JP2011033077A - Drive device for vehicle - Google Patents

Abstract

The present invention provides a vehicle drive device that is advantageous for downsizing each electric motor provided as a drive source.
An output shaft 3c of a first MG 3 is provided in a drive device 2 that includes a first MG 3 and a second MG 4 and that drives a vehicle 1 by rotating an output shaft 5 with power output from at least one of the MGs 3 and 4. Of the first transmission mechanism 11 that can be switched between an engaged state that forms a power transmission path that shifts the rotation of the motor and transmits it to the output shaft 5 and a released state that blocks the power transmission path, and the output shaft 4c of the second MG 4 The second speed change mechanism 12 that can be switched between an engaged state that forms a power transmission path for shifting the rotation and transmitting the rotation to the output shaft 5 and a released state that blocks the power transmission path, the output shaft 3c of the first MG 3 and the first An MG coupling clutch C0 that can be switched between a coupled state in which the output shaft 4c of 2MG4 is coupled and a released state in which the coupling is released is provided.
[Selection] Figure 8

Description

  The present invention relates to a vehicle drive device that includes two electric motors as a drive source and drives a vehicle by rotating a common output member with power output from the electric motors.

  Two electric motors as drive sources are provided, and the power of the first motor is output to the output shaft via the first transmission that can be shifted to a plurality of gear ratios, and the power of the second motor is the first speed change. 2. Description of the Related Art A transmission device that outputs to an output shaft via a second transmission capable of shifting to a plurality of gear ratios different from the machine is known (see Patent Document 1). In addition, there is Patent Document 2 as a prior art document related to the present invention.

JP 2002-089594 A JP 2006-044555 A

  In the device of Patent Document 1, the power of each electric motor is transmitted to the output shaft only through the transmission corresponding to the respective electric motor. In this case, since the powers of the two motors cannot be combined, the upper limit value of the power that can be output from each motor needs to be set higher so that the output shaft can be driven even by one motor. Therefore, there exists a possibility that each electric motor may enlarge.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle drive device that is advantageous in reducing the size of each electric motor provided as a drive source.

  The drive device for a vehicle of the present invention includes a first electric motor and a second electric motor as drive sources, and drives the vehicle by rotating an output member with power output from at least one of these motors. A first speed change mechanism capable of switching between an engagement state that forms a power transmission path for shifting the rotation of the output shaft of the first motor and transmitting the rotation to the output member; and a disengagement state that interrupts the power transmission path; A second speed change mechanism capable of switching between an engaged state that forms a power transmission path for shifting the rotation of the output shaft of the electric motor and transmitting the rotation to the output member; and a disengaged state that interrupts the power transmission path; Clutch means switchable between a coupled state in which the output shaft of the motor and the output shaft of the second motor are coupled and a released state in which the coupling is released is provided.

  According to the vehicle drive device of the present invention, the power of the first motor and the power of the second motor are combined by switching the clutch means to the coupled state, and the combined power is transmitted via one of the transmission mechanisms. Can be output to the output member. Therefore, the upper limit value of power that can be output from each electric motor can be reduced. Therefore, each electric motor can be reduced in size.

  In one form of the vehicle drive device of the present invention, the vehicle further comprises control means for controlling the first speed change mechanism, the second speed change mechanism, and the clutch means, respectively, and the control means In the transmission state, one of the first transmission mechanism and the second transmission mechanism is in the engaged state, the other transmission mechanism is in the released state, and the clutch means is in the coupled state. From the state where the power of the first motor and the second motor is transmitted to the output member via the one transmission mechanism, the power of the first motor and the second motor is transmitted via the other transmission mechanism. When switching to the state where the output member is transmitted, the clutch means is first switched to the disengaged state, then the other transmission mechanism is switched to the engaged state, and then the one transmission The switch in the released state, may be switched end to the clutch means coupled state (claim 2). Thus, by switching the state of the clutch means and each transmission mechanism, the output member can be reliably driven by either the first electric motor or the second electric motor even during the transitional state when the state of the driving device is switched. Can do. For this reason, it is possible to prevent the driving force from being lost because the power transmission to the output member is interrupted.

  In this embodiment, the control means determines the transmission state of the power in the drive device when one of the first transmission mechanism and the second transmission mechanism is engaged and the other transmission mechanism is released. The first electric motor and the first electric motor from the state in which the clutch means is in an engaged state and the power of the first electric motor and the second electric motor is transmitted to the output member via the one transmission mechanism. When switching to a state in which the power of the second motor is transmitted to the output member via the other speed change mechanism, the transition in which only the power of the first motor or the second motor is transmitted to the output member The period is an electric motor in which power is transmitted to the output member during the transition period rather than a period in which power of both the first motor and the second motor is transmitted to the output member. MAY controlling each motor so that the output of the increases (claim 3). In this case, it is possible to suppress a decrease in the driving force transmitted to the output member during a transition in which the state of the driving device is switched. Therefore, deterioration of drivability can be suppressed.

  In one form of the vehicle drive device of the present invention, the output shaft of the first electric motor is connected to the rotating element of the first speed change mechanism, and the second electric motor is connected to the rotating element of the second speed change mechanism. An output shaft is connected, and the control means switches the clutch means to a disengaged state when the running state of the vehicle is within a preset low load region, and includes the first speed change mechanism or the second speed change mechanism. One of the transmission mechanisms is switched to the released state, and the rotation speed of the motor whose output shaft is connected to the rotation element of the one transmission mechanism is the rotation speed of the motor whose output shaft is connected to the rotation element of the other transmission mechanism. You may control each electric motor so that it may become lower than a number (Claim 4). Thus, by reducing the rotation speed of either the first motor or the second motor, the electric energy consumed by the resistance of the coil of the motor, so-called iron loss, can be reduced. Thereby, the energy consumed by this electric motor can be reduced.

  In this embodiment, the control means stops the electric motor having the output shaft connected to the rotating element of one of the transmission mechanisms that has been switched to the released state when the vehicle is in the low load region. (Claim 5). By stopping the electric motor in this way, the iron loss of the electric motor can be further reduced. Therefore, the energy consumed by this electric motor can be further reduced.

  In one mode of the vehicle drive device of the present invention, the transmission ratio of the power transmission path formed when the first transmission mechanism is engaged and the transmission ratio of the power transmission path formed when the second transmission mechanism is engaged. And may be different from each other (claim 6). In this case, since the selectable gear ratio can be increased, each electric motor can be operated in a highly efficient region with high efficiency. Therefore, the energy consumed by each electric motor can be reduced.

  In one form of the vehicle drive device of the present invention, each of the first speed change mechanism and the second speed change mechanism includes state change clutch means for switching the state between an engaged state and a released state. The state change clutch means and the clutch means may each have a pair of engaging members, and when these engaging members are engaged, meshing clutches in which the teeth provided on each engaging member mesh with each other may be used. (Claim 7). As is well known, the meshing clutch has less energy loss than a friction clutch that transmits power using frictional force. Therefore, by using a meshing clutch for each clutch in this way, the energy consumed by the clutch during power transmission can be reduced.

  As described above, according to the vehicle drive device of the present invention, the power of the first motor and the power of the second motor are combined, and the combined power is output to the output member via one transmission mechanism. it can. As a result, the upper limit value of the power that can be output by each electric motor can be reduced, so that each electric motor can be reduced in size.

The figure which shows schematically the whole structure of the vehicle by which the drive device which concerns on the 1st form of this invention is mounted. The figure which shows the engagement table | surface which shows the state of each clutch at the time of switching the state of the drive device of a 1st form from 1st speed to 2nd speed. The figure which shows the drive device of the 1st form at the time of 1st speed. The figure which shows the drive device of the 1st form in the middle of switching from 1st speed to 1 + 2 speed. The figure which shows the drive device of the 1st form at the time of 1 + 2 speed. The figure which shows the drive device of the 1st form in the middle of switching from 1 + 2 speed to 2nd speed. The figure which shows the drive device of the 1st form at the time of 2nd speed. The figure which shows schematically the whole structure of the vehicle by which the drive device which concerns on the 2nd form of this invention is mounted. The figure which shows the engagement table | surface which shows the state of each clutch at the time of switching the gear position of the drive device of a 2nd form.

(First form)
FIG. 1 schematically shows the overall configuration of a vehicle equipped with a drive apparatus according to a first embodiment of the present invention. The vehicle 1 is configured as an electric vehicle that travels using an electric motor as a drive source. The drive device 2 includes a first motor / generator (first MG) 3 as a first electric motor and a second motor / generator (second MG) 4 as a second electric motor. Each of the MGs 3 and 4 includes a stator 3a and 4a fixed in a non-rotatable manner to a case in which the MGs 3 and 4 are accommodated, and rotors 3b and 4b arranged coaxially on the inner peripheral side of the stator 3a and 4a. ing. The rotors 3b and 4b are provided with output shafts 3c and 4c, respectively. Since the first MG3 and the second MG4 are well-known ones that function as an electric motor and a generator, respectively, detailed description thereof is omitted. As shown in this figure, the first MG 3 and the second MG 4 are provided such that their output shafts 3c and 4c are coaxial and face each other.

  The first MG 3 and the second MG 4 are each connected to the power transmission mechanism 10. The power transmission mechanism 10 includes an output shaft 5 as an output member. An output gear 6 is provided on the output shaft 5 so as to rotate integrally. The output gear 6 meshes with a differential mechanism 7, and the differential mechanism 7 is connected to the drive wheels 9 via a drive shaft 8. The power output from the output shaft 5 is transmitted to the drive wheels 9 via the output gear 6, the differential mechanism 7, and the drive shaft 8.

  The power transmission mechanism 10 includes a first transmission mechanism 11, a second transmission mechanism 12, and an MG coupling clutch C0 as clutch means. In the MG coupling clutch C0, the output shaft 3c and the output shaft 4c of the first MG3 and the output shaft 4c of the second MG4 are connected together so that the output shafts 3c and 4c rotate together, and the output shafts 3c and 4c rotate separately. Thus, it is configured to be switchable to a released state in which the connection is released.

  The first speed change mechanism 11 includes a first motor gear 13, a first intermediate gear 14, and a first clutch C1 as a state change clutch means. The first motor gear 13 is provided on the output shaft 3c of the first MG 3 and rotates integrally with the output shaft 3c. Therefore, the first motor gear 13 corresponds to the rotating element of the present invention. The first intermediate gear 14 is rotatably supported on the output shaft 5. The first clutch C1 can be switched between a coupling state in which the first intermediate gear 14 and the output shaft 5 are coupled so that they rotate together and a release state in which the coupling is released so that they rotate separately. It is configured as follows. When the first clutch C1 is switched to the coupled state, a power transmission path for changing the rotation of the output shaft 3c of the first MG 3 and transmitting it to the output shaft 5 is formed. Therefore, this state corresponds to the engaged state of the first transmission mechanism 11 in the present invention. On the other hand, since the power transmission path is interrupted when the first clutch C1 is switched to the released state, this state corresponds to the released state of the first transmission mechanism 11 in the present invention.

  The second speed change mechanism 12 is configured similarly to the first speed change mechanism 11, and includes a second motor gear 15, a second intermediate gear 16, and a second clutch C2 as a state change clutch means. The second motor gear 15 is provided on the output shaft 4c of the second MG 4 and rotates integrally with the output shaft 4c. Therefore, the second motor gear 15 corresponds to the rotating element of the present invention. The second intermediate gear 16 is rotatably supported on the output shaft 5. The second clutch C2 can be switched between a coupling state in which the second intermediate gear 16 and the output shaft 5 are coupled so that they rotate together, and a released state in which the coupling is released so that they rotate separately. It is configured as follows. Similarly to the first transmission mechanism 11, the second transmission mechanism 12 forms a power transmission path for shifting the rotation of the output shaft 4c of the second MG 4 and transmitting it to the output shaft 5 when the second clutch C2 is switched to the coupled state. Therefore, this state corresponds to the engaged state of the second transmission mechanism 12 in the present invention. Further, the state where the second clutch C2 is switched to the released state corresponds to the released state of the second transmission mechanism 12 in the present invention. The second gear ratio between the second motor gear 15 and the second intermediate gear 16 is set to a value smaller than the first gear ratio between the first motor gear 13 and the first intermediate gear 14.

  The MG coupling clutch C0, the first clutch C1, and the second clutch C2 each have a pair of engagement members, a sleeve that can be moved to an engagement position that couples the pair of engagement members, and a release position that releases the coupling. And each. Each engagement member of each clutch C0, C1, C2 is provided with a plurality of teeth. Similarly, a plurality of teeth are provided on the sleeves of the clutches C0, C1, and C2. The clutches C0, C1, and C2 are connected to each other when the sleeve moves to the engagement position and the teeth of the pair of engagement members mesh with the teeth of the sleeve. Thus, these clutches C0, C1, and C2 are configured as meshing clutches that couple the engaging members together by meshing teeth. In FIG. 1, the upper half shows the clutches C0, C1, and C2 in the engaged state, and the lower half shows the clutches C0, C1, and C2 in the released state.

  In the drive device 2, by appropriately operating the clutches C0, C1, and C2, the power transmission paths for transmitting the power output from the MGs 3 and 4 to the drive wheels 9 can be switched. It is possible to switch to a gear position. Control of each clutch C0, C1, C2 is performed by the vehicle control apparatus 20 as a control means comprised as a computer unit. The vehicle control device 20 holds various control programs for obtaining an appropriate traveling state of the vehicle 1. By executing these programs, the vehicle control device 20 controls the control objects such as the MGs 3 and 4 in addition to the control for the clutches C0, C1, and C2. Although not shown in the figure, the vehicle control device 20 is related to the running state of the vehicle 1 such as a vehicle speed sensor that outputs a signal corresponding to the speed of the vehicle 1 and an accelerator opening sensor that outputs a signal corresponding to the accelerator opening. Various sensors that output information to be connected are connected.

  In this drive device 2, the first speed at which the power output from each MG 3, 4 is transmitted to the output shaft 5 via the first transmission mechanism 11, and the power output from each MG 3, 4 is the second transmission mechanism 12. Is switched to the second speed transmitted to the output shaft 5. In the case of the first speed, the MG coupling clutch C0 is switched to the coupled state, the first clutch C1 is switched to the coupled state, and the second clutch C2 is switched to the released state. On the other hand, in the case of the second speed, the MG coupling clutch C0 is switched to the coupled state, the first clutch C1 is switched to the released state, and the second clutch C2 is switched to the coupled state. The vehicle control device 20 switches the gears by switching the states of the clutches C0, C1, and C2 according to the traveling state of the vehicle 1.

  Next, with reference to FIG. 2 to FIG. FIG. 2 is an engagement table showing the states of the clutches C0, C1, and C2 when the state of the driving device 2 is switched from the first speed to the second speed. In the figure, “◯” indicates the combined state, and “X” indicates the released state. 3-7 has shown the state of the drive device 2 in the middle of changing the gear stage. In addition, illustration of the vehicle control apparatus 20 is abbreviate | omitted in FIGS. FIG. 3 shows the driving device 2 at the first speed. As described above, at the first speed, the MG coupling clutch C0 is in the coupled state, the first clutch C1 is in the coupled state, and the second clutch C2 is in the released state. Therefore, the power output from each of the MGs 3 and 4 is transmitted to the output shaft 5 via the first transmission mechanism 11 as indicated by broken lines in the figure. When switching the gear position to the second speed, the vehicle control device 20 first switches the MG coupling clutch C0 to the released state from this state. FIG. 4 shows the drive device 2 after the MG coupling clutch C0 is switched to the released state from the first speed. As indicated by the broken line in this figure, only the power of the first MG 3 is transmitted to the output shaft 5 in this state. In this state, the vehicle control device 20 temporarily increases the output of the first MG 3 than before.

  Next, the vehicle control device 20 switches the second clutch C2 from the state shown in FIG. 4 to the coupled state. Hereinafter, this state is referred to as 1 + 2 speed. FIG. 5 shows the driving device 2 at the 1 + 2 speed. As indicated by the broken line in this figure, at the 1 + 2 speed, the power of the first MG 3 is transmitted to the output shaft 5 via the first transmission mechanism 11 and the power of the second MG 4 is transmitted to the output shaft 5 via the second transmission mechanism 12. Thereafter, the vehicle control device 20 switches the first clutch C1 to the released state. FIG. 6 shows the driving device 2 after the first clutch C1 is switched to the released state from the 1 + 2 speed. As indicated by the broken line in this figure, only the power of the second MG 4 is transmitted to the output shaft 5 in this state. In this state, the vehicle control device 20 temporarily increases the output of the second MG 4 than before. Then, vehicle control device 20 finally switches MG coupling clutch C0 to the coupled state. Thereby, the drive device 2 can be switched to the second speed. FIG. 7 shows the driving device 2 at the second speed. As indicated by the broken line in the drawing, the power of the MGs 3 and 4 is output to the output shaft 5 via the second transmission mechanism 12 at the second speed. In addition, when switching the drive apparatus 2 from 2nd speed to 1st speed, the procedure mentioned above is performed reversely.

  In addition, the vehicle control device 20 switches the state of the drive device 2 so that power is transmitted from only the second MG 4 to the output shaft 5 when the vehicle 1 is traveling at a low load, such as during high-speed traveling. More specifically, when the traveling state of the vehicle 1 is within a preset low load region, the vehicle control device 20 switches the MG coupling clutch C0 to the released state and switches the first clutch C1 to the released state. Then, the first MG 3 is stopped. In this case, the vehicle 1 is driven only by the second MG 4.

  According to the driving device 2 according to the first embodiment, the power of the first MG3 and the power of the second MG4 are synthesized by switching the MG coupling clutch C0 to the coupled state, and the synthesized power is combined with the first transmission mechanism 11 or the first gear. It can be output to the output shaft 5 via the two speed change mechanism 12. Therefore, the upper limit value of power that can be output from each of the MGs 3 and 4 can be kept low. Therefore, each MG3, 4 can be reduced in size.

  In this driving device 2, when changing the gear position, power is output from at least one of the first MG 3 and the second MG 4 to the output shaft 5, so that the output shaft 5 can be turned on even during a transition time when the gear position is changed. It can be driven reliably. Therefore, it is possible to prevent the driving force from being lost because the power transmission to the output shaft 5 is interrupted.

  In the drive device 2, when only the power of either the first MG3 or the second MG4 is transmitted to the output shaft 5 at the time of shifting the gear position, the output of the MG to which the power is transmitted is temporarily increased. Thereby, it can suppress that the driving force transmitted to the output shaft 5 at the time of a gear change is reduced. Therefore, deterioration of drivability can be suppressed. In the driving device 2, the first transmission mechanism 11 and the second transmission mechanism 12 have different gear ratios. Therefore, the gear ratio can be selected so that each of the MGs 3 and 4 is driven in a high-efficiency region with good efficiency according to the traveling state of the vehicle 1. Thereby, the energy consumed by each MG3, 4 can be reduced. In the driving device 2, since the clutches C0, C1, and C2 are meshing clutches, it is possible to suppress wasteful consumption of energy in the clutches C0, C1, and C2.

  In this drive device 2, when the vehicle 1 is operated at a low load, the states of the clutches C0, C1, and C2 are switched so that the vehicle 1 is driven only by the second MG4. Therefore, electric energy (iron loss) consumed by the resistance of the coil of the first MG 3 can be reduced. Therefore, energy consumed by the first MG 3 can be reduced and energy efficiency can be improved. The first MG 3 may not be stopped and may be operated at a lower rotational speed than the second MG 4. Even in this case, since the iron loss can be reduced, the energy consumed by the first MG 3 can be reduced. Further, when the vehicle 1 is operated with a low load in this manner, the vehicle 1 may be driven only by the first MG3 by switching the MG coupling clutch C0 and the second clutch C2 to the released state. Even in this case, the energy consumed by the drive device 2 can be reduced by operating or stopping the second MG 4 at a low speed.

(Second form)
Next, the second embodiment will be described with reference to FIGS. FIG. 8 schematically shows the overall configuration of a vehicle equipped with a drive apparatus according to the second embodiment of the present invention. In addition, in this form, the same code | symbol is attached | subjected about the part common to a 1st form, and description is abbreviate | omitted.

  As shown in this figure, the first speed change mechanism 11 includes a first gear pair G1 and a second gear pair G2. The first gear pair G1 is composed of a first motor gear 31 and a first intermediate gear 32 that mesh with each other, and the second gear pair G2 is composed of a second motor gear 33 and a second intermediate gear 34 that mesh with each other. The second speed change mechanism 12 includes a third gear pair G3 and a fourth gear pair G4. The third gear pair G3 includes a third motor gear 35 and a third intermediate gear 36 that mesh with each other, and the fourth gear pair G4 includes a fourth motor gear 37 and a fourth intermediate gear 38 that mesh with each other. The gear ratios of the gear pairs G1 to G4 are set so as to decrease in the order of the first gear pair G1, the third gear pair G3, the second gear pair G2, and the fourth gear pair G4.

  The first motor gear 31 and the second motor gear 33 are rotatably supported on the output shaft 3c of the first MG3. The third motor gear 35 and the fourth motor gear 37 are rotatably supported on the output shaft 4c of the second MG4. Each of the intermediate gears 32, 34, 36, and 38 is provided on the output shaft 5 and rotates integrally with the output shaft 5.

  In this embodiment, the first clutch C1 includes a first coupling state in which the first motor gear 31 and the output shaft 3c of the first MG3 rotate integrally, and a second clutch in which the second motor gear 33 and the output shaft 3c of the first MG3 rotate integrally. The two coupling states and the release state in which the output shaft 3c of the first MG 3, the first motor gear 31, and the second motor gear 33 rotate separately are configured to be switchable. In this figure, the upper half shows the first clutch C1 in the first engagement state, and the lower half shows the first clutch C1 in the second engagement state. In this embodiment, when the first clutch C1 is in the first coupled state or the second coupled state, a power transmission path is formed that shifts the rotation of the output shaft 3c of the first MG 3 and transmits it to the output shaft 5. Therefore, these cases correspond to the engaged state of the first transmission mechanism 11 in the present invention.

  The second clutch C2 has a third coupled state in which the third motor gear 35 and the output shaft 4c of the second MG 4 rotate integrally, and a fourth coupled state in which the fourth motor gear 37 and the output shaft 4c of the second MG 4 rotate integrally. And the output state of the output shaft 4c, the third motor gear 35, and the fourth motor gear 37 of the second MG 4 can be switched to a released state in which they rotate separately. In this figure, the upper half shows the second clutch C2 in the third coupled state, and the lower half shows the second clutch C2 in the fourth coupled state. In this form, when the second clutch C2 is in the third coupled state or the fourth coupled state, a power transmission path is formed that shifts the rotation of the output shaft 4c of the second MG 4 and transmits it to the output shaft 5. Therefore, these cases correspond to the engaged state of the second transmission mechanism 12 in the present invention. In this embodiment as well, a meshing clutch is used for the first clutch C1 and the second clutch C2.

  Also in this embodiment, the clutches C0, C1, and C2 can be appropriately operated to switch to a plurality of shift speeds. In this form, the power output from each MG3, 4 is transmitted to the output shaft 5 via the first gear pair G1, and the power output from each MG3, 4 is transmitted via the third gear pair G3. The second speed transmitted to the output shaft 5, the power output from each MG 3, 4 is transmitted to the output shaft 5 via the second gear pair G 2, the power output from each MG 3, 4 is the fourth The gear position can be switched to the fourth speed transmitted to the output shaft 5 via the gear pair G4. In the case of the first speed of the drive device 2 in this form, the MG coupling clutch C0 is switched to the engaged state, the first clutch C1 is switched to the first connected state, and the second clutch C2 is switched to the released state. In the case of the second speed, the MG coupling clutch C0 is switched to the coupled state, the first clutch C1 is switched to the released state, and the second clutch C2 is switched to the third coupled state. In the case of the third speed, the MG coupling clutch C0 is switched to the coupled state, the first clutch C1 is switched to the second coupled state, and the second clutch C2 is switched to the released state. In the case of the fourth speed, the MG coupling clutch C0 is switched to the coupled state, the first clutch C1 is switched to the released state, and the second clutch C2 is switched to the fourth coupled state.

  The vehicle control device 20 switches the gear position of the drive device 2 according to the traveling state of the vehicle 1. FIG. 9 is an engagement table showing the states of the clutches C0, C1, and C2 when the gear position is switched. In this figure, when “◯” is added in the column of each engaged state of the first clutch C1 and the second clutch C2, it means that the clutches C1 and C2 are switched to the engaged state. Show. Note that “x” indicates that each of the clutches C1 and C2 is in a released state, as in the first embodiment. When switching from the first speed to the second speed, the vehicle control device 20 first switches the MG coupling clutch C0 to the released state, and then switches the second clutch C2 to the third engaged state. This state corresponds to the 1 + 2 speed in this figure. In the case of the 1 + 2 speed, the power of the first MG3 is transmitted to the output shaft 5 via the first gear pair G1, and the power of the second MG4 is transmitted to the output shaft 5 via the third gear pair G3. Thereafter, the vehicle control device 20 switches the first clutch C1 to the released state, and subsequently switches the MG coupling clutch C0 to the engaged state. Thereby, the drive device 2 is switched to the second speed.

  Next, the case where the drive device 2 is switched from the second speed to the third speed will be described. When switching from the second speed to the third speed, the vehicle control device 20 first switches the MG coupling clutch C0 to the released state, and then switches the first clutch C1 to the second engagement state. This state corresponds to the 2 + 3 speed in this figure. In the case of the 2 + 3 speed, the power of the first MG3 is transmitted to the output shaft 5 via the second gear pair G2, and the power of the second MG4 is transmitted to the output shaft 5 via the third gear pair G3. Thereafter, the vehicle control device 20 switches the second clutch C2 to the released state, and subsequently switches the MG coupling clutch C0 to the engaged state. Thereby, the drive device 2 is switched to the third speed.

  The case where the drive device 2 is switched from the third speed to the fourth speed will be described. When switching from the third speed to the fourth speed, the vehicle control device 20 first switches the MG coupling clutch C0 to the released state, and then switches the second clutch C2 to the fourth engaged state. This state corresponds to the 3 + 4 speed in this figure. In the case of the 3 + 4th speed, the power of the first MG3 is transmitted to the output shaft 5 via the second gear pair G2, and the power of the second MG4 is transmitted to the output shaft 5 via the fourth gear pair G4. Thereafter, the vehicle control device 20 switches the first clutch C1 to the released state, and subsequently switches the MG coupling clutch C0 to the engaged state. Thereby, the drive device 2 is switched to the fourth speed. In addition, when making the gear position of the drive device 2 small, the above-described procedure is performed in reverse.

  Also in the second mode, the power of the first MG3 and the power of the second MG4 can be combined and output to the output shaft 5 by switching the MG coupling clutch C0 to the coupled state. As a result, the upper limit value of the power that can be output from each MG 3, 4 can be kept low, and the MG 3, 4 can be downsized. Also in this embodiment, power is output to the output shaft 5 from at least one of the first MG 3 and the second MG 4 when the gear position is switched. For this reason, it is possible to prevent the driving force from being lost when the transmission of power to the output shaft 5 is interrupted when the gear position is switched.

  In this embodiment, the power of each MG 3 and 4 can be output to the output shaft 5 via four gear pairs having different gear ratios, so that it is possible to switch to a larger number of gear stages as compared with the first embodiment.

  Also in this embodiment, when only the power of one MG 3 of the first MG 3 or the second MG 4 is transmitted to the output shaft 5 at the time of switching the gear position, the output of the MG to which the power is transmitted may be increased. As a result, it is possible to suppress a decrease in the driving force transmitted to the output shaft 5 at the time of shifting the gear position, and thus it is possible to suppress a deterioration in drivability. Further, when the vehicle 1 is operated at a low load, the MG coupling clutch C0 and the first clutch C1 may be switched to the released state, and the vehicle 1 may be driven only by the second MG4. Thereby, the energy consumed by 1st MG3 can be reduced and energy efficiency can be improved.

  This invention is not limited to each form mentioned above, It can implement with a various form. For example, the number of gear pairs is not limited to two or four and may be five or more. The clutch is not limited to a meshing clutch, and may be a friction clutch.

  The drive device of the present invention is not limited to an electric vehicle, and may be mounted on a hybrid vehicle in which an internal combustion engine is provided as a drive source in addition to an electric motor.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Drive apparatus 3 1st motor generator (1st electric motor)
3c Output shaft 4 Second motor / generator (second electric motor)
4c Output shaft 5 Output shaft (output member)
11 First transmission mechanism 12 Second transmission mechanism 13 First motor gear (rotating element)
15 Second motor gear (rotating element)
20 Vehicle control device (control means)
C0 MG coupling clutch (clutch means)
C1 1st clutch (state change clutch means)
C2 Second clutch (state change clutch means)

Claims (7)

In a drive device that includes a first electric motor and a second electric motor as a drive source, and drives the vehicle by rotating an output member with power output from at least one of these electric motors.
A first speed change mechanism capable of switching between an engagement state that forms a power transmission path for shifting the rotation of the output shaft of the first motor and transmitting the rotation to the output member and a release state that blocks the power transmission path; A second speed change mechanism capable of switching between an engaged state that forms a power transmission path for shifting the rotation of the output shaft of the second motor and transmitting the rotation to the output member, and a disengaged state that interrupts the power transmission path; A vehicle drive device comprising: clutch means capable of switching between a coupled state in which an output shaft of one motor and the output shaft of the second motor are coupled and a released state in which the coupling is released. And further comprising control means for controlling the first speed change mechanism, the second speed change mechanism, and the clutch means,
The control means is configured such that one transmission mechanism of the first transmission mechanism and the second transmission mechanism is in an engaged state and the other transmission mechanism is in a released state with respect to a transmission state of power in the drive device. And the clutch means is in the coupled state and the power of the first motor and the second motor is transmitted to the output member via the one speed change mechanism. When switching to a state in which power is transmitted to the output member via the other transmission mechanism, the clutch means is first switched to a disengaged state, then the other transmission mechanism is switched to an engaged state, and then The vehicle drive device according to claim 1, wherein the transmission mechanism is switched to a released state, and finally the clutch means is switched to a coupled state.   The control means is configured such that one transmission mechanism of the first transmission mechanism and the second transmission mechanism is in an engaged state and the other transmission mechanism is in a released state with respect to a transmission state of power in the drive device. In addition, the clutch means is in the coupled state, and the power of the first motor and the second motor is transmitted to the output member via the one speed change mechanism, so that the first motor and the second motor When switching to a state in which power is transmitted to the output member via the other speed change mechanism, the transition period in which only one power of the first motor or the second motor is transmitted to the output member, The output of the motor whose power is transmitted to the output member is higher during the transition period than the period during which the power of both the first motor and the second motor is transmitted to the output member. Vehicle driving apparatus according to claim 2 for controlling the respective motors to the power sale. The output shaft of the first electric motor is connected to the rotating element of the first transmission mechanism, and the output shaft of the second electric motor is connected to the rotating element of the second transmission mechanism,
The control means switches the clutch means to a disengaged state and switches one of the first speed change mechanism and the second speed change mechanism when the running state of the vehicle is within a preset low load region. Switch to the disengaged state so that the rotation speed of the motor whose output shaft is connected to the rotation element of one of the transmission mechanisms is lower than the rotation speed of the motor whose output shaft is connected to the rotation element of the other transmission mechanism. The vehicle drive device according to claim 2, wherein each electric motor is controlled individually.   The said control means stops the electric motor with which the output shaft is connected to the rotation element of one transmission mechanism switched to the releasing state, when the driving state of the said vehicle is in the said low load area | region. Vehicle drive device.   The speed ratio of the power transmission path formed when the first transmission mechanism is engaged and the speed ratio of the power transmission path formed when the second transmission mechanism is engaged are different from each other. The vehicle drive device according to claim 1. Each of the first speed change mechanism and the second speed change mechanism includes state change clutch means for switching the state between an engaged state and a released state,
The state change clutch means and the clutch means of each speed change mechanism each have a pair of engagement members, and when these engagement members are engaged with each other, a meshing clutch in which teeth provided on each engagement member mesh with each other. The vehicle drive device according to any one of claims 1 to 6.

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