JP2016210313A - Driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving device capable of achieving downsizing of the entire device, while adopting a motor for driving with large motor capacity.SOLUTION: A driving device 1 includes: an input shaft 11; a driving shaft 12; an output shaft 14; a speed-increasing mechanism 20; and a double rotor type motor 30. The speed-increasing mechanism 20 increases speed of a driving force inputted from the input shaft 11, and outputs the driving force whose speed is increased to the driving shaft 12 so that the driving shaft 12 rotates in the same direction as the input shaft 11. The double rotor type motor 30 includes: a stator 31; a first rotor 32 connected to the output shaft 14 so as to transmit the driving force between itself and the output shaft 14; and a second rotor 33 connected to the driving shaft 12 so as to rotate integrally with the driving shaft 12.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a drive device used for a hybrid vehicle.

  As a drive device for a hybrid vehicle using a drive motor and an engine as drive sources, for example, there are those shown in Patent Documents 1 and 2. The hybrid vehicles disclosed in Patent Documents 1 and 2 employ a method in which the vehicle is driven mainly by the driving force output by the driving motor and assists by the driving force output by the engine according to the driving state. Moreover, in the hybrid vehicle of patent document 1, 2, an engine is driven according to the charge condition of a vehicle-mounted battery, for example, and electric power generation by a motor for electric power generation is performed.

Japanese Patent No. 3183062 Japanese Patent No. 4958126

  In the driving apparatus as described above, when a large driving force output is required by the hybrid vehicle, it is necessary to enlarge the driving motor in order to increase the motor capacity. However, in Patent Document 1, since the power generation motor is disposed in the axial range where the drive motor is disposed, an increase in the size of the drive motor is restricted. Further, in Patent Document 2, an increase in the size of the drive motor is allowed, but since the power generation motor is arranged in parallel in the axial direction with respect to the drive motor, the layout of the entire apparatus is long. Yes.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a drive device that can reduce the size of the entire device while employing a drive motor having a large motor capacity.

  According to a first aspect of the present invention, there is provided an input shaft for inputting a driving force output from an engine, a drive shaft disposed parallel to or coaxially with the input shaft, an output shaft connected to a drive wheel of a vehicle, A speed increasing mechanism for accelerating the driving force input from the input shaft and outputting the increased driving force to the driving shaft so that the driving shaft rotates in the same direction as the input shaft; A rotor type motor. The double rotor type motor is disposed at a predetermined radial distance between the stator and the stator, and is coupled to the output shaft so as to be able to transmit a driving force to and from the output shaft. A second rotor that is disposed between the first rotor and the first rotor at a predetermined radial distance and connected to the drive shaft so as to rotate integrally with the drive shaft; And a double rotor type motor.

  According to the first aspect of the invention, the double rotor type motor is allowed to increase in size of the rotor located outside when the motor capacity is increased. Therefore, the outer diameter of the rotor can be appropriately set as necessary. The double rotor type motor is configured to accommodate the other rotor inside one rotor. Therefore, since the rotor which can be operated independently can be arranged without enlarging the axial dimension of the drive device, the overall size of the device can be reduced.

  Here, in a driving device including a double rotor type motor, for example, in a state where the engine outputs driving force, there is a concern that some power loss may occur due to differential rotation between the first rotor and the second rotor. Is done. On the other hand, the second rotor rotates in the same direction as the rotation direction of the engine by a speed increasing mechanism that increases the driving force so that the drive shaft rotates in the same direction as the input shaft. Therefore, the rotation direction of the second rotor is the same as the rotation direction of the first rotor rotating in the reverse direction to the output shaft. Accordingly, since the differential rotation between the first rotor and the second rotor is reduced, it is possible to suppress the occurrence of power loss in the drive device including the double rotor type motor.

It is a skeleton figure which shows the whole structure of the drive device in 1st embodiment. It is a figure which shows the relationship between the driving state of a vehicle, and the operation state of a drive device. It is a skeleton figure which shows the whole structure of the drive device in 2nd embodiment. It is a skeleton figure which shows the whole structure of the drive device in 3rd embodiment. It is a skeleton figure which shows the whole structure of the drive device in 4th embodiment. It is a skeleton figure which shows the whole structure of the drive device in 5th embodiment. It is a skeleton figure which shows the whole structure of the drive device in 6th embodiment. It is a skeleton figure which shows the whole structure of the drive device in 7th embodiment.

  Hereinafter, the drive device of the present invention will be described with reference to the drawings. In the embodiment, the drive device is used in a hybrid vehicle using an engine that outputs a driving force by an internal combustion engine and a double rotor type motor included in the drive device as a drive source. The hybrid vehicle appropriately switches a traveling state such as hybrid traveling or motor traveling according to a driving operation or a vehicle state.

<First embodiment>
(1. Overall configuration of the driving device 1)
As shown in FIG. 1, the drive device 1 in the first embodiment includes an input shaft 11, a first drive shaft 12, a second drive shaft 13, an output shaft 14, a speed increasing mechanism 20, and a double rotor. The mold motor 30, the power supply device 40, the dog clutch mechanism 50, the drive shaft lock mechanism 61, the parking lock mechanism 65, and the control device 70 are configured. The input shaft 11 is rotatably supported by the housing H and inputs a driving force output from the engine 81 to the driving device 1.

  The first drive shaft 12 (corresponding to the “drive shaft” of the present invention) is rotatably supported by the housing H and is disposed in parallel with the input shaft 11. The second drive shaft 13 is formed in a cylindrical shape and is arranged coaxially with the first drive shaft 12. The second drive shaft 13 is supported so as to be rotatable relative to the first drive shaft 12. The second drive shaft 13 is connected to a double rotor type motor 30 described later, and rotates integrally with an outer rotor 32 of the double rotor type motor 30. Output shaft 14 is connected to drive wheels 92L, 92R of the hybrid vehicle via final reduction gear 17 and differential mechanism 91. The final reduction gear 17 is always meshed with the differential ring gear 91a of the differential mechanism 91.

  The input shaft 11 and the output shaft 14 are provided with an engine output gear pair 15. In the present embodiment, the engine output gear pair 15 includes a drive gear 15a (corresponding to the “first gear” of the present invention) and a driven gear 15b (corresponding to the “second gear” of the present invention). It is a gear mechanism. The drive gear 15 a of the engine output gear pair 15 is provided so as to be rotatable relative to the input shaft 11.

  The driven gear 15b of the engine output gear pair 15 is fixed to the output shaft 14 and meshes with the drive gear 15a. In the present embodiment, the driven gear 15b is disposed on the double rotor type motor 30 side with respect to the axial position where the final reduction gear 17 is disposed on the output shaft 14. The engine output gear pair 15 transmits driving force between the input shaft 11 and the output shaft 14 by selectively connecting the drive gear 15 a to the input shaft 11 by a dog clutch mechanism 50 described later.

  The second drive shaft 13 and the output shaft 14 are provided with a motor output gear pair 16. In the present embodiment, the motor output gear pair 16 is a gear mechanism including a drive gear 16a and a driven gear 16b. The drive gear 16 a of the motor output gear pair 16 is fixed to the second drive shaft 13.

  The driven gear 16b of the motor output gear pair 16 is fixed to the output shaft 14 and meshes with the drive gear 16a. In the present embodiment, the driven gear 16b is disposed on the double rotor type motor 30 side of the output shaft 14 from the axial position where the driven gear 15b of the engine output gear pair 15 is disposed. The motor output gear pair 16 transmits a driving force between the second drive shaft 13 and the output shaft 14.

(1-1. Speed increasing mechanism 20)
The speed increasing mechanism 20 is a mechanism for increasing the driving force input from the input shaft 11. Further, the speed increasing mechanism 20 outputs the increased driving force to the drive shaft so that the first drive shaft 12 rotates in the same direction as the input shaft 11. That is, the first drive shaft 12 is different from the input shaft 11 when the input shaft 11 rotates clockwise when the drive device 1 is viewed from the axial direction of the first drive shaft 12 (left-right direction in FIG. 1). Rotates clockwise at the number of revolutions. Further, when the driving force is transmitted from the first driving shaft 12 to the input shaft 11, the driving force is decelerated by the speed increasing mechanism 20 and transmitted.

  In the present embodiment, the speed increasing mechanism 20 is a two-stage speed increasing mechanism that outputs rotation in the same direction as the input shaft 11 to the first drive shaft 12 by two pairs of gears. Specifically, the speed increasing mechanism 20 includes a countershaft 21, a first gear pair 22 (corresponding to the “first transmission mechanism” of the present invention), and a second gear pair 23 (“second transmission of the present invention”). Corresponding to “mechanism”). The auxiliary shaft 21 is rotatably supported by the housing H and is disposed in parallel with the input shaft 11.

  In the present embodiment, the first gear pair 22 is a gear mechanism including a drive gear 22a and a driven gear 22b. The drive gear 22 a of the first gear pair 22 is fixed to the input shaft 11. The driven gear 22b of the first gear pair 22 is fixed to the auxiliary shaft 21 and meshes with the drive gear 22a. With such a configuration, the sub shaft 21 rotates in the direction opposite to the rotation direction of the input shaft 11.

  In the present embodiment, the second gear pair 23 is a gear mechanism including a drive gear 23a and a driven gear 23b. The drive gear 23 a of the second gear pair 23 is arranged on the engine side (right side in FIG. 1) with respect to the axial position where the driven gear 22 b of the first gear pair 22 is arranged on the sub shaft 21, and is fixed to the sub shaft 21. Is done. The driven gear 23b of the second gear pair 23 is fixed to the first drive shaft 12 and meshes with the drive gear 23a.

  With such a configuration, the first drive shaft 12 rotates in the direction opposite to the rotation direction of the sub shaft 21. Therefore, the speed increasing mechanism 20 enables transmission of driving force between both shafts so that the input shaft 11 and the first driving shaft 12 rotate in the same direction. Further, the speed increasing mechanism 20 may satisfy the required speed increasing ratio as a whole. That is, the first gear pair 22 and the second gear pair 23 may be combined to satisfy a predetermined speed increase ratio, one gear pair transmits a driving force at a constant speed, and the other gear pair has a predetermined speed increase. The predetermined speed increasing ratio may be satisfied by transmitting the driving force at the speed ratio.

(1-2. Double rotor type motor 30)
The double rotor type motor 30 includes a stator 31 (corresponding to the “stator” of the present invention), an outer rotor 32 (corresponding to the “first rotor” of the present invention), and an inner rotor 33 (“first rotor” of the present invention). Corresponding to “two rotors”. The stator 31 is formed in a cylindrical shape as a whole and is fixed to the housing H. The stator 31 includes, for example, a core portion formed by stacking electromagnetic steel plates and a winding portion formed by winding a conductor along the circumferential direction of the core portion. The winding portion of the stator 31 forms a magnetic field when AC power is supplied.

  The outer rotor 32 is arranged with a predetermined gap in the radial direction between the outer rotor 32 and the stator 31. Further, the outer rotor 32 is integrally connected to the second drive shaft 13 as described above. Thereby, the outer rotor 32 is connected to the output shaft 14 through the second drive shaft 13 and the motor output gear pair 16 so as to be able to transmit a driving force to and from the output shaft 14. The outer rotor 32 is formed in a cylindrical shape as a whole and is supported so as to be rotatable relative to the housing H. The outer rotor 32 includes a core part formed by stacking electromagnetic steel plates, for example, and a permanent magnet part in which N and S poles are alternately arranged in the circumferential direction on the core part.

  The inner rotor 33 is disposed with a predetermined gap in the radial direction between the inner rotor 33 and the outer rotor 32. The inner rotor 33 is connected to the first drive shaft 12 so as to rotate integrally with the first drive shaft 12. The inner rotor 33 is formed in a cylindrical shape as a whole and is supported so as to be rotatable relative to the housing H. For example, the inner rotor 33 includes a core portion formed by stacking electromagnetic steel plates and a winding portion formed by winding a conductor along the circumferential direction of the core portion. The winding portion of the inner rotor 33 outputs alternating current power when interlinked with a relatively rotating magnetic field.

  The first drive shaft 12 to which the inner rotor 33 is fixed is provided with a plurality of annular slip rings that circulate around the outer peripheral surface of the first drive shaft 12 in correspondence with each AC phase. The plurality of slip rings are electrically connected corresponding to each phase terminal of the winding portion of the inner rotor 33. The housing H is provided with a plurality of brushes corresponding to the slip rings of the respective phases. The brush slides on the outer peripheral surface of the slip ring that rotates integrally with the first drive shaft 12 and maintains a conduction state with the slip ring.

  In the double rotor type motor 30 having such a configuration, when an alternating current is supplied to the winding portion of the stator 31, the winding portion of the stator 31 forms a magnetic field. Then, a driving force is generated between the stator 31 and the permanent magnet portion of the outer rotor 32 due to electromagnetic interaction. On the other hand, when the outer rotor 32 is driven to rotate by being transmitted with the driving force from the second drive shaft 13, an alternating voltage is induced in the winding portion of the stator 31 by an electromagnetic induction action and output from the stator 31. That is, the stator 31 and the outer rotor 32 function as an electric motor and a generator.

  Further, in the double rotor type motor 30, when an alternating current is supplied to the winding portion of the inner rotor 33, the winding portion of the inner rotor 33 forms a magnetic field. Then, a driving force is generated between the inner rotor 33 and the permanent magnet portion of the outer rotor 32 due to electromagnetic interaction. The double rotor type motor 30 can transmit a driving force to the outer rotor 32 by using the inner rotor 33 as a stator by the driving force, and also function as a coupling so that the inner rotor 33 rotates integrally with the outer rotor 32. Is also possible.

  On the other hand, when the inner rotor 33 is rotationally driven with the driving force transmitted from the first drive shaft 12 and rotates relative to the outer rotor 32, an AC voltage is induced in the winding portion of the inner rotor 33 by electromagnetic induction. The As a result, AC power is output to the brush 26 via the slip ring disposed on the first drive shaft 12. Thus, the outer rotor 32 and the inner rotor 33 constitute a mechanism for transmitting a driving force and have a function of generating electric power.

  Here, for example, when the outer rotor 32 is rotationally driven in response to the driving force from the stator 31 or the first drive shaft 12 and rotates relative to the inner rotor 33, the permanent magnet portion of the outer rotor 32 that is linked to the winding portion of the inner rotor 33. The magnetic flux changes and a driving force is generated by electromagnetic interaction. Therefore, the inner rotor 33 receives a driving force generated between the inner rotor 33 and the outer rotor 32. On the other hand, the double rotor type motor 30 generates a driving force that cancels the driving force received by the inner rotor 33 by supplying AC power corresponding to the driving force to the winding portion of the inner rotor 33. Torque control can be performed.

(1-3. Power supply device 40)
The power supply device 40 is a device that supplies AC power to the stator 31 and the inner rotor 33 in the double rotor type motor 30. The power supply device 40 has a function of converting AC power generated in the stator 31 and the inner rotor 33 of the double rotor type motor 30 into DC power and supplying the DC power to the battery 43 to store it. In addition, the power supply device 40 is configured to be able to supply a part of the alternating current output from the inner rotor 33 to the stator 31.

  The power supply device 40 includes a first inverter 41, a second inverter 42, and a battery 43. The first inverter 41 and the second inverter 42 are devices that convert DC power into AC power. The first inverter 41 is electrically connected to the winding portion of the stator 31 and the battery 43. The second inverter 42 is electrically connected to the winding portion of the inner rotor 33 and the battery 43.

  With such a configuration, the power supply device 40 supplies the stator 31 with AC power obtained by converting DC power discharged from the battery 43 or AC power generated at the winding portion of the inner rotor 33. Drive to rotate. The power supply device 40 generates AC power by the driving force transmitted from the driving wheels 92L and 92R of the vehicle to the outer rotor 32 via the differential mechanism 91, the motor output gear pair 16, and the second driving shaft 13. In addition, regenerative control for charging the battery 43 can be performed.

  Further, the power supply device 40 converts DC power discharged from the battery 43 into AC power and supplies the AC power to the inner rotor 33. As a result, the inner rotor 33 generates a driving force in the outer rotor 32 or is driven to rotate integrally with the outer rotor 32 in accordance with the amount of electric power supplied and the differential rotation with the outer rotor 32. Further, the power supply device 40 can perform control to generate AC power by the driving force transmitted from the engine 81 via the engine output gear pair 15, the speed increasing mechanism 20, and the first drive shaft 12. is there.

(1-4. Dog clutch mechanism 50)
The dog clutch mechanism 50 is a connection / disconnection mechanism that selectively couples the drive gear 15 a of the engine output gear pair 15 provided to be rotatable relative to the input shaft 11 to the input shaft 11. In the connected state where the dog clutch mechanism 50 connects the drive gear 15a to the input shaft 11, the input shaft 11 and the output shaft 14 are mechanically connected by the engine output gear pair 15, and the drive gear 15a and the driven gear are connected. Based on the gear ratio formed by the gear 15b, the driving force can be transmitted to each other.

  On the other hand, in a disconnected state where the dog clutch mechanism 50 does not connect the drive gear 15a to the input shaft 11, the input shaft 11 and the output shaft 14 are not mechanically connected and can rotate independently of each other. It becomes. Therefore, when the dog clutch mechanism 50 is in the disconnected state, the driving force is not directly transmitted between the input shaft 11 and the output shaft 14.

  In the present embodiment, the dog clutch mechanism 50 is a connecting / disconnecting mechanism that does not have a synchro mechanism that synchronizes differential rotation between members to be connected. The dog clutch mechanism 50 includes a clutch hub 51, a sleeve 52, and a clutch ring 53. The clutch hub 51 is disposed at an axial position on the double rotor type motor 30 side with respect to the drive gear 15 a of the engine output gear pair 15 on the input shaft 11. The clutch hub 51 is fixed to the input shaft 11 that is a support shaft provided with the drive gear 15 a and rotates integrally with the input shaft 11. An external spline that extends in the axial direction of the input shaft 11 is formed on the outer peripheral surface of the clutch hub 51.

  On the inner peripheral surface of the sleeve 52, an internal spline that is slidably engaged with an external spline of the clutch hub 51 is formed. Thus, the sleeve 52 is fitted to the clutch hub 51 so as not to rotate relative to the clutch hub 51 and to be relatively movable in the axial direction of the input shaft 11 (support shaft provided with the drive gear 15a). In this embodiment, the clutch ring 53 is integrally fixed to the drive gear 15a of the engine output gear pair 15. The clutch ring 53 meshes with the sleeve 52 in a detachable manner according to the axial position of the sleeve 52.

  More specifically, a dog clutch portion that can be engaged with the internal spline of the sleeve 52 is formed on the end surface of the clutch ring 53 on the clutch hub 51 side. Thus, when the sleeve 52 is moved to an axial position where the internal spline of the sleeve 52 and the dog clutch portion of the clutch ring 53 can be engaged, the clutch ring 53 is connected to the input shaft via the sleeve 52 and the clutch hub 51. 11 is connected. As a result, the drive gear 15 a to which the clutch ring 53 is fixed rotates integrally with the input shaft 11 in the connected state of the dog clutch mechanism 50.

  On the other hand, when the sleeve 52 is moved to an axial position where the internal spline of the sleeve 52 and the dog clutch portion of the clutch ring 53 are separated from each other, the clutch ring 53 becomes rotatable relative to the input shaft 11. . As a result, the drive gear 15 a to which the clutch ring 53 is fixed becomes rotatable relative to the input shaft 11 when the dog clutch mechanism 50 is disconnected. As described above, the dog clutch mechanism 50 can transmit a driving force between the input shaft 11 and the output shaft 14 via the engine output gear pair 15 by the axial movement control of the sleeve 52.

(1-5. Drive shaft locking mechanism 61)
The drive shaft lock mechanism 61 is a mechanism that restricts the rotation of the first drive shaft 12. Accordingly, the drive shaft locking mechanism 61 restricts the rotation of the inner rotor 33 in the double rotor type motor 30 connected to the first drive shaft 12 and maintains the stopped state of the inner rotor 33. More specifically, the drive shaft locking mechanism 61 includes, for example, a plurality of brake disks and a pressing member that presses the brake disks.

  The plurality of brake discs are alternately supported in the axial direction of the first drive shaft 12 and are supported on the first drive shaft 12 so as not to rotate relative to the first drive shaft 12. The When the pressing member presses the brake disc, the brake discs come into contact with each other, and the rotation of the first drive shaft 12 is restricted. Further, when the pressing member releases the pressure of the brake disc, the brake discs are separated from each other and the first drive shaft 12 is allowed to rotate.

  Further, the drive shaft locking mechanism 61 is disposed in the axial range Rs where the speed increasing mechanism 20 is disposed in the axial direction of the input shaft 11. Specifically, in the speed increasing mechanism 20, the brake disk of the drive shaft lock mechanism 61 is located on the first drive shaft 12 and the housing H side at the axial position where the drive gear 22a and the driven gear 22b of the first gear pair 22 are disposed. Fixed to.

(1-6. Parking lock mechanism 65)
The parking lock mechanism 65 is a mechanism that restricts the rotation of the output shaft 14 when the vehicle stops. As a result, the parking lock mechanism 65 regulates the rotation of the drive wheels 92L and 92R of the vehicle connected to the output shaft 14 via the differential mechanism 91, and holds the vehicle in a stopped state. More specifically, the parking lock mechanism 65 includes, for example, a parking gear fixed to the output shaft 14 and a parking pole that is rotatably supported with respect to the housing H.

  A plurality of external teeth are formed on the outer peripheral surface of the parking gear. The parking pole is formed with a claw portion that can be locked to the external teeth of the parking gear. When the parking pole rotates around the rotation axis, the pawl portion of the parking pole is locked to the external teeth of the parking gear. As a result, the parking gear is restricted from rotating. When the pawl portion of the parking pole is detached from the parking gear, the parking gear is allowed to rotate.

  The parking lock mechanism 65 is disposed in the axial range Rs in which the speed increasing mechanism 20 is disposed in the axial direction of the input shaft 11. Specifically, the parking gear of the parking lock mechanism 65 is fixed to the output shaft 14 at the axial position where the drive gear 23 a and the driven gear 23 b of the second gear pair 23 are arranged in the speed increasing mechanism 20.

(1-7. Control device 70)
The control device 70 is configured by an ECU and various memories, and controls the operation of the drive device 1 based on various vehicle information. The control device 70 includes an engine control unit 71 and a motor control unit 72. The engine control unit 71 controls the operation of the engine 81 based on, for example, operation characteristics including torque characteristics of the engine 81, the current rotational speed of the engine 81, and the like.

  The motor control unit 72 controls operations of the double rotor type motor 30 and the power supply device 40. The motor control unit 72 adjusts the supply amount of AC power by the first inverter 41 and the second inverter 42 based on the driving operation and the vehicle state. In addition to the control of the engine 81 and the double rotor type motor 30, the control device 70 controls the operation of the dog clutch mechanism 50, the drive shaft lock mechanism 61, and the parking lock mechanism 65 according to the traveling state of the vehicle.

(2. Operation of drive unit)
The operation of the driving device 1 controlled according to the vehicle state will be described with reference to FIG. The traveling state of the vehicle mainly includes EV (Electric Vehicle) traveling, HV (Hybrid Vehicle) traveling, and ENG (engine) traveling. In FIG. 2, in addition to the traveling state of the vehicle described above, the stopped state of the vehicle is also shown.

(2-1. EV travel)
In EV traveling, only the driving force output from the double rotor type motor 30 is transmitted to the differential mechanism 91 via the output shaft 14. This EV traveling includes a single motor type and a twin motor type. The single motor system is a system in which only the stator 31 generates a driving force on the outer rotor 32. The twin motor system is a system in which the inner rotor 33 generates a driving force on the outer rotor 32 in addition to the stator 31.

(2-1-1. Single-motor EV travel)
In the single motor type EV traveling, the motor control unit 72 supplies predetermined AC power to the stator 31 by the first inverter 41 and causes the outer rotor 32 to generate a driving force. As a result, the outer rotor 32, the second drive shaft 13, and the drive gear 16 a of the motor output gear pair 16 rotate integrally, and the driving force is transmitted to the differential mechanism 91 via the output shaft 14.

  In addition, in the single motor EV traveling, when power generation using the inner rotor 33 is not required, the engine 81 is brought into a resting state. At this time, the motor control unit 72 generates a driving force in the inner rotor 33 due to the relative rotation with respect to the outer rotor 32. Therefore, the 0 torque that supplies predetermined AC power to the inner rotor 33 by the second inverter 42 to cancel the driving force. Take control.

  On the other hand, in the single motor EV traveling, when power generation using the inner rotor 33 is required, the engine control unit 71 rotates the engine 81 at a predetermined rotational speed. The driving force output from the engine 81 is accelerated by the speed increasing mechanism 20 and transmitted to the first drive shaft 12. As a result, the inner rotor 33 that is integrally fixed to the first drive shaft 12 rotates. Then, the inner rotor 33 rotates relative to the outer rotor 32, and an alternating voltage is induced in the winding portion of the inner rotor 33.

  The AC power generated by the inner rotor 33 is charged to the battery 43 by the motor control unit 72 via the second inverter 42. The AC power generated by the inner rotor 33 may be supplied to the stator 31 via the second inverter 42 and the first inverter 41. In such single-motor EV traveling, the engine 81 is appropriately set at a rotational speed from the viewpoint of power generation efficiency. That is, the driving force of the engine 81 is not directly transmitted to the output shaft 14 but is used for power generation by the inner rotor 33.

(2-1-2. Twin motor EV travel)
In the twin motor type EV traveling, the motor control unit 72 supplies predetermined AC power to the stator 31 and the inner rotor 33 by the first inverter 41 and the second inverter 42 to generate a driving force in the outer rotor 32. That is, the double rotor type motor 30 generates a driving force in the outer rotor 32 using the inner rotor 33 as a stator. At this time, the inner rotor 33 receives a driving force as a reaction from the outer rotor 32.

  Therefore, in the drive device 1 of the present embodiment, the control device 70 operates the drive shaft lock mechanism 61 to restrict the rotation of the first drive shaft 12. As a result, the driving force received by the inner rotor 33 from the outer rotor 32 is absorbed. Therefore, the control device 70 can cause the inner rotor 33 to act suitably as a stator for the outer rotor 32.

(2-2. HV traveling)
In HV traveling, the driving force output by the double rotor type motor 30 and the driving force output by the engine 81 are transmitted to the differential mechanism 91. This HV traveling includes a motor path system and a direct path system. The motor path method is a method for transmitting the driving force output from the engine 81 to the differential mechanism 91 via the double rotor type motor 30. The direct path system is a system in which the driving force output from the engine 81 is directly transmitted to the differential mechanism 91 without passing through the double rotor motor 30 by the operation of the dog clutch mechanism 50.

(2-2-1. HV traveling with motor path)
In the motor path type HV traveling, the motor control unit 72 supplies predetermined AC power to the stator 31 by the first inverter 41 and causes the outer rotor 32 to generate a driving force. Further, the motor control unit 72 supplies predetermined AC power to the inner rotor 33 by the second inverter 42, and sets the coupling state in which the inner rotor 33 rotates integrally with the outer rotor 32.

  On the other hand, the engine control unit 71 controls the engine 81 to rotate at a predetermined rotation speed. The driving force output from the engine 81 is accelerated by the speed increasing mechanism 20 and transmitted to the first drive shaft 12. The driving force transmitted to the first drive shaft 12 is transmitted from the inner rotor 33 in the coupled state to the outer rotor 32 and is combined with the driving force output from the double rotor type motor 30. The driving force synthesized in the outer rotor 32 is transmitted to the differential mechanism 91 via the second driving shaft 13, the motor output gear pair 16, and the output shaft 14.

(2-2-2. HV driving with direct path method)
In the HV traveling of the direct path method, the control device 70 sets the dog clutch mechanism 50 in the connected state and sets the input shaft 11 and the output shaft 14 in a mechanically connected state. Further, the engine control unit 71 controls the engine 81 to rotate at a predetermined rotational speed. The driving force output from the engine 81 is transmitted to the differential mechanism 91 via the dog clutch mechanism 50 and the output shaft 14.

  Further, the motor control unit 72 supplies predetermined AC power to the stator 31 by the first inverter 41 and causes the outer rotor 32 to generate a driving force. The driving force output by the double rotor type motor 30 is transmitted to the output shaft 14 via the second drive shaft 13 and the motor output gear pair 16. As a result, the driving forces output from the engine 81 and the double rotor type motor 30 are combined by the output shaft 14 and transmitted to the differential mechanism 91.

  In such direct path type HV traveling, the inner rotor 33 of the double rotor type motor 30 transmits the driving force of the engine 81 via the speed increasing mechanism 20 and the first drive shaft 12. Therefore, the inner rotor 33 rotates relative to the outer rotor 32. Here, the speed increasing mechanism 20 outputs the increased driving force of the engine 81 to the first drive shaft 12 so that the first drive shaft 12 rotates in the same direction as the input shaft 11.

  Therefore, the rotation direction of the inner rotor 33 is the same as that of the outer rotor 32, and the differential rotation between the inner rotor 33 and the outer rotor 32 becomes relatively small. Thus, in the drive device 1 of the present embodiment, the differential rotation of the inner rotor 33 with respect to the outer rotor 32 is reduced by employing the speed increasing mechanism 20 in which the input and the output are in the same direction.

  Note that, in the HV traveling of the direct path method, even if the differential rotation between the inner rotor 33 and the outer rotor 32 is relatively small, it occurs. Here, when power generation using the inner rotor 33 is not required, in the present embodiment, the motor control unit 72 is configured to generate a driving force that cancels the driving force received by the inner rotor 33 relative to the outer rotor 32. Then, zero torque control for supplying predetermined AC power to the inner rotor 33 by the second inverter 42 is performed.

  On the other hand, when power generation using the inner rotor 33 is required in the direct path type HV traveling, an AC voltage is induced in the winding portion of the inner rotor 33 due to the differential rotation of the inner rotor 33 and the outer rotor 32. The AC power generated by the inner rotor 33 is charged to the battery 43 by the motor control unit 72 via the second inverter 42. The AC power generated by the inner rotor 33 may be supplied to the stator 31 via the second inverter 42 and the first inverter 41.

(2-3. ENG travel)
In ENG traveling, only the driving force output from the engine 81 is transmitted to the differential mechanism 91. This ENG traveling includes a motor path system and a direct path system. The motor path method and direct path method in ENG traveling are substantially the same as the motor path method and direct path method in HV traveling.

(2-3-1. ENG traveling by motor path method)
In the motor path type ENG traveling, the motor control unit 72 supplies predetermined AC power to the inner rotor 33 by the second inverter 42, so that the inner rotor 33 rotates integrally with the outer rotor 32. The engine control unit 71 controls the engine 81 to rotate at a predetermined rotational speed.

  The driving force output from the engine 81 is accelerated by the speed increasing mechanism 20 and transmitted to the first drive shaft 12. The driving force transmitted to the first drive shaft 12 is transmitted from the inner rotor 33 in the coupled state to the outer rotor 32. The driving force transmitted to the outer rotor 32 is transmitted to the differential mechanism 91 via the second driving shaft 13, the motor output gear pair 16, and the output shaft 14.

  In the motor path type ENG traveling, when the inner rotor 33 and the outer rotor 32 in the coupled state rotate, they rotate relative to the stator 31. Therefore, the stator 31 receives a driving force as a reaction from the outer rotor 32. Therefore, in the present embodiment, the motor control unit 72 performs zero torque control for supplying predetermined AC power to the stator 31 by the first inverter 41 so as to generate a driving force that cancels the driving force.

(2-3-2. ENG traveling with direct pass method)
In the direct-pass-type ENG traveling, the control device 70 sets the dog clutch mechanism 50 in the connected state and sets the input shaft 11 and the output shaft 14 in a mechanically connected state. The engine control unit 71 controls the engine 81 to rotate at a predetermined rotation speed. The driving force output from the engine 81 is transmitted to the differential mechanism 91 via the dog clutch mechanism 50 and the output shaft 14.

  In the direct path type ENG traveling, the outer rotor 32 rotates together with the second drive shaft 13 to which the driving force is transmitted through the motor output gear pair 16 by the rotation of the output shaft 14. Therefore, the stator 31 receives a driving force as a reaction from the outer rotor 32. Therefore, in the present embodiment, the motor control unit 72 performs zero torque control for supplying predetermined AC power to the stator 31 by the first inverter 41 so as to generate a driving force that cancels the driving force.

  Further, the inner rotor 33 rotates together with the first drive shaft 12 to which the driving force is transmitted via the speed increasing mechanism 20. Therefore, in the direct-pass type ENG traveling, differential rotation between the outer rotor 32 and the inner rotor 33 occurs. However, as described above, by adopting the speed increasing mechanism 20, the differential rotation of the inner rotor 33 with respect to the outer rotor 32 is reduced, and the influence of the differential rotation is suppressed as in the HV traveling of the direct path method. Yes.

  Here, when power generation using the inner rotor 33 is not required, in the present embodiment, the motor control unit 72 is configured to generate a driving force that cancels the driving force received by the inner rotor 33 relative to the outer rotor 32. Then, zero torque control for supplying predetermined AC power to the inner rotor 33 by the second inverter 42 is performed.

  On the other hand, in the direct-pass-type ENG traveling, when power generation using the inner rotor 33 is required, an AC voltage is induced in the winding portion of the inner rotor 33 due to the differential rotation of the inner rotor 33 and the outer rotor 32. The AC power generated by the inner rotor 33 is charged to the battery 43 by the motor control unit 72 via the second inverter 42. The AC power generated by the inner rotor 33 may be supplied to the stator 31 via the second inverter 42 and the first inverter 41.

(2-4. Stop state)
The stop state of the vehicle is a state in which no driving force is transmitted to the output shaft 14 and the vehicle speed is zero. The control device 70 operates the parking lock mechanism 65 to restrict the rotation of the output shaft 14. Thereby, the rotation of the drive wheels 92L and 92R mechanically connected to the output shaft 14 is restricted, and the stopped state of the vehicle is maintained.

(3. Synchronous control)
In the traveling state of the vehicle described above, when the vehicle transitions from EV traveling to HV traveling of the direct path method in which assistance by the engine 81 is applied, it is necessary to shift the dog clutch mechanism 50 from the disconnected state to the connected state. However, since the dog clutch mechanism 50 is a type of connection / disconnection mechanism that does not have a synchro mechanism, it is not easy to shift to the connected state during traveling of the vehicle, and even if it can be shifted, a large impact force may be applied. .

  Therefore, the drive device 1 performs control to synchronize the rotational speed of the input shaft 11 and the rotational speed of the drive gear 15a of the engine output gear pair 15 that rotates according to the vehicle speed. Thereby, the differential rotation between the clutch hub 51 fixed to the input shaft 11 and the clutch ring 53 fixed integrally to the drive gear 15a is reduced, and the drive device 1 can shift the dog clutch mechanism 50 to the connected state. It becomes.

  In addition, the synchronous control is performed by transmitting a driving force to the input shaft 11 so that the input shaft 11 has a predetermined rotational speed. In the present embodiment, the motor control unit 72 controls the input shaft via the speed increasing mechanism 20 by controlling the rotation speed of the inner rotor 33 of the double rotor type motor 30 when the dog clutch mechanism 50 is in the connected state. The driving force is transmitted to 11 (support shaft provided with the driving gear 15a). As a result, the motor control unit 72 synchronizes the rotational speed of the input shaft 11 with the rotational speed of the drive gear 15a of the engine output gear pair 15.

  According to such synchronous control, compared with synchronous control performed by transmitting driving force to the input shaft 11 by the engine 81, motor control can be controlled more accurately and quickly at a predetermined rotational speed than engine control. Therefore, it is possible to shorten the time required for the dog clutch mechanism 50 to shift to the connected state. In addition, since the synchronization control can be performed with high accuracy, the impact force when the dog clutch mechanism 50 is shifted to the connected state is reduced.

(4. Regenerative control)
In the traveling state of the vehicle described above, the outer rotor 32 of the double rotor type motor 30 rotates at a rotational speed corresponding to the vehicle speed. Therefore, in any traveling state (EV traveling, HV traveling, ENG traveling), the driving device 1 is transmitted to the outer rotor 32 instead of driving force output or 0 torque control by the outer rotor 32 according to the driving operation. It is possible to perform regenerative control in which AC power is generated by driving force.

(5. Effects of the configuration of the first embodiment)
The drive device 1 described above includes a double rotor type motor 30 as a drive motor and a power generation motor. Therefore, for example, the outer rotor 32 has an outer diameter appropriately set according to a required motor capacity. The double rotor type motor 30 is configured to accommodate the inner rotor 33 inside the outer rotor 32. Therefore, the outer rotor 32 and the inner rotor 33 that can be operated independently can be arranged without increasing the axial dimension of the drive device 1, and thus the overall size of the device can be reduced.

  Here, differential rotation occurs between the outer rotor 32 and the inner rotor 33 when the vehicle is in the direct-pass type HV traveling and ENG traveling. In contrast, the drive device 1 includes a speed increasing mechanism 20 that outputs to the first drive shaft 12 a driving force increased so that the first drive shaft 12 rotates in the same direction as the input shaft 11. Thereby, the inner rotor 33 is rotated in the same direction as the rotation direction of the input shaft 11 by the speed increasing mechanism 20.

  That is, the rotation direction of the inner rotor 33 is the same as the rotation direction of the outer rotor 32 that rotates in the reverse direction to the output shaft 14. Therefore, for example, the differential rotation between the inner rotor 33 and the outer rotor 32 is reduced as compared with a case where a one-stage speed increasing mechanism that speeds up with a pair of gear pairs is employed. Thereby, in the drive device 1, generation of power loss in the double rotor type motor 30 is suppressed.

  The speed increasing mechanism 20 employs a two-stage speed increasing mechanism having two pairs of gears (a first gear pair 22 and a second gear pair 23). Thus, the speed increasing mechanism 20 can output the increased driving force to the first drive shaft 12 so that the first drive shaft 12 rotates in the same direction as the input shaft 11. Moreover, since it can be set as the structure which obtains the speed increase ratio requested | required in two steps, the design freedom of the speed increase mechanism 20 improves.

  In addition, the drive device 1 includes a dog clutch mechanism 50 that selectively couples the drive gear 15 a to the input shaft 11 so that the drive force can be transmitted between the input shaft 11 and the output shaft 14. As a result, the driving device 1 causes the differential mechanism 91 to output the driving force output from the engine 81 by the operation of the dog clutch mechanism 50 without passing through the speed increasing mechanism 20, the first drive shaft 12, and the double rotor type motor 30. Can be communicated to. Thereby, power loss can be reduced and the driving force output from the engine 81 can be efficiently transmitted.

  The drive device 1 employs a dog clutch mechanism 50 of a type that does not have a synchro mechanism as a connection / disconnection mechanism. Further, when the dog clutch mechanism 50 is brought into the connected state, the driving device 1 transmits the driving force to the input shaft 11 by controlling the rotational speed of the inner rotor 33, so that the input shaft 11 (the driving gear 15 a is provided). A motor control unit 72 that performs control to synchronize the rotation speed of the support shaft) and the rotation speed of the drive gear 15a.

  The dog clutch mechanism 50 is advantageous in that the number of parts is small compared to other types of connection / disconnection mechanisms and drag torque is not generated. However, since the dog clutch mechanism 50 is a type that does not have a synchronization mechanism, a certain degree of synchronization control is required to reduce the impact at the time of transition to the connected state. Therefore, in the driving apparatus 1 of the present embodiment, the motor control unit 72 rotates the inner rotor 33 at a predetermined rotation speed, and controls the rotation speed of the input shaft 11 via the speed increasing mechanism 20. Thereby, the rotation speed of the input shaft 11 and the rotation speed of the drive gear 15a of the engine output gear pair 15 are synchronized. Thus, by performing synchronous control with the motor driving force, the accuracy of the synchronous control can be improved as compared with the case of performing synchronous control with the engine driving force. Therefore, in the drive device 1 that employs the dog clutch mechanism 50, it is possible to suppress the generation of impact force at the time of connection.

Further, the drive shaft locking mechanism 61 is disposed in the axial range Rs where the speed increasing mechanism 20 is disposed in the axial direction of the input shaft 11.
The inner rotor 33 acts as a stator with respect to the outer rotor 32, for example, when the vehicle is in a twin motor EV traveling state. On the other hand, the drive device 1 regulates the rotation of the inner rotor 33 via the first drive shaft 12 by the drive shaft lock mechanism 61 in the twin motor type EV traveling. Thereby, the inner rotor 33 can be suitably acted as a stator for the outer rotor 32. Further, since the drive shaft locking mechanism 61 is disposed in the axial range Rs where the speed increasing mechanism 20 is disposed, it is possible to reduce the size of the entire apparatus by effectively using the space in the apparatus.

The parking lock mechanism 65 is disposed in the axial range Rs in which the speed increasing mechanism 20 is disposed in the axial direction of the input shaft 11.
With such a configuration, the drive device 1 restricts the rotation of the output shaft 14 by the parking lock mechanism 65 and restricts the rotation of the drive wheels 92L and 92R of the vehicle. As a result, the vehicle including the drive device 1 can reliably suppress the longitudinal movement of the vehicle by the operation of the parking lock mechanism 65 in the stopped state. Further, since the parking lock mechanism 65 is disposed in the axial range Rs where the speed increasing mechanism 20 is disposed, it is possible to reduce the size of the entire apparatus by effectively using the space in the apparatus.

<Second embodiment>
(1. Overall configuration of drive device 101)
As shown in FIG. 3, the drive device 101 in the second embodiment includes an input shaft 11, a first drive shaft 112, a second drive shaft 13, an output shaft 114, a speed increasing mechanism 120, and a double rotor. The mold motor 30, the dog clutch mechanism 150, the drive shaft lock mechanism 61, the parking lock mechanism 65, and the control device 70 are configured. Here, about the structure substantially the same as 1st embodiment, the same code | symbol is attached | subjected and described in FIG. 3, and detailed description is abbreviate | omitted.

  The first drive shaft 112 (corresponding to the “drive shaft” of the present invention) is rotatably supported by the housing H and is arranged coaxially with the input shaft 11. Output shaft 114 is connected to drive wheels 92L, 92R of the hybrid vehicle via final reduction gear 17 and differential mechanism 91. The input shaft 11 and the output shaft 114 are provided with an engine output gear pair 115. In the present embodiment, the engine output gear pair 115 includes a drive gear 115a (corresponding to the “second gear” of the present invention) and a driven gear 115b (corresponding to the “first gear” of the present invention). It is a gear mechanism.

  The drive gear 115 a of the engine output gear pair 115 is fixed to the input shaft 11. The driven gear 115b of the engine output gear pair 115 is provided to be rotatable relative to the output shaft 114, and meshes with the drive gear 115a. In the present embodiment, the engine output gear pair 115 generates a driving force between the input shaft 11 and the output shaft 114 by selectively connecting the driven gear 115b to the output shaft 114 by a dog clutch mechanism 150 described later. introduce. As described above, the output shaft 114 is a support shaft on which the driven gear 115b of the engine output gear pair 115 is provided.

(1-1. Speed increasing mechanism 120)
In this embodiment, the speed increasing mechanism 120 is a two-stage speed increasing mechanism that outputs rotation in the same direction as the input shaft 11 to the first drive shaft 112 by two pairs of gears. Specifically, the speed increasing mechanism 120 includes a countershaft 21, a first gear pair 122 (corresponding to the “first transmission mechanism” of the present invention), and a second gear pair 23 (“second transmission of the present invention”). Corresponding to “mechanism”). The first gear pair 122 is a gear mechanism that includes a drive gear 122a and a driven gear 122b.

  The drive gear 122 a of the first gear pair 122 is fixed to the input shaft 11. In the present embodiment, the drive gear 122a is the same member as the drive gear 115a of the engine output gear pair 115. That is, the drive gear 115 a of the engine output gear pair 115 is also used as a transmission element for inputting a driving force to the speed increasing mechanism 120. The driven gear 122b of the first gear pair 122 is fixed to the auxiliary shaft 21 and meshes with the drive gear 122a. With such a configuration, the speed increasing mechanism 120 enables transmission of the driving force between the two shafts so that the input shaft 11 and the first driving shaft 112 rotate in the same direction.

(1-2. Dog clutch mechanism 150)
The dog clutch mechanism 150 is a connection / disconnection mechanism that selectively couples the driven gear 115 b (122 a) of the engine output gear pair 115 provided to be rotatable relative to the output shaft 114 to the output shaft 114. In the connected state where the dog clutch mechanism 150 connects the driven gear 115b to the output shaft 114, the input shaft 11 and the output shaft 14 are mechanically connected by the engine output gear pair 115, and the drive gear 115a and the driven gear 115 are driven. Based on the gear ratio constituted by the gear 115b, the driving force can be transmitted to each other.

  In contrast, in a disconnected state where the dog clutch mechanism 150 does not connect the driven gear 115b to the output shaft 114, the input shaft 11 and the output shaft 14 are not mechanically connected and can rotate independently of each other. It becomes. Therefore, when the dog clutch mechanism 150 is in the disconnected state, the driving force is not directly transmitted between the input shaft 11 and the output shaft 14.

  The dog clutch mechanism 150 includes a clutch hub 151, a sleeve 152, and a clutch ring 153. The clutch hub 151 is fixed to the output shaft 114 which is a support shaft provided with the driven gear 115b, and rotates integrally with the output shaft 114. An external spline extending in the axial direction of the output shaft 114 is formed on the outer peripheral surface of the clutch hub 151.

  On the inner peripheral surface of the sleeve 152, an internal spline that is slidably engaged with an external spline of the clutch hub 151 is formed. As a result, the sleeve 152 is fitted to the clutch hub 151 so as not to rotate relative to the clutch hub 151 and to be relatively movable in the axial direction of the output shaft 114 (support shaft provided with the driven gear 115b).

  In this embodiment, the clutch ring 153 is integrally fixed to the driven gear 115b of the engine output gear pair 115. The clutch ring 153 meshes with the sleeve 152 in a detachable manner according to the axial position of the sleeve 152. With such a configuration, the dog clutch mechanism 150 can transmit a driving force between the input shaft 11 and the output shaft 114 via the engine output gear pair 115 by movement control of the sleeve 152 in the axial direction.

(2. Drive device operation, synchronous control, regenerative control)
About operation | movement of a drive device 101, synchronous control, and regenerative control, since it is substantially the same as 1st embodiment, detailed description is abbreviate | omitted. Here, in the drive device 101 of the second embodiment, the output shaft 114 is provided with a driven gear 115b that can rotate relative to the support shaft in the engine output gear pair 115. Therefore, as described above, the dog clutch mechanism 150 that is a connection / disconnection mechanism is provided on the output shaft 114 side.

  Even in such a configuration, the synchronization control can be performed as in the first embodiment. More specifically, the synchronization control is performed by transmitting a driving force to the driven gear 115b so that the driven gear 115b has a predetermined rotation speed. In the present embodiment, the motor control unit 72 controls the speed increasing mechanism 20 and the drive gear 115a (by controlling the number of rotations of the inner rotor 33 of the double rotor type motor 30 when the dog clutch mechanism 150 is in the connected state. The driving force is transmitted to the driven gear 115b via 112a). Thereby, the motor control unit 72 synchronizes the rotation speed of the output shaft 114 (support shaft provided with the driven gear 115b) and the rotation speed of the driven gear 115b of the engine output gear pair 115.

(3. Effects of the configuration of the second embodiment)
The drive device 101 described above has the same effect as the first embodiment. In the drive device 101 of the second embodiment, the first drive shaft 112 is disposed coaxially with the input shaft 11. Thereby, the physique of the radial direction of the input shaft 11 in the drive device 101 becomes small. Therefore, the drive device 101 can be mounted at a lower position in the vehicle as compared with the configuration in which the first drive shaft 112 is arranged in parallel with the input shaft 11. Therefore, the center of gravity of the vehicle can be lowered and the traveling performance of the vehicle can be improved.

  Further, the drive gear 115a of the engine output gear pair 115 is fixed to the input shaft 11, and is also used as a transmission element (drive gear 122a) for inputting a driving force to the speed increasing mechanism 120. Thereby, the number of parts in the drive device 101 can be reduced. Further, the size of the input shaft 11 in the drive device 101 in the axial direction is reduced, and the overall size of the device can be reduced.

<Third embodiment>
(1. Overall configuration of drive device 201)
As shown in FIG. 4, the drive device 201 in the third embodiment includes an input shaft 211, a first drive shaft 12, a second drive shaft 13, an output shaft 14, a speed increasing mechanism 220, and a double rotor. The die motor 30, the dog clutch mechanism 50, the drive shaft lock mechanism 61, the parking lock mechanism 65, and the control device 70 are configured. Here, about the structure substantially the same as 1st embodiment, the same code | symbol is attached | subjected and described in FIG. 4, and detailed description is abbreviate | omitted.

(1-1. Speed increasing mechanism 220)
Here, in the first embodiment, the speed increasing mechanism 20 of the drive device 1 is a two-stage speed increasing mechanism having two pairs of gears. On the other hand, the speed increasing mechanism 220 of the third embodiment employs a planetary gear mechanism. Specifically, as shown in FIG. 4, the drive device 201 includes a speed increasing mechanism 220 that is a planetary gear mechanism. The speed increasing mechanism 220 includes a sun gear 221, a plurality of planetary gears 222, a ring gear 223, and a carrier 224.

  The sun gear 221 is fixed to the first drive shaft 12 and rotates integrally with the first drive shaft 12. The plurality of planetary gears 222 are disposed on the outer peripheral side of the sun gear 221 and mesh with the sun gear 221. The ring gear 223 is fixed to the housing H so as not to rotate, and meshes with a plurality of planetary gears 222 located on the inner peripheral side. The carrier 224 supports the plurality of planetary gears 222 in a rotatable manner. The carrier 224 is fixed to the input shaft 211 and rotates integrally with the input shaft 211.

(2. Drive device operation, synchronous control, regenerative control)
In the speed increasing mechanism 220 having such a configuration, when the driving force output from the engine 81 is input via the input shaft 211, the carrier 224 first rotates in the same direction as the engine 81. Then, the plurality of planetary gears 222 revolve around the rotation axis of the sun gear 221 and in the same direction as the input shaft 211. At this time, since the planetary gear 222 meshes with the ring gear 223 fixed to the housing H, the planetary gear 222 rotates around the rotation axis of the planetary gear 222 and in the direction opposite to the input shaft 211.

  The sun gear 221 that meshes with the plurality of planetary gears 222 rotates in the opposite direction to the planetary gear 222. That is, the sun gear 221 rotates in the same direction as the input shaft 211. Thereby, the driving force increased according to the gear ratio constituted by each element is output to the first drive shaft 12. In addition, since operation | movement of the drive device 101, synchronous control, and regenerative control are substantially the same as 1st embodiment, detailed description is abbreviate | omitted.

(3. Effects of the configuration of the third embodiment)
The drive device 201 described above includes a speed increasing mechanism 220 that is a planetary gear mechanism, and has the same effects as the first embodiment. In the drive device 201, the input shaft 211 and the first drive shaft 12 are arranged coaxially, similarly to the drive device 101 of the second embodiment. Thereby, the drive apparatus 201 of 3rd embodiment has an effect similar to the effect by the said structure of the drive apparatus 201 of 2nd embodiment.

<Fourth embodiment>
(1. Overall configuration of drive device 301)
As shown in FIG. 5, the drive device 301 in the fourth embodiment includes an input shaft 11, a first drive shaft 312, a second drive shaft 13, an output shaft 14, a speed increasing mechanism 20, and a double rotor. The mold motor 30, the dog clutch mechanism 350, the drive shaft lock mechanism 61, the parking lock mechanism 65, and the control device 70 are configured. Here, about the structure substantially the same as 1st embodiment, the same code | symbol is attached | subjected and described in FIG. 5, and detailed description is abbreviate | omitted.

  Here, in the first, second, and third embodiments, the driving devices 1, 101, 201 are for engine output that can transmit driving force between the input shafts 11, 211 and the output shafts 14, 114. Gear pairs 15 and 115 are provided. In contrast, the driving device 301 of the fourth embodiment enables transmission of driving force between the first driving shaft 312 and the output shaft 14 using the motor output gear pair 316 and the dog clutch mechanism 350. Thus, a configuration is adopted in which the driving force of the engine 81 accelerated by the speed increasing mechanism 20 can be output to the output shaft 14.

(1-1. Motor output gear pair 316)
The first drive shaft 312 (corresponding to the “drive shaft” of the present invention) is rotatably supported by the housing H and is disposed in parallel with the input shaft 11. The second drive shaft 13 is disposed coaxially with the first drive shaft 312. The second drive shaft 13 is supported so as to be rotatable relative to the first drive shaft 312. The second drive shaft 13 and the output shaft 14 are provided with a motor output gear pair 316. In the present embodiment, the motor output gear pair 316 is a gear mechanism including a drive gear 316a and a driven gear 316b. The drive gear 316 a of the motor output gear pair 316 is fixed to the second drive shaft 13.

  The driven gear 316b of the motor output gear pair 316 is fixed to the output shaft 14 and meshes with the drive gear 316a. The motor output gear pair 16 transmits a driving force between the second drive shaft 13 and the output shaft 14. In the present embodiment, the motor output gear pair 316 includes a first drive shaft 312 and an output shaft 14 that are selectively connected to the first drive shaft 312 by a dog clutch mechanism 350 described later. The driving force is transmitted between the two. That is, the motor output gear pair 316 has a function of transmitting the driving force of the engine 81 accelerated by the speed increasing mechanism 20 from the first drive shaft 312 to the output shaft 14.

  Here, the second drive shaft 13 is provided to be rotatable relative to the first drive shaft 312. Therefore, the drive gear 316a of the motor output gear pair 316 fixed to the second drive shaft 13 is provided to be rotatable relative to the first drive shaft 112, and corresponds to the “first gear” of the present invention. To do. The driven gear 316b of the motor output gear pair 316 is fixed to the output shaft 14 and is provided so as to mesh with the drive gear 316a, and corresponds to the “second gear” of the present invention.

(1-2. Dog clutch mechanism 350)
The dog clutch mechanism 350 is a connection / disconnection mechanism that selectively couples the drive gear 316 a of the motor output gear pair 316 provided to be rotatable relative to the first drive shaft 112 to the first drive shaft 112. . In the connected state where the dog clutch mechanism 350 is connected to the first drive shaft 112, the first drive shaft 112 and the output shaft 14 are mechanically connected by the motor output gear pair 316, and the drive Based on the gear ratio constituted by the gear 316a and the driven gear 316b, the driving force can be transmitted to each other.

  On the other hand, in a disconnected state where the dog clutch mechanism 350 does not connect the drive gear 316a to the first drive shaft 112, the first drive shaft 112 and the output shaft 14 are not mechanically connected and are independent from each other. And can be rotated. Therefore, the driving force is not directly transmitted between the first drive shaft 112 and the output shaft 14 in the disconnected state of the dog clutch mechanism 350.

  The dog clutch mechanism 350 includes a clutch hub 351, a sleeve 352, and a clutch ring 353. The clutch hub 351 is fixed to the first drive shaft 112 that is a support shaft that supports the drive gear 316 a so as to be relatively rotatable, and rotates integrally with the first drive shaft 112. On the outer peripheral surface of the clutch hub 351, an external spline extending in the axial direction of the first drive shaft 112 is formed.

  On the inner peripheral surface of the sleeve 352, an internal spline that is slidably engaged with an external spline of the clutch hub 351 is formed. As a result, the sleeve 352 is fitted to the clutch hub 351 such that the sleeve 352 cannot rotate relative to the clutch hub 351 and can move relative to the axial direction of the first drive shaft 112.

  In the present embodiment, the clutch ring 353 is integrally fixed to the drive gear 316a of the motor output gear pair 316. The clutch ring 353 meshes with the sleeve 352 so as to be detachable in accordance with the axial position of the sleeve 352. With such a configuration, the dog clutch mechanism 350 can transmit a driving force between the first drive shaft 112 and the output shaft 14 via the motor output gear pair 316 by the axial movement control of the sleeve 352. .

(2. Drive device operation, synchronous control, regenerative control)
About operation | movement of a drive device 301, synchronous control, and regenerative control, since it is substantially the same as 1st embodiment, detailed description is abbreviate | omitted. Here, in the driving device 301 of the fourth embodiment, the motor output gear pair 316 transmits the driving force of the double rotor type motor 30 to the output shaft 14 and the driving force of the engine 81 by the operation of the dog clutch mechanism 350. Can be transmitted to the output shaft 14.

(3. Effects of the configuration of the fourth embodiment)
The drive device 301 described above has the same effect as the first embodiment. Further, as described above, the driving device 301 enables the motor output gear pair 316 to transmit the driving force of the engine 81 to the output shaft 14. Therefore, the drive device 301 of the fourth embodiment can reduce the number of parts compared to the configuration in which the engine output gear pair is provided separately from the motor output gear pair 316.

  Further, according to the configuration of the drive device 301, the inner rotor 33 is mechanically coupled to the outer rotor 32 according to the connection state of the dog clutch mechanism 350, and the double rotor type motor 30 has a coupling state in which both members rotate integrally. Become. Thereby, in operation | movement of the drive device 301 according to the driving | running | working state of a vehicle, the power consumption when it is necessary to make the double rotor type motor 30 into a coupling state can be reduced.

<Fifth embodiment>
(1. Overall configuration of drive device 401)
As shown in FIG. 6, the drive device 401 according to the fifth embodiment includes an input shaft 11, a first drive shaft 12, a second drive shaft 13, an output shaft 14, an engine output gear unit 415, The speed mechanism 20, the double rotor type motor 30, the power supply device 40, the dog clutch mechanism 50, the drive shaft lock mechanism 61, the parking lock mechanism 65, and the control device 70 are configured. Here, about the structure substantially the same as 1st embodiment, the same code | symbol is attached | subjected and described in FIG. 6, and detailed description is abbreviate | omitted.

(1-1. Gear unit for engine output 415)
The engine output gear unit 415 includes an intermediate shaft 415a, a first drive gear 415b (corresponding to the “first gear” of the present invention), and a driven gear 415c (corresponding to the “second gear” of the present invention). And a second drive gear 415d (corresponding to the “third gear” of the present invention).

  The intermediate shaft 415 a is rotatably supported by the housing H and is disposed in parallel with the input shaft 11. In the present embodiment, the first drive gear 415 b is provided to be rotatable relative to the input shaft 11. The driven gear 415c is fixed to the intermediate shaft 415a and meshes with the first drive gear 415b. The second drive gear 415d is fixed to the intermediate shaft 415a. The second drive gear 415d, the differential shaft 91 of the differential mechanism 91 interposed between the output shaft 14 and the drive wheels 92L and 92R, and the phase where the final reduction gear 17 meshes with the differential ring gear 91a are different from each other. Mesh.

  The engine output gear unit 415 transmits a driving force between the input shaft 11 and the differential mechanism 91 by selectively connecting the first drive gear 415 b to the input shaft 11 by the dog clutch mechanism 50. With such a configuration, the intermediate shaft 415a rotates in the direction opposite to the rotation direction of the input shaft 11 when the dog clutch mechanism 50 is in the connected state. Therefore, for example, when the input shaft 11 rotates clockwise, the first drive shaft 12, the second drive shaft 13, and the diff ring gear 91 a of the differential mechanism 91 are in the same direction as the input shaft 11. Each rotates around.

(2. Drive device operation, synchronous control, regenerative control)
About operation | movement of a drive device 401, synchronous control, and regeneration control, since it is substantially the same as 1st embodiment, detailed description is abbreviate | omitted. Here, in the driving device 401 of the fifth embodiment, the engine output gear unit 415 is configured to be able to input the driving force of the engine 81 directly to the differential mechanism 91. That is, in the traveling state (ENG traveling, HV traveling) by the driving force of the engine 81, the driving force of the engine 81 is transmitted to the differential mechanism 91 without passing through the output shaft 14.

(3. Effects of the configuration of the fifth embodiment)
The drive device 401 described above has the same effect as the first embodiment. Further, as described above, the drive device 401 enables the engine output gear unit 415 to directly transmit the driving force of the engine 81 to the differential mechanism 91. Therefore, the driving force can be transmitted more efficiently than the configuration in which the driving force of the engine 81 passes through the output shaft 14.

<Sixth embodiment>
As shown in FIG. 7, the drive device 501 in the sixth embodiment includes an input shaft 11, a first drive shaft 512, a second drive shaft 513, an output shaft 14, a speed increasing mechanism 20, and a double rotor. The mold motor 530, the power supply device 40, the dog clutch mechanism 50, the drive shaft lock mechanism 61, the parking lock mechanism 65, and the control device 70 are configured. Here, about the structure substantially the same as 1st embodiment, the same code | symbol is attached | subjected and described in FIG. 7, and detailed description is abbreviate | omitted.

  Here, in the first embodiment, the double rotor type motor 30 includes a stator 31 (stator), an outer rotor 32 (first rotor), and an inner rotor 33 (second rotor) arranged in order from the outer peripheral side. Composed. On the other hand, the double rotor type motor may be configured by arranging a stator, a first rotor, and a second rotor in order from the inner peripheral side. Specifically, as shown in FIG. 7, in the double rotor type motor 530 of the driving device 501, the members are arranged in the reverse order of the first embodiment.

  The double rotor type motor 530 includes a stator 531 (corresponding to “stator” of the present invention), an inner rotor 532 (corresponding to “first rotor” of the present invention), and an outer rotor 533 (“first rotor” of the present invention). Corresponding to “two rotors”. The inner rotor 532 is integrally connected to the second drive shaft 513. The outer rotor 533 is integrally connected to the first drive shaft 512. In the present embodiment, since the first rotor (inner rotor 532) is disposed on the inner peripheral side of the second rotor (outer rotor 533), the second drive shaft 513 is configured as shown in FIG. Arranged on the inner peripheral side of one drive shaft 512 to be relatively rotatable. The drive device 601 of the present embodiment having such a configuration has the same effects as the first embodiment.

<Seventh embodiment>
As shown in FIG. 8, the drive device 601 in the seventh embodiment includes an input shaft 11, a first drive shaft 12, a second drive shaft 13, an output shaft 14, a speed increasing mechanism 20, and a double rotor. The mold motor 30, the power supply device 40, the dog clutch mechanism 50, the drive shaft lock mechanism 61, the parking lock mechanism 65, and the control device 70 are configured. Here, about the structure substantially the same as 1st embodiment, the same code | symbol is attached | subjected and described in FIG. 8, and detailed description is abbreviate | omitted.

  Here, in the first embodiment, the drive device 1 includes an engine output gear pair 15 and a motor output gear pair 16. In contrast, the driven gear 15b of the engine output gear pair 15 and the driven gear 16b of the motor output gear pair 16 may be combined. Specifically, as shown in FIG. 8, the drive device 601 includes an engine output gear pair 615 and a motor output gear pair 616 in which the driven gears 615 b and 616 b are also used.

  The engine output gear pair 615 is a gear mechanism including a drive gear 615a (corresponding to the “first gear” of the present invention) and a driven gear 615b (corresponding to the “second gear” of the present invention). The drive gear 615 a of the engine output gear pair 615 is provided to be rotatable relative to the input shaft 11. The driven gear 615b of the engine output gear pair 615 is fixed to the output shaft 14 and meshes with the drive gear 615a. The engine output gear pair 615 transmits the driving force between the input shaft 11 and the output shaft 14 by selectively connecting the drive gear 615 a to the input shaft 11 by the dog clutch mechanism 50.

  The motor output gear pair 616 is a gear mechanism including a drive gear 616a and a driven gear 616b. The drive gear 616 a of the motor output gear pair 616 is fixed to the second drive shaft 13. The driven gear 616b of the motor output gear pair 616 is fixed to the output shaft 14 and meshes with the drive gear 616a. In the present embodiment, the driven gear 616b is the same member as the driven gear 615b of the engine output gear pair 615. That is, the drive gear 615 a of the engine output gear pair 615 is also used as the motor output gear pair 616.

  According to the drive device 601 having such a configuration, the number of parts can be reduced and the drive device 601 can be reduced as compared with the case where the engine output gear pair 615 and the motor output gear pair 616 are arranged at different axial positions. The physique in the axial direction can be reduced. Thereby, size reduction as the whole apparatus can be achieved.

<Modification of Embodiment>
In the first, second, and fourth to seventh embodiments, the speed increasing mechanisms 20 and 120, which are two-stage speed increasing mechanisms, are the first gear pair 22 and 122 and the second speed increasing mechanism. Two gear pairs 23 and 123 are provided. On the other hand, the first transmission mechanism and the second transmission mechanism can employ various modes in addition to the gear mechanism as long as the first transmission mechanism and the second transmission mechanism can transmit the driving force while reversing each. For example, as the first transmission mechanism and the second transmission mechanism, the speed increasing mechanism may transmit the driving force while increasing the speed in two stages by a combination of a sprocket and a chain, a pulley and an endless belt, or the like.

  Further, the driving devices 1 to 601 employ dog clutch mechanisms 50, 150, and 350 as connection / disconnection mechanisms. On the other hand, the connecting devices 1 to 601 may apply a connection / disconnection mechanism having a synchro mechanism or a wet multi-plate clutch mechanism. Even in such a configuration, the driving force can be selectively transmitted between the input shaft 11 and the output shafts 14 and 114 as in the embodiment. However, from the viewpoint of the number of parts and the like, it is preferable to employ the dog clutch mechanisms 50, 150, and 350 as illustrated in the embodiment.

  In the first, third, sixth, and embodiment, the connection / disconnection mechanism (dog clutch mechanism 50) is a support shaft provided with the first gear (drive gear 15a) of the input shaft 11 and the output shaft 14. Provided on the input shaft 11 side. On the other hand, the connection / disconnection mechanism may be provided on the output shaft 14 side as in the dog clutch mechanism 150 of the second embodiment. In such a configuration, the engine output gear pair includes a first gear provided to be rotatable relative to the output shaft 14 and a second gear fixed to the input shaft 11 and meshing with the first gear. The connection / disconnection mechanism selectively connects the first gear to the output shaft 14.

  Similarly, in the fourth embodiment, the connection / disconnection mechanism (dog clutch mechanism 350) may be provided on the output shaft 14 side. In such a configuration, an engine output gear pair is provided on the first drive shaft 312 and the output shaft 14 separately from the motor output gear pair 316, and the driven gear of the engine output gear pair (the “first output of the present invention” (Corresponding to “gear”) is provided to be rotatable relative to the output shaft 14.

  Furthermore, also in the fifth embodiment, the connection / disconnection mechanism (dog clutch mechanism 50) may be provided on the intermediate shaft 415a side. In such a configuration, the engine output gear unit 415 has a first drive gear (corresponding to the “second gear” of the present invention) fixed to the input shaft 11 and a driven gear (the “first gear” of the present invention). Is provided so as to be relatively rotatable with respect to the intermediate shaft 415a.

  As described above, the connection / disconnection mechanism (dog clutch mechanism 50, 150, 350) is provided on the support shaft on the differential mechanism 91 side. For example, in the traveling state in which the engine 81 is stopped (EV traveling), the inner rotor 33 is When the power generation used is not required, it is advantageous in that the rotation of the engine output gear pair accompanying the rotation of the output shaft 14 is suppressed. On the other hand, as exemplified in the embodiment, the configuration in which the connecting / disconnecting mechanism (dog clutch mechanism 50, 150, 350) is provided on the support shaft on the engine 81 side uses the inner rotor 33, for example, when the vehicle is stopped. When power generation is required, it is advantageous in that the rotation of the engine output gear pair accompanying the rotation of the input shaft 11 is suppressed.

<Appendix>
(Configuration corresponding to the first to seventh embodiments)
The driving devices 1, 101, 201, 301, 401, 501, 601 are input shafts 11, 211 for inputting driving force output from the engine 81, and driving shafts arranged parallel or coaxially with the input shafts 11, 211. (The first drive shafts 12, 112, 212, 312, 512), the output shafts 14, 114 connected to the drive wheels 92L, 92R of the vehicle, and the drive force input from the input shafts 11, 211 are increased. In addition, the driving force increased so that the drive shaft (first drive shafts 12, 112, 212, 312, 512) rotates in the same direction as the input shafts 11, 211 is applied to the drive shaft (first drive shaft 12, 112, 212, 312 and 512), and a double rotor type motor 30 and 530.
The double rotor type motors 30 and 530 are disposed between the stator (stator 31 and 530) and the stator (stator 31 and 530) with a predetermined radial distance therebetween and the output shafts 114 and 114. Between the first rotor (the outer rotor 32 and the inner rotor 532) and the first rotor (the outer rotor 32 and the inner rotor 532) that are coupled to the output shafts 14 and 114 so that the driving force can be transmitted between them. The drive shafts (first drive shafts 12, 112, 212, 312, and 312 are arranged at predetermined intervals and rotate integrally with the drive shafts (first drive shafts 12, 112, 212, 312 and 512). 512) and a second rotor (an inner rotor 33, an outer rotor 533) coupled to each other.

  According to such a configuration, the outer rotors 32 and 533 and the inner rotors 33 and 532 that can be operated independently without increasing the axial dimension of the driving devices 1, 101, 201, 301, 401, 501, and 601 are arranged. Therefore, the overall size of the apparatus can be reduced. Further, in the driving devices 1, 101, 201, 301, 401, 501, 601, the differential rotation between the inner rotor 33 and the outer rotor 32 can be reduced, so that power loss in the double rotor type motors 30, 530 is suppressed.

  In the drive device 101 of the second embodiment, the first drive shaft 112 is disposed coaxially with the input shaft 11. Similarly, in the drive device 201 of the third embodiment, the input shaft 211 and the first drive shaft 12 are coaxially arranged. Thereby, the physique of the radial direction of the input shafts 11 and 211 in the drive devices 101 and 201 becomes small. Therefore, the drive devices 101 and 201 can be mounted at a lower position in the vehicle as compared with the configuration in which the first drive shaft is arranged in parallel with the input shaft. Therefore, the center of gravity of the vehicle can be lowered and the traveling performance of the vehicle can be improved.

(Configuration corresponding to the first, second, fourth to seventh embodiments)
In the driving device 1, 101, 201, 301, 401, 501, 601 of claim 1, the speed increasing mechanism 20, 120 includes a sub shaft 21 arranged in parallel with the input shaft 11, and the input shaft 11 and the sub shaft 21. Between the first transmission mechanism (first gear pair 22, 122) and the auxiliary shaft 21 and the drive shaft (first drive shafts 12, 112, 312, 512). While transmitting, it has the 2nd transmission mechanism (2nd gear pair 23) arrange | positioned in the different axial direction position in the subshaft 21 with the 1st transmission mechanism (1st gear pair 22,122).

  According to such a configuration, the speed increasing mechanisms 20 and 120 employ a two-stage speed increasing mechanism having two pairs of gears (first gear pair 22 and 122 and second gear pair 23). As a result, the speed increasing mechanisms 20 and 120 transmit the increased driving force to the first drive shafts 12, 112, and 112 so that the first drive shafts 12, 112, 312, and 512 rotate in the same direction as the input shaft 11. 312 and 512. Moreover, since it can be set as the structure which obtains the speed increase ratio requested | required in two steps, the design freedom of the speed increase mechanisms 20 and 120 improves.

(Configuration corresponding to the first to third, sixth, and seventh embodiments)
The drive devices 1, 101, 201, 501, 601 are first gears (drive gears 15a, 615a, driven gear 115b) provided to be rotatable relative to one of the input shafts 11, 211 and the output shafts 14, 114. And second gears (driven gears 15b, 615b, drive gear 115a) which are fixed to the other of the input shafts 11, 211 and the output shafts 14, 114 and mesh with the first gears (drive gears 15a, 615a, driven gear 115b). ) And the first gear (drive gears 15a, 615a, driven gear 115b) are selectively connected to one of the input shafts 11, 211 and the output shafts 14, 114, and the input shafts 11, 211 and the output shaft 14 , 114 is further provided with a connecting / disconnecting mechanism (dog clutch mechanisms 50, 150) capable of transmitting a driving force to and from them.

  According to such a configuration, the driving devices 1, 101, 201, 501, 601 use the driving force output from the engine 81 by the operation of the dog clutch mechanisms 50, 150 as the speed increasing mechanisms 20, 120, 220, the first drive shaft. 12, 112, 212, 512 and the double rotor type motors 30, 530 can be transmitted to the differential mechanism 91. Thereby, power loss can be reduced and the driving force output from the engine 81 can be efficiently transmitted.

(Configuration corresponding to the second embodiment)
In the drive device 101, the drive shaft (first drive shaft 112) is disposed coaxially with the input shaft 11. The first gear (driven gear 115b) is provided to be rotatable relative to the output shaft 114. The second gear (drive gear 115 a) is fixed to the input shaft 11 and also serves as a transmission element that inputs driving force to the speed increasing mechanism 120.

  According to such a configuration, the number of parts in the drive device 101 can be reduced. Further, the size of the input shaft 11 in the drive device 101 in the axial direction is reduced, and the overall size of the device can be reduced.

(Configuration corresponding to the fourth embodiment)
The drive device 301 includes a first gear (drive gear 316a) provided to be rotatable relative to one of the drive shaft (first drive shaft 312) and the output shaft 14, a drive shaft (first drive shaft 312), and A second gear (driven gear 316b) fixed to the other of the output shaft 14 and meshed with the first gear (drive gear 316a), a first gear (drive gear 316a) as a drive shaft (first drive shaft 312), and A connecting / disconnecting mechanism (dog clutch mechanism 350) that is selectively connected to one of the output shafts 14 so that the driving force can be transmitted between the driving shaft (first driving shaft 312) and the output shaft 14. Further prepare.

  According to such a configuration, the drive device 301 enables the motor output gear pair 316 to transmit the driving force of the engine 81 to the output shaft 14 as described above. Therefore, the drive device 301 can reduce the number of parts compared to the configuration in which the engine output gear pair is provided separately from the motor output gear pair 316. Further, according to the configuration of the drive device 301, the inner rotor 33 is mechanically coupled to the outer rotor 32 according to the connection state of the dog clutch mechanism 350, and the double rotor type motor 30 has a coupling state in which both members rotate integrally. Become. Thereby, in operation | movement of the drive device 301 according to the driving | running | working state of a vehicle, the power consumption when it is necessary to make the double rotor type motor 30 into a coupling state can be reduced.

(Configuration corresponding to the fifth embodiment)
The drive device 401 includes an intermediate shaft 415a disposed in parallel with the input shaft 11, a first gear (first drive gear 415b) provided to be rotatable relative to one of the input shaft 11 and the intermediate shaft 415a, A second gear (driven gear 415c) fixed to the other of the input shaft 11 and the intermediate shaft 415a and meshed with the first gear (first drive gear 415b), fixed to the intermediate shaft 415a, the output shaft 14 and the drive wheel The third gear (second drive gear 415d) meshing with the ring gear 91a of the differential mechanism 91 interposed between 92L and 92R and the first gear (first drive gear 415b) are connected to the input shaft 11 and the intermediate shaft 415a. A connection / disconnection mechanism (dog clutch mechanism 50) that is selectively connected to one side and that can transmit a driving force between the input shaft 11 and the differential mechanism 91 is further provided.

  According to such a configuration, the driving device 401 enables the engine output gear unit 415 to directly transmit the driving force of the engine 81 to the differential mechanism 91. Therefore, the driving force can be transmitted more efficiently than the configuration in which the driving force of the engine 81 passes through the output shaft 14.

(Configuration corresponding to the first to seventh embodiments)
In the driving devices 1, 101, 201, 301, 401, 501, 601, the connection / disconnection mechanism (dog clutch mechanisms 50, 150, 350) is the first gear (drive gears 15 a, 316 a, 615 a, driven gear 115 b, first drive The clutch hubs 51, 151, 351 fixed to the support shaft (input shafts 11, 211, output shaft 114, first drive shaft 312) provided with the gear 415b), and relative to the clutch hubs 51, 151, 351 Sleeves 52, 152, and 352 fitted to the clutch hubs 51, 151, and 351 so as to be non-rotatable and relatively movable in the axial direction of the support shafts (input shafts 11, 211, output shaft 114, first drive shaft 312); The sleeves 52, 152, 35 are fixed to the first gears (drive gears 15a, 316a, 615a, driven gear 115b, first drive gear 415b). A clutch ring 53,153,353 of the sleeve 52,152,352 and detachably engaged in accordance with the axial position of a dog clutch mechanism 50,150,350 with.
The driving devices 1, 101, 201, 301, 401, 501, and 601 control the rotation speed of the second rotor (the inner rotor 33 and the outer rotor 533) when the dog clutch mechanisms 50, 150, and 350 are brought into a connected state. Thus, the rotational speed of the support shaft (input shafts 1121, output shaft 114, first drive shaft 312) and the rotation of the first gear (drive gears 15a, 316a, 615a, driven gear 115b, first drive gear 415b). A motor control unit 72 that synchronizes the number is further provided.

  According to such a configuration, by performing the synchronous control with the motor driving force, the accuracy of the synchronous control can be improved as compared with the case of performing the synchronous control with the engine driving force. Therefore, in the driving devices 1, 101, 201, 301, 401, 501, and 601 that employ the dog clutch mechanisms 50, 150, and 350, it is possible to suppress the generation of impact force at the time of connection.

(Configuration corresponding to the first, fourth to seventh embodiments)
The driving devices 1, 301, 401, 501, and 601 are disposed in the axial range Rs in which the speed increasing mechanism 20 is disposed in the axial direction of the input shaft 11, and the driving shafts (first driving shafts 12, 312, and 512) are arranged. A drive shaft locking mechanism 61 that restricts rotation is further provided.

  According to such a configuration, the inner rotor 33 (or the outer rotor 533) can be suitably acted as a stator for the outer rotor 32 (or the inner rotor 532) by the operation of the drive shaft locking mechanism 61. Further, since the drive shaft locking mechanism 61 is disposed in the axial range Rs where the speed increasing mechanism 20 is disposed, it is possible to reduce the size of the entire apparatus by effectively using the space in the apparatus.

(Configuration corresponding to the first, fourth to seventh embodiments)
The driving devices 1, 301, 401, 501, and 601 are further provided with a parking lock mechanism 65 that is disposed in the axial range Rs where the speed increasing mechanism 20 is disposed in the axial direction of the input shaft 11 and restricts the rotation of the output shaft 14. Prepare.

  According to such a configuration, the vehicle including the driving devices 1, 301, 401, 501, and 601 can reliably suppress the front-rear movement of the vehicle by the operation of the parking lock mechanism 65 in the stopped state. Further, since the parking lock mechanism 65 is disposed in the axial range Rs where the speed increasing mechanism 20 is disposed, it is possible to reduce the size of the entire apparatus by effectively using the space in the apparatus.

1, 101, 201, 301, 401, 501, 601: Driving device 11, 211: Input shaft (support shaft)
12, 112, 212, 512: first drive shaft (drive shaft)
312: First drive shaft (drive shaft, support shaft)
13, 213, 513: second drive shaft, 14: output shaft, 114: output shaft (support shaft)
15, 115, 615: Gear pair for engine output 15a, 615a: Drive gear (first gear)
15b, 615b: driven gear (second gear)
115a: drive gear (second gear), 115b: driven gear (first gear)
415: engine output gear unit 415a: intermediate shaft, 415b: first drive gear (first gear)
415c: driven gear (second gear), 415d: second drive gear (third gear)
16, 316, 616: motor output gear pair 16a, 616a: drive gear, 16b, 616b: driven gear 316a: drive gear (first gear), 316b: driven gear (second gear)
17: Final reduction gear 20, 120, 220: Speed increasing mechanism 21: Sub shaft 22, 122: First gear pair (first transmission mechanism)
22a, 122a: driving gear, 22b, 122b: driven gear 23: second gear pair (second transmission mechanism), 23a: driving gear, 23b: driven gear 221: sun gear, 222: planetary gear, 223: ring gear 224: carrier 30 , 530: Double rotor type motor 31, 531: Stator (stator)
32: Outer rotor (first rotor), 33: Inner rotor (second rotor)
532: Inner rotor (first rotor), 533: Outer rotor (second rotor)
40: Power supply device 41: First inverter 42: Second inverter 43: Battery 50, 150, 350: Dog clutch mechanism (connection / disconnection mechanism)
51, 151, 351: Clutch hub 52, 152, 352: Sleeve 53, 153, 353: Clutch ring 61: Drive shaft lock mechanism, 65: Parking lock mechanism 70: Control device 71: Engine control unit, 72: Motor control unit 81: Engine 91: Differential mechanism, 91a: Differential ring gear (ring gear)
92L, 92R: Drive wheel Rs: Axial range (where speed increasing mechanism is arranged) H: Housing

Claims (9)

An input shaft for inputting the driving force output by the engine;
A drive shaft arranged parallel or coaxial with the input shaft;
An output shaft coupled to the drive wheels of the vehicle;
A speed increasing mechanism for increasing the driving force input from the input shaft and outputting the increased driving force to the driving shaft so that the driving shaft rotates in the same direction as the input shaft;
A first rotor arranged at a predetermined interval in a radial direction between the stator and the stator and connected to the output shaft so as to be able to transmit a driving force to and from the output shaft; A double rotor type having a second rotor that is disposed with a predetermined interval in a radial direction between the first rotor and connected to the drive shaft so as to rotate integrally with the drive shaft A motor,
A drive device comprising: The speed increasing mechanism is
A sub-axis arranged parallel to the input axis;
A first transmission mechanism for transmitting a driving force between the input shaft and the auxiliary shaft;
A second transmission mechanism that transmits driving force between the auxiliary shaft and the driving shaft, and the first transmission mechanism is disposed at a different axial position of the auxiliary shaft;
The driving device according to claim 1, comprising: A first gear provided to be rotatable relative to one of the input shaft and the output shaft;
A second gear fixed to the other of the input shaft and the output shaft and meshing with the first gear;
A connection / disconnection mechanism that selectively connects the first gear to one of the input shaft and the output shaft, and enables transmission of driving force between the input shaft and the output shaft;
The driving device according to claim 1, further comprising: The drive shaft is disposed coaxially with the input shaft,
The first gear is provided to be rotatable relative to the output shaft,
The drive device according to claim 3, wherein the second gear is fixed to the input shaft and is also used as a transmission element that inputs a driving force to the speed increasing mechanism. A first gear provided to be rotatable relative to one of the drive shaft and the output shaft;
A second gear fixed to the other of the drive shaft and the output shaft and meshing with the first gear;
A connection / disconnection mechanism that selectively connects the first gear to one of the drive shaft and the output shaft, and enables transmission of a driving force between the drive shaft and the output shaft;
The driving device according to claim 1, further comprising: An intermediate shaft arranged parallel to the input shaft;
A first gear provided to be rotatable relative to one of the input shaft and the intermediate shaft;
A second gear fixed to the other of the input shaft and the intermediate shaft and meshing with the first gear;
A third gear fixed to the intermediate shaft and meshing with a ring gear of a differential mechanism interposed between the output shaft and the drive wheel;
A connecting / disconnecting mechanism that selectively connects the first gear to one of the input shaft and the intermediate shaft, and enables transmission of a driving force between the input shaft and the differential mechanism;
The driving device according to claim 1, further comprising: The connection / disconnection mechanism is:
A clutch hub fixed to a support shaft provided with the first gear;
A sleeve fitted to the clutch hub so as not to rotate relative to the clutch hub and movable relative to the axial direction of the support shaft;
A dog clutch mechanism having a clutch ring fixed to the first gear and removably engaged with the sleeve according to an axial position of the sleeve;
The driving device includes:
When the dog clutch mechanism is in the connected state, the motor control unit further synchronizes the rotation speed of the support shaft and the rotation speed of the first gear by controlling the rotation speed of the second rotor. The driving device according to any one of claims 3 to 6.   The drive according to any one of claims 1 to 7, further comprising a drive shaft lock mechanism that is disposed in an axial range in which the speed increasing mechanism is disposed in an axial direction of the input shaft and restricts rotation of the drive shaft. apparatus.   The drive device according to any one of claims 1 to 8, further comprising a parking lock mechanism that is disposed in an axial range in which the speed increasing mechanism is disposed in an axial direction of the input shaft and restricts rotation of the output shaft. .

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