JP2000142138A - Drive unit for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide large driving force by making the driving force inputted from an engine to an input shaft transmittable to an output shaft through a first and a second epicyclic gear, providing a plurality of motors, and making the rotating members of the epicyclic gears connectable to the rotors of a plurality of motors, respectively. SOLUTION: Various drive modes are selected by a control such as the rotation control of a first ring gear 14b and a first rotor 42, the rotation control or fixation to a case 36 of a second sun gear 22 and a second rotor 50, or the generation and drive or integration of both the motors 58, 60 to travel a motor vehicle. The torque inputted from an engine 30 to an input shaft 32 and the drive torque of the first motor 58 are decelerated in a large deceleration ratio by the first epicyclic gear 10 to driven an output shaft 40. Both the first motor 58 and the second motor 60 overlap each other in the axial direction, whereby the total length is reduced, and the whole drive unit can be made compact by use of two sets of epicyclic gears 10, 20.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive system for a so-called hybrid vehicle having two types of power sources, an engine (internal combustion engine) and an electric motor. The present invention relates to a drive device for a vehicle, which can be transmitted to an output shaft and has a plurality of motors.

[0002]

2. Description of the Related Art Conventionally, a driving apparatus for a vehicle which can transmit a driving force input from an engine to an output shaft via a planetary gear and has a plurality of motors has been known as an automobile driving apparatus issued by the Japan Society of Automotive Engineers. The technique described in FIG. 5 on page 17 of "Technology", January 1998 is known.

[0003] However, in the above-mentioned conventional example, when the vehicle is driven by the engine, a part of the power is generated, and the axle is auxiliary-driven by the motor using the electric power. Since the transmission ratio is high, there is a large loss in the process of generating power and outputting it by the motor.

That is, the power transmission efficiency of an electric route in which the driving force of an engine is converted to electricity by a generator and then driven again by a motor as torque is generally inferior to mechanical transmission of gears or the like. For this reason, when the vehicle runs in a driving state in which a high load is applied to the engine, the power transmission ratio in the electric route increases, which causes a deterioration in fuel efficiency, and there is a problem that the goodness of the hybrid vehicle is partially impaired. Further, there is a problem that the acceleration power and the climbing ability are low because the torque transmitted from the engine output to the axle mechanically is small.

Accordingly, the inventor of the present invention reduced the power transmission ratio of the electric route to reduce the power of the engine mechanically during steady running when the car is running in an urban area, and in driving conditions such as acceleration and climbing with a large running load. A patent application has been filed with the aim of improving the fuel efficiency by further transmitting the torque to the axle more efficiently and increasing the torque transmitted mechanically to obtain a large driving force to improve the acceleration force and the climbing ability. Hei 10-169115 and Japanese Patent Application Hei 10-1832
No. 22 filed.

The drive apparatus according to these two inventions performs a stepless speed change by using a plurality of motors capable of generating electric power in the process of transmitting the power of the engine to the output shaft via the planetary gears as in the prior art. In addition, high power transmission efficiency and large driving force are obtained. In other words, Japanese Patent Application No. 10-169
In the invention of the '115 application, the first shaft connected to the output shaft is
A motor is provided, and the planetary gear includes a member A that can be fixed to a case of the rotating member to obtain deceleration driving;
A member B that can be fixed to the case to obtain a speed-up drive is provided.
The third motor and the member A were connected to each other while being able to be connected separately or simultaneously by the clutches.

Further, in the invention of Japanese Patent Application No. 10-183222, the basic configuration is as follows.
The first motor is configured to be separately or simultaneously connectable to the output shaft and the member B via two clutches, respectively, and the second motor is connected to the member A.

[0008]

In the above-mentioned drive apparatus applied by the present inventor, in each case, the planetary gear includes a member A among the rotating members which can be fixed to a case to obtain a reduced drive, Equipped with a member B that can be fixed to the case to obtain a speed-up drive, and by using a plurality of motors capable of generating power, it has the feature of high power transmission efficiency and the ability to increase the driving force especially in the low speed range. ing.

However, especially when used in a commercial vehicle or the like, the first motor connectable to the output shaft requires a large torque, so that the manufacturing cost is increased and the two sets of planetary gears are arranged in series. However, there is room for improvement, for example, the drive device becomes longer in the axial direction.

In a conventional hybrid vehicle, the engine is stopped when the vehicle is stopped or traveling on a downhill.
In some cases, the engine will be stopped for a long time, and the cooling system will not be able to operate, and the comfort of the occupants will be impaired in midsummer, etc. There was a problem that driving would deteriorate fuel economy.

Accordingly, the present invention provides a large driving force while using a motor having a relatively small low-speed torque.
It is an object of the present invention to shorten the axial length of a drive device to improve mountability on a vehicle and reduce manufacturing costs. Another object of the present invention is to enable operation of the compressor of the cooling device even when the engine is stopped.

[0012]

According to a first aspect of the present invention, there is provided a vehicle driving apparatus according to the present invention, wherein a driving force input from an engine to an input shaft is controlled by a first driving force.
It can be transmitted to the output shaft via a planetary gear and a second planetary gear, and has a plurality of motors. The first planetary gear rotates as a member connected to the output shaft as a rotating member and a case to obtain a reduction drive. The second planetary gear has a member connected to the input shaft, a member B that can be rotationally stopped in a case to obtain a speed-up drive, and a drive member that has a member A that can be stopped and a drive member. It has a member C connected to the member, and the members A, B, and C can be connected to rotors of a plurality of motors, respectively.

According to a second aspect of the present invention, the first planetary gear includes a first sun gear, a first ring gear, and a first carrier that supports a first pinion meshed with the first sun gear and the first ring gear. And the first carrier is connected to the output shaft,
One of the first ring gear and the first sun gear constitutes a member A, and the other of the first ring gear and the first sun gear constitutes a drive member.

According to a third aspect of the present invention, the second planetary gear includes a second sun gear, a second ring gear, and a second carrier that supports a second pinion engaged with the second sun gear and the second ring gear. And the second carrier is connected to the input shaft,
The second sun gear forms the member B, and the second ring gear forms the member C.

According to a fourth aspect of the present invention, the first planetary gear comprises a first sun gear, a first ring gear, and a first pinion a meshing with the first sun gear.
And a first carrier for supporting a first pinion b engaged with the first ring gear and the first pinion a. The first ring gear is connected to the output shaft, and one of the first carrier and the first sun gear is a member. A, wherein the other of the first carrier and the first sun gear constitutes a driving member.

According to a fifth aspect of the present invention, the second planetary gear comprises a second sun gear, a second ring gear, and a second pinion a meshing with the second sun gear.
And a second carrier that supports a second ring gear and a second pinion b that meshes with the second pinion a. The second ring gear is connected to the input shaft, and the second sun gear forms a member B. The carrier is a member C.

According to a sixth aspect of the present invention, there is provided a driving apparatus for an automobile according to the present invention, wherein the member A is configured so as to be able to be prevented from rotating on the case by a one-way clutch.

According to a seventh aspect of the present invention, there is provided a driving apparatus for a vehicle, comprising means for fixing an input shaft to a case.

In the vehicle driving apparatus according to the present invention, the first motor among the plurality of motors is formed between the rotors connected to the members A and C. And a second motor among the plurality of motors is configured between the rotors connected to the member B.

According to a ninth aspect of the present invention, the first motor and the second motor are configured such that one of the respective rotors is integrated and the other of the respective rotors is integrated. The rotor is characterized in that it is coaxially stacked radially on the inside and outside of the integrated rotor, and the integrated rotor and the member A are connected.

According to a tenth aspect of the present invention, a first motor among a plurality of motors is formed between a member C and an output shaft, and a member A and a member B are connected to each other. A second motor of the plurality of motors is configured between the plurality of motors.

According to the eleventh aspect of the present invention, the first planetary gear is provided on the A-axis and the second planetary gear is provided on the second axis.
The planetary gears are provided on the B-axis provided in parallel with the A-axis, the members A and B can be connected via a first gear pair, and the member C and the drive member can be connected via a second gear pair. It is characterized in that it can be connected.

According to a twelfth aspect of the present invention, there is provided a vehicle driving apparatus according to the present invention, wherein the member A is fixed with the output shaft fixed.
Alternatively, a member rotating in conjunction with the member A can be connected to a compressor of the cooling device.

[0024]

According to the first aspect of the present invention, the driving force input to the input shaft from the engine is:
The first planetary gear includes a plurality of motors that can be transmitted to an output shaft via a first planetary gear and a second planetary gear, and the first planetary gear has a member connected to the output shaft as a rotating member and a case for obtaining a reduction drive. A second planetary gear as a rotating member, a member connected to the input shaft, and a member B that can be rotationally stopped in the case to obtain speed-up driving. It has a member C connected to the driving member, and the members A, B, and C can be connected to the rotors of the plurality of motors, respectively. In addition to performing a stepless speed change by controlling the power generation and driving, the member B is controlled to reduce the mechanical transmission by stopping the rotor to which the member A is connected. Performs overdrive of mechanical transmission by arresting linked rotor, and electrically integrating the rotor to each other coupled with the member A and member B,
The direct connection drive is performed by electrically integrating the rotor connected with the member C and the rotor connected with the member A or the output shaft.

According to a second aspect of the present invention, the first planetary gear includes a first sun gear, a first ring gear, and a first carrier supporting a first pinion meshed with the first sun gear and the first ring gear. The first carrier is connected to the output shaft, one of the first ring gear and the first sun gear constitutes a member A, and the other of the first ring gear and the first sun gear constitutes a drive member, By decelerating the rotation of the first ring gear or the first sun gear of the member A, the deceleration drive is performed in the first to third drive modes.

According to a third aspect of the present invention, the second planetary gear includes a second sun gear, a second ring gear, and a second carrier supporting a second pinion meshed with the second sun gear and the second ring gear. Since the second carrier is connected to the input shaft, the second sun gear forms the member B, and the second ring gear forms the member C, the sixth driving mode to The speed increasing drive is performed in the seventh drive mode.

According to a fourth aspect of the present invention, the first planetary gear includes a first sun gear, a first ring gear, a first pinion a meshing with the first sun gear, and a first pinion a. A first carrier for supporting a first pinion b engaged with the first ring gear and the first pinion a, wherein the first ring gear is connected to the output shaft, and one of the first carrier and the first sun gear constitutes a member A However, since the other of the first carrier and the first sun gear constitutes a driving member, the first carrier or the first
The deceleration driving is performed in the first to third driving modes by stopping the sun gear.

According to a fifth aspect of the present invention, the second planetary gear includes a second sun gear, a second ring gear, a second pinion a meshing with the second sun gear, and a second pinion a. A second carrier that supports a second pinion b meshing with the second ring gear a, the second ring gear being connected to the input shaft, a second sun gear constituting a member B, and the second carrier being a member Since C is configured, the rotation of the second sun gear of the member B is stopped, so that the speed increasing drive is performed in the sixth drive mode to the seventh drive mode.

In the vehicle driving apparatus according to the present invention, the member A is configured to be able to be rotationally restrained on the case by a one-way clutch, so that the member A is decelerated in the first to third driving modes. The one-way clutch stops the rotation of the member A during driving, and automatically releases the rotation after the fourth drive mode.

In the vehicle driving apparatus according to the present invention, since the input shaft is fixed to the case, when the input shaft is fixed to the case, a plurality of motors are simultaneously driven. Generate power for the used drive or energy regeneration.

Further, in the vehicle driving apparatus according to the present invention, the first motor among the plurality of motors is constituted between the rotors connected to the members A and C, Since the second motor among the plurality of motors is configured between the rotors connected to the member A and the member B, the first motor and the second motor are
By combining power generation and driving or electrically integrated control, stepless speed change and mechanical drive with a fixed speed ratio of deceleration, direct connection, and speed increase are performed.

According to the ninth aspect of the present invention, the first motor and the second motor are configured such that one of the respective rotors is integrally formed and the other of the respective motors is rotated by the other. Since the rotors are coaxially stacked radially on the inside and outside of the rotor with the integrated rotor, and the integrated rotor and the member A are connected, the integrated rotor is composed of permanent magnets. Thus, the three rotors function as the first motor and the second motor.

Further, in the vehicle driving apparatus according to the present invention, a first motor among a plurality of motors is formed between the member C and the output shaft, and the member A and the member B are arranged. Between the second of the plurality of motors
Since the motor is configured, the first motor and the second motor are combined with power generation and drive or control for electrically integrating them, so that stepless shifting and deceleration, direct connection,
Mechanical drive is performed at a fixed speed ratio.

Further, in the automobile driving apparatus according to the present invention, the first planetary gear is provided on the A axis, and the second planetary gear is provided in parallel with the A axis. The member A, the member B, and the member A are provided so that the member A and the member B can be connected via the first gear pair, and the member C and the driving member can be connected via the second gear pair. By coupling C with the rotors of the first motor and the second motor, mechanical drive is performed at a fixed speed ratio of stepless speed change and deceleration, direct connection, and speed increase.

Further, in the vehicle driving apparatus according to the present invention, the member A or the member rotating in conjunction with the member A is fixed to the compressor of the cooling device with the output shaft fixed. Since the connection can be made, the member A is driven by the first motor during the stoppage of the stoppage of the engine to operate the compressor of the cooling device.

[0036]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a skeleton diagram of a main part in a vehicle drive device of the present invention. First planetary gear 10
Are the first sun gear 12, the first ring gear 14, the first
It is composed of a carrier 16 and a first pinion 18 pivotally supported by the first carrier 16 and meshing with the first sun gear 12 and the first ring gear 14. Second planetary gear 20
Is a second sun gear 22, a second ring gear 24, a second
It comprises a carrier 26 and a second pinion 28 pivotally supported by the second carrier 26 and meshing with the second sun gear 22 and the second ring gear 24.

The engine 30 is connected to the second carrier 26 via the input shaft 32, and the input shaft 32 is integrated with the first blocking gear 34. The first blocking gear 34 is connected to the first lock pole 3
The input shaft 32 can be fixed to the case 36 by meshing with the case 8.

The output shaft 40 is connected to the first carrier 16. The first ring gear 14 is connected to the first rotor 42 and has a one-way clutch (hereinafter referred to as O
WC) 44 is self-locked only in the direction opposite to the rotation direction of the engine 30 and can be rotation-suppressed (fixed) to the case 36. Further, the first ring gear 14 is integrated with a second blocking gear 46, The second lock pawl 48 locked to the case 36 can be fixed to the case 36 regardless of the rotation direction by engaging with the second blocking gear 46.

The first ring gear 14 is a necessary condition for mechanically transmitting power at a fixed reduction ratio from the input shaft 32 to the output shaft 40 by restricting the rotation of the first ring gear 14 to the case 36 as described later. The first ring gear 14 constitutes a member A of the present invention that enables mechanical deceleration driving by stopping rotation. The first sun gear 12 is a driving member, and is connected to the second ring gear 24 as described later and constitutes a member C of the present invention.

The second sun gear 22 is connected to the second rotor 50 and can be electrically stopped from rotating as described later, and can be fixed to the case 36 by the brake 52. When the rotation is stopped (fixed), it will be described later. Input shaft 32
This is a necessary condition for performing mechanical power transmission at a predetermined speed increase ratio from the output shaft 40 to the output shaft 40. The second sun gear 22 constitutes a member B of the present invention that enables mechanical speed-up driving by stopping rotation. The second ring gear 24 is connected to the first sun gear 12, which is a driving member,
The member C in the present invention is configured as described above, and is also connected to the third rotor 54.

The first rotor 42, the second rotor 50, and the third rotor 54 are axially overlapped with each other, are arranged coaxially, and are arranged on the third rotor 5 from the inside.
4, a first rotor 42, and a second rotor 50 have a three-layer structure in this order. The second rotor 50 and the third rotor 54 are steel plates wound with coils, although detailed illustration is omitted. Consists of
The first rotor 42 is formed of a permanent magnet.

The case 36 is provided with a slip ring 56 for transmitting and receiving electric power between the second rotor 50 and the third rotor 54 and a controller (not shown). Therefore, a motor is configured between the first rotor 42 and the third rotor 54, and this is referred to as a first motor 58, and a motor configured between the first rotor 42 and the second rotor 50 Is the second motor 60.

The first motor 58 and the second motor 60 can switch the rotation direction between the respective rotors between normal rotation and reverse rotation, and can also function as a motor, a generator, and a motor. Has a function of a clutch that electrically integrates them, and can be arbitrarily switched together with a rotational speed difference between the rotors by a command from a controller (not shown).

An automobile equipped with the driving device shown in FIG.
Engine 30, first motor 58, second motor 60
, A so-called hybrid vehicle is constructed.

Next, the operation of the driving device having the above configuration will be described. In the following description, “forward rotation” refers to the engine 30
The same as or a rotation in the direction of rotation linked to this,
"Reverse rotation" refers to the reverse rotation.

First, start and acceleration by electric power supplied from a battery (not shown) will be described. Normal,
When the car starts, the engine 30 is stopped. First, when a current flows from the battery to the first motor 58 via the controller and the slip ring 56 in the direction in which the third rotor 54 rotates forward, a reaction force (torque) in the reverse rotation direction is applied to one of the first rotors 42. Works.

Here, since the OWC 44 self-locks in the direction in which the first ring gear 14 of the member A to which the first rotor 42 is connected rotates in the reverse direction, the first ring gear 14 of the member A
The rotation of the ring gear 14 and the first rotor 42 is stopped (fixed) by the case 36. Therefore, the other third rotor 5
4 rotates forward to rotate the first sun gear 12 as a driving member in the forward direction, and the first carrier 16 connected to the output shaft 40.
Drive.

At this time, assuming that the torque acting on the third rotor 54 is T1 and the ratio of the number of teeth of the first sun gear 12 to the number of teeth of the first ring gear 14 is α1, the first carrier 1
6, a torque of T1 (1 + α1) / α1 acts. That is, the torque (1 + α) of the torque output by the first motor 58
1) The output shaft 40 is driven with a torque of / α1 times,
The wheels (not shown) connected to 0 are driven, and the vehicle starts and starts accelerating.

At this time, since the engine 30 is stopped, the second carrier 26 connected to the input shaft 32 does not rotate, and the second sun gear 22 and the second rotor 50 rotate reversely. It only idles without transmitting.
In driving by the first planetary gear 10, the member A
The reaction force (torque) acting on the first ring gear 14 is also the rotation direction in which the OWC 44 self-locks,
The OWC 44 has the torque acting on the first rotor 42 and the first
The torque acting on the ring gear 14 acts. Thus, the state driven by only the first motor 58 is referred to as a first drive mode.

Next, the operation for starting the engine 30 to further increase the driving force will be described. In this case, in addition to the driving by the first motor 58, the second motor 60 formed between the second rotor 50 rotating in the reverse direction and the fixed first rotor 42 generates electric power. , Second
The torque in the forward rotation acts on the carrier 26 and the input shaft 3
The engine 30 is rotated forward through the second motor 2. Here, when control such as supplying fuel to the engine 30 or connecting an ignition circuit (not shown) is performed, the engine 30 starts.

When the engine 30 starts and starts driving,
Power transmission is performed as follows. The power of the engine 30 enters the second carrier 26 and is torque-divided by the second planetary gear 20. A part of the power passes through the second ring gear 24 to drive the first sun gear 12 in the forward rotation direction. 2
The light is transmitted from the sun gear 22 to the second rotor 50 of the second motor 60, and rotates the same forward. Here, the second motor 60 is immediately switched to the generator to generate power, and the generated power is sent from the second rotor 50 to the controller via the slip ring 56 and is controlled. The electric power is supplied to the third rotor 54 of the motor 58.

While the second rotor 50 generates power while rotating forward, the torque in the forward rotation acts on the second ring gear 24 connected to the first sun gear 12 as described above, and the first ring gear 14 , The second planetary gear 20 and the first planetary gear 1
The torque mechanically transmitted to the output shaft 40 via 0 is as follows. That is, if the ratio of the number of teeth of the second sun gear 22 to the number of teeth of the second ring gear 24 is α2,
The torque input from the input shaft 32 is (1 + α1) / ｛α1
The torque increased by (1 + α2)｝ is transmitted mechanically.

The torque for actually driving the output shaft 40 is added to the mechanical transmission by multiplying the output torque of the first motor 58 by (1 + α1) / α1 as described above.
Therefore, if the power is continuously supplied from the battery to the first motor 58, the first motor 58 is driven by the power from the battery and the power generated by the second motor 60, and the power for driving the output shaft 40 is provided. Source is Engine 3
0 and battery.

Here, when the power supply from the battery is stopped, the first motor 58 is driven only by the power generated by the second motor 60, and the output shaft 40 is driven by the second planetary gear 20, the first planetary gear The power source is only the engine 30 including the torque mechanically transmitted via the engine 10. The state in which the second motor 60 is driven by the first motor 58 while generating power is called a second drive mode. Also in the second drive mode, the reaction torque acting on the first ring gear 14, which is the member A, is equal to the aforementioned OW.
C44 is in the self-locking direction, and the first ring gear 14 and the first rotor 42 are still stopped from rotating by the case 36.

In the second drive mode, the ratio (speed change ratio) between the rotation speed of the input shaft 32 and the rotation speed of the output shaft 40 depends on the magnitude of the torque of the engine 30 entering the input shaft 32 and the output shaft 40 driving the automobile. Is controlled by the controller so as to change steplessly in accordance with the magnitude of the torque (load) of the motor and the power supplied from the battery to the first motor 58. Further, the electric power generated by the second motor 60 also changes according to them.

That is, when the speed of the vehicle is low and the torque of the engine 30 is large and the load on the output shaft 40 is large, the rotation speed of the input shaft 32 is significantly higher than the rotation speed of the output shaft 40.
When the speed of the automobile gradually increases and the load on the output shaft 40 decreases, the speed changes continuously so that the rotation speed of the output shaft 40 increases even if the rotation speed of the input shaft 32 is constant. When,
At the same time, the rotation speed of the second rotor 50 constituting the second motor 60 decreases.

When the vehicle speed further increases or the rotation speed of the engine 30 further decreases, the rotation speed of the second rotator 50 together with the second sun gear 22 further decreases and eventually stops. In order for the second sun gear 22 to stop, electric power for generating reverse torque from the battery to the second rotor 50 so that the rotation difference between the first rotor 42 and the second rotor 50 becomes zero. To be electrically integrated. Normally, the motor has the characteristic of producing the largest torque when the number of revolutions is 0, so that the electric power required to stop (stop) the rotation of the second sun gear 22 is small.

When the second sun gear 22 is stopped together with the second rotor 50 in this manner, the ratio of the rotation speed of the input shaft 32 to the rotation speed of the output shaft 40 (speed ratio: output shaft rotation speed / input shaft rotation speed) ) Is the reciprocal of the aforementioned torque ratio, ｛α1 (1 + α
2)｝ / (1 + α1), and mechanical power transmission with a fixed reduction ratio.

Here, after the second sun gear 22 stops, the brake 52 is actuated to mechanically operate the second sun gear 2.
2 can be maintained, so that there is no need to supply power to the second rotor 50 from the battery. At this time, since the rotation of the second sun gear 22 has already been electrically stopped, even if the brake 52 is actuated, it is possible to smoothly switch to the mechanical fixing. Such a state of mechanical power transmission with a fixed reduction ratio is called a third drive mode.

In the third drive mode, electric power is supplied from the battery to the first motor 58 so that the engine 3
It is possible to add power to the mechanically transmitted power from 0, and conversely, it is also possible to charge the battery by causing the first motor 58 to generate power while performing mechanical deceleration driving by the engine 30.

Next, the transition to the fourth drive mode will be described. In the third drive mode, the first motor 58 is switched to the generator while the brake 52 keeps the second sun gear 22 fixed. The generated power is sent from the third rotor 54 to the controller via the slip ring 56 and controlled, and is again supplied to the second rotor 50 of the second motor 60 via the slip ring 56. In this case, power can be supplied from the battery to the second motor 60.

The second motor 60 is connected to one of the second rotors 5.
Since 0 is fixed to the case 36 by the brake 52, the other first rotor 42 is rotated forward. Here OW
Since C44 can rotate freely in the forward rotation direction, the first ring gear 14 rotates forward with the first rotor 42 to drive the first carrier 16 connected to the output shaft 40. At this time, the reaction force acts on the first sun gear 12 in the reverse rotation direction, and the second ring gear 2 connected to the first sun gear 12 is rotated.
4 is transmitted.

On the other hand, the second ring gear 24 has an input shaft 32
1 / (1 + α2) times the torque applied in the forward rotation direction, and the third rotor 54 has a torque that is the difference between this and the reaction force in the reverse rotation direction acting on the first sun gear 12.
To generate electricity. The power generation torque between the third rotor 54 and the first rotor 42 is determined by the second motor 60
2 is transmitted to the first ring gear 14 together with the driving torque.

Also in this case, the ratio (speed change ratio) between the rotation speed of the input shaft 32 and the rotation speed of the output shaft 40 is determined by the magnitude of the torque of the engine 30 entering the input shaft 32 and the torque of the output shaft 40 driving the automobile. It is controlled by the controller so as to change steplessly according to the magnitude of (load) and the power supplied from the battery to the second motor 60. Further, the electric power generated by the first motor 58 also changes according to them.

For example, the second motor 60
The power supplied to the first sun gear 22 and the reaction torque acting on the first sun gear 22 and the first sun gear 12
Are equal to each other, the torques cancel each other out, the torque for driving the first motor 58 becomes 0, and the third rotor 54 rotates but does not generate power.

That is, the power generation torque acting on the third rotor 54 is, as described above, the difference between the torque for driving the second ring gear 24 by the engine 30 and the reaction force acting on the first sun gear 12 in the reverse rotation direction. Therefore, the power generation amount is smaller than in the conventional example, and the ratio of electric power transmission becomes smaller. Thus, regardless of whether the first motor 58 generates power or not, the state in which the second motor 60 drives the first ring gear 14 while the rotation speed of the input shaft 32 is higher than the rotation speed of the output shaft 40 is described. Called the fourth drive mode.

When the speed of the automobile increases or the rotation speed of the engine 30 decreases, the rotation speed of the input shaft 32 eventually reaches the same state as the rotation speed of the output shaft 40. Here, the brake 52
Is released to supply electric power to the second rotor 50 and the third rotor 54, and the first motor 58 and the second motor 60 are electrically integrated with each other. Thus, the first planetary gear 10 and the second planetary gear 20 as a whole are integrated, and the input shaft 32 and the output shaft 40 are directly connected. Such a state of direct drive is referred to as a fifth drive mode.

Next, the transition to the sixth drive mode will be described. In the fifth drive mode, the rotational speeds of the first motor 58 and the second motor 60 are controlled again to bring the first rotor to a stop state, and the second sun gear 22 and the second rotor 50 are mechanically moved by the brake 52. And the first motor 58 generates electric power and the second motor 60 drives the electric motor. The power generation and the driving relationship are the same as those in the fourth driving mode, but the rotation speed of the output shaft 40 is
The difference is that control is performed so that the second motor 60 is driven at a higher speed than the rotation speed of the second motor 60, that is, at an increased speed (overdrive).

Also in this case, the ratio (speed change ratio) between the rotation speed of the input shaft 32 and the rotation speed of the output shaft 40 depends on the magnitude of the torque of the engine 30 entering the input shaft 32 and the torque of the output shaft 40 driving the automobile. It is controlled by the controller so as to change steplessly according to the magnitude of (load) and the power supplied from the battery to the second motor 60. Further, the electric power generated by the first motor 58 also changes according to them. Regardless of whether the first motor 58 generates power or not, the second motor 60 drives the first ring gear 14 while the rotation speed of the output shaft 40 is higher than the rotation speed of the input shaft 32. Called 6 drive mode.

Then, whether the number of revolutions of the output shaft 40 increases,
When the rotation speed of the input shaft 32 decreases, the third rotor 54
The difference between the rotation speed of the first rotor 42 and the rotation speed of the first rotor 42 gradually decreases, and eventually becomes the same rotation speed. At this time, electric power is supplied from the battery to the third rotor 54 to electrically integrate the rotors 54 and 42 together. That is, the first planetary gear 10 is integrally connected to the second ring gear 24 as if the first motor 58 was connected as a clutch.

When the first planetary gear 10 is integrated, the speed ratio is (1+) since the second sun gear 22 is fixed.
α2), and the speed is increased from the input shaft 32 to the output shaft 40 at a fixed speed ratio. The state in which the motor is mechanically accelerated at the thus determined speed ratio is referred to as a seventh drive mode.

Also in the seventh driving mode, it is possible to supply electric power from the battery to the second rotor 50 of the second motor 60 to increase the driving force from the engine 30, and conversely, to increase the mechanical power. The second motor 60 while driving at high speed
The battery can also be charged by generating electricity.

Next, when gradually reducing the speed of the vehicle,
And the case of braking will be described. First, during high-speed traveling in the fourth to seventh driving modes,
When the driver releases the throttle pedal of the vehicle to decelerate or depress the brake pedal to stop the braking, the driving is immediately stopped while the brake 52 is kept fixed, and the fuel supply to the engine 30 is stopped. First motor 58
To generate power and decelerate. The generated power is used to charge the battery. At this time, the braking force can be increased by causing the second motor 60 to generate electric power in addition to the electric power generated by the first motor 58 while using an exhaust brake used for a heavy commercial vehicle or the like.

During low-speed running, the brake 5
By releasing the fixation of the engine 2 and stopping the engine 30 and causing the first motor 58 to generate power, the speed can be reduced. The generated power is used to charge the battery. On this occasion,
By fixing the first blocking gear 34 with the first lock pole 38 and preventing the input shaft 32 from rotating, the first
The deceleration can be increased by causing the second motor 60 to generate power in addition to the power generated by the motor 58.

Therefore, the first motor 58 and the second motor 58
By appropriately controlling the amount of power generated by the motor 60, moderate deceleration and braking are performed, and a part of the kinetic energy of the car, which was conventionally discarded by converting it to heat with a friction brake, is converted to electricity and stored in a battery, So-called energy regeneration can be performed. The electric power stored in the battery during energy regeneration is used at the time of accelerating the vehicle next time, thereby obtaining the effect of reducing the fuel consumption of the vehicle.

Next, a case where the vehicle is moved backward will be described. Reverse movement with the engine 30 stopped is the second
The lock pawl 48 is engaged with the second blocking gear 46, the first ring gear 14 is fixed to the case 36, and the first motor 58 is driven by the power supply from the battery and the third By reversely rotating the rotor 54, acceleration can be performed from the start.

In this case, by fixing the first blocking gear 34 with the first lock pole 38 and preventing the input shaft 32 from rotating, the power is supplied not only to the first motor 58 but also to the second motor 60. To increase the reverse driving force.

Next, a description will be given of a case where the engine 30 is rotating and the vehicle moves backward while generating power. Also in this case, the second lock pawl 48 is engaged with the second blocking gear 46, the first ring gear 14 is fixed to the case 36, and the second sun gear 2 is fixed in the same manner as in the forward second drive mode.
2, the second motor 60 can generate electric power and supply the electric power to the first motor 58 to drive the third rotor 54 in the reverse rotation direction to move backward. However, since the torque in the forward direction is mechanically applied to the second ring gear 24 in the same manner as in the forward second drive mode, the driving force is smaller than in the above-described reverse drive with the engine 30 stopped.

As described above, in the embodiment of FIG. 1, the rotation of the first ring gear 14 and the first rotor 42 as the member A is stopped, and the second sun gear 2 as the member B is stopped.
By controlling the rotation of the second and second rotors 50 and fixing them to the case 36, and further controlling the power generation, driving and integration of the two motors 58 and 60, various operations from the first driving mode to the seventh driving mode are performed. The driving mode can be selected to drive the vehicle.

In particular, the speed can be changed steplessly from the start at vehicle speed 0 to the seventh drive mode, and the three speeds of deceleration, direct connection, and acceleration can be obtained.
Mechanical power transmission of a fixed speed ratio is possible, and when compared at the same speed ratio, the second, fourth and sixth power ratios are obtained.
Since the electric power transmission ratio in the drive mode is lower than that of the conventional example, the power transmission efficiency is generally increased.

In the first to third drive modes, the torque that enters the input shaft 32 from the engine 30 by the first planetary gear 10 and the drive torque of the first motor 58 are reduced at a large reduction ratio to the output shaft. 40 is driven. Therefore, when the torque of the output shaft 40 is the same, the first
The required torque of the motor 58 can be significantly reduced as compared with the conventional example. Conversely, when the torque of the first motor 58 is substantially the same, the output torque of the output shaft 40 can be significantly increased. Output characteristics suitable for a driving device of a vehicle such as a commercial vehicle that requires a large driving force can be easily obtained.

Further, since both the first motor 58 and the second motor 60 are overlapped in the axial direction, the overall length can be shortened. Therefore, compared with the conventional example in which two motors are arranged side by side, two sets of planets are used. Gears 10 and 20
Can be realized without increasing the size of the entire driving device. Further, the first rotor 42 is formed of a permanent magnet and is a common rotor for the first motor 58 and the second motor 60. Therefore, the first rotor 42 is more expensive than a conventional example using two independent motors. And the manufacturing cost can be reduced. further,
The first planetary gear 10 and the second planetary gear 20 are the so-called single pinion type planetary gears having the simplest configuration, and the manufacturing cost is low.

Next, FIG. 2 is a skeleton diagram showing another embodiment of the vehicle drive device of the present invention. First, differences from the embodiment of FIG. 1 will be described. It has two sets of planetary gears 10 and 20, and the connection relationship of the respective rotating members is the same as that of the embodiment of FIG. 1, and between the first ring gear 14 of the member A and the second sun gear 22 of the member B. The configuration of the second motor 60 is the same, but the configuration of the first motor 60 is different.

That is, the second ring gear 2 of the member C
4 and the third rotor 54 connected to the first sun gear 12
And the first carrier 16 and the fourth rotor 62 integrated with the output shaft 40 to form a first motor 58.

Although a mechanism for fixing the input shaft 32 is omitted, the input shaft 32 and the drive shaft 6 are driven to drive a compressor 66 of a cooling device (not shown) fixed to the case 36.
8 and a first one-way clutch (hereinafter, referred to as a second OWC) 72 between the member A and the drive shaft 68. The second gear pair 74a, 74b
A third one-way clutch (hereinafter, referred to as a third OWC) 76 is provided, and a drive shaft 68 and a compressor 66 can be connected and disconnected by an electromagnetic clutch 78. 2nd OW
The C72 and the third OWC 76 are configured to be able to transmit power only in the direction in which the compressor 66 operates. Accordingly, the drive shaft 68 rotates integrally with one of the gears 70b and 74b having a higher rotation speed.

The output shaft 40 has a parking gear 80
Further, a parking lock pawl 82 locked to the case 36 is provided, and the output shaft 40 can be fixed by engaging the parking lock pawl 82 with the parking gear 80. In addition, illustration of the slip ring in the embodiment shown in FIG.

Next, the operation of the embodiment shown in FIG. 2 will be described. As described above, the connection relationship of the second motor 60 is the same as that of FIG. 1, but the connection relationship of the first motor 58 is different, so that the torque transmitted from the first motor 58 to the output shaft 40 is slightly different. That is, when the torque T1 is applied by the first motor 58 in the direction of rotating the third rotor 54 in the forward direction, T1 (1 + α1) / α1 is applied to the first carrier 16, while the fourth rotor 62 is applied. , A torque -T1 in the reverse rotation direction acts as a reaction force on the output shaft 40.
1 (1 + α1) / α1-T1 torque acts.

Since other operations are the same as those of the embodiment of FIG. 1, the speed can be changed steplessly from the start at vehicle speed 0 to the seventh drive mode, and three fixed speed ratios of deceleration, direct connection, and speed increase are provided. Since mechanical power transmission is possible and the electric power transmission ratio in the second, fourth, and sixth drive modes is lower than in the conventional example, power transmission efficiency can be generally increased. Further, as described above, the reduction ratio from the first motor 58 to the output shaft 40 is slightly reduced. However, in the first to third drive modes, the torque that enters the input shaft 32 from the engine 30 by the first planetary gear 10 is used. And the first
The driving torque of the motor 58 is reduced to drive the output shaft 40.

Next, the operation of the cooling device will be described. Normally, when the engine 30 is rotating, the first gear pair 70a, 70b, the second OWC 72
, The compressor 66 is operated by connecting the electromagnetic clutch 78, but cannot be driven on this route when the engine 30 is stopped. Since the acceleration in the first drive mode described above is limited to a short period of time, the opportunity to stop the engine 30 for a relatively long period of time may be during stopping or traveling on a long downhill.

First, when the vehicle is stopped, the output shaft 40 is fixed by engaging the parking lock pawl 82 with the parking gear 80, and power is supplied to the first motor 58 to rotate the third rotor 54 in the reverse direction. Therefore, output shaft 4
0 is fixed, the third rotor 54 rotates the first ring gear 14 forward through the first sun gear 12, and the compressor rotates via the second gear pair 74a, 74b, the third OWC 76, the drive shaft 68 and the electromagnetic clutch 78. 66 is driven.

Further, the engine 30 is running on a long downhill.
Is stopped, the first ring gear 14 rotates forward by causing the first motor 58 to generate power or by supplying power to integrate the third rotor 54 and the fourth rotor 62. As described above, the compressor 66 can be driven, and cooling can be performed.

As described above, in the embodiment of FIG. 2, the first motor 58 and the second motor 60 have two independent arrangements, but a motor having a general shape can be used. . Even when the engine 30 is stopped for a long time, the engine 3 is only used for cooling.
Fuel efficiency can be improved as compared to rotating 0.

Next, FIG. 3 is a skeleton diagram showing another embodiment of the vehicle drive device of the present invention. First, differences from the embodiment of FIG. 1 will be described. Of the two sets of planetary gears 10 and 20, the second planetary gear 20 is the same as the embodiment of FIG. 1, but the first planetary gear 10 is a so-called double pinion type. That is, between the first sun gear 12 and the first ring gear 14, a first pinion a18a that meshes with the first sun gear 12, and the first pinion a18a
And first pinion b1 meshing with first ring gear 14
8b is rotatably supported by the first carrier 16.

The first ring gear 14 is connected to the output shaft 40, and the first sun gear 12 serves as the member A for the first rotor 4
2, and can be stopped or fixed to the case 36 by the OWC 44 and the second brake 84. The first carrier 16 is connected to the second ring gear 24 as a driving member to form the member C and to perform the third rotation. Child 54. The second sun gear 22
Is fixed to the case by the first brake 52.

The order of the three-layer structure of the first motor 58 and the second motor 60 from the radial inner side to the second rotor 50, the first rotor 42, and the third rotor 54 is different from that of FIG. The connection relationship between the members A, B, and C is the same as that of FIG. 1 and the operation is the same as that of FIG.

Therefore, in the embodiment shown in FIG. 3 as well, the speed can be changed steplessly from the start at vehicle speed 0 to the seventh drive mode, and mechanical power transmission at three fixed speed ratios of deceleration, direct connection, and speed increase is achieved. It is possible, and the electric power transmission ratio in the second, fourth and sixth drive modes is lower than in the conventional example, so that the power transmission efficiency is generally increased. Also, the first
In the drive mode to the third drive mode, the torque that enters the input shaft 32 from the engine 30 by the first planetary gear 10 and the drive torque of the first motor 58 are reduced to reduce the output shaft 40.
Can be driven similarly to the embodiment of FIG. Further, although illustration of a slip ring for supplying power to the second rotor 50 and the third rotor 54 is omitted, both the rotors 5
The arrangement of the slip ring is easy because the positions 0 and 54 can be directly contacted from the outside.

Next, FIG. 4 is a skeleton diagram showing another embodiment of the vehicle drive device of the present invention. First, differences from the embodiment of FIG. 1 will be described. Of the two sets of planetary gears 10 and 20, the configuration of the first planetary gear 10 is the same as that of the embodiment of FIG. 1, but the second planetary gear 20 is of a double pinion type. That is, a second pinion a28a meshing with the second sun gear 22 and a second pinion b28 meshing with the second pinion a28a and the second ring gear 24 are provided between the second sun gear 22 and the second ring gear 24.
b are rotatably supported by the second carrier 26.

The second sun gear 22 is the second member as the member B.
The case 36 is connected to the rotor 50 and
1 is the same as that of FIG. 1, but the second ring gear 24 is connected to the input shaft 32 and the second carrier 26
Is member C. On the other hand, the connection relationship of the first planetary gear 10 is different from that of FIG. That is, although the first carrier 16 is connected to the output shaft 40 in the same manner, the first sun gear 12 is connected to the first rotor 42 as the member A, and is rotated by the OWC 44 and the second lock pole 48. The first ring gear 14 is connected to the second carrier 26 as a driving member to form the member C and can be fixed to the case 36 or the third rotor 5.
4.

Although the above configuration and connection relationship are different from those of FIG. 1, the members A, B, and C and each rotor 4
2, 50 and 54 are all the same as in FIG.
The operation is the same as that of FIG. Therefore, in the embodiment of FIG. 4 as well, it is possible to continuously change the speed from the start of the vehicle speed 0 to the seventh drive mode, and it is possible to transmit mechanical power at three fixed speed ratios of deceleration, direct connection, and acceleration. , The second, fourth, and sixth drive modes have lower electric power transmission ratios than in the conventional example, so that the power transmission efficiency generally increases.

In the first to third drive modes, the output shaft 40 can be driven by reducing the torque entering the input shaft 32 from the engine 30 by the first planetary gear 10 and the drive torque of the first motor 58. This is the same as in the embodiment of FIG. Furthermore, since the first motor 58 inside the three-layer structure is formed without using a hollow shaft, the entire motor can be made compact and the manufacturing cost can be reduced.

Next, FIG. 5 is a skeleton diagram showing another embodiment of the vehicle drive device of the present invention. First, differences from the embodiment of FIG. 1 will be described. Engine 3
0, the input shaft 32 and the output shaft 40 are provided in parallel,
In this case, the engine 30 and the input shaft 32 are the A axis, and the output shaft 40 is the B axis. The first planetary gear 10 is provided on the B axis, and the second planetary gear 20 and the first motor 58 and the second
The motor 60 is provided on the A-axis, and the first planetary gear 10 and the second planetary gear 20 have a positional relationship overlapping in the axial direction.

The first ring gear 14 and the first rotor 42 are connected to the first sun gear 12 via third gear pairs 86a and 86b.
And the second ring gear 24 are connected via fourth gear pairs 88a and 88b, respectively. A parking gear 80 is provided on the output shaft 40, and a parking lock pawl 82 locked on the case 36 is meshed with the output shaft 4.
0 is fixed to the case 36. The case 36 is provided with a compressor 66 of a cooling device (not shown) and can be connected to a drive pulley 90 via an electromagnetic clutch 78. The driving pulley 90 is connected to a first pulley 94 and a second pulley 96 via a belt 92, the first pulley 94 is connected to the input shaft 32 via a second OWC 72, and the second pulley 96 is connected via a third OWC 76. To the fourth gear pair 88a. The second OWC 72 and the third OWC 76 are configured to transmit torque only in the direction in which the compressor 66 operates.

In the above configuration, the third gear pair 86a,
86b and the fourth gear pair 88a, 88b are interposed, but the members A, B, and C of the first planetary gear 10 and the second planetary gear 20 and the respective rotors 42 of the first motor 58 and the second motor 60. , 50, 54 are the same as in the embodiment of FIG. 1 and the operation is the same as in FIG.

Therefore, in the embodiment shown in FIG. 5, the speed can be continuously changed from the start at vehicle speed 0 to the seventh drive mode, and mechanical power transmission at three fixed speed ratios of deceleration, direct connection, and speed increase is achieved. It is possible, and the electric power transmission ratio in the second, fourth and sixth drive modes is lower than in the conventional example, so that the power transmission efficiency is generally increased. Also, the first
In the drive mode to the third drive mode, the torque that enters the input shaft 32 from the engine 30 by the first planetary gear 10 and the drive torque of the first motor 58 are reduced to reduce the output shaft 40.
Can be driven similarly to the embodiment of FIG.

Further, regarding the operation of the compressor 66 of the cooling device, the output shaft 40 is fixed to the case 36 and the first motor 58 is driven to rotate the first rotor 42 forward and the third rotor 54 reversely. By doing so, the first pulley 94 is driven in the reverse rotation direction, and can be driven in the same rotation direction as when the engine 30 is driven to rotate the second pulley 96 through the input shaft 32 in the forward rotation.

Accordingly, the compressor 66 can be operated by the first motor 58 even when the engine 30 is not rotating, similarly to the embodiment of FIG. The cooling device can be operated without turning the engine 30.

FIG. 6 is a skeleton diagram showing another embodiment of the vehicle drive device of the present invention. This embodiment is similar to the embodiment of FIG. 2, and therefore the differences from the embodiment of FIG. 2 will be described. Engine 30 and input shaft 32
The output shaft 40 is provided on the A axis, and the B axis is provided in parallel with the A axis. The first planetary gear 10 and the first motor 58 are provided on the A axis, the second planetary gear 20 and the second motor 60 are provided on the B axis, and the first planetary gear 10 and the second planetary gear 20 are provided. And have a positional relationship overlapping in the axial direction. The first motor 58 is shown in FIG.
The first sun gear 12 and the first carrier 1 are the same as in the first embodiment.
6 is formed.

The first ring gear 14 and the first rotor 42 are connected to the first sun gear 12 via third gear pairs 86a and 86b.
The input shaft 32 and the second carrier 26 are connected to each other via fifth gear pairs 98a and 98b, respectively. The output shaft 40 is provided with a parking gear 80, and the case 3
The output shaft 40 is fixed to the case 36 by engaging the parking lock pawl 82 locked to 6.

On the B-axis, a compressor 66 of a cooling device (not shown) and an electromagnetic clutch 7 for transmitting a driving force thereto are provided.
The second carrier can be driven by either the engine 30 or the first motor 58 via the second OWC 72 and the second rotor 50 via the third OWC 76.

The above configuration is similar to the third gear pair 86a, 86
b, fourth gear pair 88a, 88b and fifth gear pair 98
a, 98b, but the members A, B, C, and the output shaft 40 of the first planetary gear 10 and the second planetary gear 20 and the rotors 42, 50 of the first motor 58 and the second motor 60. , 54, and 62 are the same as in the embodiment of FIG. 2, and the operation is the same as that of FIG.

Therefore, also in the embodiment shown in FIG. 6, the speed can be changed steplessly from the start at the vehicle speed 0 to the seventh drive mode, and mechanical power transmission with three fixed speed ratios of deceleration, direct connection, and speed increase is achieved. It is possible, and the electric power transmission ratio in the second, fourth and sixth drive modes is lower than in the conventional example, so that the power transmission efficiency is generally increased. Also, the first
In the drive mode to the third drive mode, the torque that enters the input shaft 32 from the engine 30 by the first planetary gear 10 and the drive torque of the first motor 58 are reduced to reduce the output shaft 40.
Can be driven similarly to the embodiment of FIG.

Further, with respect to the operation of the compressor 66 of the cooling device, the output shaft 40 is fixed to the case 36 and the first motor 58 is driven to rotate the third rotor 54 in the reverse direction so that the first ring gear 14 is rotated. By rotating the compressor 66 forward, the compressor 66 can be operated via the third gear pair 86a, 86b and the third OWC 76. As in the embodiment of FIG. 2, the compressor 66 can be operated by running the first ring gear 14 in the forward direction even when traveling on a long downhill where the engine 30 is stopped.

In this embodiment, the fifth gear pair 98
Needless to say, the engine 30 and the second carrier 26 can be directly connected by the input shaft 32 by arranging the engine 30 on the B-axis side by omitting a and 98b.

FIG. 7 is a skeleton diagram showing another embodiment of the vehicle drive device of the present invention. First, differences from the embodiment of FIG. 1 will be described. Engine 3
0, the input shaft 32, and the output shaft 40 are provided on the A axis, and the B axis and the C axis are provided in parallel with the A axis.
The first planetary gear 10 and the second planetary gear 20 are on the A axis,
The first motor 58 is provided on the B-axis, and the second motor 60 is provided on the C-axis. The first ring gear 14, the first rotor 42 and the fourth rotor 62
a, 86b, 86c, and the first sun gear 1
The member C in which the second ring gear 24 and the second ring gear 24 are integrally connected and the third rotor 54 are connected by fourth gear pairs 88a and 88b, and the second sun gear 22 and the second rotor 50 are fifth gear pair. 98a and 98b.

The case 36 is provided with a compressor 66 for a cooling device (not shown), which can be connected to a drive pulley 90 via an electromagnetic clutch 78. The drive pulley 90 is connected to a first pulley 94 and a second pulley 96 via a belt 92, the first pulley 94 is connected to the input shaft 32 via a second OWC 72, and the second pulley 96 is connected to a third OWC 76. And the fourth gear pair 88b
Is linked to 2nd OWC72 and 3rd OWC7
Numeral 6 is configured to transmit torque only in the direction in which the compressor 66 operates. The drive system of these compressors 66 is similar to the embodiment of FIG.

In the above configuration, the third gear set 86a,
86b, 86c, the fourth gear pair 88a, 88b and the fifth gear pair.
Although the gear pairs 98a and 98b are interposed and the rotors connected to the first ring gear 14 are the first rotor 42 and the fourth rotor 62, the members A of the first planetary gear 10 and the second planetary gear 20 are provided. , Member B, member C,
Each rotor 4 of the first motor 58 and the second motor 60
1, 50, 54, and 62 are the same as in the embodiment of FIG. 1, and the operation is the same as that of FIG.

Therefore, also in the embodiment of FIG. 7, the speed can be changed steplessly from the start at vehicle speed 0 to the seventh drive mode, and mechanical power transmission at three fixed speed ratios of deceleration, direct connection, and speed increase is achieved. It is possible, and the electric power transmission ratio in the second, fourth and sixth drive modes is lower than in the conventional example, so that the power transmission efficiency is generally increased. Also, the first
In the drive mode to the third drive mode, the torque that enters the input shaft 32 from the engine 30 by the first planetary gear 10 and the drive torque of the first motor 58 are reduced to reduce the output shaft 40.
Can be driven similarly to the embodiment of FIG.

Further, regarding the operation of the compressor 66 of the cooling device, the output shaft 40 is fixed to the case 36 and the first motor 58 is driven to rotate the third rotor 54 in the reverse direction and the fourth rotor 62 in the forward direction. By rotating, the first pulley 94 is driven in the reverse rotation direction, and the engine 30
2 and the second pulley 96 can be driven in the same rotation direction as when the second pulley 96 is driven to rotate forward.

Therefore, the compressor 66 can be operated by the first motor 58 even when the engine 30 is not rotating, similarly to the embodiment of FIG. The cooling device can be operated without turning the engine 30. Note that, as in the present embodiment, two sets of planetary gears 10 and 20 are used.
The gears 86a, 88a, 98a on the A axis on which the first motor 58 and the second motor 60 are arranged are enlarged, and the gears 86b, 88b, 98b, 8 on the B and C axes on which the first motor 58 and the second motor 60 are arranged.
By setting 6c to be small, the first motor 58 and the second motor 60 rotate at high speed, so that a smaller required torque is required, and it is possible to further reduce the size and weight.

FIG. 8 is a skeleton diagram showing another embodiment of the vehicle drive device of the present invention. This embodiment is similar to the embodiment of FIG. 3, and therefore the differences from the embodiment of FIG. 3 will be described. Although the first planetary gear 10 is of the double pinion type as in FIG. 3, the connection relationship is different. That is, the first sun gear 12 is connected to the second ring gear 24 as a driving member, and forms the member C. The first carrier 16 is connected to the first rotor 42 as an A member, and the rotation can be stopped or fixed to the case 36 by the OWC 44 and the second lock pole 48. The first ring gear 14 is connected to the output gear 40, is integrated with the parking gear 80, and can be fixed to the case 36 by a parking lock pole 82.

The case 36 is provided with a compressor 66 of a cooling device (not shown), which can be connected to a drive pulley 90 via an electromagnetic clutch 78. The drive pulley 90 is connected to a first pulley 94 via a belt 92, and the first pulley 94 is connected to the input shaft 32 and the second OWC.
72, and also connected to the first carrier 16 via the third OWC 76. The second OWC 72 and the third OWC 76 are configured to transmit torque only in the direction in which the compressor 66 operates. The drive system of these compressors 66 is similar to the embodiment of FIG.

In the above configuration, the first sun gear 14 of the first planetary gear 10 and the first carrier 16 are connected in a configuration opposite to that of FIG. 3, but the first planetary gear 10 and the second planetary gear 20 Member A, Member B, Member C,
Each rotor 4 of the first motor 58 and the second motor 60
The connection with 2, 50 and 54 is the same as that of the embodiment of FIG. 3, and the operation is the same as that of FIG.

Therefore, in the embodiment shown in FIG. 8 as well, the speed can be continuously changed from the start at vehicle speed 0 to the seventh drive mode, and mechanical power transmission at three fixed speed ratios of deceleration, direct connection, and speed increase is achieved. It is possible, and the electric power transmission ratio in the second, fourth and sixth drive modes is lower than in the conventional example, so that the power transmission efficiency is generally increased. Also, the first
In the drive mode to the third drive mode, the first planetary gear 10 reduces the torque that enters the input shaft 32 from the engine 30 and the drive torque of the first motor 58 to reduce the output gear 4.
0 can be driven similarly to the embodiment of FIG.

Further, regarding the operation of the compressor 66 of the cooling device, the first ring gear 14 is fixed to the case 36 and the first motor 58 is driven to drive the first rotor 42.
Is rotated in the forward direction, the engine 30 can be operated in the same rotation direction as the operation via the input shaft 32.

Therefore, the compressor 66 can be operated by the first motor 58 even when the engine 30 is not rotating, as in the embodiment of FIG. 2, so that the vehicle can be stopped for a long time and run on a long downhill. The cooling device can be operated without turning the engine 30. Further, by providing the output gear 40 as in the present embodiment, a configuration suitable for a general front-wheel-drive vehicle is obtained.

Next, FIG. 9 is a skeleton diagram showing another embodiment of the vehicle drive device of the present invention. First, differences from the embodiment of FIG. 1 will be described. Member A
A first rotor 42 connected to the first ring gear 14,
The first motor 58 is provided between the second ring gear 24 of the member C and the third rotor 54 to which the first sun gear 12 is connected.
1 is basically the same as that of FIG. 1, except that the second motor 60 is connected between the first rotor 42 and the first stator 100 fixed to the case 36 by the second sun gear 22 of the member B.
And the second stator 50 fixed to the case 36 constitutes a third motor 104.

Next, the operation of the embodiment shown in FIG. 9 will be described. The operation is basically the same as that of the embodiment of FIG. 1, however, there is no direct connection of the fifth drive mode in the present embodiment with a difference in part because of the three motors as described above. . That is, the first drive mode is the first motor 5
8 is driven only by the second sun gear 22 of the member B in the second drive mode.
The motor 104 generates power and supplies it to the first motor 58. In the third drive mode, the function of the brake 52 shown in FIG. 1 is performed by electrically stopping the rotation of the second sun gear 22 by the third motor 104, and the deceleration drive is performed at a fixed speed ratio. In the fourth drive mode and the sixth drive mode,
Similarly, the rotation of the second sun gear 22 is electrically stopped by the third motor 104, and the first motor 58 generates power to supply power to the second motor 60. Similarly, in the seventh drive mode, the rotation of the second sun gear 22 is electrically stopped by the third motor 104 and the first motor 58 is electrically integrated to perform the speed-up driving at the determined gear ratio.

Therefore, in the embodiment shown in FIG. 9 as well, the speed can be continuously changed from the start at vehicle speed 0 to the seventh drive mode, and mechanical power can be transmitted at two fixed speed ratios of deceleration and acceleration. In addition, since the electric power transmission ratio in the second, fourth, and sixth drive modes is lower than in the conventional example, the power transmission efficiency is generally increased. In this embodiment, three motors are used.
2 becomes unnecessary, so that the above-described driving can be performed only by electrical control without any mechanical control in general traveling.

As described above, in each of the embodiments of the present invention, the operation of the members A, B, and C and the motors 58 and 60 is basically the same as that of the embodiment of FIG. The speed can be continuously changed from the start at vehicle speed 0 to the seventh drive mode, and mechanical power transmission with three fixed speed ratios of deceleration, direct connection, and speed increase is possible except for a part. In addition, since the electric power transmission ratio in the second, fourth, and sixth drive modes is lower than in the conventional example, the power transmission efficiency is generally increased. Also,
In the first to third drive modes, the torque that enters the input shaft 32 from the engine 30 with the first planetary gear 10;
Also, the drive torque of the first motor 58 can be reduced to drive the output shaft 40, similarly to the embodiment of FIG.

[0130] Based on the general knowledge of those skilled in the art, the automobile drive device of the present invention takes measures to prevent excessive torque from acting on each motor and to prevent overheating, and to use a conical instead of a one-way clutch or brake. In addition to changes and improvements, such as the use of clutches and electromagnetic clutches, as well as the ability to operate air compressors and hydraulic pumps that were conventionally driven by the engine as well as compressors for cooling systems even when the engine is stopped, Can be implemented.

[0131]

As described above, according to the vehicle drive device of the present invention, the following effects can be obtained. (1) According to the vehicle driving apparatus of the present invention, the driving force input from the engine to the input shaft can be transmitted to the output shaft via the first planetary gear and the second planetary gear. The first planetary gear includes a plurality of motors, the first planetary gear includes, as the rotating member, a member connected to the output shaft, a member A capable of suppressing rotation in a case to obtain deceleration driving, and a driving member. The planetary gear has, as the rotating members, a member connected to the input shaft, a member B that can be rotationally stopped in a case to obtain a speed-up drive, and a member C connected to the driving member. Since the member C can be connected to the rotors of a plurality of motors, stepless shifting and mechanical drive with a fixed gear ratio of deceleration, direct connection, and speedup can be performed with high power transmission efficiency. And a large output torque can be obtained while using a motor with a small torque.

(2) According to the vehicle driving apparatus of the present invention, the first planetary gear includes the first sun gear, the first ring gear, and the first carrier that supports the first pinion meshed with the first sun gear and the first ring gear. The first carrier is connected to the output shaft, one of the first ring gear and the first sun gear constitutes a member A, and the other of the first ring gear and the first sun gear constitutes a drive member, First
With a simple configuration of the planetary gear, a drive device having a fixed speed ratio of stepless speed change and reduction, direct connection, and speed increase can be obtained.

(3) According to the vehicle driving apparatus of the present invention, the second planetary gear includes the second sun gear, the second ring gear, and the second carrier supporting the second pinion meshing with the second sun gear and the second ring gear. , The second carrier is connected to the input shaft, the second sun gear constitutes the member B, and the second ring gear constitutes the member C, so that the second planetary gear has a simple structure, and stepless shifting and deceleration. Thus, a drive device having a fixed gear ratio of direct connection and speed increase can be obtained.

(4) According to the vehicle driving device of the present invention, the first planetary gear includes the first sun gear, the first ring gear, the first pinion a meshing with the first sun gear, and the first sun gear. A first carrier for supporting a first pinion b engaged with the first ring gear and the first pinion a, wherein the first ring gear is connected to the output shaft, and one of the first carrier and the first sun gear constitutes a member A However, since the other of the first carrier and the first sun gear constitutes a driving member, it is possible to provide a structure in which electric power can be easily supplied to a rotor wound with two coils.

(5) According to the vehicle driving device of the present invention, the second planetary gear includes the second sun gear, the second ring gear, the second pinion a meshing with the second sun gear, and the second planetary gear. A second carrier that supports a second pinion b meshing with the second ring gear a, the second ring gear being connected to the input shaft, a second sun gear constituting a member B, and the second carrier being a member Since C is configured, the first motor inside the three-layer structure is formed without using a hollow shaft, so that the entire motor can be made compact and the manufacturing cost can be reduced.

(6) According to the vehicle driving device of the present invention, since the member A is configured to be able to stop the rotation of the member A to the case by the one-way clutch, the member A is switched from the third driving mode to the fourth driving mode. At the time of switching, the rotation stop of the member A to the case is automatically released, so that the switching can be performed smoothly.

(7) According to the vehicle driving apparatus of the present invention, since the means for fixing the input shaft to the case is provided, two motors can be used simultaneously for driving or power generation. In particular, it is possible to effectively increase the output torque in the reverse drive and to effectively regenerate energy during braking and deceleration.

(8) According to the vehicle driving apparatus of the present invention, the first motor among the plurality of motors is formed between the rotors connected to the members A and C, Since the second motor among the plurality of motors is configured between the rotors connected to the members A and B, only the three rotating members of the members A, B, and C are connected to the two motors. Thus, it is possible to carry out mechanical drive at a fixed speed ratio of stepless speed change and deceleration, direct connection, and speed increase.

(9) According to the ninth aspect of the present invention, the first motor and the second motor are configured such that one of the respective rotors is integrally formed and the other of the respective rotors is rotated. Since the rotors are coaxially stacked radially on the inside and outside of the rotor with the integrated rotor, and the integrated rotor and the member A are connected, the integrated rotor is composed of permanent magnets. By reducing the use of expensive permanent magnets and reducing manufacturing costs,
The first motor and the second motor can be made compact by overlapping in the axial direction.

(10) According to the vehicle driving apparatus of the present invention, the first motor among the plurality of motors is formed between the member C and the output shaft, and the member A and the member B Between the second of the plurality of motors
Because the motors are configured, the degree of freedom in the arrangement of the two motors is increased, and a stepless speed change and mechanical drive with a fixed speed ratio of deceleration, direct connection, and speed increase are performed using a motor with a general structure. be able to.

(11) According to the vehicle driving apparatus of the present invention, the first planetary gear is provided on the A axis, and the second planetary gear is provided in parallel with the A axis. The first planetary gear and the second planetary gear are connected to the first planetary gear and the second member because the member A and the member B can be connected via the first gear pair and the member C and the drive member can be connected via the second gear pair. By arranging the planetary gears to overlap with each other in the axial direction, the axial length can be reduced.

(12) According to the twelfth aspect of the present invention, the member A or the member that rotates in conjunction with the member A is fixed to the compressor of the cooling device with the output shaft fixed. Because it can be connected,
Since the compressor of the cooling device can be operated even when the engine is stopped for a long time, fuel efficiency can be improved as compared with the case where the engine is rotated only for cooling.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram of a vehicle drive device of the present invention.

FIG. 2 is a skeleton diagram of another embodiment of the vehicle drive device of the present invention.

FIG. 3 is a skeleton diagram of another embodiment of the vehicle drive device of the present invention.

FIG. 4 is a skeleton diagram of another embodiment of the vehicle drive device of the present invention.

FIG. 5 is a skeleton diagram of another embodiment of the vehicle drive device of the present invention.

FIG. 6 is a skeleton diagram of another embodiment of the vehicle drive device of the present invention.

FIG. 7 is a skeleton diagram of another embodiment of the vehicle drive device of the present invention.

FIG. 8 is a skeleton diagram of another embodiment of the vehicle drive device of the present invention.

FIG. 9 is a skeleton diagram of another embodiment of the vehicle drive device of the present invention.

[Description of Signs] 10: first planetary gear 12: first sun gear 14: first ring gear 16: first carrier 18, 18a, 18b: first pinion, first pinion a, first pinion b 20: second planet Gear 22: Second sun gear 24: Second ring gear 26: Second carrier 28, 28a, 28b: Second pinion, second pinion a, second pinion b 30: Engine 32: Input shaft 34: First blocking gear 36: Case 38: First Lock Pole 40: Output Shaft, Output Gear 42: First Rotor 44: One-Way Clutch (OWC) 46: Second Blocking Gear 48: Second Lock Pole 50: Second Rotor 52: Brake, No. 1 brake 54: Third rotor 56: Slip ring 58: First motor 60: Second motor 62: Fourth rotor 66: Compress Sir 68: drive shaft 70a, 70b: first gear pair 72: second one-way clutch (second OWC) 74a, 74b: second gear pair 76: third one-way clutch (third OWC) 78: electromagnetic clutch 80: parking gear 82 : Parking lock pole 84: Second brake 86a, 86b, 86c: Third gear pair, third gear set 88a, 88b: Fourth gear pair 90: Drive pulley 92: Belt 94: First pulley 96: Second pulley 98a , 98b: fifth gear pair 100: first stator 102: second stator 104: third motor

Claims (12)

[Claims] 1. A driving force input to an input shaft from an engine can be transmitted to an output shaft via a first planetary gear and a second planetary gear, and a plurality of motors are provided. As a rotating member, a member connected to the output shaft, a member A that can be rotation-suppressed in a case to obtain a deceleration drive, and a driving member, wherein the second planetary gear is, as the rotating member, A member B connected to the case, a member B rotatable to the case to obtain a speed-up drive, and a member C connected to the drive member
And the member A, member B, and member C are respectively connectable to rotors of the plurality of motors. 2. The first planetary gear includes a first sun gear, a first ring gear, and a first carrier that supports a first pinion meshing with the first sun gear, the first carrier being connected to the output shaft, 2. The device according to claim 1, wherein one of the first ring gear and the first sun gear forms the member A, and the other of the first ring gear and the first sun gear forms the driving member. Automotive drive system. 3. The second planetary gear includes a second sun gear, a second ring gear, and a second carrier that supports a second pinion meshing with the second sun gear, the second carrier being connected to the input shaft, The vehicle drive device according to claim 1, wherein a second sun gear forms the member B, and the second ring gear forms the member C. 4. 4. The first planetary gear includes a first sun gear, a first ring gear, a first pinion a meshing with the first sun gear, and a first pinion b meshing with the first ring gear and the first pinion a. A first carrier to be supported, wherein the first ring gear is connected to the output shaft, and one of the first carrier and the first sun gear forms the member A; 4. The vehicle drive device according to claim 1, wherein the other one of the sun gears constitutes the drive member. 5. The second planetary gear includes a second sun gear, a second ring gear, a second pinion a meshing with the second sun gear, and a second pinion b meshing with the second ring gear and the second pinion a. A second carrier to be supported, the second ring gear being connected to the input shaft, the second sun gear constituting the member B, and the second carrier constituting the member C. The vehicle drive device according to claim 1. 6. The vehicle driving device according to claim 1, wherein the member A is configured to be able to be rotationally stopped on the case by a one-way clutch. 7. The driving apparatus for an automobile according to claim 1, further comprising means for fixing the input shaft to the case. 8. A first motor of the plurality of motors is formed between the rotors connected to the members A and C, and between the rotors connected to the members A and B. 8. The vehicle driving device according to claim 1, wherein a second motor of the plurality of motors is configured. 9. The first motor and the second motor are configured such that one of the rotors is integrated in common, and the other rotor is coaxially formed inside and outside of the integrated rotor. The vehicle drive device according to claim 8, wherein the rotor and the member A, which are stacked and arranged in the radial direction and are connected together, are connected to each other. 10. A first motor of the plurality of motors is formed between the member C and the output shaft, and a second motor of the plurality of motors is formed between the member A and the member B. 8. The vehicle drive device according to claim 1, wherein the drive device comprises a motor. 11. The first planetary gear is provided on an A-axis,
The second planetary gear is provided on a B-axis provided in parallel with the A-axis, and the member A and the member B can be connected via a first gear pair. 11. The vehicle driving device according to claim 1, wherein the driving device is configured to be connectable via a second gear pair. 12. The member according to claim 1, wherein the member A or a member that rotates in conjunction with the member A can be connected to a compressor of a cooling device while the output shaft is fixed. Automotive drive system.