, the high speed pressing member 125, and the partition member 143. A hydraulic cylinder 145 is configured, and the release hydraulic cylinder 145 communicates with the low speed hydraulic cylinder 139 through a hole formed in the low speed pressing member 123.

  The low-speed pressing member 123 is axially moved in the connecting direction of the low-speed clutch 25 when oil whose hydraulic pressure is controlled is supplied from the hydraulic mechanism 121 to the low-speed hydraulic cylinder 139. Due to the axial movement of the low-speed pressing member 123, the low-speed clutch 25 is pressed and connected. Due to the connection of the low-speed clutch 25, the driving force shifted at a low speed from the first drive shaft 47 through the low-speed power transmission unit 19 is transmitted to the third drive shaft 51.

  At this time, when oil is supplied to the low speed hydraulic cylinder 139, the oil is also supplied to the release hydraulic cylinder 145 through the hole of the low speed pressing member 123. By supplying oil to the release hydraulic cylinder 145, the high speed pressing member 125 is moved in the axial direction in the direction of releasing the connection of the high speed clutch 27. Due to the axial movement of the high speed pressing member 125, the high speed pressing member 125 does not press the plurality of clutch plates of the high speed clutch 27, and the high speed clutch 27 can be connected while the low speed clutch 25 is connected. Absent.

  On the other hand, the high-speed pressing member 125 is axially moved in the connecting direction of the high-speed clutch 27 when oil whose hydraulic pressure is controlled is supplied from the hydraulic mechanism 121 to the high-speed hydraulic cylinder 141. Due to the axial movement of the high speed pressing member 125, the high speed clutch 27 is pressed and connected. Due to the connection of the high speed clutch 27, the driving force shifted at high speed from the first drive shaft 47 through the high speed power transmission unit 21 is transmitted to the third drive shaft 51.

  At this time, when oil is supplied to the high speed hydraulic cylinder 141, the low speed pressing member 123 is moved in the axial direction in the direction of releasing the connection of the low speed clutch 25. Due to the axial movement of the low-speed pressing member 123, the low-speed pressing member 123 does not press the plurality of clutch plates of the low-speed clutch 25, and the low-speed clutch 25 can be connected while the high-speed clutch 27 is connected. Absent.

  Thus, the driving force transmitted to the third drive shaft 51 through the low speed clutch 25 and the high speed clutch 27 is output from the output unit 23 to the differential mechanism 37 side.

  The low-speed hydraulic cylinder 139 and the high-speed hydraulic cylinder 141 (or including the release hydraulic cylinder 145) are arranged coaxially with the third drive shaft 51, but the low-speed hydraulic cylinder 139 and the high-speed hydraulic cylinder 141 are connected to the casing 43 side. And the intermittent control of the low speed clutch 25 and the high speed clutch 27 can be performed via a relative rotation absorbing means such as a rod and a bearing. In addition, the valve body 127 of the hydraulic mechanism 121 is an exterior type disposed outside the casing 43, but may be an interior type disposed inside the casing 43.

  The output unit 23 includes a pinion 147 and a ring gear 149 arranged in parallel to each other. The pinion 147 is connected to the end on the opposite side of the third drive shaft 51 on which the operation unit 119 is disposed via the connection portion 151 so as to be rotatable integrally with the third drive shaft 51. The pinion 147 is disposed adjacent to the high-speed output gear 109 of the high-speed power transmission unit 21 in the axial direction.

  The pinion 147 is formed with a smaller diameter than the ring gear 149, meshes with the ring gear 149, and forms a reduction gear mechanism as an output system path to the front wheels 3 and 3. The ring gear 149 is fixed so as to be integrally rotatable by a differential case 79 of the differential mechanism 37 and fixing means such as a bolt.

  The output unit 23 outputs the driving force transmitted to the third drive shaft 51 to the differential mechanism 37. The driving force transmitted to the differential mechanism 37 is output to the front wheels 3 and 3 via a shaft (not shown) connected to the pair of side gears 85 and 87 and the front axles 39 and 39.

  In such a first drive system 5, since the motor as the drive source is the first motor generator 11, the number of motors that function only as the generator can be reduced, and the cost can be reduced.

  Further, since the first drive system 5 is provided with the low-speed power transmission unit 19 and the high-speed power transmission unit 21, the driving force output from the engine 7 and the first motor generator 11 to the front wheels 3 and 3 side. Can be selected for two speeds.

  Further, the first drive system 5 interrupts the driving force of the low-speed clutch 25 that interrupts the driving force of the low-speed power transmission unit 19 that is transmitted to the output unit 23 and the driving force of the high-speed power transmission unit 21 that is transmitted to the output unit 23. Since the high-speed clutch 27 is provided, the drive source can be selected according to the traveling speed of the vehicle, and the mode selection range can be increased.

  Specifically, when the first motor generator 11 functions as a motor, a driving force is output from the second drive shaft 49 via the transmission gear set 63, and when the first motor generator 11 functions as a generator, the engine 7 Is input from the transmission gear set 63 via the second drive shaft 49.

  For this reason, it is possible to cope with a wide range of travel driving states and energy regeneration of the vehicle by combining appropriate use rotation (driving force) of the second drive shaft 49.

  On the other hand, as shown in FIGS. 1 and 3, the second drive system 15 includes a second motor generator 17 as a drive source, a speed reduction mechanism 153 including a reduction gear set, and left and right wheels on the rear wheels 13 and 13 side. A differential mechanism 155 serving as a rear differential that allows the differential between the second motor generator 17 and the second drive clutch 29 for intermittently transmitting power between the differential mechanism 155, rear axles 157 and 157, and rear wheels. 13, 13 and so on. The speed reduction mechanism 153, the differential mechanism 155, and the second drive clutch 29 constitute a rear transfer device 159.

  The second motor generator 17 is disposed outside one side of the casing 161 that accommodates the speed reduction mechanism 153, the differential mechanism 155, and the second drive clutch 29, and the motor shaft that is the output shaft decelerates via the connecting portion. It is connected to the input shaft 163 of the mechanism 153 so as to be integrally rotatable.

  The second motor generator 17 is connected to the controller 9 and the battery 10. When the second motor generator 17 functions as a motor under the control of the controller 9 according to the running state of the vehicle, power is supplied from the battery 10 as a generator. When functioning, the battery 10 is charged.

  Similar to the first motor generator 11, the second motor generator 17 functions as a generator when the vehicle is stopped or decelerated, and brake energy generated by the deceleration of the vehicle is transferred to the battery 10 via the second motor generator 17. Charged.

  Such driving force from the second motor generator 17 is transmitted to the rear transfer device 159. Specifically, the driving force from the second motor generator 17 is transmitted from the input shaft 163 to the speed reduction mechanism 153, and is transmitted to the output member 171 through the first gear set 165, the intermediate shaft 167, and the second gear set 169. Is done.

  The driving force transmitted to the output member 171 is transmitted to the second driving clutch 29, and is transmitted to the differential mechanism 155 when the second driving clutch 29 is in the connected state. The driving force transmitted to the differential mechanism 155 is distributed to the rear wheels 13 and 13 via a shaft (not shown) and rear axles 157 and 157 connected to the pair of side gears 203 and 205, respectively.

  On the other hand, when the vehicle is in the two-wheel drive state of front wheel drive, the rotation of the rear wheels 13 and 13 is transmitted from the differential mechanism 155 to the speed reduction mechanism 153 by disengaging the second drive clutch 29. Therefore, it is possible to improve fuel efficiency by reducing useless rotation systems.

  The rear transfer device 159 includes a speed reduction mechanism 153, a differential mechanism 155, and a second drive clutch 29.

  The speed reduction mechanism 153 is accommodated in the casing 161 and includes an input shaft 163, a first gear set 165, an intermediate shaft 167, a second gear set 169, and an output member 171.

  The input shaft 163 has a hollow end at one end, and a rotational axis is disposed in parallel with the motor shaft of the second motor generator 17. The input shaft 163 is rotatably supported on the casing 161 via bearings 173 and 175 on both outer circumferences in the axial direction, and is connected to the second motor via a connecting portion 177 formed on the inner circumference on one end side in the axial direction. The motor shaft of the generator 17 is connected so as to be integrally rotatable.

  A seal member 179 that partitions the inside and the outside of the casing 161 is disposed between the radial direction between the outer circumference on one end side in the axial direction of the input shaft 163 and the inner circumference of the casing 161. A first small-diameter gear portion 181 is formed as one continuous member on the outer periphery of the other end side of the input shaft 163, and the first gear set 165 includes the first small-diameter gear portion 181 and the first large-diameter gear portion 183. Is configured.

  The first gear set 165 includes a first small diameter gear portion 181 provided on the input shaft 163 and a first large diameter gear portion 183 provided on the intermediate shaft 167. The first large-diameter gear portion 183 is fixed by a fixing means such as press-fitting so as to be rotatable integrally with the intermediate shaft 167 and meshes with the first small-diameter gear portion 181. The first gear set 165 decelerates the driving force output from the second motor generator 17 from the input shaft 163 and outputs it to the intermediate shaft 167.

  The intermediate shaft 167 is rotatably supported by the casing 161 via bearings 185 and 187 at the outer periphery on both sides in the axial direction, with the rotational axis center disposed in parallel with the input shaft 163. On the outer periphery of the intermediate shaft 167, a second small diameter gear portion 189 is formed as one continuous member, and the second small diameter gear portion 189 and the second large diameter gear portion 191 constitute a second gear set 169. .

  The second gear set 169 includes a second small diameter gear portion 189 provided on the intermediate shaft 167 and a second large diameter gear portion 191 provided on the output member 171. The second large-diameter gear portion 191 is fixed to the end portion in the axial direction of the output member 171 by a fixing means such as welding so as to be integrally rotatable, and meshes with the second small-diameter gear portion 189. The second gear set 169 further reduces the driving force decelerated by the first gear set 165 output from the intermediate shaft 167 and outputs it to the output member 171.

  The output member 171 is formed in a cylindrical shape, and the rotation axis is disposed in parallel with the intermediate shaft 167. The output member 171 is disposed on the inner peripheral side of the second large-diameter gear portion 191 so as to be rotatable relative to the differential case 197 of the differential mechanism 155 via bearings 193 and 195. The output member 171 receives a driving force decelerated from the intermediate shaft 167 via the second gear set 169. The driving force decelerated by the speed reduction mechanism 153 is transmitted from the output member 171 to the differential mechanism 155 via the second drive clutch 29.

  The differential mechanism 155 is accommodated in the casing 161 and includes a differential case 197, a pinion shaft 199, a pinion 201, and a pair of side gears 203 and 205.

  The differential case 197 has a rotational axis center disposed in parallel with the output member 171 of the speed reduction mechanism 153 and is rotatably supported by the casing 161 via bearings 207 and 209 at boss portions formed on both sides in the axial direction. The differential case 197 accommodates a pinion shaft 199, a pinion 201, and a pair of side gears 203 and 205.

  The pinion shaft 199 is engaged with the differential case 197 at its end and is prevented from coming off by a pin, and is rotated integrally with the differential case 197. A pinion 201 is supported on the pinion shaft 199.

  A plurality of pinions 201 are arranged at equal intervals in the circumferential direction of the differential case 197, are respectively supported by the pinion shaft 199 and revolved by the rotation of the differential case 197. In addition, a spherical washer is disposed between the back side of the pinion 201 and the differential case 197 to receive radial movement that occurs when the pinion 201 revolves.

  The pinion 201 is rotatably supported by the pinion shaft 199 so as to transmit a driving force to the pair of side gears 203 and 205 and to be driven to rotate when a differential rotation occurs between the pair of side gears 203 and 205 engaged with each other. Yes.

  The pair of side gears 203 and 205 are supported by the differential case 197 so as to be relatively rotatable and mesh with the pinion 201. Further, between the side gears 203 and 205 and the differential case 197 in the axial direction, a thrust washer that receives the movement of the side gears 203 and 205 in the axial direction due to the meshing reaction force with the pinion 201 is disposed.

  The pair of side gears 203 and 205 are provided with spline-shaped connecting portions 211 and 213 on the inner peripheral side, and shafts connected to the rear axles 157 and 157 connected to the rear wheels 13 and 13 so as to be integrally rotatable ( 1) is coupled to the side gears 203 and 205 so as to be integrally rotatable.

  Note that seal members 215 and 217 that partition the inside and the outside of the casing 161 are disposed between the shaft and the casing 161 in the radial direction. The pair of side gears 203 and 205 outputs the driving force input to the differential case 197 to the rear wheels 13 and 13 via a shaft (not shown) and the rear axles 157 and 157.

  The driving force transmitted to the differential mechanism 155 is intermittently provided by the second driving clutch 29 provided between the output member 171 of the speed reduction mechanism 153 and the differential case 197. The mechanism in which the second drive clutch 29 is disposed between the output member 171 and the differential case 197 is a so-called free running differential.

  The second drive clutch 29 includes a plurality of outer clutch plates and a plurality of inner clutch plates. The plurality of outer clutch plates are engaged with a spline-shaped engagement portion formed on the inner periphery of the output member 171 so as to be axially movable and integrally rotatable with the output member 171. The plurality of inner clutch plates are alternately arranged in the axial direction with respect to the plurality of outer clutch plates, are axially movable to spline-shaped engagement portions formed on the outer periphery of the differential case 197, and can rotate integrally with the differential case 197. Is engaged.

  The second drive clutch 29 is a multi-plate clutch composed of a plurality of outer clutch plates and a plurality of inner clutch plates, and is a control type friction clutch capable of intermediate control of transmission torque with sliding friction. . Such a second drive clutch 29 is intermittently operated by an actuator 219.

  The actuator 219 includes a pressing member 221, a rotor 223, a pilot clutch 225, an armature 227, an electromagnet 229, and a cam mechanism 231.

  The pressing member 221 is disposed adjacent to the plurality of clutch plates of the second drive clutch 29 in the axial direction on the outer peripheral side of the boss portion of the differential case 197, and is disposed in the output member 171 so as to be movable in the axial direction. An urging member 233 that urges the pressing member 221 in the direction of releasing the connection of the second drive clutch 29 is disposed between the pressing member 221 and the differential case 197 in the axial direction.

  Due to the urging member 233, in the disconnected state of the second drive clutch 29, the pressing member 221 does not press the plurality of clutch plates of the second drive clutch 29, and the drag torque is generated in the second drive clutch 29. Can be suppressed. The pressing member 221 is axially moved in the connecting direction of the second driving clutch 29 by the rotor 223, the pilot clutch 225, the armature 227, the electromagnet 229, and the cam mechanism 231 to connect the second driving clutch 29. .

  The rotor 223 is made of a magnetic material, and is disposed such that axial movement is restricted on the outer peripheral side of the boss portion of the differential case 197, and is disposed between the electromagnet 229 and the pilot clutch 225 in the axial direction. The rotor 223 is provided with a magnetic path forming member made of a nonmagnetic material for forming a magnetic flux loop integrally with the rotor 223 by fixing means such as welding.

  The rotor 223 is provided with an air gap that is opposed to the core of the electromagnet 229 with a small gap therebetween, so that magnetic flux can be transferred from the core of the electromagnet 229 to the rotor 223. A pilot clutch 225 is disposed adjacent to such a rotor 223.

  The pilot clutch 225 is disposed in the output member 171 between the rotor 223 and the armature 227 in the axial direction. The pilot clutch 225 includes a plurality of outer plates that are axially movable to an engagement portion formed on the inner periphery of the output member 171 and are coupled to the output member 171 so as to rotate integrally therewith, and a plurality of outer plates on the outer periphery of the cam ring 235. In contrast, a plurality of inner plates are arranged alternately in the axial direction and are movable in the axial direction and coupled to the cam ring 235 so as to be integrally rotatable. Such a pilot clutch 225 is connected when the armature 227 is attracted and moved by the excitation of the electromagnet 229.

  The armature 227 is made of a magnetic material, is disposed to face the rotor 223 with the pilot clutch 225 interposed therebetween in the axial direction, and is disposed so as to be movable in the axial direction within the output member 171. The armature 227 is attracted and moved to the electromagnet 229 side by a magnetic flux loop formed when the electromagnet 229 is excited, and connects the pilot clutch 225.

  The electromagnet 229 is fixedly disposed in the casing 161 and includes an electromagnetic coil and a core. The electromagnetic coil is molded by an insulating member such as a synthetic resin and disposed inside the core. The core is made of a magnetic material and is disposed so as to surround the periphery of the electromagnetic coil with the rotor 223, and transmits a magnetic flux together with the rotor 223 to form a magnetic flux loop.

  The electromagnet 229 is connected to the controller 9 that controls the energization of the electromagnetic coil, and is energized to the electromagnetic coil so as to generate the necessary friction torque in the second drive clutch 29 under the control of the controller 9. By energization of this electromagnetic coil, the pilot clutch 225 is connected, and a thrust force is generated by the cam mechanism 231.

  The cam mechanism 231 includes a cam ring 235 and cam balls 237 interposed between a plurality of cam surfaces formed in the circumferential direction on the cam ring 235 and the pressing member 221. The cam ring 235 is disposed on the outer periphery of the boss portion of the differential case 197 so as to be movable in the axial direction. A thrust bearing that receives a thrust reaction force generated by the cam mechanism 231 is disposed between the cam ring 235 and the rotor 223 in the axial direction. A plurality of inner plates of the pilot clutch 225 are engaged with the outer periphery of the cam ring 235 so as to be axially movable and integrally rotatable.

  The cam ball 237 has a plurality of cam surfaces formed in the circumferential direction facing the cam ring 235 and the pressing member 221, and is interposed between these cam surfaces. When the pilot ball 237 is connected to the pilot clutch 225, the cam ball 237 causes a differential rotation between the cam ring 235 and the pressing member 221, so that the pressing member 221 has a strength corresponding to the friction torque generated in the pilot clutch 225. A cam thrust force is generated to move the shaft in the axial direction.

  In such a second drive system 15, the energization of the electromagnetic coil of the electromagnet 229 circulates the magnetic lines of force through the core, the rotor 223, the pilot clutch 225, and the armature 227 to form a magnetic flux loop, and the armature 227 is electromagnet 229. And the pilot clutch 225 is fastened.

  The fastening torque of the pilot clutch 225 is converted into axial thrust through the cam mechanism 231, and the pressing member 221 presses the plurality of clutch plates of the second drive clutch 29 against the urging force of the urging member 233. Thus, the second drive clutch 29 is connected. Due to the connection of the second drive clutch 29, the output member 171 and the differential case 197 are connected, and the driving force decelerated by the reduction mechanism 153 is transmitted to the differential mechanism 155.

  The connected state of the second drive clutch 29 is released by stopping the energization of the electromagnet 229, and the pressing member 221 is moved in the axial direction in the direction of releasing the connection of the second drive clutch 29 by the biasing force of the biasing member 233. Is done.

  By releasing the connection of the second drive clutch 29, the power transmission between the output member 171 and the differential case 197 is cut off, and the rotation of the rear wheels 13, 13 due to the traveling of the vehicle is not input to the speed reduction mechanism 153. The fuel consumption of the vehicle can be improved.

  In such a vehicle drive system 1, the EV mode in which the vehicle is driven only by the motor functions of the first motor generator 11 and the second motor generator 17 is selected when the remaining amount of the battery 10 is greater than or equal to a predetermined value.

  In this EV mode, when the vehicle is in the two-wheel drive state of the rear wheel drive, in the first drive system 5, the engine 7 and the first motor generator 11 are stopped, and the low speed clutch 25 and the high speed clutch 27 are disconnected. . In the second drive system 15, the second drive clutch 29 is connected, and the driving force by the motor function of the second motor generator 17 is output to the differential mechanism 155 via the second drive clutch 29.

  On the other hand, in the EV mode, when the vehicle is in a four-wheel drive state of front and rear wheel drive, the low speed clutch 25 or the high speed clutch 27 is connected in the first drive system 5, and the driving force by the motor function of the first motor generator 11 is reduced. The power is output from the output unit 23 to the differential mechanism 37 via the power transmission unit 19 or the high-speed power transmission unit 21. In the second drive system 15, the second drive clutch 29 is connected, and the driving force by the motor function of the second motor generator 17 is output to the differential mechanism 155 via the second drive clutch 29.

  The regeneration of electric power by the first motor generator 11 and the second motor generator 17 in the EV mode functions as the generator with respect to the brake energy of the vehicle such as when the vehicle is decelerated. Is done by letting

  The series mode in which the engine 7 is used as a power supply source, the power is generated by the generator function of the first motor generator 11 and the vehicle is driven by the motor function of the second motor generator 17 can be selected regardless of whether the battery 10 is remaining. In particular, it is selected when the remaining amount of the battery 10 is not more than a predetermined value.

  In this series mode, when the vehicle is in the two-wheel drive state of the rear wheel drive, the low-speed clutch 25 and the high-speed clutch 27 are disconnected in the first drive system 5, and the driving force of the engine 7 is supplied to the first motor generator 11. The battery 10 is charged by the generator function. In the second drive system 15, the second drive clutch 29 is connected, and the driving force by the motor function of the second motor generator 17 is output to the differential mechanism 155 via the second drive clutch 29.

  On the other hand, in the series mode, when the vehicle is in a four-wheel drive state of front and rear wheel drive, the first drive system 5 is connected to the low speed clutch 25 or the high speed clutch 27, and the driving force of the engine 7 is used as the generator of the first motor generator 11. The battery 10 is charged by function, and output from the output unit 23 to the differential mechanism 37 via the low speed power transmission unit 19 or the high speed power transmission unit 21. In the second drive system 15, the second drive clutch 29 is connected, and the driving force by the motor function of the second motor generator 17 is output to the differential mechanism 155 via the second drive clutch 29.

  The parallel mode in which the vehicle is driven by the engine 7 and the motor functions of the first motor generator 11 and the second motor generator 17 is selected when the remaining amount of the battery 10 is greater than or equal to a predetermined value.

  In this parallel mode, when the vehicle is in a two-wheel drive state of front wheel drive or rear wheel drive, the first drive system 5 is connected to the low speed clutch 25 or the high speed clutch 27, and the driving force of the engine 7 is transmitted to the low speed power transmission unit 19. Alternatively, it is output from the output unit 23 to the differential mechanism 37 via the high-speed power transmission unit 21. In the second drive system 15, the second drive clutch 29 is engaged / disengaged according to the discontinuity state of the low speed clutch 25 and the high speed clutch 27 of the first drive system 5, and the second drive clutch 29 is in the connected state, The driving force generated by the motor function of the motor generator 17 is output to the differential mechanism 155 via the second driving clutch 29.

  On the other hand, in the parallel mode, when the vehicle is in a four-wheel drive state of front and rear wheel drive, the first drive system 5 is connected to the low speed clutch 25 or the high speed clutch 27, and the driving force of the engine 7 is transmitted to the low speed power transmission unit 19 or the high speed drive. The power is output from the output unit 23 to the differential mechanism 37 via the power transmission unit 21. At this time, the first motor generator 11 functions as a motor according to the traveling state of the vehicle, and adds driving force to the driving force of the engine 7. In the second drive system 15, the second drive clutch 29 is connected, and the driving force by the motor function of the second motor generator 17 is output to the differential mechanism 155 via the second drive clutch 29.

  The engine mode for driving the vehicle using only the engine 7 as a drive source can be selected regardless of whether or not the remaining amount of the battery 10 is present, and the first one is that the vehicle travels with the engine 7 in the two-wheel drive state of the front wheel drive. This is selected when the efficiency is higher than when running with the motor function of the motor generator 11.

  In this engine mode, when the vehicle is in the front-wheel-drive two-wheel drive state, the low-speed clutch 25 or the high-speed clutch 27 is connected in the first drive system 5, and the driving force of the engine 7 is transmitted to the low-speed power transmission unit 19 or the high-speed power transmission. The data is output from the output unit 23 to the differential mechanism 37 via the unit 21. In the second drive system 15, the second motor generator 17 is stopped and the second drive clutch 29 is disengaged, and the transmission of the rotation of the rear wheels 13 and 13 due to the traveling of the vehicle to the speed reduction mechanism 153 is cut off.

  In the power generation charging mode in which the battery 10 is charged by the generator function of the first motor generator 11, when the vehicle is stopped, the first drive system 5 releases the low-speed clutch 25 and the high-speed clutch 27, and the driving force of the engine 7 is reduced. 1 The battery 10 is charged by the generator function of the motor generator 11. In the second drive system 15, the second motor generator 17 is stopped and the second drive clutch 29 is released.

  Thus, in the vehicle drive system 1, the drive source for the engine 7, the first motor generator 11, and the second motor generator 17 is selected according to the traveling state of the vehicle, and the low speed clutch 25 and the high speed clutch 27 in the first drive system 5. And the second drive clutch 15 in the second drive system 15 are selectively engaged, whereby the driving force is appropriately shifted by the low-speed power transmission unit 19 and the high-speed power transmission unit 21 to increase the mode selection range. Can do.

  Here, the vehicle drive system 1, the low-speed power transmission unit 19, the high-speed power transmission unit 21, and the second drive clutch 29 are not provided, the first drive system 5 is provided with a motor, a generator, and an engine, and the second drive system 15 is provided. The table of FIG. 4 and FIG. 5 shows the availability of each mode with the conventional system including the motor and the operating status of the drive source.

  In this table, the vehicle drive system 1 is the main system, the first drive system 5 is the front, the second drive system 15 is the rear, the first motor generator 11 is the motor / generator, and the second motor generator 17 is It is displayed as a motor.

  As is apparent from this table, the conventional system does not include the low-speed power transmission unit 19 and the high-speed power transmission unit 21, so the parallel mode or the engine mode is used when the vehicle is in a two-wheel drive state or a four-wheel drive state. Could not choose.

  In contrast, the vehicle drive system 1 includes the low-speed power transmission unit 19 and the high-speed power transmission unit 21, so that the parallel mode and the engine mode are selected when the vehicle is in a two-wheel drive state or a four-wheel drive state. The mode selection range can be increased.

  In addition, in the conventional system, since the second drive clutch 29 is not provided, the rotation of the rear wheels 13 and 13 due to traveling of the vehicle is transmitted to the second motor generator 17 even when the second motor generator 17 is not used. As a result, there were many useless rotating systems.

  On the other hand, since the vehicle drive system 1 includes the second drive clutch 29, when the second motor generator 17 is not used, the second drive clutch 29 is brought into a disconnected state so that the vehicle drive system 1 can be driven rearward. The rotation of the wheels 13 and 13 is not transmitted to the second motor generator 17 side, a useless rotation system is reduced, and the fuel efficiency of the vehicle can be improved.

  In such a vehicle drive system 1, the motor that drives the first drive system 5 is the first motor generator 11, and the motor that drives the second drive system 15 is the second motor generator 17. The number of motors to be used can be reduced, and the cost can be reduced.

  The first drive system 5 includes a low-speed power transmission unit 19 that transmits a driving force transmitted from the engine 7 and the first motor generator 11 at a low speed, and a driving force transmitted from the engine 7 and the first motor generator 11. Therefore, the driving force output from the engine 7 and the first motor generator 11 to the front wheels 3 and 3 can be selected as two speeds.

  Further, the first drive system 5 interrupts the driving force of the low-speed clutch 25 that interrupts the driving force of the low-speed power transmission unit 19 that is transmitted to the output unit 23 and the driving force of the high-speed power transmission unit 21 that is transmitted to the output unit 23. Since the high-speed clutch 27 is provided, the drive source can be selected according to the traveling speed of the vehicle, and the mode selection range can be increased.

  Therefore, in such a vehicle drive system 1, cost can be reduced and the mode selection range can be increased.

  Further, since the second drive system 15 has a second drive clutch 29 for intermittently driving force transmitted between the second motor generator 17 and the rear wheels 13, 13, the vehicle is in a two-wheel drive state in which front wheels are driven. If the second drive clutch 29 is in the disconnected state, the rotation of the rear wheels 13 and 13 due to traveling of the vehicle is not transmitted to the second motor generator 17 side, reducing friction and reducing the vehicle Fuel consumption can be improved.

  In the vehicle drive system according to the embodiment of the present invention, the first drive system is disposed on the front wheel side and the second drive system is disposed on the rear wheel side. May be arranged on the rear wheel side, and the second drive system may be arranged on the front wheel side.

  In addition, as an actuator for intermittently operating the low-speed clutch and the high-speed clutch of the first drive system, a hydraulic actuator such as a hydraulic mechanism is applied, but an electromagnetic actuator, a magnetic fluid, an electric motor, or a shift rod As long as the low-speed clutch and the high-speed clutch can be connected / disconnected, such as using a shift fork, the actuator may have any form.

  Further, the transmission gear set between the first drive shaft and the second drive shaft of the transmission mechanism in the first drive system has a transmission function on the relationship between the two parallel axes. Depending on the permissible setting of the specified rotational speed, the first motor generator may be directly connected to the first drive shaft without providing a speed change gear set, or the speed change gear set using a planetary gear is coaxial with the first drive shaft. The first motor generator may be connected coaxially with the first drive shaft.

  The low-speed clutch and the high-speed clutch are not limited to the multi-plate clutch, but are a dog clutch composed of a pair of dog teeth facing in the axial direction, a friction single-plate clutch such as an electromagnetic type, and a pair of adjacent in the axial direction. A clutch for practical use can be provided according to the characteristics of the apparatus, such as a sleeve clutch comprising a spline tooth and an intermittent sleeve movable in the axial direction, a two-way clutch or a one-way clutch capable of intermittent control, and a magnetic fluid clutch.

DESCRIPTION OF SYMBOLS 1 ... Vehicle drive system 3 ... Front wheel 5 ... 1st drive system 7 ... Engine 9 ... Controller 10 ... Battery 11 ... 1st motor generator 13 ... Rear wheel 15 ... 2nd drive system 17 ... 2nd motor generator 19 ... Low speed power transmission Part 21: High speed power transmission part 23 ... Output part 25 ... Low speed clutch 27 ... High speed clutch 29 ... Second drive clutch

Claims (2)

An engine that drives the first drive system on one side of the front and rear wheels;
A first motor generator that drives the first drive system and is connected to a battery;
A second motor generator for driving the second drive system on the other side of the front and rear wheels and connected to the battery;
A low-speed power transmission unit that is provided in the first drive system and transmits a driving force transmitted from the engine and the first motor generator at a low speed;
A high-speed power transmission unit that is provided in the first drive system and transmits a driving force transmitted from the engine and the first motor generator at a high speed;
A low speed clutch for intermittently driving the driving force of the low speed power transmission unit transmitted to the output unit;
A high-speed clutch for intermittently driving the driving force of the high-speed power transmission unit transmitted to the output unit;
A vehicle drive system comprising: The vehicle drive system according to claim 1,
The vehicle drive system, wherein the second drive system has a second drive clutch for intermittently supplying a drive force transmitted between the second motor generator and wheels.

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