JP6156288B2 - Hybrid vehicle drive system - Google Patents

Description

  The present invention relates to a drive system for a hybrid vehicle.

  Conventionally, a generator engine, a generator driven by the generator, a battery for storing electric power, and a traveling motor are provided, and the generator generates power by driving the generator engine according to the traveling state of the vehicle. A hybrid vehicle that travels using electric power and electric power stored in a battery is known. A traveling motor mounted on this type of hybrid vehicle is ideally highly efficient regardless of the required torque or traveling speed, and development for realizing such a requirement is repeated day by day.

  For example, Patent Document 1 discloses an axial gap type electric motor capable of efficiently performing torque control over a wide range as one of the development results. This electric motor is a disk-shaped fixed body integrally provided with an inner circumferential stator row in which a plurality of coils are arranged in the circumferential direction and an outer circumferential stator row in which the plurality of coils are arranged in the circumferential direction. And a plurality of permanent magnets arranged in the circumferential direction so as to face the inner circumferential stator row, and a plurality of permanent magnets positioned on the outer side and arranged in the circumferential direction so as to face the outer circumferential stator row And a disk-shaped rotor integrally provided. Then, a control for energizing only the coils of the inner circumferential stator row, a control for energizing only the coils of the outer circumferential stator row, and a control for energizing the coils of both the inner and outer stator rows are switched. Thus, a torque corresponding to a wide range of running conditions is generated.

JP 2004-140937 A

  However, the axial gap type motor disclosed in Patent Document 1 is expected to be relatively large because the inner and outer double stator rows are provided with stator rows. Therefore, if the axial gap type electric motor is mounted as the traveling motor and a generator is mounted separately from this, it is not desirable because the driving system is increased in size.

  An object of the present invention is to provide a drive system for a hybrid vehicle that can efficiently perform a wide range of torque control and speed control while suppressing an increase in size of the drive system.

In order to solve the above-described problems, a hybrid vehicle drive system according to the present invention includes a power generation engine, a rotating electrical machine having a function of generating a rotational driving force and a function of being driven by the engine to generate power, and this rotation. A transmission shaft for transmitting the rotational driving force generated by the electric machine to the drive wheel, a first connection mechanism capable of intermittently connecting the rotary electric machine and the transmission shaft, and a second connection mechanism capable of intermittently connecting the engine and the rotary electric machine. The rotating electrical machine includes an inner rotor including an inner shaft and a rotor body that is fixed to the inner shaft and rotates together with the inner shaft, and an inner rotating electrical machine portion that is disposed around the inner shaft. An outer rotor including a rotor main body that rotates about the inner shaft, and an outer rotating electrical machine unit having an outer stator disposed on an outer peripheral side of the inner stator, and the first coupling mechanism includes The above The shaft and the transmission shaft can be intermittently connected, and the outer rotor and the transmission shaft can be intermittently connected. The second coupling mechanism includes at least one of the inner shaft and the outer rotor, and the engine. The outer rotor is provided on the outer side of the inner shaft at a position closer to the engine than the outer stator and is concentric with the inner shaft, and the rotor main body is fixed to the first outer rotor. A first outer rotor having an outer shaft, and a second outer shaft provided concentrically with the inner shaft on the outer peripheral side of the inner shaft at a position on the transmission shaft side of the outer stator and to which the rotor body is fixed. A second outer rotor, wherein the first coupling mechanism is capable of intermittently connecting the second outer shaft of the outer rotor and the transmission shaft, and the second coupling mechanism includes at least the first outer rotor. der those intermittent capable of one outer shaft and the engine .

  According to this configuration, the first connecting mechanism connects the inner shaft and the transmission shaft and drives the driving wheel by the inner rotating electric machine portion, and connects the outer rotor and the transmission shaft to connect the outer rotating electric device portion. The driving state of the driving wheel can be switched between a state in which the driving wheel is driven in the state, and a state in which both the inner shaft and the outer rotor are connected to the transmission shaft and the driving wheel is driven by both the inner and outer rotating electrical machine sections. It becomes possible. Therefore, it is possible to efficiently perform a wide range of torque control and speed control.

  Moreover, according to this configuration, while the driving wheel is driven by the inner rotating electrical machine unit, the engine is connected to the outer rotor to drive the outer rotating electrical machine unit, or the driving wheel is driven by the outer rotating electrical machine unit. In the meantime, by connecting the engine to the inner shaft and driving the inner rotating electrical machine part, it is also possible to obtain generated power during traveling. That is, it is possible to secure the generated power by driving the engine without providing a dedicated generator. Therefore, according to this configuration, it is possible to efficiently perform a wide range of torque control and speed control while suppressing an increase in size of the drive system.

Further , during driving, the driving force of the outer rotating electrical machine part is output from the second outer shaft of the outer rotor to the transmission shaft, and during power generation, the driving force of the engine is transferred from the first outer shaft of the outer rotor to the outer rotating electrical machine part. Entered. According to this configuration, since the output of the driving force from the outer rotating electrical machine part to the transmission shaft and the input of the driving force from the engine to the outer rotating electrical machine part are performed at positions on both sides of the outer stator, Input / output of the driving force can be favorably performed without a structure.

  In this case, the outer stator includes a first outer stator facing the rotor body of the first outer rotor and a second outer stator facing the rotor body of the second outer rotor. It is preferable that the first outer stator and the second outer stator are adjacent to each other in the axial direction of the inner shaft.

  According to this configuration, the first outer rotor and the second outer rotor can be individually controlled, which is advantageous in increasing the degree of freedom in torque control and speed control. In addition, it becomes possible to perform wiring processing of the inner rotating electrical machine part (inner stator) with a margin using the space between the first outer stator and the second outer stator. Therefore, the wiring structure can be simplified.

  In the configuration of this drive system, the outer rotating electrical machine part structurally includes two rotating electrical machine parts. Therefore, in this case, by supplying power to the inner stator, the first inverter that drives the inner rotating electrical machine unit, and supplying power to the first outer stator and the second outer stator. A second inverter that drives the outer rotating electrical machine unit, and the second inverter preferably includes an inverter body and a switch circuit that switches a connection state between the inverter body and each outer stator. .

  According to this configuration, it is possible to control the two rotating electrical machines included in the outer rotating electrical machine with a single inverter (second inverter). Therefore, it becomes possible to control the outer rotating electrical machine part at low cost.

  In the above drive system, the second coupling mechanism may individually perform a coupling member coupled to the engine, the coupling member and the inner shaft intermittently, and the coupling member and the first outer shaft intermittently. It is preferable to include a possible connecting mechanism main body.

  According to this configuration, the driving force of the engine can be output to either the inner rotating electrical machine unit or the outer rotating electrical machine unit.

  In this case, it is more preferable to include a third coupling mechanism capable of intermittently connecting the engine and the coupling member.

  According to this configuration, when the inner rotating electrical machine and the outer rotating electrical machine are driven in a state where the engine and the connecting member are disconnected and the inner shaft and the first outer shaft are connected to the connecting member, the driving of the outer rotating electrical machine is achieved. The force can be transmitted to the inner shaft via the first outer shaft and the connecting member. Therefore, a wider range of torque control and speed control can be performed.

A drive system for a hybrid vehicle according to another aspect of the present invention includes a power generation engine, a rotating electrical machine having a function of generating a rotational driving force and a function of being driven by the engine to generate power, and the rotating electrical machine A transmission shaft that transmits the generated rotational driving force to the drive wheel, a first coupling mechanism that can intermittently connect the rotating electrical machine and the transmission shaft, and a second coupling mechanism that can intermittently connect the engine and the rotating electrical machine, The rotating electrical machine includes an inner rotor including an inner shaft and a rotor body that is fixed to the inner shaft and rotates together with the inner shaft, and an inner rotating electrical machine portion that is disposed around the inner shaft; Including an outer rotor including a rotor body that rotates about an inner shaft, and an outer rotating electrical machine unit that includes an outer stator disposed on an outer peripheral side of the inner stator, and the first coupling mechanism includes: Inner shaft and said The outer shaft and the transmission shaft can be intermittently connected to each other, and the second connecting mechanism can be connected to at least one of the inner shaft and the outer rotor and the engine. are possible, the outer rotor is what is fitted relatively rotatably on the inner shaft.

According to this configuration, the above-described operation effect of the drive system, that is, the operation effect such that it is possible to efficiently perform a wide range of torque control and speed control, and the outer rotor is stabilized using the inner shaft. Support. Therefore, the rotating electrical machine has a rational configuration as a whole.

In the above SL respective drive system, the inner rotary electric machine section includes a rotor main body of the inner rotor and the inner stator is the structure of an axial gap type opposite to the axial direction of the inner shaft, the outer rotary It is preferable that the electric part also has an axial gap type structure in which the outer stator and the rotor main body of the outer rotor face each other in the axial direction.

  To increase the torque, it is efficient to increase the facing area between the rotor body and the stator, that is, the facing area between the magnet and the coil. According to the axial gap structure, the radial gap structure Compared to the above, it is possible to secure a larger facing area without enlarging the rotation axis. Therefore, according to the above configuration, when the generated torque is the same, the entire rotating electrical machine can be configured to be compact in the axial direction as compared with the case where the inner and outer rotating electrical machine parts have a radial gap structure. It becomes possible.

  In the above drive system, the inner rotating electrical machine part is an electrical part having a higher rotation and higher output than the outer rotating electrical machine part, and the outer rotating electrical machine part has a lower rotational speed than the inner rotating electrical machine part. A high torque electric part is preferred.

  That is, since the outer rotating electrical machine portion can be configured to have a larger outer diameter, it is easy to construct a structure that is advantageous for generating high torque. On the other hand, the inner rotating electrical machine portion has a relatively small outer diameter, but by extending the shaft length, it is easy to construct a basic structure that facilitates high rotation and high output. Therefore, according to the above configuration, a wide range of torque control and speed control can be performed with a rational configuration.

  In this case, the inner rotating electrical machine part has a radial gap type structure in which the inner stator and the rotor body of the inner rotor are opposed to each other in the radial direction of the inner shaft, and the outer rotating electrical machine part is It is preferable that the outer stator and the rotor body of the outer rotor have an axial gap type structure in which the outer shaft faces the axial direction of the inner shaft.

  According to this configuration, the facing area between the rotor body and the stator, that is, the facing area between the magnet and the coil can be effectively increased, and high torque is generated while achieving compactness in the axial direction. An advantageous structure is constructed.

  In the above drive system, when the second coupling mechanism is capable of intermittently connecting the inner shaft and the engine and intermittently between the outer rotor and the engine, While driving one side of the inner rotating electric machine part and the outer rotating electric machine part and transmitting the rotational driving force to the drive wheels, the other side of the inner rotating electric machine part and the outer rotating electric machine part is driven by the engine. It is preferable to include a control device that performs control to generate power by doing so.

  According to this configuration, the inner rotating electrical machine unit and the outer rotating electrical machine are driven while driving the vehicle by driving the driving wheel on one side of the inner rotating electrical machine unit and the outer rotating electrical machine unit under the control of the control device. It is possible to generate electricity on the other side of the unit and store it in a battery or the like.

Further, in the drive system having the third coupling mechanism , the inner rotating electrical machine unit has an axial gap type structure in which the inner stator and the rotor body of the inner rotor are opposed to each other in the axial direction of the inner shaft. And the outer rotating electrical machine portion has an axial gap structure in which the outer stator and the rotor main body of the outer rotor face each other in the axial direction. An output shaft penetrating in a direction, and the first coupling mechanism is disposed at a position on the engine side of the rotating electrical machine in the axial direction of the inner shaft, and the first coupling mechanism is disposed at a position on the opposite engine side of the rotating electrical machine. Two connecting mechanisms and the third connecting mechanism may be arranged, and the three connecting mechanisms may be configured to intermittently connect the output shaft and the connecting member.

According to this configuration, the rotational driving force can be transmitted to the transmission shaft at a position between the rotary electric machine (the inner rotary electric machine part and the outer rotary electric machine part) and the engine. In the case of application to (front engine / front drive vehicle), power transmission to the drive wheels can be realized without difficulty while laying out the differential device at the center of the vehicle.
In the drive system having the third coupling mechanism, the inner rotating electrical machine part is an electrical part having a higher rotation and higher output than the outer rotating electrical machine part, and the outer rotating electrical machine part is the inner rotating electrical machine part. The engine has an output shaft that penetrates the inside of the inner shaft in the axial direction thereof, and the engine side of the rotating electrical machine in the axial direction of the inner shaft. The first connection mechanism is disposed at a position, and the second connection mechanism and the third connection mechanism are disposed at a position on the side opposite to the engine of the rotating electrical machine. The three connection mechanism is connected to the output shaft and the connection. It may be configured to intermittently connect the member.
In the drive system having the third coupling mechanism, the second coupling mechanism can intermittently connect the inner shaft and the engine and intermittently connect the outer rotor and the engine. The driving system operates one side of the inner rotating electric machine part and the outer rotating electric machine part, and transmits the rotational driving force to the driving wheel, while the inner rotating electric machine part and the outer rotating electric machine part. And a control device that performs control to generate power by driving the other side with the engine, the engine having an output shaft that penetrates the inside of the inner shaft in the axial direction, and the inner shaft The first connecting mechanism is disposed at a position of the rotating electrical machine on the engine side in the axial direction of the rotating electrical machine, and the second connecting mechanism and the front are disposed at a position on the non-engine side of the rotating electrical machine. Third connecting mechanism is an arrangement, wherein the third connecting mechanism, and said connecting member and said output shaft or may be configured to intermittently.

  In the above drive system, the outer rotating electrical machine unit has an axial gap structure in which the outer stator and the rotor main body of the outer rotor face each other in the axial direction, and the outer fixing unit. When the child includes a plurality of stator cores arranged at predetermined intervals in the circumferential direction and a coil attached to each stator core, the electric power supply wire to the inner stator of the inner rotating electrical machine portion is in the circumferential direction. It is preferable that the stator cores adjacent to each other are introduced from the outside of the outer rotating electrical machine portion to the inside and connected to the inner stator.

  According to this configuration, it is possible to easily realize the power supply to the inner stator of the inner rotating electrical machine unit.

  In this case, it includes a casing that covers the inner rotating electric machine part and the outer rotating electric machine part from the outside, the outer stator is supported by a support plate fixed to the casing, and the electric wire is formed on the support plate. It is preferable that it is routed in the through hole or the groove.

  According to this configuration, even when the gap between the coils of the outer rotating electric machine is narrow and it is difficult to pass the electric wire, it is possible to easily supply power to the inner stator of the inner rotating electric machine part via the support plate. Become.

  As described above, according to the present invention, it is possible to efficiently perform a wide range of torque control and speed control while suppressing an increase in the size of the drive system.

1 is a schematic sectional view showing a drive system for a hybrid vehicle of the present invention. It is a system block diagram which shows the said drive system. It is sectional drawing (sectional drawing along the III-III line of FIG. 1) which shows a rotary electric machine. It is a circuit diagram of the 2nd inverter which drives a 2nd motor generator part. It is a flowchart which shows an example of control of the drive system by a controller. It is an example of the map which defined the relationship between an accelerator opening (load), a vehicle speed, and a driving | running | working area | region. It is a table | surface which shows the relationship between a driving | running | working area | region and the control state of a drive system. It is a conceptual diagram which shows the control state of the drive system in a 1st area | region. It is a conceptual diagram which shows the control state of the drive system in a 2nd area | region. It is a conceptual diagram which shows the control state of the drive system in a 3rd area | region. It is a conceptual diagram which shows the control state of the drive system in a 4th area | region. It is a conceptual diagram which shows the control state of the drive system in a 5th area | region. It is a conceptual diagram which shows the control state of the drive system in a 6th area | region. It is a conceptual diagram which shows the control state of the drive system in a 7th area | region. It is a cross-sectional schematic diagram which shows the modification of the drive system of a hybrid vehicle. It is a cross-sectional schematic diagram which shows the modification of the drive system of a hybrid vehicle. It is a cross-sectional schematic diagram which shows the modification of the drive system of a hybrid vehicle. It is a cross-sectional schematic diagram which shows the modification of the drive system of a hybrid vehicle. FIG. 16 is a cross-sectional view (a cross-sectional view taken along line XIX-XIX in FIG. 15) showing a wiring structure to the coil of the inner stator in the hybrid vehicle drive system shown in FIG. 15. FIG. 17 is a cross-sectional view (a cross-sectional view taken along line XX-XX in FIG. 15) showing a wiring structure to the coil of the inner stator in the hybrid vehicle drive system shown in FIG. 16.

  Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

(1) Overall Configuration FIGS. 1 and 2 show a drive system 1 for a hybrid vehicle according to the present invention, FIG. 1 is a schematic cross-sectional view, and FIG. 2 is a system configuration diagram, each showing a drive system 1. .

  As shown in FIGS. 1 and 2, a drive system 1 of a hybrid vehicle (hereinafter abbreviated as a vehicle) includes a power generation engine 2 and a three-phase AC motor generator having a function of generating a driving force and a power generation function. 3, a differential device 7 that transmits the driving force generated by the motor generator 3 to the drive wheels 8, an output-side clutch 4 that intermittently connects the motor generator 3 and the differential device 7, and an engine 2 and a motor generator 3 that are intermittently connected An input-side clutch 5, a relay clutch 6 interposed between the input-side clutch 5 and the engine 2, a battery 10 that stores electric power generated by the motor generator 3, and an inverter 9 that performs charging / discharging of the battery 10, etc. It has. In this example, the motor generator 3, the output side clutch 4, the input side clutch 5, and the relay clutch 6 correspond to the rotating electrical machine, the first connection mechanism, the second connection mechanism, and the third connection mechanism of the present invention, respectively. Further, the post-input shaft of the differential device 7 corresponds to the transmission shaft of the present invention.

  In this example, the engine 2 is a twin-rotor type rotary piston engine, which is a hydrogen engine driven using hydrogen as fuel. The engine 2 is not limited to a rotary piston engine. It may be a reciprocating engine driven by gasoline.

  The motor generator 3 is schematically composed of an inner first motor generator unit 3A (hereinafter abbreviated as first motor unit 3A) and a second motor generator unit 3B (hereinafter referred to as second motor unit 3B) provided outside the motor generator unit 3A. And a third motor generator 3C (hereinafter abbreviated as the third motor portion 3C), and a hollow casing 20 in which the motor portions 3A to 3C are accommodated.

  Each of the motor units 3A to 3C has a function of receiving a power supply from the battery 10 and generating a rotational driving force and a power generation function. In this example, the first motor unit 3A corresponds to the inner rotating electric machine unit of the present invention, and the second motor unit 3B and the third motor unit 3C are the outer rotating electric machine unit of the present invention (that is, the first outer stator). And a second rotating electrical machine portion having a second outer stator.

  The first motor unit 3A includes an inner rotor 22 (inner rotor) including an inner shaft 23 (inner shaft) and a pair of disk-shaped rotor main bodies 24a and 24b (rotor main bodies) fixed to the inner shaft 23 and rotating together with the inner shaft 23. And an inner stator 25 (inner stator) disposed on the outer peripheral side of the inner shaft 23 and disposed between the pair of rotor main bodies 24a and 24b.

  The inner shaft 23 is a solid shaft, is inserted into outer shafts 33a and 33b described later, and is rotatably fitted in the outer shafts 33a and 33b. Thereby, the inner rotor 22 is rotatably supported by the casing 20 via the outer shafts 33a and 33b and the bearings described later that support them.

  Each of the rotor main bodies 24a and 24b of the inner rotor 22 includes a plurality of permanent magnets 29 that are arranged at predetermined intervals in the axial direction of the inner shaft 23 and are fixed to the opposing surfaces. The plurality of permanent magnets 29 are arranged in the circumferential direction along the outer edge portion of the facing surface.

  On the other hand, as shown in FIGS. 1 and 3, the inner stator 25 is attached to each stator core 26 with a plurality of shaft-shaped stator cores 26 arranged around the inner shaft 23 at a predetermined interval. ). The stator core 26 and the coil 27 are provided at positions facing the permanent magnets 29 of the rotor main bodies 24a and 24b, and from both sides, that is, the inner side by a pair of support plates 28 and 28 fixed to the inner wall surface of the casing 20. The shaft 23 is supported from both axial sides.

  As is apparent from the above description, the first motor unit 3A has an axial gap type structure in which the rotor main bodies 24a and 24b (permanent magnet 29) of the inner rotor 22 and the inner stator 25 face each other in the axial direction of the inner shaft 23. It is.

  The second motor unit 3B includes a first outer shaft 33a (first outer shaft) and a disk-shaped single rotor main body 34a (rotor main body) fixed to the first outer shaft 33a and rotating together with the first outer shaft 33a. A first outer rotor 32a (first outer rotor) and a first outer stator 35a (first outer stator) are provided.

  The first outer shaft 33a is a hollow shaft. The first outer shaft 33a is rotatably fitted to the inner shaft 23 at a position closer to the engine 2 than the first motor portion 3A, and is rotatably supported by the casing 20 via a bearing (not shown). Yes.

  The rotor body 34a of the first outer rotor 32a is fixed to the end of the first outer shaft 33a on the first motor portion 3A side. The rotor body 34a is larger in diameter than the rotor bodies 24a and 24b of the first motor unit 3A, and includes a plurality of permanent magnets 39 fixed to the side surface on the first motor unit 3A side. The plurality of permanent magnets 39 are arranged in the circumferential direction along the outer edge portion of the side surface of the rotor body 34a.

  As shown in FIGS. 1 and 3, the first outer stator 35 a is disposed on the outer peripheral side of the inner stator 25 of the first motor portion 3 </ b> A. The first outer stator 35a includes a plurality of shaft-shaped stator cores 36 disposed along the outer periphery of the inner stator 25 at a predetermined interval in the circumferential direction, and a coil 37 that is attached (wound) to each stator core 36. With. The stator core 36 and the coil 37 are disposed so as to face the permanent magnet 39 of the rotor body 34 a, and of the pair of support plates 28, 28, are fixed to the support plate 28 on the engine 2 side and the casing 20. It is supported from both sides by the back yoke 31. That is, the inner shaft 23 is supported from both sides in the axial direction.

  As described above, the second motor portion 3B also has an axial gap type structure in which the rotor body 34a of the first outer rotor 32a and the first outer stator 35a are opposed to each other in the axial direction of the first outer shaft 33a.

  The third motor portion 3C has a structure symmetrical to the second motor portion 3B with the central portion of the inner shaft 23 as a boundary. That is, the third motor unit 3C includes a second outer shaft 33b (second outer shaft) and a disk-shaped single rotor main body 34b (rotor main body) that is fixed to the second outer shaft 33b and rotates together with the second outer shaft 33b. A second outer rotor 32b (second outer rotor) and a second outer stator 35b (second outer stator) are provided.

  The second outer shaft 33b is a hollow shaft. The second outer shaft 33b is rotatably fitted to the inner shaft 23 at a position closer to the differential device 7 than the first motor portion 3A, and is rotatably supported by the casing 20 via a bearing (not shown). ing.

  The rotor body 34b of the second outer rotor 32b is fixed to the end of the second outer shaft 33b on the first motor portion 3A side. The rotor body 34b has the same diameter as the rotor body 34a of the second motor unit 3B, and includes a plurality of permanent magnets 39 fixed to the side surface on the first motor unit 3A side. The plurality of permanent magnets 39 are arranged in the circumferential direction along the outer edge of the side surface of the rotor body 34b.

  As shown in FIG. 1, the second outer stator 35b is disposed adjacent to the first outer stator 35a of the second motor portion 3B at a position on the outer peripheral side of the inner stator 25 of the first motor portion 3A. . The second outer stator 35b has the same configuration as the first outer stator 35a. That is, as shown in FIG. 3, along the outer periphery of the inner stator 25, a plurality of shaft-shaped stator cores 36 arranged at predetermined intervals in the circumferential direction and the stator cores 36 are mounted (wound). A coil 37. The stator core 36 and the coil 37 are disposed so as to face the permanent magnet 39 of the rotor body 34b, and of the pair of support plates 28, 28, are fixed to the support plate 28 on the differential device 7 side and the casing 20. The back yoke 31 is supported from both axial sides of the inner shaft 23.

  As described above, the third motor portion 3C also has an axial gap type structure in which the rotor body 34b of the second outer rotor 32b and the second outer stator 35b are opposed to each other in the axial direction of the second outer shaft 33b.

  The output side clutch 4 connects and disconnects the motor generator 3 and the differential device 7. The output side clutch 4 is a so-called wet clutch, and as shown in FIG. 1, a clutch outer 40 connected to an input shaft (not shown) of the differential device 7, an inner shaft 23 and a clutch outer 40 of the first motor unit 3A, And a second output clutch portion 43 that connects and disconnects the second outer shaft 33b and the clutch outer 40 of the third motor portion 3C.

  Although not shown in detail, the first output clutch portion 42 includes a plurality of drive plates provided on the inner shaft 23 and a plurality of clutch plates provided on the clutch outer 40 so as to be alternately arranged with these drive plates. The inner shaft 23 and the clutch outer 40 are configured to be intermittently connected by supplying and discharging hydraulic oil to and from the gap between the clutch plate and the drive plate. The basic structure of the second output clutch portion 43 is the same as that of the first output clutch portion 42, except that the second outer shaft 33b and the clutch outer 40 are intermittently connected.

  With this configuration, when only the first output clutch portion 42 is ON (connected state), the output side clutch 4 uses the driving force of the first motor portion 3A as the inner shaft 23, the first output clutch portion 42, and the clutch outer 40. When only the second output clutch portion 43 is ON, the driving force of the third motor portion 3C is transmitted via the second outer shaft 33b, the second output clutch portion 43, and the clutch outer 40. When the both clutch portions 42 and 43 are ON, the driving force of both the motor portions 3A and 3C is transmitted to the differential device 7.

  As described above, during the power running operation of the vehicle, the driving force of the first motor unit 3A and / or the third motor unit 3C of the motor generator 3 is transmitted to the driving wheels 8 via the differential device 7, whereby the vehicle 1 Runs. During regenerative operation such as when decelerating or traveling downhill, deceleration energy is transmitted from the drive wheels 8 to the first motor unit 3A and / or the third motor unit 3C, whereby the first motor unit 3A and / or the first motor unit 3C. 3 motor part 3C generates electric power.

  The input side clutch 5 intermittently connects the motor generator 3 and the engine 2 by connecting / disconnecting the motor generator 3 and the engine 2, more precisely, by intermittently connecting the motor generator 3 and the relay clutch 6. It is.

  The input side clutch 5 is also a wet clutch similar to the output side clutch 4. As shown in FIG. 1, the input side clutch 5 includes a clutch outer 46 connected to an output portion (not shown) of the relay clutch 6, a first input capable of intermittently connecting the inner shaft 23 and the clutch outer 46 of the first motor portion 3 </ b> A. The clutch part 48 and the 2nd input clutch part 49 which can connect / disconnect the 1st outer shaft 33a and the clutch outer 46 of the 2nd motor part 3B are provided. In this example, the clutch outer 46 corresponds to the connecting member of the present invention, and the first input clutch portion 48 and the second input clutch portion 49 correspond to the connecting mechanism main body portion of the present invention.

  The first input clutch portion 48 includes a plurality of drive plates provided on the inner shaft 23 and a plurality of clutch plates provided on the clutch outer 46 so as to be alternately arranged with these drive plates. By supplying and discharging hydraulic oil to and from the gap, the inner shaft 23 and the clutch outer 46 can be connected and disconnected. The second input clutch portion 49 is the same as the first input clutch portion 48 except that the first outer shaft 33 a and the clutch outer 46 are intermittently connected.

  With this configuration, when only the first input clutch portion 48 is ON (connected state), the input side clutch 5 transmits the driving force of the engine 2 via the relay clutch 6, the clutch outer 46, and the first input clutch portion 48. When input to the first motor unit 3A and only the second input clutch unit 49 is ON, the driving force of the engine 2 is supplied to the second motor unit 3B via the relay clutch 6, the clutch outer 46 and the second input clutch unit 49. When both clutch portions 48 and 49 are ON, the driving force of the engine 2 is input to both motor portions 3A and 3B. That is, when the first output clutch portion 42 of the output side clutch 4 is in the OFF state, the driving force of the engine 2 is input to the inner shaft 23, whereby the first motor portion 3A is driven by the engine 2, and the The first motor unit 3A functions as a generator to generate electric power. Further, when the second output clutch portion 43 of the output side clutch 4 is in the OFF state, the driving force of the engine 2 is transmitted to the first outer shaft 33a, whereby the second motor portion 3B is driven by the engine 2, Therefore, the second motor unit 3B functions as a generator to generate electric power. On the contrary, when the engine 2 is stopped, the driving force of the first motor unit 3A and / or the second motor unit 3B is input to the engine 2 via the input side clutch 5 and the relay clutch 6. Then, the engine 2 is started.

  The relay clutch 6 connects and disconnects the engine 2 and the input side clutch 5. Specifically, the output shaft 2a of the engine 2 and the clutch outer 46 of the input side clutch 5 are intermittently connected. Although not shown in detail, the relay clutch 6 is also a wet clutch, and the engine 2 and the input side clutch 5 are intermittently connected according to supply and discharge of hydraulic oil.

  The battery 10 stores electric power generated by the motor units 3A to 3C of the motor generator 3. In this example, the battery 10 is a relatively high voltage, large capacity battery.

  As shown in FIG. 2, the inverter 9 includes a first inverter 9A provided between the battery 10 and the first motor unit 3A, and between the battery 10, the second motor unit 3B, and the third motor unit 3C. And a second inverter 9B provided. The first inverter 9 </ b> A drives the first motor unit 3 </ b> A by supplying power from the battery 10 to the first motor unit 3 </ b> A under the control of the controller 12 to be described later, and generates power generated by the first motor unit 3 </ b> A. The battery 10 is charged. On the other hand, the second inverter 9B drives the second motor unit 3B and / or the third motor unit 3C by supplying the electric power of the battery 10 to the second motor unit 3B and / or the third motor unit 3C. The battery 10 stores the power generated by the second motor unit 3B and / or the third motor unit 3C.

  FIG. 4 is a circuit diagram showing a configuration of the second inverter 9B. As shown in the figure, the second inverter 9B includes an inverter body 50 and two switch circuits 52a and 52b (referred to as a first switch circuit 52a and a second switch circuit 52b). The first outer stator 35a of the second motor part 3B is connected to the inverter body 50 via the first switch circuit 52a, and in parallel with this, the second outer stator 35b of the third motor part 3C is the second The inverter main body 50 is connected via the switch circuit 52b. That is, the 2nd motor part 3B and the 3rd motor part 3C share one 2nd inverter 9B, and each switch circuit 52a, 52b is turned on and off, and each inverter body 50 of the 2nd inverter 9B and each The outer stators 35a and 35b are intermittently connected.

(2) Control system The drive system 1 includes a controller 12 (control device) that comprehensively controls the system. The controller 12 is a controller based on a well-known microcomputer. The controller 12 includes a central processing unit (CPU) that executes a program, a memory that includes, for example, a RAM and a ROM, and stores programs and data, and an input / output (I / O) bus that inputs and outputs electrical signals. It has.

  Various information is input to the controller 12 from a plurality of sensors (not shown) provided in the vehicle. That is, the vehicle includes a vehicle speed sensor that detects the traveling speed (vehicle speed) of the vehicle, an accelerator opening sensor that detects an accelerator opening (load) corresponding to the amount of depression of the accelerator pedal, and each motor unit 3A to 3A of the motor generator 3. A rotation speed sensor for detecting the rotation speed of 3C and a battery voltage / current sensor for detecting the voltage and input / output current of the battery 10 are provided, and these sensors and the controller 12 are electrically connected. Has been. Then, based on the detection signal input from each of the sensors, the controller 12 generates a motor generator so that an appropriate torque according to the traveling state of the vehicle can be obtained and power for traveling is ensured. 3. The inverters 9A and 9B, the engine 2, and the clutches 4 to 6 are controlled.

  Next, an example of control of the drive system 1 by the controller 12 will be described based on the flowchart of FIG.

  When this flowchart starts, the controller 12 reads information from various sensors (step S1). Specifically, information such as the vehicle speed, the accelerator opening, the rotational speed of each motor unit 3A to 3C, and the battery voltage / current value is read.

  First, the controller 12 obtains the required output of the vehicle based on the accelerator opening and the vehicle speed (load), and calculates the amount of charge (SOC) of the battery 10 based on the battery voltage / current value (step S3). Next, the controller 12 determines, based on the vehicle speed and the accelerator opening, which travel region the vehicle travel region belongs to from the map stored in the controller 12 (see FIG. 6). The motor generator 3, the inverters 9A and 9B, the engine 2, and the clutches 4 to 6 are controlled according to the specified area (step S5) (step S7). In the map, as described later, first to seventh regions are defined by the vehicle speed and the accelerator opening, and the controller 12 generates a motor generator based on the identified region among the first to seventh regions. 3 is driven.

  Next, the controller 12 determines whether or not the area specified in step S5 is the first area or the second area (step S9). As will be described later, the first region is a low-speed and low-load region, the second region is a medium-speed and low-load region, and these regions are the travel regions most used in the vehicle.

If it is determined YES in step S9, the controller 12, the charging of the battery 10 obtained in step S3 (SOC) it is determined whether less than a predetermined value _{S 0} which is determined in advance (step S11), and wherein YES and If it determines, the controller 12 will drive the said engine 2, and will perform the process which makes the motor generator 3 function further as a generator (step S13). The predetermined value S ₀ is set based on empirical values a value of charge of the battery 10 which is recommended to charge (SOC).

  When the process of step S13 is executed, the controller 12 returns the process to step S1. If NO in steps S9 and S11, the controller 12 skips step S13 and returns the process to step S1.

  Next, specific control of the motor generator 3 and the like by the controller 12 in step S7 will be described with reference to FIGS.

  As shown in FIG. 6, in the above map, as the vehicle travel region, a first region of low speed and low load, a second region of medium and low load, a third region of high speed and low load, a fourth region of low speed, medium and high load, A fifth region for low and high loads, a sixth region for low and very high loads, and a seventh region for medium and medium loads are defined. The controller 12 controls the motor generator 3, the inverters 9A and 9B, the engine 2, the clutches 4 to 6 and the like as shown in the table of FIG. 7 based on the region specified in step S5 of FIG. . Specifically, it is as follows. In FIG. 7, “(power generation)” is power generation by regeneration, and “power generation” is power generation by engine drive.

(First area)
The controller 12 turns on the second output clutch portion 43 of the output side clutch 4 and turns off the other clutches (the first output clutch portion 42, the clutch portions 48 and 49 of the input side clutch 5 and the relay clutch 6). . Further, the controller 12 supplies power from the battery 10 to the third motor unit 3C by turning on only the second switch circuit 52b of the second inverter 9B, and drives the third motor unit 3C as an electric motor. Thereby, as shown in FIG. 8, the controller 12 drives the drive wheels 8 only by the third motor unit 3 </ b> C of the motor generator 3. In addition, the broken line arrow in FIG. 8 has shown the flow of electric power, and the solid line arrow has shown transmission of the driving force. The same applies to FIGS. 9 to 14 described later.

  During regenerative operation such as when decelerating or traveling downhill, the controller 12 charges the battery 10 with the power generated by the third motor unit 3C via the second inverter 9B.

  If the controller 12 determines YES in step S11 of FIG. 5, the controller 12 further turns on the first input clutch portion 48 of the relay clutch 6 and the input side clutch 5, and drives the first motor portion 3A by the engine 2. Let That is, as indicated by a broken line arrow in FIG. 8, the controller 12 drives the first motor unit 3A as a generator during driving of the drive wheels 8, and transfers the generated power to the battery 10 via the first inverter 9A. Charge. In this case, the controller 12 first turns on the first input clutch portion 48 of the input side clutch 5, and in this state, drives the first motor portion 3A as an electric motor, so that the stopped engine 2 is driven. Start. After engine startup, as described above, the engine 2 drives the first motor unit 3A as a generator. In this example, the engine 2 is started only by the first motor unit 3A. However, for example, the engine 2 may be started by using the second motor unit 3B together. In this case, the controller 12 turns on the second input clutch portion 49 together with the first input clutch portion 48, and drives the first motor portion 3A and the second motor portion 3B as an electric motor in this state, thereby driving the engine 2. Start. Then, after the engine is started, the second input clutch portion 49 is turned off.

(Second area)
The controller 12 turns on the first output clutch portion 42 of the output side clutch 4 and turns off the other clutches (the second output clutch portion 43, the clutch portions 48 and 49 of the input side clutch 5 and the relay clutch 6). . Further, the controller 12 supplies power from the battery 10 to the first motor unit 3A via the first inverter 9A, and drives the first motor unit 3A as an electric motor. Accordingly, as shown in FIG. 9, the controller 12 drives the drive wheels 8 only by the first motor unit 3 </ b> A of the motor generator 3.

  During regenerative operation such as when decelerating or traveling downhill, the controller 12 charges the battery 10 with the power generated by the first motor unit 3A via the first inverter 9A.

  Further, when the controller 12 determines YES in step S11 of FIG. 5, the controller 12 further turns on the second input clutch portion 49 of the relay clutch 6 and the input side clutch 5, and the first switch of the second inverter 9B. Only the circuit 52a is turned on, and the second motor unit 3B is driven by the engine 2. That is, as indicated by the broken line arrow in FIG. 9, the controller 12 drives the second motor unit 3B as a generator while driving the drive wheels 8, and transfers the generated power to the battery 10 via the second inverter 9B. Charge. In this case, the controller 12 first turns on the second input clutch portion 49 of the input side clutch 5, and starts the stopped engine 2 by driving the second motor portion 3B as an electric motor in this state. . After the engine is started, the second motor unit 3B is driven as a generator by the engine 2 as described above.

(Third area)
The controller 12 turns on the first output clutch portion 42 of the output side clutch 4, the first input clutch portion 48 of the input side clutch 5, and the relay clutch 6, and other clutches (second output clutch portion 43, second input clutch). The clutch part 49) is turned off. Accordingly, as shown in FIG. 10, the controller 12 applies the driving force of the engine 2 to the differential device 7 via the relay clutch 6, the input side clutch 5, the inner shaft 23 of the first motor unit 3 </ b> A and the output side clutch 4. Accordingly, the drive wheel 8 is driven only by the engine 2.

  Since the third region is a traveling region where the vehicle speed is high (the rotational speed is large), power generation by the motor generator 3 (first motor units 3A to 3C) is not performed including regeneration.

(4th area)
The controller 12 turns on all the clutches other than the relay clutch 6. Further, the controller 12 turns on both switch circuits 52a and 52b of the second inverter 9B, and supplies power from the battery 10 to the second motor unit 3B and the third motor unit 3C, thereby causing the motor units 3B and 3C to turn on. Drives as an electric motor. Thus, as shown in FIG. 11, the controller 12 drives the drive wheels 8 by the second motor unit 3 </ b> B and the third motor unit 3 </ b> C in the motor generator 3. That is, the driving force of the third motor unit 3C is transmitted to the driving wheel 8 via the output side clutch 4 and the differential device 7, and the driving force of the second motor unit 3B is transmitted to the input side clutch 5 and the first motor unit 3A. This is transmitted to the drive wheel 8 through the inner shaft 23, the output side clutch 4 and the differential device 7.

  Further, during regenerative operation such as when decelerating or traveling downhill, the controller 12 charges the battery 10 with power generated by the second motor unit 3B and the third motor unit 3C via the second inverter 9B. In this case, you may make it make the 1st motor part 3A perform regenerative electric power generation.

(5th area)
In addition to the control of the fourth region, the controller 12 performs control for driving the first motor unit 3A as an electric motor. Specifically, the controller 12 controls the first inverter 9A and supplies driving power from the battery 10 to the first motor unit 3A. Thereby, as shown in FIG. 12, the drive wheels 8 are driven by all the motor portions 3 </ b> A to 3 </ b> C of the motor generator 3.

  During regenerative operation such as when decelerating or traveling downhill, the controller 12 charges the battery 10 with the power generated by the second motor unit 3B and the third motor unit 3C via the second inverter 9B, The power generated by one motor unit 3A is charged into the battery 10 via the first inverter 9A.

(Sixth area)
The controller 12 performs control for driving the engine 2 in addition to control of the fifth region. Specifically, the relay clutch 6 is turned on, and the driving force of the engine 2 is transmitted to the inner shaft 23 of the first motor unit 3A via the relay clutch 6 and the input side clutch 5. Thereby, the controller 12 drives the drive wheels 8 from the engine 2 in addition to all the motor units 3A to 3B of the motor generator 3 as shown in FIG.

  In this case, similarly to the sixth region, the controller 12 supplies the power generated by the second motor unit 3B and the third motor unit 3C to the battery via the second inverter 9B during regenerative operation such as during deceleration or downhill travel. 10 and the power generated by the first motor unit 3A is charged to the battery 10 via the first inverter 9A.

  At the time of transition from the fifth region to the sixth region, the engine 2 is started by sliding the relay clutch 6, for example.

(Seventh area)
In addition to the control of the third region, the controller 12 performs control for driving the first motor unit 3A as an electric motor. Specifically, the controller 12 controls the first inverter 9A and supplies driving power from the battery 10 to the first motor unit 3A. As a result, the controller 12 drives the drive wheels 8 with the engine 2 and the first motor unit 3A of the motor generator 3 as shown in FIG.

  Further, at the time of regenerative operation such as when decelerating or traveling downhill, the controller 12 charges the battery 10 with the power generated by the first motor unit 3A via the first inverter 9A.

(3) Effects, etc. According to the drive system 1 described above, the axial gap type first motor unit 3A and the axial gap type second motor unit 3B and the third motor unit 3C, which are positioned on the outer peripheral side, are provided. The motor generator 3 is included, and as described above, the driving wheels 8 are driven by combining the driving forces of the first motor unit 3A, the second motor unit 3B, and the third motor unit 3C according to the vehicle speed and load. Therefore, a wide range of torque control and speed control can be performed efficiently.

  Moreover, according to the drive system 1, the inner first motor unit 3A is driven as a generator by the engine 2 while the drive wheels 8 are driven by the third motor unit 3C outside the motor generator 3. Thus, electric power is ensured during traveling (first region), and conversely, while the drive wheels 8 are being driven by the first motor portion 3A inside the motor generator 3, the engine 3 outputs the third By driving the motor unit 3C as a generator, electric power is secured during traveling (second region). That is, according to this drive system 1, generated power can be secured by driving the engine 2 during traveling without providing a dedicated generator as in the prior art. Therefore, according to this drive system 1, it is possible to efficiently perform a wide range of torque control and speed control while suppressing an increase in the size of the system.

  Further, according to the drive system 1, the driving force of the engine 2 is transmitted to the driving wheel 8 via the inner shaft 23 of the first motor unit 3A, so that the driving wheel 8 can be used not only in the motor generator 3 but also in the engine 2. Driven (third, sixth and seventh regions). That is, the driving force of the engine 2 is used not only for power generation but also for traveling. Therefore, according to the driving system 1, a wider range of torque control and speed control can be performed by the amount that the driving force of the engine 2 can be used for traveling.

  Further, according to the drive system 1, the second motor unit 3B and the third motor unit 3C outside the motor generator 3 are configured by the two second motor units 9B as described above (FIG. 4). Since 3B and 3C are controlled, there is an advantage that the degree of freedom of torque control and speed control can be increased while suppressing the cost of the control system of the motor generator 3.

(4) First Modification The motor generator 3 shown in FIG. 1 includes an inner first motor part 3A and second and third motor parts 3B and 3C provided on the outer side. However, for example, the motor generator 3 may be configured to include a single second motor unit 3B outside the first motor unit 3A, as shown in FIG. That is, the second motor unit 3B includes an outer stator 35 positioned on the outer peripheral side of the inner stator 25 of the first motor unit 3A, and a first outer rotor 32a and a second outer rotor 32b are provided on both sides of the outer stator 35. Yes. In the case of this configuration, the switch circuit 52a, 52b is not provided in the second inverter 9B, and the inverter body 50 is directly connected to the outer stator 35a.

  The drive system 1 according to the first modification can also provide substantially the same operational effects as the drive system 1 shown in FIG. However, in the example shown in FIG. 15, when the second motor unit 3B is driven, both outer rotors 32a and 32b rotate simultaneously. That is, in the first region, the driving wheel 8 is rotated by the rotational driving force of the second outer rotor 32b, but the first outer rotor 32a also has a function of passing magnetic flux in the second motor portion 3B. The idle rotation is performed in synchronization with the rotation of the second outer rotor 32b. Note that the drive system 1 of the first modified example can also be driven using both the outer rotors 32a and 32b in the fourth region, with the same clutch configuration as that of the drive system 1 shown in FIG. That is, at the time of transition from the first region to the fourth region, the first outer rotor 32a has already been idling. For example, the first motor unit 3A (slipping the input side clutch 5 (the clutch units 48 and 49)) By connecting the inner shaft 23) and the second motor unit 3B (first outer shaft 33a), it is possible to shift from the control of the first region to the control of the fourth region.

  Also in the drive system 1, in the first region and the second region, the second motor unit 3B can be operated as a generator by driving the first outer rotor 32a by the engine 2. However, the first area is limited to when the vehicle is stopped. Since the second outer rotor 32b has a function of passing the magnetic flux in the second motor portion 3B, when the second motor portion 3B is operated as a generator by driving the engine 2 in this way, The second outer rotor 32b rotates idly while synchronizing with the rotation of the first outer rotor 32a.

  In the case of the drive system 1 shown in FIG. 15, the motor unit that generates power by driving the engine may be specified in advance as one of the first motor unit 3A and the second motor unit 3B. In this case, the input-side clutch 5 only needs to be able to connect / disconnect either the first motor unit 3A or the second motor unit 3B and the engine 2.

  As a modification of the motor generator 3 shown in FIG. 15, the first motor unit 3A may have a radial gap type structure as shown in FIG. Specifically, for the first motor unit 3 </ b> A, a permanent magnet 29 is fixed on the outer peripheral surface of the inner shaft 23, and an inner stator 25 (stator core 26 and coil is arranged around the inner shaft 23 so as to face the permanent magnet 29. 27) is arranged. The configuration of the second motor 3B is the same as that of FIG.

  The motor generator 3 shown in FIG. 16 has the same configuration as the motor generator 3 shown in FIG. 15 except that the first motor unit 3A has a radial gap structure. Therefore, the driving system 1 including the motor generator 3 shown in FIG. 16 can also achieve the same effects as the driving system 1 shown in FIG.

  Although illustration is omitted, as a modification of the motor generator 3 shown in FIG. 15, a structure in which the second motor unit 3B of the motor units 3A and 3B has a radial gap type is also applicable.

(5) Second Modification In the motor generator 3 of FIG. 1, the motor units 3A to 3C have an axial gap type structure, but a part or all of the motor units 3A to 3C have a radial gap type structure. May be.

  For example, the motor generator 3 shown in FIG. 17 has a structure in which all the motor units 3A to 3C have a radial gap type. Specifically, for the first motor unit 3 </ b> A, a permanent magnet 29 is fixed on the outer peripheral surface of the inner shaft 23, and an inner stator 25 (stator core 26 and coil is arranged around the inner shaft 23 so as to face the permanent magnet 29. 27) is arranged. As for the second motor unit 3B, the first outer stator 35a (the stator core 36 and the coil 37) is fixed along the inner peripheral surface of the casing 20, and is opposed to the inner peripheral surface of the first outer stator 35a. The permanent magnet 39 of the first outer rotor 32a is disposed inside the first outer stator 35a. Similarly, for the third motor portion 3C, the second outer stator 35b (the stator core 36 and the coil 37) is fixed along the inner peripheral surface of the casing 20, and is opposed to the inner peripheral surface of the second outer stator 35b. The permanent magnet 39 of the second outer rotor 32b is disposed inside the second outer stator 35b.

  The motor generator 3 shown in FIG. 17 has the same configuration as the motor generator 3 shown in FIG. 1 except that the motor units 3A to 3C have a radial gap type structure. Therefore, the drive system 1 including the motor generator 3 shown in FIG. 17 can also achieve the same operational effects as the drive system 1 shown in FIG.

(6) Third Modification The drive system 1 shown in FIG. 18 is obtained by changing the layout of each constituent part based on the drive system 1 shown in FIG.

  In this drive system 1, as shown in the figure, the output shaft 2a of the engine 2 penetrates the inside of the inner shaft 23 in the axial direction, and roughly shows the relay clutch 6, the input side clutch 5, The motor generator 3 (the first motor unit 3A and the second motor unit 3B) and the output side clutch 4 are sequentially arranged from the front end side (the right end side in the figure) of the output shaft 2a. In other words, the output side clutch 4 is arranged on the engine 2 side of the motor generator 3, and the input side clutch 5 and the relay clutch 6 are arranged on the opposite side of the motor generator 3. The relay clutch 6 is configured to connect and disconnect the output shaft 2 a and the clutch outer 46 of the input side clutch 5.

  Note that a hypoid (bulk) gear 41 a is fixed to the clutch outer 40 of the output side clutch 4. The hypoid gear 41a is externally fitted so as to be rotatable relative to the output shaft 2a, and meshes with a hypoid gear 41b fixed to the input shaft 7a of the differential device 7, as shown in the figure.

  According to this configuration, the rotational driving force of the motor generator 3 can be transmitted to the input shaft 7a of the differential device 7 at a position between the motor generator 3 and the engine 2 as shown in FIG. Therefore, when the drive system 1 is applied to an FF vehicle (front engine / front drive vehicle), power transmission to the drive wheels 8 can be realized without difficulty while the differential device 7 is laid out at the center of the vehicle. It becomes possible.

  The structure shown in FIG. 18 is also applicable to the drive system 1 shown in FIGS. 1 and 15 to 17.

  As shown in FIGS. 15 and 16, when the second motor unit 3B has an axial gap type structure, as shown in FIGS. 19 and 20, the power (power) to the first motor unit 3A is shown. ) The supply electric wire 60 is introduced from the outside of the second motor unit 3B to the inside through the stator cores 36 adjacent to each other in the circumferential direction of the second motor unit 3B and connected to the coil 27 of the first motor unit 3A, for example. Is done.

  According to such a structure, power supply to the coil 27 of the first motor unit 3A can be easily realized structurally.

  When the coil 37 has a high line space factor, the gap between the stator cores 36 adjacent to each other may be narrowed, making it difficult to pass the electric wire 60 through the gap. In such a case, the support plate 28 may be provided with a through hole or a groove (see reference numeral 61 in the figure), and the electric wire 60 may be passed therethrough. According to this configuration, even when the gap is narrow, it is possible to easily connect the electric wire 60 to the coil 27 of the first motor unit 3A in terms of structure.

  As mentioned above, although embodiment of the drive system 1 of the hybrid vehicle concerning this invention was described, this drive system 1 is illustration of preferable embodiment of the drive system concerning this invention, Comprising: The whole structure of a drive system, a motor generator The specific configuration of 3 can be appropriately changed without departing from the gist of the present invention.

  For example, in the above embodiment, as the first to third coupling mechanisms of the present invention, the clutches 4 to 6 have been described as examples in the examples, but a synchronizer may be used instead of the clutch. Good.

DESCRIPTION OF SYMBOLS 1 Drive system 2 Engine 3 Motor generator 3A 1st motor generator part (1st motor part)
3B 2nd motor generator part (2nd motor part)
3C 3rd motor generator part (3rd motor part)
DESCRIPTION OF SYMBOLS 4 Output side clutch 5 Input side clutch 6 Relay clutch 7 Differential apparatus 8 Drive wheel 9 Inverter 9A 1st inverter 9B 2nd inverter 10 Battery 12 Controller

Claims (15)

An engine for power generation,
A rotating electrical machine having a function of generating a rotational driving force and a function of generating electric power driven by the engine;
A transmission shaft that transmits the rotational driving force generated by the rotating electrical machine to the driving wheel;
A first coupling mechanism capable of intermittently connecting the rotating electrical machine and the transmission shaft;
A second coupling mechanism capable of intermittently connecting the engine and the rotating electrical machine,
The rotating electric machine is
An inner rotating electrical machine portion having an inner shaft and an inner rotor including a rotor main body fixed to the inner shaft and rotating together with the inner shaft; and an inner stator disposed around the inner shaft;
Including an outer rotor including a rotor main body that rotates about the inner shaft, and an outer rotating electrical machine portion having an outer stator disposed on an outer peripheral side of the inner stator,
The first coupling mechanism is capable of intermittent connection between the inner shaft and the transmission shaft, and intermittent connection between the outer rotor and the transmission shaft,
The second connecting mechanism, Ri intermittently can der and at least one side to the engine of the inner shaft and the outer rotor,
The outer rotor has a first outer shaft that is provided concentrically with the inner shaft on the outer peripheral side of the inner shaft at a position closer to the engine than the outer stator and to which the rotor body is fixed. A second outer rotor having a rotor and a second outer shaft provided concentrically with the inner shaft on the outer peripheral side of the inner shaft at a position on the transmission shaft side of the outer stator and to which the rotor body is fixed And including
The first coupling mechanism can be intermittently connected between the second outer shaft of the outer rotor and the transmission shaft;
The drive system for a hybrid vehicle, wherein the second coupling mechanism is capable of intermittently connecting at least the first outer shaft and the engine . The drive system for a hybrid vehicle according to claim 1 ,
The outer stator includes a first outer stator facing a rotor body of the first outer rotor, and a second outer stator facing a rotor body of the second outer rotor, and A drive system for a hybrid vehicle, wherein the first outer stator and the second outer stator are adjacent to each other in the axial direction of the inner shaft. The hybrid vehicle drive system according to claim 2 ,
A first inverter that drives the inner rotating electrical machine unit by supplying power to the inner stator, and an outer rotating electrical machine unit that supplies power to the first outer stator and the second outer stator. A second inverter for driving,
The drive system for a hybrid vehicle, wherein the second inverter includes an inverter main body and a switch circuit that switches a connection state between the inverter main body and each outer stator. In the hybrid vehicle drive system according to any one of claims 1 to 3 ,
The second connecting mechanism includes a connecting member connected to the engine, a connecting mechanism main body capable of individually connecting / disconnecting the connecting member and the inner shaft and interrupting the connecting member and the first outer shaft. A drive system for a hybrid vehicle, comprising: In the hybrid vehicle drive system according to claim 4 ,
A drive system for a hybrid vehicle comprising a third connection mechanism capable of intermittently connecting the engine and the connection member. An engine for power generation,
A rotating electrical machine having a function of generating a rotational driving force and a function of generating electric power driven by the engine;
A transmission shaft that transmits the rotational driving force generated by the rotating electrical machine to the driving wheel;
A first coupling mechanism capable of intermittently connecting the rotating electrical machine and the transmission shaft;
A second coupling mechanism capable of intermittently connecting the engine and the rotating electrical machine,
The rotating electric machine is
An inner rotating electrical machine portion having an inner shaft and an inner rotor including a rotor main body fixed to the inner shaft and rotating together with the inner shaft; and an inner stator disposed around the inner shaft;
Including an outer rotor including a rotor main body that rotates about the inner shaft, and an outer rotating electrical machine portion having an outer stator disposed on an outer peripheral side of the inner stator,
The first coupling mechanism is capable of intermittent connection between the inner shaft and the transmission shaft, and intermittent connection between the outer rotor and the transmission shaft,
The second coupling mechanism is capable of intermittent connection between at least one of the inner shaft and the outer rotor and the engine ,
The drive system for a hybrid vehicle, wherein the outer rotor is fitted to the inner shaft so as to be relatively rotatable. In the hybrid vehicle drive system according to any one of claims 1 to 6 ,
The inner rotating electrical machine part has an axial gap type structure in which the inner stator and the rotor body of the inner rotor are opposed to each other in the axial direction of the inner shaft, and the outer rotating electrical machine part is also the outer stator. A drive system for a hybrid vehicle, wherein the outer rotor and the rotor body of the outer rotor have an axial gap structure facing each other in the axial direction. In the hybrid vehicle drive system according to any one of claims 1 to 6 ,
The inner rotating electric machine part is an electric part having a high rotation and high output compared to the outer rotating electric machine part, and the outer rotating electric machine part is an electric machine part having a low rotation and high torque compared to the inner rotating electric machine part. A drive system for a hybrid vehicle. The drive system for a hybrid vehicle according to claim 8 ,
The inner rotating electrical machine part has a radial gap type structure in which the inner stator and the rotor body of the inner rotor are opposed to each other in the radial direction of the inner shaft, and the outer rotating electrical machine part is the outer stator. A drive system for a hybrid vehicle, characterized in that the outer rotor and the rotor body of the outer rotor have an axial gap structure facing each other in the axial direction of the inner shaft. The drive system for a hybrid vehicle according to any one of claims 1 to 9 ,
The second coupling mechanism is capable of intermittently connecting the inner shaft and the engine and intermittently connecting the outer rotor and the engine.
The drive system operates one side of the inner rotary electric machine part and the outer rotary electric machine part, and transmits the rotational driving force to the drive wheel, while the other of the inner rotary electric machine part and the outer rotary electric machine part. A drive system for a hybrid vehicle, comprising: a control device that executes control for generating power by driving a side with the engine. In the hybrid vehicle drive system according to claim 5 ,
The inner rotating electrical machine part has an axial gap type structure in which the inner stator and the rotor body of the inner rotor are opposed to each other in the axial direction of the inner shaft, and the outer rotating electrical machine part is also the outer stator. And the rotor body of the outer rotor is an axial gap type structure facing the axial direction ,
The engine has an output shaft that penetrates the inside of the inner shaft in its axial direction,
The first coupling mechanism is disposed at the engine side position of the rotating electrical machine in the axial direction of the inner shaft, and the second coupling mechanism and the third coupling mechanism are disposed at a position on the non-engine side of the rotating electrical machine. Arranged,
The drive system for a hybrid vehicle, wherein the three connection mechanism intermittently connects the output shaft and the connection member. In the hybrid vehicle drive system according to claim 5,
The inner rotating electric machine part is an electric part having a high rotation and high output compared to the outer rotating electric machine part, and the outer rotating electric machine part is an electric machine part having a low rotation and high torque compared to the inner rotating electric machine part,
The engine has an output shaft that penetrates the inside of the inner shaft in its axial direction,
The first coupling mechanism is disposed at the engine side position of the rotating electrical machine in the axial direction of the inner shaft, and the second coupling mechanism and the third coupling mechanism are disposed at a position on the non-engine side of the rotating electrical machine. Arranged,
The drive system for a hybrid vehicle, wherein the three connection mechanism intermittently connects the output shaft and the connection member. In the hybrid vehicle drive system according to claim 5,
The second coupling mechanism is capable of intermittently connecting the inner shaft and the engine and intermittently connecting the outer rotor and the engine.
The drive system operates one side of the inner rotary electric machine part and the outer rotary electric machine part, and transmits the rotational driving force to the drive wheel, while the other of the inner rotary electric machine part and the outer rotary electric machine part. A control device that executes control to generate power by driving the side with the engine;
The engine has an output shaft that penetrates the inside of the inner shaft in its axial direction,
The first coupling mechanism is disposed at the engine side position of the rotating electrical machine in the axial direction of the inner shaft, and the second coupling mechanism and the third coupling mechanism are disposed at a position on the non-engine side of the rotating electrical machine. Arranged,
The drive system for a hybrid vehicle, wherein the three connection mechanism intermittently connects the output shaft and the connection member. An engine for power generation,
A rotating electrical machine having a function of generating a rotational driving force and a function of generating electric power driven by the engine;
A transmission shaft that transmits the rotational driving force generated by the rotating electrical machine to the driving wheel;
A first coupling mechanism capable of intermittently connecting the rotating electrical machine and the transmission shaft;
A second coupling mechanism capable of intermittently connecting the engine and the rotating electrical machine,
The rotating electric machine is
An inner rotating electrical machine portion having an inner shaft and an inner rotor including a rotor main body fixed to the inner shaft and rotating together with the inner shaft; and an inner stator disposed around the inner shaft;
Including an outer rotor including a rotor main body that rotates about the inner shaft, and an outer rotating electrical machine portion having an outer stator disposed on an outer peripheral side of the inner stator,
The first coupling mechanism is capable of intermittent connection between the inner shaft and the transmission shaft, and intermittent connection between the outer rotor and the transmission shaft,
The second coupling mechanism is capable of intermittent connection between at least one of the inner shaft and the outer rotor and the engine ,
The outer rotating electrical machine section has an axial gap structure in which the outer stator and the rotor body of the outer rotor face each other in the axial direction, and the outer stator is spaced at a predetermined interval in the circumferential direction. Including a plurality of stator cores arranged with a gap therebetween and a coil attached to each stator core,
Electric power supply wires to the inner stator of the inner rotating electrical machine part are introduced from the outer side of the outer rotating electrical machine part to the inner side through the stator cores adjacent to each other in the circumferential direction and connected to the inner stator. A drive system for a hybrid vehicle, characterized in that The drive system for a hybrid vehicle according to claim 14 ,
A casing that covers the inner rotating electrical machine part and the outer rotating electrical machine part from the outside;
The outer stator is supported by a support plate fixed to the casing,
The drive system for a hybrid vehicle, wherein the electric wire is routed in a through hole or a groove formed in the support plate.

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