JP5318185B2 - Vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving device for a vehicle, which includes two output routes by an engine with a simple configuration while achieving reduction in size. <P>SOLUTION: The driving device 10 for a vehicle includes an engine ENG, a motor MOT, a generator GEN, and a transmission mechanism T. The transmission mechanism T comprises: a first drive gear 42 connected to an engine output shaft 12 via a first clutch CL1, an input shaft 21 and a second clutch CL2 in a power transmissive manner; a first input and output shaft 27 connected to the input shaft 21 and connected to the generator GEN in a power transmissive manner; a second input and output shaft 29 connected to the motor MOT and to a second drive gear 52 and a third clutch CL3 in a power transmissive manner; an output shaft 25 having a first driven gear 44 and a second driven gear 54, which mesh the first drive gear 42 and the second drive gear 52, respectively, and an output gear 56; and the third clutch CL3 connecting the first input and output shaft 27 with the second input and output shaft 29 in a power transmissive manner. <P>COPYRIGHT: (C)2013,JPO&amp;INPIT

Description

  The present invention relates to a vehicle drive device, and more particularly to a vehicle drive device including an engine and two electric motors.

  For example, a vehicle drive device illustrated in FIG. 11 is known as a vehicle drive device including an engine and two electric motors (Patent Document 1). This vehicle drive device includes two electric motors 200 and 300 connected to an engine 100 and a battery 600, and the first electric motor 200 and the second electric motor 300 are connected to a drive shaft 500 via a tristate overrun clutch 400. The clutch 700 is provided on the power transmission path between the engine 100 and the first electric motor 200.

  According to Patent Document 1, the tristate overrun clutch 400 takes three states, an overrun state, an engaged state, and a disengaged state. In the engaged state, the first electric motor 200 and the second electric motor 300 are connected. It is described that they operate together and operate independently in the disengaged state.

International Publication No. 2009/003388

  However, when the vehicle drive device described in Patent Document 1 is to be mounted on a hybrid vehicle or a range extender, the vehicle drive device described in Patent Document 1 basically does not output from the engine 100 to the drive shaft 500. Since the motor output is mainly constituted by the electric path, only one system is provided for the output path from the engine 100 to the drive shaft 500. Therefore, the reduction ratio is limited to one of the higher and lower ones. In other words, the output from the engine 100 to the drive shaft 500 is inefficient.

  Further, since the tristate overrun clutch 400 requires a complicated actuator constituting the switching mechanism, there is a problem that it is difficult to reduce the size and the cost is increased. In addition, this actuator has a problem that power consumption is deteriorated because it is necessary to energize constantly.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle drive device having two output paths by an engine with a simple configuration while being downsized.

In order to achieve the above object, a vehicle drive device according to claim 1 (for example, a vehicle drive device 10 or 10A in an embodiment described later)
Engine (for example, engine ENG in the embodiment described later), first and second electric motors (for example, generator GEN and motor MOT in the embodiment described later), and transmission mechanism (for example, transmission mechanism T in the embodiment described later) And comprising
The transmission mechanism is
An input shaft (for example, a first clutch CL1 of an embodiment described later) connected to an output shaft of the engine (for example, an engine output shaft 12 of the embodiment described later) via a first connecting / disconnecting means (for example, a first clutch CL1 of the embodiment described later). For example, an input shaft 21) of an embodiment described later,
A first drive unit (for example, a first drive gear 42 in an embodiment described later) connected to the input shaft through a second connecting / disconnecting means (for example, a second clutch CL2 in an embodiment described later) so that power can be transmitted. When,
A first input / output shaft (for example, a first input / output shaft 27 in an embodiment described later) that is connected to the input shaft in an inseparable manner and is connected to the first electric motor so that power can be transmitted;
A second input / output shaft (for example, a second input / output shaft 29 in an embodiment described later) connected to the second electric motor so as to be capable of transmitting power;
A second drive section (for example, a second drive gear 52 in an embodiment described later) provided on the second input / output shaft;
A first driven portion (for example, a first driven gear 44 in an embodiment described later) connected to the first drive portion so as to be able to transmit power;
A second driven portion (for example, a second driven gear 54 in an embodiment described later) connected to the second drive portion so as to be able to transmit power;
An output shaft (e.g., output shaft 25 of an embodiment described later) having the first driven portion, the second driven portion, and an output portion (e.g., output gear 56 of an embodiment described later);
The first input / output shaft and the second input / output shaft are connected to be able to transmit power through third connecting / disconnecting means (for example, a third clutch CL3 in an embodiment described later).

In addition to the structure of Claim 1, the invention of Claim 2
A first transmission path through which the power of the engine is transmitted to the output shaft via the first connecting / disconnecting means, the input shaft, the second connecting / disconnecting means, the first drive unit, and the first driven unit. And the output via the first connecting / disconnecting means, the input shaft, the first input / output shaft, the third connecting / disconnecting means, the second input / output shaft, the second drive unit, and the second driven unit. In the second transmission path that is transmitted to the shaft, the reduction ratio is different,
The reduction ratio of the first transmission path is smaller than the reduction ratio of the second transmission path.

In addition to the structure of Claim 1 or 2, the invention of Claim 3 is
The second input / output shaft has a hollow structure, and the first input / output shaft is inserted therein so as to be relatively rotatable.

In addition to the structure of any one of Claims 1-3, the invention of Claim 4 adds to the structure of any one of Claims 1-3,
The first and second electric motors are accommodated in a case (for example, a case 11 in an embodiment described later) so as to have a rotation axis in the same straight line,
In the case, a first motor housing space (for example, a generator housing space 11b in an embodiment described later) for housing the first motor and a second motor housing space (for example, an implementation described later) for housing the second motor are included in the case. The motor housing space 11a) of the embodiment is arranged adjacently.

In addition to the structure of Claim 4, the invention of Claim 5 is
In the case, a third connection / disconnection means accommodation space (for example, described later) in which the third connection / disconnection means is accommodated so that at least a part of the first motor and the second motor overlap in the axial direction. The third clutch housing space 11c) of the embodiment is formed.

In addition to the structure of any one of Claims 1-5, the invention of Claim 6 is
With the first connecting / disconnecting means and the second connecting / disconnecting means fastened and the third connecting / disconnecting means released, the engine is operated and at least one of the first electric motor and the second electric motor is driven by power running or It is characterized by regenerative driving.

In addition to the structure of any one of Claims 1-5, the invention of Claim 7 is
With the first connecting / disconnecting means and the third connecting / disconnecting means fastened and the second connecting / disconnecting means released, the engine is operated and at least one of the first motor and the second motor is driven by power running or It is characterized by regenerative driving.

In addition to the structure of any one of Claims 1-5, the invention of Claim 8 is
With the first connecting / disconnecting means fastened and the second connecting / disconnecting means and the third connecting / disconnecting means being released, the engine is operated, the first electric motor is regeneratively driven to generate power, and the first Electric power generated by the electric motor is supplied to the second electric motor, and the second electric motor is driven by powering.

In addition to the structure of any one of Claims 1-5, the invention of Claim 9 is
With the first connecting / disconnecting means and the third connecting / disconnecting means fastened and the second connecting / disconnecting means released, the engine is operated, the first electric motor is regeneratively driven to generate power, and the first Electric power generated by the electric motor is supplied to the second electric motor, and the second electric motor is driven by powering.

In addition to the structure of any one of Claims 1-5, the invention of Claim 10 is
The second motor is driven by power running or regenerative drive in a state where the first connecting / disconnecting means, the second connecting / disconnecting means, and the third connecting / disconnecting means are released.

In addition to the structure of any one of Claims 1-5, the invention of Claim 11 is
The first electric motor and the second electric motor are power-driven or regeneratively driven in a state where the third connecting / disconnecting means is fastened and the first connecting / disconnecting means and the second connecting / disconnecting means are released. .

According to the first aspect of the present invention, by providing the third connecting / disconnecting means, the power of the engine is such that the first connecting / disconnecting means, the input shaft, the second connecting / disconnecting means, the first drive unit, the first driven unit. The first transmission path transmitted to the output shaft, the first connecting / disconnecting means, the input shaft, the first input / output shaft, the third connecting / disconnecting means, the second input / output shaft, the second drive unit, the second driven unit Since there are two transmission paths, the second transmission path that is transmitted to the output shaft, it is possible to realize cruise traveling at a low vehicle speed range and cruise traveling at a high vehicle speed range by the engine. Thereby, since charging / discharging with respect to a battery is not carried out, while a power consumption improves, deterioration of a battery can be suppressed.
Further, since the combined drive force that matches the required drive force can be output using the first and second motors, the first and second motors can be reduced in torque and output, and the first In addition, the second motor can be reduced in size and weight. Thereby, the vehicle mountability of the first and second electric motors is improved, and the cost of the first and second electric motors themselves can be reduced. Further, as the output of the first and second motors is reduced, the control device for driving the first and second motors is also reduced in output, so that further reduction in size and cost can be realized together with the control device. it can.
In addition, if the specification satisfies one motor and the required driving force of the vehicle, it is difficult to match the high-efficiency output region and the high-efficiency region when traveling, but it is possible to combine two motors with two different characteristics. Therefore, it is possible to bring the output area frequently used during traveling and the high efficiency area close to each other, and the power consumption can be improved.

  According to the second aspect of the present invention, the first transmission path is specialized for suppressing the number of revolutions during high vehicle speed traveling by the engine, and the second transmission path is used for EV traveling and medium vehicle speed traveling by the engine. Can be operated efficiently.

  Further, according to the invention described in claim 3, the axial length of the vehicle drive device can be reduced.

  Moreover, according to the invention of Claim 4, the vehicle drive device can be reduced in size and weight.

  According to the fifth aspect of the present invention, the space between the first motor and the second motor in the axial direction can be effectively used while reducing the size of the vehicle drive device.

  According to the sixth aspect of the present invention, the engine can be assisted by driving the first motor and / or the second motor while the engine is traveling through the first transmission path. Moreover, it is possible to decelerate while regenerating by driving the first motor and / or the second motor regeneratively.

  According to the seventh aspect of the present invention, the engine can be assisted by driving the first motor and / or the second motor while the engine is running through the second transmission path. Moreover, it is possible to decelerate while regenerating by driving the first motor and / or the second motor regeneratively.

  Moreover, according to invention of Claim 8, series driving | running | working can be performed.

  Further, according to the invention described in claim 9, series / parallel traveling can be performed.

  According to the invention of claim 10, EV traveling can be performed with the power of the second electric motor.

  According to the invention described in claim 11, EV driving can be performed by adding the power of the first electric motor and the second electric motor, so that the first and second electric motors can be reduced in torque and output. Thus, the first and second electric motors can be reduced in size and weight. Thereby, the vehicle mountability of the first and second electric motors is improved, and the cost of the first and second electric motors themselves can be reduced. Further, as the output of the first and second motors is reduced, the control device for driving the first and second motors is also reduced in output, so that further reduction in size and cost can be realized together with the control device. it can.

It is a skeleton figure of the vehicle drive device concerning a 1st embodiment of the present invention. It is a figure explaining the power transmission at the time of the 1st engine run (E1). It is a figure explaining the power transmission at the time of the 2nd engine run (E2). It is a figure explaining power transmission at the time of series run (S). It is a figure explaining the power transmission at the time of series parallel travel (SP). It is a figure explaining the power transmission at the time of 1st EV driving | running | working (EV1). It is a figure explaining the power transmission at the time of 2nd EV driving | running | working (EV2). It is a figure explaining the power transmission at the time of deceleration driving | running | working (C). 2 is a timing chart of an example of traveling for explaining switching of traveling modes in the vehicle drive device of FIG. 1. It is a skeleton figure of the vehicle drive device which concerns on 2nd Embodiment of this invention. 2 is a block diagram of a vehicle drive device described in Patent Literature 1. FIG.

  Hereinafter, embodiments of a vehicle drive device according to the present invention will be described in detail with reference to the drawings.

<First Embodiment>
FIG. 1 is a schematic configuration diagram of a vehicle drive device according to a first embodiment of the present invention. A vehicle drive device 10 includes an engine ENG, a generator GEN as a first motor, and a motor MOT as a second motor. And the speed change mechanism T, and the motor MOT and the generator GEN are respectively arranged so as to have a rotation axis line in the same straight line in the motor accommodation space 11a and the generator accommodation space 11b provided adjacent to each other in the case 11. Is done. The motor MOT and the generator GEN are connected to a battery (not shown) via a control device (not shown), and can supply power from the battery and regenerate energy to the battery.

  In the transmission mechanism T, an input shaft 21 that is arranged in the same straight line as the engine output shaft 12 of the engine ENG and connected to the engine output shaft 12, a motor generator shaft 23 connected to the motor MOT and the generator GEN, and a differential device The output shaft 25 connected to D is arranged in parallel. The motor generator shaft 23 includes a first input / output shaft 27 connected to the generator GEN and a second input / output shaft 29 connected to the motor MOT. The second input / output shaft 29 is a first input / output shaft. 27 is inserted into the inside so as to be relatively rotatable.

  A drive sprocket 32 is attached to the input shaft 21 so as to be integrally rotatable, a driven sprocket 34 is attached to the first input / output shaft 27 so as to be integrally rotatable, and a chain is attached to the drive sprocket 32 and the driven sprocket 34. 36 is wound so that the rotation of the input shaft 21 is always transmitted to the first input / output shaft 27 via the chain 36. That is, the input shaft 21 and the first input / output shaft 27 are connected so as not to be separated. The driven sprocket 34 has a smaller diameter than the drive sprocket 32, and the rotation of the input shaft 21 is accelerated and transmitted to the first input / output shaft 27. Thereby, the engine ENG connected to the input shaft 21 and the generator GEN connected to the first input / output shaft 27 are connected so as to be able to transmit power.

  Further, the input shaft 21 is provided with a first clutch CL1 between the engine ENG, and the engine ENG and the input shaft 21 are disconnected or connected by releasing or fastening the first clutch CL1. Become. Therefore, by engaging the first clutch CL1, it is possible to generate power with the generator GEN using the power of the engine ENG, and it is also possible to start the engine ENG with the power of the generator GEN. Further, by releasing the first clutch CL1, it is possible to prevent the engine ENG from being accompanied when the generator GEN is driven by power running and EV travels. In FIG. 1, reference numeral 13 denotes a damper, which acts to reduce shock when the power of the engine ENG is input.

  Further, a first drive gear 42 is attached to the input shaft 21 on the opposite side of the drive sprocket 32 from the engine ENG via a second clutch CL2, so that the second clutch CL2 can be released or released. By fastening, the input shaft 21 and the 1st drive gear 42 will be in the interruption | blocking state or a connection state. The first drive gear 42 meshes with a first driven gear 44 attached to the output shaft 25 and fastens the first and second clutches CL1 and CL2, so that the power of the engine ENG is changed to the first clutch CL1 and the input. A first transmission path that is transmitted to the output shaft 25 through the shaft 21, the second clutch CL2, the first drive gear 42, and the first driven gear 44 is established, and the engine travels through the first transmission path. it can. Further, by engaging the first clutch CL1 and releasing the second clutch CL2, the power of the engine ENG is not transmitted to the output shaft 25 but can be transmitted only to the generator GEN.

  A second drive gear 52 is attached to the second input / output shaft 29 connected to the motor MOT on the opposite side of the generator GEN so as to be integrally rotatable. The second drive gear 52 meshes with a second driven gear 54 attached to the output shaft 25, and the power of the motor MOT is transmitted to the output shaft 25 via the second drive gear 52 and the second driven gear 54. Three transmission paths are established, and EV traveling can be performed via the third transmission path.

  The output shaft 25 includes a second driven gear 54 that meshes with the second drive gear 52, a first driven gear 44 that meshes with the first drive gear 42, and an output gear 56 that is connected to the differential device D. They are attached so as to be integrally rotatable in this order from the MOT side to the engine ENG side. Accordingly, the power transmitted to the output shaft 25 is transmitted from the output gear 56 to the drive wheel WR via the differential device D, and conversely, the power from the drive wheel WR is transmitted to the output shaft 25.

  The case 11 is formed with a third clutch housing space 11c so that at least a part of the motor MOT and the generator GEN overlap in the axial direction. The motor clutch shaft 23 is formed in the third clutch housing space 11c. A third clutch CL3 is disposed to connect the first input / output shaft 27 and the second input / output shaft 29 constituting the power transmission. By releasing or engaging the third clutch CL3, the first input / output shaft 27 and the second input / output shaft 29 are in a disconnected state or a connected state.

  By engaging the third clutch CL3, the first input / output shaft 27 and the second input / output shaft 29 are connected, whereby the generator GEN connected to the first input / output shaft 27 and the second input / output shaft 29 are connected. The motor MOT connected to the motor 1 rotates integrally. Therefore, by engaging the third clutch CL3, the power of the motor MOT and the generator GEN can be added to perform EV travel via the third transmission path, and the motor MOT and the generator can be driven by the power from the output shaft 25. Regeneration and power generation are possible with both GEN. In addition, regardless of the state of the motor MOT and the generator GEN, by further engaging the first clutch CL1, the power of the engine ENG can be increased by the first clutch CL1, the input shaft 21, the drive sprocket 32, the chain 36, the driven sprocket 34, A second transmission path is established that is transmitted to the output shaft 25 through the first input / output shaft 27, the third clutch CL3, the second input / output shaft 29, the second drive gear 52, and the second driven gear 54, and The engine can travel through a second transmission path that is a transmission path different from the first transmission path.

  Further, by releasing the third clutch CL3, only the power of the motor MOT can be transmitted to the output shaft 25 via the second drive gear 52 and the second driven gear 54, so that EV traveling can be performed. When the first clutch CL1 is engaged, power can be generated by the generator GEN using the power of the engine ENG.

  Here, the speed reduction ratio of the first transmission path is set smaller than the speed reduction ratio of the second transmission path, and is selected mainly during high-speed cruise. As described above, by providing the third clutch CL3 for releasing or fastening the first input / output shaft 27 and the second input / output shaft 29, the power of the engine ENG is driven through two transmission paths having different reduction ratios. Since it can be transmitted to the wheel WR, it is possible to realize a cruise traveling at a low vehicle speed range and a cruise traveling at a high vehicle speed region by the engine ENG. Thereby, since charging / discharging with respect to a battery is not carried out, while a power consumption improves, deterioration of a battery can be suppressed.

  The vehicle drive device 10 configured as described above typically has the following travel modes.

[First engine travel (E1)]
FIG. 2 is a diagram for explaining power transmission when the first engine is running.
The first engine travel is a travel mode in which the engine travels through the first transmission path, and is selected mainly during high-speed cruise (for example, 80 km or more), and the first and second clutches CL1 and CL2 are engaged, By releasing the clutch CL3, the power of the engine ENG is transmitted to the output shaft 25 via the input shaft 21, the first drive gear 42, and the first driven gear 44, and via the output gear 56 and the differential device D. It is transmitted to the drive wheel WR. At this time, since the second driven gear 54 attached to the output shaft 25 and the second drive gear 52 attached to the second input / output shaft 29 are always meshed, the motor MOT is connected to the output shaft 25. In this state, the motor MOT can be assisted by powering driving as necessary, and, conversely, the motor MOT can be regenerated to generate power. On the other hand, since the drive sprocket 32 attached to the input shaft 21 and the driven sprocket 34 attached to the first input / output shaft 27 are always connected by the chain 36, the generator GEN is connected to the engine ENG. Thus, the generator GEN can be assisted by powering driving as necessary, and conversely, the generator GEN can be decelerated by regenerative driving.

[Second engine travel (E2)]
FIG. 3 is a diagram for explaining power transmission when the second engine is running.
The second engine travel is a travel mode in which the engine travels via the second transmission path, and is selected mainly during low-speed cruise (for example, less than 80 km), and the first and third clutches CL1 and CL3 are engaged, By releasing the clutch CL2, the power of the engine ENG is applied to the input shaft 21, the drive sprocket 32, the chain 36, the driven sprocket 34, the first input / output shaft 27, the third clutch CL3, the second input / output shaft 29, the second It is transmitted to the output shaft 25 via the drive gear 52 and the second driven gear 54, and is transmitted to the drive wheel WR via the output gear 56 and the differential device D. At this time, since the second driven gear 54 attached to the output shaft 25 and the second drive gear 52 attached to the second input / output shaft 29 are always meshed, the motor MOT is connected to the output shaft 25. In this state, the motor MOT can be assisted by powering driving as necessary, and, conversely, the motor MOT can be regenerated to generate power. On the other hand, since the drive sprocket 32 attached to the input shaft 21 and the driven sprocket 34 attached to the first input / output shaft 27 are always connected by the chain 36, the generator GEN is connected to the engine ENG. Thus, the generator GEN can be assisted by powering driving as necessary, and conversely, the generator GEN can be decelerated by regenerative driving.

[Series travel (S)]
FIG. 4 is a diagram for explaining the power transmission of series travel.
The series travel is mainly selected at the time of acceleration higher than the middle vehicle speed or at the time of sudden acceleration, and the first clutch CL1 is engaged and the second and third clutches CL2 and CL3 are opened, whereby the power of the engine ENG is changed to the input shaft 21. The power is transmitted to the generator GEN via the drive sprocket 32, the chain 36, the driven sprocket 34, and the first input / output shaft 27, and power can be generated by driving the generator GEN regeneratively. Then, the electric power generated by the generator GEN is supplied to the motor MOT by a control device (not shown), and the motor MOT is powered by the supplied electric power, whereby the power of the motor MOT is changed to the second input / output shaft 29, It is transmitted to the output shaft 25 via the second drive gear 52 and the second driven gear 54, and is transmitted to the drive wheel WR via the output gear 56 and the differential device D.

[Series parallel travel (SP)]
FIG. 5 is a diagram for explaining power transmission in series / parallel traveling.
Series / Parallel driving is mainly selected when accelerating or climbing above the middle vehicle speed, and by engaging the first and third clutches CL1 and CL3 and releasing the second clutch CL2, the power of the engine ENG is used as the input shaft. 21, the drive sprocket 32, the chain 36, the driven sprocket 34, and the first input / output shaft 27 are transmitted to the generator GEN, and the generator GEN can be regeneratively driven to generate power, and the input shaft 21 and the drive sprocket 32. , The chain 36, the driven sprocket 34, the first input / output shaft 27, the third clutch CL 3, the second input / output shaft 29, the second drive gear 52, and the second driven gear 54, which are transmitted to the output shaft 25 and output gear 56, transmitted to the drive wheel WR via the differential device D. Further, the electric power generated by the generator GEN is supplied to the motor MOT by a control device (not shown), and the motor MOT is driven by powering with the supplied electric power, whereby the power of the motor MOT is changed to the second input / output shaft 29, It is transmitted to the output shaft 25 via the second drive gear 52 and the second driven gear 54, and is transmitted to the drive wheel WR via the output gear 56 and the differential device D. That is, the power of the engine ENG and the power of the motor MOT are added and transmitted to the drive wheel WR.

[First EV travel (EV1)]
FIG. 6 is a diagram illustrating power transmission in the first EV traveling.
The first EV traveling is selected mainly at the time of slow acceleration such as when starting or when climbing up, and by releasing all of the first to third clutches CL1, CL2, CL3, the power of the motor MOT is changed to the second input / output shaft 29, It is transmitted to the output shaft 25 via the second drive gear 52 and the second driven gear 54, and is transmitted to the drive wheel WR via the output gear 56 and the differential device D. At this time, since the engine ENG is disconnected from the input shaft 21, it is preferable that the engine ENG is stopped from the viewpoint of improving fuel consumption.

[Second EV travel (EV2)]
FIG. 7 is a diagram for explaining power transmission in the second EV traveling.
The second EV traveling is selected mainly during strong acceleration at a low vehicle speed, and the third clutch CL3 is engaged and the first and second clutches CL1 and CL2 are opened, whereby the power of the generator GEN is changed to the first input / output shaft 27. , Transmitted to the third clutch CL3 and the second input / output shaft 29, and further the power of the motor MOT is added to the output shaft 25 via the second input / output shaft 29, the second drive gear 52, and the second driven gear 54. Is transmitted to the drive wheel WR via the output gear 56 and the differential device D. Also at this time, since the engine ENG is disconnected from the input shaft 21, it is preferable that the engine ENG is stopped from the viewpoint of improving fuel consumption.

[Decelerated travel (C)]
FIG. 8 is a diagram for explaining the power transmission of the deceleration traveling.
The decelerating travel is selected at the time of deceleration, and the motor MOT is regeneratively driven with all the first to third clutches CL1, CL2, CL3 opened, whereby the regenerative force of the motor MOT is changed to the second input / output shaft 29, It is transmitted to the output shaft 25 via the second drive gear 52 and the second driven gear 54, and is transmitted to the drive wheel WR via the output gear 56 and the differential device D. As a result, a regenerative force acts on the drive wheel WR in the direction opposite to the rotation direction, the speed is reduced, and the motor (MOT) generates power to charge a battery (not shown). Also at this time, since the engine ENG is disconnected from the input shaft 21, it is preferable that the engine ENG is stopped from the viewpoint of improving fuel consumption.

  Next, switching of the travel mode in the vehicle drive device 10 configured as described above will be described using a travel example of FIG. In the table of FIG. 9, a minus sign represents inoperative or stopped, a white circle represents power running drive, a double circle represents regenerative drive, and a black circle represents power running drive or regenerative drive. , Indicating that it may be inactive.

  First, when the vehicle stops, the first to third clutches CL1, CL2, and CL3 are all opened, and the engine ENG, the motor MOT, and the generator GEN are stopped. When the accelerator pedal is depressed from this state, the first EV traveling (EV1) is performed by driving the motor MOT with the first to third clutches CL1, CL2, CL3 all released, and the power of the motor MOT is used. The vehicle starts and the vehicle speed increases slowly (slow acceleration). When the accelerator pedal is further depressed, only the third clutch CL3 is engaged, and the second EV running (EV2) is performed by driving the generator GEN in addition to the motor MOT (strong acceleration).

  During cruise traveling at a vehicle speed of about 50 km / h, the first EV traveling (EV1) or the second engine traveling (E2) is selected. When selecting the first EV traveling (EV1), the third clutch CL3 engaged during the second EV traveling (EV2) is released, and the generator GEN is deactivated. On the other hand, when selecting the second engine running (E2), first, the engine output of the engine ENG is engaged by engaging the first clutch CL1 in addition to the third clutch CL3 engaged during the second EV running (EV2). A so-called motoring is performed in which the shaft EN 12 is rotated to start the engine ENG. Then, when the engine ENG is started, the second engine running (E2) is performed while the first and third clutches CL1 and CL3 are engaged. At this time, the motor MOT and / or the generator GEN may be power-driven or regeneratively driven as necessary.

  When the accelerator pedal is further depressed during medium speed cruise traveling of about 50 km / h, series / parallel traveling (SP) or series traveling (S) is selected. When selecting Series / Parallel Travel (SP), the engine ENG is operated with the first and third clutches CL1 and CL3 engaged, and the generator GEN is regeneratively driven, and the electric power generated by the generator GEN is used. The motor MOT is driven by powering. Thereby, the power of engine ENG and the power of motor MOT are transmitted to drive wheel WR. On the other hand, when the series travel (S) is selected, the engine ENG is operated with only the first clutch CL1 engaged, the generator GEN is regeneratively driven, and the motor MOT is powered by the power generated by the generator GEN. To drive. Thereby, only the power of the motor MOT is transmitted to the drive wheels WR.

  When the vehicle speed increases to 100 km / h and high-speed cruise traveling of about 100 km / h is performed, the first engine traveling (E1) is performed with the first and second clutches CL1 and CL2 engaged. At this time, the motor MOT and / or the generator GEN may be power-driven or regeneratively driven as necessary.

  When the brake pedal is depressed during high-speed cruise traveling at about 100 km / h, the first to third clutches CL1, CL2, CL3 are all released, the engine ENG is stopped, and the motor MOT is driven to regenerate. The vehicle travels at a reduced speed (C), and the regenerative brake acts on the drive wheel WR to lower the vehicle speed.

  In uphill running during low speed running (for example, less than 50 km / h), the first EV running (EV1) or series / parallel running (SP) is selected according to the required driving force. When accelerating most from that state, the series travel (S) is selected.

  In uphill traveling during high speed traveling (for example, 50 km / h or more), the first engine traveling (E1) or the second engine traveling (E2) is selected according to the required driving force.

  When the brake pedal is depressed to stop the vehicle, the first to third clutches CL1, CL2, and CL3 are all released, the engine ENG is stopped, and the motor MOT is regeneratively driven. C), the regenerative brake acts on the drive wheel WR, the vehicle speed decreases, and the vehicle stops. When the vehicle stops, the first to third clutches CL1, CL2, and CL3 are all released, and the engine ENG, the motor MOT, and the generator GEN are stopped.

  According to the vehicle drive device 10 of the present embodiment configured as described above, power can be transmitted between the first input / output shaft 27 connected to the generator GEN and the second input / output shaft 29 connected to the motor MOT. Since the third clutch CL3 connected to is provided, the first engine running (E1) and the second engine running (E2) can be realized using two transmission paths.

  In the second EV traveling (EV2), the motor MOT and the generator GEN can be used to output a combined driving force that matches the required driving force, so that the motor MOT and the generator GEN have low torque and low output. Thus, the motor MOT and the generator GEN can be reduced in size and weight.

  In addition, because two motors with different characteristics, motor MOT and generator GEN, can be combined, it is possible to bring the output area that is frequently used during traveling close to the high-efficiency area, thereby improving power consumption. Can do.

Second Embodiment
Then, the vehicle drive device of 2nd Embodiment of this invention is demonstrated.
FIG. 10 is a schematic configuration diagram of a vehicle drive device according to the second embodiment of the present invention. In addition, about the structure same as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.
The vehicle drive device 10 </ b> A of the present embodiment uses an internal meshing gear 37 instead of performing power transmission between the input shaft 21 and the first input / output shaft 27 by the chain 36. An internal gear 39 is attached to the first input / output shaft 27 so as to be integrally rotatable, and an external gear 38 having a gear meshing with the internal gear 39 is attached to the input shaft 21 so as to be integrally rotatable. It has been. That is, the input shaft 21 and the first input / output shaft 27 are connected so as not to be separated. Accordingly, when the input shaft 21 rotates, the external gear 38 rotates, the internal gear 39 that meshes with the external gear 38 rotates on the inner diameter side of the external gear 38, and the rotation of the input shaft 21 is increased to increase the first speed. It is transmitted to the input / output shaft 27.

  The first input / output shaft 27 includes a first drive gear 42 that is rotatable between the internal gear 39 and the second drive gear 52 in the axial direction relative to the second clutch CL 2 and the first input / output shaft 27. The first input / output shaft 27 and the first drive gear 42 are disconnected or connected by releasing or fastening the second clutch CL2. The first drive gear 42 meshes with a first driven gear 44 attached to the output shaft 25 and fastens the first and second clutches CL1 and CL2, so that the power of the engine ENG is changed to the first clutch CL1 and the input. A first transmission path that is transmitted to the output shaft 25 via the shaft 21, the external gear 38, the internal gear 39, the second clutch CL2, the first drive gear 42, and the first driven gear 44 is established, and the first transmission path is established. Through the engine. Further, by engaging the first clutch CL1 and releasing the second clutch CL2, the power of the engine ENG is not transmitted to the output shaft 25 but can be transmitted only to the generator GEN.

  According to the vehicle drive device 10A of the present embodiment, in addition to the same effects as the vehicle drive device 10 of the first embodiment, the radial length of the speed change mechanism T can be reduced. The radial length of the vehicle drive device 10A can be reduced, the vehicle mounting property can be improved, and the rigidity, the center of gravity, and the weight can be reduced.

Note that the vehicle drive device of the present invention is not limited to the above-described embodiment, and can be appropriately modified, improved, and the like.
For example, the engine displacement and the rated output of the two electric motors are not particularly limited, and can be mounted on various vehicles such as a hybrid vehicle, a plug-in hybrid vehicle, and a range extender.

10, 10A Vehicle drive device 11 Case 11a Motor housing space (second motor housing space)
11b Generator housing space (first motor housing space)
11c 3rd clutch accommodation space (3rd connection / disconnection means accommodation space)
12 Engine output shaft (engine output shaft)
21 Input shaft 25 Output shaft 27 First input / output shaft 29 Second input / output shaft 42 First drive gear 44 First driven gear 52 Second drive gear 54 Second driven gear 56 Output gear (output unit)
ENG engine MOT motor (second electric motor)
GEN generator (first electric motor)
T transmission mechanism CL1 first clutch (first connecting / disconnecting means)
CL2 second clutch (second connecting / disconnecting means)
CL3 3rd clutch (3rd connection / disconnection means)

Claims (11)

An engine, first and second electric motors, and a transmission mechanism;
The transmission mechanism is
An input shaft connected to the output shaft of the engine via a first connecting / disconnecting means so as to be capable of transmitting power;
A first drive unit connected to the input shaft so as to be capable of transmitting power via a second connecting / disconnecting means;
A first input / output shaft that is connected to the input shaft in an inseparable manner and is connected to the first electric motor so that power can be transmitted;
A second input / output shaft connected to the second electric motor for power transmission;
A second drive unit provided on the second input / output shaft;
A first driven portion connected to the first drive portion so as to be capable of transmitting power;
A second driven part connected to the second drive part so as to be able to transmit power;
An output shaft having the first driven portion, the second driven portion, and an output portion;
The first input / output shaft and the second input / output shaft are connected via a third connecting / disconnecting means so as to be capable of transmitting power. A first transmission path through which the power of the engine is transmitted to the output shaft via the first connecting / disconnecting means, the input shaft, the second connecting / disconnecting means, the first drive unit, and the first driven unit. And the output via the first connecting / disconnecting means, the input shaft, the first input / output shaft, the third connecting / disconnecting means, the second input / output shaft, the second drive unit, and the second driven unit. In the second transmission path that is transmitted to the shaft, the reduction ratio is different,
The vehicle drive device according to claim 1, wherein a reduction ratio of the first transmission path is smaller than a reduction ratio of the second transmission path.   3. The vehicle drive device according to claim 1, wherein the second input / output shaft has a hollow structure, and the first input / output shaft is inserted therein so as to be relatively rotatable. 4. The first and second electric motors are accommodated in a case so as to have a rotation axis in the same straight line,
The said case WHEREIN: The 1st motor accommodation space which accommodates the said 1st motor, and the 2nd motor accommodation space which accommodates the said 2nd motor are arrange | positioned adjacently, The 1-3 of Claim 1-3 characterized by the above-mentioned. The vehicle drive device according to claim 1.   In the case, a third connection / disconnection means accommodation space is formed in which the third connection / disconnection means is accommodated so that at least a part of the first motor and the second motor overlap in the axial direction. The vehicle drive device according to claim 4.   With the first connecting / disconnecting means and the second connecting / disconnecting means fastened and the third connecting / disconnecting means released, the engine is operated and at least one of the first electric motor and the second electric motor is driven by power running or The vehicle drive device according to claim 1, wherein the vehicle drive device is regeneratively driven.   With the first connecting / disconnecting means and the third connecting / disconnecting means fastened and the second connecting / disconnecting means released, the engine is operated and at least one of the first motor and the second motor is driven by power running or The vehicle drive device according to claim 1, wherein the vehicle drive device is regeneratively driven.   With the first connecting / disconnecting means fastened and the second connecting / disconnecting means and the third connecting / disconnecting means being released, the engine is operated, the first electric motor is regeneratively driven to generate power, and the first 6. The vehicle drive device according to claim 1, wherein electric power generated by the electric motor is supplied to the second electric motor, and the second electric motor is driven by powering. 6.   With the first connecting / disconnecting means and the third connecting / disconnecting means fastened and the second connecting / disconnecting means released, the engine is operated, the first electric motor is regeneratively driven to generate power, and the first 6. The vehicle drive device according to claim 1, wherein electric power generated by the electric motor is supplied to the second electric motor, and the second electric motor is driven by powering. 6.   6. The power driving or regenerative driving of the second electric motor with the first connecting / disconnecting means, the second connecting / disconnecting means, and the third connecting / disconnecting means being released. The vehicle drive device according to claim 1.   The first electric motor and the second electric motor are power-driven or regeneratively driven in a state where the third connecting / disconnecting means is fastened and the first connecting / disconnecting means and the second connecting / disconnecting means are released. The vehicle drive device according to any one of claims 1 to 5.

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