JP5681606B2 - Power output device for vehicle - Google Patents

Description

  The present invention relates to a vehicle power output apparatus for outputting a rotational driving force to a drive shaft.

  Conventionally, a hybrid vehicle including a power output device having a first rotating electrical machine and a second rotating electrical machine is widely known.

  As a power output device of this type, between a first rotor shaft of a first rotating electrical machine, a planetary gear mechanism to which a second rotor shaft of a second rotating electrical machine is connected, and a speed change mechanism to which a drive shaft is connected. By controlling the engagement / disengagement of the provided clutch, the resultant force of the selected rotational driving force of the first rotor shaft and the rotational driving force of the second rotor shaft is transmitted to the drive shaft via the speed change mechanism. The technical idea to do is proposed (for example, refer patent document 1).

Japanese Patent No. 4229156

  According to the above-described prior art, the resultant force of the selected rotational driving force of the first rotor shaft and the rotational driving force of the second rotor shaft can be transmitted to the driving shaft. Can be switched. That is, the first rotating electrical machine and the second rotating electrical machine can be driven within an efficient range in a wide driving range of the vehicle.

  However, in this case, since it is necessary to control the clutch connection / disconnection when switching the operation mode, there is a problem that this type of mechanism and control become complicated.

  The present invention has been made in consideration of such problems, and can drive the first rotating electrical machine and the second rotating electrical machine in an efficient range in a wide range of operation, and has a complicated mechanism. Another object of the present invention is to provide a vehicular power output device that can eliminate the need for control.

The invention according to claim 1 is a vehicle power output device (21) for outputting a rotational driving force to a drive shaft (32), wherein the first rotating electrical machine (24) is capable of rotating the first shaft (26). ), A second rotating electrical machine (64) capable of rotating the second shaft (66) in both forward and reverse directions, and a planetary gear mechanism (30) connected to the first shaft (26) and the drive shaft (32). ), A first power transmission mechanism (68) for transmitting the rotational driving force of the second shaft (66) to the planetary gear mechanism (30), and the rotational driving force of the second shaft (66) as the driving shaft. The second power transmission mechanism (70) for transmitting to (32) and the second shaft (66) to the first power transmission mechanism (68) only when the second shaft (66) rotates in the forward direction. The first one-way clutch part (72) permitting transmission of the rotational driving force and the second shaft (66) rotated in the opposite directions. A second one-way clutch part (74) that permits transmission of rotational driving force from the second shaft (66) to the second power transmission mechanism (70) only when the planetary gear mechanism (30) A sun gear (46) connected to the first shaft (26), a ring gear (50) to which the rotational driving force of the first power transmission mechanism (68) is transmitted, the sun gear (46) and the ring gear ( 50) and a carrier (52) that supports the planetary gear (48) in a state of being connected to the drive shaft (32), and the first shaft. The rotational driving force transmitted from (26) and the rotational driving force transmitted from the first power transmission mechanism (68) are combined and transmitted to the drive shaft (32) in a state where the rotational speed is increased. It is characterized by.

  Note that the reference numerals in parentheses are appended to the reference numerals in the accompanying drawings for easy understanding of the present invention, and the present invention is not construed to be limited to the elements to which the reference numerals are attached. Absent.

  According to a second aspect of the present invention, there is provided the vehicle power output device (21) according to the first aspect, wherein the power output device is provided on a power transmission path between the first one-way clutch portion (72) and the planetary gear mechanism (30). And allows transmission of rotational driving force from the second shaft (66) to the planetary gear mechanism (30), while rotating rotational force from the planetary gear mechanism (30) to the second shaft (66). It is further characterized by further comprising clutch means (58) for preventing the transmission of.

The invention according to claim 3 is the vehicle power output device (21) according to claim 1 or 2 , wherein the second power transmission mechanism (70) includes the second one-way clutch portion (74) and the carrier ( 52) and a chain, a belt, or a gear.

  According to the first aspect of the invention, for example, when the first rotating electrical machine is driven and the second rotating electrical machine is stopped, the rotational driving force of the first shaft is transmitted to the driving shaft via the planetary gear mechanism. . Therefore, only the rotational driving force of the first axis can be output to the driving axis (first operation mode: ECO (Environmental Communication) operation mode).

  Further, for example, when both the first rotating electrical machine and the second rotating electrical machine are driven to rotate the second shaft in the forward direction, the rotational driving force of the first shaft is transmitted to the planetary gear mechanism, and the second The rotational driving force of the shaft is transmitted to the planetary gear mechanism via the first one-way clutch portion and the first power transmission mechanism. At this time, since the second one-way clutch portion is provided, the rotational driving force of the second shaft is not transmitted to the second power transmission mechanism. In the planetary gear mechanism, the rotational driving force transmitted from the first shaft and the rotational driving force transmitted from the first power transmission mechanism are combined and transmitted to the drive shaft in a state where the rotational speed is increased. The Thereby, the rotation speed of a drive shaft can be made larger than the case of the said 1st operation mode (2nd operation mode: SPEED operation mode).

  Further, for example, when both the first rotating electrical machine and the second rotating electrical machine are driven to rotate the second shaft in the reverse direction, the rotational driving force of the first shaft is transmitted to the driving shaft via the planetary gear mechanism. In addition, the rotational driving force of the second shaft is transmitted to the driving shaft through the second one-way clutch portion and the second power transmission mechanism. At this time, since the first one-way clutch portion is provided, the rotational driving force of the second shaft is not transmitted to the first power transmission mechanism. Then, on the drive shaft, the rotational driving force transmitted from the planetary gear mechanism and the rotational driving force transmitted from the second power transmission mechanism are combined to increase the torque. As a result, the torque of the drive shaft can be made larger than that in the first operation mode (third operation mode: POWER operation mode).

As described above, since a plurality of operation modes can be easily switched with a simple configuration, the first rotating electric machine and the second rotating electric machine can be driven in an efficient range in a wide operation region. Further, since it is not necessary to control the connection / disconnection of the clutch when switching the operation mode, a complicated mechanism and control can be dispensed with. Furthermore, in the planetary gear mechanism, the sun gear is connected to the first shaft, the carrier that supports the planetary gear is connected to the drive shaft, and the rotational driving force of the first power transmission mechanism is transmitted to the ring gear. Thereby, the rotational driving force transmitted from the first shaft to the sun gear and the rotational driving force transmitted from the first power transmission mechanism to the ring gear are combined by the planetary gear, and the rotational speed is increased. Can be communicated to the carrier.

  According to the second aspect of the present invention, the clutch means that allows transmission of the rotational driving force from the second shaft to the planetary gear mechanism while preventing transmission of the rotational driving force from the planetary gear mechanism to the second shaft. Is provided on a power transmission path between the first one-way clutch portion and the planetary gear mechanism. Thereby, for example, in the first operation mode, it is possible to prevent the rotational driving force transmitted from the first shaft to the planetary gear mechanism from being transmitted to the second shaft. Therefore, the rotational driving force of the first shaft can be efficiently transmitted to the driving shaft.

According to the invention of claim 3 , since the second power transmission mechanism is constituted by a chain, a belt or a gear wound around the second one-way clutch portion and the carrier, the rotational driving force of the second shaft is reduced. It can be efficiently transmitted to the carrier.

1 is a schematic configuration diagram of an electric motorcycle including a power output device according to the present invention. It is a longitudinal cross-sectional view of the swing unit shown in FIG. FIG. 3 is a partial cross-sectional side view for explaining the configuration of a planetary gear mechanism, a first power transmission mechanism, and a second power transmission mechanism shown in FIG. 2. FIG. 4 is a partially omitted sectional view taken along line IV-IV in FIG. 2. FIG. 5 is a partially omitted sectional view taken along line VV in FIG. 2. FIG. 3 is an enlarged sectional view of the clutch mechanism shown in FIG. 2. 7A is a cross-sectional view taken along line VIIA-VIIA in FIG. 6, and FIG. 7B is a cross-sectional view for explaining the operation of the clutch mechanism when the outer ring gear is rotated counterclockwise. It is a schematic block diagram of the electric motorcycle for demonstrating the flow of motive power when drive | operating in a 1st driving | operation mode (ECO drive mode). It is a schematic block diagram of the electric motorcycle for demonstrating the flow of the motive power at the time of drive | operating in a 2nd driving mode (SPEED drive mode). It is a schematic block diagram of the electric motorcycle for demonstrating the flow of the motive power at the time of drive | operating in a 3rd driving | running mode (POWER drive mode). FIG. 11A is a graph showing an efficient operation region of the first rotating electrical machine in the first operation mode, and FIG. 11B shows an efficient operation region of the first rotating electrical machine and the second rotating electrical machine in the second operation mode. FIG. 11C is a graph showing an efficient operation region of the first rotating electrical machine and the second rotating electrical machine in the third operation mode. It is a schematic explanatory drawing of the electric motorcycle for demonstrating the flow of the motive power in regeneration mode.

  Hereinafter, a preferred embodiment of a vehicle power output device (hereinafter referred to as a power transmission device) according to the present invention will be illustrated and described in detail with reference to the accompanying drawings. In the following description, clockwise (forward direction) or counterclockwise (reverse direction) refers to a direction when viewed from the outside of the vehicle body in the vehicle width direction (left side of the vehicle body).

  The power transmission device 21 of this embodiment is incorporated in the electric motorcycle 10 and selectively outputs the rotational driving force of the first rotating electrical machine 24 and the rotational driving force of the second rotating electrical machine 64 to the rear wheel WR. On the other hand, the rotational driving force of the rear wheel WR is converted into electric energy by the first rotating electrical machine 24 and the battery 14 is charged (collected).

  As shown in FIG. 1, the electric motorcycle 10 includes a swing unit 12 that is swingably provided with respect to a body frame (not shown) and supports a rear wheel WR that is a drive wheel, a battery 14, a control unit 16, and the like. Is provided.

  As shown in FIG. 2, the swing unit 12 includes a power transmission device (energy regeneration device) 21 including a first mechanism 18 and a second mechanism 20 located in front of the vehicle body of the first mechanism 18, a first mechanism 18, And a cover member 22 surrounding the second mechanism 20.

  The first mechanism 18 includes a first rotating electrical machine 24 as a drive source, a first shaft 26 that extends along the vehicle width direction and rotates by driving of the first rotating electrical machine 24, and one end of the first shaft 26. A centrifugal clutch 28 provided on the side, a planetary gear mechanism 30 connected to the other end of the first shaft 26, a drive shaft 32 connected to the planetary gear mechanism 30, and a speed reduction mechanism connected to the drive shaft 32. 34 is provided.

  The first rotating electrical machine 24 is disposed in an annular first stator 36 fixed to a partition wall 23 attached to a support member 35 that supports a speed reduction mechanism 34 by bolts 33, and a central hole of the first stator 36. And a hollow first rotor 38 formed. The battery 14 is electrically connected to the first stator 36 via the control unit 16 (see FIG. 1). The control unit 16 can cause the first rotating electrical machine 24 to function as a motor or a generator by switching the connection between the battery 14 and the first stator 36 to control the energization current.

  The first rotor 38 extends outward in the vehicle width direction (left side in FIG. 2) from the first stator 36. An inner housing 37 of the centrifugal clutch 28 described above is provided at one end of the fixed portion 39 of the first rotor 38. That is, the centrifugal clutch 28 is located on the outer side in the vehicle width direction than the first rotating electrical machine 24.

  The centrifugal clutch 28 is connected to and disconnected from the first rotor 38 and the first shaft 26 in accordance with the rotational speed of the first rotor 38. In other words, the centrifugal clutch 28 connects the first rotor 38 and the first shaft 26 only when the rotational speed of the first rotor 38 exceeds a predetermined rotational speed. Thereby, it can suppress suitably that the 1st rotary electric machine 24 becomes an overload at the time of vehicle start with a simple structure.

  The first shaft 26 passes through the inside of the first rotor 38. The first shaft 26 is pivotally supported by a plurality of bearings 40, 41, 42. The bearing 40 is fixed to the cover member 22 at one end of the first shaft 26. The bearing 41 is located at a substantially central portion of the first shaft 26 and is fixed to the partition wall 23. The bearing 42 is fixed to the drive shaft 32 at the other end of the first shaft 26.

  A bearing 43 and a roller bearing 44 are interposed in the gap between the inner peripheral surface of the first rotor 38 and the outer peripheral surface of the first shaft 26. As a result, the first rotor 38 of the first rotating electrical machine 24 is supported rotatably with respect to the first shaft 26.

  As shown in FIG. 3, the planetary gear mechanism 30 includes a sun gear 46 fixed to the outer peripheral surface on the other end side of the first shaft 26, a plurality of (for example, four) planetary gears 48 that mesh with the sun gear 46, An annular ring gear 50 that meshes with each planetary gear 48 and a carrier 52 (see FIG. 2) that pivotally supports the plurality of planetary gears 48 are included.

  The sun gear 46 and each planetary gear 48 are configured as external gears. Each planetary gear 48 rotates and can revolve around the sun gear 46. The ring gear 50 includes an outer ring gear (first ring gear) 54 having external teeth formed on the outer peripheral surface thereof, and an inner ring gear (second ring gear) 56 having inner teeth formed on the inner peripheral surface of the ring gear 50. Including.

  As can be seen from FIG. 2, the outer ring gear 54 is located on the outer side in the vehicle width direction than the inner ring gear 56. The outer ring gear 54 and the inner ring gear 56 are connected via a clutch mechanism (clutch means) 58. The detailed structure of the clutch mechanism 58 will be described later.

  The carrier 52 is located on the inner side in the vehicle width direction (right side in FIG. 2) than each planetary gear 48. The carrier 52 is formed in an annular shape and its outer edge is bent outward in the vehicle width direction. That is, the outer edge of the carrier 52 surrounds the inner ring gear 56 from the radially outer side.

  The planetary gear mechanism 30 configured as described above combines the rotational driving force input from the sun gear 46 and the rotational driving force input from the ring gear 50 and transmits the resultant to the carrier 52 in an increased rotational speed. .

  The drive shaft 32 is fitted in the central hole of the carrier 52. That is, since the drive shaft 32 is connected to the carrier 52, the drive shaft 32 rotates integrally with the carrier 52. The speed reduction mechanism 34 includes a first speed reduction gear portion 60 connected to the other end of the drive shaft 32 and a second speed reduction gear portion 62 that meshes with the first speed reduction gear portion 60. An axle 65 supporting the rear wheel WR is connected to the shaft 63 constituting the second reduction gear portion 62 (see FIG. 1).

  The second mechanism 20 includes a second rotating electrical machine 64 as an auxiliary drive source, a second shaft 66 that extends along the vehicle width direction and rotates by driving of the second rotating electrical machine 64, and the rotation of the second shaft 66. A first power transmission mechanism 68 that transmits the driving force to the outer ring gear 54 of the planetary gear mechanism 30; a second power transmission mechanism 70 that transmits the rotational driving force of the second shaft 66 to the carrier 52 of the planetary gear mechanism 30; A first one-way clutch portion 72 and a second one-way clutch portion 74 provided on the two shafts 66 are provided.

  The second rotating electrical machine 64 is configured in the same manner as the first rotating electrical machine 24 described above. That is, the second rotating electrical machine 64 includes an annular second stator 76 fixed to the partition wall 23 of the cover member 22, and a hollow second rotor 78 disposed in the central hole of the second stator 76. The battery 14 is electrically connected to the second stator 76 via the control unit 16 (see FIG. 1). The second rotor 78 is rotatable in both forward and reverse directions.

  The control unit 16 can cause the second rotating electrical machine 64 to function as a motor by switching the connection between the battery 14 and the second stator 76 to control the energization current.

  The second shaft 66 is pivotally supported by a pair of bearings 80 fixed to the cover member 22 in a state where the second shaft 66 is fitted in the central hole of the second rotor 78. That is, the second shaft 66 and the second rotor 78 rotate integrally.

  As shown in FIGS. 2 and 3, the first power transmission mechanism 68 includes an annular gear (annular gear) 82 provided in the first one-way clutch portion 72 and an idle gear portion (first gear) meshing with the gear 82. And an idle gear portion (second idle gear portion) 86 that meshes with the idle gear portion 84 and the outer ring gear 54.

  The gear 82 and the idle gear portions 84 and 86 are arranged in a line along the vehicle longitudinal direction. The idle gear portions 84 and 86 have the same configuration and are rotatably supported by a plurality of bearings 87 fixed to the cover member 22 (see FIG. 2).

  The second power transmission mechanism 70 is constituted by a chain, and an annular first sprocket 88 secured to the outer edge of the carrier 52 and an annular second sprocket 90 secured to the second one-way clutch portion 74 (see FIG. 5). Thereby, the rotational driving force of the 2nd axis | shaft 66 can be transmitted to the carrier 52 directly and efficiently, and the swing unit 12 can be simplified. The second power transmission mechanism 70 may be composed of a V belt, a plurality of gears, and the like.

  As understood from FIG. 2, the sun gear 46, the plurality of planetary gears 48, and the inner ring gear 56 are arranged between the first sprocket 88 and the second sprocket 90 around which the second power transmission mechanism 70 is wound. It is installed. Thereby, the dimension of the swing unit 12 in the vehicle width direction can be reduced (the swing unit 12 can be thinned).

  As shown in FIG. 4, the first one-way clutch portion 72 is disposed so as to surround the outer peripheral surface of the second shaft 66, and a plurality of groove portions 92 having a circular arc cross section along the circumferential direction on the inner peripheral surface. The ring body 94 is formed, and a roller bearing 96 and an elastic member 98 are provided in each groove 92 formed in the ring body 94.

  The inner peripheral surface of the gear 82 is fixed to the outer peripheral surface of the ring body 94. Each groove portion 92 is formed with a cam surface 100 that is inclined inward in the radial direction of the second shaft 66 as it goes clockwise.

  Each roller bearing 96 is formed in a cylindrical shape. The elastic member 98 is provided on the opposite side of the groove portion 92 from the side on which the cam surface 100 is formed, and biases the roller bearing 96 toward the cam surface 100. As the elastic member 98, a leaf spring, a coil spring, or the like can be used.

  In the first one-way clutch portion 72 configured as described above, the roller bearing 96 is urged against the cam surface 100 by the elastic member 98, so that the second shaft 66 and the ring body 94 are stopped. The roller bearing 96 contacts the cam surface 100. That is, the roller bearing 96 is fixed between the cam surface 100 and the outer peripheral surface of the second shaft 66 by a wedge action.

  When the second shaft 66 rotates clockwise, the ring body 94 rotates clockwise while maintaining the wedge action. On the other hand, when the second shaft 66 rotates counterclockwise, the roller bearing 96 moves away from the cam surface 100, so that the second shaft 66 idles with respect to the ring body 94.

  That is, the first one-way clutch unit 72 transmits the rotational driving force of the second shaft 66 to the first power transmission mechanism 68 only when the second shaft 66 rotates clockwise.

  As shown in FIG. 5, the second one-way clutch portion 74 is attached to the second shaft 66 in a state in which the first one-way clutch portion 72 described above is inverted 180 ° around a line orthogonal to the axial direction thereof. It has become.

  That is, the second one-way clutch unit 74 has the same configuration as the first one-way clutch unit 72. Therefore, in the 2nd one-way clutch part 74, the same referential mark is attached | subjected to the component same as the 1st one-way clutch part 72, and the detailed description is abbreviate | omitted. As can be seen from FIG. 5, the inner peripheral surface of the annular second sprocket 90 is fixed to the outer peripheral surface of the ring body 94 constituting the second one-way clutch portion 74.

  According to such a second one-way clutch portion 74, when the second shaft 66 rotates counterclockwise, the second shaft 66 and the ring body 94 integrally rotate counterclockwise. On the other hand, when the second shaft 66 rotates clockwise, the second shaft 66 idles with respect to the ring body 94.

  That is, the second one-way clutch portion 74 transmits the rotational driving force of the second shaft 66 to the second power transmission mechanism 70 only when the second shaft 66 rotates counterclockwise.

  As shown in FIGS. 6 and 7A, the clutch mechanism 58 includes a hollow outer connecting shaft (first connecting shaft) 102 to which the inner peripheral surface of the outer ring gear 54 is fixed, and the outer connecting shaft 102 coaxially. An inner connection shaft (second connection shaft) 104 provided and an outer ring member 106 fixed to the support member 35 and surrounding one end of the inner connection shaft 104 are provided.

  The outer connection shaft 102 is pivotally supported by a bearing 108 fixed to the support member 35. At the outer edge of the other end surface of the outer connecting shaft 102, a plurality of gaps arranged at predetermined intervals along the circumferential direction of the outer connecting shaft 102 between the one end portion of the inner connecting shaft 104 and the outer ring member 106. The first engagement member 110 is connected. In addition, one end of a plurality of (for example, four) second engaging members 112 formed in a columnar shape is embedded in the other end surface of the outer connecting shaft 102.

  The inner connecting shaft 104 includes a connecting shaft main body 116 including a cam portion 114 that constitutes one end of the inner connecting shaft 104, and a connecting member 118 that connects the connecting shaft main body 116 and the inner ring gear 56. A plurality of (four) recesses 120 into which the other end portion of the second engagement member 112 is inserted are formed on one end surface of the cam portion 114. The outer periphery of the cam portion 114 has a substantially hexagonal cross section.

  Between the adjacent first engaging members 110, a pair of rollers 122 disposed on a flat surface 114 a constituting the outer surface of the cam portion 114, and the rollers 122 interposed between these rollers 122, respectively. An elastic member 124 that biases toward the cam surface 114b that forms the corner portion of the cam portion 114 is provided. For example, a spring member such as a coil spring or a leaf spring can be used as the elastic member 124.

  In the clutch mechanism 58 configured as described above, since the pair of rollers 122 is urged by the elastic member 124 to the cam surface 114b, the pair of rollers 122 is stopped while the outer ring gear 54 and the inner ring gear 56 are stopped. The roller 122 can be brought into contact with the cam surface 114b. As a result, the pair of rollers 122 is fixed by the wedge action between the cam surface 114b of the inner connection shaft 104 connected to the inner ring gear 56 and the inner peripheral surface of the outer ring member 106, so that the outer ring gear 54 is stopped. In this state, the rotation of the inner ring gear 56 can be prevented.

  On the other hand, as shown in FIG. 7B, for example, when the outer ring gear 54 rotates counterclockwise, the outer connection shaft 102, the first engagement member 110, and the second engagement member connected to the outer ring gear 54 are used. 112 rotates integrally. Then, the first engagement member 110 presses the pair of rollers 122 counterclockwise, and the second engagement member 112 presses the wall surface forming the recess 120 of the inner connection shaft 104 counterclockwise. . As a result, the pair of rollers 122, the elastic member 124, and the inner connecting shaft 104 are integrally rotated counterclockwise.

  In other words, the clutch mechanism 58 allows transmission of rotational driving force from the outer ring gear 54 to the inner ring gear 56, while preventing transmission of rotational driving force from the inner ring gear 56 to the outer ring gear 54.

  As can be seen from FIG. 2, the cover member 22 includes a first cover 22a that covers the first rotating electrical machine 24, a second cover 22b that is provided on the partition wall 23 while being attached to the first cover 22a, And a third cover 22c that is attached to the first cover 22a and covers the second rotating electric machine 64. For the connection between the first cover 22a and the second cover 22b and the connection between the first cover 22a and the third cover 22c, a fixing member such as a bolt (not shown) may be used.

  The control unit 16 includes a first operation mode (ECO (Environmental Communication) drive mode) having a low speed and a low driving force, a second operation mode (SPEED drive mode) having a high speed and a low driving force, and a first operation mode having a low speed and a low driving force. A three-operation mode (POWER drive mode) and a regeneration mode in which the rotational driving force of the rear wheels WR is converted into electric energy and the battery is charged (collected) can be selected as appropriate.

  Next, the first to third operation modes and the regeneration mode will be described with reference to FIGS. In FIGS. 8 to 10 and FIG. 12, the components indicated by bold lines indicate parts where power (electric power) is transmitted, the solid arrows indicate the direction in which the power is transmitted, and the broken arrows indicate power. Shows direction.

  First, as shown in FIG. 8, in the first operation mode, the control unit 16 drives the first rotating electrical machine 24 to rotate the first rotor 38 counterclockwise and stops the second rotating electrical machine 64. Then, when the rotation speed of the first rotor 38 reaches a predetermined rotation speed, the first rotor 38 and the first shaft 26 are connected by the centrifugal clutch 28, and the first shaft 26 rotates counterclockwise.

  The rotational driving force of the first shaft 26 is transmitted to the drive shaft 32 via the sun gear 46, the plurality of planetary gears 48, and the carrier 52. At this time, since the inner ring gear 56 is locked by the clutch mechanism 58, the rotational driving force of the sun gear 46 is not transmitted to the outer ring gear 54 and the like. Therefore, the rotational driving force of the first shaft 26 can be efficiently transmitted to the driving shaft 32.

  The rotational driving force transmitted to the drive shaft 32 is transmitted to the rear wheel WR in a state where the rotational speed is reduced (torque increased) by the speed reduction mechanism 34. As a result, the rear wheel WR is rotated only by the rotational driving force of the first rotating electrical machine 24. In this case, the efficient drive range of the first rotating electrical machine 24 is the range (the area indicated by hatching) shown in the graph of FIG. 11A.

  Subsequently, as shown in FIG. 9, in the second operation mode, the control unit 16 drives both the first rotating electrical machine 24 and the second rotating electrical machine 64 to rotate the first rotor 38 counterclockwise and the second operating mode. 2 The rotor 78 is rotated clockwise. Then, the rotational driving force of the first rotor 38 is transmitted to the sun gear 46 via the centrifugal clutch 28 and the first shaft 26.

  On the other hand, the rotational driving force of the second rotor 78 is generated by the inner ring gear 56 via the second shaft 66, the first power transmission mechanism 68 (gear 82, a pair of idle gears 84, 86), the outer ring gear 54, and the clutch mechanism 58. Is transmitted to. At this time, since the second shaft 66 rotates clockwise, the rotational driving force of the second shaft 66 is not transmitted to the second power transmission mechanism 70.

  The rotational driving force transmitted to the sun gear 46 and the rotational driving force transmitted to the inner ring gear 56 are combined by a plurality of planetary gears 48 and transmitted to the drive shaft 32 via the carrier 52 in a state where the rotational speed is increased. . The rotational driving force transmitted to the drive shaft 32 is transmitted to the rear wheel WR via the speed reduction mechanism 34. As a result, the rotation speed of the rear wheel WR becomes larger than that in the first operation mode. In this case, the efficient range of the first rotating electrical machine 24 and the second rotating electrical machine 64 is the range (area indicated by hatching) shown in the graph of FIG. 11B.

  Next, as shown in FIG. 10, in the third operation mode, the control unit 16 drives both the first rotating electrical machine 24 and the second rotating electrical machine 64 to counterclockwise the first rotor 38 and the second rotor 78. Rotate around. Then, the rotational driving force of the first rotor 38 is transmitted to the plurality of planetary gears 48 via the centrifugal clutch 28, the first shaft 26, and the sun gear 46.

  On the other hand, the rotational driving force of the second rotor 78 is transmitted to the second shaft 66, the second one-way clutch portion 74, and the second power transmission mechanism 70. At this time, since the second shaft 66 rotates counterclockwise, the rotational driving force of the second shaft 66 is not transmitted to the first power transmission mechanism 68.

  The rotational driving force transmitted to the plurality of planetary gears 48 and the rotational driving force transmitted to the second power transmission mechanism 70 are combined by the carrier 52 and transmitted to the drive shaft 32 in a state where the torque is increased. The rotational driving force transmitted to the drive shaft 32 is transmitted to the rear wheel WR via the speed reduction mechanism 34. As a result, the torque of the rear wheel WR becomes larger than that in the first operation mode. In this case, the efficient range of the first rotating electrical machine 24 and the second rotating electrical machine 64 is the range shown in the graph of FIG. 11C (the area indicated by hatching).

  As described above, in the present embodiment, since a plurality of operation modes can be easily switched with a simple configuration, the first rotating electric machine and the second rotating electric machine are driven in an efficient range in a wide operation region. be able to. Further, since it is not necessary to control the connection / disconnection of the clutch when switching the operation mode, a complicated mechanism and control can be dispensed with.

  As shown in FIG. 12, in the regeneration mode, when the rear wheel WR rotates counterclockwise, the rotational driving force of the rear wheel WR is transmitted to the carrier 52 via the speed reduction mechanism 34 and the drive shaft 32. When the carrier 52 rotates, the ring body 94 (see FIG. 5) constituting the second power transmission mechanism 70 and the second one-way clutch portion 74 also rotates counterclockwise, but the rotational driving force of the ring body 94 is the second. There is no transmission to the shaft 66. That is, the second power transmission mechanism 70 idles with respect to the second shaft 66. Therefore, the rotational driving force of the carrier 52 is efficiently transmitted to the plurality of planetary gears 48.

  Then, the rotational driving force transmitted to the plurality of planetary gears 48 is transmitted to the sun gear 46. At this time, since the inner ring gear 56 is locked by the action of the clutch mechanism 58, the rotational driving force of the plurality of planetary gears 48 is not transmitted to the outer ring gear 54.

  In other words, at this time, the first one-way clutch portion 72 locks the movement of the power transmission mechanism 68 when the clutch mechanism 58 prevents transmission of the rotational driving force from the planetary gear mechanism 30 to the second shaft 66. . That is, at this time, when the counterclockwise movement of the ring body 94 constituting the first one-way clutch portion 72 is locked by the roller bearing 96 (see FIG. 4), the gear 82, the first idle gear portion 84, the first Since the movements of the two idle gear portions 86 and the outer ring gear 54 are locked, transmission of the rotational driving force from the planetary gear mechanism 30 to the second shaft 66 is blocked by the action of the clutch mechanism 58.

  The rotational driving force transmitted to the sun gear 46 is transmitted to the first rotor 38 via the first shaft 26 and the centrifugal clutch 28. Thereby, the battery 14 can be charged with the electric power generated by the first stator 36 by the rotation of the first rotor 38.

  According to the present embodiment, the clutch that permits the transmission of the rotational driving force from the second shaft 66 to the planetary gear mechanism 30, but prevents the transmission of the rotational driving force from the planetary gear mechanism 30 to the second shaft 66. A mechanism 58 is provided. Therefore, the rotational driving force of the drive shaft 32 can be transmitted only to the first shaft 26 without being transmitted to the second shaft 66.

  Therefore, even in the power transmission device 21 having the first rotating electrical machine 24 and the second rotating electrical machine 64, only the first rotating electrical machine 24 can function as a generator with a simple configuration. Further, since it is not necessary to control the connection / disconnection of the clutch when regenerating energy, complicated control can be dispensed with.

  Further, since the clutch mechanism 58 is provided in the ring gear 50 constituting the planetary gear mechanism 30, it is possible to prevent the rotational driving force of the drive shaft 32 from being transmitted to the first power transmission mechanism 68. Thereby, regeneration at the first rotating electrical machine 24 is enabled.

  That is, even in the power transmission device 21 configured to be able to drive both the first rotating electrical machine 24 and the second rotating electrical machine 64 as motors, only the first rotating electrical machine 24 can function as a generator with a simple configuration. Can do.

  Further, in the present embodiment, as shown in FIG. 2, the first rotary electric machine 24 and the second rotary electric machine 64 are arranged such that the axis Ax2 of the second rotor 78 is positioned in front of the vehicle body with respect to the axis Ax1 of the first rotor 38. In this way, they are arranged in parallel in the longitudinal direction of the vehicle. Thereby, the swing unit 12 can be reduced in thickness. Moreover, since it is not necessary to make the diameter of one rotating electricity large like a multilayer coaxial rotating electrical machine, the height position of the lower surface of the swing unit 12 can be prevented from becoming excessively low.

  According to the present embodiment, since the first one-way clutch portion 72 and the second one-way clutch portion 74 are provided on the second shaft 66, the configuration of the swing unit 12 can be made compact.

  Further, the first power transmission mechanism 68 and the second power transmission mechanism 70 are arranged on the inner side in the vehicle width direction than the first rotating electrical machine 24. Thereby, the swing unit 12 can be made more compact.

  In the present embodiment, the gear 82 is fixed to the outer peripheral surface of the ring body 94 constituting the first one-way clutch portion 72, and idle gear portions 84 and 86 are interposed between the gear 82 and the outer ring gear 54. ing. Thereby, the rotation directions of the ring body 94 and the outer ring gear 54 can be reversed. Accordingly, the movement of the gear 82, the idle gear portions 84 and 86, and the outer ring gear 54 can be locked in the regenerative mode with a simple configuration, and in the second operation mode, the second shaft 66 can be locked. The rotational driving force can be transmitted to the outer ring gear 54 via the first one-way clutch portion 72, the gear 82, and the idle gear portions 84 and 86.

  The present invention is not limited to the above-described embodiment, and it is naturally possible to adopt various configurations without departing from the gist of the present invention.

  For example, the second power transmission mechanism 70 may be constituted by a chain or belt wound around a first sprocket 88 fixed to the drive shaft 32 and a second sprocket 90 fixed to the second one-way clutch portion 74.

  The second power transmission mechanism 70 is interposed between the first gear, to which the second one-way clutch 74 is fixed to the outer peripheral surface, the second gear, which is fixed to the outer peripheral surface of the drive shaft 32, and these gears. And an idle gear that transmits the rotational driving force of the first gear to the second gear. Furthermore, the power transmission device 21 may have a configuration in which the centrifugal clutch 28 is not installed.

  The clutch mechanism 58 is not limited to the example provided in the ring gear 50, and may be provided in the gear 82, the idle gear unit 82, or the idle gear unit 84, for example.

DESCRIPTION OF SYMBOLS 10 ... Electric motorcycle 12 ... Swing unit 21 ... Power transmission device (vehicle power output device)
DESCRIPTION OF SYMBOLS 24 ... 1st rotary electric machine 26 ... 1st axis | shaft 28 ... Centrifugal clutch 30 ... Planetary gear mechanism 32 ... Drive shaft 38 ... 1st rotor 46 ... Sun gear 48 ... Planetary gear 50 ... Ring gear 52 ... Carrier 54 ... Outer ring gear (1st ring gear) 56 ... Inner ring gear (second ring gear)
58 ... clutch mechanism (clutch means) 64 ... second rotating electrical machine 66 ... second shaft 68 ... first power transmission mechanism 70 ... second power transmission mechanism 72 ... first one-way clutch part 74 ... second one-way clutch part 78 ... first 2 rotor 82 ... gear (annular gear) 84 ... idle gear part (first idle gear part)
86 ... Idle gear part (second idle gear part)
88 ... First sprocket 90 ... Second sprocket 102 ... Outer connection shaft (first connection shaft) 104 ... Inner connection shaft (second connection shaft)
106 ... Outer ring member 110 ... First engagement member 112 ... Second engagement member 114b ... Cam surface 120 ... Recess 122 ... Roller 124 ... Elastic member WR ... Rear wheel (drive wheel)

Claims (3)

A vehicle power output device (21) for outputting a rotational driving force to a drive shaft (32),
A first rotating electrical machine (24) capable of rotating the first shaft (26);
A second rotating electrical machine (64) capable of rotating the second shaft (66) in both forward and reverse directions;
A planetary gear mechanism (30) to which the first shaft (26) and the drive shaft (32) are connected;
A first power transmission mechanism (68) for transmitting the rotational driving force of the second shaft (66) to the planetary gear mechanism (30);
A second power transmission mechanism (70) for transmitting the rotational driving force of the second shaft (66) to the driving shaft (32);
A first one-way clutch portion (72) that permits transmission of rotational driving force from the second shaft (66) to the first power transmission mechanism (68) only when the second shaft (66) rotates in the forward direction. When,
Only when the second shaft (66) rotates in the opposite direction, a second one-way clutch (74) that permits transmission of rotational driving force from the second shaft (66) to the second power transmission mechanism (70). When,
With
The planetary gear mechanism (30) includes a sun gear (46) connected to the first shaft (26),
A ring gear (50) to which the rotational driving force of the first power transmission mechanism (68) is transmitted;
A planetary gear (48) meshed with each of the sun gear (46) and the ring gear (50);
A carrier (52) that pivotally supports the planetary gear (48) in a state of being connected to the drive shaft (32),
The drive shaft (32) with the rotational speed increased by combining the rotational drive force transmitted from the first shaft (26) and the rotational drive force transmitted from the first power transmission mechanism (68). The vehicle power output device (21), characterized in that In the vehicle power output device (21) according to claim 1,
Rotational driving force from the second shaft (66) to the planetary gear mechanism (30) provided on a power transmission path between the first one-way clutch portion (72) and the planetary gear mechanism (30). The vehicle power output device further comprises clutch means (58) that permits transmission of rotational drive force from the planetary gear mechanism (30) to the second shaft (66) while allowing transmission of the planetary gear mechanism (30). (21). In the vehicle power output device (21) according to claim 1 or 2 ,
The second power transmission mechanism (70) includes a chain, a belt or a gear wound around the second one-way clutch portion (74) and the carrier (52). Device (21).

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