JP2021098460A - Power transmission device - Google Patents

Abstract

To provide a power transmission device which can secure stable traveling of a motor vehicle.SOLUTION: A power transmission device includes: two drive devices which respectively output driving force to a first input shaft and a second input shaft disposed along a vehicle length direction and at least one of which is a motor; a speed reducer which outputs power of the first input shaft and the second input shaft to an output shaft; a first propeller shaft and a second propeller shaft which are respectively connected to a front wheel differential gear and a rear wheel differential gear and extend in the vehicle length direction and to which power of the output shaft is transmitted; and a restriction device which restricts relative rotation between the first propeller shaft and the second propeller shaft.SELECTED DRAWING: Figure 3

Description

The present invention relates to a power transmission device, and more particularly to a power transmission device including two drive devices.

In a power transmission device in which a motor and a speed reducer are arranged in an automobile body in addition to an engine, Patent Document 1 describes a driving force to front wheels and rear wheels via a center differential (center differential gear) connected to the speed reducer. The technology to output is disclosed.

Japanese Unexamined Patent Publication No. 7-172189

However, the center differential has the property of transmitting a larger torque to the unloaded wheels, so if one of the wheels slips while driving on a snowy road or rough road, the torque will not be transmitted to the other wheels. .. Then, there is a problem that the running of the car becomes unstable, such as spinning or being unable to accelerate.

The present invention has been made to solve this problem, and an object of the present invention is to provide a power transmission device capable of ensuring stable running of an automobile.

In order to achieve this object, the power transmission device of the present invention is two drive devices that output driving force to the first input shaft and the second input shaft arranged along the vehicle length direction, respectively, and at least one of them. Is connected to two drive devices that are motors, a speed reducer that outputs the power of the first input shaft and the second input shaft to the output shaft, and the front wheel differential and the rear wheel differential, respectively, and in the vehicle length direction. It is provided with a first propulsion shaft and a second propulsion shaft extending along the line and transmitting the power of the output shaft, and a limiting device for limiting the relative rotation between the first propulsion shaft and the second propulsion shaft.

According to the power transmission device according to claim 1, the driving force of the two driving devices, one of which is a motor, is output to the first input shaft and the second input shaft arranged along the vehicle length direction, respectively. .. The power of the first input shaft and the second input shaft is output to the output shaft by the speed reducer, and the power of the output shaft is connected to the front wheel differential and the rear wheel differential, respectively, and along the vehicle length direction. It is transmitted to the extending first propulsion shaft and the second propulsion shaft. Even if the wheels slip and the rotation speed of one of the first propulsion shaft and the second propulsion shaft becomes high, the relative rotation between the first propulsion shaft and the second propulsion shaft is restricted by the limiting device, so that the rotation Torque can be transmitted to a low number of shafts. Therefore, stable running of the automobile can be ensured.

According to the power transmission device according to claim 2, since the limiting device is a friction clutch that transmits / disconnects power between at least one of the first propulsion shaft and the second propulsion shaft and the output shaft, the first propulsion shaft is claimed. In addition to the effect, the torque transmitted to the first propulsion shaft and the second propulsion shaft can be continuously changed by sliding or engaging the clutch.

According to the power transmission device according to claim 3, the friction clutch is arranged coaxially with the first propulsion shaft and the second propulsion shaft. Therefore, in addition to the effect of claim 2, the structure of the power transmission device can be simplified.

According to the power transmission device according to claim 4, the power of the output shaft is transmitted to the differential device connected to the first propulsion shaft and the second propulsion shaft. This makes it possible to prevent problems such as the so-called tight corner braking phenomenon caused by the difference in rotation between the first propulsion shaft and the second propulsion shaft. Since the limiting device limits the operation of the differential device, torque is transmitted from one of the first propulsion shaft and the second propulsion shaft to the low rotation shaft when the wheel idles. As a result, torque is transmitted to the wheels that are not idling, so that in addition to the effect of claim 1, stability during running can be further enhanced.

According to the power transmission device according to claim 5, the limiting device limits the rotation of the first propulsion shaft and the second propulsion shaft. Therefore, in addition to the effect of any one of claims 1 to 4, the range in which the torque distribution of the first propulsion shaft and the second propulsion shaft can be changed can be further widened.

It is a side view of the automobile in which the power transmission device in 1st Embodiment is arranged. It is a bottom view of an automobile. It is a skeleton diagram of a power transmission device. It is a skeleton diagram of the power transmission device in the 2nd Embodiment. It is a skeleton diagram of the power transmission device in the third embodiment. It is a skeleton diagram of the power transmission device in 4th Embodiment. It is a side view of the automobile in which the power transmission device in 5th Embodiment is arranged. It is a bottom view of an automobile.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. The power transmission device 10 according to the first embodiment will be described with reference to FIGS. 1 to 3. FIG. 1 is a side view of the automobile 40 in which the power transmission device 10 according to the first embodiment is arranged, and FIG. 2 is a bottom view of the automobile 40. The arrow FB direction of FIGS. 1 to 3 indicates the vehicle length direction of the automobile 40, and the arrow LR direction indicates the vehicle width direction of the automobile 40 (the same applies to FIGS. 7 and 8).

As shown in FIG. 1, in the vehicle body 41 of the automobile 40, a dash panel 44 that partitions the front chamber 42 and the passenger compartment 43 in the vehicle length direction (arrow FB direction) and a dash panel 44 that is connected to the lower part of the dash panel 44 and rearward ( A floor panel 45 extending in the direction of the arrow B) is arranged. The floor panel 45 is one of the members constituting the substructure of the automobile 40. In the present embodiment, the floor panel 45 includes a front panel 46, a center panel 47 connected to the rear portion of the front panel 46, and a rear panel 48 connected to the rear portion of the center panel 47. The front seat 50 is arranged on the front panel 46, and the rear seat 51 is arranged on the center panel 47.

As shown in FIG. 2, the floor panel 45 has a floor tunnel 49 protruding toward the vehicle interior 43 (see FIG. 1) at the center in the vehicle width direction (arrow LR direction). The power transmission device 10 is arranged inside the floor tunnel 49 (outside the vehicle interior 43). The front wheel differential device 52 is arranged on the vehicle body 41 on the front side of the vehicle body 41 and in front of the floor tunnel 49. Front axles 53 are arranged on the left and right sides of the front wheel differential device 52. Front wheels 54 are attached to each of the front axles 53. The front wheel differential 52 distributes torque to the left and right front wheels 54.

A rear wheel differential 55 is arranged on the rear side of the vehicle body 41. Rear axles 56 are arranged on the left and right sides of the rear wheel differential device 55. Rear wheels 57 are attached to each of the rear axles 56. The rear wheel differential 55 distributes torque to the left and right rear wheels 57.

In the present embodiment, the vehicle body 41 is shared with the vehicle body of an automobile in which the engine is mounted in the front chamber 42. An automobile equipped with an engine transmits the driving force of the engine to the rear wheel differential device 55 by using a propulsion shaft (propeller shaft). The front wheel differential device 52 is arranged so as to be offset in the vehicle width direction with respect to the vehicle body center line 58 extending in the vehicle length direction (arrow FB direction) through the center of the vehicle body 41. In bottom view, the rear wheel differential 55 is located above the vehicle body centerline 58.

FIG. 3 is a skeleton diagram of the power transmission device 10. The power transmission device 10 includes a first drive device 11, a second drive device 12, a first input shaft 13, a second input shaft 14, an output shaft 15, and a differential device 26. The first driving device 11 outputs a driving force to the first input shaft 13, and the second driving device 12 outputs a driving force to the second input shaft 14. The first drive device 11 and the second drive device 12 are attached to the case 30. The first input shaft 13 and the second input shaft 14 are arranged along the vehicle length direction (arrow FB direction).

In the present embodiment, the first drive device 11 and the second drive device 12 are made of an electric motor and have the same torque characteristics. The first input shaft 13 and the second input shaft 14 are main shafts that directly receive the driving force of the first driving device 11 and the second driving device 12, respectively, and are arranged coaxially. The first input shaft 13, the second input shaft 14, and the output shaft 15 are arranged in parallel. The first input shaft 13 and the second input shaft 14 are rotatably connected to each other via a pilot bearing (not shown).

The first speed reducer 16 is a mechanism that transmits the rotation of the first input shaft 13 to the output shaft 15. The first speed reducer 16 includes a first gear 17 coupled to the first input shaft 13 and a second gear 18 arranged on the output shaft 15 and meshing with the first gear 17. The first clutch 19 is arranged on the output shaft 15.

In the present embodiment, the first clutch 19 is a one-way clutch that transmits power in the forward rotation direction from the second gear 18 to the output shaft 15. The first clutch 19 is interposed between the output shaft 15 and the second gear 18. The first clutch 19 transmits the rotation of the second gear 18 to the output shaft 15, while blocking the transmission of the rotation from the output shaft 15 to the second gear 18.

The second speed reducer 20 is a mechanism that transmits the rotation of the second input shaft 14 to the output shaft 15. The second speed reducer 20 includes a third gear 21 that is coupled to the second input shaft 14 and a fourth gear 22 that is coupled to the output shaft 15 and meshes with the third gear 21. The second drive device 12 can always transmit power to the output shaft 15 via the second speed reducer 20. The second reduction gear 20 is set to a reduction ratio different from that of the first reduction gear 16. In the present embodiment, the reduction ratio of the second reduction gear 20 is smaller than the reduction ratio of the first reduction gear 16.

A second clutch 23 is arranged between the first input shaft 13 and the second input shaft 14. In the present embodiment, the second clutch 23 is a meshing clutch, but the present invention is not limited to this. Of course, it is possible to adopt another clutch such as a friction clutch for the second clutch 23. By connecting the second clutch 23, the first input shaft 13 and the second input shaft 14 can be integrally rotated, and by disengaging the second clutch 23, the first input shaft 13 and the second input shaft 14 can be relatively rotated. it can.

A fifth gear 24 is coupled to the output shaft 15. The fifth gear 24 meshes with the sixth gear 25 coupled to the differential device 26. The power of the output shaft 15 is transmitted to the differential device 26 via the fifth gear 24 and the sixth gear 25. The differential device 26 distributes torque to the first propulsion shaft 27 and the second propulsion shaft 28. The first propulsion shaft 27 and the second propulsion shaft 28 are rotatably supported by the case 30 of the power transmission device 10. In the present embodiment, the differential device 26 is a bevel gear type, but the differential device 26 is not limited to this. Of course, it is possible to adopt another mechanism such as a planetary gear type for the differential device 26.

The differential device 26 is provided with a limiting device 29. The limiting device 29 is a device that limits the relative rotation between the first propulsion shaft 27 and the second propulsion shaft 28. The limiting device 29 in this embodiment limits the operation of the side gear coupled to the first propulsion shaft 27 of the differential device 26. Of course, it is possible to arrange the limiting device 29 so as to limit the operation of the side gear coupled to the second propulsion shaft 28 of the differential device 26. Examples of the mechanism of the limiting device 29 include a friction type, a planetary gear type, a viscous type, a hydraulic multi-plate clutch type, a hydraulic coupling type, and an active control type.

It will be described back to FIG. The first propulsion shaft 27 is connected to the front wheel differential device 52 via a universal joint 59. The second propulsion shaft 28 is connected to the rear wheel differential device 55 via a universal joint 60. The case 30 of the power transmission device 10 is attached to a cross member (not shown) of the vehicle body 41.

In the present embodiment, in the bottom view (see FIG. 2), the output shaft 15 (see FIG. 3), the first propulsion shaft 27, and the second propulsion shaft 28 of the power transmission device 10 are the front wheel differential device 52 and the rear wheel differential. The output shaft 15, the first propulsion shaft 27, and the second propulsion shaft 28 are inclined in the vehicle width direction (arrow LR direction) with respect to the vehicle body center line 58 so as to face the device 55. In a side view (see FIG. 1), the first propulsion shaft 27 and the second propulsion shaft 28 are located on a straight line passing through the front wheel differential device 52 and the rear wheel differential device 55. The first propulsion shaft 27 and the second propulsion shaft 28 are arranged horizontally.

A battery (not shown) that supplies electric power to the first drive device 11 and the second drive device 12 is arranged in an empty space such as a fuel tank, an exhaust pipe, or a catalyst. This is because these are unnecessary in the automobile 40 whose driving force is the output of the motor. The battery is charged by being supplied with external power, and is also supplied with regenerative power from the second drive device 12. The battery is connected to the first drive device 11 and the second drive device 12, respectively, via an inverter (not shown).

The power transmission device 10 drives at least the first drive device 11 when starting or traveling at a low speed. The output of the first drive device 11 is transmitted to the output shaft 15 via the first reduction gear 16 having a reduction ratio larger than that of the second reduction gear 20, and drives the first propulsion shaft 27 and the second propulsion shaft 28. As a result, a four-wheel drive electric vehicle capable of obtaining a large driving torque from a low speed and capable of powerful start and low speed running can be obtained. After shifting from low-speed running to high-speed running, at least the second driving device 12 is driven.

If the first drive device 11 is driven at this time, the torque of the first drive device 11 generally decreases because the first drive device 11 is in the high rotation range. However, since the output of the second drive device 12 is transmitted to the output shaft 15 at a reduction ratio of the second reduction gear 20 which is smaller than the reduction ratio of the first reduction gear 16, a sufficient drive torque is obtained and stable even at high speeds. Acceleration is possible.

Further, since the second reduction gear 20 transmits the rotation of the second input shaft 14 to the output shaft 15 at a reduction ratio different from the reduction ratio of the first reduction gear 16, the second drive device coupled to the second input shaft 14 The torque output by 12 to the output shaft 15 can be increased. Since there are the first speed reducer 16 and the second speed reducer 20, at least one of the first drive device 11 and the second drive device 12 can be driven to obtain a sufficient drive torque from low speed to high speed.

The power transmission device 10 drives the first drive device 11, and when the rotation speed of the second gear 18 becomes relatively higher than the rotation speed of the output shaft 15, the first clutch 19 is engaged and the first reduction gear 16 is engaged. The first drive device 11 outputs torque to the output shaft 15 via the first drive device 11. On the other hand, when the rotation speed of the second gear 18 is relatively lower than the rotation speed of the output shaft 15, the first clutch 19 is disengaged, so that it is possible to prevent the rotation speed of the first drive device 11 from becoming excessive. Further, it is possible to suppress the drag loss caused by the first drive device 11 and the first speed reducer 16 when the second drive device 12 and the second speed reducer 20 are used for driving.

Since the differential device 26 to which the power of the output shaft 5 is transmitted is connected to the first propulsion shaft 27 and the second propulsion shaft 28, the front wheels 54 and the rear wheels 57 are connected to each other due to a so-called tight corner braking phenomenon or the like. It is possible to prevent problems caused by the difference in rotation between the two. Further, since the limiting device 29 limits the operation of the differential device 26, even if the front wheels 54 and the rear wheels 57 slip and the rotation speed of one of the first propulsion shaft 27 and the second propulsion shaft 28 becomes high, the rotation speed is increased. Can transmit torque to the lower shaft. Since the torque is transmitted to the wheels that are not idling through the first propulsion shaft 27 and the second propulsion shaft 28 to which the torque is transmitted, stable running of the automobile 40 can be ensured.

When the limiting device 29 is controlled by a control device (not shown), the rearward sinking of the automobile 40 can be suppressed by distributing the power running torque to the first propulsion shaft 27 on the front wheel 54 side during acceleration. Further, by distributing the regenerative torque to the second propulsion shaft 28 on the rear wheel 57 side during deceleration, the sinking of the front of the automobile 40 can be suppressed. As a result, the posture of the automobile 40 can be controlled so as to keep the automobile 40 flat, so that the riding comfort can be improved.

Since the output shaft 15 of the power transmission device 10 is arranged on a different axis (on a different axis) from the first input shaft 13 and the second input shaft 14, the first drive device 11 and the second drive device 12 are placed in the floor tunnel 49. The structure in which the first propulsion shaft 27 and the second propulsion shaft 28 are arranged while avoiding the first drive device 11 and the second drive device 12 can be simplified. As a result, the flexibility of arranging the power transmission device 10 in the lower structure of the vehicle body 41 can be increased, so that the lower structure of the automobile using the output of the engine as the driving force and the lower structure of the automobile using the output of the motor as the driving force can be obtained. , Can be widely shared. Further, since the first drive device 11 and the second drive device 12 are arranged in the floor tunnel 49, the space of the floor tunnel 49 can be effectively utilized.

Since the output shaft 15 of the power transmission device 10 is inclined with respect to the vehicle body center line 58, the bending angle of the universal joint 59 connecting the front wheel differential device 52 and the first propulsion shaft 27 and the rear wheel differential Neither of the bending angles of the universal joint 60 connecting the device 55 and the second propulsion shaft 28 can be excessive. As the refraction angle of the universal joints 59 and 60 increases, the twisting phenomenon of the shaft and the joint increases and the conduction efficiency decreases. However, in the present embodiment, the refraction angles of the universal joints 59 and 60 can be reduced by arranging the power transmission device 10 at an angle with respect to the vehicle body center line 58, so that the universal joints 59 and 60 can be standardized while suppressing a decrease in conduction efficiency. The substructure of the car 40 that can be made can be further expanded.

The second embodiment will be described with reference to FIG. In the first embodiment, the case where the limiting device 29 limits the operation of the side gear coupled to the first propulsion shaft 27 of the differential device 26 has been described. On the other hand, in the second embodiment, the power transmission device 70 in which the limiting device 71 is arranged in addition to the limiting device 29 will be described. The power transmission device 70 is the same as the power transmission device 10 except that the limiting device 71 is added. Therefore, the same parts as those described in the first embodiment are designated by the same reference numerals, and the following description will be omitted. FIG. 4 is a skeleton diagram of the power transmission device 70 according to the second embodiment.

The power transmission device 70 is provided with a limiting device 71 in the differential device 26. The limiting device 71 limits the operation of the side gear coupled to the second propulsion shaft 28 of the differential device 26. Examples of the mechanism of the limiting device 71 include a friction type, a planetary gear type, a viscous type, a hydraulic multi-plate clutch type, a hydraulic coupling type, and an active control type.

The power transmission device 70 includes limiting devices 29 and 71 that limit the relative rotation between the first propulsion shaft 27 and the second propulsion shaft 28. Since the rotation of the first propulsion shaft 27 and the second propulsion shaft 28 is restricted by the limiting devices 29 and 71, in addition to the action and effect realized by the power transmission device 10 in the first embodiment, the first propulsion shaft 27 and the second propulsion shaft 27 and the second The range in which the torque distribution of the propulsion shaft 28 can be changed can be made wider.

The third embodiment will be described with reference to FIG. In the first embodiment and the second embodiment, the case where the limiting devices 29 and 71 for limiting the operation of the differential device 26 are provided has been described. On the other hand, in the third embodiment, the power transmission device 80 provided with the friction clutch 82 instead of the limited slip differential device will be described. The same parts as those described in the first embodiment are designated by the same reference numerals, and the following description will be omitted. FIG. 5 is a skeleton diagram of the power transmission device 80 according to the third embodiment.

The power transmission device 80 includes a rotating body 81 and a friction clutch 82. The rotating body 81 is arranged coaxially with the first propulsion shaft 27 and the second propulsion shaft 28. The rotating body 81 is coupled to the sixth gear 25 and the second propulsion shaft 28. The friction clutch 82 transmits / disconnects power between the rotating body 81 and the first propulsion shaft 27. Examples of the friction clutch 82 include a disc clutch, a drum clutch, a conical clutch and the like. It is natural that the rotating body 81 is coupled to the sixth gear 25 and the first propulsion shaft 27 so that the friction clutch 82 transmits and shuts off the power between the rotating body 81 and the second propulsion shaft 28. It is possible. Since the friction clutch 82 is arranged coaxially with the first propulsion shaft 27 and the second propulsion shaft 28, the structure of the power transmission device 80 can be simplified.

When the friction clutch 82 is actuated by the control device (not shown) and engages with the rotating body 81, the relative rotation between the first propulsion shaft 27 and the second propulsion shaft 28 is restricted. When the friction clutch 82 is connected, there is no difference in rotation between the first propulsion shaft 27 and the second propulsion shaft 28. By sliding or connecting the friction clutch 82, the torque transmitted to the first propulsion shaft 27 and the second propulsion shaft 28 can be continuously changed. Since the torque is transmitted to the front wheels 54 and the rear wheels 57 via the first propulsion shaft 27 and the second propulsion shaft 28 to which the torque is transmitted, stable running of the automobile 40 can be ensured.

When decelerating, the friction clutch 82 is slipped by a control device (not shown) to reduce the distribution of the regenerative torque transmitted to the first propulsion shaft 27 on the front wheel 54 side, so that the front sinking of the automobile 40 can be suppressed. .. As a result, the posture of the automobile 40 can be controlled so as to keep the automobile 40 flat, so that the riding comfort can be improved.

The fourth embodiment will be described with reference to FIG. In the third embodiment, the case where the friction clutch 82 controls the rotation of the first propulsion shaft 27 with respect to the second propulsion shaft 28 has been described. On the other hand, in the fourth embodiment, the power transmission device 90 in which the friction clutch 92 is arranged in addition to the friction clutch 82 will be described. The power transmission device 90 is the same as the power transmission device 80 except that the rotating body 91 and the friction clutch 92 are added. Therefore, the same parts as those described in the first embodiment and the third embodiment are designated by the same reference numerals, and the following description will be omitted. FIG. 6 is a skeleton diagram of the power transmission device 90 according to the fourth embodiment.

The power transmission device 90 includes a rotating body 91 and a friction clutch 92. The rotating body 91 is arranged coaxially with the rotating body 81, the first propulsion shaft 27, and the second propulsion shaft 28. The rotating body 91 is coupled to the rotating body 81. The friction clutch 92 transmits / disconnects power between the rotating body 91 and the second propulsion shaft 28. Examples of the friction clutch 92 include a disc clutch, a drum clutch, a conical clutch and the like. Since the friction clutch 92 is arranged coaxially with the first propulsion shaft 27 and the second propulsion shaft 28, the structure of the power transmission device 90 can be simplified.

The power transmission device 90 includes friction clutches 82 and 92 that limit the relative rotation between the first propulsion shaft 27 and the second propulsion shaft 28. Since the rotation of the first propulsion shaft 27 and the second propulsion shaft 28 is restricted by the friction clutches 82 and 92, in addition to the action and effect realized by the power transmission device 80 in the third embodiment, the first propulsion shaft 27 and the second propulsion shaft 27 and the second The range in which the torque distribution of the propulsion shaft 28 can be changed can be made wider.

The friction clutches 82 and 92 controlled by the control device (not shown) distribute the power running torque to the first propulsion shaft 27 on the front wheel 54 side during acceleration, so that the rearward sinking of the automobile 40 can be suppressed. Further, by distributing the regenerative torque to the second propulsion shaft 28 on the rear wheel 57 side during deceleration, the sinking of the front of the automobile 40 can be suppressed. As a result, the posture of the automobile 40 can be controlled so as to keep the automobile 40 flat, so that the riding comfort can be further improved.

The fifth embodiment will be described with reference to FIGS. 7 and 8. In the first to fourth embodiments, the case where the first drive device 11 and the second drive device 12 of the power transmission devices 10, 70, 80, 90 are both electric motors has been described. On the other hand, in the fifth embodiment, the case where the first drive device 11 of the power transmission device 110 is an electric motor and the second drive device 101 is an engine will be described.

The power transmission device 110 is the same as the power transmission device 10 except that the second drive device 61 is replaced. In addition, the same parts as those described in the first embodiment are designated by the same reference numerals, and the following description will be omitted. FIG. 7 is a side view of the automobile 100 (hybrid vehicle) in which the power transmission device 110 according to the fifth embodiment is arranged, and FIG. 8 is a bottom view of the automobile 100.

As shown in FIG. 7, a second drive device 101 including an engine is arranged in the front chamber 42 of the vehicle body 41 of the automobile 100. The power transmission device 110 is arranged inside the floor tunnel 49 (outside the vehicle interior 43). The power transmission device 110 is arranged substantially in the center of the vehicle body 41 in the vehicle length direction (arrow FB direction). The drive shaft 102 connected to the crankshaft (not shown) of the second drive device 101 is connected to the second input shaft 14 (see FIG. 3) of the power transmission device 110.

As shown in FIG. 8, the drive shaft 102 and the first propulsion shaft 27 of the power transmission device 110 are arranged on the vehicle body center line 58 in the bottom view. The first propulsion shaft 27 is connected to the rear wheel differential device 55 via a universal joint 60.

The second propulsion shaft 103 of the power transmission device 110 includes a first shaft 104, a universal joint 105, and a second shaft 106. The first shaft 104 is connected to the second shaft 106 via a universal joint 105. The second axis 106 is longer than the first axis 104. The first axis 104 is arranged parallel to the vehicle body center line 58, and the second axis 106 is inclined with respect to the vehicle body center line 58. The second shaft 106 is connected to the front wheel differential device 52 via a universal joint 59. As a result, a four-wheel drive hybrid vehicle can be obtained. The first propulsion shaft 27 and the second propulsion shaft 103 are arranged horizontally (see FIG. 7).

In the fifth embodiment, in the power transmission device 110 in which the case 30 is arranged substantially in the center of the vehicle body 41 in the vehicle length direction, the second shaft 106 of the second propulsion shaft 103, which is longer than the first shaft 104, is the vehicle body center line. It is tilted with respect to 58. As a result, both the refraction angle of the universal joint 59 connecting the front wheel differential device 52 and the second axis 106 and the refraction angle of the universal joint 105 connecting the second axis 106 and the first axis 104 become excessive. You can prevent it from becoming. Therefore, it is possible to expand the substructure of the automobile 100 that can be shared while suppressing the decrease in the conduction efficiency of the universal joints 59 and 105.

Since the first speed reducer 16 and the second speed reducer 20 output the power of the first input shaft 13 and the second input shaft 14 to the output shaft 15, the power transmission device 110 burns the second drive device 101 composed of an engine. You can use an efficient area. Therefore, fuel efficiency can be improved.

Although the present invention has been described above based on the embodiments, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily inferred.

In the first to fourth embodiments, a case where an electric motor having the same torque characteristics is used for the first drive device 11 and the second drive device 12 has been described, but the present invention is not necessarily limited to this. Of course, it is possible to use electric motors with different torque characteristics. For example, the motor having the torque characteristic for low speed is referred to as the first drive device 11, and the motor having the torque characteristic for high speed is referred to as the second drive device 12.

In the fifth embodiment, the case where the same power transmission device 110 as the power transmission device 10 is mounted on the automobile 100 (hybrid vehicle) except that the second drive device 61 is replaced has been described, but the present invention is not necessarily limited to this. Absent. Of course, it is possible to mount the same power transmission device as the power transmission devices 70, 80, 90 on the automobile except that the second drive device 61 is replaced.

In the embodiment, the case where the intermediate shaft is not arranged between the first input shaft 13 and the second input shaft 14 and the output shaft 15 has been described, but the present invention is not necessarily limited to this. Of course, it is possible to provide one or more intermediate shafts, arrange gears on the intermediate shafts, and provide gear trains forming a part of the first speed reducer 16 and the second speed reducer 20 on the intermediate shafts.

In the embodiment, the case where the first input shaft 13 and the second input shaft 14 are arranged coaxially has been described, but the present invention is not necessarily limited to this. Of course, it is possible to arrange the first input shaft 13 and the second input shaft 14 on different axes.

In the embodiment, the case where the first input shaft 13 and the second input shaft 14 directly receive the driving force of the first driving device 11 and the second driving devices 12, 101 has been described, but the present invention is not necessarily limited to this. Of course, it is possible to interpose a gear train, a belt, or the like between the first drive device 11 and the second drive devices 12, 101 and the first input shaft 13 and the second input shaft 14.

In the embodiment, the case where the first clutch 19 is a one-way clutch has been described, but the present invention is not necessarily limited to this. Of course, it is possible to use the first clutch 19 as another clutch. Examples of other clutches include meshing clutches such as dog clutches; friction clutches such as disc clutches, drum clutches and conical clutches.

In the embodiment, the case where the second clutch 23 that transmits / disconnects the power between the first input shaft 13 and the second input shaft 14 is arranged has been described, but the present invention is not necessarily limited to this. Of course, it is possible to omit the second clutch 23.

In the embodiment, a case where the first speed reducer 16 and the second speed reducer 20 are configured by using a gear train, and the first input shaft 13, the second input shaft 14, and the output shaft 15 are arranged on different shafts has been described. However, it is not always limited to this. Of course, it is possible to arrange the first input shaft 13, the second input shaft 14, and the output shaft 15 on different axes by using another speed reducer using a belt, a continuously variable transmission (CVT), or the like.

In the embodiment, the case where the first propulsion shaft 27 and the second propulsion shafts 28 and 103 are arranged horizontally has been described, but the present invention is not necessarily limited to this. Due to the relationship between the height of the floor tunnel 49 and the case 30 and the height of the front wheel differential device 52 and the rear wheel differential device 55, the first propulsion shaft 27 and the second propulsion shafts 28 and 103 are arranged so as to be tilted in the vehicle height direction. Of course it is possible.

In the embodiment, the automobiles 40 and 100 in which the position of the front wheel differential device 52 is displaced in the vehicle width direction (arrow LR direction) with respect to the floor tunnel 49 have been described, but the present invention is not necessarily limited to this. Of course, it is possible to arrange the power transmission devices 10, 70, 80, 90, 110 in the vehicle in which the front wheel differential device 52 is on the vehicle body center line 58 in the bottom view. Similarly, it is naturally possible to arrange the power transmission devices 10, 70, 80, 90, 110 in an automobile in which the position of the rear wheel differential device 55 is deviated in the vehicle width direction with respect to the vehicle body center line 58 in the bottom view. Is.

Further, even in an automobile in which the position of the rear wheel differential device 55 is displaced in the vehicle height direction with respect to the floor tunnel 49, the output shaft 15 of the power transmission devices 10, 70, 80, 90 and 110 is the first input shaft 13 Since it is arranged on a different axis from the second input shaft 14, the first propulsion shaft 27 or the second propulsion shaft 28 (hereinafter referred to as “propulsion shaft”) and the vehicle body center line 58 can be easily brought close to each other in parallel. As a result, the refraction angle of the universal joint connecting the rear wheel differential device 55 and the propulsion shaft can be reduced, so that a decrease in conduction efficiency can be suppressed. As a result, the flexibility of arranging the motor with respect to the lower structure can be increased, so that the lower structure can be widely shared.

In the embodiment, the positions of the first input shaft 13 and the second input shaft 14 and the positions of the first propulsion shaft 27 and the second propulsion shaft 28, 103 of the power transmission devices 10, 70, 80, 90, 110 are the vehicle heights. The case where the direction is deviated has been described, but the case is not necessarily limited to this. Power transmission devices 10, 70, 80, 90, 110 are arranged so that the first input shaft 13 and the second input shaft 14 and the first propulsion shaft 27 and the second propulsion shaft 28, 103 are located at the same height. Of course it is possible to do.

10, 70, 80, 90, 110 Power transmission device 11 First drive device (motor)
12 Second drive device (motor)
13 1st input shaft 14 2nd input shaft 15 Output shaft 16 1st reducer (reducer)
20 Second reducer (reducer)
26 Differential 27 1st propulsion shaft 28 2nd propulsion shaft 29,71 Limiting device 52 Front wheel differential 55 Rear wheel differential 82,92 Friction clutch 101 2nd drive (engine)
103 2nd propulsion axis

Claims (5)

Two drive devices that output driving force to the first input shaft and the second input shaft arranged along the vehicle length direction, and at least one of them is a motor.
A speed reducer that outputs the power of the first input shaft and the second input shaft to the output shaft, and
A first propulsion shaft and a second propulsion shaft that are connected to the front wheel differential and the rear wheel differential, respectively, and extend along the vehicle length direction to transmit the power of the output shaft.
A power transmission device including a limiting device for limiting relative rotation between the first propulsion shaft and the second propulsion shaft. The power transmission device according to claim 1, wherein the limiting device is a friction clutch that transmits / disconnects power between at least one of the first propulsion shaft and the second propulsion shaft and the output shaft. The power transmission device according to claim 2, wherein the friction clutch is arranged coaxially with the first propulsion shaft and the second propulsion shaft. A differential device connected to the first propulsion shaft and the second propulsion shaft to transmit the power of the output shaft is provided.
The power transmission device according to claim 1, wherein the limiting device limits the operation of the differential device. The power transmission device according to any one of claims 1 to 4, wherein the limiting device limits the rotation of the first propulsion shaft and the second propulsion shaft.

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