JP2019037043A - Driving device of vehicle - Google Patents

Abstract

To provide a driving device of a vehicle capable of miniaturization and weight reduction of the device while achieving a high efficiency of an electric motor.SOLUTION: A driving device of a vehicle includes a first electric motor M1 and a second electric motor M2, and a planetary gear mechanism PG in which a first rotation element S, a second rotation element C and a third rotation element R are aligned in this order on a collinear diagram, where the first rotation element S is connected to a rotary shaft L1 of the first electric motor M1, the second rotary element C is connected to a rotary shaft L2 of the second electric motor M2, and the third rotary element R is connected to an output shaft OS for transmitting power to a driving wheel of the vehicle.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle drive device that includes two electric motors, a first electric motor and a second electric motor, and a planetary gear mechanism to which the two electric motors are connected.

  Conventionally, for example, as shown in Patent Document 1, two electric motors functioning as a drive source for a vehicle, a rotary shaft of the two electric motors, and an output shaft that transmits power to a drive wheel of the vehicle are connected to each rotary element. There is a vehicle drive device including a planetary gear mechanism (differential mechanism).

  In the drive device described in Patent Document 1, an electric motor is connected to each of the rotating elements on both outer sides of the collinear diagram of a set of planetary gear mechanisms, and the rotating element disposed between them is an output shaft of the vehicle. It is connected to the. However, in this configuration, the rotational speed of the rotating element connected to at least one of the electric motors is higher than the rotational speed of the rotating element connected to the output shaft. For this reason, when the rotational speed of the output shaft becomes very high, the motor becomes excessively high in rotation, which may cause deterioration of the efficiency of the motor.

  In addition, motors that can be used as a drive source for vehicles use a type of motor in which a permanent magnet is used for the rotor (permanent magnet motor: a motor with a magnet) and a permanent magnet for the rotor. There is no type of motor (induction motor: motor without magnet). In general, a motor with a magnet has a relatively high efficiency in a low rotation region, and has a characteristic in which the iron loss increases and the efficiency deteriorates in a high rotation region. In addition, the motor without magnets has low iron loss and high efficiency in the high rotation range, while in the low rotation range it is necessary to flow a large current to output a large torque. Have

  Therefore, in an electric vehicle (EV) having only one motor as a drive source, if the motor is a low-rotation high-torque output type as a motor with a magnet, the iron loss increases in the high-rotation region and the efficiency deteriorates. . On the other hand, if the motor is a high-rotation low-torque type as a motor without a magnet, the copper loss increases in the low-rotation region and the efficiency deteriorates. In addition, motors without magnets are characterized by low iron loss and high efficiency in the high rotation range, but the torque that can be output under the same physique and voltage conditions is small compared to motors with magnets. If torque can be output, there is a problem that the motor itself is increased in size.

  In view of the above points, there is a need for a vehicle drive device that can reduce the size and weight of the device while realizing high efficiency of the electric motor.

JP 2004-242498 A

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle drive device that can reduce the size and weight of the device while realizing high efficiency of the electric motor. is there.

  In order to achieve the above object, a vehicle drive apparatus according to the present invention includes a first electric motor (M1), a second electric motor (M2), a first rotating element (S), a second rotating element (C), and a third electric motor. A planetary gear mechanism (PG) in which a rotating element (R) is arranged in this order on a nomographic chart, wherein the first rotating element (S) is a rotation of the first electric motor (M1). Connected to the shaft (L1), the second rotating element (C) is connected to the rotating shaft (L2) of the second electric motor (M2), and the third rotating element (R) is connected to the drive wheels (W) of the vehicle. It is connected to an output shaft (OS) for transmitting power.

  According to the vehicle drive device of the present invention, an output shaft is provided with a configuration in which the output shaft is connected to the third rotating element arranged on the outer side of the alignment chart among the three rotating elements of the planetary gear mechanism. Even when the rotation speed of the third rotating element to which the shaft is connected becomes high, the rotation speed of the first rotating element to which the first motor is connected and the rotation speed of the second rotating element to which the second motor is connected are It can avoid becoming higher than the rotation speed of the three-rotation element. Therefore, it can prevent that a 1st motor and a 2nd motor become excessively high rotation, and can suppress the fall of the efficiency of a 1st motor and a 2nd motor.

  Further, according to the vehicle drive device of the present invention, when the distance between the first rotating element and the second rotating element on the nomograph is long, the torque output to the output shaft when the vehicle starts is relatively Therefore, it is easy to obtain a high torque. On the other hand, when the distance between the first rotating element and the second rotating element on the nomographic chart is short, it is easy to keep the rotational speed of the first motor low, so that the efficiency of the motor can be increased.

  The first electric motor (M1) is an electric motor including a permanent magnet in at least one of the rotor and the stator, and the second electric motor (M2) is an electric motor including no permanent magnet in either the rotor or the stator. It may be.

  According to this configuration, a so-called magnet-equipped motor is connected to the first rotating element that is a rotating element far from the third rotating element to which the output shaft is connected on the nomograph, so that there is a magnet when the vehicle starts. As a driving force (torque) output to the output shaft by driving the electric motor, a relatively large driving force (torque) can be easily obtained.

  In addition, a so-called magnet-equipped motor having a wide range of motor efficiency is connected to an outer rotating element on the alignment chart of the planetary gear mechanism, so that the motor efficiency of the entire drive device can be increased.

  Considering the configuration of the first motor used when the vehicle is traveling at a low speed and the second motor used only when the vehicle is running at a high speed, a so-called magnet-less motor can be used for the second motor that is used less frequently. Costs can be reduced.

  Further, in this vehicle drive device, the second rotating element is allowed to rotate in the forward rotation direction of the second rotating element and can be locked in the reverse rotation direction (OWC). May be connected.

  According to this configuration, when the vehicle is traveling at a low speed, the rotation of the second rotating element is locked by the locking mechanism, so that the vehicle is driven by the driving force of only the first motor connected to the first rotating element. Can be run. In addition, when the vehicle is traveling at a high speed, the rotation of the second rotation element is allowed, so that it is connected to the second rotation element in addition to the driving force of the first motor connected to the first rotation element. It becomes possible to drive the vehicle using the driving force of the second electric motor.

  In this case, the locking mechanism may be a one-way clutch (OWC).

  By using a one-way clutch as the locking mechanism, it is possible to lock the rotation of one of the first rotating elements without using the electronic control mechanism or the power of another power source. It is possible to simplify the configuration of the device, reduce the weight, and reduce the cost.

  In this vehicle drive device, the planetary gear mechanism is a single pinion type planetary gear mechanism, the first rotating element is the sun gear (S), the second rotating element is the carrier (C), The rotating element may be a ring gear (R). Alternatively, the first rotating element may be a ring gear (R), the second rotating element may be a carrier (C), and the third rotating element may be a sun gear (S).

In the single pinion type planetary gear mechanism, the distance from the middle second rotating element to the first rotating element and the third rotating element on both sides of the three rotating elements on the collinear diagram is unequal. It becomes a configuration. With such an unequal arrangement, on the collinear diagram, the lever ratio between the first rotating element connected to the first electric motor that generates the driving force when the vehicle starts and the third rotating element connected to the output shaft. It becomes possible to take large. Accordingly, it is possible to easily generate a large driving force (torque) from the start of the vehicle while keeping the size of the first electric motor connected to the first rotating element small.
In addition, the code | symbol in said parenthesis shows the drawing reference number of the corresponding component in embodiment mentioned later for reference.

  According to the vehicle drive device of the present invention, it is possible to reduce the size and weight of the device while realizing high efficiency of the electric motor.

It is a block diagram which shows the internal structure of the vehicle provided with the drive device which concerns on one Embodiment of this invention. It is a skeleton figure which shows the structure of the drive device of 1st embodiment. It is a collinear diagram (speed diagram) of each rotation element of the planetary gear mechanism with which the drive device of the first embodiment is provided. It is a table | surface which shows the operation state of the 1st motor and the 2nd motor in each driving | running | working state, and the engagement state of a one-way clutch. It is a collinear diagram which shows the speed relationship of each rotation element of the planetary gear mechanism in each traveling state. It is a skeleton figure which shows the structure of the drive device of 2nd embodiment. It is a collinear diagram of each rotation element of the planetary gear mechanism with which the drive device of the second embodiment is provided.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
[First embodiment]
FIG. 1 is a block diagram showing an internal configuration of a vehicle according to an embodiment of the present invention. The vehicle 1 in the present embodiment is an electric vehicle including a driving device 10 having a first motor (first electric motor) M1 and a second motor (second electric motor) M2 as a driving source (power source). The power generated from the drive device 10 is transmitted to the drive wheels W of the vehicle 1.

  The vehicle 1 includes a battery (power storage device) 11 capable of transferring power between the first motor M1 and the second motor M2. The battery 11 stores the power generated by the first motor M1 and the second motor M2, and supplies the stored power to the first motor M1 and the second motor M2.

  The first motor M1 and the second motor M2 function as both an electric motor (traction motor) and a generator (generator). When the first motor M <b> 1 and the second motor M <b> 2 function as electric motors, power for running the vehicle 1 is generated using the electric energy of the battery 11. On the other hand, when the first motor M <b> 1 and the second motor M <b> 2 function as generators, electric power is generated by regeneration when the vehicle 1 is decelerated, and the generated electric power is stored in the battery 11.

  The vehicle 1 includes a controller 15 that is a control device for controlling each unit such as the drive device 10. The controller 15 can be configured by an ECU (Electronic Control Unit) or the like. The controller 15 performs control using both the first motor M1 and the second motor M2 of the drive device 10 as a power source according to various operating conditions of the vehicle 1, or any of the first motor M1 and the second motor M2. Control is performed using only one of these as a power source, or control is performed for regeneration using at least one of the first motor M1 and the second motor M2.

  Therefore, the controller 15 includes a signal from the vehicle speed sensor S1 that detects the vehicle speed, a signal from the accelerator opening sensor S2 that detects the accelerator opening of an accelerator pedal (not shown) operated by the driver of the vehicle 1, and the driver. A signal from the shift position sensor S3 that detects the travel range of the vehicle 1 selected by the shift position by the shift operation, and a brake sensor S4 that detects whether or not a foot brake (braking mechanism) (not shown) operated by the driver is activated. And a signal related to the remaining capacity of the battery 11 from the remaining capacity sensor S5 for detecting the remaining capacity (SOC) of the battery 11 and the like. The above-mentioned traveling range is, for example, a traveling range similar to that of a general transmission mounted on the vehicle 1. In addition to the D range where the vehicle 1 can start, the P range and N range for stopping, and the reverse range are used. R range, etc. can be included. In addition, in addition to said D range, when there are driving ranges, such as 1 range and 2 ranges, the driving ranges which can start the vehicle 1 here also include those driving ranges. The controller 15 also receives a detection signal from the steering angle sensor S6 that detects the steering angle of the steering wheel, a signal related to information on the inclination angle from the inclination angle sensor S7 that detects the inclination of the vehicle 1, and the acceleration / deceleration of the vehicle 1. A signal related to acceleration / deceleration information from the acceleration / deceleration sensor S8 to be detected is also input.

  The controller 15 determines the current driving state (traveling state) of the vehicle 1 based on the above various input signals, and calculates the required driving force (target driving force) corresponding to the driving state. The controller 15 performs output control of the driving device 10 so as to realize this required driving force.

  FIG. 2 is a skeleton diagram showing the configuration of the driving device 10. FIG. 3 is a collinear diagram (velocity diagram) of each rotating element of the driving device 10. The drive device 10 includes a sun gear (first rotating element) S, a carrier (second rotating element) C, and a ring gear (third rotating element) R, and the rotational speeds of the sun gear S, the carrier C, and the ring gear R are collinear. In the figure, a planetary gear mechanism PG configured to satisfy a collinear relationship arranged in a straight line in this order is provided. The planetary gear mechanism PG is a single pinion type planetary gear mechanism. The sun gear S of the planetary gear mechanism PG is connected to the rotation shaft L1 of the first motor M1, the carrier (planetary carrier) C is connected to the rotation shaft L2 of the second motor M2, and the ring gear R is connected to the vehicle 1 It is connected to an output shaft OS that transmits power to the drive wheels W. Further, a one-way clutch (locking mechanism) OWC capable of preventing the rotation of the carrier C is connected to the carrier C of the planetary gear mechanism PG (the rotation shaft L2 of the second motor M2). The one-way clutch OWC is configured to allow only forward rotation of the carrier C and the rotation shaft L2 and prevent reverse rotation.

  The ring gear R is connected to a final reduction drive gear G1 that meshes with a final reduction driven gear G2 of the differential mechanism DF. Therefore, the rotation (driving force) of the ring gear R is transmitted to the differential mechanism DF via the final reduction drive gear G1 and the final reduction driven gear G2, and is connected to the drive wheels W (see FIG. 1) of the vehicle 1 from the differential mechanism DF. It is transmitted to the output shaft OS.

  The first motor M1 is a permanent magnet type motor (so-called magnet motor: IPM motor) having a permanent magnet in its rotor (rotor), and the second motor M2 has a permanent magnet in its rotor (rotor). Induction motor (so-called magnetless motor: IM motor).

  FIG. 4 is a list showing the relationship between each running state of the vehicle 1, the operating state (ON / OFF) of the first motor M1 and the second motor M2, and the engaged state (LOCK / FREE) of the one-way clutch OWC. . FIG. 5 is a collinear diagram showing the speed relationship of each element of the planetary gear mechanism PG in each traveling state. Note that the arrows shown in the collinear diagram of FIG. 5 indicate the torque applied to each element, and the upward direction in the figure is a positive torque and the downward direction is a negative torque.

  As shown in FIG. 4, when the vehicle 1 is traveling forward at a low vehicle speed (including when starting), the first motor M1 is turned on (reverse drive), and the second motor M2 is turned off (stopped). As a result, as shown in FIG. 5A, the rotation by the power of the first motor M1 is transmitted to the sun gear S and input to the planetary gear mechanism PG. The rotation (power) input to the planetary gear mechanism PG is transmitted from the ring gear R to the drive wheels W of the vehicle 1 via the output shaft OS. At this time, the carrier C of the planetary gear mechanism PG and the rotation shaft L2 of the second motor M2 try to rotate in the reverse direction, but the rotation in this direction is blocked by the one-way clutch OWC. Accordingly, the carrier C of the planetary gear mechanism PG and the rotation shaft L2 of the second motor M2 are in the locked (LOCK) state. Thereby, the vehicle 1 starts only with the driving force of the first motor M1.

  When traveling forward at a high vehicle speed, the first motor M1 is turned on (reverse drive) and the second motor M2 is turned on (forward drive) as in the case of a low vehicle speed. At this time, the carrier C of the planetary gear mechanism PG and the rotation shaft L2 of the second motor M2 rotate in the forward rotation direction, so that the one-way clutch OWC is in a rotation allowed (FREE) state. Therefore, during forward traveling at a high vehicle speed, the vehicle 1 travels with a driving force that is a combination of the driving force of the first motor M1 and the driving force of the second motor M2.

  At the time of forward movement and regeneration at a low vehicle speed (during deceleration), power supply to the first motor M1 is stopped and power supply to the second motor M2 is stopped. In this state, torque is input from the drive wheel W to the ring gear R of the planetary gear mechanism PG via the output shaft OS. When this torque is input to the first motor M1, braking and regeneration are performed by the first motor M1. At this time, the one-way clutch OWC is in a rotation-blocking state (LOCK) because the rotation axis L2 of the carrier C and the second motor M2 tries to rotate in the reverse direction. Thus, when the vehicle 1 moves forward and at regeneration at low vehicle speed (during deceleration), braking or regeneration is performed by the first motor M1.

  When the vehicle is moving forward and regenerating at a high vehicle speed (deceleration), the power supply to the first motor M1 is stopped and the power supply to the second motor M2 is stopped. In this state, torque is input from the drive wheel W to the ring gear R of the planetary gear mechanism PG via the output shaft OS. When this torque is input to the first motor M1 and the second motor M2, braking and regeneration are performed by the first motor M1 and the second motor M2. At this time, the carrier C and the rotation shaft L2 of the second motor M2 rotate in the forward rotation direction, so that the one-way clutch OWC enters a rotation allowed state (FREE). Thus, when the vehicle 1 moves forward and at regeneration at high vehicle speed (deceleration), braking or regeneration is performed by the first motor M1 and the second motor M2.

  When the vehicle 1 moves backward, the first motor M1 is turned on (forward rotation drive), and the second motor M2 is turned on (forward rotation drive). At this time, control is performed so that the torque generated by the first motor M1 is balanced with the torque generated by the second motor M2. Further, the second motor M2 is controlled so that the rotational speed is close to zero. As a result, as shown in FIG. 5 (e), the reverse rotation power is output from the ring gear R of the planetary gear mechanism PG to the output shaft OS and transmitted to the drive wheels W of the vehicle 1. Thereby, the vehicle 1 can be moved backward.

  During regeneration (during deceleration) during reverse travel, the power supply to the second motor M2 is stopped while the output shaft OS and the ring gear R rotate in the reverse direction and the vehicle is moving backward. In this state, torque is input from the drive wheel W to the ring gear R of the planetary gear mechanism PG via the output shaft OS. When this torque is input to the first motor M1, braking and regeneration are performed by the first motor M1. At this time, the one-way clutch OWC is in a rotation-blocking state (LOCK) because the rotation axis L2 of the carrier C and the second motor M2 tries to rotate in the reverse direction. Thus, during regeneration (during deceleration) when the vehicle 1 moves backward, braking or regeneration is performed by the first motor M1.

  The drive device 10 according to the present embodiment includes a configuration in which the output shaft OS is connected to a ring gear (third rotation element) R disposed on the outer side of the collinear diagram of the planetary gear mechanism PG, thereby rotating the ring gear R. Even when the number increases, the rotation speed of the sun gear (first rotation element) S to which the first motor M1 is connected and the rotation speed of the carrier (second rotation element) C to which the second motor M2 is connected are the ring gear. It can be avoided that the rotational speed exceeds R. Therefore, since it can prevent that the 1st motor M1 and the 2nd motor M2 become excessive high rotation, the fall of the efficiency of these 1st motor M1 and the 2nd motor M2 can be suppressed.

  Further, according to the vehicle drive device 10 of the present embodiment, the sun gear (first rotation element) S that is a rotation element far from the ring gear (third rotation element) R to which the output shaft OS is connected on the collinear diagram. By connecting the first motor M1, which is a so-called motor with a magnet, a relatively large torque can be easily generated as the driving force (torque) output to the output shaft OS by driving the first motor M1 when the vehicle starts. It becomes the structure which can be obtained.

  Further, the first motor M1, which is a so-called magnet motor with a wide range of motor efficiency, is connected to the sun gear S which is an outer rotating element on the alignment chart of the planetary gear mechanism PG, so that Electric motor efficiency can be increased.

  Considering the configuration of the first motor M1 that is used when the vehicle 1 is traveling at a low speed and the second motor M2 that is used only when the vehicle 1 is at a high speed, a so-called magnetless motor can be used for the second motor M2 that is used less frequently. Thus, the cost of the driving device 10 can be reduced.

  Further, in the driving device 10 of the present embodiment, a power interrupting mechanism (locking mechanism) capable of interrupting transmission power to the carrier C of the planetary gear mechanism PG to which the second motor M2 which is a magnetless motor is connected is provided. This intermittent mechanism is a one-way clutch configured to prevent (lock) rotation in the direction opposite to the rotation direction (direction) of the rotation shaft L2 and the carrier C during forward rotation of the second motor M2. OWC.

  The first motor M1, which is a motor with a magnet, has a maximum efficiency point in a low rotation region to a medium rotation region. Therefore, the efficiency is relatively good in the low-rotation region to the medium-rotation region, but the efficiency decreases in the high-rotation region. On the other hand, the second motor M2, which is a magnetless motor, has the highest efficiency point from the middle rotation region to the high rotation region. Therefore, the efficiency is relatively good in the middle rotation region to the high rotation region, but the efficiency is lowered in the low rotation region. When the vehicle 1 travels in a low vehicle speed range, the drive device 10 is required to have a low rotation and a high load. If the second motor M2 is set to be driven in such a low vehicle speed range, the second motor M2 may be increased in size and efficiency may be reduced. Therefore, in the low vehicle speed range, it is better to stop the second motor M2 as much as possible and run the vehicle 1 only with the driving force of the first motor M1. In order to realize this, the driving device 10 of the present embodiment is provided with the one-way clutch OWC that is the power interrupting mechanism (locking mechanism) so that the second motor M2 is locked at zero rotation. Further, in order to prevent an increase in size and weight of the drive device 10 due to a complicated configuration of the power interrupting mechanism (locking mechanism), it is a mechanism capable of switching power intermittently instead of actively. A one-way clutch OWC is used.

  As described above, according to the driving device 10 of the present embodiment, in the single pinion type planetary gear mechanism PG, the carrier (second rotating element) C arranged in the middle of the collinear diagram among the three rotating elements. Is connected to the rotation shaft L2 of the second motor M2 which is a motor without a magnet, and is connected to the rotation shaft L1 of the first motor M1 which is a motor with a magnet to a sun gear (first rotation element) S arranged on the outer side. The output shaft OS connected to the drive wheel W is connected to a ring gear (third rotation element) R disposed on the other outer side.

  Accordingly, two motors having different characteristics, in particular, a first motor M1 that is a motor with a magnet that is efficient in a low rotation region to a middle rotation region, and a second motor M2 that is a motor without a magnet that is efficient in a high rotation region, In combination with the required output of the output shaft OS connected to the ring gear R, the power obtained by operating each of the two motors having different characteristics at an efficient operating point is output. Will be able to. Therefore, the drive device 10 can operate the first motor M1 and the second motor M2 with high efficiency in a wider rotation range from the low rotation range to the high rotation range.

  Further, the planetary gear mechanism PG provided in the driving device 10 of the present embodiment is a single pinion type planetary gear mechanism. Since the single pinion type planetary gear mechanism requires fewer parts than the double pinion type planetary gear mechanism, the drive device 10 can be reduced in size, weight, durability, and reliability. It becomes possible. Further, since the number of meshing parts (number of meshing parts) is small, power transmission efficiency is also good.

  Further, in the driving device 10 of the present embodiment, an interrupting mechanism (locking mechanism) is provided that can switch the power transmission / reception by allowing the rotation of the carrier C to which the second motor M2 is connected to be locked. ing.

  In the power transmission from the second motor M2 which is a magnetless motor, the power in the forward rotation direction of the rotation shaft L2 of the second motor M2 is transmitted, and the power in the reverse rotation direction is locked. Thereby, in the low vehicle speed high torque area | region, the torque requested | required of the 2nd motor M2 can be set small by stopping the 2nd motor M2 which is a motor without a magnet. Therefore, the second motor M2 can be downsized.

  Further, a one-way clutch OWC configured to prevent (lock) the rotation of the carrier C when the second motor M2 is driven to rotate forward is employed as the intermittent mechanism. According to this configuration, the rotation of one of the carriers C can be locked without using the power of another power source, so that the configuration of the drive device 10 can be simplified and reduced in weight. .

[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. In addition, matters other than those described below are the same as those in the first embodiment.

  FIG. 6 is a diagram showing a driving device 10-2 according to the second embodiment of the present invention. FIG. 7 is a collinear diagram of each rotating element of the planetary gear mechanism PG included in the driving device 10-2. In the drive device 10 of the first embodiment shown in FIG. 2, the first motor M1 that is a motor with a magnet is connected to the sun gear S of the planetary gear mechanism PG, and the second motor M2 that is a motor without a magnet is connected to the carrier C. In contrast to the output shaft OS connected to the ring gear R, in the drive device 10-2 of the present embodiment, the output shaft OS is connected to the sun gear S of the planetary gear mechanism PG, and the carrier C is a motor without a magnet. A certain second motor M2 is connected, and a first motor M1 that is a motor with magnet is connected to the ring gear R.

  In the drive device 10 of the first embodiment shown in FIG. 2, the first motor M1 and the second motor M2 are arranged on different sides in the axial direction of the rotation shafts L1 and L2 with respect to the planetary gear mechanism PG (that is, the first motor M1). Whereas the motor M1 is arranged on the left side of the figure and the second motor M2 is arranged on the right side of the figure, the driving device 10-2 of the second embodiment shown in FIG. The second motors M2 are arranged on the same side with respect to the planetary gear mechanism PG in the axial direction. Further, the first motor M1 and the second motor M2 are arranged on the inner diameter side and the outer diameter side at the same position in the axial direction (arranged concentrically).

  The configuration of the first motor M1 and the second motor M2 included in the driving device 10-2 of the present embodiment will be described in more detail. The second motor M2 is a rotor (on a rotating shaft L2 connected to the carrier C). (Rotor) 41 and an annular stator 42 provided at a position surrounding the outer periphery of the rotor 41 and fixed to the inner peripheral surface 50 a of the case 50. The case 50 may be a part of a housing or the like that houses the components of the driving device 10-2, and is formed in an annular shape that surrounds the outer periphery of the second motor M2. The first motor M <b> 1 is provided at a position surrounding the outer periphery of the second motor M <b> 2, and an annular stator (stator) 32 fixed to the outer peripheral surface 50 b of the case 50 and a position surrounding the outer periphery of the stator 32. An annular rotor (rotor) 31 provided on the The rotor 31 is installed on the rotation axis L1 of the first motor M1. A magnet (permanent magnet) is not attached inside the rotor 41 of the second motor M2, and a magnet (permanent magnet) 33 is attached inside the rotor 31 of the first motor M1.

  In the drive device 10-2 of this embodiment, the output shaft OS is connected to the sun gear S of the planetary gear mechanism PG, the second motor M2 that is a motor without magnets is connected to the carrier C, and the motor with magnets is connected to the ring gear R. A first motor M1 is connected. Even in this configuration, even when the rotational speed of the sun gear S is increased by providing the configuration in which the output shaft OS is connected to the sun gear S arranged outside on the collinear diagram of the planetary gear mechanism PG, It can be avoided that the rotational speed of the ring gear R to which the motor M1 is connected and the rotational speed of the carrier C to which the second motor M2 is connected are higher than the rotational speed of the sun gear S. Therefore, it can prevent that the 1st motor M1 and the 2nd motor M2 become excessively high rotation, and can suppress the fall of the efficiency of the 1st motor M1 and the 2nd motor M2.

  In the driving device 10-2 of the present embodiment, the first motor M1 and the second motor M2 are arranged on the same side in the axial direction of the rotation shafts L1 and L2 with respect to the planetary gear mechanism PG, and the motor with magnet The first motor M1 is arranged on the outer diameter side concentrically with the second motor M2 which is a magnetless motor. Accordingly, the size of the driving device 10-2 in the width direction (width size in the axial direction of the rotation shafts L1 and L2) is reduced. In addition, the second motor M2 capable of a relatively small diameter is disposed on the inner diameter side, and the first motor M1 that requires a relatively large diameter is disposed on the outer diameter side of the second motor M2. While securing the necessary size (physique) for the motor M2 and the first motor M1, the installation space is kept small, and the external dimensions of the drive device 10-2 are reduced.

  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. Deformation is possible.

  For example, the driving devices 10 and 10-2 shown in the above embodiment are driving devices for an electric vehicle including two motors that can function as a driving source, but are vehicles including the driving device of the present invention. Can be applied to a vehicle (hybrid vehicle) including other drive sources such as an engine (internal combustion engine) in addition to the two motors described above, in addition to the electric vehicle including the two motors described in the above embodiment. It is. In this case, for example, the drive device of the present invention can be used as a drive device for driving the auxiliary drive wheels of the vehicle.

  Further, the locking mechanism that can lock the rotation of the second rotating element of the planetary gear mechanism is not limited to the one-way clutch OWC, and other components that can lock the rotation of the second rotating element are also included. If so, it is possible to use other mechanisms such as a brake.

  The first motor M1, which is a motor with magnets shown in the above embodiment, is a motor in which a permanent magnet is installed in a rotor (rotor). However, a motor provided with the magnet of the present invention is a rotor (rotor). The motor is not limited to a motor in which permanent magnets are installed, but may be a motor in which permanent magnets are installed in a stator (stator), or a motor in which permanent magnets are installed in both the stator and rotor.

10, 10-2 Drive device 11 Battery (power storage device)
15 Controller (Control device)
31 Rotor
32 Stator
33 Magnet (permanent magnet)
41 Rotor
42 Stator
50 Case 50a Inner peripheral surface 50b Outer peripheral surface PG Planetary gear mechanism S Sun gear (first rotating element or third rotating element)
C carrier (second rotating element)
R ring gear (third rotating element or first rotating element)
M1 first motor (first electric motor)
M2 Second motor (second motor)
L1 Rotating shaft L2 Rotating shaft OS Output shaft DF Differential mechanism G1 Final reduction drive gear G2 Final reduction driven gear OWC One-way clutch (locking mechanism)
W drive wheel S1 vehicle speed sensor S2 accelerator opening sensor S3 shift position sensor S4 brake sensor S5 remaining capacity sensor S6 steering angle sensor S7 tilt angle sensor S8 acceleration / deceleration sensor

Claims (6)

A first motor and a second motor;
A planetary gear mechanism in which a first rotation element, a second rotation element, and a third rotation element are arranged in this order on a nomographic chart,
The first rotating element is connected to a rotating shaft of the first electric motor;
The second rotating element is connected to a rotating shaft of the second electric motor;
The third drive element is connected to an output shaft that transmits power to the drive wheels of the vehicle. The first electric motor is an electric motor including a permanent magnet in at least one of a rotor and a stator,
2. The vehicle drive device according to claim 1, wherein the second electric motor is an electric motor in which neither a rotor nor a stator includes a permanent magnet. The locking mechanism capable of allowing the second rotating element to rotate in the forward rotation direction and locking the rotation in the reverse rotation direction is connected to the second rotating element. 3. The vehicle drive device according to 2. The vehicle driving apparatus according to claim 3, wherein the locking mechanism is a one-way clutch. The planetary gear mechanism is a single pinion type planetary gear mechanism,
The first rotating element is a sun gear;
The second rotating element is a carrier;
5. The vehicle drive device according to claim 1, wherein the third rotation element is a ring gear. 6. The planetary gear mechanism is a single pinion type planetary gear mechanism,
The first rotating element is a ring gear;
The second rotating element is a carrier;
The vehicle drive device according to any one of claims 1 to 4, wherein the third rotating element is a sun gear.

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