• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    rear and front-wheel drive vehicle the present invention provides a front and rear-wheel drive vehicle, which can reduce the weight and cost of a vehicle while maintaining the ability to travel at high speed. a vehicle (10) comprises a front engine (41), which drives the front wheels (11), a rear engine (51) which drives the rear wheels (12) and has a maximum torque greater than the maximum torque of the front engine (41); a front wheel speed reducer (43), which reduces the rear engine speed (51) and transmits the reduced speed to the front wheels (11); a rear wheel speed reducer (53), which reduces the rear engine speed (51) and a lower speed reduction ratio than a front wheel speed reducer ratio (43) and transmits reduced rotation to the rear wheels (12). the speed reduction ratios of the front and rear wheel speed reducers (43, 53) are arranged in a 10 way, so that the maximum rate of rotation of the rear wheels (12) is greater than the maximum rate of rotation of the front wheels (11).
    公开号:BR112012005867B1
    申请号:R112012005867-3
    申请日:2010-12-20
    公开日:2020-09-01
    发明作者:Takeo Nagamori；Yoshihiro Sakaguchi
    申请人:Mitsubishi Jidosha Kogyo Kabushiki Kaisha；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a technology for a vehicle comprising an engine that drives the front wheels and an engine that drives the rear wheels. BACKGROUND OF THE INVENTION
    [0002] Conventionally, there is a proposal for a vehicle comprising an engine that drives the front wheels and an engine that drives the rear wheels. It is also proposed a vehicle comprising a front-wheel drive motor and a rear-drive motor, as described above, which also comprises an engine for driving front wheels (for example, see Patent literature 1). CITATION LIST
    [0003] Patent literature
    [0004] Patent Literature 1:
    [0005] JPN. Pat. Appln. KOKAI publication n ° 2004-112956 SUMMARY OF THE INVENTION Technical problem
    [0006] With the structure of patent literature 1, an engine and auxiliary machinery for the engine and a front-wheel drive engine are provided in a front part of a vehicle. Therefore, there is a difficulty in maintaining a space to provide an engine in it, and the vehicle tends to be heavy.
    [0007] On the other hand, in relation to an electric car fractionated by an engine, there is a proposal to reduce the size of the engine. To compensate for the reduction in torque due to the reduction in engine size, a rate of reduction of a speed reducer connected to the engine is increased to maintain the torque acting on a wheel axle. In addition, to compensate for the reduction in the rotation rate of the wheel axle while maintaining torque, an impulse system is provided, which boosts a voltage supplied to a battery, between the engine and the battery that supplies the engine with energy electrical. This allows the engine to drive at high speed and therefore allows the vehicle to travel in a high speed range.
    [0008] However, the impulse system uses a large reactor, which increases costs. Rising costs are not preferable.
    [0009] The invention aims to provide a front and rear-wheel drive vehicle that achieves weight reduction and cost savings while maintaining driveability in a high-speed driving range. The solution to the problem
    [0010] A front and rear drive vehicle according to the invention written in claim 1 drives the front and rear wheels. The front and rear drive vehicle comprises a first electric drive motor, which drives one of the front and rear wheels; a second electric traction motor, which drives the other front or rear wheels and has a maximum torque greater than the maximum torque of the first electric traction motor; a first speed reducer, which reduces the rotation of the first electric traction motor and transmits the reduced speed to one of the front and rear wheels; a second speed reducer, which reduces the speed of the second electric drive motor to a speed reduction rate less than the speed reduction rate of the first speed reducer and transmits the reduced speed to the other of the front and rear wheels . The speed reduction ratios of the first and second speed reducers are defined so that the maximum rate of rotation of the other front and rear wheels corresponding to a maximum rate of rotation of the second electric drive motor is greater than the rate maximum rotation of one of the front and rear wheels corresponding to a maximum rotation rate of the first electric drive motor.
    [0011] A front and rear drive vehicle according to the invention written in claim 2, dependent on claim 1, comprises an engine which drives one of the front and rear wheels; a friction coupling element that transmits and disconnects energy transmitted from the engine to one of the front and rear wheels; and a friction engaging element controller which controls the friction engaging element. The friction coupling element surrounds the friction coupling element at almost the speed of the vehicle corresponding to the maximum rate of rotation of the first electric drive motor, and thus transmits a driving force from the motor to one of the front and rear wheels.
    [0012] A front and rear drive vehicle according to the invention written in claim 3, dependent on claim 2, whose engine rotation is transmitted to one of the front and rear wheels by a speed reducer having a fixed ratio.
    [0013] A front and rear drive vehicle according to the invention written in claim 4, dependent on one of claims 1 to 3, one of the front and rear wheels being a front wheel of the vehicle and the other of the wheels front and rear is a rear wheel of the vehicle.
    [0014] A front and rear drive vehicle according to the invention written in claim 5, dependent on claim 1, whose maximum rotation rate of the first electric drive motor is greater than the maximum rotation rate of the second drive motor electrical.
    [0015] A front and rear drive vehicle according to the invention written in claim 6, dependent on claim 2, whose maximum rotation rate of the first electric drive motor is greater than the maximum rotation rate of the second drive motor electrical.
    [0016] A front and rear drive vehicle according to the invention written in claim 7, dependent on claim 3, whose maximum rotation rate of the first electric drive motor is greater than the maximum rotation rate of the second drive motor electrical.
    [0017] A front and rear drive vehicle according to the invention written in claim 8 depending on claim 4, whose maximum rotation rate of the first electric drive motor is greater than the maximum rotation rate of the second electric drive motor . Advantageous effects of the invention
    [0018] According to the present invention, the weight and costs of a vehicle can be reduced by maintaining the ability to travel in a high-speed lane. BRIEF DESCRIPTION OF THE FIGURES
    [0019] Figure 1 is a schematic view showing a front and rear-wheel drive vehicle according to the first embodiment of the invention.
    [0020] Figure 2 is a graph showing a characteristic of a front engine shown in Figure 1.
    [0021] Figure 3 is a graph showing a torque acting on a front wheel axle in relation to a vehicle speed shown in Figure 1.
    [0022] Figure 4 is a graph showing a characteristic of a rear engine shown in Figure 1.
    [0023] Figure 5 is a graph showing a torque acting on a rear wheel axle in relation to the vehicle speed shown in Figure 1.
    [0024] Figure 6 is a graph showing a relationship between the vehicle speed of the vehicle shown in Figure 1 and a total of the torque acting on the front wheel axle and the torque acting on the rear wheel axle.
    [0025] Figure 7 is a schematic view showing a front and rear-wheel drive vehicle according to the second embodiment of the invention.
    [0026] Figure 8 is a graph showing a relationship between the vehicle speed of a vehicle shown in Figure 7 and a total of the torque acting on an axle of the front wheel of the vehicle and the torque acting on an axle of the rear wheel. DESCRIPTION OF THE ACCOMPLISHMENTS
    [0027] A front and rear-wheel drive vehicle according to the invention will be described with reference to Figures 1 to 6. Figure 1 is a schematic view showing a vehicle 10. Vehicle 10 is an example of the front-wheel drive vehicle and rear according to the first embodiment of the invention.
    [0028] As shown in Figure 1, in the example, vehicle 10 is made so as to be fractionated by a front engine 41 and a rear engine 51, which will be described later. The vehicle 10 comprises a pair of front wheels 11 and a pair of rear wheels 12, and can move back and forth in the forward and rear directions of the vehicle. The front wheels 11 are provided in a front portion 13 of the vehicle 10, as an example of one of the front and rear wheels, as referred to in the invention. The rear wheels 12 are provided on a rear part 14 of the vehicle 10, as an example of the other front and rear wheels named in the invention.
    [0029] Vehicle 10 comprises a front and rear drive system 20, which drives the front wheels 11 and rear wheels 12, and a vehicle controller 30.
    [0030] The front and rear drive system 20 comprises a front drive unit 40, a rear drive unit 50 and a battery 60.
    [0031] The front drive unit 40 comprises the front engine 41, which can split the front wheels 11, and a front wheel drive mechanism 42, which transmits the rotation of the front engine 41 to the front wheels 11. O front motor 41 is an electric motor consisting of a stator and a rotor and forms a three-phase motor, which generates torque when the rotor rotates in relation to the stator, although not shown as an example of the structure. The front engine 41 is an example of a first electric drive motor as referred to in the invention. The front engine 41 is provided at the front 13 of the vehicle. For example, a space for the engine containing the front engine 41 is formed at the front 13 of the vehicle 10, and the front engine 41 may be contained in the space for the engine. This space for the engine is covered so that it can be opened / closed in relation to the side outside the vehicle by a hood member not shown.
    [0032] The front wheel drive mechanism 42 comprises a front wheel speed reducer 43 and a front wheel axle 44. The front wheel speed reducer 43 reduces front engine speed 41 and transmits the reduced speed to the axle the front wheel 44 while the front engine 41 rotates. The front wheel speed reducer 43 is an example of a first speed reducer, as referred to in the invention.
    [0033] The front wheel speed reducer 43 comprises a first gear 43a, which is provided integrally with an output shaft 41a (connected to a rotor not shown whose rotation is transmitted) from the front motor 41 and rotates integrally with the axis outlet 41a, and a second gear 43b, which is provided on the front wheel axle 44 and rotates integrally with the front wheel axle 44. The first gear 43a and the second gear 43b engage with each other.
    [0034] The front wheel axle 44 is connected to the front wheels 11 and transmits the rotation transmitted to the front wheel axle and, in addition, to the front wheels. The rotation of the front motor 41 is transmitted to each of the front wheels 11 through the first and second gears 43a and 43b and the front wheel axle 44.
    [0035] Figure 2 is a graph showing a characteristic of the front engine 41. In Figure 2, the horizontal axis represents the rotation rate of the front engine 41. The horizontal axis is expressed in units of revolutions per minute (rpm). Scaling to the right on the horizontal axis of the graph shows an increase in the rate of rotation. In Figure 2, the vertical axis represents the torque of the front engine 41. A N * m unit is applied to the vertical axis. Upward scaling along the vertical axis of the graph shows an increase in torque. As shown in Figure 2, a maximum torque of the front engine 41 is TI N * m. A maximum speed of rotation of the front engine is PI rpm.
    [0036] Figure 3 is a graph showing a torque acting on the front wheel axle 44 in relation to a vehicle speed 10. In Figure 3, the horizontal axis represents a vehicle speed of vehicle 10. A km / h unit. Scaling to the right on the horizontal axis of the graph shows an increase in vehicle speed. In Figure 3, the vertical axis represents the torque acting on the front wheel axle 44. A N * m unit is applied. Upward scaling along the vertical axis of the graph shows an increase in torque.
    [0037] As shown in Figure 3, the front engine 41 can be fractionated to rotate up to a speed Vf, per hour, for example, substantially 140 km / h. That is, the fractional speed range of the front engine 41 is from zero to substantially 140 km / h. The tractionable speed range of the front engine 41 mentioned above is a speed variation of the vehicle 10 that can be supported (rotated) by the front engine 41. Even when only the rear engine drives at a speed variation beyond 140 km / h, the front engine is idle and turns in a state of slave rotation.
    The front engine 41, a motor 81 described later, and a generator 82, also described later, are provided at the front 13 of the vehicle 10, and spaces for the provision of the individual devices are difficult to maintain therein. Therefore, in the present embodiment, the front engine 41 has a size that can be fractionated at a speed of the normal travel range, which is required for the vehicle 10. In that regard, a specific description will now be made below.
    [0039] The normal range of travel is different from the high-speed range for high-speed travel on a highway and includes, for example, a range including speeds for traveling in an urban area. The normal travel range is a range up to substantially 140 km / h described above, as an example of the present embodiment. A popular motor is defined to be rotary in the high speed travel range above the normal travel range and is therefore large. However, the front engine 41 only needs to be rotatable in the normal travel range and is therefore small.
    [0040] In the present embodiment, the tractionable speed range of the front engine 41 is defined as, for example, the normal travel range defined in the vehicle 10. The normal travel range and the high speed travel range are arbitrarily defined in vehicle 10. For example, the normal travel range is defined as zero to 120 km / h, and the high speed travel range is defined as speeds above 120 km / h. In this case, the front engine can be large enough to rotate up to 120 km / h (including 120 km / h). In this case, Vf is 120 km / h.
    [0041] In the present embodiment, a speed reduction ratio for the front wheel speed reducer 43 (first and second gears 43a and 43b) is defined so that a maximum torque value acting on the front wheel axle 44 is a maximum torque value T3 N * m, which is defined as required for the vehicle 10. T3 is greater than TI (T3> Tl).
    [0042] As shown in Figure 3, the torque acting on the front wheel axle 44 decreases smoothly as the vehicle speed increases until just before the vehicle speed reaches Vf. When the vehicle speed exceeds Vo (excluding Vo), the torque decreases abruptly. Vo is a value immediately before Vf and is, for example, 130 km / h in the present embodiment.
    [0043] The front engine 41 is defined to be rotary so that, after the speed reduction by the speed reducer, the maximum torque acting on the front wheel axle 44 becomes T3 N * and the vehicle speed of the vehicle 10 lies within the zero range up to substantially 140 km / h.
    [0044] A front motor inverter 45 is provided in the front portion 13. The front motor inverter 45 is connected to the front motor 41 and controls the rotation of the front motor 41. Vehicle 10 is provided with a communication network 7 0 as , for example, CAN. The front motor inverter 45 is connected to a vehicle controller 30, described later on via communication network 70.
    [0045] The front motor inverter 45 is provided next to the front motor 41 at the front 13. The front motor inverter 45 converts a direct current supplied from battery 60 into a three-phase alternating current and feeds the front motor 41 with the current to turn the front engine 41 in response to a request from the vehicle controller 30. In addition, the vehicle 10 comprises an air conditioner 15. The air conditioner 15 is connected to the front engine inverter 45 and is supplied with electricity by front motor inverter 45.
    [0046] Next, the rear drive unit 50 will be described. As shown in Figure 1, the rear drive unit 50 comprises the rear motor 51 which can split the rear wheels 12, a rear wheel drive mechanism 52 that transmits the rotation of the rear motor 51 to the rear wheels 12 and an inverter. rear engine 55.
    [0047] Rear engine 51 is provided at the rear 14. For example, a space for the engine that may contain the rear engine 51 is formed at the rear of 14, and the rear engine 51 may be contained in the space for the engine. . This space for the engine is covered so that it can be opened / closed in relation to the side outside the vehicle, for example, by a hood member.
    [0048] The rear motor 51 is an electric motor that comprises a stator and a rotor and forms a three-phase motor that generates torque when the rotor rotates in relation to the stator, although not shown as an example of the structure. Rear motor 51 is an example of an electric rear wheel drive motor as referred to in the invention. The rear motor 51 is connected to the rear motor inverter 55 and is controlled to rotate by the rear motor inverter 55. The rear motor 51 is an example of a second electric drive motor as referred to in the invention.
    [0049] The rear motor inverter 55 is provided close to the rear motor 51 at the rear 14. The rear motor inverter 55 is connected to communication network 70. The rear motor inverter 55 converts a direct current supplied from battery 60 into a three-phase alternating current and feeds the front engine 51 with the chain to turn the front engine 41 in response to a request from the vehicle controller 30.
    [0050] The rear wheel drive mechanism 52 comprises a rear wheel speed reducer 53, which reduces the rear engine speed 51, and a rear wheel axle 54. The rear wheel axle speed reducer 53 comprises a third gear 53a, which is provided on an output shaft 51a (rotation of a rotor not shown is transmitted) of the rear motor 51 and rotates integrally with the output shaft 51a and a fourth gear 53b, which is provided on the rear wheel axle 54 and rotates integrally with rear wheel axle 54. The third gear 53a and the fourth gear 53b engage with each other. The rear wheel speed reducer 53 is an example of a second speed reducer as referred to in the invention.
    [0051] The rear wheel axle 54 is connected to the pair of rear wheels 12 and additionally transmits the rotation transmitted to the rear wheel axle to the rear wheels 12. The rotation of the rear motor 51 is transmitted to the rear wheels 12 by third and fourth gears 53a and 53b.
    [0052] Figure 4 is a graph showing a characteristic of the rear engine 51. In Figure 4, the horizontal axis represents a variation of rotation of the rear engine 51. The unit of rpm (revolutions per minute) is applied. Scaling to the right on the horizontal axis of the graph shows an increase in the variation of rotation. In Figure 4, the vertical axis represents the torque of the rear motor 51. The N * m unit is applied. Upward scaling along the vertical axis of the graph shows an increase in torque. As shown in Figure 4, a maximum torque of the rear engine 51 is T2 N * m.
    [0053] T2 is bigger than TI (T2> Tl). That is, a motor whose maximum torque is greater than that of the front motor 41 is used as the rear motor 51. The front motor 41 and the rear motor 51 each have a structure comprising a rotor and a stator as described above. Therefore, T2> TI is given, and, consequently, the rear engine 51 is greater than the front engine 41. In addition, a maximum speed variation of the rear engine 51 is less than the maximum speed variation PI rpm of the front engine 41. The maximum speed variation of the rear engine 51 is P2 rpm. PI> P2.
    [0054] Figure 5 is a graph showing a relationship between the vehicle speed of the vehicle 10 and the torque acting on the rear wheel axle 54. In the present embodiment, a speed reduction ratio for the wheel speed reducer rear 53 (the third and fourth gears 53a and 53b) is defined so that a maximum torque value acting on the rear wheel axle 54 is a maximum torque value T3 N * m, which is defined as required for the vehicle 10 (T3> T2).
    [0055] In the present embodiment, the speed reduction ratio of the rear wheel speed reducer 53 is less than that of the front wheel speed reducer 43. The speed reduction ratios of the front wheel speed reducer 43 and the rear wheel speed reducer 53 are defined so that the maximum torque value acting on the front wheel axle 44 is equal to the maximum torque value acting on the rear wheel axle 54 even when the maximum torque of the front engine 41 is different from the maximum torque of the rear engine 51.
    [0056] As shown in Figure 5, the rear engine, 51 is set to be rotatable, even when the vehicle speed of vehicle 10 is in the high speed travel range. In the present embodiment, the rear motor 51 is rotatable until a speed Vr, per hour, is reached. Vr is substantially 170 km / h as an example in the present embodiment. In the present embodiment, the fractional speed range of the rear engine 51 is from zero to substantially 170 km / h. The fractional speed variation of the rear engine 51 mentioned above is a speed variation of the vehicle 10 that can be supported (rotated) by the rear engine 51. That is, the maximum rate of rotation of the rear wheels 12 is defined to be greater than the maximum rate of rotation of the front wheels 11.
    [0057] The relationship between the front motor 41 and the rear motor 51, as described above, is defined to satisfy the relationships including items 1 to 3.
    [0058] 1. The maximum rotation rate of the front engine 41 is higher than that of the rear engine 51.
    [0059] 2. The speed reduction rate of the rear wheel speed reducer 53 is lower than that of the front wheel speed reducer 43, and the maximum torque values acting on the front wheel axle 44 and the rear wheel axle 54 can be the same.
    [0060] 3. The maximum rate of rotation of the rear wheels 12 corresponding to the maximum rate of rotation of the rear engine 51 is greater than the maximum rate of rotation of the front wheels 11 corresponding to the maximum rate of rotation of the front engine 41. The ratio mentioned above the maximum rotation rate of the rear wheels 12 being higher than that of the front wheels 11 expresses the same as a ratio of the maximum speed Vr, per hour, of the rear motor 51 being greater than the maximum speed Vf, per hour, of the front engine 41.
    [0061] Vehicle 10 comprises an engine 81, a generator 82 and an engine controller 85. Engine 81 is transmitted to generator 82 by fourth and fifth gears 83 and 84. Generator 82 is provided at the front 13.
    [0062] The fourth gear 83 is provided on an output shaft 81a of the motor 81 and rotates integrally with the output shaft 81a. The fifth gear 84 is provided on a rotation axis 82a of the generator 82 and rotates integrally with the rotation axis 82a. The fourth and fifth gears 83 and 84 engage with each other.
    [0063] Motor 81 is controlled to operate by motor controller 85. Motor controller 85 is connected to communication network 70 and pulls motor 81 under the control of vehicle controller 30 described below.
    [0064] When a fuel is supplied from a fuel tank 96 and the motor 81 is started, the rotation of the motor 81 is transmitted to the generator 82, which generates electric energy. The fuel tank 96 is provided substantially in the center of the vehicle 10. The generator 82 is provided close to the front engine inverter 45 in the front unit. Generator 82 is connected to front engine inverter 45, and the electrical energy generated by generator 82 is charged into battery 60 via front engine inverter 45.
    [0065] Vehicle controller 30 is connected to communication network 70. Vehicle controller 30 is connected to an accelerator pedal sensor not shown and detects the number of accelerator pedal activations.
    [0066] Vehicle controller 30 transmits a signal to the front engine inverter 45 and the rear engine inverter 55 in order to turn the front engine 41 and rear engine 51 according to the number of accelerator pedal activations (for rotate in accordance with a vehicle speed required for the vehicle 10). The vehicle controller 30 perceives a detection result of a speed sensor not shown and, accordingly, according to the vehicle speed of the vehicle 10.
    [0067] Figure 6 is a graph showing a relationship between vehicle speed of vehicle 10 and total torque acting on the front wheel axle 44 and torque acting on the rear wheel axle 54. In other words, the Figure 6 shows the vehicle speed of vehicle 10 and the torques acting on vehicle 10. In Figure 6, the horizontal axis represents the vehicle speed of vehicle 10. The unit of km / h applies. Scaling to the right on the graph shows an increase in vehicle speed. In Figure 6, the vertical axis represents the total torque on the front wheel axle 44 and the torque acting on the rear wheel axle 54. The N * m unit is applied. Upward scaling in the graph shows an increase in torque.
    [0068] In Figure 6, in a speed range in which the front engine 41 can turn (from zero to speed Vf, per hour, in the normal travel range in the present embodiment), the front engine 41 and the rear engine 51 work simultaneously, and vehicle 10 is therefore four-wheel drive. The maximum torque value acting on the front wheel axle 44 and the maximum torque value acting on the rear wheel axle 54 are defined as an equal value. Therefore, in the normal travel range, a degree of freedom in control can be improved when the torques acting on the front wheels 11 and rear wheels 12 are controlled to adapt to the trip.
    [0069] When the vehicle speed exceeds the normal travel range (when the maximum rotation rate of the front engine 41 is exceeded, that is, Vf is exceeded in the figure excluding Vf), only the rear engine 51 is fractionated, and therefore, rear-wheel drive is performed. The maximum torque value acting on vehicle 10 is T4 N * m. T4 is twice T3.
    [0070] When the amount of electric charge from battery 60 becomes small, the vehicle controller 30 then pulls motor 81. When motor 81 is split, the rotation of the output shaft 81a of motor 81 is transmitted to the generator 82. The generator 82 receives the rotation of the motor 81 and generates electric energy. The electrical energy generated by generator 82 is charged to battery 60 through the front motor inverter 45.
    [0071] Next, the operation of vehicle 10 will be described. When the driver steps on the accelerator pedal not shown to start the vehicle 10, the vehicle controller 30 then transmits a rotation request to the front engine 41 and a rotation request to the rear engine 51 in accordance with the amount of drives. In place of the demand for rotation, a demand for torque can be transmitted.
    [0072] The front motor inverter 45 converts a direct current supplied by battery 60 into a three-phase alternating current and feeds the front motor 41 with the current to rotate the front motor 41 at a rate of rotation according to the request received from the controller of vehicle 30.
    [0073] The rear motor inverter 55 converts a direct current supplied by the battery 60 to a three-phase alternating current and feeds the rear motor 51 with the current to rotate the rear motor 51 at a rotation rate according to the request received from the controller of vehicle 30.
    [0074] As shown in Figure 6, until the vehicle speed of the vehicle 10 exceeds the tractionable speed range of the front engine 41, that is, until the vehicle speed of the vehicle 10 exceeds the normal travel range, the vehicle 10 performs four-wheel drive, with the front and rear wheels 11 and 12 being split by the front engine 41 and the rear engine 51.
    [0075] When the vehicle speed of vehicle 10 exceeds a 'travel' speed range of the front engine 41, that is, when the normal travel range is exceeded, vehicle controller 30 transmits a signal to stop splitting the engine front 41. The front engine inverter 45 receives the signal and then stops supplying the front engine 41 with a chain. When the retractable speed range of the front engine 41 is exceeded, vehicle 10 is split only by the rear engine 51.
    [0076] When the amount of electric charge of battery 60 is determined to be small, the vehicle controller 30 then pulls motor 81.
    [0077] In vehicle 10 configured in this way, the fractional speed range of the front engine 41 is defined as the normal travel range (a variation from zero to substantially 140 km / h as an example in the present embodiment), and only the rear engine 51 drives in the high speed travel range. Therefore, the front engine 41 can be made smaller, and the weight of the vehicle 10 can be reduced while maintaining the ability to travel in the high speed travel range.
    [0078] Additionally, an engine with a small tractable travel speed range is used as a front engine 41, and the front engine 41 can be made smaller at the front 13 where engine 81 and generator 82 are provided. In this sense, the front engine 41 can be satisfactorily positioned still at the front 13, which has a relatively small space. In addition, the degree of freedom of the layout is improved.
    [0079] In other words, by using one of the front and rear wheels as referred to in the invention as front wheels, the degree of freedom of the layout of the front 13 where an engine is provided to fractionate the front wheels can be improved.
    [0080] Since no thrust system is required to make the front engine 41 rotary in the high speed travel range, it can be prevented that the costs for vehicle 10 are greatly increased.
    [0081] Even when the maximum rotation rate of the front engine 41 is greater than that of the rear engine 51, that is, when the rear engine 51 is greater than the front engine 41, the maximum rate of rotation of the rear wheels 12 corresponding to the maximum rate of rotation of the rear engine 51 can be made greater than the maximum rate of rotation of the front wheels 11 corresponding to the maximum rate of rotation of the front engine 41 by reducing the speed reduction ratio of the wheel speed reducer rear 53 to be smaller than the front wheel speed reducer 43.
    [0082] In the present embodiment, the front wheels 11 are defined as an example of one of the front and rear wheels referred to in the invention, and the rear wheels 12 are used as an example of the other front and rear wheels referred to in the invention. The front motor 41 is used as an example of a first electric drive motor referred to in the invention, and the rear motor 51 is used as an example of a second electric drive motor referred to in the invention.
    [0083] However, even with a different structure, weight reduction and cost reduction can be achieved by maintaining the ability to travel even in the high speed travel range. For example, the rear wheels 12 can be another example of one of the front and rear wheels referred to in the invention, and the rear motor 51 can be used as another example of the first electric drive motor. The front wheels 11 can be another example of the other front and rear wheels referred to in the invention, and the front motor 41 can be used as yet another example of the second electric drive motor. In that case, the rear engine 51 can be made smaller, and therefore the degree of freedom of the rear layout 14 of the vehicle 10 can be improved.
    [0084] Next, a front and rear drive vehicle according to the second embodiment of the invention will be described with reference to Figures 7 and 8. Parts of a configuration that have the same functions as those of the first embodiments are denoted with the same reference signs as those of the first embodiment and will be omitted from the descriptions below.
    [0085] In the present embodiment, an engine 81 is used to make the vehicle 10 travel by turning the front wheels 11, in addition to using fractionation for electric charging. That is, in the present embodiment, vehicle 10 is a hybrid electric car that can be split to travel by a front engine 41, a rear engine 51 and engine 81. The present embodiment differs from the first embodiment in the fact that engine 81 is used to travel as described above. The other structures are the same as those in the first embodiment.
    [0086] Figure 7 is a schematic view showing a vehicle 10 according to the present embodiment. As shown in Figure 7, a front wheel drive mechanism 42 comprises an engine speed reducer 90 that transmits engine rotation 81 to the front wheels 11 so that mechanism 81 can turn the front wheels 11. On In the present embodiment, the mechanism 81 also functions as part of a front-wheel drive 40. The engine speed reducer 90 has a constant and invariable speed reduction ratio. This is an example of a speed reducer having a fixed ratio as referred to in the invention.
    [0087] The motor speed reducer 90 comprises a fourth gear 83 provided on an output shaft 81a of the motor 81, a sixth gear 91 and a clutch mechanism 92. The sixth gear 91 engages with the fourth gear 83. Clutch mechanism 92 is an example of a friction engagement element referred to in the invention. The clutch mechanism 92 comprises a plate 94 and a clutch disc 93. A part of the shaft 93a is provided at one end of the clutch disc 93 so that the sixth gear 91 rotates integrally with the part of the shaft part 93a. Therefore, the sixth gear 91 and the clutch disc 93 rotate fully. The plate 94 is provided integrally at one end of an output shaft 41a of the front motor 41 and rotates integrally with the output shaft 41a.
    [0088] An actuator 101 is provided near the clutch disc 93. The clutch disc 93 is pressed, by an actuator 101, to contact the plate 94. In addition, the actuator 101 moves the clutch disc 93 to be positioned separately from plate 94.
    [0089] A connected state of clutch mechanism 92 means that clutch mechanism 92 is pressed into contact with plate 94, and clutch disk 93 and plate 94 rotate fully. A disconnected state from the clutch mechanism 92 means that the clutch disc 93 and plate 94 are not in contact with each other, but are far apart, and therefore the rotation of any clutch disc 93 and plate 94 does not. is transmitted to the other.
    [0090] The operation of the actuator 101 is controlled by the clutch mechanism controller 100. The clutch mechanism controller 100 is provided in a vehicle controller 30. The clutch mechanism controller 100 is an example of an element element controller. friction coupling referred to in the invention.
    [0091] Next, the operation of vehicle 10 will be described. Figure 8 is a graph showing a relationship between the vehicle speed of vehicle 10 and the total torque acting on a front wheel axle 44 and a torque acting on a rear wheel axle 54. In other words, Figure 8 shows a relationship between the speed of the vehicle and the torques acting on the vehicle 10. In Figure 8, the horizontal axis represents the speed of the vehicle of the vehicle 10. A unit of km / h is applied. Scaling to the right on the graph shows an increase in vehicle speed. In Figure 8, the vertical axis represents the total torque acting on the front wheel axle 44 and the torque acting on the rear wheel axle 54. A N * m unit is applied. Upward scaling along the vertical axis of the graph shows an increase in torque.
    [0092] As shown in Figure 8, the front engine 41 and the rear engine 51 rotate until the vehicle speed of the vehicle 10 exceeds a speed Vo per hour, from which the torque of the front engine 41 drops abruptly. At that time, the motor controller 85 puts the clutch mechanism 92 in a disconnected state. The rotation of the front motor 41, therefore, is not transmitted to the motor 81. Even when the motor 81 is fractionated to electrically charge the battery 60, the rotation of the motor 81 is not transmitted to the front wheels 11.
    [0093] When the speed Vo, per hour, from which the torque of the front engine 41 drops abruptly is exceeded, the vehicle controller 30 transmits a signal to interrupt the power supply to the front engine 41 in order to stop the trip by the front engine 41. The front engine inverter 45 receives the signal from the vehicle controller 30 and then stops supplying the front engine 41 with a three-phase alternating current.
    [0094] Subsequently, when the vehicle speed exceeds the speed Vo, per hour, the vehicle controller 30 transmits a signal to split the engine 81. The engine controller 85 receives the signal from the vehicle controller 30 and then pulls the motor 81. When the motor 81 is fractionated, the clutch mechanism controller 100 then places the clutch mechanism 92 in the connected state. The rotation of the output shaft 81a of the motor 81 is thus transmitted to the front wheels 11 by a front wheel transmission mechanism 42, and the front wheels 11 therefore rotate.
    [0095] As shown in Figure 8, the torque acting on the front wheels 11 assumes values that form a torque curve that remains smooth. This feature will now be described specifically. In Figure 8, a torque curve in the event that the motor torque 81 does not act on the front wheels 11 will be expressed as a two-point catenary. The case in which the torque of the motor 81 does not act on the front wheels 11 is the same as a curve of the fork shown in Figure 6 used in the first embodiment.
    [0096] As indicated by the two-point catenary, in the case where the torque of the motor 81 does not act on the front wheels 11, the torque acting on the vehicle 10 abruptly drops when the speed Vo, per hour, from which the torque of the front engine 41 falls abruptly, is exceeded. In the present embodiment, the torque of motor 81 acts so as not to generate such an abrupt reduction in torque, but to make the torque curve smooth. In other words, motor 81 pulls in a way that does not generate such torque, making the torque curve smooth.
    [0097] When the speed of the vehicle 10 is not higher than the speed Vo, per hour, the vehicle controller 30 stops fractionating the motor 81 and transmits a signal to start the traction of the front wheels 11 by the front motor 41.
    [0098] Motor controller 85 receives the signal and stops fractionating motor 81, and clutch mechanism controller 100 puts clutch mechanism 92 in the disconnected state. The front motor inverter 45 starts supplying a three-phase alternating current to fractionate the front motor 41.
    [0099] Also in the present embodiment, the operation in the case of electric charging of the battery 60 is the same as that of the first embodiment.
    [0100] In the present embodiment, the same effects as the first embodiment can be achieved, and the torque acting on the vehicle 10 can be prevented from falling abruptly.
    [0101] The motor speed reducer 90 has a structure in which the speed reduction ratio is constant. Therefore, the structure of the motor speed reducer 90 can be simplified and decreased. In addition, the motor speed reducer 90 is provided at the front 13, and therefore a degree of freedom of the layout of the front 13 can be improved.
    [0102] In the second embodiment, when the speed of the vehicle exceeds the speed from which the torque of the front engine 41 drops abruptly, engine 81 is fractionated in place of the front engine 41 and is controlled to make the torque curve of the vehicle 10 smooth. The speed Vo, per hour, from which the torque drops abruptly is close to the speed Vf, per hour, the speed of the vehicle corresponding to the maximum rate of rotation of the front engine 41. That is, put the clutch mechanism 92 in the state connected and split the motor 81 at the same time at the Vo speed, per hour, from which the torque abruptly falls, are examples of coupling of the coupling element by friction close to the vehicle speed corresponding to the maximum rotation rate of the first motor electric traction and transmission of a tractive force from the engine to one of the rear and front wheels by the friction hitch controller referred to in the invention.
    [0103] However, the implementation is not limited to what is discussed in this document. For example, when the vehicle speed exceeds the speed Vo per hour, the front engine 41 can be split. In this case, from the hourly speed Vo to the speed Vf (including Vf), per hour, the front wheels 11 of vehicle 10 are fractionated by the front engine 41 and the engine 81. Engine 81 is controlled so that the rate of rotation of the clutch disc 93 is equal to the rotation rate of the front engine 41 and that the torque curve of the vehicle 10 is smooth.
    [0104] Alternatively, when the vehicle speed reaches the speed per hour Vf corresponding to the maximum rotation rate of the front engine 41, the engine 81 can be split and the clutch mechanism 92 can be placed in the connected state.
    [0105] In the present embodiment, the front wheels 11 are used as an example of one of the front wheels referred to in the invention, and the rear wheels 12 are used as an example of the other of the front and rear wheels referred to in the invention. The front motor 41 is used as an example of a first electric drive motor referred to in the invention, and the rear motor 51 is used as an example of a second electric drive motor referred to in the invention.
    [0106] However, even with a different structure, weight reduction and cost savings can be achieved by maintaining the ability to travel even in the high speed travel range. For example, the rear wheels 12 can be another example of one of the front and rear wheels referred to in the invention, and the rear motor 51 can be used as another example of the first electric drive motor. The front wheels 11 can be another example of second wheels each, as referred to in the invention, and the front motor 41 can be used as yet another example of the second electric drive motor. In that case, the rear engine 51 can be made smaller, and therefore the degree of freedom of the layout of the rear 14 of the vehicle 10 can be improved.
    [0107] The invention is not exactly limited to the previous embodiments, but it can be realized with its modified components within a range, not deviating from the subject of the invention in practical phases. Various inventions can be derived from suitable combinations of a plurality of components presented in previous embodiments. For example, several components can be excluded from all components presented in previous embodiments. In addition, components can be combined properly between different embodiments. Reference list
    [0108] 10 ... Vehicle (front and rear wheel drive vehicle), 11 ... Front wheel (one of the front and rear wheels), 12 ... Rear wheel (second wheel), 41 ... Front engine ( first electric drive motor), 43 ... front wheel speed reducer (first speed reducer), 51 ... rear motor (second electric drive motor), 53 ... rear wheel speed reducer (second electric drive motor), 81 ... Motor, 92 ... Clutch mechanism (friction coupling element), 100 ... Clutch mechanism controller (friction coupling controller).
    权利要求:
    Claims (6)
    [0001]
    1. Rear and front-wheel drive vehicle (10) that drives the front and rear wheels (11, 12), characterized by comprising: a first electric-drive motor (41), which drives one of the front and rear wheels; a second electric drive motor (51), which drives the other of the front and rear wheels and has a maximum torque (T2) greater than the maximum torque (Tl) of the first electric drive motor (41) and a maximum rate of rotation (P2) less than a maximum rotation rate (Pl) of the first electric traction motor; a first speed reducer (43), which reduces the rotation of the first electric traction motor (41) and transmits the reduced speed to one of the front and rear wheels; a second speed reducer (53), which reduces the rotation of the second electric drive motor (51) at a lower speed reduction rate than a speed reduction rate of the first speed reducer (43), and transmits the reduced rotation to the other of the front and rear wheels, with the speed reduction ratios of the first and second speed reducers (43, 53) being arranged so that a corresponding maximum rotation rate of the other front and rear wheels at a maximum rotation rate of the second electric traction motor, it is greater than a maximum rotation rate of one of the front and rear wheels, corresponding to a maximum rotation rate (Pl) of the first electric traction motor.
    [0002]
    2. Rear and front-wheel drive vehicle (10), according to claim 1, characterized by comprising: an engine (81), which drives one of the front and rear wheels; a friction coupling element (92), which transmits and disconnects energy transmitted from the motor (81) to one of the front and rear wheels; and a controller of the friction coupling element (100), which controls the friction coupling element (92), the controller of the friction coupling element (100) enclosing the friction coupling element (92) almost at a vehicle speed (10) corresponding to the maximum rotation rate (Pl) of the first electric drive motor (41), and thus transmits a traction force from the motor (81) to one of the front and rear wheels (11, 12 ).
    [0003]
    3. Rear and front-wheel drive vehicle (10), according to claim 2, characterized in that the engine rotation (81) is transmitted to one of the front and rear wheels (11, 12) by a speed reducer (90) containing a flat fee.
    [0004]
    4. Front and rear drive vehicle (10), according to claim 1, characterized in that one of the front and rear wheels is a front wheel (11) of the vehicle, and the other of the front and rear wheels is one rear wheel (12) of the vehicle.
    [0005]
    5. Front and rear wheel drive vehicle (10) according to claim 2, characterized in that one of the front and rear wheels is a front wheel (11) of the vehicle, and the other of the front and rear wheels is a rear wheel. (12) of the vehicle.
    [0006]
    6. Front and rear wheel drive vehicle (10) according to claim 3, characterized in that one of the front and rear wheels is a front wheel (11) of the vehicle, and the other of the front and rear wheels is a rear wheel. (12) of the vehicle.
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    同族专利:
    公开号 | 公开日
    EP2522541A4|2017-03-22|
    WO2011083680A1|2011-07-14|
    JP5240369B2|2013-07-17|
    KR20120037508A|2012-04-19|
    US8448542B2|2013-05-28|
    IN2012DN02274A|2015-08-21|
    EP2522541A1|2012-11-14|
    EP2522541B1|2019-09-25|
    CN102481845B|2014-09-24|
    BR112012005867A2|2016-02-16|
    US20120174708A1|2012-07-12|
    RU2500550C2|2013-12-10|
    JPWO2011083680A1|2013-05-13|
    RU2012110066A|2013-09-20|
    CN102481845A|2012-05-30|
    KR101391047B1|2014-04-30|
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    法律状态:
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-10-08| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-05-12| B15K| Others concerning applications: alteration of classification|Free format text: AS CLASSIFICACOES ANTERIORES ERAM: B60K 17/356 , B60K 6/48 , B60K 6/52 , B60L 11/14 , B60L 15/20 , B60W 10/08 , B60W 20/00 Ipc: B60L 15/20 (2006.01), B60K 6/48 (2007.10), B60K 6/ |
    2020-06-02| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-09-01| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 20/12/2010, OBSERVADAS AS CONDICOES LEGAIS. |
    2021-10-13| B21F| Lapse acc. art. 78, item iv - on non-payment of the annual fees in time|Free format text: REFERENTE A 11A ANUIDADE. |
    2022-02-01| B24J| Lapse because of non-payment of annual fees (definitively: art 78 iv lpi, resolution 113/2013 art. 12)|Free format text: EM VIRTUDE DA EXTINCAO PUBLICADA NA RPI 2649 DE 13-10-2021 E CONSIDERANDO AUSENCIA DE MANIFESTACAO DENTRO DOS PRAZOS LEGAIS, INFORMO QUE CABE SER MANTIDA A EXTINCAO DA PATENTE E SEUS CERTIFICADOS, CONFORME O DISPOSTO NO ARTIGO 12, DA RESOLUCAO 113/2013. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2010002305|2010-01-07|
    JP2010-002305|2010-01-07|
    PCT/JP2010/072925|WO2011083680A1|2010-01-07|2010-12-20|Front-and-rear-wheel drive vehicle|
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