JP2010130828A - Drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve energy efficiency when driven at low output and high rotation. <P>SOLUTION: A drive device includes: a power transmission mechanism 13 in which two motors 11, 12 are coupled with different input shafts respectively, and torques of the two motors 11, 12 are combined to output the combined torque from an output shaft 17, and includes a first drive mode in which power-running operation of one out of the motors 11, 12 is performed in the rotating direction identical to that of the output shaft, and a power-running operation of another one is performed in the rotating direction different from that of the output shaft. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a drive device.

In recent years, electric vehicles that drive wheels with electric motors (hereinafter simply referred to as motors) instead of internal combustion engines and electric construction machines that drive hydraulic pumps with motors to reduce carbon dioxide emissions and soar oil prices Etc. are attracting attention. The operation efficiency of the motor generally has characteristics as shown in FIG. 6 when represented by a graph in which the horizontal axis represents the rotational speed (hereinafter, represented by the number of revolutions per minute r / min) and the vertical axis represents the torque (Nm). For example, in an electric vehicle, wheels are driven by the output of only a motor, so that it is necessary to select a motor having a large motor output in order to enable sufficient acceleration traveling and high speed traveling with one motor. For this reason, there is a risk that energy efficiency may be deteriorated during low-power driving such as city driving that does not require a relatively large output (A region surrounded by a broken line in FIG. 6).
Therefore, in order to improve the energy efficiency of the electric vehicle, a drive system that combines the output of two motors into one output shaft is provided, and the motor efficiency when one of the two motors is driven, An equal efficiency point torque that equals the motor efficiency when both motors are driven is stored in advance. If the required torque is smaller than this equal efficiency point torque, only one motor is driven and the required torque is An electric vehicle drive device is disclosed in which two motors are driven together when the torque is greater than the equi-efficiency point torque (see Patent Document 1).
JP 08-163714 A

  However, the above-described conventional driving device has a problem that the number of rotations of the motor increases during high-speed traveling, and the motor cannot always be driven in terms of high motor efficiency. Not only an electric vehicle but generally a drive device that drives by changing the rotation speed and torque of a motor over a wide range has the same problem.

(1) The invention of claim 1 includes a power transmission mechanism that couples two motors to different input shafts, synthesizes the torques of the two motors, and outputs them from the output shaft. The first drive mode includes a power running operation in which one of the two is rotated in the same rotational direction as the output shaft, and the other is rotated in a rotational direction different from the output shaft.
(2) The invention according to claim 2 is the drive device according to claim 1, wherein the power transmission mechanism is a planetary gear mechanism, two axes including the carrier axis of the planetary gear mechanism are used as input axes, and the remaining one axis is output. It is an axis.
(3) The invention of claim 3 is the drive apparatus according to claim 2, further comprising a fastening mechanism for directly connecting the input shaft to the output shaft.
(4) The invention of claim 4 is the drive device according to claim 2 or claim 3, wherein the first drive mode is a drive mode when the rotational speed of the output shaft is equal to or greater than a threshold value.
(5) According to the invention of claim 5, in the drive device according to claim 4, when the rotational speed of the output shaft is lower than the threshold value and the target torque of the output shaft is less than the threshold value, There is a second drive mode in which only one of the motors is powered.
(6) In the drive device according to claim 4 or 5, when the rotational speed of the output shaft is lower than the threshold value and the target torque of the output shaft is higher than the threshold value, There is a third drive mode in which the two motors are powered by the same rotational direction with respect to the output shaft.
(7) A seventh aspect of the invention is the drive device according to any one of the fourth to sixth aspects, wherein the first motor of the two motors is used as the sun shaft of the planetary gear mechanism, and the second motor is provided. Each is coupled to the carrier shaft, and the ring shaft is used as the output shaft. In the first drive mode, the rotational speed of the output shaft is set according to the rotational speed of the first motor and the rotational speed of the second motor, and the target of the output shaft is set. Based on the torque, the torque of the first motor and the torque of the second motor are set, and an adjustment torque according to the deviation between the target rotational speed of the first motor and the actual rotational speed is added to the torque of the first motor and output. It was also like that.

  According to the present invention, energy efficiency can be improved not only during low output driving but also during high rotation driving.

  An embodiment in which the drive device of the present invention is applied to a vehicle will be described. The drive device of the present invention is not limited to a vehicle, and can be applied to drive devices for any industrial machine that drives by changing the rotational speed and torque of a motor over a wide range.

  FIG. 1 is a cross-sectional view showing a configuration of a driving apparatus according to an embodiment. FIG. 2 is a diagram illustrating a configuration of a vehicle on which the driving device and the driving device controller according to the embodiment are mounted. First, in FIG. 2, a vehicle 0 is a front wheel drive vehicle that drives the left front wheel 3 a and the right front wheel 3 b through the differential mechanism 2 with the drive device 1. The vehicle 0 may be a rear wheel drive vehicle that drives the left rear wheel 3c and the right rear wheel 3d. Moreover, although mentioned later for details, the drive device 1 is equipped with the power transmission mechanism, the motor, and the clutch inside, and can perform drive (power running operation) and regenerative braking (regenerative operation). The drive device controller 10 is a controller for driving and controlling the motor and clutch of the drive device 1 and converts the power of the battery 6 into the drive power of the motor, or converts the generated power of the motor into the charge power of the battery 6. At the same time, the clutch is engaged and released. The main controller 100 outputs a command signal to the drive device controller 10 and a brake controller 300 (not shown) according to the depression amounts of the accelerator pedal 4 and the brake pedal 5 operated by the driver. Details of the control performed by the main controller 100 will be described later.

  The drive device 1 and the drive device controller 10 perform forward and backward movements of the vehicle, power running operation, and regenerative operation in accordance with a command signal from the main controller 100. In the power running operation, the electric power of the battery 6 is converted into rotational energy of the left front wheel 3a and the right front wheel 3b by a motor to drive the vehicle. On the other hand, in regenerative operation, the rotational energy of the left front wheel 3a and the right front wheel 3b is converted into electric power by a motor to charge the battery 6 and brake the vehicle. The battery controller 200 monitors the voltage and temperature of the battery 6 and transmits the amount of power that can be supplied or received to the main controller 100. A brake controller 300 (not shown) generates braking torque by the brakes 7a, 7b, 7c, 7d in response to a brake torque command signal from the main controller 100, and wheel speeds from the wheel speed sensors 8a, 8b, 8c, 8d. A vehicle body speed Vx is calculated based on the signal, and the vehicle body speed Vx is transmitted to the main controller 100.

  In FIG. 1, a drive device 1 includes a first motor 11 and a second motor 12 as vehicle driving sources, a planetary gear mechanism 13 as a power transmission mechanism, a first clutch 14, a second clutch 15, and a third clutch 16. And an output shaft 17. Here, the first clutch 14, the second clutch 15, and the third clutch 16 are not all engaged in the initial state. The first motor 11 is directly connected to the sun shaft of the planetary gear mechanism 13. When the clutch 14 is engaged, the torque of the first motor 11 is directly transmitted to the output shaft 17. When the clutch 16 is engaged, the torque of the first motor 11 is transmitted via the planetary gear mechanism 13. It is transmitted to the output shaft 17. On the other hand, the second motor 12 is connected to the carrier shaft of the planetary gear mechanism 13 via the clutch 15. Therefore, when the clutch 15 is engaged, the torque of the second motor 12 is transmitted to the carrier shaft of the planetary gear mechanism 13. The drive device controller 10 can switch the drive mode by engaging and releasing the first clutch 14, the second clutch 15, and the third clutch 16. The drive mode will be described later.

  In this embodiment, an example in which the second motor 12 and the carrier shaft of the planetary gear mechanism 13 are fastened via the second clutch 15 is shown. However, the second clutch 15 is omitted, The planetary gear mechanism 13 may be directly connected to the carrier shaft. Further, in this embodiment, an example in which the ring shaft of the planetary gear mechanism 13 and the output shaft 17 are fastened via the third clutch 16 is shown, but the third clutch 16 is omitted and the ring of the planetary gear mechanism 13 is omitted. The shaft and the output shaft 17 may be directly connected.

  FIG. 3 is a velocity diagram of the driving device 1 according to the embodiment. The drive mode of the drive device 1 will be described with reference to this velocity diagram. In FIG. 3, the rotational speed rpm and rotation direction (forward or reverse) of the sun shaft S, the carrier shaft C, and the ring shaft R of the planetary gear mechanism 13 for each drive mode, the torque T1 of the first motor 11 and the second motor 12 Torque T2 and the output shaft torque Tout of the planetary gear mechanism 13.

  FIG. 3A shows a velocity diagram in the driving mode 1. In the drive mode 1, only the first clutch 14 is engaged, the second clutch 15 and the third clutch 16 are released, and the first motor 11 is power-driven to the forward rotation side. Thereby, only the torque T <b> 1 of the first motor 11 is transmitted to the output shaft 17.

  FIG. 3B shows a velocity diagram in the driving mode 2. In the drive mode 2, all of the first clutch 14, the second clutch 15, and the third clutch 16 are engaged, and the first motor 11 and the second motor 12 are both driven to drive in the forward direction. As a result, the torque T1 of the first motor 11 and the torque T2 of the second motor 12 are added together and transmitted to the output shaft 17. At this time, the planetary gear mechanism 13 rotates integrally, and the rotation speeds of the first motor 11, the second motor 12, and the output shaft 17 become equal.

  FIG. 3C shows a velocity diagram in the driving mode 3. In drive mode 3, the first clutch 14 is released, the second clutch 15 and the third clutch 16 are engaged, the first motor 11 is driven in the reverse direction, and the second motor 12 is driven in the forward direction. To do. Thereby, the torque T1 of the first motor 11 and the torque T2 of the second motor 12 are transmitted to the output shaft 17 via the planetary gear mechanism 13.

  In the drive mode 3 shown in FIG. 3C, the rotation speed of the output shaft, that is, the rotation speed of the ring gear of the planetary gear mechanism 13 is divided into the rotation speeds of the sun shaft and the carrier shaft. Therefore, even when the rotation speed of the output shaft 17 is high, the rotation speed of the output shaft 17 can be shared by the rotation speed of the first motor 11 and the rotation speed of the second motor 12, and the rotation speed is shared. Since the ratio can be arbitrarily determined, it is possible to select the sharing ratio that minimizes the power consumption. Here, in order to transmit the torque in the forward direction to the output shaft 17, the first motor 11 needs to output the torque in the reverse direction, and the second motor 12 needs to output the torque in the forward direction.

  FIG. 4 is a flowchart showing an example of a control program for the drive device 1 and the drive device controller 10 executed by the main controller 100. First, in S110, the braking / driving force target value Fd_t is calculated from a map set in advance according to the accelerator pedal depression amount, the brake pedal depression amount, and the vehicle body speed Vx. In subsequent S120, a drive device torque target value Td_t and a brake torque command are calculated based on the braking / driving force target value Fd_t and the amount of power that can be supplied or received transmitted from the battery controller 200, and the brake torque is transmitted to the brake controller 300. Send a command. In S130, a drive mode is determined based on a preset map according to the drive device torque target value Td_t and the vehicle body speed Vx, and the clutch is engaged so that the clutch is engaged or released according to the drive mode as described above. The command is transmitted to the drive device controller 10.

  FIG. 5 shows an example of a drive mode switching map used when determining the drive mode. In FIG. 5, a solid line (a) represents a switching threshold value from the driving mode 1 to the driving mode 2, and a solid line (b) represents a switching threshold value from the driving mode 1 and the driving mode 2 to the driving mode 3. A broken line (a ′) represents a switching threshold value from the driving mode 2 to the driving mode 1, and a broken line (b ′) represents a switching threshold value from the driving mode 3 to the driving mode 1 or the driving mode 2. That is, in this embodiment, in order to avoid frequent switching of the driving mode, the switching threshold value of the driving mode switching map is set to (a) and (a ′), (b) and (b ′ ) Is provided.

In S140, depending on the drive mode determined in S130, the process branches to S150 if the drive mode is 1, to S160 if the drive mode is 2, and to S170 if the drive mode is 3. In the case of the drive mode 1, in S150, the first motor torque command Tm1_t and the second motor torque command Tm2_t are calculated using the following equations based on the drive device torque target value Td_t.
Tm1_t = Td_t,
Tm2_t = 0 (1)

In the case of the drive mode 2, in S160, the first motor torque command Tm1_t is calculated from a preset map according to the drive device torque target value Td_t and the vehicle body speed Vx, and the second motor torque command Tm2_t is calculated using the following equation. Is calculated.
Tm2_t = Td_t−Tm1_t (2)
Here, the first motor torque command Tm1_t and the second motor torque command Tm2_t may be determined so that the required power amount Preq in the following equation is minimized.
Preq = 2π / 60 {(Tm1_t · Nm1) / ηm1 + (Tm2_t · Nm2) / ηm2} (3)
In Equation (3), Nm1 and Nm2 are the rotation speeds of the first motor and the second motor, respectively, and ηm1 and ηm2 are the efficiencies of the first motor and the second motor, respectively.

In the case of the drive mode 3, in S170, the first motor torque command Tm1_t and the second motor torque command Tm2_t are calculated from the drive device torque target value Td_t using the following equations.
Tm1_t = −Td_t · Rs / Rr + Tajt,
Tm2_t = Td_t · (Rs + Rr) / Rr (4)
In the equation (4), Rs and Rr are the sun gear radius and the ring gear inner radius of the planetary gear mechanism 13, respectively. Tajt is a rotation speed adjustment torque and is calculated by the following equation.
Tadj = K ・ (Nm1_t−Nm1) (5)
In equation (5), K is a preset proportionality constant. Nm1_t is a first motor rotation speed target value, and is calculated from a map set in advance according to the drive device torque target value Td_t and the vehicle body speed Vx. Here, the first motor rotation speed target value Nm1_t may be determined so as to minimize the required power amount Preq in the following equation.
Preq = 2π / 60 {(Tm1_t · Nm1_t) / ηm1 + (Tm2_t / ηm2) · (Nm1_t · Rs + Nr · Rr) / (Rs + Rr)},
Nr = (Vx / 3.6) · 60Rd / 2πRt (6)
In equation (6), Nr is the ring shaft rotational speed, Rt is the tire radius, and Rd is the final reduction ratio.

  In S180, the first motor torque command Tm1_t and the second motor torque command Tm2_t calculated in any of S150, S160, and S170 are transmitted to the drive device controller 10 as motor torque commands.

  6 to 8 are diagrams showing motor efficiency characteristics with the motor rotation speed r / min on the horizontal axis and the motor torque Nm on the vertical axis. FIG. 6 shows the efficiency characteristics when a vehicle is driven using a single motor with a large output. 7 and 8 (a) show the efficiency characteristics of the first motor 11 of the embodiment described above, and FIG. 8 (b) shows the efficiency characteristics of the second motor 12 of the embodiment. The effects of the embodiment will be described with reference to these drawings.

  When the vehicle is driven by a single motor having a large output, as shown in FIG. 6, the motor cannot be driven at a high efficiency point in the area A (area surrounded by a broken line in the figure) indicating urban driving. . Further, the motor cannot be driven at a high efficiency even at the operating point B during acceleration traveling and the operating point C during high-speed traveling.

  Further, in the driving device shown in Patent Document 1 described above, when the required torque is smaller than the equi-efficiency point torque, only one motor is driven, so the efficiency characteristics as shown in FIG. High-efficiency operation is possible. In addition, when the required torque is larger than the equi-efficiency point torque, the two motors are driven, so the efficiency characteristics as shown in FIG. 6 are obtained as a whole, and high-efficiency operation is possible in the region of low speed and high torque It is. However, when the vehicle is traveling at a high speed, that is, when the drive device output shaft is driven at a high rotational speed, the motor speed increases, and the motor cannot be driven at a high efficiency.

  On the other hand, in the embodiment using the two motors, the first motor and the second motor, as shown in FIG. 7, the drive device torque target value Td_t is low and the vehicle body is in the area A indicating the urban running. Since the speed Vx is low, the driving mode 1 is selected, and the first motor can be driven at a high efficiency point. In this drive mode 1, the output of the second motor is zero.

  In one embodiment, the driving mode 2 is selected when the driving device torque target value Td_t is high during acceleration traveling. For example, as shown in FIG. 8, the first motor is at point B1 in FIG. The second motor is driven at the point B2 in FIG. 8B. In drive mode 2, the rotation speeds of the first motor and the second motor are equal.

  Furthermore, in one embodiment, when the vehicle body speed Vx is high at the time of high speed driving, the driving mode 3 is selected. For example, as shown in FIG. 8, the first motor is driven at a point C1 in FIG. The second motor is driven at point C2 in FIG. In the case of driving with one motor having a large output shown in FIG. 6 or according to the driving device 1 of the embodiment described above, compared with the driving device disclosed in Patent Document 1, the driving device 1 during acceleration traveling and high-speed traveling are used. In either case, the motor can be driven at a point with high motor efficiency.

  In the drive device 1 according to the embodiment described above, the configuration example in which the first motor 11 is connected to the sun shaft of the planetary gear mechanism 13 is shown. One motor 11 may be connected, and the output shaft may be connected to the sun shaft.

<< Modification of Embodiment >>
A modified example in which the differential limiting drive device 9 and the drive device controller 20 are provided to the vehicle of the above-described embodiment will be described. FIG. 9 is a diagram showing a vehicle configuration of a modified example. In FIG. 9, the same components as those shown in FIG. The main controller 100 transmits a command signal to the driving device controller 20 of the differential limiting drive device 9 as necessary, and the battery 6 supplies power to the differential limiting drive device 9 or differential limiting. Electric power is received from the auxiliary drive device 9.

  FIG. 10 shows a configuration example of the differential limiting drive device 9. The differential limiting drive device 9 includes a third motor 21 and a fourth motor 32. Torque of the third motor 21 is transmitted to the gear 23 via the input shaft 22, transmitted to the differential input element 24 that rotates together with the gear 23, and further, the pinion gear 25 that is rotatably supported by the differential input element 24. To the side gears 26L and 26R and output from the output shafts 27L and 27R. The output shafts 27L and 27R serve as carrier shafts for the two planetary gear mechanisms 28L and 28R facing each other. Since the opposing planetary gear mechanisms 28L and 28R are directly connected by the sun shaft 29, when there is no rotational speed difference between the output shafts 27L and 27R, there is no rotational speed difference between the ring gears 30L and 30R. When there is a rotational speed difference between 27L and 27R, a rotational speed difference also occurs in each of the ring gears 30L and 30R according to the rotational speed difference. The opposing planetary gear mechanisms 28L and 28R are provided with brakes 31L and 31R, respectively. The torque of the fourth motor 32 is transmitted to the ring gear 30L of the planetary gear mechanism 28L via the gears 34 and 35 by fastening the clutch 33.

  FIG. 11 is a velocity diagram of the drive device 9 with differential limitation and the drive device controller 20. The operations of the differential limiting drive device 9 and the drive device controller 20 will be described with reference to FIG. In FIG. 11, S represents a sun axis, C represents a carrier axis, and R represents a ring axis. T3L and T3R represent torques transmitted from the third motor 21 to the output shafts 27L and 27R, respectively, and T4 represents torque transmitted from the fourth motor 32 to the ring gear 30L of the planetary gear mechanism 28L.

  FIG. 11A shows a velocity diagram when the brakes 31L and 31R are released and the clutch 33 is released. In this case, the torque transmitted from the third motor 21 is equally divided and transmitted to the carrier shafts of the planetary gear mechanisms 28L and 28R, that is, the output shafts 27L and 27R, and the output shafts 27L and 27R can rotate independently.

  FIG. 11C shows a velocity diagram when the brake 31L is released, the brake 31R is engaged, and the clutch 33 is engaged. Also in this case, the torque transmitted from the third motor 21 is equally divided and transmitted to the output shafts 27L and 27R. On the other hand, since the brake 31R is engaged, the ring gear 30R of the planetary gear mechanism 28R does not rotate. Therefore, the ring gear 30L of the planetary gear mechanism 28L, that is, the fourth motor 31, has a rotational speed corresponding to the rotational speed difference between the output shafts 27L and 27R, and controls the torque output from the fourth motor 32 to control the left and right Arbitrary differential torques T4 and T4 ′ can be generated on the output shafts 27L and 27R. Note that the torque T4 'is a reaction force of T4, has the same absolute value as T4, and is a torque in the reverse rotation direction with respect to T4.

  FIG. 11C shows a velocity diagram when the brakes 31L and 31R are engaged. In this case, the clutch 33 may be either engaged or released. Also in this case, the torque transmitted from the third motor 21 is equally divided and transmitted to the output shafts 27L and 27R. On the other hand, since the sun shaft 29 of the planetary gear mechanisms 28L, 28R and the ring gears 30L, 30R are equally restrained, there is no rotational speed difference between the output shafts 27L, 27R that are carrier shafts. That is, it can function as a differential lock device.

  In the above-described embodiment and its modification, an example is shown in which a planetary gear mechanism is used as a power transmission mechanism, but the power transmission mechanism is not limited to a planetary gear mechanism. In the above-described embodiment and its modifications, the types of the motors 11, 12, 21, 32 are not particularly limited, and all types of motors such as a DC motor, an induction motor, and a synchronous motor can be used. Moreover, a DC-DC converter and an inverter can be used for the power converters of the drive device controllers 10 and 20 according to the type of motor.

  According to the above-described embodiment and its modifications, the following operational effects can be achieved. First, two motors are connected to different input shafts, and a planetary gear mechanism that combines the torques of the two motors and outputs them from the output shaft is provided, and one of the two motors outputs the planetary gear mechanism. Since drive mode 3 in which the power running operation is performed in the same rotational direction as the shaft and the other in the rotational direction different from the output shaft is provided, energy efficiency can be improved during low output driving and high rotational driving.

  In addition, since the two axes including the carrier axis of the planetary gear mechanism are used as the input shaft and the remaining one is used as the output shaft, the torque of the two motors can be combined reasonably and efficiently during low output drive and high rotation drive. And output from the output shaft. Furthermore, since the fastening mechanism for directly connecting the input shaft to the output shaft is provided, the motor can be directly connected to the output shaft without using a gear, and gear transmission loss can be saved and power transmission efficiency can be improved.

  Since the drive mode 3 is the drive mode when the rotation speed of the output shaft is equal to or higher than the threshold value, the drive mode 3 can improve the energy efficiency at the time of high rotation drive. In addition, when the output shaft rotation speed is lower than the threshold value and the target output shaft torque is less than or equal to the threshold value, drive mode 1 is provided in which only one of the two motors is powered. The drive mode 1 can improve the energy efficiency at the time of low output driving. Furthermore, when the rotational speed of the output shaft is lower than the threshold value and the target torque of the output shaft is larger than the threshold value, the driving mode 2 in which two motors are powered in the same rotational direction with respect to the output shaft. Therefore, the energy efficiency at the time of high output driving can be improved by the driving mode 2.

  The first motor of the two motors is connected to the sun shaft of the planetary gear mechanism, the second motor is connected to the carrier shaft, the ring shaft is used as the output shaft, and in drive mode 3, the rotational speed of the first motor is The rotation speed of the output shaft is set according to the rotation speed of the second motor, the torque of the first motor and the torque of the second motor are set based on the target torque of the output shaft, and the torque of the first motor is set to the torque of the first motor. Since the adjustment torque according to the deviation between the target rotational speed and the actual rotational speed is added and output, the high rotational drive of the output shaft can be realized reasonably and efficiently.

Sectional drawing which shows the structure of the drive device 1 of one embodiment The figure which shows the structure of the vehicle carrying the drive device 1 and drive device controller 10 of one Embodiment. Velocity diagram of drive device of one embodiment The flowchart which shows the example of a control program of the drive device 1 and the drive device controller 10 which are performed with the main controller 100 The figure which shows an example of the drive mode switching map used when determining a drive mode The figure which shows the efficiency characteristic at the time of driving a vehicle using one motor with big output The figure which shows the efficiency characteristic of the 1st motor 11 of one Embodiment The figure which shows the efficiency characteristic of the 1st motor 11 and 2nd motor 12 of one Embodiment The figure which shows the vehicle structure of a modification. The figure which shows the structural example of the drive device 9 with a differential restriction | limiting. Speed diagram of drive unit 9 with differential limit and drive unit controller 20

Explanation of symbols

DESCRIPTION OF SYMBOLS 1; Drive device, 10; Drive device controller, 11, 12; Motor, 13; Planetary gear mechanism, 14, 15, 16; Clutch, 17; Output shaft

Claims (7)

A power transmission mechanism that couples two motors to different input shafts, synthesizes the torques of the two motors and outputs them from an output shaft;
A driving apparatus having a first driving mode in which one of the two motors is power-running in the same rotational direction as the output shaft and the other in a rotational direction different from the output shaft. The drive device according to claim 1,
The power transmission mechanism is a planetary gear mechanism, wherein two axes including a carrier axis of the planetary gear mechanism are used as the input shaft, and the remaining one axis is used as the output shaft. The drive device according to claim 2, wherein
A drive device comprising a fastening mechanism for directly connecting the input shaft to the output shaft. The drive device according to claim 2 or claim 3,
The drive device according to claim 1, wherein the first drive mode is a drive mode when a rotation speed of the output shaft is equal to or higher than a threshold value. The drive device according to claim 4, wherein
A second drive mode for powering only one of the two motors when the rotational speed of the output shaft is lower than a threshold and the target torque of the output shaft is less than or equal to the threshold; A drive device comprising: The drive device according to claim 4 or 5,
When the rotational speed of the output shaft is lower than a threshold value and the target torque of the output shaft is higher than the threshold value, the two motors are power-running in the same rotational direction with respect to the output shaft. 3. A driving device having three driving modes. In the drive device according to any one of claims 2 to 6,
The first motor of the two motors is connected to the sun shaft of the planetary gear mechanism, the second motor is connected to the carrier shaft, and the ring shaft is used as the output shaft.
In the first drive mode, the rotation speed of the output shaft is set based on the rotation speed of the first motor and the rotation speed of the second motor, and the torque of the first motor is based on the target torque of the output shaft. And a torque of the second motor, and an adjustment torque corresponding to a deviation between a target rotational speed of the first motor and an actual rotational speed is added to the torque of the first motor for output. apparatus.

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