JP2014199105A - Vehicle driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle driving device capable of effectively using a drive source rotation region in a wide range while realizing seamless gear change operation without interruption of drive force with a simple configuration.SOLUTION: A vehicle driving device comprises: first and second drive gears (12, 22) and first and second main shafts (S1, S2) that can be selectively coupled to first and second output shafts (11, 21) of first and second drive sources (M1, M2); an intermediate gear (32) engaged with the first drive gear (12) and the second drive gear (22); first and second one-way clutches (OW1, OW2) engaged when rotational speeds of the first and second drive gears (12, 22) exceed those of the first and second output shafts (11, 21), respectively; and an output part (80) to which at least one of the first and second main shafts (S1, S2) transmits drive force. The first and second drive gears (11, 21) are set to have different tooth numbers.

Description

  The present invention relates to a vehicle drive device that includes a first drive source and a second drive source, and a speed change mechanism that shifts and outputs at least one of the first drive source and the second drive source.

  Currently, a so-called one-motor type electric vehicle equipped with a single electric motor (drive motor) as a drive source has been put into practical use. Many electric vehicles of this type are equipped with a reduction gear that has only a function of reducing the rotation of the motor, not a transmission, and the maximum torque and the maximum rotation speed required for the drive motor are required for the vehicle. Acceleration performance and maximum speed and reduction gear ratio. In recent years, it has been studied to improve the power consumption rate, the maximum speed, and the climbing performance by providing a stepped transmission such as two or three stages in a one-motor type electric vehicle.

  Patent Document 1 describes a drive device for an electric vehicle having an automatic transmission. Since the automatic transmission described in Patent Document 1 includes only a single motor as a drive source, a phenomenon (so-called torque loss) in which the driving force (torque) transmitted to the driving wheel side is insufficient during a shift occurs. There is a risk. In an electric vehicle capable of running smoothly compared to a vehicle using an internal combustion engine as a drive source, it is a big problem to eliminate such torque loss.

  Patent Document 2 discloses a transmission used for a two-motor drive device for an electric vehicle. The transmission described in Patent Document 2 achieves a shift without torque loss by distributing two driving forces to a low ratio side and a high ratio side immediately after being output from a motor. However, in this structure, since the two motors use the same low gear in the process of increasing the speed from the start of the vehicle, when the rotation of one motor reaches the upper limit and the speed is changed, the other motor also simultaneously increases the upper limit of the rotation. To achieve shifting. And when shifting with respect to the driving force from both motors is performed at the same time, the driving force from both motors is interrupted at the same time, so the torque transmitted to the drive wheels is interrupted, which affects the running performance of the vehicle. It will be.

  On the other hand, in order to avoid the interruption of the torque transmitted to the drive wheels, it is conceivable to shift one by one before the upper limit of the rotation speed of each of the two motors. However, in that case, it takes a long time from the start of the shift of the first motor to the completion of the shift of the second motor. Therefore, there is a possibility that a good speed change operation cannot be ensured.

  In addition, in order to prevent a long time from the start of the shift of the first motor to the completion of the shift of the second motor as described above, the speed of the rotation of one motor is reduced. It is conceivable that this is performed at a stage before the upper limit, and a fixed interval is taken for the shift timing of each motor. However, in this case, the motor that shifts early has a specification that does not use a part of the rotational speed region on the high-rotation side, and thus has a structure that cannot effectively utilize the wide torque band of the motor.

JP 2012-157199 A JP 2011-33077 A

  The present invention has been made in view of the above-mentioned points, and its purpose is to effectively utilize the rotation region of the drive source over a wide range while realizing a seamless shifting operation with a simple configuration and without any interruption in the driving force. An object of the present invention is to provide a vehicle drive device that can be used.

  In order to solve the above problems, a vehicle drive device according to the present invention includes a first drive source (M1), a second drive source (M2), a first drive source (M1), and a second drive source (M2). In a vehicle drive device (1) provided with a speed change mechanism (T) for shifting and outputting at least one of the driving forces, the speed change mechanism (T) is driven by a first drive source (L1) by a first drive source (L1). The first drive gear (12) and the first main shaft (S1) that can be selectively coupled to the output shaft (11) of M1) and the second switching mechanism (L2) of the second drive source (M2). The second drive gear (22) and the second main shaft (S2) that can be selectively coupled to the output shaft (21) mesh with the first drive gear (12) and the second drive gear (22), respectively. Intermediate gear (32), output shaft (11) of first drive source (M1) and first drive A first one-way disposed between the vehicle (12) and engaged when the rotational speed of the first drive gear (12) exceeds the rotational speed of the output shaft (11) of the first drive source (M1). The clutch (OW1) is disposed between the output shaft (21) of the second drive source (M2) and the second drive gear (22), and the rotational speed of the second drive gear (22) is the second drive source. The second one-way clutch (OW2) that engages when the rotational speed of the output shaft (21) of (M2) is exceeded, and at least one of the first main shaft (S1) and the second main shaft (S2) An output section (80) to which the driving force is transmitted, wherein the number of teeth of the first drive gear (12) is set to a number of teeth different from the number of teeth of the second drive gear (22). To do.

  According to the vehicle drive device of the present invention, the first one-way clutch or the second one-way clutch that is the junction point where the driving force from the first driving source and the driving force from the second driving source merge is provided. By arranging two drive gears with different gear ratios at the positions, the rotational speed of the driving force of the other driving source that merges with the driving force from one of the driving sources is different. Thus, a differential rotation is provided for the rotation of the driving force from each driving source, and the timing at which the rotation of the driving force from each driving source reaches the upper limit is shifted. Therefore, the effective range of the rotation area of both drive sources can be used efficiently, and the shift timing can be prevented from overlapping, and a smooth and seamless shift can be realized.

  That is, the number of teeth of the first drive gear and the second drive gear meshed with the intermediate gear via the first and second switching mechanisms is made different from each other, so that the rotation speed from the first drive source and the second drive source The timing at which the rotation speed from the maximum rotation speed can be shifted, and the rotation speed area of the drive source can be used in a wider range.

  In the above drive device, the first drive source (M1) and the second drive source (M2) are both electric motors, and control means (100) for controlling the first and second drive sources (M1, M2). ), And the control means (100) has a second drive gear when the output shaft (11) of the first drive source (M1) is engaged with the first drive gear (12) by the first switching mechanism (L1). The first drive source (M1) is controlled so that the rotation of (22) exceeds the rotation of the output shaft (21) of the second drive source (M2), and the second drive source (M2) is controlled by the second switching mechanism (L2). ) Output shaft (21) is coupled to the second drive gear (22) so that the rotation speed of the first drive gear (12) exceeds the rotation speed of the output shaft (11) of the first drive source (M1). In addition, the second drive source (M2) may be controlled.

  In the vehicle drive device according to the present invention, when the output shaft of the first drive source is engaged with the first drive gear by the first switching mechanism, the rotation of the first drive gear is transferred to the second drive gear via the intermediate gear. Communicated. In this case, since the second one-way clutch is not engaged within a range in which the rotation of the second drive gear is less than the rotation of the output shaft of the second drive source, the drive force transmitted to the second drive gear cannot be output. Therefore, by controlling the first drive source so that the rotation of the second drive gear exceeds the rotation of the output shaft of the second drive source, the drive force from the second drive source and the drive force from the first drive source The combined force can be output to the output unit. Similarly, when the output shaft of the second drive source is engaged with the second drive gear by the second switching mechanism, the rotation of the second drive gear is transmitted to the first drive gear via the intermediate gear. In this case, since the first one-way clutch is not engaged within a range where the rotation of the first drive gear is less than the rotation of the output shaft of the first drive source, the drive force transmitted to the first drive gear cannot be output. Therefore, by controlling the second drive source so that the rotation of the first drive gear exceeds the rotation of the output shaft of the first drive source, the drive force from the first drive source and the drive force from the second drive source The combined force can be output to the output unit.

  In the above drive device, the output section (80) is fixed to the counter shaft (CS) arranged in parallel with the first main shaft (S1) and the second main shaft (S2), and the counter shaft (CS). A first gear train (G1) comprising a first output gear (38) and a first input gear (37) fixed to the first main shaft (S1) and meshing with the first output gear (38); A third output gear (48) fixed to the countershaft (CS) and a third input gear (47) fixed to the second main shaft (S2) and meshed with the third output gear (48). Three gear trains (G3).

  The output portion having the so-called parallel shaft type gear mechanism configured as described above can achieve a high transmission rate because the meshing resistance between the gears is very small. Therefore, it is possible to contribute to improving the fuel efficiency of the vehicle by improving the transmission efficiency of the driving force.

  In the above drive device, the output section (80) is fixed to the counter shaft (CS) arranged in parallel with the first main shaft (S1) and the second main shaft (S2), and the counter shaft (CS). A first gear train comprising a first output gear (52) and a first input gear (51) that is rotatably mounted on the first main shaft (S1) and meshes with the first output gear (52). (G1), a second output gear (62) fixed to the counter shaft (CS), and a second output gear (62) that is rotatably installed on the first main shaft (S1) and meshes with the second output gear (62). The first input gear (51) and the second input gear (61) are selectively engaged with the second gear train (G2) including the two input gears (61) and the first main shaft (S1). Switching mechanism (53, 56) and second A third input gear (47) fixed to the in-shaft (S2) and a third output gear (48) fixed to the countershaft (CS) and meshed with the third input gear (47). A gear train (G3), and the gear ratios of the first gear train (G1) and the second gear train (G2) may be set to different gear ratios.

  According to this configuration, by providing the so-called stepped transmission mechanism that can transmit the driving force by switching between the first gear train and the second gear train between the first main shaft and the counter shaft, In addition, the number of shift stages that can be set by the transmission mechanism can be increased, and the width of the entire ratio by the transmission mechanism can be increased (wide ratio).

  In the above drive device, the output unit (80) is driven by the rotation of the first main shaft (S1) and the first element (PC) driven by the rotation of the second main shaft (S2). A planetary gear mechanism (PG) having two elements (SG) and a third element (RG) fixed to the fixed member (70) may be provided.

  According to this configuration, by providing the planetary gear mechanism in the output unit, it is possible to realize a drive device that can transmit a large torque using the planetary gear mechanism. In addition, the planetary gear mechanism has a relatively low occurrence of problems such as wear of internal mechanisms and chipping of gears, so that a drive device having excellent durability can be configured.

  In the above drive device, in the region where the rotation speeds of the first and second drive sources (M1, M2) are higher than the first rotation speed, the second drive source (M2) is more suitable for the first drive source ( It is more efficient than M1), and the number of teeth of the first drive gear (12) may be set to be larger than the number of teeth of the second drive gear (22).

  According to this configuration, in the high rotation region where the rotation speed is higher than the first rotation speed, the second drive source is more efficient than the first drive source, and the number of teeth of the first drive gear is By setting the number of teeth to be larger than the number of teeth of the two drive gears, it is possible to positively use the high efficiency region of the second drive source with high efficiency in the high rotation region.

  In the above drive device, in the region where the rotation speed of the first and second drive sources (M1, M2) is lower than the second rotation speed, the first drive source (M1) is the second drive source ( It is more efficient than M2), and the second rotational speed may be set to a rotational speed lower than the first rotational speed.

According to this configuration, in the low speed region where the rotational speed is lower than the second rotational speed, the first drive source is more efficient than the second drive source, and the number of teeth of the first drive gear is By setting the number of teeth to be greater than the number of teeth of the two drive gears, it is possible to positively use the high efficiency region of the first drive source with high efficiency in the low rotation region.
In addition, the code | symbol in said parenthesis shows the code | symbol of the component in embodiment mentioned later as an example of this invention.

  According to the vehicle drive device of the present invention, the rotation area of the drive source can be effectively used over a wide range while realizing a seamless speed change operation without a break in the drive force with a simple configuration.

It is a skeleton figure which shows the drive device which concerns on 1st Embodiment of this invention. It is a figure for demonstrating operation | movement of a 1st, 2nd one-way clutch. It is a figure for demonstrating at the time of the setting of 1st speed stage, (a) is a skeleton figure which shows the power transmission path at the time of setting of 1st speed stage, (b) is a graph which shows the relationship between a vehicle speed and a motor rotation speed. It is. FIG. 5 is a diagram for explaining a shift from the first gear to the second gear, where (a) is a skeleton diagram showing a power transmission path during a shift from the first gear to the second gear, and (b) is a vehicle speed. It is a graph which shows the relationship between motor speed. It is a figure for demonstrating the time of setting of 2nd speed stage, (a) is a skeleton figure which shows the power transmission path at the time of setting of 2nd speed stage, (b) is a graph which shows the relationship between a vehicle speed and motor rotation speed. It is. It is a figure for demonstrating the time of gear shifting from 2nd gear to 3rd gear, (a) is a skeleton figure which shows the power transmission path | route at the time of gear shifting from 2nd gear to 3rd gear, (b) is vehicle speed. It is a graph which shows the relationship between motor speed. It is a figure for demonstrating the time of setting of the 3rd speed stage, (a) is a skeleton figure which shows the power transmission path at the time of setting of 3rd speed stage, (b) is a graph which shows the relationship between a vehicle speed and a motor rotation speed. It is. It is a figure for demonstrating the time of a reverse gear setting, (a) is a skeleton figure which shows the power transmission path at the time of reverse gear setting, (b) is a graph which shows the relationship between a vehicle speed and a motor rotation speed. . It is a skeleton figure which shows the drive device which concerns on 2nd Embodiment of this invention. It is a figure which shows the characteristic of a 1st, 2nd motor, (a) is a graph which shows the characteristic of a 1st motor, (b) is a graph which shows the characteristic of a 2nd motor. It is a graph which shows the relationship between the vehicle speed and motor rotation speed in the drive device of 2nd Embodiment. It is a skeleton figure which shows the drive device which concerns on 3rd Embodiment of this invention. It is a figure for demonstrating at the time of the setting of 1st speed stage, (a) is a skeleton figure which shows the power transmission path at the time of setting of 1st speed stage, (b) is a graph which shows the relationship between a vehicle speed and a motor rotation speed. It is. It is a figure for demonstrating the time of setting of 2nd speed stage, (a) is a skeleton figure which shows the power transmission path at the time of setting of 2nd speed stage, (b) is a graph which shows the relationship between a vehicle speed and a motor rotation speed. It is. It is a figure for demonstrating the time of setting of the 3rd speed stage, (a) is a skeleton figure which shows the power transmission path at the time of setting of 3rd speed stage, (b) is a graph which shows the relationship between a vehicle speed and a motor rotation speed. It is. It is a figure for demonstrating the time of setting of the 4th speed stage, (a) is a skeleton figure which shows the power transmission path | route at the time of setting of 4th speed stage, (b) is a graph which shows the relationship between a vehicle speed and a motor rotation speed. It is. It is a skeleton figure which shows the drive device which concerns on 4th Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[First Embodiment]

  FIG. 1 is a skeleton diagram showing a driving apparatus according to the first embodiment of the present invention. The drive device 1 shown in the figure includes a first motor (first drive source) M1 and a second motor (second drive source) M2 that are drive sources of the vehicle, and at least one of the first motor M1 and the second motor M2. And a transmission mechanism T that shifts and outputs any one of the driving forces. In the present embodiment, the first motor M1 and the second motor M2 are electric motors having the same efficiency characteristics.

  The speed change mechanism T is a first drive gear (first drive gear) that can be selectively coupled to the output shaft (hereinafter referred to as “first output shaft”) 11 of the first motor M1 by the first switching mechanism L1. 12 and the first main shaft S1, and a second drive gear (second gear) that can be selectively coupled to the output shaft (hereinafter referred to as “second output shaft”) 21 of the second motor M2 by the second switching mechanism L2. 2 drive gear) 22 and a second main shaft S2. Further, a first one-way clutch OW <b> 1 is provided between the first output shaft 11 and the first drive gear 12. The first one-way clutch OW1 is engaged when the rotation speed of the first drive gear 12 exceeds the rotation speed of the first output shaft 11. Further, a second one-way clutch OW <b> 2 is provided between the second output shaft 21 and the second drive gear 22. The second one-way clutch OW2 is engaged when the rotational speed of the second drive gear 22 exceeds the rotational speed of the second output shaft 21.

  The meshing-type first switching mechanism L1 includes a sleeve 33 that is splined so as to be slidable along the axial direction of the first output shaft 11. The sleeve 33 is attached to an actuator (not shown) via a shift fork 36. When the actuator is energized and driven in the axial direction, the sleeve 33 moves from the neutral position to the left and right in the axial direction accordingly. When the sleeve 33 moves in one axial direction (left side in the figure), the first output shaft 11 and the first main shaft S1 are engaged, and the rotation of the first output shaft 11 is moved to the first main shaft S1. Be transmitted. Further, when the sleeve 33 moves to the other side in the axial direction (the right side in the figure), the first output shaft 11 and the first drive gear 12 are engaged, and the rotation of the first output shaft 11 is the first drive gear 12. Will be transmitted to.

  The meshing-type second switching mechanism L <b> 2 includes a sleeve 43 that is spline-coupled so as to be slidable along the axial direction of the second output shaft 21. The sleeve 43 is attached to an actuator (not shown) via a shift fork 46. When the actuator is energized and driven in the axial direction, the sleeve 43 moves from the neutral position to the left and right in the axial direction accordingly. When the sleeve 43 moves to one side in the axial direction (left side in the figure), the second output shaft 21 and the second main shaft S2 are engaged, and the rotation of the second output shaft 21 is moved to the second main shaft S2. Be transmitted. Further, when the sleeve 43 moves to the other side in the axial direction (the right side in the figure), the second output shaft 21 and the second drive gear 22 are engaged, and the rotation of the second output shaft 21 is the second drive gear 22. Will be transmitted to.

  FIG. 2 is a diagram for explaining the operation of the first and second one-way clutches OW1 and OW2. As shown in FIG. 2A, the sleeve 33 of the first switching mechanism L1 is engaged with the first main shaft S1, and the sleeve 43 of the second switching mechanism L2 is engaged with the second main shaft S2. In the combined state, both the first one-way clutch OW1 and the second one-way clutch OW2 are idling. Thereby, the driving force of the first motor M1 is transmitted from the first output shaft 11 to the first main shaft S1 via the first switching mechanism L1, and the driving force of the second motor M2 is transmitted from the second output shaft 21. It is transmitted to the second main shaft S2 via the second switching mechanism L2.

  Further, as shown in FIG. 2B, the sleeve 33 of the first switching mechanism L1 is engaged with the first main shaft S1, and the sleeve 43 of the second switching mechanism L2 is moved to the second output shaft 21 side. In the engaged state, the first one-way clutch OW1 is engaged and the second one-way clutch OW2 is not engaged (the second output shaft 21 and the second drive gear 22 are integrated by the second switching mechanism L2). ) As a result, the driving force of the first motor M1 is transmitted from the first output shaft 11 to the first main shaft S1 via the first switching mechanism L1. On the other hand, the driving force of the second motor M2 is transmitted from the second output shaft 21 to the second driving gear 22 via the second switching mechanism L2, and from the second driving gear 22 to the first driving gear via the intermediate gear 32. 12 is transmitted. At this time, in the fourth gear train G4, the ratio R42 of driving force transmitted from the first driving gear 12 to the second driving gear 22 via the intermediate gear 32 is set to 1.25, so that the rotation is reduced. As a result, the torque increases 1.25 times. When the rotation speed of the first drive gear 12 exceeds the rotation speed of the first output shaft 11, the first one-way clutch OW1 is engaged and the rotation of the first drive gear 12 is transmitted to the first output shaft 11. Then, it is transmitted from the first output shaft 11 to the first main shaft S1 via the first switching mechanism L1.

  Further, as shown in FIG. 2C, the sleeve 33 of the first switching mechanism L1 is engaged with the first output shaft 11 side, and the sleeve 43 of the second switching mechanism L2 is moved to the second main shaft S2 side. In the engaged state, the second one-way clutch OW2 is engaged and the first one-way clutch OW1 is not engaged (the first output shaft 11 and the first drive gear 12 are integrated by the first switching mechanism L1). ) Thereby, the driving force of the second motor M2 is transmitted from the second output shaft 21 to the second main shaft S2 via the second switching mechanism L2. On the other hand, the driving force of the first motor M1 is transmitted from the first output shaft 11 to the first driving gear 12 via the first switching mechanism L1, and from the first driving gear 12 to the second driving gear via the intermediate gear 32. 22 is transmitted. At this time, since the ratio R41 = 0.80 of the driving force transmitted from the first driving gear 12 to the second driving gear 22 via the intermediate gear 32 in the fourth gear train G4, the rotation is increased. Speeded up, the torque is reduced to 0.80 times. When the rotation speed of the second drive gear 22 exceeds the rotation speed of the second output shaft 21, the second one-way clutch OW2 is engaged and the rotation of the second drive gear 22 is transmitted to the second output shaft 21. Then, it is transmitted from the second output shaft 21 to the second main shaft S2 via the second switching mechanism L2.

  The transmission mechanism T includes a counter shaft CS that rotates with a driving force output from at least one of the first main shaft S1 and the second main shaft S2. On the countershaft CS, an output gear 31 for transmitting a driving force to the driving wheel side of the vehicle is installed.

  Between the first main shaft S1 and the counter shaft CS, a first input gear (first input gear) 37 fixed on the first main shaft S1 and a first input fixed on the counter shaft CS. A first gear train (first gear train) G1 having a first output gear (first output gear) 38 that meshes with the gear 37 is provided. In the first gear train G1, the ratio (speed ratio) R1 of the driving force (rotation) transmitted from the first input gear 37 on the first main shaft S1 to the first output gear 38 on the countershaft CS is R1. = 1.00.

  Between the second main shaft S2 and the counter shaft CS, a third input gear (third input gear) 47 fixed on the second main shaft S2, and a third input fixed on the counter shaft CS. A third gear train (third gear train) G3 having a third output gear (third output gear) 48 that meshes with the gear 47 is provided. In the third gear train G3, the ratio R3 of the driving force transmitted from the third input gear 47 on the second main shaft S2 to the third output gear 48 on the countershaft CS is set to R3 = 0.50. ing.

  Further, the first drive gear 12 and the second drive gear 22, and an intermediate gear that is disposed between the first drive gear 12 and the second drive gear 22 and meshes with both the first and second drive gears 12 and 22. And a fourth gear train (fourth gear train) G4. In the fourth gear train G4, the number of teeth of the first drive gear 12 and the number of teeth of the second drive gear 22 are set to different numbers. Here, in the fourth gear train G4, the ratio R41 of the driving force transmitted from the first driving gear 12 to the second driving gear 22 via the intermediate gear 32 is set to R41 = 0.80. The ratio R42 of the driving force transmitted from the second driving gear 22 to the first driving gear 12 via the intermediate gear is set to R42 = 1.25.

  Further, the drive device 1 includes a controller (control means) that controls the drive of actuators (not shown) of the first switching mechanism L1 and the second switching mechanism L2 and controls the rotation of the first motor M1 and the second motor M2. ) 100 is provided. The controller 100 may be a part of a control device such as an ECU for controlling a transmission mounted on the vehicle and a drive source. In addition, illustration of the controller 100 is abbreviate | omitted in drawings other than FIG.

  The first gear train G1 (the first input gear 37 and the first output gear 38), the third gear train G3 (the third input gear 47 and the third output gear 48), the counter shaft CS, and the output gear 31, An output unit 80 is configured to transmit a driving force from at least one of the first main shaft S1 and the second main shaft S2.

  Next, the gear position set by the drive device 1 having the above configuration and the switching thereof will be described. FIGS. 3A and 3B are diagrams for explaining the setting of the first gear, where FIG. 3A is a skeleton diagram showing a power transmission path when the first gear is set, and FIG. 3B is a diagram showing the vehicle speed V and the motor speed R. It is a graph which shows the relationship. As shown in FIG. 5A, in order to set the first speed (1st), the sleeve 33 of the first switching mechanism L1 is engaged with the first main shaft S1 and the sleeve 43 of the second switching mechanism L2 is engaged. Is engaged with the second output shaft 21 side. Accordingly, the driving force of the first motor M1 is transmitted to the first main shaft S1 connected by the first switching mechanism L1, and is transmitted from the first main shaft S1 to the counter shaft CS via the first gear train G1. The Here, since the ratio R1 of the first gear train G1 is set to 1.00, the driving force from the first motor M1 is transmitted to the output gear 31 side by 1.00 times. On the other hand, the driving force of the second motor M2 is transmitted from the second output shaft 21 to the second driving gear 22 through the second switching mechanism L2, and from the second driving gear 22 through the fourth gear train G4 to the first. It is transmitted to the drive gear 12. Accordingly, the speed is reduced at the ratio R42 = 1.25 of the fourth gear train, and the driving force (torque) is amplified 1.25 times and transmitted to the first driving gear 12. This driving force merges with the driving force of the first motor M1 via the first one-way clutch OW1, and is transmitted from the first output shaft 11 to the first main shaft S1 connected by the first switching mechanism L1, It is transmitted to the countershaft CS via one gear train G1. As a result, the total driving force W1 transmitted to the output gear 31 on the countershaft CS is W1 = 1.00 + 1.25 = 2.25. This is the driving force transmitted to the driving wheel side of the vehicle when the first gear is set.

  In this case, by the drive control (rotation control) of the second motor M2 by the controller 100, the rotation speed of the first drive gear 12 rotated by the driving force from the second motor M2 is the rotation speed of the output shaft 11 of the first motor M1. The second motor M2 is controlled so as to exceed. Thereby, since the 1st one-way clutch OW1 can be engaged, rotation of the 1st drive gear 12 can be transmitted to the 1st output shaft 11 side.

  4A and 4B are diagrams for explaining a shift from the first speed to the second speed, and FIG. 4A is a skeleton diagram showing a power transmission path during a shift from the first speed to the second speed, and FIG. These are graphs showing the relationship between the vehicle speed V and the motor rotation speed R. In order to start shifting from the first speed (1st) to the second speed (2nd), zero torque control (rotation control) is performed so that the torque of the second motor M2 becomes “0”. When the torque is removed from the torque flow of the second motor M2, the sleeve 43 of the second switching mechanism L2 is moved to the neutral position, and the rotation speed of the second output shaft 21 is set to the rotation speed of the second main shaft S2. The second motor M2 is controlled so as to match, and the sleeve 43 of the second switching mechanism L2 is switched from the second output shaft 21 side to the second main shaft S2 side. As a result, the driving force transmitted from the second motor M2 to the output gear 31 is 0, but the driving force supplied from the first motor M1 to the output gear 31 prevents the torque from being lost to the driving wheels during shifting. be able to. This completes preparation for shifting from the first gear to the second gear.

  FIG. 5 is a diagram for explaining the setting of the second speed stage, (a) is a skeleton diagram showing a power transmission path at the time of setting the second speed stage, and (b) is a diagram showing the vehicle speed V and the motor rotational speed R. It is a graph which shows the relationship. At the time of setting the second speed (2nd), the flow of the driving force from the first motor M1 is the same as that at the setting of the first speed, but the driving force from the second motor M2 is changed from the second output shaft 21 to the second speed. 2 is transmitted to the second main shaft S2 connected by the switching mechanism L2, and is transmitted from the second main shaft S2 to the counter shaft CS via the third gear train G3. Here, since the ratio R3 of the third gear train G3 is set to 0.50, the driving force from the second motor M2 is increased and transmitted with a torque reduction of 0.5 times. . This driving force merges with the driving force of the first motor M1 and is transmitted to the output gear 31 on the countershaft CS. As a result, the total driving force W2 transmitted to the output gear 31 on the countershaft CS becomes W2 = 1.00 + 0.50 = 1.50. This is the driving force transmitted to the driving wheel side of the vehicle when setting the second gear.

  6A and 6B are diagrams for explaining a shift from the second speed to the third speed, where FIG. 6A is a skeleton diagram showing a power transmission path during a shift from the second speed to the third speed, and FIG. These are graphs showing the relationship between the vehicle speed V and the motor rotation speed R. In order to start shifting from the second speed (2nd) to the third speed (3rd), zero torque control (rotation control) is performed so that the torque of the first motor M1 becomes “0”. When the torque is removed from the torque flow of the first motor M1, the sleeve 33 of the first switching mechanism L1 is switched from the first main shaft S1 side to the first output shaft 11 side. During this time, the driving force transmitted from the first motor M1 to the output gear 31 side becomes zero, but the driving force supplied from the second motor M2 to the output gear 31 side eliminates torque loss to the driving wheels during shifting. Can be prevented. Thus, preparation for shifting from the second gear to the third gear is completed.

  FIG. 7 is a diagram for explaining the setting of the third speed stage, (a) is a skeleton diagram showing a power transmission path at the time of setting the third speed stage, and (b) is a diagram showing the vehicle speed V and the motor rotational speed R. It is a graph which shows the relationship. At the time of setting the third speed (3rd), the flow of the driving force from the second motor M2 is the same as that at the setting of the second speed, but the driving force from the first motor M1 is changed from the first output shaft 11 to the first speed. It is transmitted to the first drive gear 12 via the 1 switching mechanism L1 and is transmitted from the first drive gear 12 to the second drive gear 22 via the intermediate gear 32. Accordingly, the speed is increased at the ratio R41 = 0.80 of the fourth gear train G4, and the torque is reduced to 0.80 times and transmitted to the second drive gear 22. This driving force is combined with the driving force of the second motor M2 via the second one-way clutch OW2, and is transmitted from the second output shaft 21 to the second main shaft S2 connected by the second switching mechanism L2, It is transmitted to the countershaft CS via the three gear train G3. As a result, the total driving force W3 transmitted to the output gear 31 on the countershaft CS becomes W3 = 0.50 + 0.40 = 0.90. This is the driving force transmitted to the driving wheel side of the vehicle when the third gear is set.

  In this case, by the drive control (rotation control) of the first motor M1 by the controller 100, the rotation speed of the second drive gear 22 rotated by the driving force from the first motor M1 is the rotation speed of the output shaft 21 of the second motor M2. The first motor M1 is controlled so as to exceed. Thereby, since the second one-way clutch OW2 can be engaged, the rotation of the second drive gear 22 can be transmitted to the second output shaft 21 side.

  FIG. 8 is a diagram for explaining the setting of the reverse gear, where (a) is a skeleton diagram showing a power transmission path when the reverse gear is set, and (b) is a relationship between the vehicle speed V and the motor rotational speed R. It is a graph which shows. In order to set the reverse speed (Rvs), the sleeve 33 of the first switching mechanism L1 is engaged with the first main shaft S1 and the sleeve of the second switching mechanism L2 is output to the second output, as in the case of the first speed setting. Engage with the shaft 21 side. In this state, the first motor M1 is driven in reverse (reverse rotation). Thereby, the driving force due to the reverse rotation of the first motor M1 is transmitted from the first output shaft 11 to the first main shaft S1 connected by the first switching mechanism L1, and the first gear train G1 is transmitted from the first main shaft S1. To the countershaft CS. Here, since the ratio R1 of the first gear train G1 is set to 1.00, the driving force from the first motor M1 is transmitted to the output gear 31 side by 1.00 times. On the other hand, the 1st one way clutch OW1 is engaging because the 1st output shaft 11 reversely rotates. Therefore, the driving force due to the reverse rotation of the first motor M1 is transmitted from the first output shaft 11 to the first driving gear 12 via the first one-way clutch OW1, and from the first driving gear 12 to the first driving gear 12 via the intermediate gear 32. 2 is transmitted to the drive gear 22. However, since the second one-way clutch OW2 idles, transmission of power thereafter is interrupted. Therefore, the driving force WR transmitted to the output gear 21 side is WR = 1.00. This is the driving force transmitted to the driving wheel side of the vehicle when the reverse gear is set.

  As described above, according to the driving device 1 of the present embodiment, the first one-way clutch OW1 or the second one that is the junction where the driving force from the first motor M1 and the driving force from the second motor M2 merge. The other driving force that merges with the driving force from one of the first motor M1 and the second motor M2 by disposing the two driving gears 12, 22 having different gear ratios at a position before the one-way clutch OW2. The number of revolutions of was different. Thus, a differential rotation is provided between the rotation of the driving force from the first motor M1 and the rotation of the driving force from the second motor M2, and the timing at which each rotation reaches the upper limit is shifted. Therefore, the effective range of the rotation area of both the motors M1 and M2 can be used efficiently, and the shift timing can be prevented from overlapping, and a smooth and seamless shift can be realized.

  That is, the rotation from the first motor M1 is performed by making the number of teeth of the first drive gear 12 and the second drive gear 22 meshed with the intermediate gear 32 via the first and second switching mechanisms L1 and L2 different from each other. The number and the timing at which the rotational speed from the second motor M2 becomes the maximum rotational speed can be shifted, and the rotational speed region of the first and second motors M1 and M2 can be used in a wider range.

  In the drive device 1 described above, when the first output shaft 11 is engaged with the first drive gear 12 by the first switching mechanism L1, the rotation of the first drive gear 12 is rotated via the intermediate gear 32 to the second drive gear. 22 is transmitted. In this case, since the second one-way clutch OW2 is not engaged in a range where the rotation speed of the second drive gear 22 is lower than the rotation speed of the second output shaft 21, the drive force transmitted to the second drive gear 22 cannot be output. . Therefore, by controlling the first motor M1 so that the rotation speed of the second drive gear 22 exceeds the rotation of the second output shaft 21, the driving force from the second motor M2 and the driving force from the first motor M1 Can be output to the output unit 80. Similarly, when the second output shaft 21 is engaged with the second drive gear 22 by the second switching mechanism L2, the rotation of the second drive gear 22 is transmitted to the first drive gear 12 via the intermediate gear 32. In this case, since the first one-way clutch OW1 is not engaged in a range where the rotation speed of the first drive gear 12 is lower than the rotation speed of the first output shaft 11, the drive force transmitted to the first drive gear 12 cannot be output. . Therefore, the driving force from the first motor M1 and the driving force from the second motor M2 are controlled by controlling the second motor M2 so that the rotation speed of the first drive gear 12 exceeds the rotation speed of the first output shaft 11. Can be output to the output unit 80.

  The output unit 80 of the drive device 1 of the present embodiment includes a counter shaft CS arranged in parallel with the first main shaft S1 and the second main shaft S2, a first output gear 38 fixed to the counter shaft CS, A first gear train (first gear train) G1 including a first input gear 37 fixed to the first main shaft S1 and meshing with the first output gear 38, and a third output gear 48 fixed to the countershaft CS. And a third gear train (third gear train) G3 including a third input gear 47 fixed to the second main shaft S2 and meshing with the third output gear 48.

  The output unit 80 including the so-called parallel shaft type gear mechanism configured as described above can achieve a high transmission rate because the meshing resistance between the gears is very small. Therefore, it is possible to contribute to improving the fuel efficiency of the vehicle by improving the transmission efficiency of the driving force.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. In the description of the second embodiment and the corresponding drawings, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted below. Further, matters other than those described below and matters other than those illustrated are the same as those in the first embodiment. The same applies to the third and subsequent embodiments.

  FIG. 9 is a skeleton diagram showing a driving device 1-2 according to the second embodiment of the present invention. In the driving device 1-2 of the present embodiment, motors having different efficiency characteristics in the rotation region are used as the first and second motors M1-2 and M2-2. 10A and 10B are diagrams illustrating the characteristics of the first and second motors M1-2 and M2-2. FIG. 10A is a graph illustrating the characteristics of the first motor M1-2. FIG. 10B is a graph illustrating the characteristics of the second motor M2. It is a graph which shows the characteristic of -2. In the graph of the figure, the horizontal axis represents the motor rotation speed R, and the vertical axis represents the motor torque T. The shaded portion on each graph is a region where the motor efficiency is relatively high (high efficiency region). As described above, the first motor M1-2 uses a motor having such characteristics that high efficiency can be obtained in a relatively low rotation range, while the second motor M2-2 has high efficiency in a high rotation range. A motor having such characteristics is obtained.

  Further, in the driving device 1-2 of the present embodiment, the high efficiency regions of the first and second motors M1-2 and M2-2 are set by setting the ratio of the fourth gear train G4 to an appropriate ratio. It is set to be used actively. Specifically, in the fourth gear train G4, the ratio R41 ′ of the driving force transmitted from the first driving gear 12 to the second driving gear 22 via the intermediate gear 32 is set to R41 ′ = 0.50. The ratio R22 ′ of the driving force transmitted from the second driving gear 22 to the first driving gear 12 via the intermediate gear 32 is set to R22 ′ = 2.00. That is, the ratio is set to a lower value in the path from the first drive gear 12 to which the driving force of the first motor M1-2 of the low rotation type is transmitted to the second drive gear 22 through the intermediate gear 32. In order to obtain a greater speed increase. On the other hand, the ratio is set to a higher value in the path from the second drive gear 22 through which the driving force of the high-rotation type second motor M2-2 is transmitted to the first drive gear 12 via the intermediate gear 32. By doing so, a greater deceleration can be obtained.

  FIG. 11 is a graph showing the relationship between the vehicle speed V and the motor rotational speed R in the driving device 1-2 of the second embodiment. As shown in the figure, according to the driving device 1-2 of the present embodiment, the high efficiency region of the first motor M1-2 having high efficiency in the low rotation region and the second motor M2 having high efficiency in the high rotation region. High efficiency can be obtained in a wide rotation range from a low rotation range to a high rotation range by actively using the -2 high efficiency range.

  In the drive device 1-2 of the present embodiment, the number of teeth of the first drive gear 12 is set to be greater than the number of teeth of the second drive gear 22. And in the high rotation area | region where the rotation speed of 1st, 2nd motor M1, M2 is higher than predetermined rotation speed (1st rotation speed), the direction of 2nd motor M2 is more efficient than 1st motor M1. . Thereby, it is possible to positively use the high efficiency region of the second motor M2 having high efficiency in the high rotation region.

  Further, in the low rotation range where the rotation speeds of the first and second motors M1 and M2 are lower than other predetermined rotation speeds (second rotation speeds), the first motor M1 is higher than the second motor M2. Efficiency. Here, the other predetermined rotational speed (second rotational speed) is a rotational speed (first rotational speed> second rotational speed) lower than the predetermined rotational speed (first rotational speed). Thereby, it is possible to positively use the high efficiency region of the first motor M1 having high efficiency in the low rotation region.

[Third Embodiment]
Next, a third embodiment of the present invention will be described. FIG. 12 is a skeleton diagram showing a driving device 1-3 according to the third embodiment of the present invention. The drive device 1-3 of the present embodiment includes a first main shaft S1 instead of the first gear train G1 provided between the first main shaft S1 and the countershaft CS provided in the drive device 1 of the first embodiment. A stepped transmission U provided between the counter shafts CS is provided.

  The stepped transmission U is a low speed stage input gear (first input gear) 51 that is rotatably installed on the first main shaft S1 and a low speed stage output that is fixed on the counter shaft CS and meshes with the low speed stage input gear 51. A low-speed gear train (first gear train) G1 composed of a gear (first output gear) 52, a high-speed gear input gear (second input gear) 61 rotatably installed on the first main shaft S1, and a countershaft A high-speed gear train (second gear train) G2 including a high-speed gear output gear (second output gear) 62 fixed on the CS and meshing with the high-speed gear input gear 61; A third switching mechanism L3 having a sleeve 53 that is splined so as to be slidable along the axial direction with the high-speed stage input gear 61 is provided. The sleeve 53 of the third switching mechanism L3 is attached to an actuator (not shown) via a shift fork 56. When the actuator is energized and driven in the axial direction, the sleeve 53 moves from the neutral position to the left and right in the axial direction accordingly. When the sleeve 53 moves to one side in the axial direction (left side in the figure), the high speed stage input gear 61 and the first main shaft S1 are engaged, and the rotation of the first main shaft S1 is transmitted to the high speed stage input gear 61. Is done. Further, when the sleeve 53 moves to the other side in the axial direction (right side in the figure), the low speed stage input gear 51 and the first main shaft S1 are engaged, and the rotation of the first main shaft S1 is rotated. Is transmitted to.

  Here, in the low-speed gear train G1, the ratio RL of the driving force transmitted from the low-speed input gear 51 to the low-speed output gear 52 is set to RL = 1.00. The ratio RH of the driving force transmitted from the high speed stage input gear 61 to the high speed stage output gear 62 is set to RH = 0.50. In the drive device 1-3 of the present embodiment, the ratio R3 of the third gear train G3 provided between the second main shaft S2 and the countershaft CS is set to R3 = 0.75.

  Next, a description will be given of the shift speed set by the driving device 1-3 of the third embodiment and its switching. FIG. 13 is a diagram for explaining the setting of the first gear, (a) is a skeleton diagram showing a power transmission path at the time of setting the first gear, and (b) is a diagram showing the vehicle speed V and the motor rotation speed R. It is a graph which shows the relationship. As shown in FIG. 5A, in order to set the first speed (1st), the sleeve 33 of the first switching mechanism L1 is engaged with the first main shaft S1 and the sleeve 43 of the second switching mechanism L2 is engaged. Is engaged with the second output shaft 21 side. Further, the sleeve 53 of the third switching mechanism L3 is engaged with the low speed input gear 51 side. When the first motor M1 and the second motor M2 are driven in this state, the first one-way clutch OW1 is engaged and the second one-way clutch OW2 is not engaged (the second switching shaft L2 and the second output shaft 21 are not engaged). Drive gear 22 is integrated). Therefore, the driving force of the first motor M1 is transmitted to the first main shaft S1 connected by the first switching mechanism L1, and is countered from the first main shaft S1 via the low speed gear train G1 of the stepped transmission U. It is transmitted to the shaft CS. Here, since the ratio RL of the low speed gear train G1 is set to RL = 1.00, the driving force from the first motor M1 is transmitted to the output gear 31 side by 1.00 times. On the other hand, the driving force of the second motor M2 is transmitted from the second output shaft 21 to the second driving gear 22 via the second switching mechanism L2, and from the second driving gear 22 to the intermediate gear 32 of the fourth gear train G4. Via the first drive gear 12. Accordingly, the speed is reduced at the ratio R42 = 1.25 of the fourth gear train G4, and the torque is amplified 1.25 times and transmitted to the first drive gear 12. This driving force merges with the driving force of the first motor M1, is transmitted from the first driving gear 12 to the first main shaft S1 connected by the first switching mechanism L1, and is countered via the first gear train G1. It is transmitted to the shaft CS. As a result, the total driving force W1 transmitted to the output gear 31 on the countershaft CS is W1 = 1.00 + 1.25 = 2.25. This is the driving force transmitted to the driving wheel side of the vehicle when the first gear is set.

  To start shifting from the first speed (1st) to the second speed (2nd), although not shown, zero torque control (rotation control) is performed so that the torque of the second motor M2 becomes “0”. Do. When the torque is removed from the torque flow of the second motor M2, the sleeve 43 of the second switching mechanism L2 is moved to the neutral position, and the rotation speed of the second output shaft 21 is set to the rotation speed of the second main shaft S2. The second motor M2 is controlled so as to match, and the sleeve 43 of the second switching mechanism L2 is switched from the second output shaft 21 side to the second main shaft S2 side. During this time, the driving force transmitted from the second motor M2 to the output gear 31 becomes zero, but the driving force supplied from the first motor M1 to the output gear 31 prevents torque loss to the driving wheels during shifting. be able to. This completes preparation for shifting from the first gear to the second gear.

  14A and 14B are diagrams for explaining the setting of the second speed stage, where FIG. 14A is a skeleton diagram showing a power transmission path at the time of setting the second speed stage, and FIG. 14B is a diagram showing the vehicle speed V and the motor rotation speed R. It is a graph which shows the relationship. At the time of setting the second speed (2nd), the flow of the driving force from the first motor M1 is the same as that at the setting of the first speed, but the driving force from the second motor M2 is changed from the second output shaft 21 to the second speed. 2 is transmitted to the second main shaft S2 connected by the switching mechanism L2, and is transmitted from the second main shaft S2 to the counter shaft CS via the third gear train G3. Here, since the ratio R3 of the third gear train G3 is set to 0.75, the driving force from the second motor M2 is accelerated and transmitted with a torque reduction of 0.75 times. The This driving force merges with the driving force of the first motor M1 and is transmitted to the output gear 31 on the countershaft CS. As a result, the total driving force W2 transmitted to the output gear 31 on the countershaft CS is W2 = 1.00 + 0.75 = 1.75. This is the driving force transmitted to the driving wheel side of the vehicle when setting the second gear.

  To start shifting from the second speed (2nd) to the third speed (3rd), although not shown, zero torque control (rotation control) is performed so that the torque of the first motor M1 becomes “0”. Do. When the torque is removed from the torque flow of the first motor M1, the sleeve 53 of the third switching mechanism L3 is moved to the neutral position, and the rotation speed of the first output shaft 11 is changed to the rotation speed of the high-speed input gear 61. The first motor M1 is controlled so as to match, and the sleeve 53 of the third switching mechanism L3 is switched from the low speed stage input gear 51 side to the high speed stage input gear 61 side. During this time, the driving force transmitted from the first motor M1 to the output gear 31 becomes zero, but the driving force supplied from the second motor M2 to the output gear 31 prevents torque loss to the driving wheels during shifting. be able to. Thus, preparation for shifting from the second gear to the third gear is completed.

  15A and 15B are diagrams for explaining the setting of the third speed stage, where FIG. 15A is a skeleton diagram showing a power transmission path at the time of setting the third speed stage, and FIG. 15B is a diagram showing the vehicle speed V and the motor rotation speed R. It is a graph which shows the relationship. At the time of setting the third speed (3rd), the flow of the driving force from the second motor M2 is the same as that at the setting of the second speed, but the driving force from the first motor M1 is changed from the first output shaft 11 to the first speed. 1 is transmitted to the first main shaft S1 via the switching mechanism L1, and is transmitted from the first main shaft S1 to the countershaft CS via the high-speed gear train G2 of the stepped transmission U. Here, since the ratio RH of the high-speed gear train G2 is set to RH = 0.50, the driving force from the first motor M1 is transmitted to the output gear 31 side by 0.50 times. As a result, the total driving force W3 transmitted to the output gear 31 on the countershaft CS becomes W3 = 0.50 + 0.75 = 1.25. This is the driving force transmitted to the driving wheel side of the vehicle when the third gear is set.

  To start the shift from the third speed (3rd) to the fourth speed (4th), although not shown, zero torque control (rotation control) is performed so that the torque of the second motor M2 becomes “0”. Do. When the torque is removed from the torque flow of the second motor M2, the sleeve of the second switching mechanism L2 is switched from the second main shaft S2 side to the second output shaft 21 side. During this time, the driving force transmitted from the second motor M2 to the output gear 31 side becomes zero, but the driving force transmitted from the first motor M1 to the output gear 31 side eliminates torque loss to the driving wheel during the shift. Can be prevented. Thus, preparation for shifting from the third speed to the fourth speed is completed.

  FIG. 16 is a diagram for explaining the setting of the fourth speed stage, (a) is a skeleton diagram showing a power transmission path at the time of setting the fourth speed stage, and (b) is a diagram showing the vehicle speed V and the motor rotational speed R. It is a graph which shows the relationship. At the time of setting the fourth speed (4th), the flow of the driving force from the first motor M1 is the same as that at the setting of the third speed, but the driving force from the second motor M2 is changed from the second output shaft 21 to the second speed. It is transmitted to the second drive gear 22 via the second switching mechanism L2, and is transmitted from the second drive gear 22 to the first drive gear 12 via the intermediate gear 32 of the fourth gear train G4. Accordingly, the speed is reduced at the ratio R42 = 1.25 of the fourth gear train G4, and the torque is amplified 1.25 times and transmitted to the first drive gear 12. This driving force merges with the driving force of the first motor M1, and is transmitted from the first output shaft 11 to the first main shaft S1 connected by the first switching mechanism L1, so that the high-speed gear of the stepped transmission U is transmitted. It is transmitted to the countershaft CS via the row G2. As a result, the total driving force W4 transmitted to the output gear 31 on the countershaft CS becomes W4 = 0.50 + 0.625 = 1.125. This is the driving force transmitted to the driving wheel side of the vehicle when the fourth gear is set.

  In the driving device 1-3 of the present embodiment, a stepped transmission U that can be set by switching between the low speed gear train G1 and the high speed gear train G2 is provided between the first main shaft S1 and the counter shaft CS. Thus, it is possible to configure a speed change mechanism having a larger number of speed stages. Therefore, it is possible to widen the entire ratio of the driving device 1-3. That is, by providing the stepped transmission U, it is possible to configure a speed change mechanism having a larger number of speed stages, and thus it is possible to achieve a further wide ratio.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described. FIG. 17 is a skeleton diagram showing a driving device 1-4 according to the fourth embodiment of the present invention. The drive device 1-4 according to the present embodiment includes a second main shaft S2 instead of the third gear train G3 provided between the second main shaft S2 and the countershaft CS provided in the drive device 1 according to the first embodiment. A planetary gear mechanism PG provided between the counter shafts CS is provided.

  The planetary gear mechanism PG is connected to a sun gear SG provided on the countershaft CS, a planetary carrier PC to which rotation of the drive gear 71 on the second main shaft S2 is transmitted, and a casing (fixed member) 70 of the transmission mechanism T. Three elements with a fixed ring gear RG are provided.

  In the drive device 1-4 of the present embodiment, in the fourth gear train G4, the ratio R21 of the drive force transmitted from the first drive gear 12 to the second drive gear 22 via the intermediate gear 32 is R21 = The ratio R22 of driving force transmitted from the second driving gear 22 to the first driving gear 12 via the intermediate gear 32 is set to R22 = 0.50.

  Since the setting of each gear position by the drive device 1 of this embodiment is the same as that of the drive device 1 of 1st Embodiment, the detailed description is abbreviate | omitted here.

  According to the drive device 1-4 of the present embodiment, by providing the planetary gear mechanism PG in the output unit 80, a drive device that can transmit a large torque using the planetary gear mechanism PG can be realized. In addition, the planetary gear mechanism PG is relatively free from problems such as wear of internal mechanisms and chipping of gears, so that it is possible to configure a drive device having excellent durability.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Is possible. For example, the specific numerical values of the ratio (gear ratio) of each gear train (gear train) shown in the above embodiment are merely examples, and may be values other than those shown in the above embodiment. Moreover, the setting of the shift speed set by the drive device is also an example, and may be the number of shift speeds other than the above. Moreover, the drive source with which the drive device concerning this invention is provided is not restricted to the motor (electric motor) shown in the said embodiment, if it is a drive source which can control rotation speed, Other drive sources may be sufficient.

1-1-4 Drive device 11 1st output shaft (output shaft of 1st drive source)
12 First drive gear (first drive gear)
21 Second output shaft (output shaft of second drive source)
22 Second drive gear (second drive gear)
31 Output gear (output gear)
32 Intermediate gear (intermediate gear)
33 Sleeve 36 Shift fork 37 First input gear (first input gear)
38 1st output gear (1st output gear)
43 Sleeve 46 Shift fork 47 Third input gear (third input gear)
48 3rd output gear (3rd output gear)
51 Low speed input gear (first input gear)
52 Low-speed gear (first output gear)
53 Sleeve 56 Shift fork 61 High-speed input gear (second input gear)
62 High-speed gear (second output gear)
70 Casing 71 Drive gear 80 Output unit 100 Controller (control means)
CS counter shaft G1 first gear train (first gear train)
G1 Low speed gear train (first gear train)
G2 High-speed gear train (second gear train)
G3 3rd gear train (3rd gear train)
G4 4th gear train (4th gear train)
L1 1st switching mechanism L2 2nd switching mechanism L3 3rd switching mechanism M1 1st motor (1st drive source)
M2 second motor (second drive source)
OW1 First one-way clutch OW2 Second one-way clutch PG Planetary gear mechanism S1 First main shaft S2 Second main shaft T Transmission mechanism U Stepped transmission

Claims (7)

In a vehicle drive device comprising: a first drive source; a second drive source; and a transmission mechanism that shifts and outputs at least one of the first drive source and the second drive source.
The transmission mechanism is
A first drive gear and a first main shaft that can be selectively coupled to the output shaft of the first drive source by a first switching mechanism;
A second drive gear and a second main shaft that can be selectively coupled to the output shaft of the second drive source by a second switching mechanism;
An intermediate gear meshing with each of the first drive gear and the second drive gear;
It is arranged between the output shaft of the first drive source and the first drive gear, and engages when the rotation speed of the first drive gear exceeds the rotation speed of the output shaft of the first drive source. A first one-way clutch;
It is disposed between the output shaft of the second drive source and the second drive gear, and engages when the rotation speed of the second drive gear exceeds the rotation speed of the output shaft of the second drive source. A second one-way clutch;
An output portion to which a driving force is transmitted from at least one of the first main shaft and the second main shaft;
The vehicle drive device characterized in that the number of teeth of the first drive gear is set to a number of teeth different from the number of teeth of the second drive gear. The first drive source and the second drive source are both electric motors,
Control means for controlling the first and second drive sources;
The control means includes
When the output shaft of the first drive source is engaged with the first drive gear by the first switching mechanism, the rotation of the second drive gear exceeds the rotation of the output shaft of the second drive source. One drive source is controlled,
When the output shaft of the second drive source is coupled to the second drive gear by the second switching mechanism, the rotational speed of the first drive gear exceeds the rotational speed of the output shaft of the first drive source. The vehicle drive device according to claim 1, wherein the second drive source is controlled. The output unit is
A countershaft arranged in parallel with the first main shaft and the second main shaft;
A first gear train comprising a first output gear fixed to the countershaft, and a first input gear fixed to the first main shaft and meshing with the first output gear;
And a third gear train comprising a third output gear fixed to the countershaft and a third input gear fixed to the second main shaft and meshing with the third output gear. The transmission according to claim 1 or 2. The output unit is
A countershaft arranged in parallel with the first main shaft and the second main shaft;
A first gear train comprising a first output gear fixed to the countershaft, and a first input gear that is rotatably mounted on the first main shaft and meshes with the first output gear;
A second gear train composed of a second output gear fixed to the countershaft, and a second input gear rotatably mounted on the first main shaft and meshing with the second output gear;
A third switching mechanism for selectively engaging the first input gear and the second input gear with respect to the first main shaft;
A third gear train comprising a third input gear fixed to the second main shaft and a third output gear fixed to the countershaft and meshing with the third input gear;
The transmission according to claim 1 or 2, wherein gear ratios of the first gear train and the second gear train are set to different gear ratios. The output unit is
A first element driven by rotation of the second main shaft;
A second element driven by rotation of the first main shaft;
The transmission according to claim 1, further comprising a planetary gear mechanism having a third element fixed to the member on the fixed side. In the region where the rotation speed of the first and second drive sources is higher than the first rotation speed, the second drive source is more efficient than the first drive source,
The transmission according to any one of claims 1 to 5, wherein the number of teeth of the first drive gear is set to be greater than the number of teeth of the second drive gear. In the region where the rotation speed of the first and second drive sources is lower than the second rotation speed, the first drive source is more efficient than the second drive source,
The transmission according to claim 6, wherein the second rotation speed is set to be lower than the first rotation speed.

Images