JP2007057066A - Motor power transmitting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a motor power transmitting device capable of distributing and outputting power even from a high-speed high-power motor to two shafts and actively controlling the distribution of torque, and enable limp-home traveling during failure or nonuse of the high-speed high-power motor. <P>SOLUTION: Motor/generators MG1, MG2 are coaxially mounted on a center of a case 1, first and second planetary gear groups G1, G2 at a left side, and a third planetary gear group G3 at a right side are respectively coaxially mounted. The first and the second motor/generators MG1, MG2, each rotational element of the first to third planetary gear groups G1-G3, and first and second output shafts Out 1, Out 2 are connected as shown by a collinear figure of Fig. 36. Normally, both clutches CL1 and CL2 are fastened. Upon failure of the first motor/generator MG1, the second clutch CL2 is released, and limp-home traveling is made possible by using the second motor/generator MG2. Upon failure of the second motor/generator MG2, the first clutch CL1 is released, and limp-home traveling is made possible by using the first motor/generator MG1. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a motor power transmission device for a vehicle that is useful when a wheel is driven by a motor and is useful for distributing and outputting motor power to left and right wheels and front and rear wheels.

A so-called electric four-wheel drive vehicle in which one of the left and right wheels is driven by an engine, and when the drive slip of these left and right wheels occurs or the other left and right wheels are driven by a motor as appropriate when the vehicle starts,
In a so-called hybrid vehicle in which a motor / generator is coupled to certain left and right wheels and the left and right wheels are motor-driven as necessary, or rotational energy of these left and right wheels is converted into electrical energy and stored.
As a motor power transmission device for distributing and transmitting motor power from a motor to a plurality of wheels to be driven by this, conventionally, as described in Patent Document 1, motor rotation is reduced by two stages using a parallel gear. After that, what is distributed to the left and right wheels is known as a general one.

However, in such a two-stage reduction type motor power transmission device using parallel gears, since the motor is always offset in the radial direction with respect to one shaft, the wheel drive system including the motor is in the radial direction. In reality, the problem of large size is unavoidable and the application is limited.
Therefore, as described in Patent Document 2, a planetary gear set is used to decelerate motor rotation, and a differential function using the planetary gear set is used to distribute and output the reduced rotation to the left and right wheels. It is possible.
In addition, as described in Patent Document 3, a technique has also been proposed in which power from one motor is distributed and output so that left and right wheel driving forces are equal.
JP-A-11-240347 Japanese Patent Application Laid-Open No. 08-042656 JP 08-282314 A

  However, as described in Patent Document 2, in the motor power transmission device using one planetary gear set, the planetary gear set and the motor are coaxially arranged, and the wheel drive system including the motor is large in the radial direction. However, there is a structural limitation in increasing the reduction ratio, and this causes another problem that it cannot be applied when a high-power motor with a high rotation speed is required.

In addition, if the motor power is distributed to the 2-output system using a differential device consisting of planetary gear sets, the torque distribution to the 2-output system is fixed because the torque distribution to the 2-output system is determined by the design of the differential device. Since it cannot be adopted when the distribution needs to be freely controlled, there is a problem that the application is limited in this respect as well.
In this regard, since the technology described in Patent Document 3 is also configured so that the left and right wheel driving forces are equalized, the torque distribution to the two-output system cannot be freely controlled, and a solution to this problem has been realized I haven't done it.

  Even when a high-power motor with high rotation speed is required, the present invention can reliably output the rotation from the motor to the required number of rotations and freely distribute the torque to the two-output system. In order to solve all of the above problems, the motor power transmission device that can be controlled by the motor is further proposed. Further, even if the motor fails, the vehicle travels unintended by the driver. A motor power transmission device that can be avoided is proposed.

For this purpose, the motor power transmission device according to the present invention is as follows.
First, the motor power transmission device includes a first differential device and a second differential device, which are composed of at least three rotating elements, arranged coaxially.
Then, the first differential element and the second differential element are coupled to each other, and one of the other two rotary elements of the first differential element is fixed, and the other The second output shaft is coupled to the rotating element. The first output shaft is coupled to one of the other two rotating elements of the second differential device, and the first motor / generator is coupled to the other rotating element.
Further, one rotary element of the third differential device composed of at least three rotary elements is coupled to the one rotary element of the second differential device, and the other two rotary elements of the third differential device are coupled. Of these, the second motor / generator is coupled to one rotating element, and the other rotating element is coupled to the other rotating element of the first differential. Alternatively, the basic configuration is to fix the other rotating element.

When the first motor / generator fails or is not used, the fixing of the rotating element of the first differential device is released,
When the second motor / generator fails or is not used, the rotation element of the third differential device is unlocked.

  Alternatively, when the first motor / generator according to the second differential device or the second motor / generator according to the third differential device fails or is not used, the differential device according to the first or second motor / generator. Among the rotating elements, the coupling of at least one rotating element coupled to the rotating element of another differential device is configured to be disconnected.

Alternatively, the motor power transmission device includes a first differential device and a second differential device, which are composed of at least three rotating elements, arranged coaxially.
Then, the first differential element and the second differential element are coupled to each other, and one of the other two rotary elements of the first differential element is fixed, and the other The second output shaft is coupled to the rotating element. The first output shaft is coupled to one of the other two rotating elements of the second differential device, and the first motor / generator is coupled to the other rotating element.
Further, one rotary element of the third differential device composed of at least three rotary elements is coupled to the one rotary element of the second differential device, and the other two rotary elements of the third differential device are coupled. Of these, the basic configuration is that the second motor / generator is coupled to one rotating element, and the other rotating element is coupled to the other rotating element of the first differential device.

  When the first motor / generator according to the second differential device fails or is not used, the other rotary element of the third differential device coupled to the first output shaft causes the first differential device to The other rotating element is configured to be separated.

According to the motor power transmission device described in the present invention,
The first differential device and the second differential device are coaxially juxtaposed, the coupling relationship between the rotating elements of these differential devices, and the first second motor / generator and the first second output shaft for these rotating elements. The coupling relationship is changed to the coupling relationship as described above using the third differential device, and the torque of the first motor / generator is distributed and output to the first and second output shafts while being decelerated by the first and second differential devices. Because the distribution output is adjusted using the second motor / generator,
The first and second motor / generators can be arranged coaxially with respect to the two differential devices arranged in parallel with each other, and the motor power transmission device including the first and second motor / generators is enlarged in the radial direction. Can be avoided.

Also, in order to decelerate the rotations of the first and second motor / generators by the first to third differential devices and distribute and output them to both output shafts, the reduction ratio should be set large by the combination of the first to third differential devices. Will be able to
Even when a high-power motor with a high rotation speed is required, the rotation from the motor can be reliably decelerated to the required number of rotations and output, and even for a system using such a high-power motor. It can be applied without any problem and the usage is not limited.

  Further, since the rotation of the first second motor / generator is decelerated by the first to third differential devices and distributed to the first second output shaft, the first output of the first second motor / generator The torque distribution to the second output shaft can be freely controlled, and can be applied to the case where the torque distribution to the two output system needs to be freely controlled, and the application is not limited.

Further, when the first or second motor / generator as a drive source has failed or is not used, the rotational element of the differential device related to the motor / generator is unfixed, or the motor / generator Since the coupling between one rotation element of a differential device and one rotation element of another differential device is disconnected,
Even if an excessive torque exceeding the driver's intention is output from the motor / generator to the differential device due to failure, the excessive torque is transmitted from the differential device to the first and second output shafts. Can be prevented. Therefore, it is possible to avoid deterioration in driving performance.
Or, even if one motor / generator stops outputting torque at all due to a failure, it can run to limp home by outputting torque to the other motor / generator and can self-run to the repair shop. .
Alternatively, it can be avoided that the inertia of one of the motors / generators that has failed adversely affects the running performance when the other motor / generator that is operating normally is running.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
Before describing each embodiment of the present invention, a motor power transmission device having a basic configuration will be described first. Each of the embodiments of the present invention is a motor power transmission device having a basic configuration with various clutches, brakes, etc. attached thereto. This is to facilitate understanding.

FIG. 35 is a skeleton diagram showing a motor power transmission device having a basic configuration.
In the first basic configuration shown in FIG. 35, two first and second planetary gear sets G1 and G2, first and second motor / generators MG1 and MG2, and a third planetary gear set G3 are provided in case 1. Are stored coaxially with each other. The first planetary gear set G1, the second planetary gear set G2, and the third planetary gear set G3 correspond to the first differential device, the second differential device, and the third differential device, respectively, according to the present invention. Each of the first planetary gear set G1 (first differential), the second planetary gear set G2 (second differential), and the third planetary gear set G3 (third differential) has three rotating elements. A single pinion planetary gear set made of
In addition, the first motor / generator MG1 and the second motor / generator MG2 constitute a composite current double-layer motor characterized in that the two rotors are arranged in concentric circles. Of course, it may be arranged.

  In this basic configuration, as shown in FIG. 35, the sun gear S1 of the first planetary gear set G1 and the ring gear R2 of the second planetary gear set G2 are coupled to each other. In addition, the first planetary gear set G1 fixes the carrier C1 to the case 1 and couples the ring gear R1 to the first output shaft Out1. The first output shaft Out1 is rotatably taken out from the end of the case 1 where the first and second planetary gear sets G1, G2 are arranged, for example, a differential gear device for left and right rear wheels, not shown, or for left and right front wheels To the differential gear unit. Or it couple | bonds with the differential gear apparatus for left wheels.

  The carrier C2 of the second planetary gear set G2 is coupled to the carrier C3 of the third planetary gear set G3 by the hollow shaft 7, and the sun gear S2 is coupled to the rotor r1 of the first motor / generator MG1 by the hollow shaft 3. That is, the first motor / generator MG1 relates to the second differential device G2.

The hollow shaft 3 is rotatably fitted to the outer periphery of the hollow shaft 7, and the first output shaft Out1 is passed through the hollow shaft 7 so that the first and second planetary gear sets G1 and G2 can be seen. It extends toward the end on the opposite side and is coupled to the ring gear R3 of the third planetary gear set G3. Accordingly, the first output shaft Out1 couples the ring gear R3 of the third planetary gear set G3 to the ring gear R1 of the first planetary gear set G1.
Then, the carrier C3 of the third planetary gear set G3 is coupled to the second output shaft Out2, and the second output shaft Out2 is rotatably projected from the end portion of the case 1 where the third planetary gear set G3 is disposed. The first output shaft Out1 is coupled to, for example, a differential gear device for left and right front wheels (not shown) or a differential gear device for left and right rear wheels. Or it couple | bonds with the differential gear apparatus for right wheels.
The third planetary gear set G3 further couples the sun gear S3 by the hollow shaft 4 to the rotor r2 of the second motor / generator MG2. That is, the second motor / generator MG2 is related to the third differential device G3. The hollow shaft 4 is rotatably fitted to the outer periphery of the hollow shaft 7.

The above-described motor power transmission device configured as shown in FIG. 35 can be represented by a collinear chart as shown in FIG. 36, and the vertical axis in this figure represents the rotational speed of the rotating elements constituting the planetary gear sets G1, G2, G3. (With reference to 0, the upper direction in the figure is the normal rotation speed and the lower direction is the reverse rotation speed), and the horizontal axis represents the ratio of the distances between the rotating elements constituting the planetary gear sets G1, G2, and G3.
Since the ring gear R2 and the sun gear S1 are coupled to each other as described above,
The order of the rotational speed of the rotating elements constituting the first planetary gear set G1 (whether the order is fast or slow depends on the speed change state) is that the carrier C1 is fixed, so that the sun gear S1 and the ring gear R2 As shown by the lever (indicated by the same symbol G1) on the left side of FIG.
The order of rotation speed of the rotating elements constituting the second planetary gear set G2 is as shown by a lever (indicated by the same reference numeral G2) on the right side of FIG. 36 rather than the mutual coupling point of the sun gear S1 and the ring gear R2.
The rotational speed of the rotating elements constituting the third planetary gear set G3 is such that the third ring gear R3 is coupled to the first output shaft Out1 together with the ring gear R1, and the carrier C3 is coupled to the second output shaft Out2 together with the carrier C2. Therefore, as shown by the lever in FIG. 36 (indicated by the same reference numeral G3).
The rotating elements of the single pinion planetary gear set are represented in the order of ring gear, carrier, sun gear, or vice versa on the collinear lever. Accordingly, the rotating elements of these levers G1, G2, G3 are also as shown in FIG.

In the collinear diagram of FIG. 36, the first motor / generator MG1 is also coupled to the sun gear S2 of the second planetary gear set G2 on the side far from the mutually coupled sun gear S1 and ring gear R2, and these are also coupled to each other. The second output shaft Out2 is connected to the carrier C2 of the second planetary gear set G2 between the sun gear S1 and the ring gear R2 and the sun gear S2 coupled with the first motor / generator MG1.
And the carrier C3 of the third planetary gear set G3 is coupled to the carrier C2 and the second output shaft Out2.

36, the first output shaft Out1 is coupled to the ring gear R1 of the first planetary gear set G1 on the side far from the mutually coupled sun gear S1 and ring gear R2, and the mutually coupled sun gear S1 and The carrier C1 of the first planetary gear set G1 between the ring gear R2 and the ring gear R1 coupled with the first output shaft Out1 is fixed to the case 1.
Of the remaining two rotating elements of the third planetary gear set G3, the ring gear R3 and the sun gear S3, the ring gear R3 is connected to the ring gear R1 of the first planetary gear set G1 to which the first output shaft Out1 is connected. S3 is coupled to the second motor / generator MG2.

When the vehicle travels, the output torque of the first motor / generator MG1, which is the main drive source, is input to the lever of the second planetary gear set G2, and is distributed to the first output shaft Out1 and the second output shaft Out2. The torque of the first output shaft Out1 and the torque of the second output shaft Out2 are adjusted by inputting the output torque of the second motor / generator MG2, which is a torque distribution drive source, to the lever of the third planetary gear set G3. Do it.
Note that the wheel driven by the first output shaft Out1 and the wheel driven by the second output shaft Out2 travel on the common road surface, so the rotation speed of the first output shaft Out1 is usually the second output shaft. Same as Out2 speed.

From this, each Example of this invention is described. In each of the embodiments of the present invention, a clutch or a brake is provided in the motor power transmission device having the basic configuration described above.
FIG. 1 is a skeleton diagram showing a motor power transmission device according to an embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. In the embodiment of FIG. 1, the first clutch CL1 is inserted between the first output shaft Out1 and the ring gear R3 of the basic configuration shown in FIG. 35, and the second clutch CL2 is inserted between the first output shaft Out1 and the ring gear R1. It is characterized by having been inserted. That is, the first output shaft Out1 can be coupled simultaneously with the ring gear R1 and the ring gear R3, or the first output shaft Out1 can be selectively coupled with either the ring gear R1 or the ring gear R3.

  Reference numeral 1 denotes a case, and two first and second planetary gear sets G1, G2 are coaxially arranged side by side on the left side in the axial direction (left-right direction in the figure) in the case 1, and the axial direction in the case 1 (Left and right direction in the figure) The third planetary gear set G3 is arranged and accommodated on the right side so as to be coaxial with the planetary gear sets G1 and G2.

When viewed from the second planetary gear set G2, the first planetary gear set G1 is arranged on the left side of the figure, and between the first and second planetary gear sets G1, G2 and the third planetary gear set G3. The first motor / generator MG1 and the second motor / generator MG2 are arranged so as to be concentric. That is, in order from the first planetary gear set G1 on the left side of FIG. 1, the second planetary gear set G2, the composite two-layer motor combining the first motor / generator MG1 and the second motor / generator MG2, and the third planetary gear set. A gear set G3 is arranged.
The first planetary gear set G1, the second planetary gear set G2, and the third planetary gear set G3 correspond to the first differential device, the second differential device, and the third differential device, respectively, in the present invention. The first planetary gear set G1 (first differential), the second planetary gear set G2 (second differential), and the third planetary gear set G3 (third differential) are each a single pinion planetary gear. Make a pair.

  A single pinion planetary gear set G1, which is the first differential gear, has three rotational elements, a sun gear S1, a ring gear R1, and a carrier C1, as main components, and a plurality of pinions P1 mesh between the sun gear S1 and the ring gear R1. At the same time, the pinion P1 is rotatably supported on a common carrier C1.

  The single pinion planetary gear set G2, which is the second differential gear, also has three rotating elements, a sun gear S2, a ring gear R2, and a carrier C2, as main components, and a plurality of pinions P2 are meshed between the sun gear S2 and the ring gear R2. At the same time, these pinions P2 are rotatably supported on a common carrier C2.

  The third differential gear single pinion planetary gear set G3 also has three rotating elements, a sun gear S3, a ring gear R3, and a carrier C3, as main components, and a plurality of pinions P3 are meshed between the sun gear S3 and the ring gear R3. At the same time, these pinions P3 are rotatably supported on a common carrier C3.

The motor / generators MG1 and MG2 each have a common stator st fixed to the case 1. The rotor r1 of the first motor / generator MG1 is disposed on the inner periphery of the stator st, and the second motor / generator MG1 is disposed on the outer periphery of the stator st. A rotor r2 of the generator MG2 is rotatably supported.
As shown in FIG. 1, the stator st and the rotor r1 constitute a first motor / generator MG1, and the stator st and the rotor r2 constitute a second motor / generator MG2.

  In this case, the motor / generator MG1 and MG2 can be individually controlled by driving a combined current obtained by combining the control currents for the first and second motor / generators MG1 and MG2 to the stator st. MG1 and MG2 can function as individual generators.

  Next, the coupling relationship between each rotating element described above and the first and second motor / generators MG1 and MG2 will be described.

The carrier C1 of the first planetary gear set G1 is fixed to the case 1.
A hollow shaft 6 is provided between the first planetary gear set G1 and the second planetary gear set G2, and the first output shaft Out1 passes through the hollow shaft 6 in a relatively rotatable manner. One end of the hollow shaft 6 is coupled to the sun gear S1 of the first planetary gear set G1, and the ring gear R2 of the second planetary gear set G2 is coupled to the other end of the hollow shaft 6, and the sun gear S1 and the ring gear R2 are connected to each other. Join.

In the first embodiment shown in FIG. 1, the first clutch CL1 is inserted in the middle left side of the first output shaft Out1 having the basic configuration shown in FIG. It is divided into two axes, the output shaft Out1 and the shaft 11 on the right side of FIG.
A second clutch CL2 is inserted between the ring gear R1 of the first planetary gear set G1 and the first output shaft Out1. These first clutch CL1 and second clutch CL2 may be any controllable one such as a multi-plate clutch or an electromagnetic clutch.
The shaft 11 passes through the hollow shaft 6 and the hollow shaft 7 described below in a relatively rotatable manner, and is coupled to the ring gear R3 of the third planetary gear set G3 at the other end.

A hollow shaft 7 is provided between the second planetary gear set G2 and the third planetary gear set G3, and one end of the hollow shaft 7 is coupled to the carrier C2 of the second planetary gear set G2. The hollow shaft 7 passes through the hollow shaft 3, the rotor r1, and the hollow shaft 4 so as to be relatively rotatable, and is coupled to the carrier C3 of the third planetary gear set G3 at the other end.
The carrier C3 is one of carriers C3 and C3 that support the pinion P3 of the third planetary gear set G3 on both sides. The second output shaft Out2 is coupled to the other carrier C3.

  The hollow shaft 3 provided between the second planetary gear set G2 and the first motor / generator MG1 is coupled at one end thereof to the sun gear S2 of the second planetary gear set G2. The other end is coupled to the rotor r1 of the first motor / generator MG1. In the middle, the parking gear 8 is fixed.

  The case 1 is provided with a park lock mechanism 9 for restricting the rotation of the parking gear 8. The park lock mechanism 9 can be locked with the tip of the parking rod 14 extending from the shift actuator 13. As will be described in detail later, when the shift actuator 13 moves the parking rod 14 forward, the park lock mechanism 9 meshes with the parking gear 8 and restrains the parking gear 8 from rotating. On the other hand, when the shift actuator 13 retracts the parking rod 14, the meshing is canceled and the parking gear 8 can freely rotate.

  The hollow shaft 4 provided between the second motor / generator MG2 and the third planetary gear set G3 is coupled to the rotor r2 of the second motor / generator MG2 at one end thereof. Further, the other end is coupled to the sun gear S3 of the third planetary gear set G3.

  One end of the first output shaft Out1 on the side far from the first clutch CL1 is protruded from the end portion (left end portion in FIG. 1) of the case 1, and the flange 5 is coupled. The flange 5 is coupled to, for example, a rotating member on the differential gear device side for the left and right front wheels, a rotating member for the differential gear device for the left and right rear wheels, or a rotating member for the left wheel of the differential gear device (not shown).

  The second output shaft Out2 is rotatably protruded from the end portion (right end portion in FIG. 1) of the case 1 on the side opposite to the side where the first output shaft Out1 protrudes, and the flange 10 is coupled. The flange 10 is coupled to, for example, a rotating member of a differential gear device for left and right rear wheels (not shown), a rotating member of a differential gear device for left and right front wheels, or a rotating member for a right wheel of the differential gear device.

  The above-described motor power transmission device configured as shown in FIG. 1 normally has the first clutch CL1 and the second clutch CL2 engaged. For this reason, the function is the same as that of the basic configuration shown in FIG. 35 described above. The vertical axis of the collinear chart in FIG. 36 indicates the rotational speeds of the rotating elements constituting the planetary gear sets G1, G2, and G3 (the upper direction is the forward rotational speed and the lower direction is the reverse rotational speed with respect to 0). The horizontal axis represents the ratio of the distances between the rotating elements constituting the planetary gear sets G1, G2, G3. That is, the ratio of the horizontal axis distance between the rotating elements constituting one set of planetary gear sets can be said to be the tooth number ratio of the rotating elements and the radius ratio.

  As described above, since the ring gear R3 is coupled to the ring gear R1 and the sun gear S1 and the ring gear R2 are coupled to each other, the differential device including the first planetary gear set G1 and the second planetary gear set G2 is shown in FIG. It is represented as a single bent bar with two levers connected, and the order of the absolute value of the rotation speed (speed) of the rotating elements constituting the differential (in order of fastness or slowness) Are different in the order of sun gear S2, ring gear R2 (sun gear S1), carrier C2 and ring gear R1.

The third differential gear configured by the third planetary gear set G3 is shown in FIG. 36 because the ring gear R3 is coupled to the ring gear R1 and the carrier C3 is coupled to the carrier C2 as described above. It is expressed as one horizontal bar (each rotating element has the same number of revolutions) that becomes a lever. As long as the wheel connected to the first output shaft and the wheel connected to the second output shaft are grounded and run on a common road surface, the rotating elements constituting the third differential device (sun gear S3, carrier C3, ring gear) The rotation speed of R3) is basically the same.
When distributing the output of the first motor / generator MG1, which is the main drive source, to the first output shaft Out1 and the second output shaft Out2, the rotation speed of the first output shaft Out1 coupled to the ring gear R3, and the carrier Torque distribution according to the horizontal axis ratio can be performed with the same rotational speed of the second output shaft Out2 coupled to C3.

The first planetary gear set G1 corresponding to the first differential device and the second planetary gear set G2 corresponding to the second differential device are also composed of three rotating elements.
Of the other two rotating elements other than the sun gear S1 and the ring gear R2 coupled to each other on the collinear diagram of FIG. 36, the carrier C1 corresponding to one rotating element is the case for the first planetary gear set G1. Since it is fixed at 1, the rotation speed of the carrier C1 is always 0. Further, since the first output shaft Out1 is coupled to the ring gear R1 corresponding to the other rotational element via the second clutch CL2, the rotational speed of the ring gear R1 becomes the rotational speed of the first output shaft Out1 during the coupling. .
For the second planetary gear set G2, since the second output shaft Out2 is coupled to the carrier C2 corresponding to one of the rotating elements, the rotational speed of the carrier C2 becomes the rotational speed of the second output shaft Out2. Further, since the first motor / generator MG1 is coupled to the sun gear S2 corresponding to the other rotating element, the rotational speed of the sun gear S2 becomes the rotational speed of the first motor / generator MG1.

  36, since the second motor / generator MG2 is coupled to the sun gear S3 corresponding to one rotating element of the lever G3, the rotation speed of the sun gear S3 is equal to the rotation speed of the second motor / generator MG2. Become. Further, since the ring gear R1 of the first differential GM1 is coupled to the ring gear R3 corresponding to the other rotating element via the shaft 11 and the second clutch CL2, the ring gear R3 and the first output shaft Out1 are coupled during the coupling. The rotational speed is the rotational speed of the ring gear R1.

  By the way, in this embodiment, two clutches CL1 and CL2 are provided in the above-mentioned basic configuration. Normally, both clutches CL1 and CL2 are engaged, and the output torques of the two motor / generators MG1 and MG2 are transmitted to the output shafts Out1 and Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, one of the clutches is released, and the remaining normal or in-use motor / generator is removed. And limp home travel.

For example, the motor control unit (not shown) performs power supply control corresponding to the target torque command to the motor / generator MG1, MG2, but the motor / generator MG1, MG2 for some reason. When the output torque greatly exceeds the target torque, or when the output torque becomes zero and there is no possibility of returning to the target torque. In this case, it is determined that the motor / generators MG1 and MG2 have failed because appropriate torque control is disabled.
Also, “not used” means, for example, a case where a motor control unit (not shown) performs power supply control on the motor / generators MG1 and MG2 so that the target torque command becomes zero.

  In this embodiment, when it is detected that the first motor / generator MG1 related to the second differential gear G2 has failed or not used, the second clutch CL2 is released and the third clutch coupled to the first output shaft out1 is used. The ring gear R1 of the first differential device G1 is disconnected from the ring gear R3 of the differential device G3.

The operation of releasing the second clutch CL2 will be described with reference to the collinear diagram shown in FIG. 36. By releasing the second clutch CL2, the ring gear R1 is separated from the ring gear R3 and the first output shaft Out1. The rotation speed of each rotation element of the lever G1 is independent (free) from the rotation speed of each rotation element of the lever G3 and the rotation speed of the first output shaft Out1. Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotational speeds of the mutually coupled ring gear R2 and sun gear S1 are in the reverse rotation direction. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by accelerating to the same speed or by only accelerating the rotational speed of the disconnected ring gear R1 in the forward rotation direction. it can.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the rotational speeds of the mutually coupled ring gear R2 and sun gear S1 are reduced. In other words, it is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from being undesirably reduced by only reducing the rotational speed of the disconnected ring gear R1.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Further, when it is detected that the second motor / generator MG2 related to the third differential device G3 is lost or not used, the first clutch CL1 is released, and the detected third motor / generator MG2 related third is detected. Of the rotating elements R3, C3, S3 of the differential device G3, the coupling of at least one rotating element R3 coupled to the rotating elements of the other differential devices G1, G2 is disconnected.
Of the rotating elements R3, C3, S3 of the third differential device G3, the rotating elements coupled to the rotating elements of the other differential devices G1, G2 are the ring gear R3 and the carrier C3. The term “at least one” means that at least one of the ring gear R3 or the carrier C3 is separated from the other differential devices G1 and G2. In addition to this embodiment, a clutch may be inserted between the carrier C3 and the rotation element C2 of the other differential device G2, and the coupling of the carrier C3 may be disconnected by releasing the clutch.

The operation of releasing the first clutch CL1 will be described with reference to the collinear chart shown in FIG. 36. By releasing the first clutch CL1, the ring gear R3 is disconnected from the ring gear R1 and the first output shaft Out1. The rotation speeds of the rotation elements R3 and S3 at both ends of the lever G3 are independent (free) from the rotation elements of the lever G1 and the lever G2 and the rotation speed of the first output shaft Out1. Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to failure, the rotational speed of the rotating element S3 at one end of the lever G3 is in the positive rotational direction. , The inclination of the lever G3 changes with the rotation element C3 in the middle of the lever G3 as a fulcrum, and the rotation speed of the rotation element R3 at the other end of the lever G3 is only decelerated in the reverse rotation direction. It is possible to prevent the output torque of the output shaft Out1 and the second output shaft Out2 from increasing undesirably.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the second motor / generator MG2 to the sun gear S3 becomes zero due to failure or non-use, the rotational speed of the rotating element S3 at one end of the lever G3 is zero. The inclination of the lever G3 changes with the rotating element C3 in the middle of the lever G3 as a fulcrum, and the rotational speed of the rotating element R3 at the other end of the lever G3 accelerates in the positive rotation direction. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from undesirably decreasing.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 2 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. The embodiment of FIG. 2 is characterized in that the first clutch CL1 is inserted between the ring gear R1 and the ring gear R3 in the basic configuration shown in FIG. 35 and the brake BL is inserted between the carrier C1 and the case 1. . The first output shaft Out1 is always coupled with the ring gear R1.

  Also in this embodiment, normally, any clutch CL1, brake BL is engaged, and the output torques of the two motor / generators MG1, MG2 are transmitted to the output shafts Out1, Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the clutch CL1 or the brake BL is released, and the remaining normal or in use It is characterized in that limp home travel is enabled using a motor / generator.

  In this embodiment, when the failure or non-use of the first motor / generator MG1 is detected, the brake BL is released, and the carrier C1, which is the rotating element of the first differential device G1, is released.

The action of releasing the brake BL will be described with reference to the collinear diagram shown in FIG. 36. By releasing the brake BL, the carrier C1 is released from the fixed state, and the other rotations of the lever G1 other than the one-rotation element R1 are performed. The number of rotations of elements C1 and S1 is free. That is, the inclination of the lever G1 can freely change with the rotation element R1 at one end thereof as a fulcrum. Further, the rotational speed of the rotational element R2 coupled to the above-described free rotational element S1 is also free (free). Accordingly, the inclination of the lever G2 related to the rotation element R2 can be freely changed with the intermediate rotation element C2 as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotation speed of the sun gear S2 accelerates in the positive rotation direction, and the lever G2, It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by changing the inclination of G1.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the speed of the sun gear S2 decelerates toward zero and the lever G2 , G1 only changes in inclination, and it is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from undesirably decreasing.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Further, when it is detected that the second motor / generator MG2 related to the third differential device G3 is lost or not used, the first clutch CL1 is released, and the detected third motor / generator MG2 related third is detected. Of the rotating elements R3, C3, S3 of the differential device G3, the coupling of at least one rotating element R3 coupled to the rotating elements of the other differential devices G1, G2 is disconnected.
Of the rotating elements R3, C3, S3 of the third differential device G3, the rotating elements coupled to the rotating elements of the other differential devices G1, G2 are the ring gear R3 and the carrier C3. To disconnect the coupling of at least one rotating element means to disconnect at least one of the ring gear R3 or the carrier C3 from the rotating elements of the other differential devices G1 and G2.

The operation of releasing the first clutch CL1 will be described with reference to the collinear chart shown in FIG. 36. By releasing the first clutch CL1, the ring gear R3 is disconnected from the ring gear R1 and the first output shaft Out1. The rotation speeds of the rotation elements R3 and S3 at both ends of the lever G3 are independent (free) from the rotation elements of the lever G1 and the lever G2 and the rotation speed of the first output shaft Out1. Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to failure, the rotational speed of the rotating element S3 at one end of the lever G3 is in the positive rotational direction. , The inclination of the lever G3 changes with the rotation element C3 in the middle of the lever G3 as a fulcrum, and the rotation speed of the rotation element R3 at the other end of the lever G3 is only decelerated in the reverse rotation direction. It is possible to prevent the output torque of the output shaft Out1 and the second output shaft Out2 from increasing undesirably.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the second motor / generator MG2 to the sun gear S3 becomes zero due to failure or non-use, the rotational speed of the rotating element S3 at one end of the lever G3 is zero. The inclination of the lever G3 changes with the rotating element C3 in the middle of the lever G3 as a fulcrum, and the rotational speed of the rotating element R3 at the other end of the lever G3 accelerates in the positive rotation direction. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from undesirably decreasing.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 3 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. The embodiment of FIG. 3 is characterized in that the first clutch CL1 is inserted between the ring gear R1 and the ring gear R3 in the basic configuration shown in FIG. 35 and the second clutch CL2 is inserted between the carrier C2 and the carrier C3. And The first output shaft Out1 is always coupled with the ring gear R1. The second output shaft Out2 is always coupled to the carrier C3.

  Also in this embodiment, normally, any of the clutches CL1 and CL2 is engaged, and the output torques of the two motor / generators MG1 and MG2 are transmitted to the output shafts Out1 and Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the first clutch CL1 or the second clutch CL2 is released and the remaining normal Alternatively, limp home travel is enabled by using a motor / generator in use.

  In this embodiment, when it is detected that the first motor / generator MG1 related to the second differential device G2 has failed or not used, the second clutch CL2 is released and the second difference related to the first motor / generator is detected. Of the rotating elements R2, C2, and S2 of the moving device G2, the coupling of at least one rotating element C2 that is coupled to the rotating elements of the other differential device G3 is disconnected.

The operation of releasing the second clutch CL2 will be described with reference to the alignment chart shown in FIG. 36. By releasing the second clutch CL2, the carrier C2 is separated from the carrier C3 and the second output shaft Out2, and the lever The number of rotations of the rotating elements C2 and S2 of G2 is free. That is, the inclination of the lever G2 can freely change with the rotation element R2 at one end thereof as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotation speed of the sun gear S2 accelerates in the positive rotation direction, and the lever G2, It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by changing the inclination of G1.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the speed of the sun gear S2 decelerates toward zero and the lever G2 , G1 only changes in inclination, and it is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from undesirably decreasing.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Further, when it is detected that the second motor / generator MG2 related to the third differential device G3 is lost or not used, the first clutch CL1 is released, and the detected third motor / generator MG2 related third is detected. Of the rotating elements R3, C3, S3 of the differential device G3, the coupling of at least one rotating element R3 coupled to the rotating elements of the other differential devices G1, G2 is disconnected.
Of the rotating elements R3, C3, S3 of the third differential device G3, the rotating elements coupled to the rotating elements of the other differential devices G1, G2 are the ring gear R3 and the carrier C3. The disconnection of the coupling of at least one rotating element means that at least one of the ring gear R3 or the carrier C3 is disconnected from the rotating elements of the other differential devices G1 and G2. In addition to this embodiment, a clutch may be inserted between the carrier C3 and the rotation element C2 of the other differential device G2, and the coupling of the carrier C3 may be disconnected by releasing the clutch.

The operation of releasing the first clutch CL1 will be described with reference to the collinear chart shown in FIG. 36. By releasing the first clutch CL1, the ring gear R3 is disconnected from the ring gear R1 and the first output shaft Out1. The rotation speeds of the rotation elements R3 and S3 at both ends of the lever G3 are independent (free) from the rotation elements of the lever G1 and the lever G2 and the rotation speed of the first output shaft Out1. Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to failure, the rotational speed of the rotating element S3 at one end of the lever G3 is in the positive rotational direction. , The inclination of the lever G3 changes with the rotation element C3 in the middle of the lever G3 as a fulcrum, and the rotation speed of the rotation element R3 at the other end of the lever G3 is only decelerated in the reverse rotation direction. It is possible to prevent the output torque of the output shaft Out1 and the second output shaft Out2 from increasing undesirably.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the second motor / generator MG2 to the sun gear S3 becomes zero due to failure or non-use, the rotational speed of the rotating element S3 at one end of the lever G3 is zero. The inclination of the lever G3 changes with the rotating element C3 in the middle of the lever G3 as a fulcrum, and the rotational speed of the rotating element R3 at the other end of the lever G3 accelerates in the positive rotation direction. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from undesirably decreasing.
The first motor / generator MG1 is controlled to give its torque to the lever G2 and output from Out1 and Out2, thereby allowing limp home travel.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 4 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. The embodiment of FIG. 4 is characterized in that the first clutch CL1 is inserted between the ring gear R1 and the ring gear R3 in the basic configuration shown in FIG. 35 and the second clutch CL2 is inserted between the sun gear S1 and the ring gear R2. And The first output shaft Out1 is always coupled with the ring gear R1. The second output shaft Out2 is always coupled to the carrier C3.

  Also in this embodiment, normally, any of the clutches CL1 and CL2 is engaged, and the output torques of the two motor / generators MG1 and MG2 are transmitted to the output shafts Out1 and Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the first clutch CL1 or the second clutch CL2 is released and the remaining normal Alternatively, limp home travel is enabled by using a motor / generator in use.

When the failure or non-use of the first motor / generator MG1 is detected, the first clutch CL1 is released, and among the rotating elements R2, C2, S2 of the second differential device G2 related to the first motor / generator The coupling of one rotating element R2 coupled to the rotating element of another differential device G1 is disconnected.
Of the rotating elements R2, C2, and S2 of the second differential device G2, the rotating elements coupled to the rotating elements of the other differential devices G1 and G3 are the ring gear R2 and the carrier C2. Therefore, in this embodiment, this corresponds to separating at least one of the ring gear R2 or the carrier C2 from the rotating elements of the other differential devices G1 and G3. In addition to this embodiment, a clutch may be inserted between the carrier C2 and the rotating element C3 of another differential device G3, and the clutch may be released to disconnect the carrier C2.

The operation of releasing the second clutch CL2 will be described with reference to the collinear diagram shown in FIG. 36. By releasing the second clutch CL2, the ring gear R2 is disconnected from the sun gear S1, and the rotating element R2, the lever G2 is rotated. The rotation speed of S2 becomes free. That is, the inclination of the lever G2 can be freely changed with the intermediate rotating element C2 as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotation speed of the sun gear S2 accelerates in the positive rotation direction, and the lever G2 It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by changing the inclination.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the sun gear S2 decelerates toward zero and the lever G2 It is possible to prevent the output torques of the first output shaft Out1 and the second output shaft Out2 from being undesirably reduced by merely changing the inclination of the first output shaft Out1.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Further, when it is detected that the second motor / generator MG2 related to the third differential device G3 is lost or not used, the first clutch CL1 is released, and the detected third motor / generator MG2 related third is detected. Of the rotating elements R3, C3, S3 of the differential device G3, the coupling of at least one rotating element R3 coupled to the rotating elements of the other differential devices G1, G2 is disconnected.
Of the rotating elements R3, C3, S3 of the third differential device G3, the rotating elements coupled to the rotating elements of the other differential devices G1, G2 are the ring gear R3 and the carrier C3. The disconnection of the coupling of at least one rotating element means that at least one of the ring gear R3 or the carrier C3 is disconnected from the rotating elements of the other differential devices G1 and G2. In addition to this embodiment, a clutch may be inserted between the carrier C3 and the rotation element C2 of the other differential device G2, and the coupling of the carrier C3 may be disconnected by releasing the clutch.

The operation of releasing the first clutch CL1 will be described with reference to the collinear chart shown in FIG. 36. By releasing the first clutch CL1, the ring gear R3 is disconnected from the ring gear R1 and the first output shaft Out1. The rotation speeds of the rotation elements R3 and S3 at both ends of the lever G3 are independent (free) from the rotation elements of the lever G1 and the lever G2 and the rotation speed of the first output shaft Out1. Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to failure, the rotational speed of the rotating element S3 at one end of the lever G3 is in the positive rotational direction. , The inclination of the lever G3 changes with the rotation element C3 in the middle of the lever G3 as a fulcrum, and the rotation speed of the rotation element R3 at the other end of the lever G3 is only decelerated in the reverse rotation direction. It is possible to prevent the output torque of the output shaft Out1 and the second output shaft Out2 from increasing undesirably.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the second motor / generator MG2 to the sun gear S3 becomes zero due to failure or non-use, the rotational speed of the rotating element S3 at one end of the lever G3 is zero. The inclination of the lever G3 changes with the rotating element C3 in the middle of the lever G3 as a fulcrum, and the rotational speed of the rotating element R3 at the other end of the lever G3 accelerates in the positive rotation direction. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from undesirably decreasing.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 5 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. The embodiment of FIG. 5 is characterized in that the brake BL is inserted between the carrier C1 and the case 1 in the basic configuration shown in FIG. 35 and the clutch CL is inserted between the carrier C3 and the second output shaft Out2. To do.

  Also in this embodiment, normally, any brake BL and clutch CL are engaged, and the output torques of the two motor / generators MG1, MG2 are transmitted to the output shafts Out1, Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the brake BL or the clutch CL is released, and the remaining normal or in-use It is characterized in that limp home travel is enabled using a motor / generator.

  In this embodiment, when the failure or non-use of the first motor / generator MG1 is detected, the brake BL is released, and the rotation element C1 of the first differential device G1 is unlocked.

The action of releasing the brake BL described above will be described with reference to the collinear diagram shown in FIG. 36. By releasing the brake BL, the carrier C1 is released from the fixed state, and other than the rotating element R1 at one end of the lever G1. The number of rotations of the rotation elements C1 and S1 is free. That is, the inclination of the lever G1 can freely change with the rotation element R1 at one end thereof as a fulcrum. Further, the rotational speed of the rotational element R2 coupled to the above-described free rotational element S1 is also free (free). Accordingly, the inclination of the lever G2 related to the rotation element R2 can be freely changed with the intermediate rotation element C2 as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotation speed of the sun gear S2 accelerates in the positive rotation direction, and the lever G2, It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by changing the inclination of G1.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the speed of the sun gear S2 decelerates toward zero and the lever G2 , G1 only changes in inclination, and it is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from undesirably decreasing.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

  Further, when it is detected that the second motor / generator MG2 relating to the third differential gear G3 has failed or not used, the clutch CL is released, and the second output shaft Out2 connected to the carrier C3 is connected. Disconnect.

The operation of releasing the clutch CL will be described with reference to the collinear diagram shown in FIG. 36. By releasing the clutch CL, the carrier C3 is disconnected from the second output shaft Out2, and the rotating elements C3, S3 of the lever G3 are separated. The rotational speed of is independent (free) from the rotational speed of the second output shaft Out2. That is, the inclination of the lever G3 can be freely changed.
Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to failure, the rotational speed of the rotating element S3 at one end of the lever G3 is in the positive rotational direction. Thus, it is possible to prevent the output torque of Out1 and Out2 from increasing undesirably only by changing the inclination of the lever G3.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1, thereby enabling limp home traveling that outputs the driving force only from the first output shaft Out1. .

Alternatively, even if the torque input from the second motor / generator MG2 to the sun gear S3 becomes zero due to failure or non-use, the rotational speed of the rotating element S3 at one end of the lever G3 is zero. It is possible to prevent the output torque of Out1 and Out2 from being undesirably reduced due to the deceleration of the lever G3 and the change in the inclination of the lever G3.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1, thereby enabling limp home traveling that outputs the driving force only from the first output shaft Out1. .

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 6 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. In the embodiment of FIG. 6, the first clutch CL1 is inserted between the carrier C2 and the carrier C3 in the basic configuration shown in FIG. 35, and the second clutch CL2 is inserted between the carrier C3 and the second output shaft Out2. It is characterized by that.

  Also in this embodiment, normally, any of the clutches CL1 and CL2 is engaged, and the output torques of the two motor / generators MG1 and MG2 are transmitted to the output shafts Out1 and Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the first clutch CL1 or the second clutch CL2 is released and the remaining normal Alternatively, limp home travel is enabled by using a motor / generator in use.

  In this embodiment, when it is detected that the first motor / generator MG1 related to the second differential device G2 has failed or not used, the first clutch CL1 is released and the second difference related to the first motor / generator is detected. Of the rotating elements R2, C2, and S2 of the moving device G2, the coupling of at least one rotating element C2 that is coupled to the rotating elements of the other differential device G3 is disconnected.

The operation of releasing the first clutch CL1 will be described with reference to the collinear diagram shown in FIG. 36. By releasing the first clutch CL1, the carrier C2 is separated from the carrier C3 and the second output shaft Out2, and the lever The number of rotations of the rotating elements C2 and S2 of G2 is free. That is, the inclination of the lever G2 can freely change with the rotation element R2 at one end thereof as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotation speed of the sun gear S2 accelerates in the positive rotation direction, and the lever G2, It is possible to prevent the output torque of Out1 and Out2 from increasing undesirably only by changing the gradient of G1.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from Out1 and Out2, thereby allowing limp home travel.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the speed of the sun gear S2 decelerates toward zero and the lever G2 , It is possible to prevent the output torque of Out1 and Out2 from being undesirably reduced by only changing the gradient of G1.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from Out1 and Out2, thereby allowing limp home travel.

  Further, when the failure or non-use of the second motor / generator MG2 related to the third differential gear G3 is detected, the second clutch CL2 is released and the second output shaft Out2 coupled to the carrier C3 is released. Disconnect the bond.

The operation of releasing the second clutch CL2 will be described with reference to the alignment chart shown in FIG. 36. By releasing the second clutch CL2, the carrier C3 is disconnected from the second output shaft Out2, and the rotation of the lever G3 The rotational speeds of the elements C3 and S3 are independent (free) from the rotational speed of the second output shaft Out2. That is, the inclination of the lever G3 can be freely changed.
Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to failure, the rotational speed of the rotating element S3 at one end of the lever G3 is in the positive rotational direction. Thus, it is possible to prevent the output torque of Out1 and Out2 from increasing undesirably only by changing the inclination of the lever G3.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1, thereby enabling limp home travel.

Alternatively, even if the torque input from the second motor / generator MG2 to the sun gear S3 becomes zero due to failure or non-use, the rotational speed of the rotating element S3 at one end of the lever G3 is zero. It is possible to prevent the output torque of Out1 and Out2 from being undesirably reduced due to the deceleration of the lever G3 and the change in the inclination of the lever G3.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1, thereby enabling limp home travel.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 7 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. In the embodiment of FIG. 7, the first clutch CL1 is inserted between the sun gear S1 and the ring gear R2 in the basic configuration shown in FIG. 35, and the second clutch CL2 is inserted between the carrier C3 and the second output shaft Out2. It is characterized by that.

  Also in this embodiment, normally, any of the clutches CL1 and CL2 is engaged, and the output torques of the two motor / generators MG1 and MG2 are transmitted to the output shafts Out1 and Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the first clutch CL1 or the second clutch CL2 is released and the remaining normal Alternatively, limp home travel is enabled by using a motor / generator in use.

When it is detected that the first motor / generator MG1 related to the second differential device G2 has failed or not used, the first clutch CL1 is released and the second differential device G2 related to the first motor / generator rotates. Of the elements R2, C2, and S2, the coupling of one rotating element R2 coupled to the rotating element of the other differential device G1 is disconnected.
Of the rotating elements R2, C2, and S2 of the second differential device G2, the rotating elements coupled to the rotating elements of the other differential devices G1 and G3 are the ring gear R2 and the carrier C2. Therefore, in this embodiment, this corresponds to separating at least one of the ring gear R2 or the carrier C2 from the rotating elements of the other differential devices G1 and G3. In addition to this embodiment, a clutch may be inserted between the carrier C2 and the rotating element C3 of another differential device G3, and the clutch may be released to disconnect the carrier C2.

The operation of releasing the first clutch CL1 will be described with reference to the collinear diagram shown in FIG. 36. By releasing the first clutch CL1, the ring gear R2 is disconnected from the sun gear S1, and the rotating element R2 of the lever G2 is released. The rotation speed of S2 becomes free. That is, the inclination of the lever G2 can be freely changed with the intermediate rotating element C2 as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotation speed of the sun gear S2 accelerates in the positive rotation direction, and the lever G2 It is possible to prevent the output torque of Out1 and Out2 from increasing undesirably only by changing the inclination.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from Out1 and Out2, thereby allowing limp home travel.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the sun gear S2 decelerates toward zero and the lever G2 It is possible to prevent the output torque of Out1 and Out2 from decreasing undesirably only by the change in the inclination of.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from Out1 and Out2, thereby allowing limp home travel.

  Further, when the failure or non-use of the second motor / generator MG2 related to the third differential gear G3 is detected, the second clutch CL2 is released and the second output shaft Out2 coupled to the carrier C3 is released. Disconnect the bond.

The operation of releasing the second clutch CL2 will be described with reference to the alignment chart shown in FIG. 36. By releasing the second clutch CL2, the carrier C3 is disconnected from the second output shaft Out2, and the rotation of the lever G3 The rotational speeds of the elements C3 and S3 are independent (free) from the rotational speed of the second output shaft Out2. That is, the inclination of the lever G3 can be freely changed.
Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to failure, the rotational speed of the rotating element S3 at one end of the lever G3 is in the positive rotational direction. Thus, it is possible to prevent the output torque of Out1 and Out2 from increasing undesirably only by changing the inclination of the lever G3.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1, thereby enabling limp home travel.

Alternatively, even if the torque input from the second motor / generator MG2 to the sun gear S3 becomes zero due to failure or non-use, the rotational speed of the rotating element S3 at one end of the lever G3 is zero. It is possible to prevent the output torque of Out1 and Out2 from being undesirably reduced due to the deceleration of the lever G3 and the change in the inclination of the lever G3.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the first output shaft Out1, thereby enabling limp home travel.

1 to 7 described so far are common in the basic configuration shown in FIG.
That is, the first differential device G1 and the second differential device G2 each including at least three rotary elements (ring gear, sun gear, and carrier) are arranged coaxially, and one rotary element S1 of these differential devices G1 and G2. And R2 are coupled to each other, and one of the other two rotating elements C1, R1 of the first differential device G1 is fixed, and the first output shaft Out1 is connected to the other rotating element R1. The second output shaft Out2 is coupled to one of the other two rotating elements C2 and S2 of the second differential device G2, and the first motor / generator MG1 is coupled to the other rotating element S2. And
One rotating element C3 of the third differential device G3 composed of at least three rotating elements is coupled to the one rotating element C2 of the second differential device G2, and the other two rotating elements C3 of the third differential device G3 are connected. Of the rotating elements S3, R3, the second motor / generator MG2 is coupled to one rotating element S3, and the other rotating element R3 is coupled to the other rotating element R1 of the first differential device G1. This is common in the configuration in which the rotating element is coupled to the first output shaft Out1.
When the motor / generator MG1 or MG2 fails (fails) or is not used, the fixed rotation element C1 is unfixed, or the rotation element connected to another rotation element or the output shaft Out1 or Out2 Limp home travel is enabled by disconnecting the connection.
Therefore, FIG. 34 shows a chart in which the rotating elements to be fixed and the rotating elements to be disconnected are arranged for each embodiment.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 8 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. The embodiment of FIG. 8 is characterized in that a brake BL is inserted between the carrier C1 and the case 1 in the basic configuration shown in FIG. 35 and the brake BL is operated by the shift actuator 13 of the park lock mechanism 9. .

In FIG. 8, members common to the basic configuration shown in FIG. 35 described above are denoted by the same reference numerals and description thereof is omitted. Different portions will be described with new reference numerals.
One parking rod 15 is arranged between the parking lock mechanism 9 for fixing the parking gear 8, the brake mechanism 18 for fixing the brake BL, and the shift actuator 13. The parking rod 15 is longer than the parking rod 14 described above, and operates the two mechanisms 9 and 18 simultaneously as described later. The parking rod 15 extends from the shift actuator 13 to the park lock mechanism 9. The parking rod 15 passes in the vicinity of the brake mechanism 18 that restricts the rotation of the brake BL in the middle of the shift actuator 13 and the park lock mechanism 9.
The end of the parking rod 15 on the parking lock mechanism 9 side includes a tapered surface 17 having a thick shape as shown in FIG. The tapered surface 17 can be engaged with the arm-shaped park lock mechanism 9.
The base end of the park lock mechanism 9 is pivotally supported on the case 1 so as to be swingable as shown by a thin arrow in FIG. The free end of the park lock mechanism 9 is shaped so as to fit into the groove of the parking gear 8. The parking gear 8 has a shape in which a plurality of grooves for fitting with the free end of the park lock mechanism 9 are provided on the outer peripheral edge in the circumferential direction.

In the middle of the parking rod 15, a tapered surface 16 having a tapered shape is formed in the direction in which the parking gear 8 exists, as shown in FIG. The tapered surface 16 can be engaged with the arm-like brake mechanism 18.
The base end of the brake mechanism 18 is pivotally supported on the case 1 so that it can swing as shown by a thin arrow in FIG. The free end of the brake mechanism 18 is shaped to fit into the groove of the carrier C1. The carrier C1 is also provided with a plurality of grooves in the circumferential direction as the brake BL, similarly to the parking gear 8 described above.

In this embodiment, the shift actuator 13 moves the parking rod 15 forward and backward in response to an operation state such as a range selection command.
That is, while the P range is selected, the parking rod 15 is moved in the direction of the white arrow toward the left in FIG. 9, that is, toward the shift actuator 13 side, so that the tapered surface 17 is as shown in FIG. The parking lock mechanism 9 is lifted toward the parking gear 8. As a result, the park lock mechanism 9 is fitted in the groove of the parking gear 8 to restrict the rotation of the parking gear 8. When the parking gear 8 is fixed, the rotation of the hollow shaft 3 shown in FIG. 8 is restricted, and the rotation speed of the first motor / generator MG1 and the rotation speed of the sun gear S2 are fixed to zero.
At the same time, the tapered surface 16 is separated from the brake mechanism 18, and the brake mechanism 18 is urged by a spring or the like to be separated from the carrier C1. As a result, the brake mechanism 18 does not fit into the carrier C1, and the carrier C1 is unfixed and freely rotated.
As a result, the park lock state is completed.

Further, during the selection of the D range, the parking rod 15 is moved to the right in FIG. As a result, the tapered surface 17 is separated from the parking lock mechanism 9 and the parking lock mechanism 9 is separated from the parking gear 8. Then, the rotational speed of the first motor / generator MG1 and the rotational speed of the sun gear S2 can be freely set without being restricted.
At the same time, the tapered surface 16 lifts the brake mechanism 18 toward the carrier C1. As a result, the brake mechanism 18 is fitted into the groove of the carrier C1 to restrict the rotation of the carrier C1. When the carrier C1 is fixed, rotation and torque can be output to the first and second output shafts Out1 and Out2 as shown in the alignment chart shown in FIG.
As a result, the state for running is completed.

While the N range is selected, the parking rod 15 is set to the intermediate position between the P range and the D range described above. As a result, the tapered surface 17 is separated from the parking lock mechanism 9 and the parking lock mechanism 9 is separated from the parking gear 8. The parking gear 8 is free to rotate.
At the same time, the tapered surface 16 is separated from the brake mechanism 18 to separate the brake mechanism 18 from the carrier C1. Carrier C1 is unfixed and free to rotate.
As a result, the neutral state is completed.

As described above, in this embodiment, since the shift actuator 13 and the parking rod 15 that operate the park lock mechanism 9 are also configured to operate the brake mechanism 18, it is possible to reduce the number of components. This can contribute to cost reduction.
FIG. 10 shows a chart in which the state of the brake BL and the state of the parking gear 8 are arranged for the above-described P range, N range, and D range.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 11 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. The embodiment shown in FIG. 11 is also characterized in that a brake BL is inserted between the carrier C1 and the case 1 in the basic configuration shown in FIG. However, the configuration of the operation is different from the embodiment shown in FIG. 8 described above.

In FIG. 11, members common to the basic configuration shown in FIG. 35 described above are denoted by the same reference numerals and description thereof is omitted. Different parts will be described with new reference numerals.
The parking rod 19 having the same shape and substantially the same length as the parking rod 14 described above extends from the shift actuator 13 to the brake mechanism 21. The brake mechanism 21 for fixing the brake BL has its base end pivotally supported by the case 1 and can swing as shown by a thin arrow in FIG. The free end of the brake mechanism 21 is shaped to fit into the groove of the carrier C1. Like the parking gear 8, a plurality of grooves are provided in the circumferential direction on the outer peripheral edge of the carrier C1 to form the brake BL.

  As shown in FIG. 12, a tapered surface 20 having a tapered shape is formed at the tip of the parking rod 19 in the direction in which the brake BL exists. Then, the tapered surface 20 can be engaged with the arm-like brake mechanism 21 as shown in FIG.

As shown in FIG. 12, between the base end of the brake mechanism 21 and the base end of the park lock mechanism 9, a pivot shaft 22 is extended along these swinging center lines, Are joined together.
That is, the park lock mechanism 9 is also capable of swinging integrally with the brake mechanism 21 as indicated by thin arrows in FIG. The free end of the park lock mechanism 9 is shaped so as to fit into the groove of the parking gear 8. The parking gear 8 has a shape in which a plurality of grooves for fitting with the free end of the park lock mechanism 9 are provided on the outer peripheral edge in the circumferential direction.

In this embodiment, the shift actuator 13 moves the parking rod 15 forward and backward in response to the range selection command.
That is, during the selection of the P range, the taper surface 20 is separated from the brake mechanism 21 by moving the parking rod 19 to the left in FIG. 12, that is, toward the shift actuator 13 in the direction of the white arrow. Then, release the brake mechanism 21 from the brake BL. As a result, the brake mechanism 21 does not engage with the brake BL, and the carrier C1 is unfixed and freely rotated.
At the same time, the pivot shaft 22 rotates the parking lock mechanism 9 so that the free end of the parking lock mechanism 9 is fitted in the groove of the parking gear 8. When the park lock mechanism 9 is fitted in the groove of the parking gear 8 and the parking gear 8 is fixed, the rotation of the hollow shaft 3 is restricted as shown in FIG. 11, and the rotational speed of the first motor / generator MG1 and the sun gear S2 are controlled. Fix the number of revolutions to zero.
As a result, the park lock state is completed.

While the D range is selected, the parking rod 19 is moved to the right in FIG. 12, that is, in the direction of the white arrow so as to move away from the shift actuator 13. Thereby, the taper surface 20 lifts the brake mechanism 21 toward the brake BL. As a result, the brake mechanism 21 is fitted into the groove of the brake BL and restricts the rotation of the carrier C1 as shown in FIG. When the carrier C1 is fixed, rotation and torque can be output to the first and second output shafts Out1 and Out2 as shown in the alignment chart shown in FIG.
At the same time, the pivot shaft 22 rotates the parking lock mechanism 9 so that the free end of the parking lock mechanism 9 is separated from the parking gear 8. Then, the rotational speed of the first motor / generator MG1 and the rotational speed of the sun gear S2 can be freely set without being restricted.
As a result, the state for running is completed.

While the N range is selected, the parking rod 19 is set to the intermediate position between the P range and the D range described above. As a result, the tapered surface 20 is separated from the parking lock mechanism 9 and the parking lock mechanism 9 is separated from the parking gear 8. The parking gear 8 is free to rotate.
At the same time, the pivot shaft 22 rotates the parking lock mechanism 9 so that the free end of the parking lock mechanism 9 is separated from the parking gear 8. Then, the rotational speed of the first motor / generator MG1 and the rotational speed of the sun gear S2 can be freely set without being restricted.
As a result, the neutral state is completed.

  FIG. 13 shows a chart in which the state of the brake BL and the state of the parking gear 8 are arranged for the above-described P range, N range, and D range.

  As described above, also in this embodiment, since the shift actuator 13 for operating the park lock mechanism 9 is also configured to operate the brake mechanism 21, the number of parts can be reduced, and the part cost can be reduced. It can contribute to reduction.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 14 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. The embodiment of FIG. 14 is characterized in that a parking gear PG is provided on the ring gear R1 in the basic configuration shown in FIG. 35 and this parking gear PG is fixed by the park lock mechanism 23.

In FIG. 14, members common to the basic configuration shown in FIG. 35 described above are denoted by the same reference numerals and description thereof is omitted. Different parts will be described with new reference numerals.
A parking gear PG is formed on the outer edge of the ring gear R1 by providing a plurality of grooves at regular intervals in the circumferential direction. A shift actuator 13 is attached to the end of the case 1 in the vicinity of the parking gear PG (left side in FIG. 14). The parking rod 24 having the same shape and substantially the same length as the parking rod 14 and the parking rod 19 described above extends from the shift actuator 13 to the park lock mechanism 23. The park lock mechanism 23 that fixes the parking gear PG pivotally supports the base end of the parking gear PG and allows the free end to swing. The free end of the park lock mechanism 23 is shaped to fit into the groove of the parking gear PG.

In this embodiment, the shift actuator 13 moves the parking rod 24 forward and backward in response to the range selection command. The tip of the parking rod 24 has a tapered taper surface, and this taper surface can be locked with the park lock mechanism 23.
That is, while the P range is selected, the parking rod 24 is moved to the right in FIG. 14, that is, away from the shift actuator 13, so that the tapered surface of the tip faces the parking lock mechanism 23 toward the parking gear PG. lift. As a result, the park lock mechanism 23 is fitted into the groove of the parking gear PG to restrict the rotation of the ring gear R1. When the ring gear R1 is fixed, the rotation speeds of the first output shaft Out1 and the ring gear R3 shown in FIG. 14 are fixed to zero.
As a result, the park lock state is completed.

Further, while the D range is selected, the parking rod 24 is retracted to the left in FIG. As a result, the tapered tapered surface is separated from the park lock mechanism 23, and the free end of the park lock mechanism 23 is separated from the parking gear PG to freely rotate the ring gear R1. Then, the rotation elements of the first to third planetary gears G1 to G3, including the rotation of the ring gear R1, can rotate as shown in the collinear diagram of FIG.
As a result, the state for running is completed.

  As described above, in the embodiment of FIG. 14, the parking gear PG is provided along the outer peripheral edge of the ring gear R1, and the first output shaft Out1 can be fixed. Therefore, the embodiment of FIG. Compared to the above, it is not necessary to provide the parking gear 8 individually, and the shaft length of the entire motor power transmission device can be shortened. And the number of parts can be reduced and the weight can be reduced.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 15 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. Also in the embodiment of FIG. 15, the parking gear PG is provided in the ring gear R1 in the basic configuration shown in FIG. 35 described above, the brake BL is provided in the carrier C1, and the parking gear PG and the brake BL are It is fixed.

In FIG. 15, members common to the basic configuration shown in FIG. 35 described above are denoted by the same reference numerals and description thereof is omitted. Different parts will be described with new reference numerals.
A plurality of grooves are provided in the circumferential direction on the outer peripheral edge of the ring gear R1 to form a parking gear PG. Further, a plurality of grooves are provided in the circumferential direction on the outer peripheral edge of the carrier C1 to form the brake BL.
The park lock mechanism 23 can fix the parking gear PG as in the embodiment shown in FIG. The brake mechanism 25 can fix the brake BL, and functions in the same manner as the brake mechanism 18 shown in FIG.
The park lock mechanism 23 and the brake mechanism 25 include a pivot shaft 26 extending along a common swing center line, and one end of the pivot shaft 26 is coupled to the proximal end of the park lock mechanism 23. Then, the other end of the pivot shaft 26 is coupled to the base end of the brake mechanism 25. As with the pivot shaft 22 shown in FIG. 12 described above, the pivot shaft 26 is configured to rotate the brake mechanism 25 in accordance with the rotation of the park lock mechanism 23.

In this embodiment, the shift actuator 13 moves the parking rod 24 forward and backward in response to the range selection command.
That is, during the selection of the P range, the parking rod 24 is set to a predetermined position, so that the parking lock mechanism 23 is fitted in the groove of the parking gear PG and the rotation of the ring gear R1 is restricted. When the ring gear R1 is fixed, the rotation speeds of the first output shaft Out1 and the ring gear R3 are fixed to 0, as shown in FIG.
At the same time, the brake mechanism 25 moves away from the brake BL, releases the carrier C1 and makes it free to rotate.
As a result, the park lock state is completed.

Further, while the D range is selected, the parking lock mechanism 24 is moved away from the parking gear PG to freely rotate the ring gear R1 by setting the parking rod 24 to another predetermined position.
At the same time, the brake mechanism 25 is fitted into the groove of the brake BL to fix the carrier C1. Thereby, each rotation element of the first to third planetary gear sets G1 to G3 can be rotated as shown in the alignment chart of FIG.
As a result, the state for running is completed.

As described above, in the embodiment of FIG. 15, the parking gear PG is provided along the outer peripheral edge of the ring gear R1, so that it is necessary to provide the parking gear 8 individually as compared with the embodiment of FIG. The shaft length of the entire motor power transmission device can be shortened. And the number of parts can be reduced and the weight can be reduced.
Further, unlike the carrier C1 fixing brake BL provided in the embodiment of FIG. 5 and the like, the shift actuator 13 for the park lock mechanism 23 can be used also for fixing the carrier C1, and the components in the entire motor power transmission device The number of points can be reduced and the weight can be reduced.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 16 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. Also in the embodiment of FIG. 16, the parking gear PG is provided in the ring gear R1 in the basic configuration shown in FIG. 35 described above, the brake BL is provided in the carrier C1, and the parking gear PG and the brake BL are connected by the park lock mechanism 23 and the brake mechanism 28. It is fixed.
That is, the functions realized by the embodiment of FIG. 16 are the same as those of the embodiment of FIG. 15, but the parking rod configuration for operating the parking lock mechanism 23 and the brake mechanism 28 is the parking rod shown in FIG. Different from 24 and pivot 26.

In FIG. 16, members common to the basic configuration shown in FIG. 15 are given the same reference numerals and description thereof is omitted. Different parts will be described with new reference numerals.
The brake mechanism 28 can fix the brake BL, and functions in the same manner as the brake mechanism 25 shown in FIG.

  The parking rod 27 extending from the shift actuator 13 to the brake mechanism 28 passes near the parking lock mechanism 23 in the middle thereof. A tapered surface for lifting the brake mechanism 28 toward the brake BL side is provided at the tip of the parking rod 27. Further, a taper surface for lifting the park lock mechanism 23 toward the parking gear PG is provided in the middle of the parking rod 27. That is, the shape of the parking rod 27 is like the parking rod 15 shown in FIG.

In this embodiment, the shift actuator 13 moves the parking rod 27 forward and backward in response to the range selection command.
That is, while the P range is selected, the parking rod 27 is set to a predetermined position, so that the tapered surface in the middle of the parking rod 27 lifts the park lock mechanism 23 toward the parking gear PG, and parks the free end of the park lock mechanism 23. The rotation of the ring gear R1 is restricted by fitting into the groove of the gear PG. When the ring gear R1 is fixed, the rotation speeds of the first output shaft Out1 and the ring gear R1 shown in FIG. 15 are fixed to zero.
At the same time, the tapered surface at the tip of the parking rod 27 is separated from the brake mechanism 28, and the free end of the brake mechanism 28 is separated from the brake BL, so that the carrier C1 is fixed and free to rotate.
As a result, the park lock state is completed.

During the selection of the D range, the parking lock 27 is moved to another predetermined position, whereby the parking lock mechanism 23 is urged by a spring (not shown), and the ring gear R1 is freely rotated away from the parking gear PG.
At the same time, the brake mechanism 28 is fitted into the groove of the brake BL to fix the carrier C1. Thereby, each rotation element of the first to third planetary gear sets G1 to G3 can be rotated as shown in the alignment chart of FIG.
As a result, the state for running is completed.

As described above, in the embodiment of FIG. 16, since the parking gear PG is provided along the outer peripheral edge of the ring gear R1, it is necessary to provide the parking gear 8 individually as compared with the embodiment of FIG. The shaft length of the entire motor power transmission device can be shortened. And the number of parts can be reduced and the weight can be reduced.
Further, unlike the carrier C1 fixing brake BL provided in the embodiment of FIG. 5 and the like, the shift actuator 13 for the park lock mechanism 23 can be used also for fixing the carrier C1, and the components in the entire motor power transmission device The number of points can be reduced and the weight can be reduced.

  Next, motor power transmission devices according to other embodiments of the present invention will be described.

  Before describing other embodiments of the present invention, a motor power transmission device having a basic configuration will be described first. In each of the embodiments described below, various clutches, brakes, and the like are attached to the motor power transmission device that is the basic configuration. This is to facilitate understanding of the example.

FIG. 37 is a skeleton diagram showing a motor power transmission device having a basic configuration.
Parts common to the first basic configuration shown in FIG. 35 described above are denoted by the same reference numerals, description thereof is omitted, and different parts are newly described.
In the second basic configuration shown in FIG. 37, the ring gear R3 is fixed to the case 1. Further, the ring gear R1 is coupled only to the first output shaft Out1. That is, the ring gear R1 is not coupled to the ring gear R3, and the first output shaft Out1 is short enough to be able to rotate out from the end of the case 1 where the first planetary gear set G1 is disposed to the end. Is enough.
The shaft 6 couples the sun gear S1 and the ring gear R2 to each other.

  The carrier C2 of the second planetary gear set G2 is coupled to one end of the second output shaft Out2. The second output shaft Out2 has a long shaft length, passes through the sun gear S2, the hollow shaft 3, the rotor r1, the hollow shaft 4, and the sun gear S3, and the other end is the third planetary gear set. It is coupled with the carrier C3 of G3, and is taken out from the end of the case 1 where the third planetary gear set G3 is arranged to the end. That is, the carrier C2 and the output shaft Out2 are coupled to the carrier C2.

The above-described motor power transmission device configured as shown in FIG. 37 can be represented by a collinear chart as shown in FIG. 38, and the vertical axis of this figure represents the rotational speed of the rotating elements constituting the planetary gear sets G1, G2, G3. (With reference to 0, the upper direction in the figure is the normal rotation speed and the lower direction is the reverse rotation speed), and the horizontal axis represents the ratio of the distances between the rotating elements constituting the planetary gear sets G1, G2, and G3.
Since ring gear R2 and sun gear S1 are coupled to each other,
The order of the rotational speed of the rotating elements constituting the first planetary gear set G1 (whether the order is fast or slow depends on the speed change state) is that the carrier C1 is fixed, so that the sun gear S1 and the ring gear R2 As shown by the lever (indicated by the same reference symbol G1) on the left side of FIG.
The order of rotation speed of the rotating elements constituting the second planetary gear set G2 is as shown by a lever (indicated by the same reference numeral G2) on the right side of FIG. 36 rather than the mutual coupling point of the sun gear S1 and the ring gear R2.
Further, the rotational speed order of the rotating elements constituting the third planetary gear set G3 is such that the third ring gear R3 is fixed to the case 1 and the carrier C3 is coupled to the second output shaft Out2 together with the carrier C2. As shown by the lever (indicated by the same symbol G3).
The rotating elements of the single pinion planetary gear set are represented in the order of ring gear, carrier, sun gear, or vice versa on the collinear lever. Accordingly, the rotating elements of these levers G1, G2, G3 are also as shown in FIG.

  38, the first output shaft Out1 is coupled to the ring gear R1 of the first planetary gear set G1 on the side far from the mutually coupled sun gear S1 and ring gear R2, and the mutually coupled sun gear S1 and ring gear are coupled to each other. The carrier C1 of the first planetary gear set G1 between R2 and the ring gear R1 coupled to the first output shaft Out1 is fixed to the case 1.

38, the first motor / generator MG1 is coupled to the sun gear S2 of the second planetary gear set G2 on the side far from the mutually coupled sun gear S1 and ring gear R2, and these are also coupled to each other. The second output shaft Out2 is connected to the carrier C2 of the second planetary gear set G2 between the sun gear S1 and the ring gear R2 and the sun gear S2 coupled with the first motor / generator MG1.
And the carrier C3 of the third planetary gear set G3 is coupled to the carrier C2 and the second output shaft Out2.

  The ring gear R3 is fixed to the case 1 among the ring gear R3 and the sun gear S3 that are the remaining two rotating elements of the third planetary gear set G3. Further, the sun gear S3 is coupled to the second motor / generator MG2.

When the vehicle travels, the output torque of the first motor / generator MG1, which is the main drive source, is input to the lever of the second planetary gear set G2, and is distributed to the first output shaft Out1 and the second output shaft Out2. The torque of the first output shaft Out1 and the torque of the second output shaft Out2 are adjusted by inputting the output torque of the second motor / generator MG2, which is a torque distribution drive source, to the lever of the third planetary gear set G3. Do it.
Note that the wheel driven by the first output shaft Out1 and the wheel driven by the second output shaft Out2 travel on the common road surface, so the rotation speed of the first output shaft Out1 is usually the second output shaft. Same as Out2 speed.

Now, other embodiments of the present invention will be described. In each of the other embodiments of the present invention, a clutch or a brake is provided in the motor power transmission device having the second basic configuration described above.
FIG. 17 is a skeleton diagram showing a motor power transmission device according to one embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. The embodiment of FIG. 17 is characterized in that the first brake BL1 is inserted between the carrier C1 and the case 1 in the basic configuration shown in FIG. 37 and the second brake BL2 is inserted between the ring gear R3 and the case 1. And

  In this embodiment as well, the brakes BL1 and BL2 are normally engaged, and the output torques of the two motor / generators MG1 and MG2 are transmitted to the output shafts Out1 and Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the first brake BL1 or the second brake BL2 is released and the remaining normal Alternatively, limp home travel is enabled by using a motor / generator in use.

  When it is detected that the first motor / generator MG1 has failed or not used, the first brake BL1 is released, and the carrier C1, which is the rotating element of the first differential device G1, is released.

The operation of releasing the first brake BL1 will be described with reference to the alignment chart shown in FIG. 38. By releasing the first brake BL1, the carrier C1 is released from the fixed state, and the one-rotation element R1 of the lever G1 is released. The rotational speeds of the other rotating elements C1 and S1 are free. That is, the inclination of the lever G1 can freely change with the rotation element R1 at one end thereof as a fulcrum. Further, the rotational speed of the rotational element R2 coupled to the above-described free rotational element S1 is also free (free). Accordingly, the inclination of the lever G2 related to the rotation element R2 can be freely changed with the intermediate rotation element C2 as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotation speed of the sun gear S2 accelerates in the positive rotation direction, and the lever G2, It is possible to prevent the output torque of Out1 and Out2 from increasing undesirably only by changing the gradient of G1.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting it from Out1 and Out2, limp home traveling is possible in which driving force is output only from the second output shaft Out2.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the speed of the sun gear S2 decelerates toward zero and the lever G2 , It is possible to prevent the output torque of Out1 and Out2 from being undesirably reduced by only changing the gradient of G1.
Then, by controlling the second motor / generator MG2 and applying its torque to the lever G3 and outputting it from Out1 and Out2, it is possible to perform the limpome traveling that outputs the driving force only from the second output shaft Out2.

  When it is detected that the second motor / generator MG2 is lost or not used, the second brake BL2 is released, and the ring gear R3, which is the rotating element of the third differential device G3, is released.

The action of releasing the second brake BL2 will be described with reference to the alignment chart shown in FIG. 38. By releasing the second brake BL2, the ring gear R3 is released from the fixed state, and the one-rotation element C3 of the lever G3 is released. The rotational speeds of the other rotating elements R3 and S3 are free. That is, the inclination of the lever G3 can be freely changed with the intermediate rotation element C3 as a fulcrum. Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to a failure, the rotational speed of the sun gear S3 accelerates in the positive rotation direction, and the lever G3 It is possible to prevent the output torque of Out1 and Out2 from increasing undesirably only by changing the inclination.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the second output shaft Out2, and by outputting from the first output shaft Out1 via the lever G1, the limp home running is performed. It becomes possible.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S3 becomes zero due to failure or non-use, the speed of the sun gear S2 decelerates toward zero and the lever G3 It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from being undesirably reduced by merely changing the inclination of the first output shaft Out1.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the second output shaft Out2, and by outputting from the first output shaft Out1 via the lever G1, the limp home running is performed. It becomes possible.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 18 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. The embodiment of FIG. 18 is characterized in that a clutch CL is inserted between the carrier C2 and the carrier C3 in the basic configuration shown in FIG. 37 and a brake BL is inserted between the ring gear R3 and the case 1.
The carrier C3 is always coupled with the second output shaft Out2.

  Since the carrier C3 is disposed in the vicinity of the end portion of the case 1 (the right end portion in FIG. 18), the short axis is sufficient for the second output shaft Out2 to protrude from the end portion of the case 1 in a rotatable manner. A clutch CL is disposed in the vicinity of the carrier C3 and is coupled to one side of the clutch CL. One end of the shaft 33 is coupled to the other side of the clutch CL. Then, the shaft 33 is sequentially passed through the sun gear S3, the hollow shaft 4, the rotor r1, and the hollow shaft 3, and the other end of the shaft 33 is coupled to the carrier C2. That is, the shaft 33 shown in FIG. 18 is one of the two members divided by inserting the clutch CL on the second output shaft Out2 of FIG. Therefore, as long as the clutch CL is engaged, the two shafts 33 and Out2 are integrally coupled, the carrier C3 is coupled to the carrier C2, and the second output shaft Out2 is further coupled to the carrier C2.

  Also in this embodiment, normally, any brake BL and clutch CL are engaged, and the output torques of the two motor / generators MG1, MG2 are transmitted to the output shafts Out1, Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the brake BL or the clutch CL is released, and the remaining normal or in-use It is characterized in that limp home travel is enabled using a motor / generator.

  When it is detected that the first motor / generator MG1 related to the second actuator G2 has failed or not used, the clutch CL is released and the second actuator G2 coupled to the carrier C3 and the second output shaft Out2 is used. The carrier C2 is disconnected.

The operation of releasing the clutch CL will be described with reference to the collinear diagram shown in FIG. 38. By releasing the clutch CL, the carrier C2 is also disconnected from the second output shaft Out2, and the rotating element S2, of the lever G2 is released. The rotation speed of C2 becomes unrelated (free) with the rotation speed of the second output shaft Out2. That is, the inclination of the lever G2 can freely change with the rotating element R2 at one end as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotational speed of the rotating element S2 at the other end of the lever G2 is positive. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by accelerating in the direction and changing the inclination of the lever G2.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting it from the second output shaft Out2, limp home traveling is possible in which driving force is output only from the second output shaft Out2. .

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the rotational speed of the rotating element S2 at the other end of the lever G2 is zero. Thus, it is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from being undesirably reduced due to the fact that the inclination of the lever G2 is only changed by decelerating toward the first position.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting it from the second output shaft Out2, limp home traveling is possible in which driving force is output only from the second output shaft Out2. .

  On the other hand, when it is detected that the second motor / generator MG2 is lost or not used, the brake BL is released and the ring gear R3, which is the rotation element of the third differential device G3, is released.

The action of releasing the brake BL will be described with reference to the collinear diagram shown in FIG. 38. By releasing the brake BL, the ring gear R3 is released from the fixed state, and the other rotations of the lever G3 other than the one rotation element C3 are performed. The number of rotations of elements R3 and S3 is free. That is, the inclination of the lever G3 can be freely changed with the intermediate rotation element C3 as a fulcrum. Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to a failure, the rotation speed of the sun gear S3 accelerates in the positive rotation direction, and the lever G3 It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by changing the inclination.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the second output shaft Out2, and by outputting from the first output shaft Out1 via the lever G1, the limp home running is performed. It becomes possible.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S3 becomes zero due to failure or non-use, the speed of the sun gear S2 decelerates toward zero and the lever G3 It is possible to prevent the output torque of Out1 and Out2 from decreasing undesirably only by the change in the inclination of.
Then, the first motor / generator MG1 is controlled to give its torque to the lever G2 and output from the second output shaft Out2, and by outputting from the first output shaft Out1 via the lever G1, the limp home running is performed. It becomes possible.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 19 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. In the embodiment of FIG. 19, the first clutch CL1 is inserted between the carrier C2 and the carrier C3 in the basic configuration shown in FIG. 37, and the second clutch CL2 is inserted between the carrier C3 and the second output shaft Out2. It is characterized by that. The first clutch CL1 of this embodiment is equivalent to the clutch of the embodiment shown in FIG.

  The carrier C3 is disposed in the vicinity of the end portion of the case 1 (right end portion in FIG. 18), and the second clutch CL2 is disposed between the carrier C3 and the case 1 end portion. A second output shaft Out2 is coupled to one side of the second clutch CL2, and protrudes from the end of the case 1 so as to be rotatable. The carrier C3 is coupled to the other side of the second clutch CL2. A first clutch CL1 is disposed in the vicinity of the carrier C3 and is coupled to one side of the first clutch CL1. One end of the shaft 33 is coupled to the other side of the first clutch CL1. Then, the shaft 33 is sequentially passed through the sun gear S3, the hollow shaft 4, the rotor r1, and the hollow shaft 3, and the other end of the shaft 33 is coupled to the carrier C2. That is, the shaft 33 shown in FIG. 19 is one of the two members CL1 and CL2 inserted in series on the second output shaft Out2 of FIG. Therefore, as long as both clutches CL1 and CL2 are engaged, the two shafts 33 and Out2 are coupled together, the carrier C3 is coupled to the carrier C2, and the second output shaft Out2 is coupled to the carrier C2.

  Also in this embodiment, normally, any of the clutches CL1 and CL2 is engaged, and the output torques of the two motor / generators MG1 and MG2 are transmitted to the output shafts Out1 and Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the first clutch CL1 or the second clutch CL2 is released and the remaining normal Alternatively, the present invention is characterized in that limp home travel is enabled by using a motor / generator in use, or driving of the output shafts Out1 and Out2 is stopped.

  When it is detected that the first motor / generator MG1 related to the second actuator G2 has failed or not used, the first clutch CL1 is released, and the second operation is coupled to the carrier C2 and the second output shaft Out2. The said coupling | bonding of the carrier C2 which is a rotation element of the apparatus G2 is cut off.

The operation of releasing the first clutch CL1 will be described with reference to the collinear diagram shown in FIG. 38. By releasing the first clutch CL1, the carrier C2 is also disconnected from the second output shaft Out2, and the lever G2 The rotation speeds of the rotation elements S2 and C2 are independent (free) from the rotation speed of the second output shaft Out2. That is, the inclination of the lever G2 can freely change with the rotating element R2 at one end as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotational speed of the rotating element S2 at the other end of the lever G2 is positive. It is possible to prevent the output torque of Out1 and Out2 from increasing undesirably only by accelerating in the direction and changing the inclination of lever G2.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting the torque from the second output shaft Out2, the limp home traveling that is driven only by the second output shaft Out2 becomes possible.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the rotational speed of the rotating element S2 at the other end of the lever G2 is zero. Thus, it is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from being undesirably reduced due to the fact that the inclination of the lever G2 is only changed by decelerating toward the first position.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting it from the second output shaft Out2, limp home traveling is possible in which driving force is output only from the second output shaft Out2. .

  When a failure of at least one of the first motor / generator MG1 and the second motor / generator MG2 is detected, the second clutch CL2 inserted between the second output shaft Out2 and the carrier C3 is released, The said coupling | bonding of the carrier C3 couple | bonded with the 2nd output shaft Out2 is cut | disconnected.

The action of releasing the second clutch CL2 will be described with reference to the alignment chart shown in FIG. 38. By releasing the second clutch CL2, the carrier C2 and the carrier C3 are separated from the second output shaft Out2, and the lever The rotation speeds of the rotation elements S3 and C3 of G3 and the rotation speeds of the rotation elements S2 and C2 of the lever G2 are independent (free) from the rotation speed of the second output shaft Out2. That is, the inclination of the lever G2 can be freely changed, and the inclination of the lever G3 can also be freely changed.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotational speed of the rotating element S2 at the other end of the lever G2 is positive. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by accelerating in the direction and changing the inclination of the lever G2.
Even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to a failure, the rotational speed of the rotating element S3 at the other end of the lever G3 is positive. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by accelerating in the direction and changing the inclination of the lever G3.
Then, the driving of the output shafts Out1 and Out2 is stopped, and the vehicle can be stopped quickly.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 20 is a skeleton diagram showing a motor power transmission device according to one embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. The embodiment of FIG. 20 is characterized in that the brake BL is inserted between the carrier C1 and the case 1 in the basic configuration shown in FIG. 37 and the clutch CL is inserted between the carrier C3 and the second output shaft Out2. To do. The brake BL of this embodiment is equivalent to the first brake BL1 of the embodiment shown in FIG. The clutch CL is equivalent to the second clutch CL2 of the embodiment shown in FIG.
Carrier C2 and carrier C3 are always coupled.

  Also in this embodiment, normally, any brake BL and clutch CL are engaged, and the output torques of the two motor / generators MG1, MG2 are transmitted to the output shafts Out1, Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the brake BL or the clutch CL is released, and the remaining normal or in-use The motor / generator is used to enable limp home travel and to stop driving the output shafts Out1 and Out2.

  When the failure or non-use of the first motor / generator MG1 is detected, the brake BL is released, and the carrier C1, which is the rotating element of the first differential device G1, is released.

The action of releasing the brake BL will be described with reference to the collinear chart shown in FIG. 38. By releasing the brake BL, the carrier C1 is released from the fixed state, and the other rotation of the lever G1 except for the one-rotation element R1. The number of rotations of elements C1 and S1 is free. That is, the inclination of the lever G1 can freely change with the rotation element R1 at one end thereof as a fulcrum. Further, the rotational speed of the rotational element R2 coupled to the above-described free rotational element S1 is also free (free). Accordingly, the inclination of the lever G2 related to the rotation element R2 can be freely changed with the intermediate rotation element C2 as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotation speed of the sun gear S2 accelerates in the positive rotation direction, and the lever G2, It is possible to prevent the output torque of Out1 and Out2 from increasing undesirably only by changing the gradient of G1.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting it from the second output shaft Out2, limp home traveling is possible in which driving force is output only from the second output shaft Out2. .

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the speed of the sun gear S2 decelerates toward zero and the lever G2 , G1 only changes in inclination, and it is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from undesirably decreasing.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting it from the second output shaft Out2, it is possible to perform the limpome traveling that outputs the driving force only from the second output shaft Out2.

  Further, when the failure of at least one of the first motor / generator MG1 and the second motor / generator MG2 is detected, the second clutch CL2 inserted between the second output shaft Out2 and the carriers C2 and C3 is released. Then, the coupling between the carriers C2 and C3 coupled to the second output shaft Out2 is disconnected.

The action of releasing the clutch CL will be described with reference to the collinear diagram shown in FIG. 38. By releasing the clutch CL, the carrier C2 and the carrier C3 are separated from the second output shaft Out2, and the rotating element of the lever G3 The number of rotations of C3 and S3 and the number of rotations of the rotation elements C2 and S2 of the lever G2 are independent (free) from the number of rotations of the second output shaft Out2. That is, the inclination of the lever G2 can be freely changed, and the inclination of the lever G3 can also be freely changed.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotational speed of the rotating element S2 at the other end of the lever G2 is positive. It is possible to prevent the output torque of Out1 and Out2 from increasing undesirably only by accelerating in the direction and changing the inclination of lever G2.
Even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to a failure, the rotational speed of the rotating element S3 at the other end of the lever G3 is positive. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by accelerating in the direction and changing the inclination of the lever G3.
Then, the driving of the output shafts Out1 and Out2 is stopped, and the vehicle can be stopped quickly.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 21 is a skeleton diagram showing a motor power transmission device according to one embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. The embodiment of FIG. 21 is characterized in that a brake BL is inserted between the carrier C1 and the case 1 in the basic configuration shown in FIG. 37 described above, and a clutch CL is inserted between the carrier C3 and the carrier C2. The brake BL of this embodiment is equivalent to the brake BL of the embodiment shown in FIG.
The second output shaft Out2 extends from the end of the case 1 (to the right in FIG. 21) to the left in FIG. 21, and is always coupled to the carrier C2 at the left end.

  Also in this embodiment, normally, any brake BL and clutch CL are engaged, and the output torques of the two motor / generators MG1, MG2 are transmitted to the output shafts Out1, Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the brake BL or the clutch CL is released, and the remaining normal or in-use It is characterized in that limp home travel is enabled using a motor / generator.

When the failure or non-use of the first motor / generator MG1 is detected, the brake BL is released, and the carrier C1, which is the rotating element of the first differential device G1, is released.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting it from the second output shaft Out2, limp home traveling is possible in which driving force is output only from the second output shaft Out2. .

  Further, when it is detected that the second motor / generator MG1 related to the third differential device G3 has failed or not used, the clutch CL is released, and the third that is coupled to the carrier C2 and the second output shaft Out2 is used. The coupling of the carrier C3 of the differential device G3 is disconnected.

The operation of releasing the clutch CL will be described with reference to the collinear diagram shown in FIG. 38. By releasing the clutch CL, the carrier C3 is disconnected from the second output shaft Out2 and is also disconnected from the carrier C2. For this reason, the rotational speeds of the rotating elements S3 and C3 of the lever G3 are independent (free) from the rotational speed of the second output shaft Out2. That is, the inclination of the lever G3 can be freely changed with the rotating element R3 at one end as a fulcrum.
Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to a failure, the rotation speed of the rotating element S2 at the other end of the lever G3 is positive. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by accelerating in the direction and changing the inclination of the lever G3.
The first motor / generator MG1 is controlled to give its motor torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the second motor / generator MG2 to the sun gear S2 becomes 0 due to failure or non-use, the rotational speed of the rotating element S3 at the other end of the lever G3 is 0. Thus, it is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from undesirably decreasing due to only the change in the inclination of the lever G3 by decelerating toward the first position.
The first motor / generator MG1 is controlled to give its motor torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 22 is a skeleton diagram showing a motor power transmission device according to one embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. In the embodiment of FIG. 22, the first clutch CL1 is inserted between the carrier C2 and the second output shaft Out2 in the basic configuration shown in FIG. 37, and the second clutch CL2 is inserted between the carrier C3 and the second output shaft Out2. It is characterized by having been inserted. The first clutch CL1 of this embodiment is equivalent to the first clutch CL1 of the embodiment shown in FIG.

  Also in this embodiment, normally, any of the clutches CL1 and CL2 is engaged, and the output torques of the two motor / generators MG1 and MG2 are transmitted to the output shafts Out1 and Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the first clutch CL1 or the second clutch CL2 is released and the remaining normal Alternatively, limp home travel is enabled by using a motor / generator in use.

  When it is detected that the first motor / generator MG1 relating to the second differential gear G2 has failed or not used, the first clutch CL1 is released and the second motor 2 coupled to the carrier C2 and the second output shaft Out2 is used. The coupling of the carrier C2 of the differential device G2 is disconnected.

The operation of releasing the first clutch CL1 will be described with reference to the collinear diagram shown in FIG. 38. By releasing the first clutch CL1, the carrier C2 is also disconnected from the second output shaft Out2, and the lever G2 The rotation speeds of the rotation elements S2 and C2 are independent (free) from the rotation speed of the second output shaft Out2. That is, the inclination of the lever G2 can freely change with the rotating element R2 at one end as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotational speed of the rotating element S2 at the other end of the lever G2 is positive. It is possible to prevent the output torque of Out1 and Out2 from increasing undesirably only by accelerating in the direction and changing the inclination of lever G2.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting the torque from the second output shaft Out2, the limp home traveling that is driven only by the second output shaft Out2 becomes possible.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the rotational speed of the rotating element S2 at the other end of the lever G2 is zero. It is possible to prevent the output torque of Out1 and Out2 from being undesirably reduced by only decelerating toward, and changing the inclination of lever G2.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting it from the second output shaft Out2, limp home traveling is possible in which driving force is output only from the second output shaft Out2. .

  Further, when the failure or non-use of the second motor / generator MG1 related to the third differential gear G3 is detected, the second clutch CL2 is released and coupled to the carrier C2 and the second output shaft Out2. The coupling of the carrier C3 of the third differential device G3 is disconnected.

The operation of releasing the second clutch CL2 will be described with reference to the collinear diagram shown in FIG. 38. By releasing the second clutch CL2, the carrier C3 is separated from the second output shaft Out2, and also from the carrier C2. Disconnected. For this reason, the rotational speeds of the rotating elements S3 and C3 of the lever G3 are independent (free) from the rotational speed of the second output shaft Out2. That is, the inclination of the lever G3 can be freely changed with the rotating element R3 at one end as a fulcrum.
Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to a failure, the rotation speed of the rotating element S2 at the other end of the lever G3 is positive. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by accelerating in the direction and changing the inclination of the lever G3.
The first motor / generator MG1 is controlled to give its motor torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the second motor / generator MG2 to the sun gear S2 becomes 0 due to failure or non-use, the rotational speed of the rotating element S3 at the other end of the lever G3 is 0. Thus, it is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from undesirably decreasing due to only the change in the inclination of the lever G3 by decelerating toward the first position.
The first motor / generator MG1 is controlled to give its motor torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 23 is a skeleton diagram showing a motor power transmission device according to one embodiment of the present invention.
The configuration of this motor power transmission device will be described based on FIG. The embodiment of FIG. 23 is characterized in that the first clutch CL1 is inserted between the sun gear S1 and the ring gear R2 in the basic configuration shown in FIG. 37 and the second clutch CL2 is inserted between the carrier C3 and the carrier C2. And The second clutch CL2 of this embodiment is equivalent to the clutch CL of the embodiment shown in FIG.
The second output shaft Out2 extends from the end of the case 1 (to the right in FIG. 21) to the left in FIG. 21, and is always coupled to the carrier C2 at the left end.

  Also in this embodiment, normally, both clutches CL1 and CL2 are engaged, and the output torques of the two motor / generators MG1 and MG2 are transmitted to the output shafts Out1 and Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, one of the clutches CL1 and CL2 is released and the remaining normal or in-use motors are released. / Limp home travel is enabled using a generator.

When it is detected that the first motor / generator MG1 related to the second differential device G2 has failed or not used, the first clutch CL1 is released and the second differential device G2 related to the first motor / generator rotates. Of the elements R2, C2, and S2, the coupling of one rotating element R2 coupled to the rotating element of the other differential device G1 is disconnected.
Of the rotating elements R2, C2, and S2 of the second differential device G2, the rotating elements coupled to the rotating elements of the other differential devices G1 and G3 are the ring gear R2 and the carrier C2. Therefore, in this embodiment, this corresponds to separating at least one of the ring gear R2 or the carrier C2 from the rotating elements of the other differential devices G1 and G3. In addition to this embodiment, a clutch may be inserted between the carrier C2 and the rotating element C3 of another differential device G3, and the clutch may be released to disconnect the carrier C2.

The operation of releasing the first clutch CL1 will be described with reference to the collinear diagram shown in FIG. 38. By releasing the second clutch CL2, the ring gear R2 is disconnected from the sun gear S1, and the rotating element R2, the lever G2 is rotated. The rotation speed of S2 becomes free. That is, the inclination of the lever G2 can be freely changed with the intermediate rotating element C2 as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotation speed of the sun gear S2 accelerates in the positive rotation direction, and the lever G2 It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by changing the inclination.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the second output shaft Out2, thereby allowing limp home travel.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the sun gear S2 decelerates toward zero and the lever G2 It is possible to prevent the output torque of Out1 and Out2 from decreasing undesirably only by the change in the inclination of.
The second motor / generator MG2 is controlled to give its torque to the lever G3 and output from the second output shaft Out2, thereby allowing limp home travel.

  Further, when the failure or non-use of the second motor / generator MG1 related to the third differential gear G3 is detected, the second clutch CL2 is released and coupled to the carrier C2 and the second output shaft Out2. The coupling of the carrier C3 which is the rotating element of the third differential device G3 is disconnected.

The operation of releasing the second clutch CL2 will be described with reference to the collinear diagram shown in FIG. 38. By releasing the second clutch CL2, the carrier C3 is separated from the second output shaft Out2, and also from the carrier C2. Disconnected. For this reason, the rotational speeds of the rotating elements S3 and C3 of the lever G3 are independent (free) from the rotational speed of the second output shaft Out2. That is, the inclination of the lever G3 can be freely changed with the rotating element R3 at one end as a fulcrum.
Then, even if the torque input from the second motor / generator MG2 to the sun gear S3 undesirably increases due to a failure, the rotation speed of the rotating element S2 at the other end of the lever G3 is positive. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by accelerating in the direction and changing the inclination of the lever G3.
The first motor / generator MG1 is controlled to give its motor torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

Alternatively, even if the torque input from the second motor / generator MG2 to the sun gear S2 becomes 0 due to failure or non-use, the rotational speed of the rotating element S3 at the other end of the lever G3 is 0. Thus, it is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from undesirably decreasing due to only the change in the inclination of the lever G3 by decelerating toward the first position.
The first motor / generator MG1 is controlled to give its motor torque to the lever G2 and output from the first output shaft Out1 and the second output shaft Out2, thereby enabling limp home travel.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 24 is a skeleton diagram showing a motor power transmission device according to one embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. The embodiment of FIG. 24 is characterized in that the clutch CL is inserted between the sun gear S1 and the ring gear R2 and the brake BL is inserted between the ring gear R3 and the case 1 in the basic configuration shown in FIG. The clutch CL of this embodiment is equivalent to the first clutch CL1 of the embodiment shown in FIG. Further, the brake BL of this embodiment is equivalent to the second brake BL2 of the embodiment shown in FIG. 17 and the brake of the embodiment shown in FIG.

  Also in this embodiment, both the clutch CL and the brake BL are normally engaged, and the output torques of the two motor / generators MG1, MG2 are transmitted to the output shafts Out1, Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the clutch CL or the brake BL is released, and the remaining normal or in-use It is characterized in that limp home travel is enabled using a motor / generator.

When it is detected that the first motor / generator MG1 related to the second differential device G2 has failed or not used, the clutch CL is released, and the rotation element R2 of the second differential device G2 related to the first motor / generator is detected. , C2 and S2, the coupling of one rotating element R2 coupled to the rotating element of the other differential device G1 is disconnected.
Then, the limp home travel is enabled by controlling the second motor / generator MG2 and outputting the torque from the second output shaft Out2.

On the other hand, when it is detected that the second motor / generator MG2 is lost or not used, the brake BL is released and the ring gear R3, which is the rotation element of the third differential device G3, is released.
Then, by controlling the first motor / generator MG1 and outputting the torque from the first output shaft Out1 and the second output shaft Out2, limp home traveling becomes possible.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 25 is a skeleton diagram showing a motor power transmission device according to one embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. In the embodiment of FIG. 25, the first clutch CL1 is inserted between the sun gear S1 and the ring gear R2 in the basic configuration shown in FIG. 37, and the second clutch CL2 is inserted between the carrier C3 and the second output shaft Out2. It is characterized by that. The first clutch CL1 of this embodiment is equivalent to the first clutch CL1 of the embodiment shown in FIG. Further, the second clutch CL2 of this embodiment is equivalent to the clutch CL of the embodiment shown in FIG.

  Also in this embodiment, both the clutches CL1 and CL2 are normally engaged, and the output torques of the two motor / generators MG1 and MG2 are transmitted to the output shafts Out1 and Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the first clutch CL1 or the second clutch CL2 is released and the remaining normal Alternatively, limp home travel is enabled by using a motor / generator in use.

When it is detected that the first motor / generator MG1 related to the second differential device G2 has failed or not used, the first clutch CL1 is released and the second differential device G2 related to the first motor / generator rotates. Of the elements R2, C2, and S2, the coupling of one rotating element R2 coupled to the rotating element of the other differential device G1 is disconnected.
Then, the limp home travel is enabled by controlling the second motor / generator MG2 and outputting the torque from the second output shaft Out2.

Further, when the failure or non-use of the second motor / generator MG2 is detected, the second clutch CL2 is released and the coupling of the rotating elements C2 and C3 coupled to the second output shaft Out2 is disconnected.
Then, the driving of the output shafts Out1 and Out2 is stopped, and the vehicle can be stopped quickly.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 26 is a skeleton diagram showing a motor power transmission device according to one embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. In the embodiment of FIG. 26, the first clutch CL1 is inserted between the first output shaft Out1 and the ring gear R1 in the basic configuration shown in FIG. 37, and the second clutch CL2 is inserted between the carrier C3 and the carrier C2. It is characterized by that. The first clutch CL1 of this embodiment is equivalent to the clutch CL of the embodiment shown in FIG.
The second output shaft Out2 extends from the end of the case 1 (to the right in FIG. 21) to the left in FIG. 21, and is always coupled to the carrier C2 at the left end.

  Also in this embodiment, both the clutches CL1 and CL2 are normally engaged, and the output torques of the two motor / generators MG1 and MG2 are transmitted to the output shafts Out1 and Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, one of the clutches CL1 and CL2 is released and the remaining normal or in-use motors are released. / Limp home travel is enabled using a generator.

  When the failure or non-use of the first motor / generator MG1 is detected, the first clutch CL1 is released and the coupling of the rotating element R1 coupled to the first output shaft Out1 is disconnected.

The operation of releasing the first clutch CL1 will be described with reference to the alignment chart shown in FIG. 38. By releasing the first clutch CL1, the ring gear R1 is disconnected from the first output shaft Out1, and the rotation of the lever G1 is performed. The rotation speeds of the elements S1 and R1 are independent (free) from the rotation speed of the first output shaft Out1. That is, the inclination of the lever G1 can freely change with the intermediate rotation element C1 as a fulcrum.
For this reason, the rotation speed of the rotation element R2 at one end of the lever G2 and the rotation element S2 at the other end of the lever G2 that are coupled to the rotation element S1 are also independent (free) from the rotation speed of the first output shaft Out1. That is, the inclination of the lever G2 can be freely changed with the intermediate rotating element C2 as a fulcrum.
Then, even if the torque input from the first motor / generator MG1 to the sun gear S2 undesirably increases due to a failure, the rotational speed of the rotating element S2 at the other end of the lever G2 is positive. It is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from increasing undesirably only by accelerating in the direction and changing the inclination of the levers G2 and G1.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting the torque from the second output shaft Out2, the limp home traveling that is driven only by the second output shaft Out2 becomes possible.

Alternatively, even if the torque input from the first motor / generator MG1 to the sun gear S2 becomes zero due to failure or non-use, the rotational speed of the rotating element S2 at the other end of the lever G2 is zero. Thus, it is possible to prevent the output torque of the first output shaft Out1 and the second output shaft Out2 from being undesirably decreased by only decelerating toward the left and changing the inclinations of the levers G2 and G1.
Then, by controlling the second motor / generator MG2 and applying the torque to the lever G3 and outputting it from the second output shaft Out2, limp home traveling is possible in which driving force is output only from the second output shaft Out2. .

Further, when the failure or non-use of the second motor / generator MG1 related to the third differential gear G3 is detected, the second clutch CL2 is released and coupled to the carrier C2 and the second output shaft Out2. The coupling of the carrier C3 of the third differential device G3 is disconnected.
Then, the limp home traveling is enabled by controlling the first motor / generator MG1 and outputting the motor torque from the first output shaft Out1 and the second output shaft Out2.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 27 is a skeleton diagram showing a motor power transmission device according to one embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. The embodiment of FIG. 27 is characterized in that the clutch CL is inserted between the first output shaft Out1 and the ring gear R1 and the brake BL is inserted between the ring gear R3 and the case 1 in the basic configuration shown in FIG. To do.
The clutch CL of this embodiment is equivalent to the first clutch CL1 of the embodiment shown in FIG. Further, the brake BL of this embodiment is equivalent to the second brake BL2 of the embodiment shown in FIG.

  Also in this embodiment, both the clutch CL and the brake BL are normally engaged, and the output torques of the two motor / generators MG1, MG2 are transmitted to the output shafts Out1, Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the clutch CL or the brake BL is released, and the remaining normal or in use It is characterized in that limp home travel is enabled using a motor / generator.

When the failure or non-use of the first motor / generator MG1 is detected, the clutch CL is released and the coupling of the rotating element R1 coupled to the first output shaft Out1 is disconnected.
Then, by controlling the second motor / generator MG2 and outputting the torque from the second output shaft Out2, limp home traveling that is driven only by the second output shaft Out2 becomes possible.

When it is detected that the second motor / generator MG2 is lost or not used, the second brake BL2 is released, and the ring gear R3, which is the rotating element of the third differential device G3, is released.
Then, limp home travel is enabled by controlling the first motor / generator MG1 and outputting the torque from the second output shaft Out2 and the first output shaft Out1.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 28 is a skeleton diagram showing a motor power transmission device according to one embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. In the embodiment of FIG. 28, the first clutch CL1 is inserted between the first output shaft Out1 and the ring gear R1 in the basic configuration shown in FIG. 37, and the second clutch CL2 is inserted between the carrier C3 and the second output shaft Out2. It is characterized by having been inserted. The first clutch CL1 of this embodiment is equivalent to the first clutch CL1 of the embodiment shown in FIG. Further, the second clutch CL2 of this embodiment is equivalent to the clutch CL of the embodiment shown in FIG.

  Also in this embodiment, normally, both the first clutch CL1 and the second clutch CL2 are engaged, and the output torques of the two motor / generators MG1, MG2 are transmitted to the output shafts Out1, Out2. On the other hand, when the failure or non-use of the first motor / generator MG1 or the second motor / generator MG2 is detected, either the first clutch CL1 or the second clutch CL2 is released and the remaining normal Alternatively, the motor / generator in use can be used to perform limp home travel and stop travel.

When the failure or non-use of the first motor / generator MG1 is detected, the first clutch CL1 is released and the coupling of the rotating element R1 coupled to the first output shaft Out1 is disconnected.
Then, by controlling the second motor / generator MG2 and outputting the torque from the second output shaft Out2, limp home traveling that is driven only by the second output shaft Out2 becomes possible.

Further, when the failure of at least one of the first motor / generator MG1 and the second motor / generator MG2 is detected, the second clutch CL2 inserted between the second output shaft Out2 and the carriers C2 and C3 is released. Then, the coupling between the carriers C2 and C3 coupled to the second output shaft Out2 is disconnected.
Then, the driving of the output shafts Out1 and Out2 is stopped, and the vehicle can be stopped quickly.

The embodiments of FIGS. 17 to 28 described so far are common in the basic configuration shown in FIG.
That is, the first differential device G1 and the second differential device G2 each including at least three rotary elements (ring gear, sun gear, and carrier) are arranged coaxially, and one rotary element S1 of these differential devices G1 and G2. And R2 are coupled to each other, and one of the other two rotating elements C1, R1 of the first differential device G1 is fixed, and the first output shaft Out1 is connected to the other rotating element R1. The second output shaft Out2 is coupled to one of the other two rotating elements C2 and S2 of the second differential device G2, and the first motor / generator MG1 is coupled to the other rotating element S2. And
One rotating element C3 of the third differential device G3 composed of at least three rotating elements is coupled to the one rotating element C2 of the second differential device G2, and the other two rotating elements C3 of the third differential device G3 are coupled. Of the rotating elements S3 and R3, the second motor / generator MG2 is coupled to one rotating element S3, and the other rotating element R3 is fixed in common.
When the motor / generator MG1 or MG2 fails (fails) or is not used, the fixed rotating element C1 or R3 is unlocked, or the rotating element is coupled to other rotating elements or output shafts Out1 and Out2. The limp home traveling or the traveling stop can be performed by disconnecting the connection.
Therefore, FIG. 34 shows a chart in which the rotating elements to be fixed and the rotating elements to be disconnected are arranged for each embodiment.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 29 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. In the embodiment of FIG. 29, the first brake BL1 for fixing the carrier C1 in the basic configuration shown in FIG. 37 is disposed in the vicinity of the first planetary gear set G1, and the second brake BL2 for fixing the ring gear R3. Is arranged in the vicinity of the third planetary gear set G3, and these brakes BL1, BL2 are operated by one shift actuator 13.
The first brake BL1 of this embodiment is equivalent to the first brake BL1 shown in FIG. Further, the second brake BL2 of this embodiment is equivalent to the second brake BL2 shown in FIG.

  A brake mechanism 18 for fixing the first brake BL1, a park lock mechanism 9 for fixing the parking gear 8, and a brake mechanism 27 for fixing the second brake BL2 are sequentially arranged in a line. One parking rod 30 is arranged between them. The parking rod 30 is longer than the parking rod 15 shown in FIG. 8 described above, and operates these three mechanisms 18, 9, and 27 as described later. A shift actuator 13 is attached to the parking rod 28 in the vicinity of the park lock mechanism 9.

Although not shown, the end of the parking rod 30 on the brake mechanism 18 side is provided with a tapered surface.
The base end of the brake mechanism 18 is pivotally supported on the case 1. The free end of the brake mechanism 18 is swingable and can be fitted into the groove of the first brake BL1.
As in the case shown in FIG. 9 described above, a plurality of grooves for fitting with the free ends of the brake mechanism 18 are provided in the circumferential direction on the outer peripheral edge of the carrier C1 to form the first brake BL1.

Although not shown, a tapered surface is formed in the vicinity of the parking lock mechanism 9 in the middle of the parking rod 30.
The base end of the park lock mechanism 9 is pivotally supported on the case 1. Further, the free end of the park lock mechanism 9 can be swung and can be fitted into the groove of the parking gear 8.
On the outer peripheral edge of the parking gear 8, a plurality of grooves for fitting with the free end of the park lock mechanism 9 are provided in the circumferential direction, similar to the one shown in FIG.

Although not shown, the end of the parking rod 30 on the brake mechanism 29 side is provided with a tapered surface.
The base end of the brake mechanism 29 is pivotally supported on the case 1. Further, the free end of the brake mechanism 29 is swingable and can be fitted into the groove of the second brake BL2.
A plurality of grooves for engaging with the free end of the brake mechanism 29 are provided in the outer peripheral edge of the ring gear R3 in the circumferential direction to form a second brake BL2.

In this embodiment, the shift actuator 13 moves the parking rod 30 forward and backward in response to the range selection command.
That is, during the selection of the P range, the parking rod 30 is moved in one direction, so that the tapered surface in the middle of the parking rod 30 lifts the park lock mechanism 9 toward the parking gear 8 as shown in FIG. As a result, the park lock mechanism 9 is fitted in the groove of the parking gear 8 to restrict the rotation of the parking gear 8. When the parking gear 8 is fixed, the rotation of the hollow shaft 3 shown in FIG. 29 is restricted, and the rotation speed of the first motor / generator MG1 and the rotation speed of the sun gear S2 are fixed to zero.
At the same time, the taper surface at the end of the parking rod 30 on the brake mechanism 18 side is separated from the brake mechanism 18, and the brake mechanism 18 is separated from the carrier C1. As a result, the brake mechanism 18 does not fit into the carrier C1, and the carrier C1 is unfixed and freely rotated.
At the same time, the taper surface at the end of the parking rod 30 on the brake mechanism 29 side is separated from the brake mechanism 29, and the brake mechanism 29 is separated from the ring gear R3. As a result, the brake mechanism 29 is not engaged with the ring gear R3, and the ring gear R3 is unfixed to be freely rotatable.
As a result, the park lock state is completed.

Further, while the D range is selected, the parking rod 30 is moved in the other direction, so that the taper surface in the middle of the parking rod 30 is separated from the parking lock mechanism 9 and the parking lock mechanism 9 is separated from the parking gear 8. Then, the rotational speed of the first motor / generator MG1 and the rotational speed of the sun gear S2 can be freely set without being restricted.
At the same time, the tapered surface at the end of the parking rod 30 on the brake mechanism 18 side lifts the brake mechanism 18 toward the carrier C1. As a result, the brake mechanism 18 is fitted in the groove of the first brake BL1 to restrict the rotation of the carrier C1.
At the same time, the taper surface at the end of the parking rod 30 on the brake mechanism 29 side lifts the brake mechanism 29 toward the ring gear R3. As a result, the brake mechanism 29 is fitted into the groove of the second brake BL2 to restrict the rotation of the ring gear R3.
When carrier C1 and ring gear R3 are fixed, rotation and torque can be output to first and second output shafts Out1 and Out2 as shown in the alignment chart shown in FIG.
As a result, the state for running is completed.

While the N range is selected, the parking rod 15 is set to the intermediate position between the P range and the D range described above. As a result, the parking lock mechanism 9 is separated from the parking gear 8 and the parking gear 8 is free to rotate.
At the same time, the brake mechanism 18 is separated from the first brake BL1, the carrier C1 is released from the fixed state, and can rotate freely.
At the same time, the brake mechanism 29 is separated from the second brake BL2, and the ring gear R3 is released from the fixed state, and is free to rotate.
As a result, the neutral state is completed.

When the operating state is the failure / non-use of the first motor / generator MG1, the park lock mechanism 9 is separated from the parking gear 8, and the parking gear 8 is free to rotate.
When the brake mechanism 18 is separated from the first brake BL1, the carrier C1 is unfixed and free to rotate.
The shift actuator 13 operates the parking rod 30 so that the brake mechanism 29 is fitted in the groove of the second brake BL2 to fix the ring gear R3.

When the operating state is the failure / non-use of the second motor / generator MG2, the park lock mechanism 9 is separated from the parking gear 8, and the parking gear 8 is free to rotate.
The brake mechanism 18 is fitted into the groove of the first brake BL1 to fix the carrier C1,
The shift actuator 13 operates the parking rod 30 so that the brake mechanism 29 is separated from the second brake BL2 and the ring gear R3 is unlocked and free to rotate.

  As described above, in this embodiment, since the shift actuator 13 and the parking rod 30 that operate the park lock mechanism 9 are also configured to operate the brake mechanism 18 and the brake mechanism 29, the number of parts can be reduced. It becomes possible, and it can contribute to reduction of parts cost.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 30 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of this motor power transmission device will be described based on FIG. The embodiment of FIG. 30 has the same effect as the embodiment shown in FIG. 29 described above, and is characterized in that the shift actuator 13 is arranged at one end of the case 1 (left side of FIG. 30). .
As described above, the shift actuator 13 is arranged at the end or not shown, but is arranged at the other end of the case 1 such as the right side of FIG. It becomes possible to give freedom to the overall shape, and layout performance is improved.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 31 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. The embodiment of FIG. 31 is characterized in that a parking gear PG is provided in the ring gear R1 in the basic configuration shown in FIG. 37 and the parking gear PG is fixed by the park lock mechanism 23.

In FIG. 31, the same members as those in the basic configuration shown in FIG. 37 described above are denoted by the same reference numerals and description thereof is omitted. Different parts will be described with new reference numerals.
A parking gear PG is formed on the outer edge of the ring gear R1 by providing a plurality of grooves at regular intervals in the circumferential direction. A shift actuator 13 is attached to the end of the case 1 in the vicinity of the parking gear PG (left side in FIG. 31). The parking rod 24 is extended from the shift actuator 13 to the park lock mechanism 23. The park lock mechanism 23 that fixes the parking gear PG pivotally supports the base end of the parking gear PG and allows the free end to swing. The free end of the park lock mechanism 23 is shaped to fit into the groove of the parking gear PG.

In this embodiment, the shift actuator 13 moves the parking rod 24 forward and backward in response to the range selection command. The tip of the parking rod 24 has a tapered taper surface, and this taper surface can be locked with the park lock mechanism 23.
That is, while the P range is selected, the parking rod 24 is moved to the right in FIG. 31, that is, away from the shift actuator 13, so that the tapered surface of the tip faces the parking lock mechanism 23 toward the parking gear PG. lift. As a result, the park lock mechanism 23 is fitted into the groove of the parking gear PG to restrict the rotation of the ring gear R1. When the ring gear R1 is fixed, the rotation speeds of the first output shaft Out1 and the ring gear R1 shown in FIG. 31 are fixed to zero.
As a result, the park lock state is completed.

Further, during the selection of the D range, the parking rod 24 is moved backward to the left in FIG. As a result, the tapered surface is separated from the park lock mechanism 23, and the free end of the park lock mechanism 23 is urged by a spring (not shown) to separate from the parking gear PG and to freely rotate the ring gear R1. Then, the rotation elements of the first to third planetary gears G1 to G3 including the rotation of the ring gear R1 can be rotated as shown in the collinear diagram of FIG.
As a result, the state for running is completed.

  In this way, in the embodiment of FIG. 31, the parking gear PG is provided along the outer periphery of the ring gear R1, and the first output shaft Out1 can be fixed. Therefore, the embodiment of FIG. Compared to the above, it is not necessary to provide the parking gear 8 individually, and the shaft length of the entire motor power transmission device can be shortened. And the number of parts can be reduced and the weight can be reduced.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 32 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of the motor power transmission device will be described with reference to FIG. In the embodiment of FIG. 32, the parking gear PG is provided in the ring gear R1 in the basic configuration shown in FIG. 37, the first brake BL1 is inserted between the carrier C1 and the case 1, and the second gear is inserted between the ring gear R3 and the case 1. Insert the brake BL2. The parking lock mechanism 23 for fixing the PG, BL1, and BL2 and the brake mechanisms 25 and 29 are operated by a single shift actuator 13.
The parking gear PG of the embodiment shown in FIG. 32 is common to the embodiment shown in FIG. 31 described above, and the brakes BL1 and BL2 of the embodiment shown in FIG. 32 are common to the embodiment shown in FIGS. However, the configuration for operating the mechanism for restraining these PG, BL1, and BL2 is different from the embodiment shown in FIGS. 29 to 31 described above.

In FIG. 32, members common to the basic configuration shown in FIG. 37 described above are denoted by the same reference numerals and description thereof is omitted. Different parts will be described with new reference numerals.
A parking gear PG is formed on the outer edge of the ring gear R1 by providing a plurality of grooves at regular intervals in the circumferential direction. The park lock mechanism 23 pivotally supports the base end of the case 1 and allows the free end to swing. The free end of the park lock mechanism 23 is shaped to fit into the groove of the parking gear PG. A shift actuator 13 is attached to one end (left side in FIG. 32) of the case 1 in the vicinity of the parking gear PG. The parking rod 24 is extended from the shift actuator 13 to the park lock mechanism 23. A tapered surface is formed at the tip of the parking rod 24. The tapered surface can be engaged with the arm-shaped park lock mechanism 23.

  On the outer edge of the carrier C1, a plurality of grooves are provided in the circumferential direction to form the first brake BL1. The brake mechanism 25 functions in the same manner as the brake mechanism 18 shown in FIG. 30 described above, and can restrain the rotation of the first brake BL1 and fix the carrier C1.

  A plurality of grooves are provided on the outer edge of the ring gear R3 in the circumferential direction to form the second brake BL2. The base end of the brake mechanism 29 is pivotally supported on the case 1. Further, the free end of the brake mechanism 29 is swingable and can be fitted into the groove of the second brake BL2.

  A parking lock mechanism 23 disposed at one end of the case 1 (left side of FIG. 32), a brake mechanism 25, and a brake mechanism 29 disposed at the other end of the case 1 (right side of FIG. 32) The arm-shaped mechanisms 23, 25, and 29 are arranged in a line one by one, and the swing center line of the arm-shaped mechanisms 23, 25, and 29 is common to one. One parking rod 31 extends along the swing center line, and the parking rod 31 couples these mechanisms 23, 25, and 29 together. Although the details will be described later when connecting together, it will be as shown in FIG. 12 as described above, that is, when any of these mechanisms 23, 25, 29 is fitted into the groove, any of the other will be removed from the groove. Shall be separated.

  In this embodiment, the shift actuator 13 moves the parking rod 24 forward and backward in response to an operation state such as a range selection command.

That is, while the stop (P) range is being selected, the parking rod 24 is moved to a predetermined position for the P range, whereby the tapered surface at the tip of the parking rod 24 lifts the park lock mechanism 23 toward the parking gear PG. As a result, the park lock mechanism 23 is fitted into the groove of the parking gear PG to restrict the rotation of the ring gear R1. When the ring gear R1 is fixed, the rotation speeds of the first output shaft Out1 and the ring gear R1 shown in FIG. 32 are fixed to zero.
At the same time, the pivot shaft 31 rotates as indicated by an arrow in FIG. 32 to release the brake mechanism 25 from the first brake BL1. As a result, the brake mechanism 25 is not engaged with the first brake BL1, and the carrier C1 is unfixed to be freely rotatable.
At the same time, the pivot shaft 31 is rotated as indicated by an arrow in FIG. 32 to release the brake mechanism 29 from the second brake BL2. As a result, the brake mechanism 29 is not engaged with the second brake BL2, and the ring gear R3 is released and free to rotate.
As a result, the park lock state is completed.

Further, while the travel (D) range is selected, the parking rod 24 is moved to a predetermined position for the D range. As a result, the taper surface at the tip of the parking rod 24 is separated from the park lock mechanism 23, and the free end thereof is biased by the spring so that it is separated from the parkink gear PG and the fitting is released. Then, the rotational speeds of the ring gear R1 and the first output shaft Out1 can be freely set without being restricted.
At the same time, the pivot shaft 31 rotates the brake mechanism 25 as indicated by an arrow in FIG. 32, and the free end thereof is fitted into the groove of the first brake BL1. As a result, the brake mechanism 25 restrains the rotation of the first brake BL1 and fixes the carrier C1.
At the same time, the pivot shaft 31 rotates the brake mechanism 29 as indicated by an arrow in FIG. 32, and the free end thereof is fitted in the groove of the second brake BL2. As a result, the brake mechanism 29 restrains the rotation of the second brake BL2 and fixes the ring gear R3.
When carrier C1 and ring gear R3 are fixed, rotation and torque can be output to first and second output shafts Out1 and Out2 as shown in the alignment chart shown in FIG.
As a result, the state for running is completed.

Further, while the neutral (N) range is selected, the parking rod 24 is moved to a predetermined position for the N range. As a result, the taper surface at the tip of the parking rod 24 is separated from the park lock mechanism 23, and the free end thereof is biased by the spring so that it is separated from the parkink gear PG and the fitting is released. Then, the rotational speeds of the ring gear R1 and the first output shaft Out1 can be freely set without being restricted.
At the same time, the pivot shaft 31 rotates as indicated by an arrow in FIG. 32 to release the brake mechanism 25 from the first brake BL1. As a result, the brake mechanism 25 is not engaged with the first brake BL1, and the carrier C1 is unfixed to be freely rotatable.
At the same time, the pivot shaft 31 is rotated as indicated by an arrow in FIG. 32 to release the brake mechanism 29 from the second brake BL2. As a result, the brake mechanism 29 is not engaged with the second brake BL2, and the ring gear R3 is released and free to rotate.
As a result, the neutral state is completed.

Further, when the operating state is the failure / non-use of the first motor / generator MG1, the park lock mechanism 23 is separated from the parking gear PG, and the ring gear R1 is free to rotate.
The brake mechanism 25 is separated from the first brake BL1, the carrier C1 is unfixed, and is free to rotate.
The shift actuator 13 operates the parking rod 24 so that the brake mechanism 29 is fitted in the groove of the second brake BL2 to fix the ring gear R3.

Further, when the operating state is the failure / non-use of the second motor / generator MG2, the park lock mechanism 23 is separated from the parking gear PG, and the ring gear R1 becomes free to rotate.
The brake mechanism 25 is fitted into the groove of the first brake BL1 to fix the carrier C1,
The shift actuator 13 operates the parking rod 24 so that the brake mechanism 29 is separated from the second brake BL2 and the ring gear R3 is unlocked and free to rotate.

  As described above, also in this embodiment, the shift actuator 13 for operating the park lock mechanism 23 is also configured to operate the brake mechanism 25 and the brake mechanism 29, so that the number of parts can be reduced. This can contribute to the reduction of component costs.

  Next, a motor power transmission device according to another embodiment of the present invention will be described.

FIG. 33 is a skeleton diagram showing a motor power transmission device according to another embodiment of the present invention.
The configuration of this motor power transmission device will be described with reference to FIG. The embodiment of FIG. 33 achieves the same operation as the embodiment shown in FIG. 32 described above, and is characterized in that the three mechanisms 23, 18 and 29 are operated by a single parking rod 32. .

  The parking rod 32 is similar to the parking rod 30 shown in FIG. 29 or FIG. 30 described above, and when the shift actuator 13 moves the parking rod 32 to a fixed position, the parking lock mechanism 23, the brake mechanism 18, and the brake mechanism 29 are moved. It is possible to fit any one of them into the groove, or to make any other one away from the groove so as to be freely rotatable.

By the way, in the embodiment shown in FIGS. 1 to 33 described above, with reference to FIG. 34, when the first motor / generator MG1 fails (fails) or is not used, the rotating element C1 of the first differential device. Is fixed (examples of FIGS. 2, 5, 17, 20, and 21).
Further, when the second motor / generator MG2 fails or is not used, the rotation element R3 of the third differential device is unlocked (examples of FIGS. 17, 18, 24, and 27).
Therefore, limp home travel is possible, and it is possible to travel to the destination or repair shop.

Alternatively, when the first motor / generator MG1 related to the second differential device G2 fails or is not used, other rotation elements S2, R2, and C2 of the differential device G2 related to the corresponding motor / generator MG1 The coupling of at least one rotating element coupled to the rotating element of the differential G1 or G3 is disconnected (the embodiments of FIGS. 3, 4, 6, 7, 18, 19, 22, 23, 24, 25).
Further, when the second motor / generator MG2 related to the third differential device G3 fails or is not used, among the rotating elements of the differential device G3 related to the corresponding motor / generator MG2, another differential device G1 or The coupling of at least one rotating element coupled to the rotating element of G2 is disconnected (the embodiment of FIGS. 1, 2, 3, 4, 21, 22, 23, 26).
Therefore, limp home travel is possible, and it is possible to travel to the destination or repair shop.

Further, in the embodiment of FIG. 1, when the first motor / generator MG1 related to the second differential device G2 fails or is not used, the rotating element R3 of the third differential device G3 coupled to the first output shaft Out1. From the rotary element R1 of the first differential G1.
Therefore, limp home travel is possible, and it is possible to travel to the destination or repair shop.

26, 27, and 28, when the first motor / generator fails or is not used, the first output shaft Out1 is disconnected instead of releasing the fixing and disconnecting the coupling.
Therefore, limp home travel is possible, and it is possible to travel to the destination or repair shop.

Also, in the embodiments of FIGS. 5, 6, 7, 19, 20, 25, and 28, when the second motor / generator fails or is not used, instead of releasing the fixing and disconnecting the coupling, Disconnect the second output shaft Out2.
Therefore, in the embodiments shown in FIGS. 5, 6, and 7, limp home traveling is possible, and the vehicle can travel to the destination or repair shop. In the embodiments of FIGS. 19, 20, 25, and 28, the driving of the output shafts Out1 and Out2 is stopped, and the vehicle can be stopped quickly.

In the embodiment shown in FIGS. 8 to 16 and FIGS. 29 to 33, a parking lock mechanism for restraining the park gear 8 and PG is provided in releasing the fixing and disconnecting the coupling.
Since the parking rod is moved to a fixed position according to the driving state, the parking lock mechanism and the fixing by the brakes BL, BL1, BL2 are selectively realized.
One shift actuator 13 and one parking rod can be combined to operate not only the park lock mechanism but also one or two brake mechanisms. Therefore, it is not necessary to equip the brakes BL, BL1, and BL2 with dedicated fastening / release piston mechanisms and actuators, and it is possible to reduce the number of parts, thereby contributing to the reduction of parts costs.

  The above are only examples of the present invention, and the present invention can be variously modified without departing from the spirit of the present invention.

1 is a schematic diagram showing an outline of a motor power transmission device according to an embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a perspective view which shows operation | movement of the motor power transmission device which becomes the Example. It is a table | surface which shows the state of the brake in the motor power transmission device which becomes the Example, and the state of a parking gear. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a perspective view which shows operation | movement of the motor power transmission device which becomes the Example. It is a table | surface which shows the state of the brake in the motor power transmission device which becomes the Example, and the state of a parking gear. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. It is a skeleton diagram showing an outline of a motor power transmission device according to another embodiment of the present invention. FIG. 6 is a chart showing, in order of each example, unlocking or disconnecting the first and second motor / generators when they are failed (failed) or not used. FIG. 17 is a skeleton diagram showing an outline of a basic configuration of a motor power transmission device according to the embodiments of FIGS. 1 to 8, 11 and 14 to 16; It is a collinear diagram which shows the rotation speed of each rotation element of the same basic composition. FIG. 34 is a schematic diagram showing an outline of a basic configuration of a motor power transmission device according to the embodiment of FIGS. It is a collinear diagram which shows the rotation speed of each rotation element of the same basic composition.

Explanation of symbols

1 case
G1 First planetary gear set (first differential)
G2 Second planetary gear set (second differential)
G3 3rd planetary gear set (3rd differential)
S1, S2, S3 Sun gear (rotating element)
R1, R2, R3 Ring gear (rotating element)
C1, C2, C3 carrier (rotating element)
MG1 1st motor / generator
MG2 Second motor / generator
Out1 1st output shaft
Out2 2nd output shaft
CL1 1st clutch
CL2 2nd clutch
BL1 First brake
BL2 Second brake
PG, 8 Parking gear
13 Shift actuator

Claims (7)

A first differential device and a second differential device comprising at least three rotary elements are coaxially arranged, and one rotary element of these differential devices is coupled to each other. Of the two rotating elements, one rotating element is fixed, the first output shaft is coupled to the other rotating element, and one of the other two rotating elements of the second differential device is connected to one rotating element. A second output shaft is coupled, and the first motor / generator is coupled to the other rotating element;
One rotating element of the third differential device composed of at least three rotating elements is coupled to the one rotating element of the second differential device, and among the other two rotating elements of the third differential device, Coupling a second motor / generator to one rotating element and coupling or fixing the other rotating element to the other rotating element of the first differential;
When the first motor / generator fails or is not used, the fixing of the rotating element of the first differential device is released,
A motor power transmission device configured to release the fixing of the rotating element of the third differential device when the second motor / generator fails or is not used. A first differential device and a second differential device comprising at least three rotary elements are coaxially arranged, and one rotary element of these differential devices is coupled to each other. Of the two rotating elements, one rotating element is fixed, the first output shaft is coupled to the other rotating element, and one of the other two rotating elements of the second differential device is connected to one rotating element. A second output shaft is coupled, and the first motor / generator is coupled to the other rotating element;
One rotating element of the third differential device composed of at least three rotating elements is coupled to the one rotating element of the second differential device, and among the other two rotating elements of the third differential device, Coupling a second motor / generator to one rotating element and coupling or fixing the other rotating element to the other rotating element of the first differential;
When the first motor / generator related to the second differential device or the second motor / generator related to the third differential device fails or is not used, the differential device related to the first or second motor / generator rotates. A motor power transmission device configured to disconnect the coupling of at least one rotating element coupled to a rotating element of another differential device among the elements. A first differential device and a second differential device comprising at least three rotary elements are coaxially arranged, and one rotary element of these differential devices is coupled to each other. Of the two rotating elements, one rotating element is fixed, the first output shaft is coupled to the other rotating element, and one of the other two rotating elements of the second differential device is connected to one rotating element. A second output shaft is coupled, and the first motor / generator is coupled to the other rotating element;
One rotating element of the third differential device composed of at least three rotating elements is coupled to the one rotating element of the second differential device, and among the other two rotating elements of the third differential device, A second motor / generator coupled to one rotating element, the other rotating element coupled to the other rotating element of the first differential and the other rotating element coupled to the first output shaft;
When the first motor / generator according to the second differential device fails or is not used, the other rotating element of the third differential device coupled to the first output shaft causes the other of the first differential device to A motor power transmission device configured to separate a rotating element. In the motor power transmission device according to any one of claims 1 to 3,
When the first motor / generator fails or is not used, the coupling of the rotating element coupled to the first output shaft is disconnected in place of releasing the fixing and disconnecting the coupling. Motor power transmission device. In the motor power transmission device according to any one of claims 1 to 4,
When the second motor / generator fails or is not used, the coupling of the rotating element coupled to the second output shaft is separated instead of releasing the fixing and disconnecting the coupling. Motor power transmission device. In the motor power transmission device according to any one of claims 1 to 5,
Each of the first to third differential devices is constituted by a first to third planetary gear set of a single pinion type planetary gear set composed of three rotating elements,
The sun gear of the first planetary gear set and the ring gear of the second planetary gear set are coupled to each other, the carrier of the first planetary gear set is fixed, and the first output shaft is coupled to the ring gear of the first planetary gear set; A second output shaft is coupled to the carrier of the second planetary gear set, and the first motor / generator is coupled to the sun gear of the second planetary gear set;
The carrier of the third planetary gear set is coupled to the carrier of the second planetary gear set, the second motor / generator is coupled to the sun gear of the third planetary gear set, and the ring gear of the third planetary gear set is connected to the first planetary gear. Coupled or fixed to a pair of ring gears,
The brake is engaged to realize the fixing, the clutch is engaged to realize the coupling,
A motor power transmission device, wherein the brake is released to release the fixing, and the clutch is released to disconnect the coupling. The motor power transmission device according to claim 6,
A parking lock mechanism for restricting or freely rotating any of the two rotating elements excluding the carrier of the first planetary gear set or the three rotating elements of the second planetary gear set;
A motor power transmission device that selectively realizes restraint by the park lock mechanism and fixation by the brake by moving the parking rod to a fixed position in accordance with a driving state.

Images