U.S. patent application number 09/740062 was filed with the patent office on 2001-08-09 for hybrid drive apparatus.
Invention is credited to Kutsuna, Naruhiko, Takenaka, Masayuki.
Application Number | 20010011612 09/740062 |
Document ID | / |
Family ID | 27341815 |
Filed Date | 2001-08-09 |
United States Patent
Application |
20010011612 |
Kind Code |
A1 |
Takenaka, Masayuki ; et
al. |
August 9, 2001 |
Hybrid drive apparatus
Abstract
A hybrid drive apparatus formed from an engine, a generator, a
differential gear mechanism linking the engine and the generator,
an electric motor, and a differential apparatus. The power
transmission system on the side of the engine that links the
differential apparatus with the output element of the differential
gear mechanism and the power transmission system on the side of the
electric motor that links the differential apparatus with the
electric motor are each formed from separate power transmission
elements and are each linked to the differential apparatus at the
most downstream point of the power transmission system of each. As
a result, it is possible to easily alter the setting of the total
gear ratio on the engine side by altering the meshing diameter of
the power transmission elements without altering the mutual
positions between the axes of the engine, electric motor, and
differential apparatus. Moreover, the implementing of measures
against noise is simplified because the upstream side of the power
transmission system is formed separately.
Inventors: |
Takenaka, Masayuki;
(Anjo-shi, JP) ; Kutsuna, Naruhiko; (Anjo-shi,
JP) |
Correspondence
Address: |
Oliff & Berridge PLC
P.O. Box 19928
Alexandria
VA
22320
US
|
Family ID: |
27341815 |
Appl. No.: |
09/740062 |
Filed: |
December 20, 2000 |
Current U.S.
Class: |
180/65.1 ;
290/40C; 322/13; 903/903; 903/905; 903/906; 903/909; 903/910;
903/951 |
Current CPC
Class: |
Y02T 10/62 20130101;
B60L 50/61 20190201; Y10S 903/91 20130101; F16H 2037/0866 20130101;
B60K 6/36 20130101; B60W 10/26 20130101; F16H 3/727 20130101; B60K
1/02 20130101; B60L 50/16 20190201; Y10S 903/903 20130101; Y10T
74/19014 20150115; B60K 6/40 20130101; B60K 6/445 20130101; F16H
57/0006 20130101; Y10S 903/951 20130101; Y10S 903/909 20130101;
B60K 17/16 20130101; Y10S 903/906 20130101; B60L 2270/142 20130101;
Y02T 10/7072 20130101; B60L 2270/145 20130101; B60K 6/365 20130101;
Y10S 903/905 20130101; B60L 2240/486 20130101; Y02T 10/70
20130101 |
Class at
Publication: |
180/65.1 ;
290/40.00C; 322/13 |
International
Class: |
H02P 003/00; H02P
009/06; H02P 011/00; B60K 001/00 |
Foreign Application Data
Date |
Code |
Application Number |
Dec 27, 1999 |
JP |
11-371846 |
Dec 27, 1999 |
JP |
11-371845 |
Sep 28, 2000 |
JP |
2000-295672 |
Claims
What is claimed is:
1. A hybrid drive apparatus, comprising: an engine; a generator; a
differential gear mechanism linking the engine and the generator;
an electric motor; and a differential apparatus, in which an output
element of the differential gear mechanism is drive linked to the
differential apparatus via a power transmission system on the side
of the engine and generator, and the electric motor is drive linked
to the differential apparatus via a power transmission system on
the side of the electric motor, wherein: the engine and the
generator and the differential gear mechanism are placed on a
common axis and output shafts of the electric motor and the
differential apparatus are each placed on their own different axes
which are parallel to the common axis, and the power transmission
system on the side of the engine and generator and the power
transmission system on the side of the electric motor are each
formed from separate power transmission elements, and both are
drive linked at the most downstream ends of their respective power
transmission systems with the differential apparatus.
2. The hybrid drive apparatus according to claim 1, wherein: the
power transmission system on the side of the engine and generator
are formed from power transmission elements that drive link the
output element of the differential gear mechanism and a
differential input gear of the differential apparatus, and the
power transmission system on the side of the electric motor is
formed from power transmission elements that drive link a rotor
shaft of the electric motor and the differential input gear.
3. The hybrid drive apparatus according to claim 2, wherein the
power transmission element is an idle gear.
4. The hybrid drive apparatus according to claim 2, wherein the
power transmission element is a counter reduction gear
mechanism.
5. The hybrid drive apparatus according to claim 2, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
6. The hybrid drive apparatus according to claim 2, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
7. The hybrid drive apparatus according to claim 1, wherein: the
differential input gear of the differential apparatus comprises a
first and a second differential input gear, the power transmission
system on the side of the engine and generator is formed from power
transmission elements that drive link the output element of the
differential gear mechanism and the first differential input gear,
and the power transmission system on the side of the electric motor
is formed from power transmission elements that drive link the
rotor shaft of the electric motor and the second differential input
gear.
8. The hybrid drive apparatus according to claim 7, wherein the
power transmission element is an idle gear.
9. The hybrid drive apparatus according to claim 7, wherein the
power transmission element is a counter reduction gear
mechanism.
10. The hybrid drive apparatus according to claim 7, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
11. The hybrid drive apparatus according to claim 7, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
12. The hybrid drive apparatus according to claim 1, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
13. A hybrid drive apparatus, comprising: an engine; a generator; a
differential gear mechanism linking the engine and the generator;
an electric motor; and a differential apparatus, in which an output
element of the differential gear mechanism is drive linked to the
differential apparatus via a power transmission system on the side
of the engine and generator, and the electric motor is drive linked
to the differential apparatus via a power transmission system on
the side of the electric motor, wherein: the engine and the
generator and the differential gear mechanism are placed on a
common axis and output shafts of the electric motor and the
differential apparatus are each placed on their own different axes
which are parallel to the common axis, and the power transmission
system on the side of the electric motor is drive linked to the
differential apparatus via the power transmission system on the
side of the engine and generator.
14. The hybrid drive apparatus according to claim 13, wherein: the
power transmission system on the side of the engine and generator
is formed from power transmission elements that drive link the
output element of the differential gear mechanism and the
differential input gear of the differential apparatus, and the
power transmission system on the side of the electric motor is
formed from power transmission elements that drive link the rotor
shaft of the electric motor and the output element of the
differential gear mechanism.
15. The hybrid drive apparatus according to claim 14, wherein: the
power transmission system on the side of the engine and generator
is formed from a counter drive gear linked to the output element of
the differential gear mechanism and power transmission elements
that drive link the counter drive gear and the differential input
gear, and the power transmission system on the side of the electric
motor is formed from an electric motor output gear fixed to the
rotor shaft of the electric motor power transmission elements that
drive link this electric motor output gear and the counter drive
gear.
16. The hybrid drive apparatus according to claim 15, wherein the
power transmission element is an idle gear.
17. The hybrid drive apparatus according to claim 15, wherein the
power transmission element is a counter reduction gear
mechanism.
18. The hybrid drive apparatus according to claim 15, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
19. The hybrid drive apparatus according to claim 15, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
20. The hybrid drive apparatus according to claim 14, wherein: the
power transmission system on the side of the engine and generator
is formed from a first counter drive gear linked to the output
element of the differential gear mechanism and power transmission
elements that drive link this first counter drive gear and the
differential input gear, and the power transmission system on the
side of the electric motor is formed from an electric motor output
gear fixed to the rotor shaft of the electric motor power
transmission elements that drive link the electric motor output
gear and a second counter drive gear linked to the output element
of the differential gear mechanism.
21. The hybrid drive apparatus according to claim 20, wherein the
power transmission element is an idle gear.
22. The hybrid drive apparatus according to claim 20, wherein the
power transmission element is a counter reduction gear
mechanism.
23. The hybrid drive apparatus according to claim 20, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
24. The hybrid drive apparatus according to claim 20, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
25. The hybrid drive apparatus according to claim 14, wherein the
power transmission system on the side of the electric motor
comprises a sprocket fixed to the rotor shaft of the electric
motor, a sprocket linked to the output element of the differential
gear mechanism, and a chain entrained between the two
sprockets.
26. The hybrid drive apparatus according to claim 25, wherein the
power transmission element is an idle gear.
27. The hybrid drive apparatus according to claim 25, wherein the
power transmission element is a counter reduction gear
mechanism.
28. The hybrid drive apparatus according to claim 25, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
29. The hybrid drive apparatus according to claim 25, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
30. The hybrid drive apparatus according to claim 14, wherein the
power transmission element is an idle gear.
31. The hybrid drive apparatus according to claim 14, wherein the
power transmission element is a counter reduction gear
mechanism.
32. The hybrid drive apparatus according to claim 14, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
33. The hybrid drive apparatus according to claim 14, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
34. The hybrid drive apparatus according to claim 13, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
35. A hybrid drive apparatus, comprising: an engine; a generator; a
differential gear mechanism linking the engine and the generator;
an electric motor; and a differential apparatus, in which the
output element of the differential gear mechanism is drive linked
to the differential apparatus via a power transmission system on
the side of the engine and generator, and the electric motor is
drive linked to the differential apparatus via a power transmission
system on the side of the electric motor, wherein: the engine and
the generator and the differential gear mechanism are placed on a
common axis and output shafts of the electric motor and the
differential apparatus are each placed on their own different axes
which are parallel to the common axis, and the power transmission
system on the side of the engine and generator are drive linked to
the differential apparatus via the power transmission system on the
side of the electric motor.
36. The hybrid drive apparatus according to claim 35, wherein: the
power transmission system on the side of the electric motor is
formed from power transmission elements drive linking the rotor
shaft of the electric motor and the differential input gear of the
differential apparatus, and the power transmission system on the
side of the engine and generator is formed from power transmission
elements that drive link the output element of the differential
gear mechanism and the rotor shaft of the electric motor.
37. The hybrid drive apparatus according to claim 36, wherein: the
power transmission system on the side of the electric motor is
formed from the electric motor output gear fixed to the rotor shaft
of the electric motor and power transmission elements drive linking
the electric motor output gear and the differential input gear, and
the power transmission system on the side of the engine and
generator is formed from power transmission elements that drive
link the output element of the differential gear mechanism and the
electric motor output gear.
38. The hybrid drive apparatus according to claim 37, wherein the
power transmission element is an idle gear.
39. The hybrid drive apparatus according to claim 37, wherein the
power transmission element is a counter reduction gear
mechanism.
40. The hybrid drive apparatus according to claim 37, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
41. The hybrid drive apparatus according to claim 37, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
42. The hybrid drive apparatus according to claim 36, wherein: the
power transmission system on the side of the electric motor is
formed from the first electric motor output gear fixed to the rotor
shaft of the electric motor and power transmission elements drive
linking the first electric motor output gear and the differential
input gear, and the power transmission system on the side of the
engine and generator is formed from power transmission elements
that drive link the output element of the differential gear
mechanism and the second electric motor output gear that is fixed
to the rotor shaft of the electric motor.
43. The hybrid drive apparatus according to claim 42, wherein the
power transmission element is an idle gear.
44. The hybrid drive apparatus according to claim 42, wherein the
power transmission element is a counter reduction gear
mechanism.
45. The hybrid drive apparatus according to claim 42, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
46. The hybrid drive apparatus according to claim 42, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
47. The hybrid drive apparatus according to claim 36, wherein the
power transmission system on the side of the engine and generator
comprises a sprocket linked to the output element of the
differential gear mechanism, a sprocket fixed to the rotor shaft of
the electric motor, and a chain entrained between the two
sprockets.
48. The hybrid drive apparatus according to claim 47, wherein the
power transmission element is an idle gear.
49. The hybrid drive apparatus according to claim 47, wherein the
power transmission element is a counter reduction gear
mechanism.
50. The hybrid drive apparatus according to claim 47, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
51. The hybrid drive apparatus according to claim 47, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
52. The hybrid drive apparatus according to claim 36, wherein the
power transmission element is an idle gear.
53. The hybrid drive apparatus according to claim 36, wherein the
power transmission element is a counter reduction gear
mechanism.
54. The hybrid drive apparatus according to claim 36, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
55. The hybrid drive apparatus according to claim 36, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
56. The hybrid drive apparatus according to claim 35, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
57. A hybrid drive apparatus, comprising: an engine; a generator; a
differential gear mechanism linking the engine and the generator;
and an electric motor, in which an output element of the
differential gear mechanism is drive linked to the vehicle wheels
via a power transmission system on the side of the engine and
generator, and the electric motor is drive linked to the vehicle
wheels via a power transmission system on the side of the electric
motor, wherein: the hybrid drive apparatus is provided with output
shafts drive linking each of the power transmission systems and the
vehicle wheels, the power transmission system on the side of the
engine and generator is formed from power transmission elements
drive linking the output element of the differential gear mechanism
and a first output gear fixed to an output shaft, and the power
transmission system on the side of the electric motor is formed
from power transmission elements drive linking the rotor shaft of
the electric motor and a second output gear fixed to an output
shaft.
58. The hybrid drive apparatus according to claim 57, wherein the
power transmission element is an idle gear.
59. The hybrid drive apparatus according to claim 57, wherein the
power transmission element is a counter reduction gear
mechanism.
60. The hybrid drive apparatus according to claim 57, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
61. The hybrid drive apparatus according to claim 57, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
62. A hybrid drive apparatus, comprising: an engine; a generator; a
differential gear mechanism linking the engine and the generator;
and an electric motor, in which an output element of the
differential gear mechanism is drive linked to the vehicle wheels
via a power transmission system on the side of the engine and
generator, and the electric motor is drive linked to the vehicle
wheels via a power transmission system on the side of the electric
motor, wherein: the power transmission system on the side of the
engine and generator is formed from a first counter drive gear
linked to an output element of the differential gear mechanism and
power transmission elements drive linking this first counter drive
gear and the vehicle wheels, the power transmission system on the
side of the electric motor is formed from an electric motor output
gear fixed to the rotor of the electric motor and power
transmission elements drive linking this electric motor output gear
and a second counter drive gear linked to an output element of the
differential gear mechanism, and the power transmission system on
the side of the electric motor is drive linked to the vehicle
wheels via the power transmission system on the side of the engine
and generator.
63. The hybrid drive apparatus according to claim 62, wherein the
power transmission element is an idle gear.
64. The hybrid drive apparatus according to claim 62, wherein the
power transmission element is a counter reduction gear
mechanism.
65. The hybrid drive apparatus according to claim 62, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
66. The hybrid drive apparatus according to claim 62, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
67. A hybrid drive apparatus, comprising: an engine; a generator; a
differential gear mechanism linking the engine and the generator;
and an electric motor, in which an output element of the
differential gear mechanism is drive linked to the vehicle wheels
via a power transmission system on the side of the engine and
generator, and the electric motor is drive linked to the vehicle
wheels via a power transmission system on the side of the electric
motor, wherein: the power transmission system on the side of the
electric motor is formed from a first electric motor output gear
fixed to the rotor of the electric motor and power transmission
elements drive linking the first electric motor output gear and the
vehicle wheels, the power transmission system on the side of the
engine and generator is formed from power transmission elements
drive linking the output element of the differential gear mechanism
and a second electric motor output gear fixed to the rotor shaft of
the electric motor, and the power transmission system on the side
of the engine and generator is drive linked to the vehicle wheels
via the power transmission system on the side of the electric
motor.
68. The hybrid drive apparatus according to claim 67, wherein the
power transmission element is an idle gear.
69. The hybrid drive apparatus according to claim 67, wherein the
power transmission element is a counter reduction gear
mechanism.
70. The hybrid drive apparatus according to claim 67, wherein the
power transmission element in one of the power transmission systems
is an idle gear, and the power transmission element in the other
power transmission system is a counter reduction gear
mechanism.
71. The hybrid drive apparatus according to claim 67, wherein a
coaxial reduction mechanism is inserted in at least one of the
power transmission systems.
Description
BACKGROUND OF THE INVENTION
[0001] 1. Field of Invention
[0002] The invention relates to a hybrid drive apparatus. The
hybrid drive apparatus uses an engine and an electric motor as
power sources. In particular, the hybrid drive apparatus uses a
drive link structure for linking the power transmission systems of
an engine and an electric motor.
[0003] 2. Description of Related Art
[0004] A hybrid drive apparatus that uses an engine (i.e. an
internal combustion engine) and an electric motor as power sources
transmits the power from the two systems to a differential
apparatus to adapt a variety of power train structures. Japanese
Patent Application Laid-Open (JP-A No. 8-183347) discloses a drive
apparatus having a structure in which the output from the engine
and the output from the electric motor are transmitted to a
differential apparatus with an optional gear ratio set for the
engine and electric motor. In this drive apparatus, the engine and
generator are placed on a first axis, the electric motor is placed
on a second axis, a counter shaft is placed on a third axis, and
the differential apparatus is placed on a fourth axis. The engine
and generator are linked to the countershaft via a differential
gear mechanism and the electric motor and differential apparatus
are linked directly to the countershaft. Because the power of the
two systems is transmitted to the vehicle wheels via the
countershaft, a counter driven gear (the third gear 32 in the
terminology of the aforementioned publication) is engaged with a
drive gear, (the first gear 15 in the terminology of the
aforementioned publication) is drive linked to the engine and a
drive gear (the second gear 27 in the terminology of the
aforementioned publication) is drive linked to the motor with the
outputs from both the engine and the motor are input to the
countershaft at optionally set gear ratios for each.
[0005] However, the demands on the vehicle vary when using the
engine in a hybrid drive apparatus. For example, some vehicles may
emphasize fuel consumption, while some vehicles emphasize
acceleration. It is thus necessary to set the total gear ratio from
the engine to the wheels higher for the fuel consumption emphasis,
and to lower this ratio for the acceleration emphasis. In order to
respond to these demands in the above hybrid drive apparatus, the
diameters of the gear pairs linking the differential gear mechanism
and the countershaft are altered so as to alter the total gear
ratio on the engine side. However, the diameter of the gear pairs
linking the electric motor and the countershaft is altered. Thus,
the gear ratio on the motor side is affected. Moreover, as a result
of the diameter of the gears being altered, the center distance
between the countershaft on the third axis and the differential
apparatus on the fourth axis is also changed which requires an
alteration in the configuration of the casing.
[0006] Further, the engine side drive gear and the motor side drive
gear mesh simultaneously with the counter driven gear. Also, gear
face precision between the engine side drive gear and the counter
driven gear and between the motor side drive gear and the counter
driven gear must be provided simultaneously, which requires a great
deal of man-hours.
[0007] Moreover, because the meshing degree (noise frequency) is
the same, not only is a louder gear noise generated, but it is
impossible to determine from the differences in the noise frequency
whether the meshing portion causing the noise is between the
counter driven gear and the engine drive gear or between the
counter driven gear and the motor drive gear. Thus, it is
impossible to implement measures which will reduce the noise.
SUMMARY OF THE INVENTION
[0008] The invention provides a hybrid drive apparatus capable of
allowing the optional setting and further altering of total gear
ratios on the engine side and on the motor side without the axial
positions of the engine and generator, the electric motor, and the
differential apparatus being altered. The invention separately
provides an apparatus that simplifies the noise reduction measures
when gear noise is generated in the hybrid drive apparatus.
[0009] In various exemplary embodiments, the invention is a hybrid
drive apparatus including an engine, a generator, a differential
gear mechanism linking the engine and the generator, an electric
motor, and a differential apparatus, in which an output element of
the differential gear mechanism is drive linked to the differential
apparatus via a power transmission system on the side of the engine
and generator, and the electric motor is drive linked to the
differential apparatus via a power transmission system on the side
of the electric motor, wherein the engine and the generator and the
differential gear mechanism are placed on a common axis and output
shafts of the electric motor and the differential apparatus are
each placed on their own different axes which are parallel to the
common axis, and the power transmission system on the side of the
engine and generator and the power transmission system on the side
of the electric motor are each formed from separate power
transmission elements, and both are drive linked at the most
downstream ends of their respective power transmission systems with
the differential apparatus.
[0010] Specifically, the power transmission system on the side of
the engine and generator is formed from power transmission elements
that drive link the output element of the differential gear
mechanism and a differential input gear of the differential
apparatus, and wherein the power transmission system on the side of
the electric motor is formed from power transmission elements that
drive link a rotor shaft of the electric motor and the differential
input gear.
[0011] In the above structure, the differential input gear of the
differential apparatus includes a first and a second differential
input gear; the power transmission system on the side of the engine
and generator is formed from power transmission elements that drive
link the output element of the differential gear mechanism and the
first differential input gear; and the power transmission system on
the side of the electric motor is formed from power transmission
elements that drive link the rotor shaft of the electric motor and
the second differential input gear.
[0012] In various exemplary embodiments, the hybrid drive apparatus
includes an engine, a generator, a differential gear mechanism
linking the engine and the generator, an electric motor, and a
differential apparatus, in which the output element of the
differential gear mechanism is drive linked to the differential
apparatus via a power transmission system on the side of the engine
and generator, and the electric motor is drive linked to the
differential apparatus via a power transmission system on the side
of the electric motor, wherein the engine and the generator and the
differential gear mechanism are placed on a common axis and output
shafts of the electric motor and the differential apparatus are
each placed on their own different axes which are parallel to the
common axis, and wherein the power transmission system on the side
of the electric motor is drive linked to the differential apparatus
via the power transmission system on the side of the engine and
generator.
[0013] Specifically, the power transmission system on the side of
the engine and generator is formed from power transmission elements
that drive link the output element of the differential gear
mechanism and the differential input gear of the differential
apparatus, and wherein the power transmission system on the side of
the electric motor is formed from power transmission elements that
drive link the rotor shaft of the electric motor and the output
element of the differential gear mechanism.
[0014] Specifically, the power transmission system on the side of
the engine and generator is formed from a counter drive gear linked
to the output element of the differential gear mechanism and power
transmission elements that drive link this counter drive gear and
the differential input gear, and wherein the power transmission
system on the side of the electric motor is formed from an electric
motor output gear fixed to the rotor shaft of the electric motor
power transmission elements that drive link the electric motor
output gear and the counter drive gear.
[0015] In the above structure, the power transmission system on the
side of the engine and generator is formed from a first counter
drive gear linked to the output element of the differential gear
mechanism and power transmission elements that drive link the first
counter drive gear and the differential input gear, and wherein the
power transmission system on the side of the electric motor is
formed from an electric motor output gear fixed to the rotor shaft
of the electric motor power transmission elements that drive link
the electric motor output gear and a second counter drive gear
linked to the output element of the differential gear
mechanism.
[0016] Moreover, in the above structure, the power transmission
system on the side of the electric motor includes a sprocket fixed
to the rotor shaft of the electric motor; a sprocket linked to the
output element of the differential gear mechanism; and a chain
entrained between the two sprockets.
[0017] In various exemplary embodiments, the hybrid drive apparatus
includes an engine, a generator, a differential gear mechanism
linking the engine and the generator, an electric motor, and a
differential apparatus, in which the output element of the
differential gear mechanism is drive linked to the differential
apparatus via a power transmission system on the side of the engine
and generator, and the electric motor is drive linked to the
differential apparatus via a power transmission system on the side
of the electric motor, wherein the engine and the generator and the
differential gear mechanism are placed on a common axis and output
shafts of the electric motor and the differential apparatus are
each placed on their own different axes which are parallel to the
common axis, and wherein the power transmission system on the side
of the engine and generator are drive linked to the differential
apparatus via the power transmission system on the side of the
electric motor.
[0018] Specifically, the power transmission system on the side of
the electric motor is formed from power transmission elements drive
linking the rotor shaft of the electric motor and the differential
input gear of the differential apparatus, and the power
transmission system on the side of the engine and generator is
formed from power transmission elements that drive link the output
element of the differential gear mechanism and the rotor shaft of
the electric motor.
[0019] More specifically, the power transmission system on the side
of the electric motor is formed from the electric motor output gear
fixed to the rotor shaft of the electric motor and power
transmission elements drive linking the electric motor output gear
and the differential input gear, and the power transmission system
on the side of the engine and generator is formed from power
transmission elements that drive link the output element of the
differential gear mechanism and the electric motor output gear.
[0020] In the above structure, the power transmission system on the
side of the electric motor is formed from the first electric motor
output gear fixed to the rotor shaft of the electric motor and
power transmission elements drive linking the first electric motor
output gear and the differential input gear, and the power
transmission system on the side of the engine and generator is
formed from power transmission elements that drive link the output
element of the differential gear mechanism and the second electric
motor output gear that is fixed to the rotor shaft of the electric
motor.
[0021] Moreover, in the above structure, the power transmission
system on the side of the engine and generator includes a sprocket
linked to the output element of the differential gear mechanism; a
sprocket fixed to the rotor shaft of the electric motor; and a
chain entrained between the two sprockets.
[0022] In various exemplary embodiments, the hybrid drive apparatus
includes an engine, a generator, a differential gear mechanism
linking the engine and the generator, and an electric motor, in
which an output element of the differential gear mechanism is drive
linked to the vehicle wheels via a power transmission system on the
side of the engine and generator, and the electric motor is drive
linked to the vehicle wheels via a power transmission system on the
side of the electric motor, wherein the hybrid drive apparatus is
provided with output shafts drive linking each of the power
transmission systems and the vehicle wheels, and the power
transmission system on the side of the engine and generator is
formed from power transmission elements drive linking the output
element of the differential gear mechanism and a first output gear
fixed to an output shaft, and the power transmission system on the
side of the electric motor is formed from power transmission
elements drive linking the rotor shaft of the electric motor and a
second output gear fixed to an output shaft.
[0023] In various exemplary embodiments, the hybrid drive apparatus
includes an engine, a generator, a differential gear mechanism
linking the engine and the generator, and an electric motor, in
which an output element of the differential gear mechanism is drive
linked to the vehicle wheels via a power transmission system on the
side of the engine and generator, and the electric motor is drive
linked to the vehicle wheels via a power transmission system on the
side of the electric motor, wherein the power transmission system
on the side of the engine and generator is formed from a first
counter drive gear linked to an output element of the differential
gear mechanism and power transmission elements drive linking the
first counter drive gear and the vehicle wheels, the power
transmission system on the side of the electric motor is formed
from an electric motor output gear fixed to the rotor of the
electric motor and power transmission elements drive linking the
electric motor output gear and a second counter drive gear linked
to an output element of the differential gear mechanism, and the
power transmission system on the side of the electric motor is
drive linked to the vehicle wheels via the power transmission
system on the side of the engine and generator.
[0024] In various exemplary embodiments, the hybrid drive apparatus
includes an engine, a generator, a differential gear mechanism
linking the engine and the generator, and an electric motor, in
which an output element of the differential gear mechanism is drive
linked to the vehicle wheels via a power transmission system on the
side of the engine and generator, and the electric motor is drive
linked to the vehicle wheels via a power transmission system on the
side of the electric motor, wherein the power transmission system
on the side of the electric motor is formed from a first electric
motor output gear fixed to the rotor of the electric motor and
power transmission elements drive linking the first electric motor
output gear and the vehicle wheels, the power transmission system
on the side of the engine and generator is formed from power
transmission elements drive linking the output element of the
differential gear mechanism and a second electric motor output gear
fixed to the rotor shaft of the electric motor, and the power
transmission system on the side of the engine and generator is
drive linked to the vehicle wheels via the power transmission
system on the side of the electric motor.
[0025] In the structure of each exemplary aspect of the invention
as mentioned above, an idler gear may constitute the power
transmission element.
[0026] In the structure of each exemplary aspect of the invention
as mentioned above, a counter reduction mechanism may constitute
the power transmission element as a counter reduction gear
mechanism.
[0027] In the structure of each exemplary aspect of the above
invention as mentioned above, it is possible to constitute the
power transmission element in one of the power transmission systems
as an idle gear, and to constitute the power transmission element
in the other power transmission system as a counter reduction gear
mechanism.
[0028] In the structure of each exemplary aspect of the above
invention as mentioned above, a coaxial reduction mechanism is
inserted in at least one of the power transmission systems.
BRIEF DESCRIPTION OF THE DRAWINGS
[0029] This invention will be described with reference to the
drawings in which:
[0030] FIG. 1 is a schematic view of the hybrid drive apparatus
according to the first exemplary embodiment of the invention;
[0031] FIG. 2 is an arrangement diagram showing the meshing
relationships between each gear of the power transmission systems
of the first exemplary embodiment;
[0032] FIG. 3 is a schematic view of the hybrid drive apparatus
according to the second exemplary embodiment of the invention;
[0033] FIG. 4 is an arrangement diagram showing the meshing
relationships between each gear of the power transmission systems
of the second exemplary embodiment;
[0034] FIG. 5 is a schematic view of the hybrid drive apparatus
according to third exemplary embodiment of the invention;
[0035] FIG. 6 is a schematic view of the hybrid drive apparatus
according to the fourth exemplary embodiment of the invention;
[0036] FIG. 7 is an arrangement diagram showing the meshing
relationships between each gear of the power transmission systems
of the fourth exemplary embodiment;
[0037] FIG. 8 is a schematic view of the hybrid drive apparatus
according to the fifth exemplary embodiment of the invention;
[0038] FIG. 9 is an arrangement diagram showing the meshing
relationships between each gear of the power transmission systems
of the fifth exemplary embodiment;
[0039] FIG. 10 is a schematic view of the hybrid drive apparatus
according to the sixth exemplary embodiment of the invention;
[0040] FIG. 11 is an arrangement diagram showing the meshing
relationships between each gear of the power transmission systems
of the sixth exemplary embodiment;
[0041] FIG. 12 is a schematic view of the hybrid drive apparatus
according to the seventh exemplary embodiment of the invention;
[0042] FIG. 13 is a schematic view of the hybrid drive apparatus
according to the eighth exemplary embodiment of the invention;
[0043] FIG. 14 is a schematic view of the hybrid drive apparatus
according to the ninth exemplary embodiment of the invention;
[0044] FIG. 15 is a schematic view of the hybrid drive apparatus
according to the tenth exemplary embodiment of the invention;
[0045] FIG. 16 is a schematic view of the hybrid drive apparatus
according to the eleventh exemplary embodiment of the
invention;
[0046] FIG. 17 is a schematic view of the hybrid drive apparatus
according to the twelfth exemplary embodiment of the invention;
[0047] FIG. 18 is a schematic view of the hybrid drive apparatus
according to the thirteenth exemplary embodiment of the
invention;
[0048] FIG. 19 is a schematic view of the hybrid drive apparatus
according to the fourteenth exemplary embodiment of the
invention;
[0049] FIG. 20 is a schematic view of the hybrid drive apparatus
according to the fifteenth exemplary embodiment of the
invention;
[0050] FIG. 21 is a schematic view of the hybrid drive apparatus
according to the sixteenth exemplary embodiment of the
invention;
[0051] FIG. 22 is a schematic view of the hybrid drive apparatus
according to the seventeenth exemplary embodiment of the
invention;
[0052] FIG. 23 is a schematic view of the hybrid drive apparatus
according to the eighteenth exemplary embodiment of the
invention;
[0053] FIG. 24 is a schematic view of the hybrid drive apparatus
according to the nineteenth exemplary embodiment of the
invention;
[0054] FIG. 25 is an arrangement diagram showing the meshing
relationships between each gear of the power transmission systems
of the nineteenth exemplary embodiment;
[0055] FIG. 26 is a schematic view of the hybrid drive apparatus
according to the twentieth exemplary embodiment of the
invention;
[0056] FIG. 27 is an arrangement diagram showing the meshing
relationships between each gear of the power transmission systems
of the twentieth exemplary embodiment;
[0057] FIG. 28 is a schematic view of the hybrid drive apparatus
according to the twenty-first exemplary embodiment of the
invention;
[0058] FIG. 29 is a schematic view of the hybrid drive apparatus
according to the twenty-second exemplary embodiment of the
invention;
[0059] FIG. 30 is a schematic view of the hybrid drive apparatus
according to the twenty-third exemplary embodiment of the
invention;
[0060] FIG. 31 is a schematic view of the hybrid drive apparatus
according to the twenty-fourth exemplary embodiment of the
invention;
[0061] FIG. 32 is a schematic view of the hybrid drive apparatus
according to the twenty-fifth exemplary embodiment of the
invention;
[0062] FIG. 33 is an arrangement diagram showing the meshing
relationships between each gear of the power transmission systems
of the twenty-fifth exemplary embodiment;
[0063] FIG. 34 is a schematic view of the hybrid drive apparatus
according to the twenty-sixth exemplary embodiment of the
invention; and
[0064] FIG. 35 is an arrangement diagram showing the meshing
relationships between each gear of the power transmission systems
of the twenty-sixth exemplary embodiment.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[0065] FIG. 1 shows a schematic view expanded between the axes of a
power train of the hybrid drive apparatus of the first exemplary
embodiment to which the invention has been applied. The apparatus
is provided with an engine E/G, a generator G, a differential gear
mechanism P linking the engine E/G and the generator G, an electric
motor M, and a differential apparatus D. The basic structure is
formed by the output element of the differential gear mechanism P,
which includes a single pinion structure planetary gear set, being
drive linked to the differential apparatus D via the transmission
system on the engine and generator power side (hereinafter "engine
power transmission system"). As shown in FIG. 2, the drive
apparatus in this exemplary embodiment is a transverse type drive
apparatus for a front engine front drive (FF) vehicle or rear
engine rear drive (RR) vehicle in which the engine E/G, the
generator G, and the differential gear mechanism P are placed on a
common axis, while the electric motor M and the output shaft of the
differential apparatus D are placed on different axes which are
parallel with the above common axis.
[0066] In the drive apparatus, the engine power transmission system
and the electric motor transmission system are each formed from
separate power transmission elements and the differential apparatus
D is connected at the most downstream point of the power
transmission flow of each power transmission system.
[0067] The output shaft 11 of the engine E/G is linked to a carrier
21 of the planetary gear forming the differential gear mechanism P
so that the engine E/G is linked with the generator G and the
engine side power transmission system. The output shaft 31 of the
generator G is linked to a sun gear 22 of the differential gear
mechanism P so that the generator G is linked with the engine E/G
and engine side power transmission system. As a result, the ring
gear 23 of the differential gear mechanism P functions as an output
element for transmitting the power of the engine E/G to the engine
side power transmission system.
[0068] The engine side power transmission system is formed from
power transmission elements linking the ring gear 23, which is the
output element of the differential gear mechanism P, to a
differential ring gear 49 fixed to the differential case 60 as an
input gear of the differential apparatus D. The electric motor side
power transmission system is formed from power transmission
elements linking a rotor shaft 51 of the electric motor M with the
differential ring gear 49 of the differential apparatus D.
[0069] The power transmission elements of the engine side power
transmission system in the exemplary embodiment is composed of a
counter drive gear 41 linked to the ring gear 23 and an idle gear
42 that meshes with the counter drive gear 41 and the differential
ring gear 49. The power transmission elements of the electric motor
side power transmission system includes an electric motor output
gear 45 fixed to the rotor shaft 51. The electric motor output gear
51 meshes with the differential ring gear 49 of the differential
apparatus D.
[0070] As can be seen from the actual positional relationships of
the axes shown in FIG. 2, the drive apparatus is formed with the
engine E/G (see FIG. 1) and the generator G both on the same axis
1, the electric motor M on the second axis, and the differential
apparatus D on the third axis, with the axes parallel with each
other. The counter drive gear 41 on the first axis meshes with the
differential ring gear 49 of the differential apparatus D on the
third axis via the idle gear 42. The electric motor output gear 45
on the second axis meshes with the same differential ring gear 49
at a different position in the peripheral direction.
[0071] In a hybrid drive apparatus having the above described
structure, in contrast to the electric motor M and the differential
apparatus D directly linked in the power transmission and in spite
of being via the electric motor side power transmission system, the
engine E/G and the generator G are indirectly linked to each other
and to the differential apparatus D via the differential gear
mechanism P in the power transmission. As a result, by adjusting
the power generation load of the generator G relative to the ring
gear 23 that receives the traveling load of the vehicle via the
differential apparatus D, traveling becomes possible in which the
proportion of the output from the engine E/G that is used as the
driving force and the proportion of the output of the engine E/G
that is used for energy generation (i.e. charging the battery) have
been suitably adjusted. Moreover, by driving the generator G as an
electric motor, the reaction force that acts on the carrier 21 is
inverted, therefore, by anchoring the carrier 21 on the drive
apparatus casing at that time using some appropriate unillustrated
means, the output of the generator G can be transmitted to the ring
gear 23, and strengthening of the drive force (parallel mode
travel) when the vehicle starts to move using the simultaneous
outputs of the electric motor M and the generator G is
possible.
[0072] Next, a description will be given of the altering of the
engine side gear ratio. As can be seen from the actual
relationships of the axis position and the gear meshing shown in
FIG. 2, the differential ring gear 49 and the counter drive gear
41, having a predetermined gear ratio, are formed separately from
the electric motor side power transmission system formed from the
differential ring gear 49 and the output gear 45 having another
predetermined gear ratio in the same way. If the diameter of the
counter drive gear 41 is altered in response to a request to alter
a gear ratio, the axial position of the idle gear 42 that meshes
with the counter drive gear 41 needs to be altered relative to the
counter drive gear 41 and differential ring gear 49 as shown in
FIG. 2. However, there is no need to alter either the diameter or
the axial position of the other gears.
[0073] In this way, according to the drive apparatus, the output on
the engine E/G side and the output on the electric motor M side are
completely independent. It is, thus, possible to freely set the
total gear ratio on the engine side. When the setting is made,
there is no change in the distance between the axes of each of the
main gears. Thus, it is possible to standardize the casing.
[0074] Moreover, according to the drive apparatus, there is no
merging of the power transmitted via the engine side power
transmission system and the electric motor side power transmission
system before the differential apparatus. It is, thus, easy to
pinpoint the noise generating portion when gear noise that needs to
be reduced is generated.
[0075] Next, FIGS. 3 and 4 show the second exemplary embodiment. In
this exemplary embodiment, the power transmission elements of the
engine side power transmission system form a counter reduction gear
mechanism comprising a counter drive gear 41 linked to a ring gear
23, a counter driven gear 43 that meshes with the counter drive
gear 41, and a pinion gear 44 that is linked to the counter driven
gear 43. The pinion gear 44 also meshes with the differential ring
gear 49. In contrast, a coaxial reduction mechanism R is inserted
in the power transmission system on the electric motor side. There
is no particular specific structure illustrated for the coaxial
reduction mechanism R, however, an optional coaxial reduction
mechanism such as is typified by a planetary gear set is used. In
this case, the input element of the coaxial reduction mechanism R
is connected to a rotor shaft 51 and the shaft 52. The shaft 52 is
linked to the output element of the coaxial reduction mechanism R
and with an output gear 45 that meshes with the differential ring
gear 49. As a result, the power transmission elements of the
electric motor side power transmission system, in this case,
include the coaxial reduction mechanism R and the output gear 45.
The rest of the structure is substantially the same as in the first
exemplary embodiment and, therefore, in the following description,
the relevant elements are given the same reference symbols. Note
that this point applies for all of the exemplary embodiments to
follow.
[0076] In the above form, the gear pair formed from the counter
driven gear 43 and the counter drive gear 41, which have a
predetermined gear ratio, are formed separately from the gear pair
formed from the differential ring gear 49 and the pinion gear 45,
which have another predetermined gear ratio. If the diameter of the
counter drive gear 41 is altered in response to a request to alter
a gear ratio, the diameter of the counter driven gear 43 that
meshes with the drive gear 41 needs to be altered. There is,
however, no need to alter the diameters of the other gears.
Moreover, in this case as well, as this gear ratio alteration does
not affect any of the other gear pairs, the position of the counter
reduction shaft is unchanged. Furthermore, in this case, by
altering the reduction ratio of the coaxial reduction mechanism R
placed on the electric motor side power transmission system, the
gear ratio on the electric motor side can be freely set without
altering the diameter and axial positions of the other gears. As a
result, the same effects as in the first exemplary embodiment can
be achieved with this drive apparatus.
[0077] However, if an alteration of the gear ratio on the electric
motor side is not used, it is possible to simplify the power
transmission system on the electric motor side. FIG. 5 is a
schematic view showing the structure of the power train of the
third exemplary embodiment when an alteration of the gear ratio of
the electric motor side is not used. The axial positional
relationships in this form are exactly the same as those for the
second exemplary embodiment and can be illustrated by referring to
FIG. 4. In this form, the coaxial reduction mechanism R of the
electric motor side power transmission system is eliminated. The
rest of the structure is the same as in the second exemplary
embodiment.
[0078] Next, FIGS. 6 and 7 show the fourth exemplary embodiment. In
this exemplary embodiment, a structure is employed in which the
transmission elements of the engine side power transmission system
are composed of the counter drive gear 41 and the idle gear 42, in
the same way as in the first exemplary embodiment, and a coaxial
reduction mechanism R is inserted between the counter drive gear 41
and the ring gear 23 as an output element of the differential gear
mechanism P. The same apparatus as is used for the coaxial
reduction mechanism on the electric motor side in the second
exemplary embodiment can be used for the coaxial reduction
mechanism R. In addition, the electric motor side power
transmission system is the same as that used in the second
exemplary embodiment.
[0079] When this type of structure is employed, it is possible to
alter the gear ratio on the engine side without affecting the gear
ratio on the electric motor side, by altering the reduction ratio
of the coaxial reduction mechanism R inserted between the ring gear
23 and the counter drive gear 41 and without needing to alter the
meshing diameter of the idle gear 42 and the counter drive gear 41,
as in the first exemplary embodiment. The complete reverse of this
can also be applied to the gear ratio on the electric motor
side.
[0080] Next, FIGS. 8 and 9 show the fifth exemplary embodiment. In
this exemplary embodiment, a structure is employed in which the
transmission elements of the engine side power transmission system
form a counter reduction gear mechanism composed of a counter drive
gear 41, a counter driven gear 43 that meshes with the counter
drive gear 41, and a pinion gear 44 that is linked to the counter
driven gear 43 and meshes with a differential ring gear 49. The
transmission elements of the electric motor side power transmission
system form a counter reduction gear mechanism composed of an
electric motor output gear 45 fixed to a rotor shaft 51. A counter
driven gear 47 meshes with the electric motor output gear 45 and a
pinion gear 48, that is linked to the counter driven gear 47, and
meshes with a differential ring gear 49.
[0081] When this type of structure is employed, it is possible to
alter the gear ratio on the engine side by altering the meshing
diameter of the counter drive gear 41 and the counter driven gear
43 and to alter the gear ratio on the electric motor side by
altering the meshing diameter of the output gear 45 and the counter
driven gear 47 without affecting the mutual gear ratio between the
two.
[0082] Next, FIGS. 10 and 11 show the sixth exemplary embodiment.
In this exemplary embodiment, a structure is employed in which the
power transmission elements of the engine side power transmission
system in the fifth exemplary embodiment are replaced by the power
transmission elements of the engine side power transmission system
in the previous fourth exemplary embodiment, namely, a structure in
which a coaxial reduction mechanism R is inserted between the
counter drive gear 41 and the ring gear 23 as an output element of
the differential gear mechanism P. As a result, the power
transmission elements of the engine side power transmission system
in this case is composed of the three elements of the coaxial
reduction mechanism R, the counter drive gear 41, and the idle gear
42.
[0083] When this type of structure is employed, it is possible to
alter the gear ratio on the engine side by altering the reduction
ratio of the coaxial reduction mechanism R or by altering the
diameter of the counter drive gear 41 relative to the differential
ring gear 49 or by altering both. It is further possible to alter
the gear ratio on the electric motor side by altering the meshing
diameter of the electric motor output gear 45 and the counter
driven gear 47 without affecting the mutual gear ratio between the
two.
[0084] Next, FIG. 12 shows the seventh exemplary embodiment.
Because the axial positional relationships in this form are exactly
the same as those in the sixth exemplary embodiment, they can be
illustrated by referring to FIG. 11. In this form, in contrast to
the sixth exemplary embodiment, a structure is employed in which
the coaxial reduction mechanism R that was inserted between the
counter drive gear 41 and the ring gear 23 as an output element of
the differential gear mechanism P is eliminated.
[0085] When this type of structure is employed, it is possible to
alter the gear ratio on the engine side by altering the diameter of
the counter drive gear 41 relative to the differential ring gear 49
and to alter the gear ratio on the electric motor side by altering
the meshing diameter of the counter driven gear 47 and the electric
motor output gear 45 without affecting the mutual gear ratio
between the two.
[0086] It should be noted that in each of the above exemplary
embodiments, while the engine side power transmission system and
the electric motor side power transmission system are formed as
separate systems, a form is employed in which they ultimately merge
on the power transmission flow at the common differential ring gear
49. However, it is also possible to separate the ultimate merging
section as a possible gear noise counter measure. Three examples of
this exemplary embodiment will be hereinafter described.
[0087] In the eighth exemplary embodiment, the power train
structure shown in FIG. 13, is similar to the train structure shown
in the fifth exemplary embodiment in FIGS. 8 and 9. The
differential ring gear 49 of the differential apparatus D is formed
from a first and second differential ring gear 49A and 49B. The
engine side power transmission system is formed from power
transmission elements in which the first differential ring gear 49A
is drive linked with the output element 23 of the differential gear
mechanism P. Meanwhile the electric motor side power transmission
system is formed from power transmission elements in which the
second differential ring gear 49B is drive linked with the rotor
shaft 51 of the electric motor M.
[0088] When this type of structure is employed, it is possible to
make each of the meshings of the meshing portions of all the power
transmission elements throughout the entire power train be meshings
between different pairs of gears. The frequency of the noise that
is generated by each meshing portion is different, thus simplifying
the counter measures used against generated noise.
[0089] In the ninth exemplary embodiment, the power train structure
shown in FIG. 14 is similar to the train structure shown in the
sixth exemplary embodiment in FIGS. 10 and 11. The differential
ring gear is formed from a first and second differential ring gear
49A and 49B, the first differential ring gear 49A is drive linked
by the idle gear 42 with the output element 23 of the differential
gear mechanism P, and the second differential ring gear 49B is
drive linked with the rotor shaft 51 of the electric motor M by a
counter reduction gear mechanism.
[0090] In the tenth exemplary embodiment, the power train structure
shown in FIG. 15 is similar to the train structure shown in the
seventh exemplary embodiment in FIG. 12. The same alterations as
described in the above two exemplary embodiments are implemented in
the differential ring gear.
[0091] In each of the above exemplary embodiments, the engine side
power transmission system and the electric motor side power
transmission system were formed as separate systems in order to
simplify the alteration of the gear ratio on the engine side and to
simplify the implementation of measures against gear noise.
However, if simplifying the alteration of the gear ratio is
emphasized, it is possible to employ a structure in which one power
transmission system is drive linked to the differential apparatus
via the other power transmission system. As an example of the
employing of this type of structure, a series of exemplary
embodiments will now be described with respect to the structure
employed for drive linking the electric motor side power
transmission system to the differential apparatus via the engine
side power transmission system.
[0092] The hybrid drive apparatus of the eleventh exemplary
embodiment shown in FIG. 16 is provided with an engine E/G, a
generator G, a differential gear mechanism P that links the engine
E/G and the generator G, an electric motor M, and a differential
apparatus D, in the same way as in each of the above exemplary
embodiments. The basic structure is formed by drive linking the
output element of the differential gear mechanism P to the
differential apparatus D via the engine side power transmission
system, and drive linking the electric motor M to the differential
apparatus D via the electric motor side power transmission system.
Moreover, the drive apparatus is a transverse type drive apparatus
for a front engine front drive (FF) vehicle or rear engine rear
drive (RR) vehicle in which the engine E/G, the generator G, and
the differential apparatus P are placed on a common axis, while the
electric motor M and the output shaft of the differential apparatus
D are placed on different axes respectively that are parallel with
the above common axis.
[0093] The drive apparatus is identical in that it is composed of
an electric motor side power transmission system that links the
electric motor M with the differential apparatus D, and an engine
side power transmission system that links the differential
apparatus D with the output element of the differential gear
mechanism P including a single pinion structure planetary gear set.
However, the electric motor side power transmission system is
linked to the differential apparatus via the engine side power
transmission system. Specifically, the engine side power
transmission system is formed from power transmission elements that
drive link the output element 23 of the differential gear mechanism
P with the differential ring gear 49 of the differential apparatus
D, while the electric motor side power transmission system is
formed from power transmission elements that drive link the rotor
shaft 51 of the electric motor M with the output element 23 of the
differential gear mechanism P.
[0094] In the engine side power transmission system in this form,
the power transmission elements are formed from the counter drive
gear 41 linked to a ring gear 23 as an output element of the
differential gear mechanism P, and the idle gear 42 drive linked to
the counter drive gear 41 and the differential ring gear 49. In the
electric motor side power transmission system, the power
transmission elements are formed from the electric motor output
gear 45 fixed to the rotor shaft 51 of the electric motor M, and
the idle gear 46 drive linked to the electric motor output gear 45
and the counter drive gear 41.
[0095] When this structure is employed, the gear ratios can be
selected and altered on both the engine side and the electric motor
side while merging the engine side power transmission system and
the electric motor side power transmission system together by the
power transmission elements between each of the axes of the engine
and generator, the electric motor, and the differential apparatus.
Accordingly there is no need to alter the position of the main axes
as shown in FIG. 11. As a result, the casings before the alteration
of the gear ratio setting and after the alteration of the gear
ratio setting can be standardized. This point is the same for each
of the series of exemplary embodiments that follow.
[0096] In the twelfth exemplary embodiment shown in FIG. 17, a
counter reduction gear mechanism is used instead of the idle gear
46 of the electric motor side power transmission system of the
eleventh exemplary embodiment.
[0097] In the thirteenth exemplary embodiment shown in FIG. 18, a
counter reduction gear mechanism is used instead of the idle gear
42 of the engine side power transmission system of the eleventh
exemplary embodiment.
[0098] In the fourteenth exemplary embodiment shown in FIG. 19, the
counter reduction gear mechanisms are used instead of the idle
gears of both the engine side power transmission system and the
electric motor side power transmission system.
[0099] Next, FIG. 20 shows the fifteenth exemplary embodiment with
a split structure for the counter ring gear 41. In this exemplary
embodiment, the engine side power transmission system is formed
from a first counter drive gear 41A linked with the output element
23 of the differential gear mechanism P, and a power transmission
element, namely, the idle gear 42 drive linking the counter drive
gear 41A with the differential ring gear 49. The electric motor
side power transmission system is formed from an electric motor
output gear 45 fixed to the rotor shaft 51 of the electric motor M,
and a power transmission element, namely, the idle gear 46 that
drives and links the electric motor output gear 45 and a second
counter drive gear 41B. The second counter drive gear 41B is thus
linked with the output element 23 of the differential gear
mechanism P.
[0100] In the sixteenth exemplary embodiment shown in FIG. 21, both
the idle gear of the engine side power transmission system and the
idle gear of the electric motor side power transmission system in
the fifteenth exemplary embodiment are replaced by a counter
reduction gear mechanism.
[0101] In the seventeenth exemplary embodiment shown in FIG. 22,
the electric motor side power transmission system is formed from a
chain transmission mechanism serving as a unidirectional rotation
transmission mechanism. The power transmission elements in this
case are composed of a sprocket 71 fixed to the rotor shaft 51 of
the electric motor M, a sprocket 73 linked with the output element
23 of the differential gear mechanism P, and a chain 72 entrained
between the sprockets.
[0102] The eighteenth exemplary embodiment shown in FIG. 23 is
similar to the seventeenth exemplary embodiment, with coaxial
reduction apparatus R inserted in the electric motor side power
transmission system and with the counter reduction gear mechanism
of the engine side power transmission system replaced with the idle
gear 42.
[0103] Next, as another example of a structure in which one power
transmission system is drive linked to the differential apparatus
via the other power transmission system, a description will be
given of a series of exemplary embodiments that employ a structure
where the engine side power transmission system is drive linked to
the differential apparatus via the electric motor power
transmission system.
[0104] Firstly, FIGS. 24 and 25 show the axes of a power train of
the hybrid drive apparatus of the nineteenth exemplary embodiment
and a view of the gear meshing in the drive apparatus as seen from
the axial direction. The basic structure of this apparatus is the
same as that of each of the above exemplary embodiments with this
exemplary embodiment provided with an engine E/G, a generator G, a
differential gear mechanism P linking the engine E/G and the
generator G, an electric motor M, and a differential apparatus D.
Moreover, in this drive apparatus, the engine side power
transmission system, in which the output element of a differential
gear mechanism P including a single pinion structure planetary gear
set is drive linked to the differential apparatus D, is linked to
the differential apparatus D via the electric motor power
transmission system linking the electric motor M with the
differential apparatus D.
[0105] The power transmission elements of the electric motor side
power transmission system in the present exemplary embodiment are
composed of the electric motor output gear 45 fixed to the rotor
shaft 51, the idle gear 46 that meshes with the electric motor
output gear 45 and the differential ring gear 49. The power
transmission elements of the engine side power transmission system
are composed of the counter drive gear 41 linked with the ring gear
23 of the differential gear mechanism P and the idle gear 42 that
meshes with the counter drive gear 41 and the motor output gear
45.
[0106] When this type of structure is employed, as is shown by the
actual relationship between the axial positions and the gear
meshing shown in FIG. 25, the total gear ratio on the engine side
is determined by the gear ratio between the electric motor output
gear 45 and the counter drive gear 41 having a predetermined gear
ratio, and the gear ratio between the electric motor output gear 45
and the differential ring gear 49, namely, the electric motor side
gear ratio. However, when altering the total gear ratio on the
engine side only, the diameter of the counter drive gear 41 is
altered, and by dealing with the resulting change in the gap
between the electric motor output gear 45 and the counter drive
gear 41, which changes as a result of the above altering of the
diameter, by shifting the axial position of the idle gear 42
relative to the electric motor output gear 45 and the counter drive
gear 41 as shown in FIG. 25. Moreover, altering the gear ratio on
the electric motor side as well can be accomplished by altering the
diameter of the electric motor output gear 45 and dealing with the
resulting change in the gap between the electric motor output gear
45 and the differential ring gear 49 by shifting the position of
idle gear 46 relative to the electric motor output gear 45 and
differential ring gear 49 as shown in FIG. 25. The resulting change
in the gap between the electric motor output gear 45 and the
counter drive gear 41 can be dealt with by shifting the axial
positions of the idle gear 42 relative to the electric motor output
gear 45 and the counter drive gear 41 as shown in FIG. 25. If the
diameter of any one of the counter drive gear 41, the electric
motor output gear 45, and the differential ring gear 49 is to be
altered in this way, as well as if the diameters of any combination
of these is to be altered, this can be dealt with by shifting the
axial positions of both of the idle gears 42, 46.
[0107] Thus, according to the drive apparatus, it is possible to
alter the total gear ratio on the engine side and, if necessary, to
also alter the gear ratio on the electric motor side with the
positions of the three main axes, where the engine E/G, the
electric motor M, and the differential apparatus D are placed and
fixed. Accordingly demands for the alteration of each gear ratio
can be met without significantly altering the drive apparatus
casing. Further, particularly when idle gears are used in both
power transmission systems, because it is possible to place all the
power transmission elements together within the same plane, the
advantage of the more compact size of the drive apparatus can be
obtained.
[0108] Next, FIGS. 26 and 27 show the twentieth exemplary
embodiment. In this exemplary embodiment, the power transmission
elements of the engine side power transmission system are the same
as those of the nineteenth exemplary embodiment with only the power
transmission element of the electric motor side power transmission
system altered to a counter gear mechanism having a reduction
function. The counter reduction gear mechanism in this form is
composed of the electric motor output gear 45 fixed to the rotor
shaft 51 of the electric motor M. The counter driven gear 47 meshes
with the electric motor output gear 45. The pinion gear 48 is
linked with the counter driven gear 47 and meshes with the
differential ring gear 49.
[0109] In the case where this form is employed, referring now to
the relationship between the actual axial positions and the power
transmission elements shown in FIG. 27, it is possible to alter the
total gear ratio on the engine side by altering the gear ratio of
the electric motor side power transmission system. The elements
altered in this case are the diametric ratio of the counter driven
gear 47 to the electric motor output gear 45, or the diametric
ratio of the differential ring gear 49 to the pinion gear 48. It is
necessary to shift the axial position of the idle gear 42 only when
altering the diameter of the electric motor output gear 25.
[0110] The twenty-first exemplary embodiment shown in FIG. 28 is
opposite to the twentieth exemplary embodiment. The power
transmission elements of the engine side power transmission system
are altered to a counter reduction gear mechanism.
[0111] FIG. 29 shows the twenty-second exemplary embodiment in
which the electric motor output gear is formed with a split
structure as similar to the fifteenth exemplary embodiment shown in
FIGS. 20 and 21. In this form, using the previous nineteenth
exemplary embodiment as the basic structure, the idle gear 42 of
the engine side power transmission system meshes with one electric
motor output gear 45B, fixed to the rotor shaft 51 of the electric
motor M, while the other electric motor output gear 45B, meshes
with the differential ring gear 49 via the idle gear 46.
[0112] In the case where this form is employed, it becomes possible
to separately alter the meshing diameters of the electric motor
output gears relative to the counter drive gear 41 and the
differential ring gear 49. Thus, altering the gear ratios of both
the engine side power transmission system and the electric motor
side power transmission system is simplified.
[0113] In the twenty-third exemplary embodiment shown in FIG. 30,
the idle gear of the electric motor side power transmission system
of the twenty-second exemplary embodiment is changed to a counter
reduction gear mechanism.
[0114] FIG. 31 shows the twenty-fourth exemplary embodiment which
is the twenty-second exemplary embodiment reduced to its simplest
form. In this form, a structure is employed in which the engine
side power transmission system and the electric motor side power
transmission system are directly drive linked without interposing
any intermediate transmission elements between the two. Namely, the
counter drive gear 41 that forms the engine side power transmission
system meshes with the electric motor output gear 45B, fixed to the
rotor shaft 51 of the electric motor M, while the electric motor
output gear 45A, that forms the electric motor side power
transmission system, meshes with the differential ring gear 49.
[0115] When this form is employed, it is possible to alter the
total gear ratio on the engine side by altering the meshing
diametric ratio of the counter drive gear and the electric motor
output gear without affecting the gear ratio on the electric motor
side.
[0116] FIGS. 32 and 33 show the twenty-fifth exemplary embodiment
in which the transmission mechanism of the engine side power
transmission system in the twenty-second exemplary embodiment is
changed to a chain transmission mechanism. Specifically, the chain
transmission mechanism includes a sprocket 71 linked with the ring
gear 23 of the differential gear mechanism P, a sprocket 73 fixed
to the rotor shaft 51 of the electric motor M, and a chain 72
entrained between the sprockets 71, 73.
[0117] In the case where this form is employed, referring now to
the relationship between the actual axial positions and the
transmission mechanism shown in FIG. 33, the total gear ratio on
the engine side is decided by the gear ratio determined by the
diametric difference between the two sprockets 71, 73 that have a
predetermined reduction ratio, and the gear ratio of the electric
motor output gear 45 and the differential ring gear 49, namely, the
gear ratio on the electric motor side. In this form, altering the
total gear ratio on the engine side can be dealt with by simply
altering the diametric difference between the sprockets 71, 73
without the axial positions being shifted. Moreover, when altering
the gear ratio on the electric motor side as well, the description
given for the nineteenth exemplary embodiment applies. Thus, in
this exemplary embodiment as well, it is possible to deal with the
demands for the alteration of each reduction ratio in the same way
as in the nineteenth exemplary embodiment without needing to
perform any major alteration in the drive apparatus casing. In
particular, when altering the total gear ratio of an engine whose
practical requirements are high, an unchanged standardized gearbox
casing can be used.
[0118] Next, FIGS. 34 and 35 show the twenty-sixth exemplary
embodiment. In this exemplary embodiment, the power transmission
elements of the engine side power transmission system are the same
as those of the above twenty-fifth exemplary embodiment, and the
power transmission elements of the electric motor side power
transmission system are the same as those of the twentieth
exemplary embodiment.
[0119] In the case where this form is employed, referring now to
the relationship between the actual axial positions and the power
transmission elements shown in FIG. 35, it is possible to
respectively deal with the alterations to the total gear ratio on
the engine side by altering the sprocket diameter. Furthermore, the
gear ratio on the electric motor side is altered by changing the
diametric relationship of the electric motor output gear 45 to the
counter driven gear 47 without altering the axial positions.
[0120] The above descriptions have been given only for a transverse
type drive apparatus for an FF vehicle or an RR vehicle with each
of the exemplary embodiments of the invention placed in one of
three groups (FIGS. 1-15, FIGS. 16-23, and FIGS. 24-33). However,
the invention can also be embodied in the form of a front engine
rear drive (FR) type longitudinal drive apparatus. In the case
where this exemplary embodiment is employed, the apparatus is
composed of an engine, a generator, a differential gear mechanism
linking the engine and the generator, and an electric motor. The
basic structure is composed of the output elements of the
differential gear mechanism drive linked to the vehicle wheels via
the engine side power transmission system, and the electric motor
drive linked to the vehicle wheels via the electric motor side
power transmission system. Moreover, the drive apparatus is
provided with output shafts drive linking each of the above power
transmission systems and vehicle wheels. The engine side power
transmission system is formed from power transmission elements
linking the output element of the differential gear mechanism with
the first output gear fixed to an output shaft. The electric motor
side power transmission system is formed from power transmission
elements linking the rotor shaft of the electric motor with the
second output gear fixed to an output shaft.
[0121] If this form is used, referring now to FIGS. 13 and 14,
although the specific structure is not illustrated, it is clearly
obvious that an output shaft has replaced the differential
apparatus and an output shaft has replaced the differential ring
gear of the ninth and tenth exemplary embodiments.
[0122] In this format as well, in the same way as in the above
second group of exemplary embodiments, a structure is employed in
which the engine side power transmission system is formed from
power transmission elements that drive link, via the output shaft,
the vehicle wheel and the first counter drive gear linked to an
output element of the differential gear mechanism. The electric
motor side power transmission system is formed from power
transmission elements that drive link the electric motor output
gear, fixed to the rotor shaft of the electric motor, and the
second counter drive gear, that is linked with an output element of
the differential gear mechanism. The electric motor side power
transmission system is thus drive linked to the vehicle wheels via
the engine side power transmission system.
[0123] In this case as well, referring now to FIGS. 20 and 21,
although the specific structure is not illustrated, it is clearly
obvious that an output shaft has replaced the differential
apparatus of each of the exemplary embodiments.
[0124] Further, in the same way as in the above third group of
exemplary embodiments, a structure is employed in which the
electric motor side power transmission system is formed from power
transmission elements drive linking the vehicle wheels with the
first electric motor output gear fixed to the rotor shaft of the
electric motor, and the engine side power transmission system is
formed from power transmission elements drive linking the output
element of the differential gear mechanism and the second electric
motor output gear fixed to the rotor shaft of the electric motor.
The engine side power transmission system is thus drive linked to
the vehicle wheels via the electric motor side power transmission
system
[0125] In this case as well, referring now to FIGS. 29 to 31,
although the specific structure is not illustrated, it is clearly
obvious that an output shaft has replaced the differential
apparatus of each of the exemplary embodiments.
[0126] In the structure according to the first exemplary aspect of
the invention, the power transmission by the power transmission
system on the engine and generator side from the engine to the
differential apparatus, and the power transmission by the power
transmission system on the electric motor side from the electric
motor to the differential apparatus are carried out separately on
the respective transmission paths. It is thus possible to make the
outputs from the engine side and from the electric motor side
completely independent of each other, and for the total gear ratios
on both sides down to the differential apparatus to be set freely.
Moreover, because both power transmission paths are independent of
each other, noise reduction measures taken when gear noise that
needs to be reduced is generated are simplified.
[0127] In the structure according to the first exemplary aspect of
the invention, alterations of the gear ratio settings on both the
engine and electric motor sides can be dealt with through the power
transmission elements between each of the axes of the engine and
generator, electric motor, and differential apparatus. Thus, there
is no need for the positions of the main axes to be altered
resulting in the casing being the same both before and after
altering the gear setting.
[0128] Further, in the structure according to the first exemplary
aspect of the invention, the power transmission paths of both the
engine side and the electric motor side that are formed
independently include the input sections to the differential
apparatus, thus further simplifying noise reduction measures taken
when gear noise needs to be reduced.
[0129] Next, in the structure according to the second exemplary
aspect of the invention, alterations of the gear ratio settings on
both the engine and electric motor sides can be dealt with through
the power transmission elements between each of the axes of the
engine and generator, electric motor, and differential apparatus
while causing the power transmission system on the engine side and
the power transmission system on the electric motor side to merge
together. Thus, there is no need for the positions of the main axes
to be altered, resulting in the casing being the same both before
and after alteration of the gear setting.
[0130] Moreover, in the structures according to the second
exemplary aspect of the invention, alterations of the gear ratio
settings on both the engine and electric motor sides can be dealt
with through the power transmission elements between each of the
axes of the engine and generator, electric motor, and differential
apparatus. There is no need for the positions of the main axes to
be altered, thus resulting in the casing being the same both before
and after alteration of the gear settings.
[0131] Moreover, in the structure according to the second exemplary
aspect of the invention, the input section to the power
transmission path on the engine side from the power transmission
path on the electric motor side is a path that is independent from
the power transmission path on the engine side, thus simplifying
noise reduction measures taken when gear noise that needs to be
reduced is generated.
[0132] Further, in the structure according to the second exemplary
aspect of the invention, the power transmission path on the
electric motor side is not affected by restrictions in the distance
between axes that goes together with alterations in the gear
ratios, simplifying alteration of the total gear ratio on the
electric motor side. Moreover, fixing of the total gear ratio on
the electric motor side when the total gear ratio on the engine
side is altered is also simplified.
[0133] Next, in the structure according to the third exemplary
aspect of the invention, the flow of the power transmission on the
electric motor side is positioned on the downstream side of the two
flows of the power transmission on the engine side and the power
transmission on the electric motor side. It is thus possible to
alter the total gear ratio on the engine and generator side without
affecting the total gear ratio of the power transmission system on
the electric motor side.
[0134] In the structures according to the third exemplary aspect of
the invention, alterations of the gear ratio settings on both the
engine and electric motor sides can be dealt with through the power
transmission elements between each of the axes of the engine and
generator, electric motor, and differential apparatus. There is no
need for the positions of the main axes to be altered, thus
resulting in the casing being the same both before and after
alteration of the gear settings.
[0135] Moreover, in the structure according to the third exemplary
aspect of the invention, the input section to the power
transmission path on the electric motor side from the power
transmission path on the engine side becomes a path that is
independent from the power transmission path on the electric motor
side, thus simplifying noise reduction measures taken when gear
noise that needs to be reduced is generated.
[0136] Moreover, in the structure according to the third exemplary
aspect of the invention, the power transmission path on the engine
side is not affected by restrictions of the distance between axes
that goes together with alterations of the gear ratios, thus
simplifying alteration of the total gear ratio on only the engine
side.
[0137] In the structure according to the fourth exemplary aspect of
the invention, the power transmission by the power transmission
system on the engine and generator side from the engine to the
output shaft, and the power transmission by the power transmission
system on the electric motor side from the electric motor to the
output shaft are carried out separately on the respective
transmission paths. It is thus possible to make the outputs from
engine side and from the electric motor side completely independent
of each other, and for the total gear ratios on both sides down to
the output shafts to be set freely. Moreover, both power
transmission paths are independent of each other, thus simplifying
noise reduction measures taken when gear noise that needs to be
reduced is generated.
[0138] In the structure according to the fifth exemplary aspect of
the invention, it is possible to form a power transmission system
with no simultaneous meshing by performing the power transmission
of the power transmission system on the electric motor side via the
power transmission system on the engine and generator side, thus
simplifying noise reduction measures taken when gear noise that
needs to be reduced is generated.
[0139] In the structure according to the sixth exemplary aspect of
the invention, it is possible to form a power transmission system
with no simultaneous meshing by performing the power transmission
of the power transmission system on the engine and generator side
via the power transmission system on the electric motor side, thus
simplifying noise reduction measures taken when gear noise that
needs to be reduced is generated.
[0140] In the structure according to any one of the first to the
sixth exemplary aspects of the invention, all of the respective
power transmission elements forming the power transmission system
on the engine and generator side and the power transmission system
on the electric motor side are placed within the same plane.
Accordingly this structure is effective when the axial length of
the drive apparatus is limited.
[0141] In the structure according to any one of the first to the
sixth exemplary aspects of the invention, it is possible to alter
the total gear ratios on both the engine side and the electric
motor side without having to alter the positions of either the main
axes or the axes of each of the power transmission elements.
[0142] In the structure according to any one of the first to the
sixth exemplary aspects of the invention, it is possible to deal
flexibly with the limited axial length of the drive apparatus and
with whether there needs to be an alteration in the axial positions
of the respective power transmission elements due to an alteration
of the total gear ratio.
[0143] In the structure according to any one of the first to the
sixth exemplary aspects of the invention, there is absolutely no
need for any alteration in the axial positions of the respective
power transmission elements due to an alteration of the total gear
ratio.
[0144] The invention has been described above by offering a
plurality of exemplary embodiments thereof, however, these
exemplary embodiments do not cover the entire scope of the
technological ideas of the invention. The invention may be
implemented by altering the specific structure thereof in a variety
of ways within the scope of the description herein.
* * * * *