JP2012147598A - Driving apparatus - Google Patents

Driving apparatus Download PDF

Info

Publication number
JP2012147598A
JP2012147598A JP2011004848A JP2011004848A JP2012147598A JP 2012147598 A JP2012147598 A JP 2012147598A JP 2011004848 A JP2011004848 A JP 2011004848A JP 2011004848 A JP2011004848 A JP 2011004848A JP 2012147598 A JP2012147598 A JP 2012147598A
Authority
JP
Japan
Prior art keywords
output member
electric motor
vehicle
drive
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2011004848A
Other languages
Japanese (ja)
Inventor
Hirotatsu Kitahata
弘達 北畠
Hideaki Komada
英明 駒田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2011004848A priority Critical patent/JP2012147598A/en
Publication of JP2012147598A publication Critical patent/JP2012147598A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/26—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, of type of freewheel device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/003—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion the gear-ratio being changed by inversion of torque direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/42—Control of clutches
    • B60Y2300/424—Control of freewheel clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Retarders (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a driving apparatus for varying a speed by switching a rotation direction of an electric motor, and suppressing a vibration and a noise generated during low rotation.SOLUTION: The driving apparatus comprises: a first gear train G1 for switching a first unidirectional clutch 15 to an engagement state if a motor generator 11 is rotated in a forward direction, and transferring motive power from the motor generator 11 to a differential mechanism 3; and a second gear train G2 having a reduction ratio different from the first gear train G1, switching a second unidirectional clutch 20 to an engagement state if the motor generator 11 is rotated in a backward direction, and transferring the motive power from the motor generator 11 to the differential mechanism 3. In the driving apparatus, a controller 30 switches the rotation direction of the motor generator 11 in response to a vehicle speed and a driving force required for a vehicle 1A, and inhibits a control for switching the rotation direction of the motor generator 11 if the vehicle speed is a predetermined decision speed Va or less.

Description

本発明は、電動機の回転方向を切り替えることにより変速を行う駆動装置に関する。   The present invention relates to a drive device that changes speed by switching the rotation direction of an electric motor.

電動モータで出力軸を回転駆動する装置において、電動モータの回転方向を切り替えることにより変速を行うことが可能な装置が知られている。例えば、電動モータと出力軸との間に、減速比が互いに異なるとともに一方は出力軸が電動モータと同じ方向に回転し、他方は出力軸が電動モータと異なる方向に回転するように動力を伝達する２つのギア列を設ける。そして、電動モータの回転方向に応じて各ギア列に設けた一方向クラッチでこれらギア列を選択的に切り替えることにより変速を行う装置が知られている（特許文献１参照）。その他、本発明に関連する先行技術文献として特許文献２、３が存在する。   2. Description of the Related Art There is known a device capable of changing speed by switching the rotation direction of an electric motor in a device that rotates an output shaft with an electric motor. For example, between the electric motor and the output shaft, the reduction ratios are different from each other, and one transmits power so that the output shaft rotates in the same direction as the electric motor and the other rotates in the direction different from the electric motor. Two gear trains are provided. And the apparatus which changes gear by selectively switching these gear trains with a one-way clutch provided in each gear train according to the rotation direction of the electric motor is known (see Patent Document 1). In addition, Patent Documents 2 and 3 exist as prior art documents related to the present invention.

特開２００４−０５０４１４号公報JP 2004-050414 A 特開２００８−０８１０９９号公報JP 2008-081099 A 特開２００５−２０４３６０号公報JP-A-2005-204360

特許文献１の装置では、出力軸の回転時に電動モータの回転方向を切り替えると、まずそれまで係合していた一方の一方向クラッチが解放され、その後他方の一方向クラッチが係合される。この際、一方の一方向クラッチが解放されてから他方の一方向クラッチが係合されるまでの間、両方の一方向クラッチが解放状態になるフリー期間が生じる。そして、このフリー期間は回転方向を切り替えたときの出力軸の回転数が低いほど短くなる。すなわち、電動モータの回転方向を切り替えるときの出力軸の回転数が低いほど一方のギア列から他方のギア列に切り替わる時間が短くなる。そのため、電動モータの回転方向及び回転数を出力軸に要求される駆動力及び回転数で制御し、かつ出力軸の回転数が低いときに外乱等により出力軸に要求される駆動力が変動した場合には、ギア列の切り替えが短時間の間に複数回発生する、いわゆる多重変速が発生し、振動や騒音等が発生するおそれがある。   In the apparatus of Patent Document 1, when the rotation direction of the electric motor is switched during rotation of the output shaft, one of the one-way clutches that has been engaged is first released, and then the other one-way clutch is engaged. At this time, a free period in which both one-way clutches are released occurs after one one-way clutch is released until the other one-way clutch is engaged. And this free period becomes short, so that the rotation speed of an output shaft when the rotation direction is switched is low. That is, the lower the rotational speed of the output shaft when switching the rotation direction of the electric motor, the shorter the time for switching from one gear train to the other gear train. Therefore, the rotation direction and the number of rotations of the electric motor are controlled by the driving force and the number of rotations required for the output shaft, and when the number of rotations of the output shaft is low, the driving force required for the output shaft fluctuates due to disturbance or the like. In this case, there is a possibility that so-called multiple shift occurs in which the gear train is switched a plurality of times in a short time, and vibration and noise may occur.

そこで、本発明は、電動機の回転方向を切り替えることにより変速を行うことができ、かつ低回転時に振動や騒音等が発生することを抑制可能な駆動装置を提供することを目的とする。   SUMMARY OF THE INVENTION An object of the present invention is to provide a drive device that can change gears by switching the rotation direction of an electric motor and can suppress generation of vibration, noise, and the like during low rotation.

本発明の駆動装置は、電動機と出力部材とが同じ方向に回転するように前記電動機の動力を前記出力部材に伝達可能な第１動力伝達機構と、前記電動機の動力を前記第１動力伝達機構とは異なる減速比で前記電動機と前記出力部材とが互いに異なる方向に回転するように前記出力部材に伝達可能な第２動力伝達機構と、を備え、前記第１動力伝達機構には、前記電動機から前記出力部材への所定の正転方向のトルクの伝達は許容し、前記電動機から前記出力部材への前記正転方向とは逆の逆転方向のトルクの伝達及び前記出力部材から前記電動機へのトルクの伝達は阻止する第１一方向クラッチが設けられ、前記第２動力伝達機構には、前記電動機から前記出力部材への前記逆転方向のトルクの伝達は許容し、前記電動機から前記出力部材への前記正転方向のトルクの伝達及び前記出力部材から前記電動機へのトルクの伝達は阻止する第２一方向クラッチが設けられた駆動装置において、前記出力部材に要求される回転数及び駆動力の少なくともいずれか一方に応じて前記電動機の回転方向を切り替える制御手段と、前記出力部材の回転速度が所定の判定速度以下の場合には前記制御手段による前記電動機の回転方向を切り替える制御を禁止する禁止手段と、を備えている（請求項１）。   The drive device of the present invention includes a first power transmission mechanism capable of transmitting the power of the motor to the output member so that the motor and the output member rotate in the same direction, and the power of the motor as the first power transmission mechanism. A second power transmission mechanism capable of transmitting the output member to the output member so that the motor and the output member rotate in different directions at a reduction ratio different from that of the first power transmission mechanism. Transmission of torque in a predetermined forward direction from the motor to the output member is allowed, torque transmission in the reverse direction opposite to the forward direction from the motor to the output member, and transmission from the output member to the motor A first one-way clutch for preventing transmission of torque is provided, and the second power transmission mechanism allows transmission of torque in the reverse direction from the electric motor to the output member, and from the electric motor to the output member. In the drive device provided with the second one-way clutch for preventing transmission of torque in the forward rotation direction and transmission of torque from the output member to the electric motor, at least the rotational speed and driving force required for the output member are provided. Control means for switching the rotation direction of the electric motor according to any one of them, and prohibiting means for prohibiting control by the control means for switching the rotation direction of the electric motor when the rotation speed of the output member is equal to or lower than a predetermined determination speed (Claim 1).

本発明の駆動装置によれば、電動機の回転方向を切り替えることにより電動機と出力部材との間の動力伝達経路を第１動力伝達機構又は第２動力伝達機構に切り替えることができる。そして、第１動力伝達機構と第２動力伝達経路とは減速比が互いに異なっているので、電動機の回転方向を切り替えることにより変速を行うことができる。また、本発明の駆動装置では、出力部材の回転速度が所定の判定速度以下の場合には電動機の回転方向の切り替えが禁止されるので、外乱によって出力部材に要求される駆動力が変動しても動力伝達機構が切り替えられない。これにより多重変速の発生を抑制できるので、低回転時に振動や騒音等が発生することを抑制できる。   According to the drive device of the present invention, the power transmission path between the motor and the output member can be switched to the first power transmission mechanism or the second power transmission mechanism by switching the rotation direction of the motor. Since the first power transmission mechanism and the second power transmission path have different reduction ratios, it is possible to change the speed by switching the rotation direction of the electric motor. Further, in the driving device of the present invention, when the rotation speed of the output member is equal to or lower than the predetermined determination speed, switching of the rotation direction of the electric motor is prohibited, so that the driving force required for the output member varies due to disturbance. However, the power transmission mechanism cannot be switched. As a result, the occurrence of multiple shifts can be suppressed, so that the occurrence of vibrations, noises, and the like during low rotations can be suppressed.

本発明の駆動装置は、電動機を駆動源とする種々の装置や機械に適用できる。例えば、前記駆動装置は、車両に搭載され、前記出力部材は、前記車両の駆動輪に連結されたディファレンシャル機構であってもよい（請求項２）。また、前記車両は、前記電動機の他に動力源として内燃機関が搭載されたハイブリッド車両であり、前記内燃機関は、前記第１動力伝達機構又は前記第２動力伝達機構のいずれか一方に動力を出力可能なように設けられてもよい（請求項３）。   The drive device of the present invention can be applied to various devices and machines that use an electric motor as a drive source. For example, the driving device may be mounted on a vehicle, and the output member may be a differential mechanism connected to driving wheels of the vehicle (Claim 2). Further, the vehicle is a hybrid vehicle in which an internal combustion engine is mounted as a power source in addition to the electric motor, and the internal combustion engine supplies power to either the first power transmission mechanism or the second power transmission mechanism. It may be provided so that output is possible (Claim 3).

以上に説明したように、本発明の駆動装置によれば、電動機の回転方向を切り替えることにより変速を行うことができる。また、出力部材の回転速度が判定速度以下の場合には電動機の回転方向の切り替えを禁止するので、多重変速の発生を抑制することができる。そのため、低回転時に振動や騒音等が発生することを抑制できる。   As described above, according to the drive device of the present invention, it is possible to change the speed by switching the rotation direction of the electric motor. In addition, when the rotation speed of the output member is equal to or lower than the determination speed, switching of the rotation direction of the electric motor is prohibited, so that occurrence of multiple shifts can be suppressed. Therefore, it is possible to suppress the occurrence of vibration, noise, etc. during low rotation.

本発明の一形態に係る駆動装置が組み込まれた車両の要部を模式的に示す図。The figure which shows typically the principal part of the vehicle incorporating the drive device which concerns on one form of this invention. 駆動装置の各駆動モードにおけるモータ・ジェネレータの回転方向、第１一方向クラッチの状態、及び第２一方向クラッチの状態を示す図。The figure which shows the rotation direction of the motor generator in each drive mode of a drive device, the state of a 1st one-way clutch, and the state of a 2nd one-way clutch. モータ・ジェネレータの回転数と車速との対応関係を示す図。The figure which shows the correspondence of the rotation speed of a motor generator, and a vehicle speed. 駆動装置の駆動力線図。The drive force diagram of a drive device. 制御装置が実行する切替禁止制御ルーチンを示すフローチャート。The flowchart which shows the switching prohibition control routine which a control apparatus performs. 本発明の駆動装置が搭載されたパラレル式ハイブリッド車両の要部を模式的に示す図。The figure which shows typically the principal part of the parallel type hybrid vehicle by which the drive device of this invention is mounted. 本発明の駆動装置が搭載されたシリーズ式ハイブリッド車両の要部を模式的に示す図。The figure which shows typically the principal part of the series type hybrid vehicle by which the drive device of this invention is mounted.

図１は、本発明の一形態に係る駆動装置が組み込まれた車両の要部を模式的に示している。駆動装置１０は、電動機としてのモータ・ジェネレータ１１を動力源として備え、このモータ・ジェネレータ１１で車両１Ａの駆動輪２を駆動する。駆動装置１０が車両１Ａに搭載されることにより、その車両１Ａは電気自動車として構成される。モータ・ジェネレータ１１は、電動機及び発電機として機能する周知のものであり、ロータ軸１１ａと一体回転するロータ１１ｂと、ロータ１１ｂの外周に同軸に配置されて不図示のケースに固定されたステータ１１ｃとを備えている。   FIG. 1 schematically shows a main part of a vehicle in which a drive device according to one embodiment of the present invention is incorporated. The drive device 10 includes a motor / generator 11 as an electric motor as a power source, and the motor / generator 11 drives the drive wheels 2 of the vehicle 1A. By mounting drive device 10 on vehicle 1A, vehicle 1A is configured as an electric vehicle. The motor / generator 11 is a well-known one that functions as an electric motor and a generator, and includes a rotor 11b that rotates integrally with the rotor shaft 11a, and a stator 11c that is coaxially disposed on the outer periphery of the rotor 11b and fixed to a case (not shown). And.

駆動装置１０は、第１動力伝達機構としての第１ギア列Ｇ１と、第２動力伝達機構としての第２ギア列Ｇ２とを備えている。第１ギア列Ｇ１は、第１ドライブギア１２と、第１中間ギア１３と、第１出力ギア１４とを備えている。第１ドライブギア１２は、ロータ軸１１ａに相対回転可能に支持されるとともに、第１一方向クラッチ１５を介してロータ軸１１ａと接続されている。第１一方向クラッチ１５は、ロータ軸１１ａが所定の正転方向に回転し、かつロータ軸１１ａの回転速度（回転数）が第１ドライブギア１２の回転速度以上の場合に係合状態に切り替わり、ロータ軸１１ａが正転方向とは逆の逆転方向に回転している場合又はロータ軸１１ａの回転速度が第１ドライブギア１２の回転速度未満の場合には解放状態に切り替わるように構成されている。そのため、第１一方向クラッチ１５は、ロータ軸１１ａから第１ドライブギア１２への正転方向のトルクの伝達は許容するが、ロータ軸１１ａから第１ドライブギア１２への逆転方向のトルクの伝達及び第１ドライブギア１２からロータ軸１１ａへのトルクの伝達は阻止する。第１中間ギア１３は、自転可能かつ第１ドライブギア１２と噛み合うように不図示のケースに支持されている。第１出力ギア１４は、第１中間ギア１３と噛み合うように駆動輪２に連結された出力部材としてのディファレンシャル機構３のケース３ａに固定されている。   The drive device 10 includes a first gear train G1 as a first power transmission mechanism and a second gear train G2 as a second power transmission mechanism. The first gear train G1 includes a first drive gear 12, a first intermediate gear 13, and a first output gear 14. The first drive gear 12 is supported by the rotor shaft 11 a so as to be relatively rotatable, and is connected to the rotor shaft 11 a via a first one-way clutch 15. The first one-way clutch 15 switches to the engaged state when the rotor shaft 11a rotates in a predetermined forward rotation direction and the rotational speed (rotational speed) of the rotor shaft 11a is equal to or higher than the rotational speed of the first drive gear 12. When the rotor shaft 11a rotates in the reverse rotation direction opposite to the normal rotation direction, or when the rotation speed of the rotor shaft 11a is less than the rotation speed of the first drive gear 12, it is configured to switch to the released state. Yes. Therefore, the first one-way clutch 15 allows transmission of torque in the forward direction from the rotor shaft 11 a to the first drive gear 12, but transmits torque in the reverse direction from the rotor shaft 11 a to the first drive gear 12. And the transmission of torque from the first drive gear 12 to the rotor shaft 11a is blocked. The first intermediate gear 13 is supported by a case (not shown) so as to be able to rotate and to mesh with the first drive gear 12. The first output gear 14 is fixed to the case 3 a of the differential mechanism 3 as an output member connected to the drive wheel 2 so as to mesh with the first intermediate gear 13.

第２ギア列Ｇ２は、第２ドライブギア１６と、第２中間ギア１７と、第３中間ギア１８と、第２出力ギア１９とを備えている。第２ドライブギア１６は、ロータ軸１１ａに相対回転可能に支持されるとともに第２一方向クラッチ２０を介してロータ軸１１ａと接続されている。第２一方向クラッチ２０は、ロータ軸１１ａが逆転方向に回転し、かつロータ軸１１ａの回転速度が第２ドライブギア１６の回転速度以上の場合に係合状態に切り替わり、ロータ軸１１ａが正転方向に回転している場合又はロータ軸１１ａの回転速度が第２ドライブギア１６の回転速度未満の場合には解放状態に切り替わるように構成されている。そのため、第２一方向クラッチ２０は、ロータ軸１１ａから第２ドライブギア１６への逆転方向のトルクの伝達は許容するが、ロータ軸１１ａから第２ドライブギア１６への正転方向のトルクの伝達及び第２ドライブギア１６からロータ軸１１ａへのトルクの伝達は阻止する。第２中間ギア１７は、自転可能かつ第２ドライブギア１６と噛み合うように不図示のケースに支持されている。第３中間ギア１８は、自転可能かつ第２中間ギア１７と噛み合うように不図示のケースに支持されている。第２出力ギア１９は、第３中間ギア１８と噛み合うようにケース３ａに固定されている。第２ギア列Ｇ２は、ロータ軸１１ａとディファレンシャル機構３との間の減速比が第１ギア列Ｇ１の減速比よりも小さくなるように各ギア間のギア比が設定されている。   The second gear train G <b> 2 includes a second drive gear 16, a second intermediate gear 17, a third intermediate gear 18, and a second output gear 19. The second drive gear 16 is supported by the rotor shaft 11 a so as to be relatively rotatable, and is connected to the rotor shaft 11 a via the second one-way clutch 20. The second one-way clutch 20 switches to the engaged state when the rotor shaft 11a rotates in the reverse direction and the rotational speed of the rotor shaft 11a is equal to or higher than the rotational speed of the second drive gear 16, and the rotor shaft 11a rotates forward. When rotating in the direction, or when the rotational speed of the rotor shaft 11a is less than the rotational speed of the second drive gear 16, it is configured to switch to the released state. Therefore, the second one-way clutch 20 allows transmission of torque in the reverse direction from the rotor shaft 11a to the second drive gear 16, but transmits torque in the normal direction from the rotor shaft 11a to the second drive gear 16. And torque transmission from the second drive gear 16 to the rotor shaft 11a is blocked. The second intermediate gear 17 is supported by a case (not shown) so as to be rotatable and mesh with the second drive gear 16. The third intermediate gear 18 is supported by a case (not shown) so as to be rotatable and mesh with the second intermediate gear 17. The second output gear 19 is fixed to the case 3 a so as to mesh with the third intermediate gear 18. The gear ratio between the gears of the second gear train G2 is set so that the reduction ratio between the rotor shaft 11a and the differential mechanism 3 is smaller than the reduction gear ratio of the first gear train G1.

この駆動装置１０では、モータ・ジェネレータ１１が正転方向に動作している場合には第１一方向クラッチ１５が係合状態に切り替わり、かつ第２一方向クラッチ２０が解放状態に切り替わる。そのため、モータ・ジェネレータ１１の動力が第１ギア列Ｇ１を介して駆動輪２に伝達される。第１ギア列Ｇ１は３個のギアで構成されているため、駆動輪２は正転方向に回転する。以下、このように駆動装置１０を動作させるモードを正転駆動モードと称する。一方、モータ・ジェネレータ１１が逆転方向に動作している場合には第２一方向クラッチ２０が係合状態に切り替わり、かつ第１一方向クラッチ１５が解放状態に切り替わる。そのため、モータ・ジェネレータ１１の動力が第２ギア列Ｇ２を介して駆動輪２に伝達される。第２ギア列Ｇ２は４個のギアで構成されているため、この場合にも駆動輪２は正転方向に回転する。以下、このように駆動装置１０を動作させるモードを逆転駆動モードと称する。このように駆動装置１０では、モータ・ジェネレータ１１を正転方向に動作させても逆転方向に動作させても駆動輪２が正転方向に回転する。上述したように第２ギア列Ｇ２の減速比は第１ギア列Ｇ１の減速比よりも小さいので、モータ・ジェネレータ１１の回転方向を切り替えて駆動装置１０のモードを切り替えることにより変速を行うことができる。図２は、上述した各駆動モードにおけるモータ・ジェネレータ１１の回転方向、第１一方向クラッチ１５の状態、及び第２一方向クラッチ２０の状態をまとめて示している。   In the driving device 10, when the motor / generator 11 is operating in the forward rotation direction, the first one-way clutch 15 is switched to the engaged state, and the second one-way clutch 20 is switched to the released state. Therefore, the power of the motor / generator 11 is transmitted to the drive wheels 2 via the first gear train G1. Since the first gear train G1 is composed of three gears, the drive wheel 2 rotates in the forward rotation direction. Hereinafter, the mode in which the drive device 10 is operated in this way is referred to as a normal rotation drive mode. On the other hand, when the motor / generator 11 is operating in the reverse direction, the second one-way clutch 20 is switched to the engaged state, and the first one-way clutch 15 is switched to the released state. Therefore, the power of the motor / generator 11 is transmitted to the drive wheels 2 via the second gear train G2. Since the second gear train G2 is composed of four gears, the drive wheel 2 also rotates in the forward direction in this case. Hereinafter, the mode in which the drive device 10 is operated in this way is referred to as a reverse drive mode. As described above, in the driving device 10, the drive wheel 2 rotates in the forward direction regardless of whether the motor / generator 11 is operated in the forward direction or the reverse direction. As described above, since the speed reduction ratio of the second gear train G2 is smaller than the speed reduction ratio of the first gear train G1, the speed can be changed by switching the rotation direction of the motor / generator 11 and switching the mode of the driving device 10. it can. FIG. 2 collectively shows the rotation direction of the motor / generator 11, the state of the first one-way clutch 15, and the state of the second one-way clutch 20 in each of the drive modes described above.

図３は、モータ・ジェネレータ１１の回転数と車速との対応関係を示している。周知のように車速はディファレンシャル機構３の回転速度（回転数）と相関しているので、この図の横軸はディファレンシャル機構３の回転速度でもある。この図において線Ｌ１は第１ドライブギア１２の回転数の変化を示し、線Ｌ２は第２ドライブギア１６の回転数の変化を示している。上述したように第１一方向クラッチ１５は、ロータ軸１１ａが所定の正転方向に回転し、かつロータ軸１１ａの回転速度が第１ドライブギア１２の回転速度以上の場合に係合状態に切り替わり、ロータ軸１１ａが正転方向とは逆の逆転方向に回転している場合又はロータ軸１１ａの回転速度が第１ドライブギア１２の回転速度未満の場合には解放状態に切り替わる。一方、第２一方向クラッチ２０は、ロータ軸１１ａが逆転方向に回転し、かつロータ軸１１ａの回転速度が第２ドライブギア１６の回転速度以上の場合に係合状態に切り替わり、ロータ軸１１ａが正転方向に回転している場合又はロータ軸１１ａの回転速度が第２ドライブギア１６の回転速度未満の場合には解放状態に切り替わる。そのため、この図において線Ｌ１と縦軸とで囲まれた第１範囲Ａ１では、第１一方向クラッチ１５のみが係合状態に切り替わる。一方、線Ｌ２と縦軸とで囲まれた第２範囲Ａ２では、第２一方向クラッチ２０のみが係合状態に切り替わる。そして、線Ｌ１と線Ｌ２とで囲まれた第３範囲Ａ３では両方の一方向クラッチ１５、２０が解放状態に切り替わる。そのため、正転駆動モードにおいて車両１が車速Ｖで走行しているときに駆動モードを逆転駆動モードに切り替えた場合、モータ・ジェネレータ１１の回転数が＋Ｒ１から−Ｒ２になるまでの期間Ｔは両方の一方向クラッチ１５、２０が解放状態になる。この図に示すようにこの両方の一方向クラッチ１５、２０が解放状態になるフリー期間Ｔは、車速が低くなるほど短くなる。   FIG. 3 shows the correspondence between the rotation speed of the motor / generator 11 and the vehicle speed. As is well known, the vehicle speed correlates with the rotational speed (the number of rotations) of the differential mechanism 3, so the horizontal axis in this figure is also the rotational speed of the differential mechanism 3. In this figure, a line L1 indicates a change in the rotation speed of the first drive gear 12, and a line L2 indicates a change in the rotation speed of the second drive gear 16. As described above, the first one-way clutch 15 switches to the engaged state when the rotor shaft 11a rotates in a predetermined forward rotation direction and the rotation speed of the rotor shaft 11a is equal to or higher than the rotation speed of the first drive gear 12. When the rotor shaft 11a rotates in the reverse rotation direction opposite to the normal rotation direction, or when the rotation speed of the rotor shaft 11a is less than the rotation speed of the first drive gear 12, it switches to the released state. On the other hand, the second one-way clutch 20 switches to the engaged state when the rotor shaft 11a rotates in the reverse direction and the rotational speed of the rotor shaft 11a is equal to or higher than the rotational speed of the second drive gear 16, and the rotor shaft 11a When rotating in the forward rotation direction or when the rotational speed of the rotor shaft 11a is less than the rotational speed of the second drive gear 16, the state is switched to the released state. Therefore, in the first range A1 surrounded by the line L1 and the vertical axis in this drawing, only the first one-way clutch 15 is switched to the engaged state. On the other hand, in the second range A2 surrounded by the line L2 and the vertical axis, only the second one-way clutch 20 is switched to the engaged state. Then, in the third range A3 surrounded by the line L1 and the line L2, both the one-way clutches 15 and 20 are switched to the released state. Therefore, when the drive mode is switched to the reverse drive mode while the vehicle 1 is traveling at the vehicle speed V in the forward rotation drive mode, both periods T until the rotation speed of the motor / generator 11 changes from + R1 to -R2 are both. The one-way clutches 15 and 20 are released. As shown in this figure, the free period T during which both the one-way clutches 15 and 20 are released becomes shorter as the vehicle speed decreases.

図１に示すようにモータ・ジェネレータ１１は、インバータ２１を介してバッテリ２２と電気的に接続されている。インバータ２１は、モータ・ジェネレータ１１に供給される電力を制御可能な周知のものである。   As shown in FIG. 1, the motor / generator 11 is electrically connected to a battery 22 via an inverter 21. The inverter 21 is a known inverter that can control the power supplied to the motor / generator 11.

インバータ２１の動作は、駆動装置１０の制御を行うコンピュータとして構成された制御手段としての制御装置３０にて制御される。制御装置３０は、インバータ２１の動作を制御し、これにより駆動装置１０の駆動モード及びモータ・ジェネレータ１１の回転数等を制御する。制御装置３０には、このような制御に使用するパラメータを取得するため、各種センサが接続されている。制御装置３０には、例えば車両１Ａの速度に応じた信号を出力する車速センサ３１及びアクセルの開度に応じた信号を出力するアクセル開度センサ３２等が接続されている。この他にも制御装置３０には、種々のセンサが接続されているがそれらの図示は省略した。   The operation of the inverter 21 is controlled by a control device 30 as control means configured as a computer that controls the drive device 10. The control device 30 controls the operation of the inverter 21, thereby controlling the drive mode of the drive device 10, the rotational speed of the motor / generator 11, and the like. Various sensors are connected to the control device 30 in order to acquire parameters used for such control. For example, a vehicle speed sensor 31 that outputs a signal corresponding to the speed of the vehicle 1A, an accelerator opening sensor 32 that outputs a signal corresponding to the accelerator opening, and the like are connected to the control device 30. In addition to this, various sensors are connected to the control device 30, but their illustration is omitted.

次に制御装置３０による駆動装置１０の制御方法について説明する。制御装置３０は、車両１Ａの走行状態等に応じて駆動装置１０の駆動モードを制御する。図４は、駆動装置１０の駆動力線図を示している。制御装置３０は、車速及び駆動力で特定される駆動装置１０の動作状態がこの図の範囲Ａｎ内の場合には駆動モードを正転駆動モードに切り替え、範囲Ａｒ内の場合には駆動モードを逆転駆動モードに切り替える。なお、駆動装置１０の動作状態が正転駆動モードの範囲Ａｎと逆転駆動モードの範囲Ａｒとが重なる範囲Ａｎｒ内にある場合には、車速、要求駆動力、多重変速、及び効率等を考慮して適宜に駆動モードが切り替えられる。具体的に説明すると制御装置３０は、例えば、登り坂等で駆動輪２に高トルクが要求される場合には駆動モードを減速比の大きい正転駆動モードに切り替える。また、制御装置３０は、車両１Ａの高速走行時等駆動輪２を高回転で駆動する必要がある場合には、駆動モードを逆転駆動モードに切り替える。この他、制御装置３０は、モータ・ジェネレータ１１の効率、各ギア列Ｇ１、Ｇ２の減速比、及び駆動装置１０に要求される駆動力等に基づいてエネルギの無駄な消費が抑えられるように駆動モードを切り替える。   Next, a method for controlling the driving device 10 by the control device 30 will be described. The control device 30 controls the drive mode of the drive device 10 according to the traveling state of the vehicle 1A. FIG. 4 shows a driving force diagram of the driving device 10. The control device 30 switches the drive mode to the normal rotation drive mode when the operation state of the drive device 10 specified by the vehicle speed and the driving force is within the range An in this figure, and switches the drive mode when the operation state is within the range Ar. Switch to reverse drive mode. Note that when the operating state of the driving device 10 is within the range Anr where the range An of the forward drive mode and the range Ar of the reverse drive mode overlap, the vehicle speed, the required drive force, the multiple shift, the efficiency, etc. are taken into consideration. The drive mode is switched as appropriate. More specifically, the control device 30 switches the drive mode to the forward drive mode with a large reduction ratio when, for example, a high torque is required for the drive wheels 2 on an uphill or the like. Further, the control device 30 switches the drive mode to the reverse drive mode when it is necessary to drive the drive wheels 2 at a high speed such as when the vehicle 1A is traveling at a high speed. In addition, the control device 30 is driven so as to suppress unnecessary energy consumption based on the efficiency of the motor / generator 11, the reduction ratios of the gear trains G <b> 1 and G <b> 2, the driving force required for the driving device 10, and the like. Switch modes.

図５は、このように制御装置３０が駆動装置１０の動作を制御するために実行する制御ルーチンの１つを示している。この制御ルーチンは、駆動装置１０の動作中に所定の周期で繰り返し実行される。   FIG. 5 shows one of the control routines executed by the control device 30 to control the operation of the drive device 10 in this way. This control routine is repeatedly executed at a predetermined cycle during the operation of the driving device 10.

この制御ルーチンにおいて制御装置３０は、まずステップＳ１で車両１Ａの走行状態を取得する。車両１Ａの走行状態としては、例えば車速、アクセル開度等が取得される。次のステップＳ２において制御装置３０は、車速が予め設定した所定の判定速度Ｖａより大きいか否か判定する。図３に示したように車速が低くなるほど第１ドライブギア１２の回転数と第２ドライブギア１６の回転数とが近くなってフリー期間Ｔが短くなるので、車両１Ａが低速で走行しているときには駆動モードの切り替えが短時間で行われる。そのため、車両１Ａが低速で走行しているときに外乱等により駆動輪２に要求される駆動力や回転数が変動すると、駆動装置１０においてギア列の切り替えが短時間の間に複数回発生する、いわゆる多重変速が発生する。多重変速が発生すると各一方向クラッチ１５、２０の状態が短時間の間に複数回切り替わるので、振動や騒音等が発生するおそれがある。そこで、判定速度Ｖａには、この多重変速の発生を十分に抑制することが可能な車速が設定される。   In this control routine, the control device 30 first acquires the traveling state of the vehicle 1A in step S1. As the traveling state of the vehicle 1A, for example, a vehicle speed, an accelerator opening degree, and the like are acquired. In the next step S2, the control device 30 determines whether or not the vehicle speed is greater than a predetermined determination speed Va set in advance. As shown in FIG. 3, as the vehicle speed decreases, the rotational speed of the first drive gear 12 and the rotational speed of the second drive gear 16 become closer and the free period T becomes shorter, so the vehicle 1A is traveling at a low speed. Sometimes the drive mode is switched in a short time. Therefore, when the driving force and the number of rotations required for the driving wheel 2 fluctuate due to disturbance or the like when the vehicle 1A is traveling at a low speed, the gear train is switched a plurality of times in a short time in the driving device 10. So-called multiple shift occurs. When multiple shifts occur, the states of the one-way clutches 15 and 20 are switched a plurality of times in a short period of time, which may cause vibration and noise. Therefore, the determination speed Va is set to a vehicle speed that can sufficiently suppress the occurrence of this multiple shift.

車速が判定速度Ｖａ以下と判定した場合にはステップＳ３に進み、制御装置３０は駆動モードの切り替えを禁止することを示すモード切替禁止フラグをオンの状態に切り替える。その後、今回の制御ルーチンを終了する。モード切替禁止フラグは制御装置３０が実行する他の制御ルーチンにて参照され、このフラグがオンの場合には駆動モードの切り替えが禁止される。一方、車速が判定速度Ｖａより大きいと判定した場合にはステップＳ４に進み、制御装置３０はモード切替禁止フラグをオフの状態に切り替える。その後、今回の制御ルーチンを終了する。制御装置３０は、この切替禁止制御ルーチンを実行することにより、本発明の禁止手段として機能する。   When it is determined that the vehicle speed is equal to or lower than the determination speed Va, the process proceeds to step S3, and the control device 30 switches a mode switching prohibition flag indicating prohibition of switching of the drive mode to an on state. Thereafter, the current control routine is terminated. The mode switching prohibition flag is referred to in other control routines executed by the control device 30. When this flag is on, switching of the drive mode is prohibited. On the other hand, if it is determined that the vehicle speed is greater than the determination speed Va, the process proceeds to step S4, and the control device 30 switches the mode switching prohibition flag to an off state. Thereafter, the current control routine is terminated. The control device 30 functions as the prohibiting means of the present invention by executing this switching prohibiting control routine.

以上に説明したように、本発明の駆動装置１０によれば、車速が判定速度Ｖａ以下の場合には駆動モードの切り替えが禁止される。これにより多重変速の発生を抑制できるので、振動や騒音等の発生を抑制できる。そのため、ドライバビリティを改善できる。   As described above, according to the driving apparatus 10 of the present invention, switching of the driving mode is prohibited when the vehicle speed is equal to or lower than the determination speed Va. As a result, the occurrence of multiple shifts can be suppressed, so that the occurrence of vibrations and noises can be suppressed. Therefore, drivability can be improved.

なお、駆動装置１０の制御方法は、上述した制御方法に限定されない。例えば、制御装置３０は、アクセル開度センサ３２の出力信号に基づいてアクセルの踏み込みの加速度を計測し、モード切替禁止フラグがオンの状態であっても車両１Ａに対して急加速が要求された場合には駆動モードを減速比の大きい正転駆動モードに切り替えてもよい。この際には、駆動モードの切り替えが迅速に行われるように制御装置３０は、モータ・ジェネレータ１１の回転数をその時点における第１ドライブギア１２の回転数よりも高い回転数に迅速に変更する。すなわち、急加速が要求された場合には各一方向クラッチ１５、２０の状態を急に切り替えることが許容される。   In addition, the control method of the drive device 10 is not limited to the control method described above. For example, the control device 30 measures the acceleration of the accelerator depression based on the output signal of the accelerator opening sensor 32, and the vehicle 1A is requested to accelerate rapidly even when the mode switching prohibition flag is on. In this case, the drive mode may be switched to the normal rotation drive mode with a large reduction ratio. At this time, the control device 30 quickly changes the rotational speed of the motor / generator 11 to a rotational speed higher than the rotational speed of the first drive gear 12 at that time so that the drive mode can be quickly switched. . That is, when the rapid acceleration is requested, it is allowed to switch the states of the one-way clutches 15 and 20 suddenly.

本発明の駆動装置は、電気自動車に限定されずパラレル式ハイブリッド車両やシリーズ式ハイブリッド車両に搭載してもよい。図６は本発明の駆動装置が搭載されたパラレル式ハイブリッド車両の要部を模式的に示し、図７は本発明の駆動装置が搭載されたシリーズ式ハイブリッド車両の要部を模式的に示している。なお、図６及び図７において図１と共通の部分には同一の符号を付して説明を省略する。   The drive device of the present invention is not limited to an electric vehicle, and may be mounted on a parallel hybrid vehicle or a series hybrid vehicle. FIG. 6 schematically shows the main part of a parallel hybrid vehicle equipped with the drive device of the present invention, and FIG. 7 schematically shows the main part of a series hybrid vehicle equipped with the drive device of the present invention. Yes. 6 and 7, the same reference numerals are given to the same parts as those in FIG. 1, and the description thereof is omitted.

図６に示したようにパラレル式ハイブリッド車両１Ｂでは、内燃機関５０と、内燃機関５０の出力を変速する変速機５１とがさらに設けられている。なお、これらはハイブリッド車両に搭載される周知の内燃機関及び変速機であるため、詳細な説明を省略する。この図に示すように変速機５１の出力ギア５１ａは、第１ドライブギア１２と噛み合わされている。そのため、この車両１Ｂでは、モータ・ジェネレータ１１の動力及び内燃機関５０の動力で駆動輪２を駆動可能である。   As shown in FIG. 6, the parallel hybrid vehicle 1 </ b> B further includes an internal combustion engine 50 and a transmission 51 that changes the output of the internal combustion engine 50. Since these are well-known internal combustion engines and transmissions that are mounted on hybrid vehicles, detailed description thereof is omitted. As shown in this figure, the output gear 51 a of the transmission 51 is meshed with the first drive gear 12. Therefore, in the vehicle 1 </ b> B, the drive wheels 2 can be driven by the power of the motor / generator 11 and the power of the internal combustion engine 50.

図７に示したようにシリーズ式ハイブリッド車両１Ｃでは、内燃機関６０と、内燃機関６０にて駆動される発電機６１とがさらに設けられている。発電機６１は、インバータ６２を介してバッテリ２２と電気的に接続されている。なお、これらはハイブリッド車両に搭載される周知の内燃機関、発電機、及びインバータであるため、詳細な説明を省略する。この車両１Ｃでは、内燃機関６０で発電機６１を駆動して発電を行い、その電気をバッテリ２２に充電することができる。そして、そのバッテリ２２に充電した電気で車両１Ｃを駆動することができる。   As shown in FIG. 7, the series hybrid vehicle 1 </ b> C further includes an internal combustion engine 60 and a generator 61 driven by the internal combustion engine 60. The generator 61 is electrically connected to the battery 22 via the inverter 62. Note that these are well-known internal combustion engines, generators, and inverters mounted on hybrid vehicles, and thus detailed description thereof is omitted. In the vehicle 1 </ b> C, the generator 61 is driven by the internal combustion engine 60 to generate power, and the electricity can be charged to the battery 22. The vehicle 1 </ b> C can be driven by electricity charged in the battery 22.

本発明は、上述した形態に限定されることなく、種々の形態にて実施することができる。例えば、本発明の駆動装置の適用対象は車両に限定されない。本発明の駆動装置は、電動機を動力源として使用可能な種々の装置や機械に適用してよい。   The present invention is not limited to the above-described form and can be implemented in various forms. For example, the application target of the drive device of the present invention is not limited to a vehicle. The drive device of the present invention may be applied to various devices and machines that can use an electric motor as a power source.

本発明の駆動装置の各ギア列のギアの個数は３個と４個に限定されない。一方のギア列を介して動力が伝達される場合にはモータ・ジェネレータと駆動輪とが同方向に回転し、他方のギア列を介して動力が伝達される場合にはモータ・ジェネレータと駆動輪とが異なる方向に回転するように一方のギア列が奇数個のギアで構成され、他方のギア列が偶数個のギアで構成されていればよい。また、各ギア列の減速比は、一方のギア列と他方のギア列とで減速比が互いに異なるように設定されていればよい。   The number of gears in each gear train of the drive device of the present invention is not limited to three and four. When power is transmitted through one gear train, the motor / generator and drive wheels rotate in the same direction, and when power is transmitted through the other gear train, the motor / generator and drive wheels One gear train may be composed of an odd number of gears and the other gear train may be composed of an even number of gears so as to rotate in different directions. Further, the reduction ratios of the respective gear trains may be set so that the reduction gear ratios of the one gear train and the other gear train are different from each other.

各ギア列において一方向クラッチが設けられる位置は、モータ・ジェネレータのロータ軸と各ギア列の最もモータ・ジェネレータ側のギアとの間に限定されない。一方向クラッチは、ギア列の途中に設けられていてもよい。   The position where the one-way clutch is provided in each gear train is not limited between the rotor shaft of the motor / generator and the gear closest to the motor / generator in each gear train. The one-way clutch may be provided in the middle of the gear train.

１Ａ、１Ｂ、１Ｃ 車両
３ ディファレンシャル機構（出力部材）
１０ 駆動装置
１１ モータ・ジェネレータ（電動機）
１５ 第１一方向クラッチ
２０ 第２一方向クラッチ
３０ 制御装置（制御手段、禁止手段）
５０ 内燃機関
Ｇ１ 第１ギア列（第１動力伝達機構）
Ｇ２ 第２ギア列（第２動力伝達機構）
Ｖａ 判定速度 1A, 1B, 1C Vehicle 3 Differential mechanism (output member)
10 Driving Device 11 Motor Generator (Electric Motor)
15 1st one way clutch 20 2nd one way clutch 30 Control device (control means, prohibition means)
50 Internal combustion engine G1 First gear train (first power transmission mechanism)
G2 Second gear train (second power transmission mechanism)
Va judgment speed

Claims (3)

電動機と出力部材とが同じ方向に回転するように前記電動機の動力を前記出力部材に伝達可能な第１動力伝達機構と、前記電動機の動力を前記第１動力伝達機構とは異なる減速比で前記電動機と前記出力部材とが互いに異なる方向に回転するように前記出力部材に伝達可能な第２動力伝達機構と、を備え、
前記第１動力伝達機構には、前記電動機から前記出力部材への所定の正転方向のトルクの伝達は許容し、前記電動機から前記出力部材への前記正転方向とは逆の逆転方向のトルクの伝達及び前記出力部材から前記電動機へのトルクの伝達は阻止する第１一方向クラッチが設けられ、
前記第２動力伝達機構には、前記電動機から前記出力部材への前記逆転方向のトルクの伝達は許容し、前記電動機から前記出力部材への前記正転方向のトルクの伝達及び前記出力部材から前記電動機へのトルクの伝達は阻止する第２一方向クラッチが設けられた駆動装置において、
前記出力部材に要求される回転数及び駆動力の少なくともいずれか一方に応じて前記電動機の回転方向を切り替える制御手段と、前記出力部材の回転速度が所定の判定速度以下の場合には前記制御手段による前記電動機の回転方向を切り替える制御を禁止する禁止手段と、を備えている駆動装置。 A first power transmission mechanism capable of transmitting the power of the motor to the output member so that the motor and the output member rotate in the same direction; and the power of the motor at a reduction ratio different from that of the first power transmission mechanism. A second power transmission mechanism capable of transmitting to the output member such that the electric motor and the output member rotate in different directions;
The first power transmission mechanism allows transmission of torque in a predetermined forward direction from the electric motor to the output member, and torque in a reverse direction opposite to the forward direction from the electric motor to the output member. And a first one-way clutch for preventing transmission of torque from the output member to the electric motor,
The second power transmission mechanism allows transmission of torque in the reverse rotation direction from the electric motor to the output member, and transmits torque in the forward rotation direction from the electric motor to the output member and from the output member to the output member. In the drive device provided with the second one-way clutch for preventing transmission of torque to the electric motor,
Control means for switching the rotation direction of the electric motor according to at least one of the rotational speed and driving force required for the output member, and the control means when the rotation speed of the output member is equal to or lower than a predetermined determination speed And a prohibiting means for prohibiting control for switching the rotation direction of the electric motor. 前記駆動装置は、車両に搭載され、
前記出力部材は、前記車両の駆動輪に連結されたディファレンシャル機構である請求項１に記載の駆動装置。 The drive device is mounted on a vehicle,
The drive device according to claim 1, wherein the output member is a differential mechanism connected to a drive wheel of the vehicle. 前記車両は、前記電動機の他に動力源として内燃機関が搭載されたハイブリッド車両であり、
前記内燃機関は、前記第１動力伝達機構又は前記第２動力伝達機構のいずれか一方に動力を出力可能なように設けられている請求項２に記載の駆動装置。 The vehicle is a hybrid vehicle in which an internal combustion engine is mounted as a power source in addition to the electric motor,
The drive device according to claim 2, wherein the internal combustion engine is provided so as to be able to output power to either the first power transmission mechanism or the second power transmission mechanism.
JP2011004848A 2011-01-13 2011-01-13 Driving apparatus Pending JP2012147598A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2011004848A JP2012147598A (en) 2011-01-13 2011-01-13 Driving apparatus

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2011004848A JP2012147598A (en) 2011-01-13 2011-01-13 Driving apparatus

Publications (1)

Publication Number Publication Date
JP2012147598A true JP2012147598A (en) 2012-08-02

Family

ID=46790578

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2011004848A Pending JP2012147598A (en) 2011-01-13 2011-01-13 Driving apparatus

Country Status (1)

Country Link
JP (1) JP2012147598A (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107225953A (en) * 2016-03-24 2017-10-03 爱信精机株式会社 Motor driver
CN109591618A (en) * 2018-11-19 2019-04-09 珠海格力电器股份有限公司 A kind of control method of automobile, device, storage medium and automobile
WO2020108678A1 (en) * 2018-11-27 2020-06-04 Schaeffler Technologies AG & Co. KG Electromechanical drive assembly for a motor vehicle
CN113518731A (en) * 2019-05-16 2021-10-19 株式会社椿本链条 Power transmission mechanism
WO2022057973A1 (en) * 2020-09-18 2022-03-24 Schaeffler Technologies AG & Co. KG Multi-ratio transmission with a differential that has two toothing regions; and drive unit
US20230160464A1 (en) * 2021-11-24 2023-05-25 Dana Automotive Systems Group, Llc Integrated gearbox in electric motor systems

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59194154A (en) * 1983-04-18 1984-11-02 Secoh Giken Inc Speed change gears having torque detecting device
JPS61119432A (en) * 1984-11-16 1986-06-06 Toyota Motor Corp Speed change control device for automatic transmission
JP2006231977A (en) * 2005-02-22 2006-09-07 Toyota Motor Corp Control device and control method for vehicle
JP2006312445A (en) * 2005-04-19 2006-11-16 Getrag Ford Transmissions Gmbh Double clutch gear device

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59194154A (en) * 1983-04-18 1984-11-02 Secoh Giken Inc Speed change gears having torque detecting device
JPS61119432A (en) * 1984-11-16 1986-06-06 Toyota Motor Corp Speed change control device for automatic transmission
JP2006231977A (en) * 2005-02-22 2006-09-07 Toyota Motor Corp Control device and control method for vehicle
JP2006312445A (en) * 2005-04-19 2006-11-16 Getrag Ford Transmissions Gmbh Double clutch gear device

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107225953A (en) * 2016-03-24 2017-10-03 爱信精机株式会社 Motor driver
EP3232084A1 (en) * 2016-03-24 2017-10-18 Aisin Seiki Kabushiki Kaisha Motor drive device
CN109591618A (en) * 2018-11-19 2019-04-09 珠海格力电器股份有限公司 A kind of control method of automobile, device, storage medium and automobile
WO2020108678A1 (en) * 2018-11-27 2020-06-04 Schaeffler Technologies AG & Co. KG Electromechanical drive assembly for a motor vehicle
CN113518731A (en) * 2019-05-16 2021-10-19 株式会社椿本链条 Power transmission mechanism
WO2022057973A1 (en) * 2020-09-18 2022-03-24 Schaeffler Technologies AG & Co. KG Multi-ratio transmission with a differential that has two toothing regions; and drive unit
US20230160464A1 (en) * 2021-11-24 2023-05-25 Dana Automotive Systems Group, Llc Integrated gearbox in electric motor systems

Similar Documents

Publication Publication Date Title
US9987917B2 (en) Control apparatus for hybrid vehicle and control method for hybrid vehicle
WO2011108408A1 (en) Hybrid drive device
JP6819685B2 (en) Hybrid vehicle control method and control device
JP7087805B2 (en) Hybrid vehicle control device
JP5907155B2 (en) Control device for hybrid drive
JPWO2014006716A1 (en) Control device for hybrid vehicle
JP2012147598A (en) Driving apparatus
JP2009051366A (en) Controller for hybrid vehicle
JP4329749B2 (en) Control device for vehicle drive device
JP2019196794A (en) Vehicular shift control apparatus
CN113002525A (en) Vehicle control device
JP4325608B2 (en) Control device for driving device
JP5880227B2 (en) Hybrid vehicle
WO2015004818A1 (en) Hybrid vehicle control device
JP5023991B2 (en) Control device for hybrid vehicle
JP6700164B2 (en) Control device for hybrid vehicle
JP2010269718A (en) Driving device for vehicle
JP2016120751A (en) Control device for hybrid vehicle
KR20140116137A (en) Drive apparatus for vehicle
JP2019135111A (en) Control device for hybrid vehicle
JP2016053382A (en) Gearing-type engagement device
JP7163271B2 (en) vehicle controller
JP4281424B2 (en) Vehicle control device
CN113335261A (en) Vehicle control device
JP2012051534A (en) Hybrid vehicle driving apparatus

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20130416

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20140120

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20140204

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20140403

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20140701