JP5763950B2 - Drive system - Google Patents

Description

  The present invention relates to a drive system including a continuously variable transmission and a one-way clutch.

  Between the drive shaft connected to the internal combustion engine and the driven shaft (output shaft), a transmission that adjusts the amount of eccentricity and changes the ratio is provided on the drive shaft side, and the freewheel device on the driven shaft side A drive device provided with (one-way clutch means) has been proposed (see, for example, Patent Document 1).

JP-T-2005-502543

  By the way, in the drive device described in Patent Document 1, for example, when the oil pump is driven via the output shaft of the vehicle, the transmission is connected to the output shaft via the one-way clutch. The oil pump cannot be transmitted to the internal combustion engine side, and an oil pump needs to be connected to the output shaft side (downstream side) of the one-way clutch. However, in such a configuration, if the oil pump is directly connected to the output shaft, the oil pump cannot be driven when the output shaft is stopped (for example, the vehicle is stopped). .

  This invention solves the said conventional problem, and makes it a subject to provide the drive system which can drive an oil pump, even when the vehicle has stopped.

The present invention includes a first prime mover having a first drive shaft, a first output shaft that is rotated by power from the first prime mover, a driven portion that is driven by rotational power of the first output shaft, and the first A first swing converting means having a rotating portion that rotates by a rotating motion of one drive shaft, a swinging portion that converts the rotating motion of the rotating portion into a swinging motion, and a first eccentricity that varies the amount of eccentricity of the rotating portion; When the angular velocity of the first transmission including the variable amount mechanism and the swinging portion that swings is equal to or higher than the rotational speed of the first output shaft, the power in one direction of the swinging motion of the swinging portion is increased. A first one-way clutch that transmits to the first output shaft; an oil pump that supplies operating oil to an oil-supplied device; a pump shaft that inputs a driving force that drives the oil pump; and the first output shaft Connecting power between the motor and the driven part / Connected to the first engaging and disengaging means, and the oil pump output shaft mechanism connecting power between said first output shaft and the pump shaft, the power in between the pump shaft and the first drive shaft to the cross-sectional A first oil pump connection mechanism for cutting, and when the first oil pump connection mechanism is in a connection state for connecting the first drive shaft and the pump shaft, the first connecting / disconnecting means is in a disconnected state. In addition, the first eccentricity variable mechanism is characterized in that the eccentricity of the rotating part is set to 0 and the transmission ratio is infinite .

  According to this, even if the operation of the driven part is stopped, the rotation operation of the first output shaft is caused by the operation stop of the driven part by setting the first connecting / disconnecting means to the disconnected state. The power of the first prime mover is no longer locked, and the power of the first prime mover is transmitted to the oil pump via the first transmission (except for infinity), the first one-way clutch, the oil pump output shaft connection mechanism, and the pump shaft. Is possible.

  According to this, when the operation of the driven portion is stopped, the first prime mover is set by setting the first connecting / disconnecting means to the disconnected state and setting the gear ratio of the first transmission to infinity. Can be transmitted to the oil pump via the first oil pump connection mechanism and the pump shaft. At this time, since the first output shaft does not rotate by setting the speed ratio of the first transmission to infinity, power is transmitted to the pump shaft via the oil pump output shaft connection mechanism. There is no. In addition, by setting the gear ratio of the first transmission to infinity, the first oil pump connection mechanism is set to the connected state, and the gear ratio is set to infinity, so that the rotational motion of the rotating portion is reduced. Since the oscillating motion of the oscillating unit stops, the moment of inertia of the rotating unit can be minimized, and energy consumption (energy consumed by the first prime mover) when driving the oil pump is minimized. Can be.

  In addition, when the other prime mover is capable of rotating the driven part in the other direction, and the other prime mover is rotating in the other direction, the first connecting / disconnecting means is in a disconnected state. Features.

  According to this, when the driven part is reversely rotated by the power of another prime mover (for example, if the vehicle is moved backward), the first connecting / disconnecting means is set to the disconnected state, so that the oil is generated by the power of the first prime mover. The pump can be driven.

  In addition, a second prime mover having a second drive shaft, a second output shaft that is rotated by the power from the second prime mover, a rotating portion that is rotated by the rotational motion of the second drive shaft, and a rotational motion of the rotating portion. A second transmission including a swing conversion means having a swinging portion for converting into a swinging motion, an eccentricity variable mechanism for changing the eccentricity of the rotating unit, and an angular velocity of the swinging portion that swings. A second one-way clutch that transmits power in one direction of the swinging motion of the swinging portion to the second output shaft, and the second output shaft and the driven when the rotational speed of the second output shaft is greater than or equal to And a second oil pump connection mechanism for connecting / disconnecting power between the second drive shaft and the pump shaft. And

  By the way, when the second oil pump connection mechanism is not provided, when the driven portion is driven only by the power of the second prime mover, the power of the second prime mover is the second one-way clutch, the second output shaft, the driven portion, It will be transmitted to the oil pump through the first output shaft, the oil pump output shaft connection mechanism and the pump shaft, and the power of the second prime mover will become resistance by passing through the second one-way clutch, and the transmission efficiency of the driving force will be descend. Therefore, by providing a second oil pump connection mechanism and setting the second oil pump connection mechanism to the connected state, the power of the second prime mover can be transmitted to the oil pump without passing through the second one-way clutch, 2 A reduction in power transmission efficiency from the prime mover can be minimized. Further, for example, when the driven part is driven by the power of the second prime mover, by driving the oil pump by the power of the first prime mover, all the power of the second prime mover can be transmitted to the driven part. There is no need to distribute the power of the second prime mover to the driven part side and the oil pump side, and the driven part can be stably driven by the power of the second prime mover.

  In addition, a generator connected to the first drive shaft is provided.

  According to this, when the driven part is driven by the power of the second prime mover, when the oil pump is driven by the power of the first prime mover, power can be generated via the generator by the power of the first drive shaft. Therefore, the power of the first prime mover can be used effectively.

  ADVANTAGE OF THE INVENTION According to this invention, even when the vehicle has stopped, the drive system which can drive an oil pump can be provided.

It is a block diagram of the drive system which concerns on this embodiment. It is sectional drawing of the 1st transmission and 1st one-way clutch which concern on this embodiment. It is a side view of the 1st transmission and the 1st one way clutch concerning this embodiment. It is a side view of the 1st transmission and 1st one-way clutch which concern on this embodiment, (a) is the rotation radius r1 (the amount of eccentricity), (b) is the rotation radius r1, and (c) is the rotation radius r1. Indicates a state of 0. (A)-(d) is a side view of a 1st transmission and a 1st one-way clutch, and has shown the rotational motion and rocking | fluctuation motion in the state whose rotation radius r1 is "maximum". (A)-(d) is a side view of a 1st transmission and a 1st one-way clutch, and has shown the rotational motion and rocking | fluctuation motion in the state whose rotation radius r1 is "intermediate." (A)-(d) is a side view of a 1st transmission and a 1st one-way clutch, and has shown the rotational motion and rocking | fluctuation motion in the state whose rotation radius r1 is "0". It is a graph which shows the relationship between rotation angle (theta) 1 of an input shaft, and angular velocity (omega) 2 of an outer ring (oscillating part). It is a graph which shows the relationship between rotation angle (theta) 1 of an input shaft, and the sliding speed of an outer ring (oscillating part). The driving force transmission path | route of the oil pump in the drive system which concerns on 1st Embodiment is shown, (a) is the time of driving | running | working with an internal combustion engine, (b) is the time of EV driving | running | working. (A) And (b) has each shown the driving force transmission path | route of the oil pump at the time of a stop in the drive system which concerns on 1st Embodiment. The drive force transmission path | route of the oil pump at the time of reverse in the drive system which concerns on 1st Embodiment is shown. It is a whole block diagram which shows the drive system which concerns on 2nd Embodiment. It is a sectional side view which shows the 1st internal combustion engine and 2nd internal combustion engine which concern on 2nd Embodiment. The drive force transmission path | route of the oil pump at the time of driving | running | working with a 1st internal combustion engine and a 2nd internal combustion engine is shown. The drive force transmission path | route of the oil pump at the time of driving | running | working with a 1st internal combustion engine is shown. The drive force transmission path | route of the oil pump at the time of driving | running | working with a 2nd internal combustion engine is shown. The other drive force transmission path | route of the oil pump at the time of driving | running | working with a 2nd internal combustion engine is shown. The drive force transmission path | route of the oil pump at the time of EV driving | running | working is shown. The drive force transmission path of the oil pump at the time of a stop is shown.

  Hereinafter, the drive system 1A according to the first embodiment will be described with reference to FIGS. 1 to 12, and the drive system 1B according to the second embodiment will be described with reference to FIGS. 13 to 20. FIG. 1 to 9 are common configurations in the first embodiment and the second embodiment.

(First embodiment)
A drive system 1A according to the present embodiment shown in FIG. 1 is a system that is mounted on a hybrid vehicle (vehicle, moving body) (not shown) and generates a drive force for driving the hybrid vehicle and an oil pump 14. .
However, the type of vehicle is not limited to this and may be a gasoline vehicle. Moreover, it is not limited to a four-wheel vehicle, A two-wheel vehicle and a tricycle may be sufficient.

The drive system 1A includes a first internal combustion engine 10 (first prime mover), an oil pump 14, a first transmission 30A (first transmission), and a plurality of (here, six) first one-way clutches 60. Clutch device (see FIG. 2), first output shaft 71A, first clutch 72A (first connecting / disconnecting means), pump shaft 81, oil pump output shaft connecting mechanism 80, and first oil pump connecting mechanism 85A A motor generator 101 (another prime mover), and an ECU 110 (Electronic Control Unit) that electronically controls the system.
The “forward direction” is a direction corresponding to the forward direction of the vehicle, and the “reverse direction” is a direction corresponding to the backward direction of the vehicle.

  The first internal combustion engine 10 is, for example, a reciprocating engine configured as an in-line four-cylinder type, and includes a first crankshaft 12 (first drive shaft). A motor generator 15 is provided on the first crankshaft 12 between the first internal combustion engine 10 and the first transmission 30A. The motor generator 15 is, for example, a three-phase DC brushless motor, and a rotor (not shown) fixed to the first crankshaft 12 in a housing (not shown) and a housing (vehicle body side) around the rotor. A fixed stator (not shown). A plurality of permanent magnets are fixed to the rotor, and coils for three phases are attached to the stator.

  The oil pump 14 operates as a hydraulic drive source for pumping operating oil (lubricating oil) to oil-supplied equipment such as the first internal combustion engine 10, the first transmission 30A, the first one-way clutch 60A, and the differential device 92. To do. Incidentally, the oil pump 14 is not an oil pump driven by electric power, but an oil pump driven by mechanical power.

  The oil pump 14 includes a suction port and a discharge port (not shown), and is formed in each case of oil-supplied equipment such as the first internal combustion engine 10, the first transmission 30A, the one-way clutch device 60, the differential device 92, and the like. It is configured to communicate with an oil passage circuit (not shown). When the oil pump 14 is driven, hydraulic oil in an oil pan (not shown) is pumped up via a strainer (not shown) and supplied to the hydraulic circuit.

As shown in FIG. 2, the first transmission 30A converts the rotational motion of the first crankshaft 12 into a swinging motion, transmits the swinging motion to the first one-way clutch 60A, and has an angular velocity ω2 (swinging). (Speed) / oscillation angle θ2 (oscillation amplitude) is variable (see FIG. 3), and the gear ratio i (ratio) is changed infinitely and continuously.
Note that “transmission ratio i = rotational speed of the input shaft 51 / rotational speed of the first output shaft 71A”. In this case, the “rotational speed of the first output shaft 71A” is “the fluctuation of the outer ring 62 in the positive direction”. The rotation speed of the first output shaft 71A when rotating only by movement (power) "(see FIG. 3).

  Such a first transmission 30 </ b> A includes six first swing conversion rods 40 </ b> A (first swing conversion means) that convert the rotational motion of the first crankshaft 12 into swing motion, and the first crankshaft 12. The rotation radius r1 (the amount of eccentricity) of the rotation ring 41 (rotation part) of each first oscillation conversion rod 40A that is rotated by inputting the rotational motion is varied steplessly, whereby the oscillation part 42 (FIG. 3). And a first turning radius variable mechanism 50A (first eccentricity variable mechanism) that varies the angular velocity ω2 (swinging speed) and the swinging angle θ2 (swinging amplitude).

As shown in FIG. 3, the rotation radius r <b> 1 is a distance between the input center axis O <b> 1 and the first fulcrum O <b> 3 that is the center of the disk 52. Incidentally, the swing center of the swing part 42 is fixed at the output center axis O2 of the first output shaft 71A, and the swing radius r2 (distance between the second fulcrum O4 and the output center axis O2) is also fixed.
Further, the number of the first swing conversion rod 40A, the second swing conversion rod 40B described later, the eccentric portion 51b, the disk 52, and the like can be freely changed.

  The first turning radius variable mechanism 50A is connected to the first crankshaft 12 (see FIG. 2) and is input with the input shaft 51 to which the power of the first crankshaft 12 is input, six disks 52, the input shaft 51 and the disk. 52, the pinion 53 that changes the rotation radius r1 (eccentric radius, eccentricity), the DC motor 54 that rotates the pinion 53 (see FIG. 2), and the speed reduction mechanism 55 (see FIG. 2). And.

  The input shaft 51 is rotatably supported by wall portions 58a and 58b constituting the mission case 58 via bearings 59a and 59b (see FIG. 2). The input center axis O1 of the input shaft 51 and the rotation axis of the first crankshaft 12 coincide with each other.

  In FIG. 2, the right end side (one end side) of the input shaft 51 is connected to the first crankshaft 12. The input shaft 51 rotates together with the first crankshaft 12 at an angular velocity ω1 (see FIG. 4).

  Further, the input shaft 51 has a hollow portion 51a into which the pinion 53 is rotatably inserted on the input center axis O1. The hollow portion 51a is partially opened radially outward so that the pinion 53 meshes with the internal gear 52b (see FIG. 3).

Furthermore, the input shaft 51 has six eccentric parts 51b having a substantially crescent shape when viewed in the axial direction and deviated at a constant eccentric distance from the input center axis O1 (see FIGS. 2 and 3). In the present embodiment, the six eccentric portions 51b are arranged at equal intervals in the axial direction of the input shaft 51 (see FIG. 2), and are arranged at equal intervals (60 ° intervals) in the circumferential direction.
As a result, the phases of the swinging motions of the six outer rings 62 of the six first one-way clutches 60A described later are shifted at equal intervals (60 ° intervals) (see FIG. 10). As a result, the phases are shifted. The power in the positive direction of the swinging motion of the six outer rings 62 is continuously transmitted from the six outer rings 62 that swing to the inner ring 61.

The six disks 52 are respectively provided in the six eccentric portions 51b (see FIG. 2).
More specifically, as shown in FIG. 3, each disk 52 has a circular shape. A circular eccentric hole 52a is formed at a position deviated from the first fulcrum O3, which is the center of the disk 52, and an eccentric portion 51b is rotatably fitted in the eccentric hole 52a. An internal gear 52 b is formed on the inner peripheral surface of the eccentric hole 52 a, and the internal gear 52 b meshes with the pinion 53.

  The pinion 53 (1) locks the eccentric part 51b and the disk 52 (holds the relative position) and holds the rotation radius r1, and (2) relatively rotates the eccentric part 51b and the disk 52 to rotate the radius. and a function of changing r1.

  When the pinion 53 rotates in synchronization with the eccentric portion 51b (input shaft 51, first crankshaft 12), that is, the pinion 53 has the same rotational speed as the eccentric portion 51b (input shaft 51, first crankshaft 12). , The relative position between the eccentric part 51b and the disk 52 is maintained, that is, the eccentric part 51b and the disk 52 rotate together to hold the rotation radius r1.

  On the other hand, when the pinion 53 rotates at a different rotational speed (higher rotational speed / lower rotational speed) than the eccentric part 51b, the disk 52 meshed with the pinion 53 by the internal gear 52b relatively rotates around the eccentric part 51b. The rotation radius r1 is variable.

  The DC motor 54 rotates in accordance with a command from the ECU 110 and rotates the pinion 53 at an appropriate rotation speed. The output shaft of the DC motor 54 is connected to the pinion 53 via a speed reduction mechanism 55 (planetary gear mechanism), and the output of the DC motor 54 is reduced to about 120: 1 and input to the pinion 53. It is like that.

  As shown in FIG. 3, the first swing conversion rod 40A is integrated with the rotary ring 41 to which the rotational motion of the input shaft 51 is input and the rotary ring 41, and the swing motion is transferred to the first one-way clutch 60A. A swinging part 42 for outputting and a bearing 43 are provided.

  The rotating ring 41 is provided so as to be fitted onto the disk 52 via the bearing 43. The oscillating portion 42 is rotatably connected to the outer ring 62 of the first one-way clutch 60A via a pin 44.

Thereby, the rotation ring 41 and the disk 52 are relatively rotatable. Therefore, although the rotating ring 41 rotates in synchronization with the disk 52 that rotates at the rotation radius r1 around the input center axis O1, the rotating ring 41 rotates relative to the disk 52. The entire dynamic conversion rod 40A does not rotate, and the first swing conversion rod 40A remains substantially maintained in its posture.
When the rotating ring 41 makes one rotation, the swinging portion 42 performs one reciprocating swing motion in an arc shape, and the outer ring 62 also performs one reciprocating swing motion in an arc shape regardless of the size of the rotation radius r1. ing.

  The first one-way clutch device has six first one-way clutches 60A, and the six first one-way clutches 60A have power in only the positive direction of the swinging portion 42 of the six first swing conversion rods 40A. Is transmitted to the right first output shaft 71A.

  First, as shown in FIG. 2, the first output shaft 71A (second output shaft 71B) has a cylindrical shape, and a wall portion 58a and a wall portion 58b constituting the mission case 58 are provided with a bearing 59c and a bearing 59d. Through the output center axis O2, and is supported rotatably.

  As shown in FIGS. 2 and 3, each first one-way clutch 60A is integrally fixed to the outer peripheral surface of the first output shaft 71A and is rotated integrally with the first output shaft 71A (clutch inner). And an outer ring 62 (clutch outer) provided so as to be fitted on the inner ring 61, a plurality of rollers 63 provided in the circumferential direction between the inner ring 61 and the outer ring 62, and each roller 63. A coil spring 64 (biasing member) for energizing.

  The outer ring 62 is rotatably connected to the swinging portion 42 of the first swing conversion rod 40A. The outer ring 62 is linked to the swinging motion of the swinging portion 42 in the forward direction (see arrow A1). ) / Oscillates in the reverse direction (see arrow A2).

The roller 63 makes the inner ring 61 and the outer ring 62 locked / unlocked with each other, and each coil spring 64 urges the roller 63 in a direction to be in the locked state.

  As shown in FIG. 9, when the swinging speed in the forward direction of the outer ring 62 exceeds the rotational speed in the forward direction of the inner ring 61 (first output shaft 71 </ b> A), One output shaft 71A is in a locked state (power transmission state). As a result, the power in the positive direction of the swinging portion 42 that swings and moves the first swing conversion rod 40A is transmitted to the first output shaft 71A via the first one-way clutch 60A, and the first output shaft 71A It is designed to rotate.

  In FIG. 9, a state in which power is transmitted from the outer ring 62 to the inner ring 61 is indicated by a thick line. Further, as shown in FIG. 9, even if the swinging speed in the positive direction of the outer ring 62 is equal to or lower than the rotational speed of the inner ring 61, the predetermined section is changed from the outer ring 62 to the inner ring 61 by the elastic force of the roller 63. The power is transmitted to the.

  Here, the situation in which the rotation radius r1 is variable will be described with reference to FIG. 4, and then, with reference to FIGS. 5 to 7, the rotational motion and vibration of the disk 52 (rotation ring 41) at different rotation radii r1. The swinging motion of the moving part 42 will be described.

As shown in FIG. 4A, when the first fulcrum O3 (center of the disk 52) and the input center axis O1 are farthest away, the rotation radius r1 is configured to be “maximum”.
When the pinion 53 rotates at a rotational speed different from that of the eccentric portion 51b and the eccentric portion 51b and the disk 52 rotate relative to each other, as shown in FIG. 4B, the first fulcrum O3 and the input center axis O1 approach each other. The rotation radius r1 is “medium”.
Further, when the eccentric portion 51b and the disk 52 rotate relative to each other, as shown in FIG. 4C, the first fulcrum O3 and the input center axis O1 overlap each other, and the rotation radius r1 becomes “0”. ing.
Thus, the rotation radius r1 can be controlled steplessly between “maximum” and “0”.

  Next, when the eccentric portion 51b and the pinion 53 are rotated synchronously in the state where the rotation radius r1 shown in FIG. 4 (a) is “maximum”, as shown in FIG. The pinion 53 is integrated so as to rotate while maintaining the rotation radius r1 at “maximum”.

In this case, the angular velocity ω <b> 2 and the swing angle θ <b> 2 of the swing part 42 (outer ring 62) are “maximum” (see FIG. 8).
Further, “transmission ratio i = rotational speed of the input shaft 51 / rotational speed of the first output shaft 71A”, and “swing speed of the outer ring 62 = radius (fixed value) of the outer ring 62 × angular speed ω2”. Therefore, the gear ratio i is “small”.

Next, when the eccentric portion 51b and the pinion 53 are rotated in synchronization with each other in a state where the rotation radius r1 shown in FIG. 4B is “medium”, as shown in FIG. The pinion 53 is integrated so as to rotate while maintaining the rotation radius r1 at “medium”.
In this case, the angular velocity ω <b> 2 and the swing angle θ <b> 2 of the swing part 42 (outer ring 62) are “medium” (see FIG. 8). The gear ratio i is “medium”.

Next, when the eccentric portion 51b and the pinion 53 are rotated synchronously in the state where the rotation radius r1 shown in FIG. 4C is “0”, as shown in FIG. The pinion 53 is integrated so as to rotate while maintaining the rotation radius r1 at “0”. That is, the eccentric portion 51b, the disk 52, and the pinion 53 idle in the rotating ring 41, and the first swing conversion rod 40A does not operate.
In this case, the angular velocity ω2 and the oscillating angle θ2 of the oscillating portion 42 (outer ring 62) are “0” (see FIG. 8). The gear ratio i is “∞ (infinite)”.

  In this way, in the state where the rotation radius r1 is maintained (the state where the eccentric portion 51b and the pinion 53 rotate synchronously), the rotation period of the input shaft 51 and the swinging portion 42 regardless of the size of the rotation radius r1. And the oscillation period of the outer ring 62 is synchronized (except for the case of the radius of rotation r1 = 0).

That is, in the present embodiment, the input center axis O1, the output center axis O2, the first fulcrum O3, and the second fulcrum O4 are moved by the first swing conversion rod 40A, the first rotation radius variable mechanism 50A, and the first one-way clutch 60A. A four-bar linkage mechanism having four nodes as pivot points is configured.
The second fulcrum O4 oscillates about the output center axis O2 as the oscillation center by the rotational movement of the first fulcrum O3 about the input center axis O1.
Further, by changing the rotation radius r1 by the first rotation radius variable mechanism 50A, the angular velocity ω2 and the swing angle θ2 of the second fulcrum O4 can be varied.

  Returning to FIG. 1, the first clutch 72 </ b> A has a function of connecting / disconnecting the first output shaft 71 </ b> A to / from the driven portion according to a command from the ECU 110. By connecting the first clutch 72A, the power of the first internal combustion engine 10 can be transmitted to the driven part. Note that the end of the first output shaft 71A opposite to the first one-way clutch 60 is rotatably supported by a bearing (not shown).

  The driven portion is a portion driven by the rotational power of the first output shaft 71A. In this embodiment, the first transmission shaft 73A, the first pinion gear 74A, the first final gear 75A, the differential device 92, the drive The shafts 95A and 95B, drive wheels 94A and 94B, and a third final gear 104 are configured. The power output to the first output shaft 71A is transmitted to the drive wheels 94A and 94B via the first transmission shaft 73A, the first pinion gear 74A, the first final gear 75A, the differential device 92, and the drive shafts 95A and 95B. .

  That is, the first output shaft 71A is provided with a first transmission shaft 73A that is rotatably provided around the first output shaft 71A. A first pinion gear 74A is fixed to the first transmission shaft 73A, and the first pinion gear 74A is configured to always mesh with a first final gear 75A fixed to the differential case 93 of the differential device 92.

  The differential device 92 includes a side gear and a pinion gear in the differential case 93. The right side gear is coupled to a drive shaft 95A that is integral with the right drive wheel 94A, and the left side gear is coupled to a drive shaft 95B that is integral with the left drive wheel 94B. Thus, the left and right drive shafts 95A and 95B (drive wheels 94A and 94B) are configured to rotate differentially via the differential device 92.

  The oil pump output shaft connection mechanism 80 connects a pump shaft 81 (described later) connected to the oil pump 14 and a first output shaft 71A, and includes a first connection gear 82 and a second connection gear 83. . The first connection gear 82 is fixed to the pump shaft 81, the second connection gear 83 is fixed to the first output shaft 71A, and the first connection gear 82 and the second connection gear 83 are always meshed. ing.

  The pump shaft 81 inputs a driving force to the oil pump 14, and extends in parallel with, for example, the first crankshaft 12 and the first output shaft 71A. One end of the pump shaft 81 is connected to the oil pump 14, and the other end is rotatably supported by a bearing (not shown).

  The first oil pump connection mechanism 85A has a function of connecting / disconnecting the power of the first crankshaft 12 between the first internal combustion engine 10 and the first transmission 30A to the pump shaft 81. The fixed first gear 86, the second gear 87 that is always meshed with the first gear 86 and rotatably provided around the pump shaft 81, the third gear 88 fixed to the pump shaft 81, and the ECU 110 And a sleeve 89 that connects / disconnects the second gear 87 and the third gear 88 by being slid in the axial direction of the pump shaft 81 in response to the above command.

  As a result, the sleeve 89 moves to the right from the state shown in FIG. 1 and the second gear 87 and the third gear 88 are integrated via the sleeve 89, whereby the power of the first crankshaft 12 is increased. Transmission to the pump shaft 81 is possible via the first gear 86, the second gear 87 and the third gear 88.

  The motor generator 101 is configured by an electric motor having a capacity capable of EV traveling, which will be described later. A pinion gear 103 is fixed to the motor output shaft 102, and the pinion gear 103 is configured to mesh with a final gear 104 fixed to a differential case 93. Has been. As a result, power is exchanged between the motor generator 101 and the differential case 93, and the motor generator 101 functions as a motor or a generator (generator) under the control of the PDU 106 described later.

  That is, when functioning as a motor, the motor generator 101 uses a battery 105 described later as a power source, and when functioning as a generator, the power generated by the motor generator 101 is charged in the battery 105.

  The battery 105 is, for example, a lithium ion type that can be charged and discharged, and is connected to the motor generators 15 and 101 via a PDU (power drive unit) 106 having an inverter circuit and the like. Note that the motor generator 15 also functions as a motor or a generator under the control of the PDU 106. The motor generator 15 can be 20 kW, for example, and the motor generator 101 can be 5 kW, for example.

  The ECU 110 is a control device that electronically controls the drive system 1 and includes a CPU, a ROM, a RAM, various interfaces, an electronic circuit, and the like, and exhibits various functions in accordance with programs stored therein. It is designed to control various devices.

  The ECU 110 controls the motor generators 15 and 101 and the DC motor 54 (see FIG. 2) of the first transmission 30A, and controls the operation of the first internal combustion engine 10 based on the accelerator opening of an accelerator (not shown). Further, connection / disconnection of the first clutch 72A and the first oil pump connection mechanism 85A is controlled.

  Next, the operation of the drive system 1A according to the first embodiment will be described with reference to FIGS. 10 shows the driving force transmission path of the oil pump in the driving system according to the first embodiment, FIGS. 11A and 11B show the driving force transmission path of the oil pump when stopped, and FIG. The driving force transmission path of the oil pump at the time is shown.

  In the first embodiment, as the vehicle operation mode, for example, an internal combustion engine mode (ENG traveling) in which only the power of the first internal combustion engine 10 is a driving force generation source of the vehicle, and only the power of the motor generator 101 is the vehicle. There are an EV mode (EV traveling) using a driving force generation source of the engine and an internal combustion engine EV mode (ENG + EV traveling) using the power of both the first internal combustion engine 10 and the motor generator 101 as a driving force generation source of the vehicle. When the vehicle is decelerated, the motor generator 101 is caused to function as a generator, and the generated power (regenerative power) of the motor generator 101 is charged in the battery 105 (regeneration mode). In the EV mode (EV traveling), the motor generator 101 generates power by consuming the electric energy stored in the battery 105.

  In the present embodiment, the ECU 110 sets a required output (target output) of the vehicle based on a predetermined map search based on the accelerator opening of the vehicle and the like. Select. The drive system 1A is controlled based on the mode and the gear ratio determined in this way.

  As shown in FIG. 10A, when the vehicle travels with the power of the first internal combustion engine 10 (ENG travel), the ECU 110 sets the first clutch 72A to the connected state (ON), and the first oil pump. The connection mechanism 85 is set to a disconnected state (OFF). In this case, the transmission ratio of the first transmission 30A is set to a value excluding infinity (the turning radius r1 = 0), whereby the power of the first internal combustion engine 10 is transmitted to the first output shaft 71A and the first output The shaft 71A is rotationally driven. Thereby, the power transmitted from the first internal combustion engine 10 to the first output shaft 71A is transmitted to the driven parts (drive wheels 94A, 94B, etc.).

  Further, as shown by the thick solid arrow in FIG. 10A, when the gear ratio (except infinity) of the first transmission 30A is set, the first internal combustion engine 10 output to the first output shaft 71A. Is transmitted to the pump shaft 81 via the oil pump output shaft connection mechanism 80 (second connection gear 83, first connection gear 82), and the oil pump 14 is driven. That is, since the pump shaft 81 connected to the oil pump 14 is connected to the first output shaft 71A via the oil pump output shaft connection mechanism 80, the power of the first internal combustion engine 10 at this time is the first output. The oil pump 14 is driven by being transmitted to the oil pump 14 side together with the driven part side in the shaft 71A. In this case, since the first oil pump connection mechanism 85A is set to the disconnected state (OFF), the rotation operation of the oil pump output shaft connection mechanism 80 is not hindered.

  Further, as shown in FIG. 10B, when the vehicle travels with the power of the motor generator 101 (EV travel), the ECU 110 sets the first clutch 72A to the connected state (ON) and the first oil pump. The connection mechanism 85 is set to a disconnected state (OFF). In this case, the power of the motor generator 101 is transmitted to the driven part, and the driving wheels 94 are driven.

  Further, as shown by a thick solid arrow in FIG. 10B, when the drive wheel 94 is driven, the differential device 92 is rotationally driven, whereby the rotational power of the differential device 92 is changed to the first final gear 75A, the first The oil pump 14 is driven by being transmitted to the pump shaft 81 via the pinion gear 74A, the first transmission shaft 73A, the first output shaft 71A, and the oil pump output shaft connection mechanism 80. That is, in the case of EV traveling, the oil pump 14 is connected to the first output shaft 71A via the oil pump output shaft connection mechanism 80, and therefore the power of the differential device 92 when the drive wheels 94 are driven by the motor generator 101. As a result, the oil pump 14 is driven. Thus, by driving the oil pump 14 with the power from the driven part, it is not necessary to drive the first internal combustion engine 10, and it is possible to suppress wasteful consumption of energy.

  When the EV travels, the first clutch 72A is set to a disconnected state and the first internal combustion engine 10 is operated as necessary, whereby the power of the first internal combustion engine 10 is supplied to the first output shaft 71A, the oil pump. The oil pump 14 may be driven via the output shaft connection mechanism 80 and the pump shaft 81.

  Although not shown in the figure, in the case of the internal combustion engine EV mode (ENG + EV traveling), when being transmitted from the first internal combustion engine 10 to the first output shaft 71A in the same manner as the ENG traveling in FIG. The oil pump 14 is driven through the oil pump output shaft connection mechanism 80 and the pump shaft 81 using the power of

  As another mode different from the above-described modes, as shown in FIG. 11A, when the vehicle is stopped, the ECU 110 sets the first clutch 72A to the disconnected state (OFF), and Then, the first oil pump connection mechanism 85A is set to the connected state (ON), and the gear ratio of the first transmission 30A is set to infinity (see FIG. 4C). Thereby, the power of the first internal combustion engine 10 is transmitted to the oil pump 14 via the first crankshaft 12, the first oil pump connection mechanism 85A, and the pump shaft 81. Incidentally, the first clutch 72A is set to the disconnected state (OFF) because when the first clutch 72A is in the connected state (ON), the drive wheels 94A and 94B are stopped, so that the oil pump output shaft connecting mechanism 80 is set. This is because the operation of the pump shaft 81 stops.

  In this case, the power of the first internal combustion engine 10 is not transmitted to the first output shaft 71A by setting the speed ratio of the first transmission 30A to infinity. That is, since the rotation radius r1 (the amount of eccentricity) is set to “0”, the eccentric portion 51b, the disk 52, and the pinion 53 idle in the rotating ring 41, and the swinging portion 42 does not swing, The power from the first crankshaft 12 is not transmitted to the one-way clutch 60A.

  Further, as shown in FIG. 11B, when the vehicle is stopped, the ECU 110 sets the first clutch 72A to the disengaged state (OFF) and sets the transmission ratio of the first transmission 30A to infinity. It may be set to a value other than. As a result, the power of the first internal combustion engine 10 is supplied to the oil via the first crankshaft 12, the first transmission 30A, the first one-way clutch 60, the first output shaft 71A, the oil pump output shaft connection mechanism 80, and the pump shaft 81. It is transmitted to the pump 14.

  As shown in FIG. 12, when the vehicle moves backward, the ECU 110 sets the first clutch 72A to a disconnected state (OFF), and causes the motor output shaft 102 of the motor generator 101 to travel during EV traveling (ENG traveling). ) In the reverse direction (driven in the other direction). At this time, similarly to FIG. 11A, the first oil pump connection mechanism 85A is set to the connected state (ON), and the speed ratio of the first transmission 30A is set to infinity. The power of the internal combustion engine 10 is transmitted to the oil pump 14 through the first crankshaft 12, the first oil pump connection mechanism 85A, and the pump shaft 81. Therefore, the moment of inertia of the rotating ring 41 (swing conversion rod 40) is minimized, so that energy consumption when the oil pump 14 is driven can be minimized.

  As described above, according to the drive system 1A according to the first embodiment, the first clutch 72A (first connecting / disconnecting means) and the oil pump output shaft connecting mechanism 80 are provided, and the first clutch 72A is in the disconnected state. By setting, even when the vehicle is stopped, the first output shaft 71A can be rotated, and the power of the first internal combustion engine 10 is transmitted to the first crankshaft 12, the first transmission 30A, the first The oil can be transmitted to the pump shaft 81 via the one-way clutch 60A, the first output shaft 71A, and the oil pump output shaft connection mechanism 80, and the oil pump 14 can be driven.

  Further, according to the drive system 1A according to the first embodiment, when the first oil pump connection mechanism 85A is provided and the first oil pump connection mechanism 85A is in the connected state, the first clutch 72A is in the disconnected state, Further, by setting the eccentricity amount of the rotating ring 41 to 0 and setting the transmission gear ratio to infinity, when the vehicle is stopped, the rotating motion (eccentric motion) of the rotating ring 41 (rotating portion) stops, Since the swinging motion of the moving part 42 is stopped, the moment of inertia of the rotating ring 41 can be minimized, and energy consumption when the oil pump 14 is driven can be minimized.

  Further, according to the drive system 1A according to the first embodiment, the motor generator 101 is provided as a prime mover other than the first internal combustion engine 10, and the first clutch 72A is disconnected when the motor generator 101 is rotating in the reverse direction. By setting the state, the oil pump 14 can be driven by the power of the first internal combustion engine 10. At this time, by setting the first oil pump connecting mechanism 85A to the connected state and setting the transmission gear ratio to infinity (see FIG. 11A), the inertia moment of the rotating ring 41 is reduced as described above. The energy consumption when driving the oil pump 14 can be minimized.

(Second Embodiment)
Next, a drive system 1B according to a second embodiment will be described with reference to FIGS. FIG. 13 is an overall configuration diagram showing the drive system according to the second embodiment, FIG. 14 is a side sectional view showing the first internal combustion engine and the second internal combustion engine according to the second embodiment, and FIG. 15 is the first internal combustion engine and the second internal combustion engine. 2 shows the driving force transmission path of the oil pump when traveling with the internal combustion engine, FIG. 16 shows the driving force transmission path of the oil pump when traveling with the first internal combustion engine, and FIG. 17 shows the driving with the second internal combustion engine. FIG. 18 shows another driving force transmission path of the oil pump during traveling in the second internal combustion engine, and FIG. 19 shows the driving force transmission path of the oil pump during EV traveling. FIG. 20 shows a driving force transmission path of the oil pump at the time of stopping.

  As shown in FIG. 13, a drive system 1B according to the second embodiment includes a first internal combustion engine 10 (first prime mover) having a first crankshaft 12 (first drive shaft) and a second crankshaft 22 (second drive). A second internal combustion engine 20 (second prime mover) having a drive shaft), a first transmission 30A and a second transmission 30B, a first one-way clutch 60A and a second one-way clutch 60B, a first clutch 72A (first connecting / disconnecting means) and Second clutch 72B (second connecting / disconnecting means), first oil pump connection mechanism 85A and second oil pump connection mechanism 85B, oil pump output shaft connection mechanism 80, first motor generator 15, and second motor generator 101 are included. It consists of

  That is, the drive system 1B is different from the drive system 1A according to the first embodiment in that the second internal combustion engine 20, the second transmission 30B, the second one-way clutch 60B, the second output shaft 71B, the second The clutch 72B and the second oil pump connection mechanism 85B are added. Note that a member corresponding to the oil pump output shaft connection mechanism 80 is not provided on the second output shaft 71B side.

  The second internal combustion engine 20 has the same configuration as the first internal combustion engine 10, the second transmission 30B has the same configuration as the first transmission 30A, and the second one-way clutch 60B has the same configuration as the first one-way clutch 60A. Yes (see FIGS. 2 to 9). The second clutch 72B has the same configuration as the first clutch 72A, and the second oil pump connection mechanism 85B has the same configuration as the first oil pump connection mechanism 85A.

  In the drive system 1B, the second transmission 30B converts the rotational motion of the second crankshaft 22 into a swinging motion, transmits the swinging motion to the second one-way clutch 60B, and has an angular velocity ω2 (swinging). (Speed) / oscillation angle θ2 (oscillation amplitude) is variable (see FIG. 3), and the gear ratio i (ratio) is changed infinitely and continuously.

  2 and 3, the second transmission 30B includes six second swing conversion rods 40B (second swing conversion means) that convert the rotational motion of the second crankshaft 22 into swing motion. ) And the rotation radius r1 of the rotating ring 41 (second rotating portion) of the second swing conversion rod 40B that rotates when the rotational motion of the second crankshaft 22 is input can be varied steplessly. A second turning radius variable mechanism 50B (second eccentric amount variable mechanism) that varies the angular velocity ω2 (swinging speed) and the swinging angle θ2 (swinging amplitude) of the moving part 42;

  The second one-way clutch device has six second one-way clutches 60B, and the six second one-way clutches 60B have power in only the positive direction of the swinging portion 42 of the six second swing conversion rods 40B. Is transmitted to the second output shaft 71B on the left side.

  In the drive system 1B, the second output shaft 71B is connected to the driven part via the second clutch 72B. That is, the second output shaft 71B is connected to the differential device 92 via the second transmission shaft 73B, the second pinion gear 74B, and the second final gear 75B. In the second embodiment, the first transmission shaft 73A, the second transmission shaft 73B, the first pinion gear 74A, the second pinion gear 74B, the first final gear 75A, the second final gear 75B, the differential device 92, the drive shafts 95A and 95B, and A driven portion is constituted by the drive wheels 94A and 94B.

  In the second embodiment, the first internal combustion engine 10 and the second internal combustion engine 20 are, for example, reciprocating engines configured to be independently drivable in an inline 2-cylinder type.

  For example, as shown in FIG. 14, the first cylinder block 11 of the first internal combustion engine 10 and the second cylinder block 21 of the second internal combustion engine 20 are formed as an integrally molded product, and the first internal combustion engine 10 and The second internal combustion engine 20 is integrated and arranged side by side. In FIG. 13, the first internal combustion engine 10 and the second internal combustion engine 20 are illustrated separately for convenience in order to facilitate understanding.

The displacements of the first internal combustion engine 10 and the second internal combustion engine 20 are unequal and are configured with different displacements. For example, the first internal combustion engine 10 is designed with 600 cc, and the second internal combustion engine 20 is designed with 1000 cc.
As a result, the first internal combustion engine 10 and the second internal combustion engine 20 have different high efficiency points. In the present embodiment, while the first internal combustion engine 10 and / or the second internal combustion engine 20 are selectively driven at the high efficiency point, the first transmission 30A and the second transmission 30B are required to travel (accelerator opening amount). Etc.), the power is shifted and transmitted to the output shaft (the first output shaft 71A and the second output shaft 71B), so that the traveling performance of the hybrid vehicle does not deteriorate.
The high efficiency point is an area where the value of the net fuel consumption rate (BSFC: Brake Specific Fuel Consumption) is small.

  Next, the operation of the drive system 1B according to the second embodiment will be described with reference to FIGS.

  In the second embodiment, as the vehicle operation mode, for example, an internal combustion engine synthesis mode (ENG1 + ENG2 travel) using the power of the first internal combustion engine 10 and the second internal combustion engine 20 as a driving force generation source of the vehicle, A first internal combustion engine mode (ENG1 travel) using only the power of the internal combustion engine 10 as a driving force generation source of the vehicle, and a second internal combustion engine mode (ENG2) using only the power of the second internal combustion engine 20 as a driving force generation source of the vehicle. Traveling), an EV mode (EV traveling) using only the power of the motor generator 101 as a driving force generation source of the vehicle, and an internal combustion engine EV mode (ENG1 + EV traveling) that combines the powers of both the first internal combustion engine 10 and the motor generator 101. ). In addition, when the vehicle is decelerated, a regenerative mode is provided in which the motor generator 101 functions as a generator to charge the battery 105 with power generated by the motor generator 101 (regenerative power). Further, in the EV mode and the internal combustion engine EV mode, the motor generator 101 generates power by consuming the electrical energy accumulated in the battery 105.

  As shown in FIG. 15, when the vehicle is in the internal combustion engine synthesis mode (ENG1 + ENG2 travel) in which the vehicle travels with the power of the first internal combustion engine 10 and the second internal combustion engine 20, the ECU 110 sets the first clutch 72A and the second clutch 72B, respectively. The connection state (ON) is set, and the first oil pump connection mechanism 85A and the second oil pump connection mechanism 85B are set to a disconnected state (OFF). In this case, the ECU 110 appropriately sets the gear ratio (except infinity) of the first transmission 30A in accordance with the traveling state, so that the power of the first internal combustion engine 10 is transferred to the driven part via the first output shaft 71A. Communicated. In addition, the ECU 110 appropriately sets the speed ratio (except infinity) of the second transmission 30B according to the traveling state, whereby the power of the second internal combustion engine 20 is transmitted to the driven part via the second output shaft 71B. Is done.

  15, the power of the first internal combustion engine 10 output to the first output shaft 71A is transmitted to the oil pump output shaft connection mechanism 80 (second connection gear 83, first connection gear 82). ) To the pump shaft 81, and the oil pump 14 is driven. In this case, in order to transmit the power of the first internal combustion engine 10 to the driven part, it is necessary to set the first clutch 72A to the connected state (ON), so the power of the first internal combustion engine 10 is the first power The oil is transmitted to the oil pump 14 via the crankshaft 12, the first transmission 30A, the first one-way clutch 60A, the first output shaft 71A, the oil pump output shaft connection mechanism 80, and the pump shaft 81. Further, at this time, the first oil pump connection mechanism 85A and the second oil pump connection mechanism 85B are set in the disconnected state (OFF), so that the rotation operation of the oil pump output shaft connection mechanism 80 is not hindered.

  As shown in FIG. 16, the driving force transmission path of the oil pump 14 in the first internal combustion engine mode (ENG1 travel) in which the vehicle travels with the power of the first internal combustion engine 10 is the internal combustion engine synthesis shown in FIG. This is the same as the mode (ENG1 + ENG2 travel).

  As shown in FIG. 17, when the vehicle is in the second internal combustion engine mode (ENG2 travel) in which the vehicle travels with the power of the second internal combustion engine 20, the ECU 110 sets the first clutch 72A to the disconnected state (OFF), and The second clutch 72B is set to the connected state (ON), the first oil pump connection mechanism 85A is set to the connected state (ON), and the second oil pump connection mechanism 85B is set to the disconnected state (OFF). To do. In this case, the speed ratio of the second transmission 30B (excluding infinity) is appropriately set according to the traveling state, so that the power of the second internal combustion engine 20 is transmitted to the driven portion via the second output shaft 71B. Is done.

  Further, as shown by a thick solid arrow in FIG. 17, the first internal combustion engine 10 is driven and the speed ratio of the first transmission 30A is set to infinity (rotation radius r1 = 0), so that FIG. ), The power of the first internal combustion engine 10 is not transmitted to the first output shaft 71A.

  In addition, by driving the first internal combustion engine 10 at this time, the first motor generator 15 can function as a generator, and the power generated by the first motor generator 15 can be charged to the battery 105. Note that charging is not performed when the SOC (state of charge) of the battery 105 is already in a sufficient state (for example, SOC = 80% or more).

  As shown in FIG. 11 (b), the first oil pump connection mechanism 85A is set to the disconnected state (OFF), and the gear ratio (except infinity) is set by the first transmission 30A. The oil pump 14 may be driven via the first output shaft 71A, the oil pump output shaft connection mechanism 80, and the pump shaft 81.

  Further, as shown by a thick solid arrow in FIG. 18, in the second internal combustion engine mode (ENG2 traveling), the first oil pump connection mechanism 85A is set to the disconnected state (OFF) and the second oil pump connection is established. By setting the mechanism 85B to the connected state (ON), the power of the second internal combustion engine 20 is transmitted to the oil pump 14 via the second crankshaft 22, the second oil pump connection mechanism 85B, and the pump shaft 81. . At this time, since both the first oil pump connection mechanism 85A and the first clutch 72A are set in the disconnected state (OFF), the rotation operation of the pump shaft 81 is not hindered.

  As shown in FIG. 19, the driving force transmission path of the oil pump 14 in the EV mode (EV running) in which the vehicle runs with the power of the second motor generator 101 is in the EV mode shown in FIG. It is the same. At this time, since the first oil pump connection mechanism 85A and the second oil pump connection mechanism 85B are both set to the disconnected state (OFF), the rotation operation of the pump shaft 81 is not hindered.

  As shown in FIG. 20, the driving force transmission path of the oil pump 14 when the vehicle is stopped is the same as that shown in FIG. At this time, since both the first clutch 72A and the second clutch 72B are set in the disconnected state (OFF), the first output shaft 71A, the oil pump output shaft connection mechanism 80, the pump shaft are driven by the driven parts in the stopped state. The operation of 81 is not hindered.

  Further, when the oil pump 14 is driven by the power of the first internal combustion engine 10 when the vehicle is stopped, the first motor generator 15 is caused to function as a generator by the power of the first internal combustion engine 10, so that the first motor You may make it charge the battery 105 with the electric power generated by the generator 15. Further, the transmission ratio (except infinity) of the first transmission 30A is set, and the power of the first internal combustion engine 10 is supplied to the first transmission 30A, the first one-way clutch 60A, the first output shaft 71A, and the oil pump output shaft. It may be transmitted by the oil pump 14 via the connection mechanism 80 and the pump shaft 81.

  Although not shown, the driving force transmission path of the oil pump 14 when the vehicle is moved backward is the same as when the vehicle is stopped as shown in FIG. At this time, since both the first clutch 72A and the second clutch 72B are set in the disconnected state (OFF), the power from the driven part causes the first output shaft 71A, the oil pump output shaft connection mechanism 80, and the pump shaft 81 to Through the oil pump 14.

  Further, in the case of the internal combustion engine EV mode (ENG1 + EV traveling), the ECU 110 sets the first clutch 72A to the connected state (ON) in the same manner as in the case of FIG. While transmitting to a driven part and the oil pump 14 via the output shaft 71A, the motive power of the 2nd motor generator 101 is transmitted to a driven part.

  As described above, the drive system 1B according to the second embodiment has the following effects in addition to the effects obtained by the first embodiment. That is, assuming that the second oil pump connection mechanism 85B is not provided, when the driven part is driven via the second output shaft 71B only by the power of the second internal combustion engine 20, the power of the second internal combustion engine 20 Is transmitted to the oil pump 14 through the second one-way clutch device 60B, the second output shaft 71B, the driven part (diff device 92, etc.), the first output shaft 71A, the oil pump output shaft connection mechanism 80, and the pump shaft 81. As a result, the power of the second internal combustion engine 20 passes through the second one-way clutch 60B and becomes resistance (friction), and the transmission efficiency of the driving force decreases. Therefore, in the second embodiment, the second oil pump connection mechanism 85B is provided, and the second oil pump connection mechanism 85B is brought into the connection state (ON) when traveling with the power of the second internal combustion engine 20 (see FIG. 18). By setting, the power of the second internal combustion engine 20 can be transmitted to the oil pump 14 without passing through the second one-way clutch 60B. Thereby, it is possible to minimize the decrease in the transmission efficiency of the driving force.

  Further, according to the drive system 1B according to the second embodiment, when the driven part is driven via the second output shaft 71B only by the power of the second internal combustion engine 20, the first oil pump connection mechanism 85A is connected. When the oil pump 14 is driven by the power of the first internal combustion engine 10 with the power set to 1, the first motor generator 15 can function as a generator by the power of the first internal combustion engine 10. In this case, since all the power of the second internal combustion engine 20 can be transmitted to the driven part, it is necessary to distribute the power of the second internal combustion engine 20 to the drive wheels 94A and 94B and the oil pump 14 side. The vehicle can be driven stably.

  As mentioned above, although one Embodiment of this invention was described, this invention is not limited to this, For example, it can change as follows.

In the above-described embodiment, the first prime mover and the second prime mover have exemplified the configuration in which the first internal combustion engine 10 and the second internal combustion engine 20 are reciprocating engines. However, for example, a rotary engine, a gas turbine engine, or the like may be used. These may be combined.
In addition, although the configuration in which the driving force generation device is an internal combustion engine has been illustrated, for example, an electric motor or a hydraulic motor may be used, and an electric motor or the like and an internal combustion engine may be combined.

  In the above-described embodiment, the configuration in which the first internal combustion engine 10 and the second internal combustion engine 20 are gasoline engines that burn gasoline, but other examples include a diesel engine that burns light oil, a hydrogen engine that burns hydrogen, and the like. Or they may be combined.

  In the above-described embodiment, the oil pump output shaft connection mechanism 80, the first oil pump connection mechanism 85A, and the second oil pump connection mechanism 85B are described by way of example as being connected via gears, but the present invention is not limited thereto. Instead, it may be configured to connect via a belt. The first clutch 72A and the second clutch 72B can employ various clutches as long as they can connect and disconnect the power.

In the above-described embodiment, the drive system 1 is illustrated as being mounted on a hybrid vehicle (four wheels, moving body). However, for example, a configuration mounted on two wheels or three wheels may be used.
Moreover, the structure mounted in the hand-held small tiller (general-purpose apparatus) may be sufficient, and the power source of a stationary generator may be comprised.

1A, 1B Drive system 10 First internal combustion engine (first prime mover)
20 Second internal combustion engine (second prime mover)
14 Oil pump 15 Motor generator (generator)
30A 1st transmission (1st transmission)
30B 2nd transmission (2nd transmission)
40A First oscillation conversion rod (oscillation conversion means)
40B Second oscillation conversion rod (oscillation conversion means)
41 Rotating ring (rotating part)
42 Oscillator 50A First turning radius variable mechanism (first eccentric amount variable mechanism)
50B Second turning radius variable mechanism (second eccentricity variable mechanism)
60A First one-way clutch 60B Second one-way clutch 71A First output shaft 71B Second output shaft 72A First clutch (first connecting / disconnecting means)
72B Second clutch (second connecting / disconnecting means)
73A First transmission shaft (driven part)
73B Second transmission shaft (driven part)
74A First pinion gear (driven part)
74B 2nd pinion gear (driven part)
75A 1st final gear (driven part)
75B 2nd final gear (driven part)
80 oil pump output shaft connection mechanism 81 pump shaft 82 first connection gear 83 second connection gear 85A first oil pump connection mechanism 85B second oil pump connection mechanism 86 first gear 87 second gear 88 third gear 89 sleeve 92 differential Device (driven part)
93 Differential case 94A, 94B Drive wheel (driven part)
95A, 95B Drive shaft (driven part)
101 Motor generator (other prime mover)
105 battery

Claims (4)

A first prime mover having a first drive shaft;
A first output shaft that is rotated by power from the first prime mover;
A driven part driven by the rotational power of the first output shaft;
A first swing converting means having a rotating portion rotating by the rotating motion of the first drive shaft and a swinging portion for converting the rotating motion of the rotating portion into a swinging motion; and a first swing changing means for varying an eccentric amount of the rotating portion. A first transmission including one eccentricity variable mechanism;
A first one-way clutch that transmits unidirectional power of the swinging motion of the swinging portion to the first output shaft when the angular velocity of the swinging portion that swings is equal to or greater than the rotational speed of the first output shaft. When,
An oil pump for supplying oil for operation to the oil supplied device;
A pump shaft for inputting a driving force for driving the oil pump;
First connecting / disconnecting means for connecting / disconnecting power between the first output shaft and the driven part;
An oil pump output shaft connection mechanism for connecting power between the first output shaft and the pump shaft;
A first oil pump connection mechanism for connecting / disconnecting power between the first drive shaft and the pump shaft,
When the first oil pump connection mechanism is in a connection state in which the first drive shaft and the pump shaft are connected, the first connection / disconnection means is in a disconnected state, and the first eccentricity variable mechanism is in the rotation state. A drive system characterized in that the eccentricity of the part is 0 and the transmission ratio is infinite . Comprising another prime mover capable of rotating the driven part in the other direction;
If the other prime mover is rotating in the other direction, the driving system of claim 1, wherein the first disengaging means, characterized in that the cutting state. A second prime mover having a second drive shaft;
A second output shaft that is rotated by power from the second prime mover;
A second swing converting means having a rotating portion rotating by the rotating motion of the second drive shaft and a swinging portion for converting the rotating motion of the rotating portion into a swinging motion; and a second swing changing means for varying an eccentric amount of the rotating portion. A second transmission including a two-eccentric variable mechanism;
A second one-way clutch that transmits unidirectional power of the swinging motion of the swinging portion to the second output shaft when the angular velocity of the swinging portion that swings is equal to or greater than the rotational speed of the second output shaft. When,
A second connection / disconnection means for connecting / disconnecting power between the second output shaft and the driven part;
A second oil pump connection mechanism for connecting / disconnecting power between the second drive shaft and the pump shaft;
The drive system according to claim 1 , further comprising: The drive system according to any one of claims 1 to 3 , further comprising a generator connected to the first drive shaft.

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