transmission mechanism

Abstract

The present application relates to and provides a transmission mechanism to achieve multiple functions with simple structure. The transmission mechanism (14) has: a planetary mechanism (22); an electronically controlled clutch (30) having a first clutch plate (70) and a second clutch plate (72) opposite to each other, the first clutch plate (70) is connected with a component in the planetary mechanism (22) other than the differential element (58), the second clutch plate (72) is connected with the differential element (58), if the first clutch plate (70) and the second clutch plate (72) are in a disengaged state, the differential generated by the differential element (58) is allowed, according to the engagement between the first clutch plate (70) and the second clutch plate (72), the differential generated by the differential element (58) is limited; a motor generator (34) connected with the second clutch plate (72) and the differential element (58).

Description

Technical Field

[0001] This invention relates to a transmission mechanism for transmitting power from a drive source to the wheels. Background Technology

[0002] In vehicles such as hybrid electric vehicles, for example, the rotating shaft of the electric motor that serves as the drive source is connected to the input shaft of the differential mechanism (differential mechanism), and the output shaft of the differential mechanism is connected to the wheels (for example, Patent Document 1).

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 09-298802 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] It is desirable for the transmission mechanism that transmits power from the drive source to the wheels to have multiple functions (e.g., differential function, differential limiting function, torque vectoring function, etc.). However, if the transmission mechanism has multiple functions, the structure becomes complex.

[0008] Therefore, the object of the present invention is to provide a transmission mechanism that can achieve multiple functions with a simple structure.

[0009] Technical solutions for solving the problem

[0010] To solve the above problems, the transmission mechanism of the present invention comprises: a planetary mechanism having a differential element that is respectively connected to an input shaft, a first output shaft, and a second output shaft and is capable of differentially displacing the first output shaft and the second output shaft; the planetary mechanism being capable of outputting torque input from the input shaft to the first output shaft and the second output shaft; an electronically controlled clutch having a first clutch plate and a second clutch plate opposite to each other, the first clutch plate being connected to a component in the planetary mechanism that is different from the differential element, and the second clutch plate being connected to the differential element; if the first clutch plate and the second clutch plate are in a disengaged state (open state), differential displacement generated by the differential element is permitted, and differential displacement generated by the differential element is limited according to the engagement between the first clutch plate and the second clutch plate; and an electric generator connected to the second clutch plate and the differential element.

[0011] Alternatively, the first output shaft and the second output shaft may be arranged on the same straight line, the planetary mechanism may have a differential housing, which is connected to the input shaft and supports the differential element so that it can revolve around and rotate on its own axis about the axes of the first output shaft and the second output shaft, and the first clutch plate is connected to the differential housing.

[0012] Alternatively, it may also include: an internal gear connected to the second clutch plate and the electric generator, capable of rotating about the axes of the first output shaft and the second output shaft; and a limiting gear meshing with the internal gear and linked to the differential element, wherein the electronically controlled clutch limits the rotation of the differential element by means of the internal gear and the limiting gear according to the engagement between the first clutch plate and the second clutch plate.

[0013] Alternatively, the differential element may also include: a first pinion that meshes with a first sun gear connected to a first output shaft; and a second pinion that meshes with a second sun gear connected to a second output shaft and with the first pinion, wherein the second clutch plate and the electric generator are connected to either the first pinion or the second pinion.

[0014] To solve the above problems, the transmission mechanism of the present invention includes an electronically controlled clutch, which can switch the following functions according to the disengagement or engagement of the clutch plates:

[0015] Differential function, which allows for differential movement between the first and second output shafts; or torque vector function, which can output different torques to the first and second output shafts respectively according to the rotation of the electric generator;

[0016] The differential limiting function limits the differential movement of the first and second output shafts; the motor drive function enables the motor generator to output equal torque to the first and second output shafts respectively based on the rotation of the motor generator; or the regenerative function enables the motor generator to generate electricity based on the torque supplied from the first or second output shaft.

[0017] Invention Effects

[0018] According to the present invention, multiple functions can be implemented with a simple structure. Attached Figure Description

[0019] Figure 1 It is a schematic diagram showing the structure of the vehicle.

[0020] Figure 2 It is a schematic diagram showing the structure of the transmission mechanism.

[0021] Figure 3 This is a three-dimensional diagram representing an example of a double pinion.

[0022] Figure 4 This is a diagram illustrating the differential function.

[0023] Figure 5 This diagram illustrates the differential limiting function when the left wheel is spinning freely.

[0024] Figure 6This diagram illustrates the differential limiting function when the right wheel is spinning freely.

[0025] Figure 7 It is a diagram illustrating the driving function of an electric motor.

[0026] Figure 8 This is a diagram illustrating the regeneration function.

[0027] Figure 9 This is a diagram illustrating the function of the torque vector. Detailed Implementation

[0028] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific values ​​shown in these embodiments are merely examples for ease of understanding of the invention and are not intended to limit the invention unless specifically stated otherwise. Furthermore, in this specification and the accompanying drawings, elements having the same function or structure are labeled with the same symbols, and repeated descriptions are omitted. Additionally, elements not directly related to the present invention are omitted from the illustrations.

[0029] Figure 1 This is a schematic diagram showing the structure of vehicle 1. Vehicle 1 includes a drive source 10, a transmission 12, transmission mechanisms 14a and 14b, front wheels 16a, and rear wheels 16b.

[0030] Vehicle 1 is an electric vehicle equipped with an electric motor as a drive source 10. Alternatively, vehicle 1 can be an engine-powered vehicle equipped with an engine as a drive source 10. Furthermore, vehicle 1 can also be a hybrid electric vehicle equipped with both an engine and an electric motor as drive sources 10. The drive source 10 generates torque, for example, by consuming power from a battery (not shown).

[0031] The output shaft of the drive source 10 is connected to the transmission 12. The transmission 12 is, for example, a continuously variable transmission (CVT). The transmission 12 is connected to the front wheel 16a via a transmission mechanism 14a. The transmission mechanism 14a transmits the torque (power) from the drive source 10 supplied by the transmission 12 to the front wheel 16a. Additionally, the transmission 12 is connected to the rear wheel 16b via a transmission mechanism 14b. The transmission mechanism 14b transmits the torque (power) from the drive source 10 supplied by the transmission 12 to the rear wheel 16b.

[0032] Hereafter, transmission mechanism 14a and transmission mechanism 14b will sometimes be collectively referred to as transmission mechanism 14. Transmission mechanism 14 will be described in detail later. In addition, front wheel 16a and rear wheel 16b will sometimes be collectively referred to as wheel 16.

[0033] Figure 2 This is a schematic diagram showing the structure of the transmission mechanism 14. Figure 2 The transmission mechanism 14 is, for example, an example of the rear transmission mechanism 14b. Furthermore, the front transmission mechanism 14a is the same as the rear transmission mechanism 14b.

[0034] The transmission mechanism 14 includes an input shaft 20, a planetary mechanism 22, a first output shaft 24, a second output shaft 26, a clutch housing 28, an electronically controlled clutch 30, a limiting gear 32, and an electric generator 34.

[0035] Input shaft 20 is, for example, a drive pinion shaft. Input shaft 20 is connected to transmission 12, for example, via a drive shaft. The torque of drive source 10 is input to input shaft 20. A bevel gear 40 (bevel gear) is formed at the front end of input shaft 20. Bevel gear 40 meshes with bevel gear 42. The rotation axis of bevel gear 42 is connected to the rotation axis of reduction gear 44. Reduction gear 44 is connected to planetary mechanism 22.

[0036] The planetary mechanism 22 includes a helical gear 50, a differential housing 52, a first sun gear 54, a second sun gear 56, a first pinion 58a, and a second pinion 58b.

[0037] Helical gear 50 meshes with reduction gear 44. Differential housing 52 is formed as a hollow cylinder. One axial end of differential housing 52 is fixed to the surface of one side (e.g., the right side) of helical gear 50. The other axial end of differential housing 52 is blocked by the bottom surface of differential housing 52.

[0038] The differential housing 52 is connected to the input shaft 20 via a helical gear 50, a reduction gear 44, and bevel gears 40 and 42. The differential housing 52 and the helical gear 50 are integral and rotate together. The differential housing 52 houses a first sun gear 54, a second sun gear 56, a first pinion 58a, and a second pinion 58b.

[0039] The first sun gear 54 and the second sun gear 56 are arranged parallel to the helical gear 50 and are spaced apart from each other. The first sun gear 54 is connected to the first output shaft 24. The first output shaft 24 extends to the right through the differential housing 52. The right wheel 16 is connected to the first output shaft 24. The second sun gear 56 is connected to the second output shaft 26. The second output shaft 26 extends to the left through the helical gear 50. The left wheel 16 is connected to the second output shaft 26. The first output shaft 24 and the second output shaft 26 are arranged on the same straight line. That is, the central axes of the helical gear 50, the differential housing 52, the first sun gear 54, the first output shaft 24, the second sun gear 56, and the second output shaft 26 coincide.

[0040] The first pinion 58a meshes with the first sun gear 54. The first pinion shaft 60a is connected to the center of the first pinion 58a. The first pinion shaft 60a is rotatably supported on the helical gear 50 and the differential housing 52. That is, the first pinion 58a can revolve around the axis of the first output shaft 24 (along the periphery of the first sun gear 54) and is supported rotatably about the central axis of the first pinion 58a.

[0041] The second pinion 58b meshes with the second sun gear 56. The second pinion shaft 60b is connected to the center of the second pinion 58b. The second pinion shaft 60b is rotatably supported on the helical gear 50 and the differential housing 52. That is, the second pinion 58b can revolve around the axis of the second output shaft 26 (along the periphery of the second sun gear 56), and is supported rotatably about its central axis.

[0042] The second pinion 58b meshes with the second sun gear 56 and also with the first pinion 58a. The second pinion 58b rotates in the opposite direction to the rotation of the first pinion 58a, depending on its rotation. That is, the first pinion 58a and the second pinion 58b constitute a so-called double pinion.

[0043] Figure 3 This is a perspective view illustrating an example of a double pinion. For example, the first sun gear 54 and the second sun gear 56 have the same diameter and number of teeth. The first pinion 58a is composed of a first part 58a1 and a second part 58a2. The first part 58a1 and the second part 58a2 have the same diameter and number of teeth and are connected by a first pinion shaft 60a. The first part 58a1 meshes with the first sun gear 54. The position of the second part 58a2 is axially offset relative to the first sun gear 54 and the second sun gear 56.

[0044] The second pinion 58b has the same diameter and number of teeth as the first pinion 58a (first part 58a1 and second part 58a2). The second pinion 58b meshes with the second sun gear 56. The second pinion 58b is longer axially than the second sun gear 56 and meshes with the second part 58a2.

[0045] For example, if the first output shaft 24 rotates counterclockwise, the first sun gear 54 will also rotate counterclockwise. This causes the first part 58a1, which meshes with the first sun gear 54, to rotate clockwise. In this case, the second part 58a2, connected to the first part 58a1 via the first pinion shaft 60a, will rotate clockwise in conjunction with the first part 58a1. The second pinion 58b, which meshes with the second part 58a2, will rotate counterclockwise in the opposite direction to the rotation of the second part 58a2. This causes the second sun gear 56, which meshes with the second pinion 58b, to rotate clockwise. Furthermore, the second output shaft 26, which meshes with the second sun gear 56, will rotate clockwise in the opposite direction to the first output shaft 24.

[0046] Thus, the first pinion 58a and the second pinion 58b function as differential elements 58 that enable differential movement between the first output shaft 24 and the second output shaft 26. Furthermore, for the double pinion configuration, it is not limited to the specific example shown; other suitable designs are possible.

[0047] Return to Figure 2 The clutch housing 28 is generally cylindrical. It is disposed on the outside of the differential housing 52, covering it. The central axis of the clutch housing 28 coincides with the central axis of the first output shaft 24. The clutch housing 28 is rotatable about the axis of the first output shaft 24.

[0048] The electronically controlled clutch 30 includes multiple first clutch plates 70, multiple second clutch plates 72, a ball cam 74, and a clutch actuation motor 76. Hereinafter, the first clutch plates 70 and the second clutch plates 72 will sometimes be simply referred to as clutch plates.

[0049] The clutch disc is formed in the shape of a circular plate. The differential housing 52 is inserted inside the clutch disc. In other words, the clutch disc is located on the outer periphery of the differential housing 52 and extends radially towards the differential housing 52. The central axis of the clutch disc coincides with the central axis of the first output shaft 24.

[0050] The first clutch plate 70 is connected to a component in the planetary mechanism 22 that is different from the differential element 58, specifically to the differential housing 52. Furthermore, the first clutch plate 70 is slidably connected along the axial direction of the differential housing 52 (i.e., the axial direction of the first output shaft 24). For example, a spline extending axially is formed on the outer peripheral surface of the differential housing 52, and the first clutch plate 70 is slidably connected to the spline of the differential housing 52 via its inner peripheral edge. Additionally, the outer peripheral edge of the first clutch plate 70 is separated from the clutch housing 28.

[0051] The second clutch disc 72 is connected to the clutch housing 28. Furthermore, the second clutch disc 72 is slidably connected to the clutch housing 28 in the axial direction (i.e., the axial direction of the first output shaft 24). For example, a spline extending axially is formed on the inner circumferential surface of the clutch housing 28, and the second clutch disc 72 is slidably connected to the spline on the inner circumferential surface of the clutch housing 28 via its outer periphery. Additionally, the inner periphery of the second clutch disc 72 is separated from the differential housing 52.

[0052] Multiple first clutch plates 70 are stacked axially. Moreover, the first clutch plates 70 and second clutch plates 72 are stacked alternately, such that each of the multiple second clutch plates 72 sandwiches a first clutch plate 70.

[0053] The ball cam 74 is disposed on one side of the clutch disc stacking direction (axial direction) (e.g., the helical gear 50 side (left side)). The ball cam 74 includes a pressure plate 80, a cam 82, and a ball 84.

[0054] The pressure plate 80 is positioned to the left of the clutch disc. The cam 82 is positioned to the left of the pressure plate 80, opposite it. Recesses are formed on the opposing surfaces of the cam 82 and the pressure plate 80. A ball 84 is received in the recesses of the cam 82 and the pressure plate 80, and is held by them. Furthermore, the cam 82 is, for example, fixed to a frame 86 that houses the clutch housing 28, etc.

[0055] The clutch actuation motor 76 is connected to the reduction gear 90. The reduction gear 90 meshes with the reduction gear 92. The rotation shaft of the reduction gear 92 is connected to the rotation shaft of the reduction gear 94. The reduction gear 94 meshes with teeth located on the outer circumferential surface of the pressure plate 80. The clutch actuation motor 76 enables the pressure plate 80 to rotate via the reduction gears 90, 92, and 94.

[0056] If the rotation angle of the clutch actuation motor 76 is set to the initial position, there will be no deviation of the pressure plate 80 from the rotation direction of the cam 82. When the pressure plate 80 does not deviate in the rotation direction, it approaches the cam 82 and does not press the clutch discs. In this state, the surfaces of the clutch discs are separated from each other, and the electronically controlled clutch 30 is disengaged. With the electronically controlled clutch 30 disengaged, the differential housing 52 and the clutch housing 28 can rotate independently.

[0057] On the other hand, if the rotation angle of the clutch actuation motor 76 is increased from its initial position, a deviation relative to the rotation direction of the cam 82 is generated on the pressure plate 80. When the pressure plate 80 deviates in the rotation direction, the ball 84 moves over the cam 82 and the recess of the pressure plate 80, and the pressure plate 80 presses against the clutch disc to a degree corresponding to the rotation angle.

[0058] In this way, the pressure plate 80 presses down on the clutch plates, causing the surfaces of the clutch plates to come into contact with each other, generating friction between the clutch plates. The electronically controlled clutch 30 (specifically, the first clutch plate 70 and the second clutch plate 72) engages through this friction. Thus, the clutch actuation motor 76 can control the engagement force of the electronically controlled clutch 30 by controlling the rotation angle. Furthermore, if the electronically controlled clutch 30 is fully engaged, the differential housing 52 and the clutch housing 28 are mutually constrained and rotate as a single unit.

[0059] An internal gear 100 is formed on the inner circumferential surface of the clutch housing 28. The internal gear 100 is located to the right of the rightmost side of the clutch disc. Furthermore, the internal gear 100 is located on the opposite side (right side) of the helical gear 50 relative to the differential housing 52. The internal gear 100 is connected to the second clutch disc 72 via the clutch housing 28. The internal gear 100 will be described later, but it is also connected to the electric generator 34 via the clutch housing 28. The internal gear 100 and the clutch housing 28 are integral and rotatable about the axis of the first output shaft 24.

[0060] The limiting gear 32 is located on the opposite side (right side) of the helical gear 50 relative to the differential housing 52. The limiting gear 32 is, for example, a spur gear. The limiting gear 32 meshes with the internal gear 100. The rotation axis of the limiting gear 32 is connected to the first pinion shaft 60a. The limiting gear 32 is linked to the differential element 58 (specifically, the first pinion 58a).

[0061] When the electronically controlled clutch 30 is disengaged, as described above, the differential housing 52 and the clutch housing 28 can rotate independently. In this case, if the first pinion 58a rotates, the limiting gear 32 will also rotate in conjunction. If the limiting gear 32 rotates, the internal gear 100 will rotate in response to the limiting gear 32. As a result, the clutch housing 28 rotates at a speed different from that of the differential housing 52.

[0062] In contrast, when the electronically controlled clutch 30 is engaged, as described above, the clutch housing 28 and the differential housing 52 become a single unit and rotate. In this case, the revolution speed of the first pinion 58a is the same as the rotation speed of the internal gear 100. Therefore, the first pinion 58a and the limiting gear 32 cannot rotate around the axis of the first pinion 58a. When the first pinion 58a cannot rotate, the second pinion 58b also cannot rotate.

[0063] Thus, the electronically controlled clutch 30, based on the engagement between the first clutch plate 70 and the second clutch plate 72, restricts the rotation of the differential element 58 (first pinion 58a and second pinion 58b) via the internal gear 100 and the limiting gear 32. If the rotation of the differential element 58 (first pinion 58a and second pinion 58b) is restricted, the differential movement of the first output shaft 24 and the second output shaft 26 is consequently limited.

[0064] An external gear 110 is formed on the outer peripheral surface of the clutch housing 28. The external gear 110 is located at the end of the clutch housing 28 opposite to the helical gear 50. The external gear 110 is integral with the clutch housing 28 and can rotate about the axis of the first output shaft 24.

[0065] The electric generator 34 is, for example, a synchronous motor or an induction motor. The electric generator 34 is separately (independently) located from the drive source 10 that inputs torque to the input shaft 20 of the planetary mechanism 22. The electric generator 34 is connected to a battery via an inverter (not shown). The electric generator 34 consumes power from the battery to rotate the rotating shaft 120. Furthermore, the electric generator 34 generates electricity (power generation) based on the rotation of the rotating shaft 120. The electricity generated by the electric generator 34 is regenerated in the battery.

[0066] An external gear 122 is formed at the front end of the rotating shaft 120 of the electric generator 34. The external gear 122 meshes with a reduction gear 124. The rotating shaft of the reduction gear 124 is connected to a reduction gear 126. The reduction gear 126 meshes with the external gear 110 of the clutch housing 28.

[0067] The electric generator 34 is connected to the clutch housing 28 via a rotating shaft 120, an external gear 122, reduction gears 124 and 126, and an external gear 110. That is, the electric generator 34, the second clutch plate 72, the internal gear 100, and the differential element 58 are connected via the clutch housing 28.

[0068] The transmission mechanism 14 has differential function, differential limiting (so-called anti-slip differential (LSD)) function, electric motor drive function, regenerative function and torque vectoring function.

[0069] The differential function allows for differential movement between the first output shaft 24 and the second output shaft 26. The differential limiting function restricts the differential movement between the first output shaft 24 and the second output shaft 26. The motor drive function outputs equal torque to both the first output shaft 24 and the second output shaft 26 based on the rotation of the generator 34. The regenerative function generates electricity using the generator 34 based on the torque applied to either the first output shaft 24 or the second output shaft 26. The torque vectoring function outputs different torques to both the first output shaft 24 and the second output shaft 26 based on the rotation of the generator 34.

[0070] The transmission mechanism 14 can switch between differential function, differential limiting function, electric motor drive function, regenerative function, and torque vectoring function according to the disengagement or engagement of the clutch plates of the electronically controlled clutch 30. Each function is described in detail below.

[0071] Figure 4 This diagram illustrates the differential function. When the differential function is activated, the electronically controlled clutch 30 disengages. Additionally, during differential operation, the electric generator 34 stops.

[0072] like Figure 4 As shown by the dashed arrow A10, the torque of the drive source 10 is input to the input shaft 20. The torque of the drive source 10 is transmitted from the input shaft 20 to the helical gear 50. As shown by the dashed arrow A12, the torque of the drive source 10 is output to the first output shaft 24 through the first pinion shaft 60a, the first pinion 58a, and the first sun gear 54. Parallel to this, as shown by the dashed arrow A14, the torque of the drive source 10 is output to the second output shaft 26 through the second pinion shaft 60b, the second pinion 58b, and the second sun gear 56. Thus, the torque of the drive source 10 is output to both the first output shaft 24 and the second output shaft 26.

[0073] For example, when vehicle 1 is turning, a speed difference occurs on the left and right wheels 16, i.e., the first output shaft 24 and the second output shaft 26. In differential function, the speed difference between the first output shaft 24 and the second output shaft 26 is allowed by the rotation of the first pinion 58a and the second pinion 58b.

[0074] Here, if one of the left or right wheels 16 spins freely, the speed of the spinning wheel 16 is greater than that of the non-spinning wheel 16. This can sometimes reduce the torque transmitted to the non-spinning wheel 16, thus decreasing the stability of the vehicle 1. Therefore, a differential limiting function is implemented to prevent the speed difference between the left and right wheels 16 from becoming excessive.

[0075] Figure 5 This diagram illustrates the differential limiting function when the left wheel 16 is spinning freely. When the differential limiting function is activated (differential limiting mode), the electronically controlled clutch 30 engages. Furthermore, during differential limiting mode, the engagement force of the electronically controlled clutch 30 (i.e., the magnitude of the differential limiting torque) can be controlled to any value. Additionally, during differential limiting mode, the electric generator 34 stops.

[0076] When the electronically controlled clutch 30 is engaged, as described above, the clutch housing 28 is constrained by the differential housing 52, and the rotation of the first pinion 58a and the second pinion 58b is restricted by the internal gear 100 and the limiting gear 32. In this way, the reduction in the rotational speed of the non-idling right wheel 16 is suppressed by the first sun gear 54 and the first output shaft 24.

[0077] In addition, by limiting the rotation of the first pinion 58a and the second pinion 58b, the torque of the drive source 10 (dashed arrow A10) is output to the first output shaft 24 (dashed arrow A12), and its ineffective output to the second output shaft 26 is suppressed.

[0078] Figure 6 This diagram illustrates the differential limiting function when the right wheel 16 is spinning freely. Similar to when the left wheel 16 is spinning freely, the electronically controlled clutch 30 engages to achieve the differential limiting function when the right wheel 16 is spinning freely.

[0079] When the electronically controlled clutch 30 is engaged, the rotation of the first pinion 58a and the second pinion 58b is restricted. Therefore, the decrease in the rotational speed of the non-idling left wheel 16 is suppressed by the second sun gear 56 and the second output shaft 26. In addition, by restricting the rotation of the first pinion 58a and the second pinion 58b, the torque of the drive source 10 (dashed arrow A10) is output to the second output shaft 26 (dashed arrow A14), and its ineffective output to the first output shaft 24 is suppressed.

[0080] In this way, when implementing the differential limiting function, the reduction in torque transmitted to the wheels 16 that are not idling can be suppressed. As a result, the reduction in the stability of the vehicle 1 can be suppressed.

[0081] Figure 7 This diagram illustrates the electric motor drive function. When the electric motor drive function is activated, the electronically controlled clutch 30 engages. Additionally, during the electric motor drive function, the electric generator 34 operates as an electric motor. The electric generator 34 rotates the rotating shaft 120 in such a manner that the rotation direction of the clutch housing 28 is the same as the rotation direction of the differential housing 52.

[0082] In the motor drive function, the torque of the drive source 10 is output to the first output shaft 24 and the second output shaft 26, just as in the differential function. In the motor drive function, in addition to the torque of the drive source 10, the torque of the electric generator 34 is also output to the first output shaft 24 and the second output shaft 26.

[0083] Specifically, as indicated by the double-dotted arrow A20, the torque of the electric generator 34 is transmitted to the clutch housing 28. Because the electronically controlled clutch 30 is engaged, the torque of the electric generator 34 is transmitted to the differential housing 52 and the helical gear 50 through the clutch discs.

[0084] As shown by the double-dotted arrow A22, the torque of the electric generator 34 is output to the first output shaft 24 through the first pinion shaft 60a, the first pinion 58a, and the first sun gear 54. Parallel to this, as shown by the double-dotted arrow A24, the torque of the electric generator 34 is output to the second output shaft 26 through the second pinion shaft 60b, the second pinion 58b, and the second sun gear 56.

[0085] For example, as shown by arrows B24 and B26, the torque of the drive source 10 is output from the first output shaft 24 and the second output shaft 26 in a counterclockwise rotation. Moreover, as shown by arrow C20, the electric generator 34 outputs a torque that causes the rotating shaft 120 to rotate clockwise.

[0086] On the first output shaft 24, the electric generator 34 rotates together with the differential housing 52 via the first pinion 58a, as shown by arrow C24, and outputs torque in a counter-clockwise rotation. Similarly, on the second output shaft 26, the electric generator 34 rotates together with the differential housing 52 via the second pinion 58b, as shown by arrow C26, and outputs torque in a counter-clockwise rotation. That is, the rotation direction of the first output shaft 24 (arrow C24) and the rotation direction of the second output shaft 26 (arrow C26) based on the electric generator 34 are in the same direction. Furthermore, the torque of the electric generator 34 is output equally to both the first output shaft 24 and the second output shaft 26.

[0087] As described above, the electric generator 34 causes the clutch housing 28 to rotate in the same direction as the differential housing 52. Therefore, on both the first output shaft 24 and the second output shaft 26, the rotational direction based on the torque of the drive source 10 and the rotational direction based on the torque of the electric generator 34 are in the same direction.

[0088] On the first output shaft 24, the counterclockwise rotational torque of the drive source 10 (arrow B24) and the counterclockwise rotational torque of the electric generator 34 (arrow C24) are added together. Since the torques in the same direction are added together, the torque output from the first output shaft 24 is higher than the torque of the drive source 10.

[0089] On the second output shaft 26, the counterclockwise rotational torque of the drive source 10 (arrow B26) and the counterclockwise rotational torque of the electric generator 34 (arrow C26) are added together. Since the torques in the same direction are added together, the torque output from the second output shaft 26 is also higher than the torque of the drive source 10. Therefore, in the electric motor drive function, in addition to the torque of the drive source 10, the torque of the electric generator 34 can also assist in the acceleration of the vehicle 1.

[0090] However, during motor drive, the differential element 58 cannot rotate because the electronically controlled clutch 30 is engaged, and the differential function of the first output shaft 24 and the second output shaft 26 does not work.

[0091] Figure 8 This diagram illustrates the regeneration function. When the regeneration function is activated, the electronically controlled clutch 30 engages. Additionally, during the regeneration function, the electric generator 34 operates as a generator.

[0092] The regenerative function is implemented, for example, when the vehicle 1 decelerates. When the vehicle 1 decelerates, the torque of the drive source 10 is not transmitted to the wheel 16, and the torque corresponding to the rotation of the wheel 16 is given to the first output shaft 24 and the second output shaft 26.

[0093] As shown by the double-dotted arrow A32, the torque applied to the wheel 16 of the first output shaft 24 is transmitted to the helical gear 50 and the differential housing 52 via the first sun gear 54, the first pinion 58a, and the first pinion shaft 60a. Similarly, as shown by the double-dotted arrow A34, the torque applied to the wheel 16 of the second output shaft 26 is transmitted to the helical gear 50 and the differential housing 52 via the second sun gear 56, the second pinion 58b, and the second pinion shaft 60b.

[0094] With the electronically controlled clutch 30 engaged, the torque of the wheel 16 is transmitted to the clutch housing 28 via the clutch discs. At this time, the torque of the wheel 16 causes the clutch housing 28 to rotate in the same direction as the differential housing 52. Furthermore, the torque of the wheel 16 is transmitted to the rotating shaft 120, as indicated by arrow C30, causing the rotating shaft 120 to rotate. This causes the electric generator 34 to generate electricity, which is then regenerated in the battery.

[0095] However, during regeneration, the differential element 58 cannot rotate because the electronically controlled clutch 30 is engaged, and the differential function of the first output shaft 24 and the second output shaft 26 does not work.

[0096] Figure 9This diagram illustrates the torque vectoring function. When the torque vectoring function is activated, the electronically controlled clutch 30 disengages. Additionally, during torque vectoring, the electric generator 34 operates as a motor. The electric generator 34 can rotate the rotating shaft 120 in any direction, regardless of the rotation direction of the differential housing 52.

[0097] In torque vectoring mode, as in differential mode, the torque of drive source 10 is output to the first output shaft 24 and the second output shaft 26. In torque vectoring mode, in addition to the torque of drive source 10, the torque of electric generator 34 is also output to the first output shaft 24 and the second output shaft 26.

[0098] Specifically, as indicated by the double-dotted arrow A40, the torque of the electric generator 34 is transmitted to the clutch housing 28, and then to the limiting gear 32 via the internal gear 100. Since the limiting gear 32 is engaged with the first pinion 58a, the torque of the electric generator 34 is transmitted to the first pinion 58a.

[0099] As shown by the double-dotted arrow A42, the torque of the electric generator 34 is transmitted from the first pinion 58a to the first output shaft 24 via the first sun gear 54. Parallel to this, as shown by the double-dotted arrow A44, the torque of the electric generator 34 is transmitted from the first pinion 58a to the second pinion 58b, and then to the second output shaft 26 via the second sun gear 56.

[0100] For example, as shown by arrows B24 and B26, the torque of the drive source 10 is output from the first output shaft 24 and the second output shaft 26 in a counterclockwise rotation. Moreover, as shown by arrow C40, the electric generator 34 outputs a torque that causes the rotating shaft 120 to rotate clockwise.

[0101] On the first output shaft 24, the first pinion 58a rotates by the limiting gear 32, thereby outputting the torque of the electric generator 34 counterclockwise, as shown by arrow C44. Conversely, on the second output shaft 26, the second pinion 58b rotates in the opposite direction to the first pinion 58a, thereby outputting the torque of the electric generator 34 clockwise, as shown by arrow C46. That is, the rotation direction of the first output shaft 24 (arrow C44) and the rotation direction of the second output shaft 26 (arrow C46) based on the electric generator 34 are opposite.

[0102] On the first output shaft 24, the counterclockwise rotational torque of the drive source 10 (arrow B24) and the counterclockwise rotational torque of the electric generator 34 (arrow C44) are added together. Since the torques in the same direction are added together, the torque output from the first output shaft 24 is higher than the torque of the drive source 10.

[0103] In contrast, on the second output shaft 26, the counterclockwise rotation torque of the drive source 10 (arrow B26) and the clockwise rotation torque of the electric generator 34 (arrow C46) are added together. Because the torques in different directions are added together, the torque output from the second output shaft 26 is lower than the torque of the drive source 10.

[0104] Therefore, the torque of the right wheel 16 is higher than that of the left wheel 16. Thus, the vehicle 1 can turn left even without performing a turning operation.

[0105] Furthermore, when the torque output from the electric generator 34 is in the opposite direction (counterclockwise rotation), the torque of the electric generator 34 rotates clockwise on the first output shaft 24 and counterclockwise on the second output shaft 26. In this case, on the first output shaft 24, since the torques in different directions are added together, the torque is lower than that of the drive source 10. Conversely, on the second output shaft 26, since the torques in the same direction are added together, the torque is higher than that of the drive source 10. Moreover, the torque of the left wheel 16 is higher than that of the right wheel 16, so the vehicle 1 can turn right even without performing a turning operation.

[0106] As described above, in the transmission mechanism 14 of this embodiment, differential function or torque vector function can be realized by disengaging the electronically controlled clutch 30, and differential limiting function, electric motor drive function or regenerative function can be realized by engaging the electronically controlled clutch 30. Moreover, in the transmission mechanism 14 of this embodiment, differential function or torque vector function, and differential limiting function, electric motor drive function or regenerative function can be switched by the electronically controlled clutch 30.

[0107] Therefore, the transmission mechanism 14 according to this embodiment can achieve multiple functions with a simple structure.

[0108] Furthermore, in the transmission mechanism 14 of this embodiment, the off-road capability (runaway capability) can be improved by the differential limiting function, the torque performance can be improved by the electric motor drive function, the energy efficiency can be improved by the regeneration function, and the steering stability can be improved by the torque vector function.

[0109] Furthermore, in the transmission mechanism 14 of this embodiment, torque vectoring can be achieved using an electric generator 34. Therefore, compared with the method of setting electric motors on each of the left and right wheels 16 to perform torque vectoring, the transmission mechanism 14 can be miniaturized and made lighter.

[0110] Furthermore, in the transmission mechanism 14 of this embodiment, differential limiting function and motor drive function can be realized simultaneously, and differential limiting function and regeneration function can be realized simultaneously.

[0111] Furthermore, in the transmission mechanism 14 of this embodiment, since differential limiting is controlled by a clutch-operated motor 76 that is different from the electric generator 34, the differential limiting capacity can be set to a high capacity.

[0112] Furthermore, the limiting gear 32 of the aforementioned transmission mechanism 14 is coupled to the first pinion 58a. However, the limiting gear 32 can also be coupled to the second pinion 58b. That is, the second clutch plate 72 and the electric generator 34 can also be coupled to either the first pinion 58a or the second pinion 58b.

[0113] Furthermore, the differential element 58 of the aforementioned transmission mechanism 14 is composed of two pinions. However, the differential element 58 is not limited to two pinions and can be any structure that allows the first output shaft 24 and the second output shaft 26 to move differentially.

[0114] The embodiments of the present invention have been described above with reference to the accompanying drawings, but it should be understood that the present invention is not limited to these embodiments. Those skilled in the art will recognize that various modifications and alterations can be conceived within the scope of the claims, and these are naturally understood to fall within the technical scope of the present invention.

[0115] For example, the transmission mechanism 14 can be applied to the rear differential, the front differential, or the center differential.

[0116] Industrial availability

[0117] This invention relates to a transmission mechanism that can transmit driving power to wheels.

[0118] Symbol Explanation

[0119] 14, 14a, 14b Transmission mechanisms

[0120] 20 Input Axes

[0121] 22 Planetary Agencies

[0122] 24 First Output Shaft

[0123] 26 Second Output Shaft

[0124] 30 Electronically controlled clutch

[0125] 32. Restricting gears

[0126] 34 Electric generator

[0127] 52 Differential housing

[0128] 54 First Sun Gear

[0129] 56 Second Sun Gear

[0130] 58 Differential Components

[0131] 58a First pinion

[0132] 58b Second pinion

[0133] 70 First clutch plate

[0134] 72 Second Clutch Plate

[0135] 100 Internal gears.

Claims

1. A transmission mechanism, comprising: A planetary mechanism having differential elements connected to an input shaft, a first output shaft, and a second output shaft respectively, and capable of differentially maneuvering the first output shaft and the second output shaft, the planetary mechanism being able to output torque input from the input shaft to the first output shaft and the second output shaft; An electronically controlled clutch has a first clutch plate and a second clutch plate that are opposed to each other. The first clutch plate is connected to a component in the planetary mechanism that is different from the differential element. The second clutch plate is connected to the differential element. If the first clutch plate and the second clutch plate are disengaged, differential movement generated by the differential element is permitted. The differential movement generated by the differential element is limited according to the engagement between the first clutch plate and the second clutch plate. as well as An electric generator, which is connected to the second clutch plate and the differential element. The differential element has the following characteristics: A first pinion gear meshes with a first sun gear connected to the first output shaft; and The second pinion meshes with the second sun gear connected to the second output shaft and also meshes with the first pinion; The second clutch plate and the electric generator are connected to either the first pinion or the second pinion.

2. The transmission mechanism according to claim 1, wherein, The first output shaft and the second output shaft are arranged on the same straight line. The planetary mechanism has a differential housing connected to the input shaft, which supports the differential element so that it can revolve around the axes of the first and second output shafts and rotate on its own axis. The first clutch disc is connected to the differential housing.

3. The transmission mechanism according to claim 1, wherein, It also has: An internal gear, connected to the second clutch disc and the electric generator, is rotatable about the axes of the first output shaft and the second output shaft; and A limiting gear, which meshes with the internal gear and is linked to the differential element; The electronically controlled clutch, based on the engagement between the first clutch plate and the second clutch plate, restricts the rotation of the differential element via the internal gear and the limiting gear.

4. The transmission mechanism according to claim 2, wherein, It also has: An internal gear, connected to the second clutch disc and the electric generator, is rotatable about the axes of the first output shaft and the second output shaft; and A limiting gear, which meshes with the internal gear and is linked to the differential element; The electronically controlled clutch, based on the engagement between the first clutch plate and the second clutch plate, restricts the rotation of the differential element via the internal gear and the limiting gear.

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