JP2019035447A - Vehicle drive unit - Google Patents

Abstract

Provided is a vehicle drive device capable of realizing high efficiency of an electric motor and reducing the size and weight of the device. A first motor M1 and a second motor M2, and a planetary gear mechanism PG in which a first rotating element S, a second rotating element C, and a third rotating element R are arranged in this order on a collinear diagram. In the vehicle driving device 10, the first rotating element S is connected to a rotating shaft L1 of the first electric motor M1, and the second rotating element C is connected to an output shaft OS that transmits power to driving wheels of the vehicle. , The third rotating element R is connected to the rotating shaft L2 of the second electric motor M2, the first electric motor M1 is an electric motor having a permanent magnet, and the second electric motor M2 is an electric motor without a permanent magnet. In the diagram, the first rotating element S is arranged at a position more distant from the second rotating element C than the third rotating element R. [Selection diagram] FIG.

Description

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

  Conventionally, as shown in, for example, Patent Document 1, a plurality of electric motors (first motor, speed adjusting motor), a rotating shaft of the plurality of electric motors, and an output shaft that transmits power to a driving wheel of the vehicle are each rotating element. And a planetary gear mechanism (differential mechanism) connected to the vehicle.

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

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

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

Special table 2013-53958 gazette

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

  In order to achieve the above object, a vehicle drive apparatus according to the present invention includes a first electric motor (M1), a second electric motor (M2), a first rotating element (S), a second rotating element (C), and a third electric motor. A driving device (10) for a vehicle including a planetary gear mechanism (PG) arranged in this order on a nomographic chart with a rotating element (R), wherein the first rotating element (S) is a first electric motor (M1). ) Is connected to the rotating shaft (L1), the second rotating element (C) is connected to an output shaft (OS) that transmits power to the drive wheels (W) of the vehicle, and the third rotating element (R) is The first electric motor (M1) is connected to the rotation shaft (L2) of the second electric motor (M2), the electric motor includes a permanent magnet in at least one of the rotor and the stator, and the second electric motor (M2) is An electric motor that does not include a permanent magnet in either the rotor or the stator, and the second rotating element (C It is characterized in than the third rotating element (R) is towards the first rotating element (S) which is remotely located relative to.

  According to the vehicle drive device of the present invention, the first electric motor which is a so-called magnet-equipped motor for the first rotating element and the third rotating element arranged on both sides of the second rotating element in the collinear diagram of the planetary gear mechanism. And a second motor, which is a so-called magnetless motor, respectively, so that two motors having different characteristics with respect to the required output of the output shaft connected to the second rotating element are operated at an efficient operating point. It will be possible to output the synthesized power. Therefore, the first and second electric motors can be operated with high efficiency in a wider rotation range from the low rotation range to the high rotation range.

  In addition, the vehicle drive device according to the present invention includes a first motor that is a so-called magnet-equipped motor and a second motor that is a so-called magnet-less motor. The point is from the low rotation region to the medium rotation region. Therefore, the efficiency is relatively good in the low-rotation region to the medium-rotation region, but the efficiency decreases in the high-rotation region. On the other hand, the second motor, which is a motor without a magnet, has the highest efficiency point from the middle rotation region to the high rotation region. Therefore, the efficiency is relatively good in the middle rotation region to the high rotation region, but the efficiency is lowered in the low rotation region. Therefore, according to the present invention, the first rotating element to which the first electric motor is connected is disposed at a position away from the second rotating element to which the output shaft is connected. The torque transmitted to the output shaft when the vehicle travels can be increased. Therefore, a large torque can be obtained when starting the vehicle by driving the first electric motor. In addition, since the third rotating element connected to the second motor is disposed at a position closer to the second rotating element connected to the output shaft, the vehicle is driven at a high speed by driving the second motor. In this case, the rotation speed of the output shaft can be maintained at a high rotation speed.

  The vehicle drive device may include a locking mechanism (OWC) capable of locking the rotation of the third rotating element (R).

  According to this configuration, when the vehicle starts, the first motor is driven by locking the rotation of the third rotating element and the second motor by the locking mechanism, so that the vehicle is driven only by the power of the first motor. It is possible to start. As a result, it is possible to efficiently output high torque at low speed when the vehicle starts.

  Further, in this vehicle drive device, the locking mechanism (OWC) may be a one-way clutch mechanism configured to allow only one of forward rotation and reverse rotation of the third rotation element (S). .

  According to this configuration, since it is possible to lock one rotation of the first rotating element without using a mechanism for electronic control or the power of another power source, the configuration of the driving device is simplified. , Weight reduction and cost reduction can be achieved.

  The vehicle drive device also includes a control device (15) for controlling the drive device (10), and the control device (15) drives the first electric motor (M1) in the reverse direction when the vehicle (1) is moved backward. At the same time, the second electric motor (M2) is rotated forward at a predetermined rotation speed or stopped, or the second rotating element (C) and the output shaft (OS) are moved forward when the vehicle (1) moves forward. Control to rotate in the reverse direction may be performed.

  According to this configuration, the output shaft is reversely rotated by driving or stopping the second electric motor at a low rotation below a predetermined value. Therefore, the vehicle can be moved backward.

  In one embodiment of the vehicle drive device according to the present invention, the planetary gear mechanism (PG) is a single pinion type planetary gear mechanism, the first rotating element is a sun gear (S), The second rotating element may be a carrier (C), and the third rotating element may be a ring gear (R).

  According to this configuration, since the planetary gear mechanism is a single pinion type planetary gear mechanism, the number of parts is less than that of a double pinion type planetary gear mechanism. And improving durability and reliability. Further, since the number of meshing parts (number of meshing parts) is small, power transmission efficiency is also good.

  According to another aspect of the vehicle drive device of the present invention, the planetary gear mechanism (PG) is a double pinion type planetary gear mechanism, the first rotating element is a sun gear (S), The second rotating element may be a ring gear (R), and the third rotating element may be a carrier (C).

  Moreover, the drive device of the vehicle concerning this invention is further another embodiment. WHEREIN: A planetary gear mechanism (PG) is a planetary gear mechanism of a double pinion type, a 1st rotation element is a carrier (C), The second rotating element may be a ring gear (R), and the third rotating element may be a sun gear (S).

When the planetary gear mechanism is a double pinion type planetary gear mechanism, by appropriately setting the ratio of the number of teeth of the sun gear to the number of teeth of the ring gear, the distance between the ring gear and the sun gear on the collinear diagram and the ring gear The magnitude relationship of the distance between the carriers can be determined. Therefore, when a double pinion type planetary gear mechanism is provided as a planetary gear mechanism according to the present invention, any one of the above aspects can be adopted as an embodiment that satisfies the relationship of the first to third rotating elements. Become.
In addition, the code | symbol in said parenthesis shows the drawing reference number of the corresponding component in embodiment mentioned later for reference.

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

It is a block diagram which shows the internal structure of the vehicle provided with the drive device which concerns on one Embodiment of this invention. It is a skeleton figure which shows the structure of the drive device of 1st embodiment. It is a collinear diagram (speed diagram) which shows the speed relationship of each element of the planetary gear mechanism with which the drive device of the first embodiment is provided. It is a table | surface which shows the operation state of the 1st motor and the 2nd motor in each driving | running | working state, and the engagement state of a one-way clutch. It is a collinear diagram which shows the speed relationship of each element of the planetary gear mechanism in each traveling state. It is a flowchart which shows the procedure of control of the 1st motor and the 2nd motor at the time of reverse drive of a vehicle. It is a skeleton figure which shows the structure of the drive device of 2nd embodiment. It is a nomograph (velocity diagram) of each element of the planetary gear mechanism with which the drive device of the second embodiment is provided. It is a skeleton figure which shows the structure of the drive device of 3rd embodiment. It is a collinear diagram (velocity diagram) of each element of the planetary gear mechanism provided in the drive device of the third embodiment.

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

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

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

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

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

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

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

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

  The first motor M1 is a permanent magnet type motor (so-called magnet motor: IPM motor) having a permanent magnet 33 on a rotor (rotor) 31, and the second motor M2 has a permanent magnet on a rotor (rotor) 41. An induction motor that is not provided (a so-called magnetless motor: an IM motor). The configuration of the first motor M1 and the second motor M2 will be described in more detail. The first motor M1 includes a rotor (rotor) 31 provided on a rotation shaft L1 connected to the sun gear S, and an outer periphery of the rotor 31. And an annular stator (stator) 32 that is provided at a surrounding position and is fixed to the inner peripheral surface 50 a of the case 50. The case 50 may be a part of a housing or the like that houses the components of the driving device 10 and is formed in an annular shape that surrounds the outer circumferences of the first motor M1 and the second motor M2. The second motor M <b> 2 is provided on a rotor (rotor) 41 provided on the rotation shaft L <b> 2 connected to the ring gear R, and is provided at a position surrounding the outer periphery of the rotor 41, and is fixed to the inner peripheral surface 50 a of the case 50. And an annular stator (stator) 42. A magnet (permanent magnet) 33 is attached inside the rotor 31 of the first motor M1, and no magnet (permanent magnet) is attached inside the rotor 41 of the second motor M2. The first motor M1 and the second motor M2 are arranged side by side in the axial direction of the rotation shaft L1 and the rotation shaft L2. The second motor M2 is disposed on the outer diameter side (outer peripheral side) of the planetary gear mechanism PG.

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

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

  When the vehicle 1 travels in a low speed range after starting, the first motor M1 is turned on (forward rotation driving) and the second motor M2 is turned off (stopped) as in the case of starting. The alignment chart of the planetary gear mechanism PG in this case is the same as when the vehicle 1 starts, as shown in FIG. Therefore, when the vehicle 1 starts and when the vehicle speed is low, the vehicle 1 travels by driving only the first motor M1 that is excellent in efficiency from the low speed range to the medium speed range.

  When the vehicle 1 travels in the middle speed range, the first motor M1 is turned on (forward rotation drive) and the second motor M2 is turned on (forward rotation drive). Thereby, the rotation by the power of the first motor M1 is transmitted to the sun gear S and input to the planetary gear mechanism PG. Further, the rotation by the power of the second motor M2 is transmitted to the ring gear R and input to the planetary gear mechanism PG. Then, the power of the first motor M1 transmitted to the sun gear S and the power of the second motor M2 transmitted to the ring gear R are transmitted from the carrier C to the drive wheels W of the vehicle 1 via the output shaft OS. At this time, the ring gear R of the planetary gear mechanism PG and the rotation shaft L2 of the second motor M2 rotate in the forward rotation direction, so that the one-way clutch OWC enters a rotation-permitted (FREE) state. Thereby, in the medium speed range, as shown in the collinear diagram of FIG. 5B, the vehicle 1 travels with a driving force that is a combination of the driving force of the first motor M1 and the driving force of the second motor M2.

  When the vehicle 1 travels in a high speed range, the first motor M1 is turned off (stopped), and the second motor M2 is turned on (forward rotation drive). Thereby, the rotation by the power of the second motor M2 is transmitted to the ring gear R and input to the planetary gear mechanism PG. Then, the power of the second motor M2 transmitted to the ring gear R is transmitted from the carrier C to the drive wheels W of the vehicle 1 via the output shaft OS. At this time, the ring gear R of the planetary gear mechanism PG and the rotation shaft L2 of the second motor M2 rotate in the forward rotation direction, so that the one-way clutch OWC enters a rotation-permitted (FREE) state. Thereby, the vehicle 1 travels with the driving force of the second motor M2. In this high speed region, as shown in the collinear diagram of FIG. 5C, the first motor M1 is stopped, and the vehicle is driven by driving only the second motor M2, which is efficient in the high rotation region.

  When braking or regenerating the vehicle 1 (when decelerating), the first motor M1 is turned on (normal rotation drive in the regenerative state) and the second motor M2 is turned on (normal rotation drive in the regenerative state). In this state, torque is input from the drive wheel W to the carrier C of the planetary gear mechanism PG via the output shaft OS. When this torque is input to the first motor M1 and the second motor M2, braking and regeneration are performed by the first motor M1 and the second motor M2. At this time, the ring gear R and the rotation shaft L2 of the second motor M2 rotate in the forward rotation direction, so that the one-way clutch OWC enters the rotation-permitted state (FREE). Thus, when the vehicle 1 is decelerated, the first motor M1 and the second motor M2 cooperate to perform braking or regeneration.

  When the vehicle 1 moves backward, the first motor M1 is turned on (reverse drive), and the second motor M2 is turned on (forward drive) or turned off (stopped). At this time, the rotation speeds of the first motor M1 and the second motor M2 are determined so that the efficiency of the first motor M1 and the second motor M2 is the best with respect to the required driving force of the vehicle. Further, the second motor M2 performs control to drive forward or stop at a predetermined rotational speed or less so that the rotational speed is close to zero. As a result, as shown in FIG. 5 (e), the reverse rotation power is output from the carrier C of the planetary gear mechanism PG to the output shaft OS and transmitted to the drive wheels W of the vehicle 1. Thereby, the vehicle 1 can be moved backward.

  Here, the control procedure of the drive device 10 (the first motor M1 and the second motor M2) when the vehicle 1 moves backward will be described in detail. FIG. 6 is a flowchart showing a procedure of the control when the vehicle 1 is moved backward. As shown in the flowchart of the figure, when the vehicle 1 moves backward, first, a reverse shift operation is performed by the driver (step ST1). Further, the driver depresses the accelerator pedal (step ST2). As a result, the required driving force for moving the vehicle 1 backward is determined (step ST3). Then, based on the determined required driving force, the output torque and rotation speed of the first motor M1 and the second motor M2 are determined (step ST4). Here, based on the loss maps (not shown) of the first motor M1 and the second motor M2, the outputs of the first motor M1 and the second motor M2 according to the vehicle speed from the viewpoint of achieving the best efficiency. Determine torque and speed. When the output torque and the rotational speed of the first motor M1 and the second motor M2 are determined, it is determined whether or not the driving force or the rotational speed of the output shaft OS has reached the control limit (step ST5). The control limit here is, for example, a limit value at which the rotation speed of the output shaft OS becomes a negative value, or the rotation of the second motor M2 within a range where the rotation speed of the output shaft OS becomes a negative value. It means that it is a limit value that does not cross zero rotation. This is because when the rotation of the second motor M2 exceeds zero, the control becomes unstable and it is difficult to perform accurate control. As a result, when it is determined that the driving force or the rotational speed of the output shaft OS has reached the control limit (YES in step ST5), the rotational speed of the first motor M1 is fixed with the rotational speed of the second motor M2 fixed. Only the number is controlled (step ST6). As a result, the vehicle 1 performs a reverse operation (reverse) (step ST8). On the other hand, when it is determined that the driving force or the rotational speed of the output shaft OS has not reached the control limit (NO in step ST5), the first motor M1 is rotated backward and the second motor M2 is rotated forward. The rotational speeds of the first motor M1 and the second motor M2 are controlled (step ST7). Or the 1st motor M1 is reversely rotated and the 2nd motor M2 is stopped. Also in this case, the vehicle 1 performs the reverse operation (reverse) by the control (step ST8). As described above, when the motor rotation speed exceeds 0 rotation, the motor control becomes unstable and the inverter heat also deteriorates. Therefore, basically, the second motor M2 is controlled in a region where the rotation speed is a positive value. . However, it is also possible to reverse the vehicle 1 by controlling both the first motor M1 and the second motor M2 in a region where the rotational speed is negative. In this case, there is an advantage that the motor control becomes relatively simple, but on the other hand, a large motor torque is required because the reduction ratio becomes small. Therefore, it is necessary to increase the size of the motor.

  In the driving device 10 of the present embodiment, the sun gear (first rotating element) S and the ring gear (third rotating element) R disposed on both sides of the carrier (second rotating element) C in the alignment chart of the planetary gear mechanism PG, By connecting the first motor M1 which is a so-called magnet motor and the second motor M2 which is a so-called magnetless motor, respectively, two characteristics having different characteristics with respect to the required output of the output shaft OS connected to the carrier C are provided. It is possible to synthesize and output the motive power obtained by operating each motor at an efficient operating point. Therefore, the first motor M1 and the second motor M2 can be operated with high efficiency in a wider rotation range from the low rotation range to the high rotation range.

  The driving device 10 of the present embodiment includes a first motor M1 that is a so-called motor with a magnet and a second motor M2 that is a so-called motor without a magnet. The highest efficiency point is in the low to medium rotation range. Therefore, the efficiency is relatively good in the low-rotation region to the medium-rotation region, but the efficiency decreases in the high-rotation region. On the other hand, the second motor M2, which is a magnetless motor, has the highest efficiency point from the middle rotation region to the high rotation region. Therefore, the efficiency is relatively good in the middle rotation region to the high rotation region, but the efficiency is lowered in the low rotation region. Therefore, according to the drive device 10 of the present embodiment, the sun gear S to which the first motor M1 is connected is located at a position away from the carrier C to which the output shaft OS is connected on the collinear chart (from the ring gear R). By being arranged, it is possible to increase the torque transmitted to the output shaft OS when the vehicle 1 travels by driving the first motor M1. Therefore, a large torque can be obtained when starting the vehicle 1 by driving the first motor M1. Further, the ring gear R to which the second motor M2 is connected is arranged at a position closer to the carrier C to which the output shaft OS is connected (than the sun gear S), so that the vehicle 1 is driven by the driving of the second motor M2. When the vehicle is traveling in a high speed range, the rotational speed of the output shaft OS can be maintained at a high rotational speed.

  Further, in the driving device 10 of the present embodiment, the ring gear R (which is an element close to the carrier C (output shaft OS) on the collinear chart among the two rotating elements of the sun gear S and the ring gear R of the planetary gear mechanism PG). A power interrupting mechanism (locking mechanism) capable of interrupting transmission power is provided on the rotation shaft L2) of the second motor M2. This intermittent mechanism is a one-way clutch configured to prevent (lock) rotation in the direction opposite to the rotation direction (direction) of the rotation shaft L2 and the ring gear R during forward rotation of the second motor M2. OWC.

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

[Second Embodiment]
Next, a second embodiment of the present invention will be described. In the description of the second embodiment and the corresponding drawings, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted below. In addition, matters other than those described below are the same as those in the first embodiment. This also applies to a third embodiment described later.

  FIG. 7 is a diagram showing a driving device 10-2 according to the second embodiment of the present invention. In the drive device 10 of the first embodiment shown in FIG. 2, the planetary gear mechanism PG is a single pinion type planetary gear mechanism, the output shaft OS is connected to the carrier C of the planetary gear mechanism PG, and the sun gear S is connected to the first motor. M1 was connected and the second motor M2 was connected to the ring gear R. On the other hand, in the driving device 10-2 of the present embodiment, the planetary gear mechanism PG2 is a double pinion type planetary gear mechanism, the output shaft OS is connected to the ring gear R of the planetary gear mechanism PG2, and the sun gear S is connected to the sun gear S. One motor M1 (rotating shaft L1) is connected, and the second motor M2 (rotating shaft L2) is connected to the carrier C.

FIG. 8 is a collinear diagram showing the speed relationship of the rotating elements of the planetary gear mechanism PG2. Since the planetary gear mechanism PG2 of the present embodiment is a double pinion type planetary gear mechanism, the magnitude relationship between the distance between the ring gear R and the sun gear S and the distance between the ring gear R and the carrier C on the collinear diagram is shown. It is determined according to the ratio of the number of teeth Z _s of the number of teeth Z _r and the sun gear S of the ring gear R. Here, as shown in FIG. 8, when the distance between the ring gear R and the carrier C on the collinear diagram is 1, and the distance between the carrier C and the sun gear S is α, α = (the ring gear R The number of teeth Z _r ) / (the number of teeth Z _{s of the} sun gear S). When α = 2, the distance between the ring gear R and the sun gear S is equal to the distance between the ring gear R and the carrier C. Therefore, in the planetary gear mechanism PG2 provided in the driving device 10-2 of the present embodiment, α> 2 is set, and accordingly, the distance between the ring gear R and the sun gear S is different from that of the ring gear R. The distance is set to be larger than the distance to the carrier C.

  Therefore, also in the driving device 10-2 of the present embodiment, the sun gear (first rotation element) S, which is a rotation element far from the ring gear (second rotation element) R to which the output shaft OS is connected on the nomograph, is first. A motor M1 is connected, and a second motor M2 is connected to a carrier (third rotating element) C that is a rotating element close to the ring gear R to which the output shaft OS is connected on the nomograph. The one-way clutch OWC is provided as a mechanism that can lock the rotation of the carrier (third rotation element) C and the rotation shaft L2 of the second motor M2 (only one of normal rotation and reverse rotation is allowed). ing.

[Third embodiment]
Next, a third embodiment of the present invention will be described. FIG. 9 is a diagram showing a driving device 10-3 according to the third embodiment of the present invention. In the drive device 10 of the first embodiment shown in FIG. 2, the planetary gear mechanism PG is a single pinion type planetary gear mechanism, the output shaft OS is connected to the carrier C of the planetary gear mechanism PG, and the sun gear S is connected to the first motor. M1 was connected and the second motor M2 was connected to the ring gear R. On the other hand, in the driving device 10-3 of the present embodiment, the planetary gear mechanism PG3 is a double pinion type planetary gear mechanism, the output shaft OS is connected to the ring gear R of the planetary gear mechanism PG3, and the carrier C One motor M1 (rotating shaft L1) is connected, and the second motor (rotating shaft L2) is connected to the sun gear S.

FIG. 10 is a collinear diagram showing the speed relationship of the rotating elements of the planetary gear mechanism PG3. Since the planetary gear mechanism PG3 of the present embodiment is a double pinion type planetary gear mechanism, like the planetary gear mechanism PG2 of the second embodiment, the distance between the ring gear R and the sun gear S on the collinear diagram and the ring gear the magnitude relation between the distance between the R and the carrier C is dependent on the ratio of the number of teeth Z _s of the number of teeth Z _r and the sun gear S of the ring gear R. Here, as shown in FIG. 10, when the distance between the ring gear R and the carrier C on the collinear diagram is 1, and the distance between the carrier C and the sun gear S is α, α = (the ring gear R of the ring gear R). The number of teeth Z _r ) / (the number of teeth Z _{s of the} sun gear S). When α = 2, the distance between the ring gear R and the sun gear S is equal to the distance between the ring gear R and the carrier C. Therefore, in the planetary gear mechanism PG3 provided in the driving device 10-3 of the present embodiment, α <2 is set, and accordingly, the distance between the ring gear R and the carrier C is larger than that of the ring gear R. The distance is set to be larger than the distance to the sun gear S.

  Therefore, also in the driving device 10-3 of the present embodiment, the carrier (first rotation element) C which is a rotation element far from the ring gear (second rotation element) R to which the output shaft OS is connected on the collinear chart is first. A motor M1 is connected, and a second motor M2 is connected to a sun gear (third rotating element) S that is a rotating element close to the ring gear R to which the output shaft OS is connected on the alignment chart. The one-way clutch OWC is provided as a mechanism that can lock the rotation of the sun gear (third rotation element) S and the rotation shaft L2 of the second motor M2 (only one of normal rotation and reverse rotation is allowed). ing.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible.

  For example, the drive devices 10, 10-2, and 10-3 shown in the above embodiment are drive devices for an electric vehicle including two motors that can function as a drive source. As the vehicle provided, in addition to the electric vehicle provided with the two motors shown in the above embodiment, for example, a vehicle (hybrid vehicle) provided with other drive sources such as an engine (internal combustion engine) in addition to the two motors described above. Is also applicable. In this case, for example, the drive device of the present invention can be used as a drive device for driving the auxiliary drive wheels of the vehicle.

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

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

10, 10-2, 10-3 Drive device 11 Battery (power storage device)
15 Controller (Control device)
31 Rotor
32 Stator
41 Rotor
42 Stator
50 Case 50a Inner peripheral surface PG, PG2, PG3 Planetary gear mechanism S Sun gear (first rotating element or third rotating element)
R ring gear (second rotating element or third rotating element)
C carrier (first rotating element or second rotating element or third rotating element)
M1 first motor (first electric motor)
M2 Second motor (second motor)
L1 Rotating shaft L2 Rotating shaft OS Output shaft DF Differential mechanism G1 Final reduction drive gear G2 Final reduction driven gear OWC One-way clutch (locking mechanism)
W drive wheel S1 vehicle speed sensor S2 accelerator opening sensor S3 shift position sensor S4 brake sensor S5 remaining capacity sensor S6 steering angle sensor S7 tilt angle sensor S8 acceleration / deceleration sensor

Claims (7)

A first motor and a second motor;
A planetary gear mechanism in which a first rotation element, a second rotation element, and a third rotation element are arranged in this order on a nomographic chart,
The first rotating element is connected to a rotating shaft of the first electric motor;
The second rotating element is connected to an output shaft that transmits power to the drive wheels of the vehicle,
The third rotating element is connected to a rotating shaft of the second electric motor;
The first electric motor is an electric motor including a permanent magnet in at least one of a rotor and a stator,
The second electric motor is an electric motor that does not include a permanent magnet in either the rotor or the stator,
The vehicle drive device according to claim 1, wherein the first rotating element is disposed farther from the second rotating element than the third rotating element on the alignment chart. The vehicle drive device according to claim 1, further comprising a locking mechanism capable of locking the rotation of the third rotating element. 3. The vehicle drive device according to claim 2, wherein the locking mechanism is a one-way clutch mechanism configured to allow only one of forward rotation and reverse rotation of the third rotation element. . A control device for controlling the drive device;
When the control device reverses the vehicle,
The first electric motor is driven in reverse rotation, and the second electric motor is driven forward at a predetermined rotation speed or stopped, so that the second rotating element and the output shaft are reversed from the time of forward movement of the vehicle. The vehicle drive device according to any one of claims 1 to 3, wherein control for rotating in a direction is performed. The planetary gear mechanism is a single pinion type planetary gear mechanism,
The first rotating element is a sun gear;
The second rotating element is a carrier;
5. The vehicle drive device according to claim 1, wherein the third rotation element is a ring gear. 6. The planetary gear mechanism is a double pinion type planetary gear mechanism,
The first rotating element is a sun gear;
The second rotating element is a ring gear;
5. The vehicle drive device according to claim 1, wherein the third rotating element is a carrier. 6. The planetary gear mechanism is a double pinion type planetary gear mechanism,
The first rotating element is a carrier;
The second rotating element is a ring gear;
5. The vehicle drive device according to claim 1, wherein the third rotating element is a sun gear. 6.

Images