JP2020186736A - Vehicle driving device - Google Patents

Abstract

To provide an improved technique related to a vehicle driving device for obtaining power from two power sources and driving a vehicle.SOLUTION: Power obtained from a first motor 11 is transmitted to a first sun gear S1 via a gear 15. A first switching part 31 selectively switches whether or not to restrain rotation of a second sun gear S2. A second switching part 32 selectively switches whether or not to transmit power obtained from a second motor 12 to the second sun gear S2. A third switching part 33 selectively switches whether or not to transmit power obtained from the second motor 12 to the first sun gear S1.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle drive device, and more particularly to a vehicle drive device that drives a vehicle by obtaining power from two power sources.

A vehicle drive device that drives a vehicle by obtaining power from two power sources is known. For example, in Patent Document 1, two one-way clutches (first one-way clutch OW1, second one-way clutch OW2) and two engaging elements (first switching mechanism L1, second switching mechanism L2) are used in 2 A vehicle driving device that transmits at least one of the driving forces of the two power sources (first driving source M1 and second driving source M2) to the output unit is described.

Japanese Unexamined Patent Publication No. 2014-199105

For example, the vehicle driving device described in Patent Document 1 can realize a shifting operation without losing the driving force. However, in the drive device of Patent Document 1, for example, if a simple mechanism such as a dog clutch is to be used as each engaging element, it is necessary to perform a speed change operation while controlling the rotation speeds of the two power sources with high accuracy. In addition to being prone to shock during shifting, there are many factors that go around depending on the operation mode, resulting in a large loss.

As described above, there is a problem in the conventionally known vehicle drive device, and it is expected that an improved technology related to the vehicle drive device that drives the vehicle by obtaining power from two power sources will appear.

An object of the present invention is to provide an improved technique for a vehicle drive device that drives a vehicle by obtaining power from two power sources.

The vehicle drive device, which is one of the specific examples of the present invention, is a vehicle drive device that drives a vehicle by obtaining power from a first power source and a second power source, and includes a first gear and a second gear. A planetary gear mechanism, a power transmission unit that transmits power obtained from the first power source to the first gear, and a first switching unit that selectively switches whether or not to suppress rotation of the second gear. A second switching unit that selectively switches whether or not to transmit the power obtained from the second power source to the second gear, and whether or not to transmit the power obtained from the second power source to the first gear. It is characterized by having a third switching unit that selectively switches between the two.

For example, the vehicle drive device suppresses the rotation of the second gear and transmits the power obtained from the first power source and the power obtained from the second power source to the first gear. The operation mode for rotating the first gear and the power obtained from the second power source by transmitting the power obtained from the first power source to the first gear without suppressing the rotation of the second gear. By transmitting to the two gears, the vehicle may be driven in an operation mode selected from a plurality of operation modes including an operation mode for rotating the first gear and the second gear.

Further, the first switching unit includes, for example, a first clutch that selectively switches between engagement and disengagement between the fixed end of the vehicle and the second gear, and engages the first clutch to obtain the second gear. The rotation of the gear may be blocked and the first clutch may be released to allow the rotation of the second gear. The second switching unit may be, for example, the output shaft of the second power source and the second gear. A second clutch that selectively switches between engagement and disengagement is provided, and the second clutch is engaged to transmit the power of the second power source to the second gear and release the second clutch. The power may not be transmitted from the second power source to the second gear, and the third switching unit is engaged between, for example, the output shaft of the second power source and the first gear. A third clutch that selectively switches between and release is provided, the third clutch is engaged to transmit the power of the second power source to the first gear, and the third clutch is released from the second power source. Power may not be transmitted to the first gear.

Further, the vehicle drive device prevents the rotation of the second gear by, for example, engaging the first clutch, releasing the second clutch, and engaging the third clutch. An operation mode in which the first gear is rotated by the power of the first power source and the power of the second power source may be realized, or the first clutch is released and the second clutch is engaged to engage the second clutch. By releasing the three clutches, an operation mode in which the first gear is rotated by the power of the first power source and the second gear is rotated by the power of the second power source may be realized.

Further, the vehicle drive device prevents the rotation of the second gear by, for example, engaging the first clutch and releasing the second clutch to release the third clutch, thereby preventing the first gear from rotating. An operation mode in which the first gear is rotated by the power of a power source may be realized, or by releasing the first clutch and engaging the second clutch to engage the third clutch. An operation mode may be realized in which the first gear is rotated by the power of the first power source and the power of the second power source, and the second gear is rotated by the power of the second power source.

Further, the first switching unit includes, for example, a first one-way clutch provided between the fixed end of the vehicle and the second gear, and the first one-way clutch rotates the second gear in the forward direction. The rotation of the second gear in the negative direction may be prevented, and the second switching portion may be, for example, an inversion provided between the output shaft of the second power source and the second gear. A gear and a second one-way clutch are provided, and the reversing gear and the second one-way clutch transmit the power due to the negative rotation of the output shaft of the second power source to the second gear, and the output shaft of the second power source. The power due to the forward rotation of the second gear may not be transmitted to the second gear, and the third switching portion is provided, for example, between the output shaft of the second power source and the first gear. The forward rotation gear and the third one-way clutch are provided, and the forward rotation gear and the third one-way clutch transmit the power generated by the forward rotation of the output shaft of the second power source to the first gear to the second power. The power due to the negative rotation of the output shaft of the source may not be transmitted to the first gear.

Further, the vehicle drive device prevents the rotation of the second gear by, for example, rotating the output shaft of the second power source in the forward direction to prevent the rotation of the second gear and the power of the first power source and the second power source. The operation mode in which the first gear is rotated in the positive direction by the power of the first power source may be realized, or the output shaft of the second power source is rotated in the negative direction by the power of the first power source. An operation mode may be realized in which the first gear is rotated in the forward direction and the second gear is rotated in the forward direction by the power of the second power source.

Further, the vehicle driving device switches the operation mode by changing the rotation direction of the output shaft of the second power source while rotating the first gear in the positive direction by the power of the first power source, for example. The operation may be realized.

Further, the first switching unit is, for example, between a first clutch that selectively switches engagement and disengagement between the fixed end of the vehicle and the second gear, and between the fixed end of the vehicle and the second gear. The first one-way clutch provided in the vehicle may be provided, and the first clutch or the first one-way clutch may be used to selectively switch whether or not to suppress the rotation of the second gear, or the second switching unit may be used. For example, a second clutch that selectively switches engagement and disengagement between the output shaft of the second power source and the second gear, and the output shaft of the second power source and the second gear. A second one-way clutch provided between the two is provided, and whether or not the power obtained from the second power source is transmitted to the second gear by using the second clutch or the second one-way clutch is selectively switched. The third switching unit may include, for example, a third clutch that selectively switches engagement and disengagement between the output shaft of the second power source and the first gear, and the second power source. A third one-way clutch provided between the output shaft and the first gear is provided, and power obtained from the second power source is transmitted to the first gear by using the third clutch or the third one-way clutch. You may selectively switch whether or not.

Further, for example, when the vehicle driving device drives a vehicle in an operation mode selected from a plurality of operation modes, the first clutch, the second clutch, and the third clutch are used when the operation mode is maintained. The first one-way clutch, the second one-way clutch, and the third one-way clutch may be used when the operation mode is changed.

INDUSTRIAL APPLICABILITY The present invention provides an improved technique for a vehicle driving device that drives a vehicle by obtaining power from two power sources. For example, according to one of the specific examples of the present invention, the power obtained from the first power source and the second power source by suppressing the rotation of the second gear of the planetary gear mechanism provided with the first gear and the second gear. The operation mode for rotating the first gear and the power obtained from the second power source for rotating the first gear with the power obtained from the first power source without suppressing the rotation of the second gear. A rotating operation mode is realized.

It is a figure which shows the basic configuration example of a vehicle drive device. It is a figure which shows the basic operation example of a vehicle drive device. It is a figure which shows the specific example 1 of the vehicle drive device. It is a figure which shows the specific example 1 of a plurality of operation modes. It is a figure which shows the specific example 2 of the vehicle drive device. It is a figure which shows the specific example 2 of a plurality of operation modes. It is a figure which shows the specific example 3 of the vehicle drive device.

FIG. 1 is a diagram showing an example of a specific embodiment of the present invention. FIG. 1 illustrates a basic configuration example of the vehicle drive device 100. The vehicle drive device 100 illustrated in FIG. 1 includes a first motor 11, a second motor 12, a planetary gear mechanism 20, a first switching unit 31, a second switching unit 32, a third switching unit 33, and the like.

The first motor 11 is one of the specific examples of the first power source, and the second motor 12 is one of the specific examples of the second power source. The vehicle drive device 100 of FIG. 1 transmits the power obtained from the two motors (electric motors) of the first motor 11 and the second motor 12 to the drive wheels 50 via the planetary gear mechanism 20 to drive the vehicle.

The planetary gear mechanism 20 includes a first sun gear S1 and a second sun gear S2. The first sun gear S1 is one of the specific examples of the first gear, and the second sun gear S2 is one of the specific examples of the second gear. FIG. 1 illustrates a specific example of a planetary gear mechanism 20 in which a ring gear is removed from a labinio mechanism using two sun gears.

In the configuration example of FIG. 1, the output shaft 13 of the first motor 11 is connected to the first sun gear S1 via the gear 15. As a result, the power obtained from the first motor 11 is transmitted to the first sun gear S1 via the gear 15, which is one of the specific examples of the power transmission unit.

Further, in the configuration example of FIG. 1, a third switching unit 33 is connected to the first sun gear S1. The third switching unit 33 selectively switches whether or not to transmit the power obtained from the second motor 12 to the first sun gear S1. In the configuration example of FIG. 1, the output shaft 14 of the second motor 12 is connected to the third switching unit 33 via the gear 16, and the power obtained from the second motor 12 is the gear 16 and the third switching unit 33. It is possible to transmit to the first sun gear S1 via.

Further, in the configuration example of FIG. 1, the first switching unit 31 and the second switching unit 32 are connected to the second sun gear S2. The first switching unit 31 selectively switches whether or not to suppress the rotation of the second sun gear S2. The second switching unit 32 selectively switches whether or not to transmit the power obtained from the second motor 12 to the second sun gear S2. In the configuration example of FIG. 1, the output shaft 14 of the second motor 12 is connected to the second switching unit 32 via the gear 16, and the power obtained from the second motor 12 is the gear 16 and the second switching unit 32. It is possible to transmit to the second sun gear S2 via.

Further, the planetary gear mechanism 20 illustrated in FIG. 1 includes an inner pinion (inner planetary pinion) Pi that meshes with the first sun gear S1 and an outer pinion (outer planetary pinion) Po that meshes with the second sun gear S2. The inner pinion Pi and the outer pinion Po, which are in a corresponding relationship, are also in mesh with each other. Further, the planetary gear mechanism 20 illustrated in FIG. 1 includes a carrier (planetary carrier) Ca that rotatably supports the outer pinion Po and the inner pinion Pi.

The first sun gear S1, the second sun gear S2, and the carrier Ca, which are the three elements of the planetary gear mechanism 20 illustrated in FIG. 1, rotate, for example, around a common rotation axis. Further, in the configuration example of FIG. 1, the carrier Ca includes an output gear 40. The output gear 40 is connected to the drive wheels 50, for example, via a transmission mechanism for changing the reduction ratio.

FIG. 2 is a diagram showing a basic operation example of the vehicle drive device. FIG. 2 shows a collinear diagram corresponding to a specific example of each operation mode realized by the vehicle drive device 100 of FIG. In FIG. 2, the collinear diagram corresponding to each operation mode shows the relationship between the rotation speed (rotation speed) of the first sun gear S1, the second sun gear S2, and the carrier Ca included in the planetary gear mechanism 20 of FIG.

In the single mode of FIG. 2A, the power F1 of the first motor 11 is transmitted to the first sun gear S1. Further, the rotation of the second sun gear S2 is suppressed by the first switching unit 31, and the second switching unit 32 is switched to a state in which the power of the second motor 12 is not transmitted to the second sun gear S2. The unit 33 is switched to a state in which the power of the second motor 12 is not transmitted to the first sun gear S1.

In the single mode of FIG. 2A, when the first motor 11 applies the power F1 (driving torque in the forward direction) corresponding to the forward direction of the vehicle, the rotation is stopped by suppressing the first switching unit 31 (rotation speed is zero). ) A reaction force (anti-torque) commensurate with the power F1 is applied to the second sun gear S2, and the total power (total torque) of the power F1 and the reaction force is output from the carrier Ca.

As a result, in the single mode of FIG. 2A, the vehicle can be driven by using the power F1 obtained only from the first motor 11 of the first motor 11 and the second motor 12.

In the low speed mode of FIG. 2B, the power F1 of the first motor 11 is transmitted to the first sun gear S1. Further, the rotation of the second sun gear S2 is suppressed by the first switching unit 31, and the second switching unit 32 is switched to a state in which the power of the second motor 12 is not transmitted to the second sun gear S2. The unit 33 is switched to a state in which the power F2 of the second motor 12 is transmitted to the first sun gear S1.

In the low-speed mode of FIG. 2B, when the first motor 11 and the second motor 12 multiply the power F1 and the power F2 corresponding to the forward direction of the vehicle, the rotation is stopped by suppressing the first switching unit 31 (rotation speed). A reaction force (anti-torque) commensurate with the additional power of the power F1 and the power F2 is applied to the second sun gear S2 (zero), and the total power (total torque) of the additional power and the reaction power is output from the carrier Ca.

As a result, the rotation of the second sun gear S2 is suppressed, and the power F1 obtained from the first motor 11 and the power F2 obtained from the second motor 12 are transmitted to the first sun gear S1 to rotate the transmission to the first sun gear S1. A concrete example of the operation mode is realized. In the low speed mode of FIG. 2 (B), a larger total power is output from the carrier Ca than in the case of the single mode of FIG. 2 (A).

In the high-speed mode of FIG. 2C, the power F1 of the first motor 11 is transmitted to the first sun gear S1. Further, the first switching unit 31 is in a state of not suppressing the rotation of the second sun gear S2, and the second switching unit 32 is switched to a state of transmitting the power F2 of the second motor 12 to the second sun gear S2. The 3 switching unit 33 is switched to a state in which the power of the second motor 12 is not transmitted to the first sun gear S1.

In the high-speed mode of FIG. 2C, when the first motor 11 and the second motor 12 multiply the power F1 and the power F2 corresponding to the forward direction of the vehicle, the power F1 is transmitted to the first sun gear S1 and the second sun gear. Power F2 is transmitted to S2.

As a result, the power F1 obtained from the first motor 11 is transmitted to the first sun gear S1 and the power F2 obtained from the second motor 12 is transmitted to the second sun gear S2 without suppressing the rotation of the second sun gear S2. Thereby, a specific example of the operation mode for rotating the first sun gear S1 and the second sun gear S2 is realized.

In the high-speed mode of FIG. 2C, for example, even when the first motor 11 that transmits the power F1 to the first sun gear S1 reaches the maximum rotation speed (upper limit of the allowable rotation speed), the second motor 12 starts from the second motor 12. Since the second sun gear S2 is rotated by the transmitted power F2, for example, the carrier Ca has a higher rotation speed range (high vehicle speed) than in the single mode of FIG. 2 (A) and the low speed mode of FIG. 2 (B). Can be driven by.

FIG. 3 is a diagram showing a specific example 1 of the vehicle drive device. FIG. 3 illustrates a specific example 1 obtained from a basic configuration example of the vehicle drive device 100 illustrated in FIG. In Specific Example 1 of FIG. 3, the first switching unit 31 (FIG. 1) includes the first clutch C1, the second switching unit 32 (FIG. 1) includes the second clutch C2, and the third switching unit 33 (FIG. 1). ) Is provided with the third clutch C3.

In Specific Example 1 of FIG. 3, a first clutch C1 that selectively switches between engagement and disengagement between the fixed end of the vehicle and the second sun gear S2 is provided. Then, the rotation of the second sun gear S2 is prevented by engaging the first clutch C1, and the rotation of the second sun gear S2 is allowed by releasing the first clutch C1.

Further, in the specific example 1 of FIG. 3, a second clutch C2 that selectively switches between engagement and disengagement between the output shaft 14 of the second motor 12 and the second sun gear S2 is provided. Then, by engaging the second clutch C2, the power of the second motor 12 is transmitted to the second sun gear S2, and by releasing the second clutch C2, the power is transmitted from the second motor 12 to the second sun gear S2. Is not transmitted.

Further, in the specific example 1 of FIG. 3, a third clutch C3 that selectively switches between engagement and disengagement between the output shaft 14 of the second motor 12 and the first sun gear S1 is provided. Then, by engaging the third clutch C3, the power of the second motor 12 is transmitted to the first sun gear S1, and by releasing the third clutch C3, the power is transmitted from the second motor 12 to the first sun gear S1. Is not transmitted.

FIG. 4 is a diagram showing a specific example 1 of a plurality of operation modes. FIG. 4 shows a collinear diagram corresponding to a specific example of each operation mode realized by the vehicle drive device 100 of FIG. In FIG. 4, the collinear diagram corresponding to each operation mode shows the rotation speed (rotation speed) of the first sun gear S1, the second sun gear S2, and the carrier Ca included in the second motor 12 of FIG. 3 and the planetary gear mechanism 20 of FIG. ) Is shown.

In the low-speed 2M mode of FIG. 4A, the power F1 of the first motor 11 is transmitted to the first sun gear S1. Further, the rotation of the second sun gear S2 is blocked by the engagement (ON) of the first clutch C1, and the power is not transmitted from the second motor 12 to the second sun gear S2 by the release (OFF) of the second clutch C2. The power F2 of the second motor 12 is transmitted to the first sun gear S1 by the engagement (ON) of the third clutch C3.

In the low-speed 2M mode of FIG. 4A, when the first motor 11 and the second motor 12 apply the power F1 and the power F2 corresponding to the forward direction (or the backward direction) of the vehicle, the first clutch C1 causes the vehicle. A reaction force (anti-torque) that is commensurate with the additional power of the power F1 and the power F2 is applied to the second sun gear S2 that is engaged with the fixed end and stops rotating (the number of rotations is zero), and the total of the added power and its reaction power. Power (total torque) is output from the carrier Ca.

As a result, in the low-speed 2M mode shown in FIG. 4A, the vehicle is driven by using the powers F1 and F2 obtained from the two motors (2M) of the first motor 11 and the second motor 12, and the first motor 11 and the first motor 11. A regenerative operation using the two motors of the second motor 12 is realized. Further, in the low speed 2M mode of FIG. 4A, a larger driving force can be obtained than in the other operation modes illustrated in FIG.

In the low-speed 1M mode of FIG. 4B, the power F1 of the first motor 11 is transmitted to the first sun gear S1. Further, the rotation of the second sun gear S2 is blocked by the engagement (ON) of the first clutch C1, and the power is not transmitted from the second motor 12 to the second sun gear S2 by the release (OFF) of the second clutch C2. The power F2 of the second motor 12 is not transmitted to the first sun gear S1 due to the release (OFF) of the third clutch C3.

In the low-speed 1M mode of FIG. 4B, when the first motor 11 applies the power F1 corresponding to the forward direction (or the backward direction) of the vehicle, the first clutch C1 engages with the fixed end of the vehicle and rotates. A reaction force (anti-torque) commensurate with the power F1 is applied to the second sun gear S2 that has stopped (zero rotation speed), and the total power (total torque) of the power F1 and the reaction force is output from the carrier Ca.

As a result, in the low-speed 1M mode of FIG. 4B, the vehicle is driven by using the power F1 obtained from only the first motor 11 (1M) of the first motor 11 and the second motor 12, and the first motor. A regenerative operation using 11 is realized. Further, in the low-speed 1M mode shown in FIG. 4B, it is possible to control the rotation speed and power of the second motor 12 to a desired state while not affecting the driving of the vehicle.

In the high-speed 2M mode 1 of FIG. 4C, the power F1 of the first motor 11 is transmitted to the first sun gear S1. Further, the rotation of the second sun gear S2 is allowed by the release (OFF) of the first clutch C1, and the power F2 of the second motor 12 is changed to the second sun gear by the engagement (ON) of the second clutch C2. The state is switched to the state of being transmitted to S2, and the power F2 of the second motor 12 is switched to the state of not being transmitted to the first sun gear S1 by releasing (OFF) the third clutch C3.

In the high-speed 2M mode 1 of FIG. 4C, when the first motor 11 and the second motor 12 multiply the power F1 and the power F2 corresponding to the forward direction (may be the backward direction) of the vehicle, the first sun gear S1 is powered. F1 is transmitted and power F2 is transmitted to the second sun gear S2.

In the high-speed 2M mode 1 of FIG. 4C, for example, even when the first motor 11 that transmits the power F1 to the first sun gear S1 reaches the maximum rotation speed (upper limit of the allowable rotation speed), the second motor Since the second sun gear S2 is rotated by the power F2 transmitted from 12, for example, the carrier Ca is rotated in a higher rotation speed range (higher vehicle speed) than the other operation modes illustrated in FIG. 4 to drive the vehicle. Can be done.

Further, in the high-speed 2M mode 1 of FIG. 4C, a regenerative operation using two motors of the first motor 11 and the second motor 12 can be realized, and further, the first motor 11 and the second motor 12 can be realized. It is also possible to select the operating point of the above in the rotation speed direction. In the high-speed 2M mode 1 of FIG. 4C, it is desirable to balance and output the torques of the two motors, the first motor 11 and the second motor 12.

In the high-speed 2M mode 2 of FIG. 4D, the power F1 of the first motor 11 is transmitted to the first sun gear S1. Further, the rotation of the second sun gear S2 is allowed by the release (OFF) of the first clutch C1, and the power F2 of the second motor 12 is changed to the second sun gear by the engagement (ON) of the second clutch C2. The state is switched to the state of being transmitted to S2, and the power F2 of the second motor 12 is switched to the state of being transmitted to the first sun gear S1 by the engagement (ON) of the third clutch C3.

In the high-speed 2M mode 2 of FIG. 4D, when the first motor 11 and the second motor 12 multiply the power F1 and the power F2 corresponding to the forward direction (may be the backward direction) of the vehicle, the first sun gear S1 is powered. F1 is transmitted, and power F2 is transmitted to the first sun gear S1 and the second sun gear S2.

In the high-speed 2M mode 2 of FIG. 4D, the operating rotations of the first sun gear S1 and the second sun gear S2 are fixed by the engagement (ON) of the second clutch C2 and the engagement (ON) of the third clutch C3. Therefore, it is not necessary to balance and output the torques of the two motors, the first motor 11 and the second motor 12. Further, in the high-speed 2M mode 2 shown in FIG. 4D, a regenerative operation using two motors, the first motor 11 and the second motor 12, can be realized.

In the stop mode of FIG. 4 (e), the rotation of the second sun gear S2 is blocked by the engagement (ON) of the first clutch C1, and the second clutch C2 is also engaged (ON) to the third clutch. C3 is also engaged (ON).

In the stop mode of FIG. 4 (e), the first clutch C1 engages the second sun gear S2 with the fixed end of the vehicle to prevent the second sun gear S2 from rotating, and further, the second clutch C2 and the third clutch C3. As a result, the first sun gear S1 and the second sun gear S2 are engaged with each other, and the rotation of the first sun gear S1 is also prevented. This prevents the carrier Ca from rotating.

Since the rotation of the carrier Ca can be prevented in the stop mode of FIG. 4 (e), for example, the function of the parking brake of the vehicle may be realized by the stop mode of FIG. 4 (e).

FIG. 5 is a diagram showing a specific example 2 of the vehicle drive device. FIG. 5 illustrates a specific example 2 obtained from a basic configuration example of the vehicle drive device 100 illustrated in FIG. In the second specific example of FIG. 5, the first switching unit 31 (FIG. 1) includes the first one-way clutch OWC1, the second switching unit 32 (FIG. 1) includes the second one-way clutch OWC2, and the third switching unit 33 (FIG. 1). FIG. 1) includes a third one-way clutch OWC3.

In Specific Example 2 of FIG. 5, a first one-way clutch OWC1 is provided between the fixed end of the vehicle and the second sun gear S2. Then, the first one-way clutch OWC1 allows the rotation of the second sun gear S2 in the positive direction and prevents the rotation of the second sun gear S2 in the negative direction.

The first one-way clutch OWC1 illustrated in FIG. 5 restrains the rotation of the second sun gear S2 so that the rotation speed of the second sun gear S2 is 0 or more (S2 ≧ 0). Then, when the first one-way clutch OWC1 is engaged (S2 = 0), a reaction force commensurate with the power of the first sun gear S1 is obtained.

Further, in the specific example 2 of FIG. 5, a reversing gear M2CG and a second one-way clutch OWC2 are provided between the output shaft 14 of the second motor 12 and the second sun gear S2. Then, the reverse gear M2CG and the second one-way clutch OWC2 transmit the power due to the negative rotation of the output shaft 14 of the second motor 12 to the second sun gear S2, and the positive rotation of the output shaft 14 of the second motor 12 Power is not transmitted to the second sun gear S2.

The second one-way clutch OWC2 illustrated in FIG. 5 restrains the rotation of the second sun gear S2 so that the rotation speed of the second sun gear S2 is equal to or higher than the rotation speed of the reversing gear M2CG (S2 ≧ M2CG). Then, when the second one-way clutch OWC2 is engaged (S2 = M2CG), the driving force obtained from the second motor 12 is transmitted to the second sun gear S2.

Further, in the specific example 2 of FIG. 5, a forward rotation gear M2G and a third one-way clutch OWC3 are provided between the output shaft 14 of the second motor 12 and the first sun gear S1. Then, the forward rotation gear M2G and the third one-way clutch OWC3 transmit the power generated by the forward rotation of the output shaft 14 of the second motor 12 to the first sun gear S1 in the negative direction of the output shaft 14 of the second motor 12. The power due to rotation is not transmitted to the first sun gear S1.

The third one-way clutch OWC3 illustrated in FIG. 5 restrains the rotation of the first sun gear S1 so that the rotation speed of the first sun gear S1 is equal to or higher than the rotation speed of the forward rotation gear M2G (S1 ≧ M2G). Then, when the third one-way clutch OWC3 is engaged (S1 = M2G), the driving force obtained from the second motor 12 is transmitted to the first sun gear S1.

FIG. 6 is a diagram showing a specific example 2 of a plurality of operation modes. FIG. 6 shows a collinear diagram corresponding to a specific example of each operation mode realized by the vehicle drive device 100 of FIG. In FIG. 6, the collinear diagram corresponding to each operation mode shows the rotation of the first sun gear S1, the second sun gear S2, and the carrier Ca included in the reversing gear M2CG, the forward rotation gear M2G, and the planetary gear mechanism 20 of FIG. It shows the relationship of numbers (rotational speed).

In the low speed mode of FIG. 6A, the power F1 of the first motor 11 is transmitted to the first sun gear S1. Further, the second motor 12 is rotated in the forward direction, and the power F2 due to the rotation in the forward direction is transmitted to the first sun gear S1 by the forward rotation gear M2G and the third one-way clutch OWC3. That is, when the second motor 12 rotates in the forward direction to drive the forward rotation gear M2G, the third one-way clutch OWC3 acts to cause the first sun gear S1 and the forward rotation gear M2G to mesh with each other (S1 = M2G). The power F2 obtained from the two motors 12 is transmitted to the first sun gear S1.

Further, in the low speed mode of FIG. 6A, the rotation speed of the second sun gear S2 is larger than the rotation speed of the reversing gear M2CG (S2> M2CG), so that the second one-way clutch OWC2 does not transmit power (torque). It becomes a state. Further, the engagement of the first one-way clutch OWC1 prevents the rotation of the second sun gear S2 (S2 = 0), and the reaction power (anti-torque) corresponding to the added power of the power F1 and the power F2 of the first sun gear S1 is the first. 2 The sun gear S2 is engaged, and the total power (total torque) of the added power and its reaction power is output from the carrier Ca. As a result, in the low speed mode of FIG. 6 (A), a larger total power can be output from the carrier Ca than in the high speed mode of FIG. 6 (B).

In the high-speed mode of FIG. 6B, the power F1 of the first motor 11 is transmitted to the first sun gear S1. Further, the second motor 12 is rotated in the negative direction, and the power F2 due to the rotation in the negative direction is transmitted to the second sun gear S2 by the reversing gear M2CG and the second one-way clutch OWC2. That is, when the second motor 12 rotates in the negative direction to drive the reversing gear M2CG, the second one-way clutch OWC2 acts to cause the second sun gear S2 and the reversing gear M2CG to mesh (S2 = M2CG), and the second motor The power F2 obtained from 12 is transmitted to the second sun gear S2.

Further, in the high-speed mode of FIG. 6B, the first one-way clutch OWC1 is in a free state that allows the rotation of the second sun gear S2 in the forward direction (S2> 0). Further, since the rotation speed of the first sun gear S1 is larger than the rotation speed of the forward rotation gear M2G (S1> M2G), the third one-way clutch OWC3 is in a free state in which power (torque) is not transmitted.

In the high-speed mode of FIG. 6B, for example, even when the first motor 11 that transmits the power F1 to the first sun gear S1 reaches the maximum rotation speed (upper limit of the allowable rotation speed), the second motor 12 starts from the second motor 12. Since the second sun gear S2 is rotated by the transmitted power F2, the carrier Ca can be driven in a higher rotation speed range (high vehicle speed) than in the low speed mode shown in FIG. 6 (A), for example.

FIG. 6C shows a specific example of a collinear diagram in the middle of the shifting operation from the low speed mode of FIG. 6 (A) to the high speed mode of FIG. 6 (B).

In the low speed mode of FIG. 6A, the second motor 12 is rotated in the positive direction, the first one-way clutch OWC1 is in the engaged state (S2 = 0), and the second one-way clutch OWC2 is in the free state (S2> M2CG). , The third one-way clutch OWC3 is in the engaged state (S1 = M2G).

When the number of rotations of the second motor 12 in the positive direction is reduced from the low speed mode shown in FIG. 6 (A), a specific example of the shifting operation shown in FIG. 6 (C) is obtained. In the specific example of the shifting operation shown in FIG. 6C, the rotation speed of the forward rotation gear M2G decreases as the rotation speed of the second motor 12 in the positive direction decreases. Along with this, the rotation speed of the first sun gear S1 becomes larger than the rotation speed of the forward rotation gear M2G (S1> M2G), and the third one-way clutch OWC3 which was engaged in the low speed mode becomes a free state.

The first one-way clutch OWC1 that was in the engaged state in the low speed mode was in the engaged state (S2 = 0) even during the shifting operation illustrated in FIG. 6C, and was in the free state in the low speed mode. The second one-way clutch OWC2 is in a free state (S2> M2CG) even during the shifting operation illustrated in FIG. 6C.

From the state illustrated in FIG. 6C, the number of rotations of the second motor 12 in the positive direction is reduced, and the direction of rotation of the second motor 12 is changed to rotate in the negative direction. As the (absolute value) is increased, the mode shifts to the high-speed mode shown in FIG. 6 (B).

In the high-speed mode of FIG. 6B, the second motor 12 is rotated in the negative direction, so that the first one-way clutch OWC1 which was in the engaged state during the shifting operation of FIG. 6C is in the free state (S2). > 0), and the second one-way clutch OWC2, which was in the free state during the shifting operation of FIG. 6C, is switched to the engaged state (S2 = M2CG). The third one-way clutch OWC3, which was in the free state during the shifting operation of FIG. 6C, is in the free state (S1> M2G) even in the high-speed mode of FIG. 6B.

When switching the operation mode from the high-speed mode to the low-speed mode, the rotation speed (absolute value) of the second motor 12 rotating in the negative direction in the high-speed mode is reduced, and the rotation of the second motor 12 is further reduced. The direction may be changed to rotate in the positive direction, and the number of rotations in the positive direction may be increased.

As described with reference to FIG. 6, in the vehicle drive device 100 of FIG. 5, the speed change operation from the low speed mode to the high speed mode or from the high speed mode to the low speed mode is performed by changing the rotation direction of the second motor 12. It can be realized. Further, as illustrated in FIG. 6C, since both the second one-way clutch OWC2 and the third one-way clutch OWC3 are in the free state during the shifting operation, the change in the rotation direction of the second motor 12 becomes the output torque. It is possible to realize a shifting operation that does not have an adverse effect. Further, as illustrated in FIG. 6C, driving using the power F1 obtained from the first motor 11 can be realized even during the shifting operation.

FIG. 7 is a diagram showing a specific example 3 of the vehicle drive device. FIG. 7 illustrates a specific example 3 obtained from a basic configuration example of the vehicle drive device 100 illustrated in FIG. In the specific example 3 of FIG. 7, the first switching unit 31 (FIG. 1) includes the first one-way clutch OWC1 and the first clutch C1, and the second switching unit 32 (FIG. 1) includes the second one-way clutch OWC2 and the second clutch. C2 is provided, and the third switching unit 33 (FIG. 1) includes a third one-way clutch OWC3 and a third clutch C3.

In Specific Example 3 of FIG. 7, a first clutch C1 that selectively switches between engagement and disengagement between the fixed end of the vehicle and the second sun gear S2 is provided, and further, the fixed end of the vehicle and the second sun gear S2. A first one-way clutch OWC1 is provided between the vehicle and S2. Then, it is selectively switched whether or not the rotation of the second sun gear S2 is suppressed by using the first clutch C1 or the first one-way clutch OWC1.

Further, in the specific example 3 of FIG. 7, a second clutch C2 that selectively switches between engagement and disengagement between the output shaft 14 of the second motor 12 and the second sun gear S2 is provided, and further, a second clutch C2 is provided. A second one-way clutch OWC2 is provided between the output shaft 14 of the motor 12 and the second sun gear S2. Then, whether or not to transmit the power obtained from the second motor 12 to the second sun gear S2 is selectively switched by using the second clutch C2 or the second one-way clutch OWC2.

Further, in the specific example 3 of FIG. 7, a third clutch C3 that selectively switches between engagement and disengagement between the output shaft 14 of the second motor 12 and the first sun gear S1 is provided, and further, a second clutch C3 is provided. A third one-way clutch OWC3 is provided between the output shaft 14 of the motor 12 and the first sun gear S1. Then, it is selectively switched whether or not to transmit the power obtained from the second motor 12 to the first sun gear S1 by using the third clutch C3 or the third one-way clutch OWC3.

The vehicle driving device 100 illustrated in FIG. 7 has, for example, the first clutch C1, the second clutch C2, and the first clutch C2 when the operation mode is maintained when driving the vehicle in an operation mode selected from a plurality of operation modes. When the operation mode is changed by using the three-clutch C3, the first one-way clutch OWC1, the second one-way clutch OWC2, and the third one-way clutch OWC3 may be used.

For example, in the specific example 3 of FIG. 7, even if each operation mode illustrated in FIG. 4 is realized by using the first clutch C1, the second clutch C2, and the third clutch C3 when maintaining the operation mode. Good. For example, according to the operation modes of FIGS. 4A to 4D, a regenerative operation can be realized in addition to the drive operation.

Then, in the specific example 3 of FIG. 7, when the operation mode is changed, the first one-way clutch OWC1, the second one-way clutch OWC2, and the third one-way clutch OWC3 are used to synchronize the rotation speed at the time of switching the operation mode. May be realized.

Although an example of a specific embodiment of the present invention has been described above, the above-mentioned specific example is merely an example in all respects and does not limit the scope of the present invention. The present invention includes various modified forms without departing from its essence.

11 1st motor, 12 2nd motor, 20 planetary gear mechanism, 31 1st switching unit, 32 2nd switching unit, 33 3rd switching unit, 100 vehicle drive device.

Claims (10)

A vehicle drive device that drives a vehicle by obtaining power from a first power source and a second power source.
A planetary gear mechanism equipped with a first gear and a second gear,
A power transmission unit that transmits power obtained from the first power source to the first gear, and
A first switching unit that selectively switches whether or not to suppress the rotation of the second gear, and
A second switching unit that selectively switches whether or not to transmit the power obtained from the second power source to the second gear, and
A third switching unit that selectively switches whether or not to transmit the power obtained from the second power source to the first gear, and
Have,
A vehicle drive device characterized by that. In the vehicle drive device according to claim 1,
An operation mode in which the first gear is rotated by suppressing the rotation of the second gear and transmitting the power obtained from the first power source and the power obtained from the second power source to the first gear. ,
The power obtained from the first power source is transmitted to the first gear without suppressing the rotation of the second gear, and the power obtained from the second power source is transmitted to the second gear. An operation mode for rotating the first gear and the second gear, and
Drive the vehicle in an operation mode selected from multiple operation modes including
A vehicle drive device characterized by that. In the vehicle drive device according to claim 1 or 2.
The first switching unit includes a first clutch that selectively switches between engagement and disengagement between the fixed end of the vehicle and the second gear, and engages the first clutch to rotate the second gear. Stop, release the first clutch and allow the second gear to rotate,
The second switching unit includes a second clutch that selectively switches between engagement and disengagement between the output shaft of the second power source and the second gear, and engages the second clutch to obtain the second clutch. The power of the power source is transmitted to the second gear, and the second clutch is released so that the power is not transmitted from the second power source to the second gear.
The third switching unit includes a third clutch that selectively switches between engagement and disengagement between the output shaft of the second power source and the first gear, and engages the third clutch to perform the second. The power of the power source is transmitted to the first gear, and the third clutch is released so that the power is not transmitted from the second power source to the first gear.
A vehicle drive device characterized by that. In the vehicle drive device according to claim 3,
By engaging the first clutch, releasing the second clutch, and engaging the third clutch, the rotation of the second gear is prevented, and the power of the first power source and the second power A mode of operation in which the first gear is rotated by the power of the source is realized.
By releasing the first clutch, engaging the second clutch, and releasing the third clutch, the first gear is rotated by the power of the first power source to power the second power source. Realizes the operation mode for rotating the second gear.
A vehicle drive device characterized by that. In the vehicle drive device according to claim 3 or 4.
By engaging the first clutch and releasing the second clutch to release the third clutch, the rotation of the second gear is prevented and the first gear is driven by the power of the first power source. Realizes the operation mode to rotate,
By releasing the first clutch, engaging the second clutch, and engaging the third clutch, the first gear is rotated by the power of the first power source and the power of the second power source. The operation mode in which the second gear is rotated by the power of the second power source is realized.
A vehicle drive device characterized by that. In the vehicle drive device according to claim 1 or 2.
The first switching unit includes a first one-way clutch provided between a fixed end of the vehicle and the second gear, and the first one-way clutch allows the second gear to rotate in the forward direction. Prevents the negative rotation of the second gear,
The second switching unit includes a reversing gear and a second one-way clutch provided between the output shaft of the second power source and the second gear, and the second power is provided by the reversing gear and the second one-way clutch. The power due to the negative rotation of the output shaft of the source is transmitted to the second gear, and the power due to the forward rotation of the output shaft of the second power source is not transmitted to the second gear.
The third switching unit includes a normal rotation gear and a third one-way clutch provided between the output shaft of the second power source and the first gear, and the forward rotation gear and the third one-way clutch provide the third switching unit. (2) The power due to the forward rotation of the output shaft of the power source is transmitted to the first gear, and the power due to the negative rotation of the output shaft of the second power source is not transmitted to the first gear.
A vehicle drive device characterized by that. In the vehicle drive device according to claim 6,
By rotating the output shaft of the second power source in the forward direction, the rotation of the second gear is prevented, and the power of the first power source and the power of the second power source cause the first gear to rotate in the forward direction. Realizes the operation mode to rotate to
By rotating the output shaft of the second power source in the negative direction, the first gear is rotated in the positive direction by the power of the first power source, and the second gear is positive by the power of the second power source. Realize the operation mode to rotate in the direction,
A vehicle drive device characterized by that. In the vehicle drive device according to claim 6 or 7.
By changing the rotation direction of the output shaft of the second power source while rotating the first gear in the positive direction with the power of the first power source, a shifting operation for switching the operation mode is realized.
A vehicle drive device characterized by that. In the vehicle drive device according to claim 1 or 2.
The first switching portion is provided between a first clutch that selectively switches engagement and disengagement between the fixed end of the vehicle and the second gear, and between the fixed end of the vehicle and the second gear. A first one-way clutch is provided, and whether or not the rotation of the second gear is suppressed by using the first clutch or the first one-way clutch is selectively switched.
The second switching unit includes a second clutch that selectively switches engagement and disengagement between the output shaft of the second power source and the second gear, an output shaft of the second power source, and the second gear. A second one-way clutch provided between the gears is provided, and whether or not to transmit the power obtained from the second power source to the second gear by using the second clutch or the second one-way clutch is selectively selected. Switch to,
The third switching unit includes a third clutch that selectively switches engagement and disengagement between the output shaft of the second power source and the first gear, an output shaft of the second power source, and the first gear. A third one-way clutch provided between the gear and the gear is provided, and whether or not the power obtained from the second power source is transmitted to the first gear by using the third clutch or the third one-way clutch is selectively selected. Switch to,
A vehicle drive device characterized by that. In the vehicle drive device according to claim 9.
When driving a vehicle in an operation mode selected from multiple operation modes
When maintaining the operation mode, the first clutch, the second clutch, and the third clutch are used.
When changing the operation mode, the first one-way clutch, the second one-way clutch, and the third one-way clutch are used.
A vehicle drive device characterized by that.

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