Vehicle drive system

• US 8,784,245 B2
• Filed: 06/02/2009
• Issued: 07/22/2014
• Est. Priority Date: 06/03/2008
• Status: Active Grant

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Ideshio, Yukihiko, Okuwaki, Shigeru, Shibata, Hiroyuki, Ono, Tomohito, Masunaga, Seiji, Funahashi, Makoto
• Primary Examiner(s): Holmes, Justin
• Application Number:
  US12/995,904
• Publication Number:
  US 20110111910A1
• Time in Patent Office: 1,876 Days
• Field of Search: 475/3, 475/5, 475/6
• US Class Current: 475/5
• CPC Class Codes: B60K 6/36 characterised by the transmission gearings
• CPC Class Codes: B60K 6/387 Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60W 10/113 with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/30 Control strategies involving selection of transmission gear ratio control of change speed gearings, together with other vehicle sub-units B60W10/10; HEV transmission gearing B60K6/36; gearings and control thereof F16H
• CPC Class Codes: F16H 2061/0015 Transmission control for optimising fuel consumptions
• CPC Class Codes: F16H 2200/0052 the gear ratios comprising six forward speeds
• CPC Class Codes: F16H 2200/0056 the gear ratios comprising seven forward speeds
• CPC Class Codes: F16H 2200/006 the gear ratios comprising eight forward speeds
• CPC Class Codes: F16H 3/006 power being selectively transmitted by either one of the parallel flow paths
• CPC Class Codes: F16H 3/725 with means to change ratio in the mechanical gearing
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A drive system includes a transmission mechanism that establishes a plurality of gear positions comprising a first-speed through sixth-speed gear positions and a reverse-drive gear position, by switching among change gear trains and coupling a first driveshaft to an output member, and also includes a lock clutch that switches a power distribution mechanism between a locked state in which a ring gear and a carrier are coupled to each other and are inhibited from rotating in a differential fashion, and a released state in which the inhibition of the differential rotation is cancelled.

Claims

1. A drive system of a vehicle, comprising:

an internal combustion engine;

an electric motor;

an output member that delivers power to driving wheels of the vehicle;

a differential mechanism that includes a first element, a second element and a third element capable of differential rotation relative to each other, said internal combustion engine being coupled to the first element, said electric motor being connected to the second element;

a transmission mechanism that establishes a plurality of gear positions that are set stepwise in decreasing order of a gear ratio over a range from the differential mechanism to the output member, by switching among first change gear trains interposed between the first element of the differential mechanism and the output member for transmitting power from the first element to the output member or by switching among second change gear trains interposed between the third element of the differential mechanism and the output member for transmitting power from the third element to the output member, and coupling the first element to the output member without involving any of the change gear trains; and

a differential lock mechanism that switches the differential mechanism between a locked state in which selected two of the first element, the second element and the third element of the differential mechanism are coupled to each other so as to be inhibited from differential rotation, and a released state in which the inhibition of the differential rotation is cancelled, wherein

the electric motor comprises a stator, and a rotor that is disposed coaxially with the stator and has a space formed radially inside thereof;

the differential mechanism is placed in the space formed radially inside the rotor; and

the differential lock mechanism is located at a posit on remote from the differential mechanism in an axial direction.

2. The drive system according to claim 1, wherein

said plurality of gear positions of the transmission mechanism include a direct-drive gear position that is established by coupling the first element to the output member without involving any of the change gear trains, and an overdrive gear position that has a smaller gear ratio than that of the direct-drive gear position;

and

a shift control device is configured to control the transmission mechanism so as to shift the transmission mechanism from the overdrive gear position to the direct-drive gear position when a vehicle speed becomes equal to or higher than a specified value while the overdrive gear position is established.

3. The drive system according to claim 1, wherein

the transmission mechanism includes a first driveshaft that rotates with the first element, a hollow second driveshaft that is disposed coaxially around the first driveshaft and rotates with the third element, and a countershaft that is disposed in parallel with the first driveshaft and the second driveshaft, and is provided with a counter gear for transmitting power to the output member;

and

one of the first and second change gear trains that provides one of said plurality of gear positions having the largest gear ratio is provided between the first driveshaft and the countershaft.

4. The drive system according to claim 1, wherein

the transmission mechanism includes a first driveshaft that rotates with the first element, a hollow second driveshaft that is disposed coaxially around the first driveshaft and rotates with the third element, countershafts that are disposed in parallel with the first driveshaft and are provided with counter gears for transmitting power to the output member, and clutches that are disposed radially outwardly of the second driveshaft and selectively couples the change gear trains that provide said plurality of gear positions, to the countershafts;

and

the differential lock mechanism places the differential mechanism in the locked state by coupling the first driveshaft and the second driveshaft to each other, and is disposed between the first driveshaft and one of the clutches.

5. The drive system according to claim 1, wherein

the transmission mechanism includes a driveshaft to which power is transmitted from the differential mechanism, and a first countershaft and a second countershaft that are disposed in parallel with the driveshaft and transmit power of the driveshaft to the output member;

and

the first change gear train is provided between the driveshaft and the second countershaft for establishing a gear position having the smallest gear ratio, and the second change gear train is provided between the driveshaft and the first countershaft for establishing a gear position having a gear ratio that is larger by two steps than that of the first change gear train are aligned with each other in a direction perpendicular to the axial direction of the driveshaft.

6. The drive system according to claim 5, wherein

the transmission mechanism includes a change gear train that is disposed between the driveshaft and the first countershaft and provides a gear position having the second largest gear ratio.

7. The drive system according to claim 5, wherein

the transmission mechanism includes a change gear train that is disposed between the driveshaft and the first countershaft and provides a gear position having the second largest gear ratio.

8. The drive system according to claim 1, wherein

one of said plurality of gear positions of the transmission mechanism having the smallest gear ratio is a direct-drive gear position established by coupling the first element to the output member without involving any of the change gear trains;

the transmission mechanism includes a driveshaft to which power is transmitted from the differential mechanism, and a first countershaft and a second countershaft that are disposed in parallel with the driveshaft and transmit power of the driveshaft to the output member; and

the transmission mechanism includes a change gear train having the largest gear ratio and disposed between the driveshaft and the first countershaft, and a change gear train that is disposed between the driveshaft and the second countershaft and provides a reverse-drive gear position, said change gear trains being aligned with each other in a direction perpendicular to the axial direction of the driveshaft.

9. The drive system according to claim 8, wherein

the transmission mechanism includes a change gear train that is disposed between the driveshaft and the second countershaft and provides a gear position having a gear ratio that is larger by one step than that of the direct-drive gear position, and a second change gear train that is disposed between the driveshaft and the first countershaft and provides a gear position having a gear ratio that is larger by two steps than that of the change gear train, said change gear trains being aligned with each other in a direction perpendicular to the axial direction of the driveshaft.

10. The drive system according to claim 9, wherein

the transmission mechanism includes a change gear train that is disposed between the driveshaft and the first countershaft and provides a gear position having the second largest gear ratio.

11. The drive system according to claim 1, wherein

the transmission mechanism includes a driveshaft to which power is transmitted from the differential mechanism, and a countershaft that is disposed in parallel with the driveshaft and transmit power of the driveshaft to the output member;

and

one of the first and second change gear trains is disposed between the driveshaft and the countershaft and provides a gear position having the largest gear ratio and is located at a position remotest from the internal combustion engine.

12. The drive system according to claim 1, wherein

the transmission mechanism includes a driveshaft to which power is transmitted from the differential mechanism, and a first countershaft and a second countershaft that are disposed in parallel with the driveshaft and transmit power of the driveshaft to the output member;

and

a change gear train that includes the largest gear ratio is provided between the driveshaft and the first countershaft, and a change gear train that provides a reverse-drive gear position is provided between the driveshaft and the second countershaft, such that the change gear trains are positioned so as to be aligned with each other in a direction perpendicular to the axial direction of the driveshaft.

13. The drive system according to claim 1, wherein

the transmission mechanism includes a driveshaft to which power is transmitted from the differential mechanism, and a first countershaft and a second countershaft which are disposed in parallel with the driveshaft and transmit power of the driveshaft to the output member;

and

the change gear trains that provide different gear positions include at least one pair of change gear trains that provide different gear positions, each of said at least one pair of change gear trains being aligned with each other in a direction perpendicular to the axial direction of the driveshaft, such that one of each said pair of change gear trains is disposed between the driveshaft and the first countershaft, and the other of each said pair of change gear trains is disposed between the driveshaft and the second countershaft.