transmission mechanism

Abstract

The present invention relates to a transmission mechanism which realizes torque vectoring function while suppressing control complication of a motor generator. The transmission mechanism (14) includes: a first one-way clutch (32a) having a first inner wheel portion (150a) linked to a first pinion (58a) and a first outer wheel portion (152a) engaged with a ring gear (100), which can switch whether or not torque transmission is possible in accordance with a rotation direction of the first outer wheel portion (152a) relative to the first inner wheel portion (150a); and a second one-way clutch (32b) having a second inner wheel portion (150b) linked to a second pinion (58b) and a second outer wheel portion (152b) engaged with the ring gear (100), which can switch whether or not torque transmission is possible in accordance with a rotation direction of the second outer wheel portion (152b) relative to the second inner wheel portion (150b).

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] When the transmission mechanism that transmits power from the drive source to the wheels has torque vectoring functionality, for example, consider installing electric generators on both the right output shaft connected to the right wheel and the left output shaft connected to the left wheel. However, in this approach, the number of electric generators increases, and the installation space for the electric generators becomes larger. Therefore, it is desirable to achieve torque vectoring functionality while minimizing the number of electric generators.

[0008] Therefore, it is considered to connect an electric generator to the differential mechanism to achieve torque vectoring. However, depending on the connection method of the electric generator to the differential mechanism, the relationship between the increase or decrease of the turning angle based on torque vectoring and the rotation direction of the electric generator is reversed depending on the turning direction. Thus, the control of the electric generator when implementing torque vectoring becomes complex.

[0009] Therefore, the object of the present invention is to provide a transmission mechanism that can achieve torque vectoring function while suppressing the control complexity of electric generators.

[0010] Technical solutions for solving the problem

[0011] To solve the above problems, the transmission mechanism of the present invention comprises: a first pinion gear meshing with a first sun gear connected to a first output shaft; a second pinion gear meshing with a second sun gear connected to a second output shaft and also meshing with the first pinion gear; a differential housing connected to an input shaft, supporting the first and second pinions so that they can revolve around the axes of the first and second output shafts and rotate on their own axes; an internal gear rotatable around the axes of the first and second output shafts; an electric generator connected to the internal gear; a first one-way clutch having a first inner wheel portion connected to the first pinion gear and a first outer wheel portion meshing with the internal gear, and capable of switching whether torque transmission is enabled or disabled according to the rotation direction of the first outer wheel portion relative to the first inner wheel portion; and a second one-way clutch having a second inner wheel portion connected to the second pinion gear and a second outer wheel portion meshing with the internal gear, and capable of switching whether torque transmission is enabled or disabled according to the rotation direction of the second outer wheel portion relative to the second inner wheel portion.

[0012] Alternatively, the first one-way clutch and the second one-way clutch may be configured such that the rotation direction of the first outer wheel portion capable of torque transmission relative to the first inner wheel portion and the rotation direction of the second outer wheel portion capable of torque transmission relative to the second inner wheel portion are in the same direction.

[0013] Alternatively, it may also include 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 the differential housing and the second clutch plate being connected to an internal gear. If the first clutch plate and the second clutch plate are disengaged, differential movement of the first output shaft and the second output shaft based on the first pinion and the second pinion is permitted. The electronically controlled clutch limits the differential movement according to the engagement between the first clutch plate and the second clutch plate.

[0014] Invention Effects

[0015] According to the present invention, torque vectoring can be achieved while suppressing the control complexity of electric generators. Attached Figure Description

[0016] Figure 1 It is a schematic diagram showing the structure of the vehicle.

[0017] Figure 2 It is a schematic diagram showing the structure of the transmission mechanism.

[0018] Figure 3 This is a three-dimensional diagram representing an example of a double pinion.

[0019] Figure 4 This is a diagram illustrating the differential function.

[0020] Figure 5This diagram illustrates the differential limiting function when the left wheel is spinning freely.

[0021] Figure 6 This diagram illustrates the differential limiting function when the right wheel is spinning freely.

[0022] Figure 7 It is a diagram illustrating the driving function of an electric motor.

[0023] Figure 8 This is a diagram illustrating the regeneration function.

[0024] Figure 9 This is a diagram illustrating an example of torque vector function.

[0025] Figure 10 These are diagrams illustrating other examples of torque vectoring functionality.

[0026] Figure 11 This is a diagram illustrating one example of a comparative transmission mechanism. Detailed Implementation

[0027] 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.

[0028] 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.

[0029] 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).

[0030] 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.

[0031] 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.

[0032] 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.

[0033] 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 first one-way clutch 32a, a second one-way clutch 32b, and an electric generator 34.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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 (in other words, along the periphery of the first sun gear 54), and is supported rotatably about the central axis of the first pinion 58a.

[0040] 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 (in other words, along the circumference of the second sun gear 56), and is rotatably supported about the central axis of the second pinion 58b.

[0041] 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 the rotation of the first pinion 58a. That is, the first pinion 58a and the second pinion 58b constitute a so-called double pinion.

[0042] 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.

[0043] The second pinion 58b has the same diameter and number of teeth as the first pinion 58a (in other words, the first part 58a1 and the 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.

[0044] 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 rotation of the first output shaft 24.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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 clamps a first clutch plate 70.

[0052] The ball cam 74 is disposed on one side of the clutch disc's stacking direction. Specifically, the ball cam 74 is disposed on the side of the helical gear 50 relative to the clutch disc (i.e., Figure 2 (Left side). The ball cam 74 includes a pressure plate 80, a cam 82, and a ball 84.

[0053] 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.

[0054] 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.

[0055] 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 (in other words, separately).

[0056] 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.

[0057] 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.

[0058] 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 of the helical gear 50 relative to the differential housing 52. Figure 2 (Right side). The internal gear 100 is connected to the second clutch plate 72 via the clutch housing 28. The internal gear 100 will be described later, but it is connected to the electric generator 34 via the clutch housing 28. The internal gear 100 and the clutch housing 28 are integral and can rotate about the axes of the first output shaft 24 and the second output shaft 26.

[0059] 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.

[0060] The electric generator 34 is, for example, a synchronous motor or an induction motor. The electric generator 34 is separately (i.e., independently) positioned 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 can generate electricity (i.e., generate electricity) based on the rotation of the rotating shaft 120. The electricity generated by the electric generator 34 is regenerated in the battery.

[0061] 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.

[0062] 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. Furthermore, the electric generator 34 is connected to the internal gear 100 via the clutch housing 28.

[0063] The first one-way clutch 32a is disposed between the differential housing 52 and the clutch housing 28. The first one-way clutch 32a has a first inner wheel portion 150a, a first outer wheel portion 152a and a first clamping portion (intermediate portion) 154a.

[0064] The first inner gear portion 150a is cylindrical. A first pinion shaft 60a is connected to the center of the first inner gear portion 150a. Therefore, the first inner gear portion 150a rotates integrally with the first pinion 58a. The first outer gear portion 152a is an annular shape with an inner diameter larger than the outer diameter of the first inner gear portion 150a. The first inner gear portion 150a is located inside the first outer gear portion 152a and is arranged concentrically with it. Teeth are formed on the outer peripheral surface of the first outer gear portion 152a. The teeth on the outer peripheral surface of the first outer gear portion 152a mesh with the inner gear 100. A first clamping portion 154a is disposed between the first inner gear portion 150a and the first outer gear portion 152a.

[0065] The first one-way clutch 32a can switch whether or not torque transmission is enabled depending on the rotation direction of the first outer wheel portion 152a relative to the first inner wheel portion 150a. For example, when the first one-way clutch 32a rotates in the circumferential direction relative to the first inner wheel portion 150a, torque is transmitted between the first inner wheel portion 150a and the first outer wheel portion 152a via the first clamping portion 154a. On the other hand, when the first one-way clutch 32a rotates in the opposite circumferential direction relative to the first inner wheel portion 150a, the torque transmission via the first clamping portion 154a is cut off, and the first outer wheel portion 152a rotates freely relative to the first inner wheel portion 150a.

[0066] The second one-way clutch 32b is disposed between the differential housing 52 and the clutch housing 28. The second one-way clutch 32b has a second inner wheel portion 150b, a second outer wheel portion 152b and a second clamping portion 154b.

[0067] The second inner gear portion 150b is cylindrical. A second pinion shaft 60b is connected to the center of the second inner gear portion 150b. Therefore, the second inner gear portion 150b is linked to the second pinion 58b and rotates integrally with it. The second outer gear portion 152b is an annular shape with an inner diameter larger than the outer diameter of the second inner gear portion 150b. The second inner gear portion 150b is located inside the second outer gear portion 152b and is arranged concentrically with it. Teeth are formed on the outer peripheral surface of the second outer gear portion 152b. The teeth on the outer peripheral surface of the second outer gear portion 152b mesh with the inner gear 100. A second clamping portion 154b is disposed between the second inner gear portion 150b and the second outer gear portion 152b.

[0068] The second one-way clutch 32b can switch whether or not torque transmission is enabled depending on the rotation direction of the second outer wheel portion 152b relative to the second inner wheel portion 150b. For example, when the second one-way clutch 32b rotates in the circumferential direction relative to the second inner wheel portion 150b, torque is transmitted between the second inner wheel portion 150b and the second outer wheel portion 152b via the second clamping portion 154b. On the other hand, when the second one-way clutch 32b rotates in the opposite circumferential direction relative to the second inner wheel portion 150b, the torque transmission via the second clamping portion 154b is cut off, and the second outer wheel portion 152b rotates freely relative to the second inner wheel portion 150b.

[0069] The first one-way clutch 32a and the second one-way clutch 32b are configured such that the rotation direction of the first outer wheel portion 152a, which is capable of transmitting torque, relative to the first inner wheel portion 150a, and the rotation direction of the second outer wheel portion 152b, which is capable of transmitting torque, relative to the second inner wheel portion 150b, are in the same direction. For example, suppose the first one-way clutch 32a and the second one-way clutch 32b are viewed from the electric generator 34 side. In this case, if the rotation direction of the first outer wheel portion 152a is clockwise relative to the first inner wheel portion 150a, the first one-way clutch 32a permits torque transmission; if the rotation direction of the second outer wheel portion 152b is clockwise relative to the second inner wheel portion 150b, the second one-way clutch 32b permits torque transmission.

[0070] 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 first inner gear portion 150a of the first one-way clutch 32a rotates in conjunction with it. The rotation direction of the first inner gear portion 150a is the same as the rotation direction of the first pinion 58a. At this time, if the rotation direction of the first outer gear portion 152a relative to the first inner gear portion 150a, achieved by the rotation of the first inner gear portion 150a, is in the direction of permissible torque transmission (e.g., clockwise), then the first outer gear portion 152a and the first inner gear portion 150a become one and rotate, causing the internal gear 100 to rotate.

[0071] When the first pinion 58a rotates, the second pinion 58b rotates in the opposite direction to the first pinion 58a. When the second pinion 58b rotates, the second inner gear portion 150b of the second one-way clutch 32b rotates in conjunction. The rotation direction of the second inner gear portion 150b is the same as the rotation direction of the second pinion 58b, and opposite to the rotation direction of the first inner gear portion 150a. That is, when the first inner gear portion 150a rotates in the direction that allows torque transmission, the second inner gear portion 150b rotates in the direction that cuts off torque transmission. Therefore, the second outer gear portion 152b rotates independently and freely with the second inner gear portion 150b, without contributing to the rotation of the inner gear 100. Furthermore, by rotating freely, the second outer gear portion 152b does not obstruct the rotation of the inner gear 100 achieved by the first outer gear portion 152a.

[0072] Furthermore, when the electronically controlled clutch 30 is disengaged, if the rotation direction of the second pinion 58b and the second inner gear 150b is in the direction of permissible torque transmission, the second outer gear 152b and the second inner gear 150b become one and rotate, causing the internal gear 100 to rotate. At this time, the first pinion 58a and the first inner gear 150a rotate in the opposite direction to the second pinion 58b and the second inner gear 150b. Since the rotation direction of the first inner gear 150a is in the direction of cutting off torque transmission, the first outer gear 152a and the first inner gear 150a rotate independently and freely, without contributing to the rotation of the internal gear 100. In addition, the free rotation of the first outer gear 152a does not hinder the rotation of the internal gear 100 achieved by the second outer gear 152b.

[0073] Conversely, 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 and the second pinion 58b is the same as the rotation speed of the internal gear 100. Therefore, the first pinion 58a, the first inner gear portion 150a, and the first outer gear portion 152a cannot rotate around the axis of the first pinion 58a. Similarly, the second pinion 58b, the second inner gear portion 150b, and the second outer gear portion 152b cannot rotate around the axis of the second pinion 58b.

[0074] 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 first pinion 58a and the second pinion 58b through the first one-way clutch 32a and the second one-way clutch 32b. If the rotation of the first pinion 58a and the second pinion 58b is restricted, the differential movement of the first output shaft 24 and the second output shaft 26 is consequently limited.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] Figure 4 This diagram illustrates the differential function. When the differential function is activated (hereinafter referred to as differential function mode), the electronically controlled clutch 30 disengages. Additionally, during differential function mode, the electric generator 34 stops.

[0079] 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.

[0080] 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.

[0081] 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.

[0082] Figure 5 This diagram illustrates the differential limiting function when the left wheel 16 is spinning freely. When the differential limiting function is activated (hereinafter referred to as 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.

[0083] 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, the first one-way clutch 32a, and the second one-way clutch 32b. 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.

[0084] 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.

[0085] 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.

[0086] When the electronically controlled clutch 30 is engaged, the rotation of the first pinion 58a and the second pinion 58b is restricted. Therefore, the reduction in the rotational speed of the non-idling left wheel 16 is suppressed via 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.

[0087] In this way, when implementing the differential limiting function, the reduction in torque transmitted to the non-idling wheels 16 can be suppressed. As a result, the reduction in the stability of the vehicle 1 can be suppressed.

[0088] Figure 7 This diagram illustrates the electric motor drive function. When the electric motor drive function is in operation (hereinafter referred to as "electric motor drive function"), 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] For example, as indicated 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 the forward rotation direction. The forward rotation direction indicates the direction of rotation that propels the vehicle 1 forward or accelerates the vehicle 1. In this state, the electric generator 34 further outputs torque in the forward rotation direction.

[0093] In motor drive mode, the first pinion 58a and the second pinion 58b revolve together with the differential housing 52 and the clutch housing 28. This results in the equal output of the forward torque of the electric generator 34 to both the first output shaft 24 and the second output shaft 26. In other words, the rotational direction of the first output shaft 24 (arrow C24) and the rotational direction of the second output shaft 26 (arrow C26) based on the electric generator 34 are in the same direction. Furthermore, 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.

[0094] On the first output shaft 24, the torque in the forward direction of the drive source 10 (arrow B24) and the torque in the forward direction 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.

[0095] On the second output shaft 26, the torque in the forward direction of the drive source 10 (arrow B26) and the torque in the forward direction 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.

[0096] However, during motor drive, the first pinion 58a and the second pinion 58b 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.

[0097] Figure 8 This diagram illustrates the regeneration function. When the regeneration function is activated (hereinafter referred to as regeneration function mode), the electronically controlled clutch 30 is engaged. Additionally, during regeneration function mode, the electric generator 34 operates as a generator.

[0098] The regenerative function is implemented, for example, when vehicle 1 decelerates. When vehicle 1 decelerates, the torque of drive source 10 is not transmitted to wheel 16, and torque in the reverse direction corresponding to the rotation of wheel 16 is given to first output shaft 24 and second output shaft 26. The reverse direction refers to the rotational direction that causes vehicle 1 to move backward or the rotational direction that causes vehicle 1 to decelerate.

[0099] 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.

[0100] 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, causing it to rotate in the opposite direction. As a result, the electric generator 34 generates electricity, which is then regenerated in the battery.

[0101] However, during regeneration, the first pinion 58a and the second pinion 58b 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.

[0102] Figure 9 This diagram illustrates the torque vectoring function. When the torque vectoring function is activated (hereinafter referred to as torque vectoring mode), the electronically controlled clutch 30 disengages. Additionally, during torque vectoring mode, 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.

[0103] 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.

[0104] Figure 9 The diagram illustrates the situation where the electric generator 34 generates torque in the forward direction when vehicle 1 is turning right. During the right turn, the relative rotational speed of the first output shaft 24 on the right side decreases as indicated by arrow B44 due to the differential function. Conversely, the relative rotational speed of the second output shaft 26 on the left side increases as indicated by arrow B46. In this case, the first pinion 58a and the first inner gear 150a rotate clockwise when viewed from the electric generator 34 side. The second pinion 58b and the second inner gear 150b rotate counterclockwise when viewed from the electric generator 34 side. When the electric generator 34 rotates in the forward direction during the right turn, the torque that causes the inner gear 100 to rotate clockwise is supplied from the electric generator 34 to the inner gear 100.

[0105] The internal gear 100 imparts a torque to the first outer gear 152a, causing it to rotate clockwise. While the first inner gear 150a is rotating clockwise, when a torque is imparted to further rotate the first outer gear 152a clockwise, the first one-way clutch 32a, as indicated by the double-dotted arrow A40, transmits the torque of the electric generator 34 to the first pinion 58a. Thus, in addition to imparting a clockwise rotational speed based on the differential function to the first pinion 58a, the electric generator 34 also imparts a torque in the direction that increases the clockwise rotational speed. That is, it imparts a torque to the first pinion 58a that increases the differential speed. The torque of the electric generator 34, as indicated by the double-dotted arrow A42, is transmitted from the first pinion 58a to the first output shaft 24 via the first sun gear 54. Furthermore, in addition to the torque of the superimposed drive source 10, the first output shaft 24 on the right side also has a torque that further decelerates the first output shaft 24, as shown by arrow C44, superimposed by the electric generator 34.

[0106] Furthermore, the internal gear 100 imparts a torque to the second outer gear 152b, causing the second outer gear 152b to rotate clockwise. When the second inner gear 150b rotates counterclockwise, the second one-way clutch 32b cuts off the torque transmission of the electric generator 34 when a torque is imparted to the second outer gear 152b to rotate clockwise.

[0107] However, because the second pinion 58b meshes with the first pinion 58a, the torque of the electric generator 34 is supplied to the second pinion 58b through the first pinion 58a. In addition to imparting a counter-clockwise rotational force based on the differential function to the second pinion 58b, the electric generator 34 also imparts a torque through the first pinion 58a that increases the counter-clockwise rotational speed. That is, a torque that increases the differential is imparted to the second pinion 58b. The torque of the electric generator 34 is transmitted from the second pinion 58b to the second output shaft 26 through the second sun gear 56, as shown by the double-dotted arrow A44. Moreover, on the left side of the second output shaft 26, in addition to overlapping the torque of the drive source 10, as shown by arrow C46, ​​the electric generator 34 also overlaps a torque that further increases the speed of the second output shaft 26.

[0108] Thus, when vehicle 1 is turning right, when the electric generator 34 is rotated in the forward direction, the differential torque becomes greater and overlaps the first output shaft 24 and the second output shaft 26, which can further increase the right turn angle.

[0109] Furthermore, when vehicle 1 is making a right turn, when the electric generator 34 is rotated in the reverse direction, the differential torque is superimposed on the first output shaft 24 and the second output shaft 26, which can reduce the right turn angle.

[0110] Figure 10 These are diagrams illustrating other examples of torque vectoring functionality. Figure 10 The diagram shows the situation where the electric generator 34 generates torque in the forward direction when the vehicle 1 is making a left turn.

[0111] When vehicle 1 is turning left, the relative rotational speed of the first output shaft 24 on the right side increases as indicated by arrow B54 due to the differential function. Conversely, the relative rotational speed of the second output shaft 26 on the left side decreases as indicated by arrow B56. In this situation, the first pinion 58a and the first inner gear 150a rotate counterclockwise when viewed from the generator 34 side. The second pinion 58b and the second inner gear 150b rotate clockwise when viewed from the generator 34 side. When vehicle 1 is turning left, as the generator 34 rotates in the forward direction, a torque is supplied from the generator 34 to the inner gear 100, causing the inner gear 100 to rotate clockwise.

[0112] The internal gear 100 imparts a torque to the second outer gear 152b, causing it to rotate clockwise. While the second inner gear 150b rotates clockwise, when a torque is imparted to further rotate the second outer gear 152b clockwise, the second one-way clutch 32b transmits the torque of the electric generator 34 to the second pinion 58b, as indicated by the double-dotted arrow A50. Thus, in addition to imparting clockwise rotation based on the differential function to the second pinion 58b, the electric generator 34 also imparts a torque that increases the clockwise rotational speed. That is, it imparts a torque to the second pinion 58b that increases the differential. The torque of the electric generator 34 is transmitted from the second pinion 58b to the second output shaft 26 via the second sun gear 56, as indicated by the double-dotted arrow A54. Furthermore, in addition to the torque from the superimposed drive source 10, the second output shaft 26 on the left also receives a torque from the electric generator 34, as indicated by arrow C56, which further decelerates the second output shaft 26.

[0113] Furthermore, the internal gear 100 imparts a torque to the first outer gear 152a, causing the first outer gear 152a to rotate clockwise. When the first inner gear 150a rotates counterclockwise, and a torque is imparted to the first outer gear 152a to rotate clockwise, the first one-way clutch 32a cuts off the transmission of torque from the electric generator 34.

[0114] However, because the first pinion 58a meshes with the second pinion 58b, the torque of the electric generator 34 is supplied to the first pinion 58a via the second pinion 58b. In addition to imparting a counter-clockwise rotation to the first pinion 58a based on the differential function, the electric generator 34 also imparts a torque through the second pinion 58b in a direction that increases the counter-clockwise rotation. That is, a torque that makes the differential larger is imparted to the first pinion 58a. The torque of the electric generator 34 is transmitted from the second pinion 58b to the second output shaft 26 via the second sun gear 56, as shown by the double-dotted arrow A52. Moreover, on the right-side first output shaft 24, in addition to overlapping the torque of the drive source 10, as shown by arrow C54, the electric generator 34 also overlaps a torque that further increases the speed of the first output shaft 24.

[0115] Thus, when vehicle 1 is turning left, when the electric generator 34 is rotated in the forward direction, the differential torque becomes greater and overlaps the first output shaft 24 and the second output shaft 26, which can further increase the left turn angle.

[0116] Furthermore, when vehicle 1 is making a left turn, when the electric generator 34 is rotated in the reverse direction, the differential torque is superimposed on the first output shaft 24 and the second output shaft 26, which can reduce the left turn angle.

[0117] Figure 11 This is a diagram illustrating an example of the transmission mechanism 214 of the comparative example. This comparative example's transmission mechanism 214 differs from the transmission mechanism 14 of this embodiment in that it has a spur gear 232 (flat gear) instead of the first one-way clutch 32a and the second one-way clutch 32b. The spur gear 232 is connected to the first pinion shaft 60a and meshes with the internal gear 100.

[0118] In the comparative example transmission mechanism 214, when vehicle 1 is turning right, rotating the electric generator 34 in the forward direction further increases the right turn angle. However, in the comparative example transmission mechanism 214, when vehicle 1 is turning left, rotating the electric generator 34 in the forward direction further decreases the left turn angle. In other words, in the comparative example transmission mechanism 214, when vehicle 1 is turning left, to further increase the left turn angle, the electric generator 34 needs to be rotated in the reverse direction. Thus, in the comparative example transmission mechanism 214, the rotation direction of the electric generator 34, which is used to increase the absolute value of the turning angle (turning angle), is reversed depending on the turning direction. Therefore, in the comparative example transmission mechanism 214, the rotation control of the electric generator 34 during driving becomes complex.

[0119] In contrast, in the transmission mechanism 14 of this embodiment, when making a right turn, the right turn angle is increased when the electric generator 34 is rotated in the forward direction; when making a left turn, the left turn angle is increased when the electric generator 34 is rotated in the forward direction. That is, in the transmission mechanism 14 of this embodiment, by rotating the electric generator 34 in the forward direction regardless of the turning direction, the absolute value of the turning angle can be increased.

[0120] Therefore, in the transmission mechanism 14 of this embodiment, compared with the comparative example described above, torque vectoring function can be achieved while suppressing the control complexity of the electric generator 34.

[0121] Furthermore, for example, suppose that when vehicle 1 is going through a curve, the torque transmission to the road surface becomes insufficient, and the turning angle is smaller than the steering angle (steering angle). In this case, in vehicle 1, the torque vectoring function is executed to rotate the electric generator 34 in the forward direction in a way that increases the turning angle. Moreover, on the straight road at the exit of the curve, the torque vectoring function is switched to the electric motor drive function to assist acceleration.

[0122] In the transmission mechanism 214 of the comparative example described above, in order to increase the turning angle when turning left via the torque vectoring function, the electric generator 34 is rotated in the reverse direction. On the other hand, in order to assist the acceleration of the vehicle 1 via the electric motor drive function, the electric generator 34 is rotated in the forward direction. That is, in the transmission mechanism 214 of the comparative example, when switching from the torque vectoring function to the electric motor drive function for a left turn, it is necessary to reverse the rotation direction of the electric generator 34. Therefore, in the transmission mechanism 214 of the comparative example, the operation of switching from the torque vectoring function to the electric motor drive function at the exit of a curve may become complicated.

[0123] In contrast, in the transmission mechanism 14 of this embodiment, in order to increase the turning angle through the torque vectoring function, the electric generator 34 is rotated in the forward direction regardless of the turning direction. Furthermore, when the vehicle 1 is accelerated using the electric motor drive function, the electric generator 34 can also be rotated in the forward direction. That is, in the transmission mechanism 14 of this embodiment, when switching from the torque vectoring function to the electric motor drive function, it is not necessary to reverse the rotation direction of the electric generator 34. Therefore, in the transmission mechanism 14 of this embodiment, the complexity of the operation when switching from the torque vectoring function to the electric motor drive function can be suppressed.

[0124] Furthermore, in the transmission mechanism 14 of this embodiment, differential function or torque vectoring 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 vectoring function, and differential limiting function, electric motor drive function, or regenerative function can be switched via the electronically controlled clutch 30. Therefore, in the transmission mechanism 14 of this embodiment, many functions can be realized with a simple structure, and the switching between various functions can be easily performed.

[0125] 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.

[0126] For example, the transmission mechanism 14 can be applied to the rear differential, the front differential, or the center differential.

[0127] Symbol Explanation

[0128] 14, 14a, 14b Transmission mechanisms

[0129] 20 input axes

[0130] 24 First Output Shaft

[0131] 26 Second Output Shaft

[0132] 30 Electronically controlled clutch

[0133] 32a First One-Way Clutch

[0134] 32b Second One-Way Clutch

[0135] 34 Electric generator

[0136] 52 Differential housing

[0137] 54 First Sun Gear

[0138] 56 Second Sun Gear

[0139] 58a First pinion

[0140] 58b Second pinion

[0141] 70 First clutch plate

[0142] 72 Second Clutch Plate

[0143] 100 internal gears

[0144] 150a First Inner Wheel Section

[0145] 152a First outer wheel section

[0146] 150b Second Inner Wheel Section

[0147] 152b Second outer wheel section.

Claims

1. A transmission mechanism, comprising: The first pinion meshes with the first sun gear connected to the first output shaft; The second pinion meshes with the second sun gear connected to the second output shaft and also meshes with the first pinion; A differential housing, which is connected to the input shaft, supports the first pinion and the second pinion so that they can revolve around the axes of the first output shaft and the second output shaft and can rotate on their own axis; An internal gear that is capable of rotating about the axes of the first output shaft and the second output shaft; An electric generator connected to the internal gear; The first one-way clutch has a first inner wheel portion that is linked to the first pinion and a first outer wheel portion that meshes with the inner gear, and is capable of switching whether torque can be transmitted according to the rotation direction of the first outer wheel portion relative to the first inner wheel portion. as well as The second one-way clutch has a second inner wheel portion that is linked to the second pinion and a second outer wheel portion that meshes with the inner pinion, and can switch whether torque can be transmitted according to the rotation direction of the second outer wheel portion relative to the second inner wheel portion.

2. The transmission mechanism according to claim 1, wherein, The first one-way clutch and the second one-way clutch are configured such that the rotation direction of the first outer wheel portion capable of torque transmission relative to the first inner wheel portion and the rotation direction of the second outer wheel portion capable of torque transmission relative to the second inner wheel portion are in the same direction.

3. The transmission mechanism according to claim 1 or 2, wherein, It also includes 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 the differential housing and the second clutch plate being connected to the internal gear. If the first clutch plate and the second clutch plate are disengaged, the electronically controlled clutch allows differential movement of the first output shaft and the second output shaft based on the first pinion and the second pinion. The electronically controlled clutch limits the differential movement based on the engagement between the first clutch plate and the second clutch plate.

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