WO2020188808A1 - Vehicle drive device - Google Patents

Vehicle drive device Download PDF

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Publication number
WO2020188808A1
WO2020188808A1 PCT/JP2019/011820 JP2019011820W WO2020188808A1 WO 2020188808 A1 WO2020188808 A1 WO 2020188808A1 JP 2019011820 W JP2019011820 W JP 2019011820W WO 2020188808 A1 WO2020188808 A1 WO 2020188808A1
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WO
WIPO (PCT)
Prior art keywords
motor
shaft
power
clutch
input shaft
Prior art date
Application number
PCT/JP2019/011820
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French (fr)
Japanese (ja)
Inventor
幸太郎 平野
准司 山田
Original Assignee
株式会社ユニバンス
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 株式会社ユニバンス filed Critical 株式会社ユニバンス
Priority to PCT/JP2019/011820 priority Critical patent/WO2020188808A1/en
Publication of WO2020188808A1 publication Critical patent/WO2020188808A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines

Definitions

  • the present invention relates to a vehicle drive device, and more particularly to a vehicle drive device that transmits the output of a motor to an output shaft.
  • Patent Document 1 A vehicle drive device that transmits the power of the first motor and the second motor to the output shaft is known.
  • the present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a vehicle drive device capable of using the power of the first motor and the second motor as a driving force other than the output shaft.
  • the vehicle drive device of the present invention includes a first input shaft and a second input shaft coupled to the first motor and the second motor, respectively, and an output shaft that outputs at least the power of the first motor.
  • a take-out shaft that takes out the power of at least one of the first motor and the second motor.
  • an take-out shaft that takes out the power of at least one of the first motor and the second motor is provided. Therefore, the power of the first motor and the second motor can be used as the driving force of the take-out shaft.
  • the power of the first input shaft is transmitted to the output shaft by the first deceleration mechanism, and the power of the first input shaft is transmitted to the take-out shaft by the second deceleration mechanism. Therefore, in addition to the effect of claim 1, the output shaft and the take-out shaft can be driven simultaneously by the first motor.
  • the power of the first input shaft is transmitted to the output shaft by the third reduction mechanism at a reduction ratio different from the reduction ratio of the first reduction mechanism. Since the second clutch transmits and disengages power by the third reduction mechanism, in addition to the effect of claim 2, the torque of the output shaft by the first motor can be changed.
  • the first clutch transmits and disengages power by the first deceleration mechanism.
  • the third reduction gear mechanism transmits power to the output shaft
  • the first reduction gear mechanism transmits power to the output shaft. Therefore, in addition to the effect of claim 3, the torque of the output shaft can be easily changed by the first motor.
  • the first input shaft and the second input shaft are arranged coaxially.
  • the first clutch transmits and disengages power between the first input shaft and the second input shaft. Therefore, in addition to the effect of claim 4, when the first clutch is engaged, the power of the first motor and the second motor can be simultaneously transmitted to the output shaft.
  • FIG. 1 is a skeleton diagram of the vehicle drive device 10 according to the first embodiment.
  • the vehicle drive device 10 is mounted on a construction machine equipped with a mounting device such as a crane or a pump, an agricultural machine such as a tractor, or a vehicle such as a truck.
  • the vehicle drive device 10 includes a first input shaft 11, a second input shaft 12, a first intermediate shaft 13, an output shaft 14, and an extraction shaft 15.
  • the first input shaft 11 and the second input shaft 12 are arranged coaxially.
  • the first motor 16 is coupled to the first input shaft 11, and the second motor 17 is coupled to the second input shaft 12.
  • a power take-off device (PTO: Power take-off) 18 is coupled to the take-out shaft 15.
  • the power extraction device 18 is a device for operating a bodywork device (not shown) mounted on the vehicle.
  • the first input shaft 11 (second input shaft 12), the first intermediate shaft 13, the output shaft 14, and the take-out shaft 15 are arranged in parallel.
  • the first input shaft 11 and the second input shaft 12 are spindles that directly receive the driving force of the first motor 16 and the second motor 17, respectively.
  • the output shaft 14 is an axle
  • a differential device 19 is arranged at the center of the output shaft 14
  • wheels 20 are arranged at both ends of the output shaft 14.
  • a vehicle equipped with the vehicle drive device 10 has a plurality of wheels (not shown) arranged in addition to the wheels 20, and can travel by rotationally driving the output shaft 14 and the wheels 20.
  • the first input shaft 11 and the second input shaft 12 are rotatably connected to each other via a pilot bearing (not shown). As a result, the number of bearings can be reduced as compared with the case where the first input shaft 11 and the second input shaft 12 are supported by bearings, respectively.
  • the first motor 16 and the second motor 17 are devices that apply rotational driving force to the first input shaft 11 and the second input shaft 12, respectively.
  • the first motor 16 and the second motor 17 are electric motors.
  • the first motor 16 and the second motor 17 have the same torque characteristics.
  • the first deceleration mechanism 30 is a mechanism that transmits the power of the first input shaft 11 to the output shaft 14 via the first clutch 40 and the first intermediate shaft 13.
  • the first reduction mechanism 30 has a first gear 31 coupled to the second input shaft 12, a second gear 32 engaged with the first gear 31 and coupled to the first intermediate shaft 13, and a first gear 32 coupled to the first intermediate shaft 13. It includes a 3rd gear 33 and a 4th gear 34 that engages with the 3rd gear 33 and is coupled to the differential device 19.
  • the first reduction gear mechanism 30 is set to a reduction ratio based on the engagement between the first gear 31 and the second gear 32 and the engagement between the third gear 33 and the fourth gear 34.
  • the first clutch 40 is arranged on the axes of the first input shaft 11 and the second input shaft 12.
  • the first clutch 40 is a meshing clutch such as a dog clutch.
  • the first clutch 40 When the first clutch 40 is connected, the first input shaft 11 and the second input shaft 12 are connected, and when the first clutch 40 is disengaged, the first input shaft 11 and the second input shaft 12 are released from the connected state. To. Therefore, when the first clutch 40 is engaged, the power of the first motor 16 is transmitted to the output shaft 14, and when the first clutch 40 is disengaged, the transmission of the power of the first motor 16 to the output shaft 14 is cut off.
  • the second motor 17 can always transmit power to the output shaft 14 via the first reduction mechanism 30.
  • the second deceleration mechanism 50 is a mechanism that transmits the power of the first input shaft 11 to the take-out shaft 15.
  • the second reduction gear mechanism 50 includes a fifth gear 51 coupled to the first input shaft 11 and a sixth gear 52 engaged with the fifth gear 51 and coupled to the take-out shaft 15.
  • the first motor 16 can always transmit power to the take-out shaft 15 via the second reduction mechanism 50.
  • the third reduction gear mechanism 60 is a mechanism that transmits the power of the first input shaft 11 to the output shaft 14 via the second clutch 70 and the first intermediate shaft 13.
  • the third reduction mechanism 60 is coupled to the fifth gear 51 that is coupled to the first input shaft 11, the seventh gear 61 that meshes with the fifth gear 51 and is arranged on the first intermediate shaft 13, and the first intermediate shaft 13.
  • a third gear 33 and a fourth gear 34 that engages with the third gear 33 and is coupled to the differential device 19 are provided.
  • the third reduction gear mechanism 60 is set with a gear train different from the gear trains constituting the first reduction gear mechanism 30.
  • the third reduction gear mechanism 60 is set to a reduction ratio different from that of the first reduction gear mechanism 30 by the engagement between the fifth gear 51 and the seventh gear 61 and the engagement between the third gear 33 and the fourth gear 34.
  • the reduction ratio of the third reduction mechanism 60 is larger than the reduction ratio of the first reduction mechanism 30.
  • the second clutch 70 is arranged on the first intermediate shaft 13.
  • the second clutch 70 is a meshing clutch such as a dog clutch.
  • the second clutch 70 is engaged, the first intermediate shaft 13 and the seventh gear 61 are connected, and when the second clutch 70 is disengaged, the first intermediate shaft 13 and the seventh gear 61 are released from the connected state. Therefore, when the second clutch 70 is engaged, the power of the first motor 16 is transmitted to the output shaft 14, and when the second clutch 70 is disengaged, the transmission of the power of the first motor 16 to the output shaft 14 is cut off.
  • the vehicle drive device 10 drives at least the first motor 16 at high speed, engages the first clutch 40, and disengages the second clutch 70.
  • the power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30 having a reduction ratio smaller than that of the third reduction mechanism 60. Since the power of the first motor 16 is transmitted to the take-out shaft 15 via the second deceleration mechanism 50, the power take-out device 18 can be operated even during high-speed traveling.
  • the first motor 16 when traveling at low speed, the first motor 16 is driven, the second motor 17 is stopped, the first clutch 40 is disengaged, and the second clutch 70 is engaged.
  • the power of the first motor 16 is transmitted to the output shaft 14 via the third reduction mechanism 60 having a reduction ratio larger than that of the first reduction mechanism 30.
  • the torque of the output shaft 14 can be increased as compared with the case where the power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30.
  • the power take-out device 18 can be operated even during low-speed traveling.
  • the first motor 16 when the first motor 16 is stopped, the second motor 17 is driven, and the first clutch 40 is disengaged, the power of the second motor 17 is not transmitted to the take-out shaft 15.
  • the power of the second motor 17 is transmitted to the output shaft 14 via the first reduction mechanism 30.
  • the vehicle can travel without operating the power extraction device 18.
  • the power of the second motor 17 By disengaging the first clutch 40, the power of the second motor 17 is not transmitted to the first input shaft 11, so that the drag loss due to the first input shaft 11 rotating the first motor 16 can be suppressed.
  • the power of the first motor 16 is not transmitted to the output shaft 14.
  • the power of the first motor 16 is transmitted to the take-out shaft 15 via the second speed reduction mechanism 50. Therefore, the power extraction device 18 can be operated when the vehicle is stopped.
  • the power of the first motor 16 is not transmitted to the second input shaft 12, so that the drag loss due to the second input shaft 12 rotating the second motor 17 can be suppressed.
  • the vehicle drive device 10 includes the take-out shaft 15 through which the power of the first motor 16 and the second motor 17 is transmitted. Therefore, the power of the first motor 16 and the second motor 17 can be taken out from the take-out shaft 15 and used as power other than the output shaft 14 (axle).
  • the power of the first input shaft 11 is transmitted to the output shaft 14 by the first deceleration mechanism 30, and the power of the first input shaft 11 is transmitted to the take-out shaft 15 by the second deceleration mechanism 50. Therefore, the first motor 16 can simultaneously transmit power to the output shaft 14 and the take-out shaft 15.
  • the power of the first input shaft 11 is transmitted to the output shaft 14 by the third reduction mechanism 60 at a reduction ratio different from the reduction ratio of the first reduction mechanism 30. Since the second clutch 70 transmits and shuts off the power by the third reduction mechanism 60, the torque of the output shaft 14 by the power of the first motor 16 can be changed.
  • the first clutch 40 transmits and shuts off power by the first deceleration mechanism 30.
  • the third reduction mechanism 60 transmits power to the output shaft 14, and when the first clutch 40 is connected and the second clutch 70 is disengaged, the first reduction mechanism 30 outputs. Power is transmitted to the shaft 14. Therefore, the torque of the output shaft 14 can be easily changed by the power of the first motor 16.
  • the first input shaft 11 and the second input shaft 12 are arranged coaxially.
  • the first clutch 40 transmits and disengages power between the first input shaft 11 and the second input shaft 12. Therefore, when the first clutch 40 is connected, the power of the first motor 16 and the second motor 17 can be simultaneously transmitted to the output shaft 14.
  • FIG. 2 is a skeleton diagram of the vehicle drive device 80 according to the second embodiment.
  • the vehicle drive device 80 includes a first input shaft 11, a second input shaft 12, a first intermediate shaft 13, an output shaft 14, an extraction shaft 15, and a second intermediate shaft 82.
  • the first input shaft 11 (second input shaft 12), the first intermediate shaft 13, the output shaft 14, the take-out shaft 15, and the second intermediate shaft 82 are arranged in parallel.
  • the second deceleration mechanism 81 is a mechanism that transmits the power of the first input shaft 11 to the take-out shaft 15.
  • the second reduction gear 81 engages with the fifth gear 51 coupled to the first input shaft 11, the eighth gear 83 engaged with the fifth gear 51 and coupled with the second intermediate shaft 82, and the take-out shaft 15 engaged with the eighth gear 83.
  • a ninth gear 84 which is coupled to the above, is provided.
  • the first motor 16 can always transmit power to the take-out shaft 15 via the second reduction mechanism 81.
  • the distance between the first input shaft 11 and the take-out shaft 15 is adjusted by the second intermediate shaft 82 arranged between the first input shaft 11 and the take-out shaft 15.
  • the first motor 16, the second motor 17, and the power extraction device 18 can be arranged. Therefore, the first motor 16, the second motor 17, and the power extraction device 18 having large dimensions can be adopted.
  • FIG. 3 is a skeleton diagram of the vehicle drive device 90 according to the third embodiment.
  • the third reduction mechanism 91 of the vehicle drive device 90 transmits the power of the first input shaft 11 to the output shaft 14 via the second clutch 93, the take-out shaft 15, the second input shaft 12, and the first intermediate shaft 13. It is a mechanism to do.
  • the fifth gear 51 coupled to the first input shaft 11, the sixth gear 52 engaged with the fifth gear 51 and coupled to the take-out shaft 15, and the second clutch 93 are connected to the take-out shaft 15.
  • a third gear 33 coupled to the intermediate shaft 13 and a fourth gear 34 engaged with the third gear 33 and coupled to the differential device 19 are provided.
  • the third reduction gear mechanism 91 a gear train that partially overlaps the gear trains constituting the first reduction gear mechanism 30 is set.
  • the third reduction mechanism 91 is set to a reduction ratio different from that of the first reduction mechanism 30.
  • the reduction ratio of the third reduction mechanism 91 is larger than the reduction ratio of the first reduction mechanism 30.
  • the second clutch 93 is arranged on the take-out shaft 15.
  • the second clutch 93 is a meshing clutch such as a dog clutch.
  • the second clutch 93 is connected, the take-out shaft 15 and the tenth gear 92 are connected, and when the second clutch 93 is disengaged, the take-out shaft 15 and the tenth gear 92 are released from the connected state. Therefore, when the second clutch 93 is connected, the power of the first motor 16 is transmitted to the output shaft 14, and when the second clutch 93 is disengaged, the transmission of the power of the first motor 16 to the output shaft 14 is cut off.
  • the vehicle drive device 90 drives at least the first motor 16 at high speed, engages the first clutch 40, and disengages the second clutch 93.
  • the power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30 having a reduction ratio smaller than that of the third reduction mechanism 91. Since the power of the first motor 16 is transmitted to the take-out shaft 15 via the second deceleration mechanism 50, the power take-out device 18 can be operated even during high-speed traveling.
  • the first motor 16 when traveling at low speed, the first motor 16 is driven, the second motor 17 is stopped, the first clutch 40 is disengaged, and the second clutch 93 is engaged.
  • the power of the first motor 16 is transmitted to the output shaft 14 via the third reduction mechanism 91 having a reduction ratio larger than that of the first reduction mechanism 30.
  • the torque of the output shaft 14 can be increased as compared with the case where the power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30.
  • the power take-out device 18 can be operated even during low-speed traveling.
  • the power of the second motor 17 is not transmitted to the take-out shaft 15.
  • the power of the second motor 17 is transmitted to the output shaft 14 via the first reduction mechanism 30.
  • the vehicle can travel without operating the power extraction device 18.
  • the power of the second motor 17 is not transmitted to the first input shaft 11, so that the drag loss due to the first input shaft 11 rotating the first motor 16 can be suppressed.
  • the power extraction device 18 can be operated when the vehicle is stopped.
  • the power of the first motor 16 is not transmitted to the second input shaft 12, so that the drag loss due to the second input shaft 12 rotating the second motor 17 is suppressed. it can.
  • the maximum number of gears arranged on each of the first input shaft 11, the second input shaft 12, the first intermediate shaft 13, the output shaft 14, and the take-out shaft 15 is two, three or more gears on one shaft.
  • the length of the shaft can be shortened as compared with the case where is arranged.
  • the length of the vehicle drive device 90 in the axial direction (horizontal direction in FIG. 3) can be shortened.
  • FIG. 4 is a skeleton diagram of the vehicle drive device 100 according to the fourth embodiment.
  • the first input shaft 11 (second input shaft 12), the first intermediate shaft 13, the output shaft 14, the take-out shaft 15, and the second intermediate shaft 102 are arranged in parallel.
  • the second deceleration mechanism 101 of the vehicle drive device 100 is a mechanism that transmits the power of the first input shaft 11 to the take-out shaft 15.
  • the second reduction gear mechanism 101 engages with the fifth gear 51 coupled to the first input shaft 11, the eleventh gear 103 engaged with the fifth gear 51 and coupled with the second intermediate shaft 102, and the take-out shaft 15 engaged with the eleventh gear 103.
  • a twelfth gear 104, which is coupled to, is provided.
  • the first motor 16 can always transmit power to the take-out shaft 15 via the second speed reduction mechanism 101.
  • the third reduction gear mechanism 105 is a mechanism for transmitting the power of the first input shaft 11 to the output shaft 14 via the second clutch 107, the second intermediate shaft 102, the second input shaft 12, and the first intermediate shaft 13. .
  • the third reduction mechanism 105 includes a fifth gear 51 that engages with the first input shaft 11, an eleventh gear 103 that engages with the fifth gear 51 and engages with the second intermediate shaft 102, and a second clutch 107 that engages with the second intermediate shaft.
  • the 13th gear 106 to be connected to 102, the 1st gear 31 meshing with the 13th gear 106 and coupling to the 2nd input shaft 12, and the 2nd gear 32 engaging with the 1st gear 31 and coupling to the 1st intermediate shaft 13.
  • a third gear 33 coupled to the first intermediate shaft 13 and a fourth gear 34 engaged with the third gear 33 and coupled to the differential device 19 are provided.
  • the third reduction gear mechanism 105 a gear train that partially overlaps the gear trains constituting the first reduction gear mechanism 30 is set.
  • the third reduction mechanism 105 is set to a reduction ratio different from that of the first reduction mechanism 30.
  • the reduction ratio of the third reduction mechanism 105 is larger than the reduction ratio of the first reduction mechanism 30.
  • the second clutch 107 is arranged on the second intermediate shaft 102.
  • the second clutch 107 is a meshing clutch such as a dog clutch.
  • the second clutch 107 is connected, the second intermediate shaft 102 and the thirteenth gear 106 are connected, and when the second clutch 107 is disengaged, the second intermediate shaft 102 and the thirteenth gear 106 are released from the connected state. Therefore, when the second clutch 107 is connected, the power of the first motor 16 is transmitted to the output shaft 14, and when the second clutch 107 is disengaged, the transmission of the power of the first motor 16 to the output shaft 14 is cut off.
  • the vehicle drive device 100 drives at least the first motor 16 at high speed, engages the first clutch 40, and disengages the second clutch 107.
  • the power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30 having a reduction ratio smaller than that of the third reduction mechanism 105. Since the power of the first motor 16 is transmitted to the take-out shaft 15 via the second deceleration mechanism 101, the power take-out device 18 can be operated even during high-speed traveling.
  • the first motor 16 when traveling at low speed, the first motor 16 is driven, the second motor 17 is stopped, the first clutch 40 is disengaged, and the second clutch 107 is engaged.
  • the power of the first motor 16 is transmitted to the output shaft 14 via the third reduction mechanism 105 having a reduction ratio larger than that of the first reduction mechanism 30.
  • the torque of the output shaft 14 can be increased as compared with the case where the power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30.
  • the power take-out device 18 can be operated even during low-speed traveling.
  • the first motor 16 when the first motor 16 is stopped, the second motor 17 is driven, and the first clutch 40 and the second clutch are disengaged, the power of the second motor 17 is not transmitted to the take-out shaft 15.
  • the power of the second motor 17 is transmitted to the output shaft 14 via the first reduction mechanism 30.
  • the vehicle can travel without operating the power extraction device 18.
  • the power of the second motor 17 By disengaging the first clutch 40, the power of the second motor 17 is not transmitted to the first input shaft 11, so that the drag loss due to the first input shaft 11 rotating the first motor 16 can be suppressed.
  • the power of the first motor 16 is not transmitted to the output shaft 14.
  • the power of the first motor 16 is transmitted to the take-out shaft 15 via the second deceleration mechanism 101. Therefore, the power extraction device 18 can be operated when the vehicle is stopped.
  • the power of the first motor 16 is not transmitted to the second input shaft 12, so that the drag loss due to the second input shaft 12 rotating the second motor 17 can be suppressed.
  • the maximum number of gears arranged in each of the first input shaft 11, the second input shaft 12, the first intermediate shaft 13, the second intermediate shaft 102, the output shaft 14, and the take-out shaft 15 is two, one shaft.
  • the length of the shaft can be shortened as compared with the case where three or more gears are arranged in the.
  • the length of the vehicle drive device 100 in the axial direction can be shortened.
  • the second intermediate shaft 102 arranged between the first input shaft 11 and the take-out shaft 15 adjusts the distance between the first input shaft 11 and the take-out shaft 15 to adjust the distance between the first motor 16 and the second motor 16.
  • the motor 17 and the power extraction device 18 can be arranged. Therefore, the first motor 16, the second motor 17, and the power extraction device 18 having large dimensions can be adopted.
  • first intermediate shaft 13 is arranged between the first input shaft 11, the second input shaft 12, and the output shaft 14
  • present invention is not necessarily limited to this. It is naturally possible to provide a plurality of first intermediate shafts 13, arrange gears on the first intermediate shaft 13, and provide gear trains forming a part of the first reduction mechanism and the third reduction mechanism on the first intermediate shaft 13. Is.
  • the present invention is not necessarily limited to this.
  • the motor having the torque characteristic for low speed is referred to as the first motor 16
  • the motor having the torque characteristic for high speed is referred to as the second motor 17.
  • the first motor 16 having torque characteristics for low speed is a motor having a torque peak value on the low rotation side.
  • the second motor 17 having torque characteristics for high speed is a motor having a torque peak value on the higher rotation speed side than the rotation speed at which the torque of the first motor 16 peaks.
  • first input shaft 11 and the second input shaft 12 directly receive the driving force of the first motor 16 and the second motor 17
  • present invention is not necessarily limited to this.
  • the present invention is not necessarily limited to this.
  • any of the front wheels and the rear wheels of the vehicle on which the vehicle drive devices 10, 80, 90, and 100 are mounted is driven by the first motor 16 and the second motor 17, and the remaining wheels.
  • a two-wheel drive vehicle in which either the front wheels or the rear wheels are driven by the first motor 16 and the second motor 17
  • a four-wheel drive vehicle in which the front and rear wheels are driven by the first motor 16 and the second motor 17.
  • first clutch and the second clutch are meshing clutches
  • the present invention is not necessarily limited to this.
  • first clutch or the second clutch as another clutch.
  • clutches include friction clutches such as disc clutches, drum clutches, and conical clutches.
  • synchromesh it is possible to incorporate a synchromesh into the first clutch and the second clutch.
  • the first motor 16 when the first motor 16 is driven at low speed, the second motor 17 is stopped, the first clutch 40 is disengaged, and the second clutches 70, 93, 107 are connected, that is, the power of the first motor 16 is supplied.
  • the case of transmitting to the wheel 20 has been described. However, it is not always limited to this. It is of course possible to drive both the first motor 16 and the second motor 17 to obtain greater power.
  • Vehicle drive device 11 1st input shaft 12 2nd input shaft 14 Output shaft 15 Extraction shaft 16 1st motor 17 2nd motor 30 1st deceleration mechanism 40 1st clutch 50, 81, 101 2 deceleration mechanism 60,91,105 3rd deceleration mechanism 70,93,107 2nd clutch

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  • Life Sciences & Earth Sciences (AREA)
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  • Power Engineering (AREA)
  • Transportation (AREA)
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  • Hybrid Electric Vehicles (AREA)

Abstract

Provided is a vehicle drive device in which the power of a motor can be used as a drive force for other than an output axis. The vehicle drive device is provided with: a first input axis (11) and a second input axis (12) connected to a first motor (16) and a second motor (17), respectively; an output axis (14) for outputting at least the power of the first motor (16); and a take-out axis (15) for taking out the power of at least either the first motor (16) or the second motor (17). The power of the take-out axis (15) operates a power take-out device (PTO).

Description

車両用駆動装置Vehicle drive
　本発明は車両用駆動装置に関し、特にモータの出力を出力軸に伝達する車両用駆動装置に関するものである。 The present invention relates to a vehicle drive device, and more particularly to a vehicle drive device that transmits the output of a motor to an output shaft.
　第１モータ及び第２モータの動力を出力軸に伝達する車両用駆動装置が知られている（特許文献１）。 A vehicle drive device that transmits the power of the first motor and the second motor to the output shaft is known (Patent Document 1).
特開２００８－２４７１６９号公報Japanese Unexamined Patent Publication No. 2008-247169
　しかし、特許文献１に開示される技術では、車両に架装されたクレーンやポンプ等の装置（以下「架装装置」と称す）の動力として、第１モータや第２モータの動力を使えないという問題点がある。 However, in the technology disclosed in Patent Document 1, the power of the first motor and the second motor cannot be used as the power of a device such as a crane or a pump mounted on a vehicle (hereinafter referred to as "mounting device"). There is a problem.
　本発明は上述の問題点を解決するためになされたものであり、第１モータや第２モータの動力を出力軸以外の駆動力にできる車両用駆動装置を提供することを目的としている。 The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a vehicle drive device capable of using the power of the first motor and the second motor as a driving force other than the output shaft.
　この目的を達成するために本発明の車両用駆動装置は、第１モータ及び第２モータにそれぞれ結合する第１入力軸および第２入力軸と、第１モータの動力を少なくとも出力する出力軸と、第１モータ及び第２モータの少なくとも一方の動力を取り出す取出軸と、を備えている。 In order to achieve this object, the vehicle drive device of the present invention includes a first input shaft and a second input shaft coupled to the first motor and the second motor, respectively, and an output shaft that outputs at least the power of the first motor. , A take-out shaft that takes out the power of at least one of the first motor and the second motor.
　請求項１記載の車両用駆動装置によれば、第１モータの動力を少なくとも出力する出力軸の他に、第１モータ及び第２モータの少なくとも一方の動力を取り出す取出軸を備えている。よって、第１モータや第２モータの動力を取出軸の駆動力にできる。 According to the vehicle drive device according to claim 1, in addition to the output shaft that outputs at least the power of the first motor, an take-out shaft that takes out the power of at least one of the first motor and the second motor is provided. Therefore, the power of the first motor and the second motor can be used as the driving force of the take-out shaft.
　請求項２記載の車両用駆動装置によれば、第１減速機構により第１入力軸の動力が出力軸に伝達され、第２減速機構により第１入力軸の動力が取出軸に伝達される。従って、請求項１の効果に加え、第１モータによって同時に出力軸および取出軸を駆動できる。 According to the vehicle drive device according to claim 2, the power of the first input shaft is transmitted to the output shaft by the first deceleration mechanism, and the power of the first input shaft is transmitted to the take-out shaft by the second deceleration mechanism. Therefore, in addition to the effect of claim 1, the output shaft and the take-out shaft can be driven simultaneously by the first motor.
　請求項３記載の車両用駆動装置によれば、第３減速機構により第１減速機構の減速比と異なる減速比で第１入力軸の動力が出力軸に伝達される。第２クラッチは第３減速機構による動力の伝達および遮断を行うので、請求項２の効果に加え、第１モータによる出力軸のトルクを変更できる。 According to the vehicle drive device according to claim 3, the power of the first input shaft is transmitted to the output shaft by the third reduction mechanism at a reduction ratio different from the reduction ratio of the first reduction mechanism. Since the second clutch transmits and disengages power by the third reduction mechanism, in addition to the effect of claim 2, the torque of the output shaft by the first motor can be changed.
　請求項４記載の車両用駆動装置によれば、第１クラッチは第１減速機構による動力の伝達および遮断を行う。第１クラッチを切って第２クラッチをつなぐと第３減速機構は出力軸に動力を伝達し、第１クラッチをつないで第２クラッチを切ると第１減速機構は出力軸に動力を伝達する。よって、請求項３の効果に加え、第１モータによる出力軸のトルクの変更を簡易にできる。 According to the vehicle drive device according to claim 4, the first clutch transmits and disengages power by the first deceleration mechanism. When the first clutch is disengaged and the second clutch is engaged, the third reduction gear mechanism transmits power to the output shaft, and when the first clutch is engaged and the second clutch is disengaged, the first reduction gear mechanism transmits power to the output shaft. Therefore, in addition to the effect of claim 3, the torque of the output shaft can be easily changed by the first motor.
　請求項５記載の車両用駆動装置によれば、第１入力軸および第２入力軸は同軸上に配置される。第１クラッチは、第１入力軸と第２入力軸との間の動力の伝達および遮断を行う。よって、請求項４の効果に加え、第１クラッチをつなぐと第１モータ及び第２モータの動力を同時に出力軸に伝達できる。 According to the vehicle drive device according to claim 5, the first input shaft and the second input shaft are arranged coaxially. The first clutch transmits and disengages power between the first input shaft and the second input shaft. Therefore, in addition to the effect of claim 4, when the first clutch is engaged, the power of the first motor and the second motor can be simultaneously transmitted to the output shaft.
第１実施の形態における車両用駆動装置のスケルトン図である。It is a skeleton diagram of the drive device for a vehicle in 1st Embodiment. 第２実施の形態における車両用駆動装置のスケルトン図である。It is a skeleton diagram of the drive device for a vehicle in 2nd Embodiment. 第３実施の形態における車両用駆動装置のスケルトン図である。It is a skeleton figure of the drive device for a vehicle in 3rd Embodiment. 第４実施の形態における車両用駆動装置のスケルトン図である。It is a skeleton diagram of the drive device for a vehicle in 4th Embodiment.
　以下、本発明の好ましい実施の形態について添付図面を参照して説明する。まず図１を参照して第１実施の形態における車両用駆動装置１０について説明する。図１は第１実施の形態における車両用駆動装置１０のスケルトン図である。車両用駆動装置１０は、クレーンやポンプ等の架装装置を備えた建設機械やトラクター等の農業機械、トラック等の車両に搭載される。 Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, the vehicle drive device 10 according to the first embodiment will be described with reference to FIG. FIG. 1 is a skeleton diagram of the vehicle drive device 10 according to the first embodiment. The vehicle drive device 10 is mounted on a construction machine equipped with a mounting device such as a crane or a pump, an agricultural machine such as a tractor, or a vehicle such as a truck.
　図１に示すように車両用駆動装置１０は、第１入力軸１１、第２入力軸１２、第１中間軸１３、出力軸１４及び取出軸１５を備えている。第１入力軸１１及び第２入力軸１２は同軸上に配置される。第１入力軸１１に第１モータ１６が結合し、第２入力軸１２に第２モータ１７が結合する。取出軸１５に動力取出装置（ＰＴＯ：Ｐｏｗｅｒ　ｔａｋｅ－ｏｆｆ）１８が結合する。動力取出装置１８は、車両に搭載された架装装置（図示せず）を作動させるための装置である。第１入力軸１１（第２入力軸１２）、第１中間軸１３、出力軸１４及び取出軸１５は平行に配置されている。 As shown in FIG. 1, the vehicle drive device 10 includes a first input shaft 11, a second input shaft 12, a first intermediate shaft 13, an output shaft 14, and an extraction shaft 15. The first input shaft 11 and the second input shaft 12 are arranged coaxially. The first motor 16 is coupled to the first input shaft 11, and the second motor 17 is coupled to the second input shaft 12. A power take-off device (PTO: Power take-off) 18 is coupled to the take-out shaft 15. The power extraction device 18 is a device for operating a bodywork device (not shown) mounted on the vehicle. The first input shaft 11 (second input shaft 12), the first intermediate shaft 13, the output shaft 14, and the take-out shaft 15 are arranged in parallel.
　本実施形態では、第１入力軸１１及び第２入力軸１２は、それぞれ第１モータ１６及び第２モータ１７の駆動力を直接受ける主軸である。また、出力軸１４は車軸であり、出力軸１４の中央に差動装置１９が配置され、出力軸１４の両端に車輪２０がそれぞれ配置されている。車両用駆動装置１０を搭載した車両は、車輪２０以外に複数の車輪（図示せず）が配置されており、出力軸１４及び車輪２０の回転駆動により走行できる。 In the present embodiment, the first input shaft 11 and the second input shaft 12 are spindles that directly receive the driving force of the first motor 16 and the second motor 17, respectively. Further, the output shaft 14 is an axle, a differential device 19 is arranged at the center of the output shaft 14, and wheels 20 are arranged at both ends of the output shaft 14. A vehicle equipped with the vehicle drive device 10 has a plurality of wheels (not shown) arranged in addition to the wheels 20, and can travel by rotationally driving the output shaft 14 and the wheels 20.
　第１入力軸１１及び第２入力軸１２は、パイロットベアリング（図示せず）を介して互いに相対回転可能に連結されている。これにより、第１入力軸１１及び第２入力軸１２を軸受でそれぞれ支持する場合に比べ、軸受の点数を減らすことができる。 The first input shaft 11 and the second input shaft 12 are rotatably connected to each other via a pilot bearing (not shown). As a result, the number of bearings can be reduced as compared with the case where the first input shaft 11 and the second input shaft 12 are supported by bearings, respectively.
　第１モータ１６及び第２モータ１７は、第１入力軸１１及び第２入力軸１２にそれぞれ回転駆動力を与える装置である。本実施形態では第１モータ１６及び第２モータ１７は電動モータである。第１モータ１６及び第２モータ１７は同一のトルク特性を有している。 The first motor 16 and the second motor 17 are devices that apply rotational driving force to the first input shaft 11 and the second input shaft 12, respectively. In the present embodiment, the first motor 16 and the second motor 17 are electric motors. The first motor 16 and the second motor 17 have the same torque characteristics.
　第１減速機構３０は、第１クラッチ４０及び第１中間軸１３を介して第１入力軸１１の動力を出力軸１４に伝達する機構である。第１減速機構３０は、第２入力軸１２に結合する第１ギヤ３１と、第１ギヤ３１にかみ合い第１中間軸１３に結合する第２ギヤ３２と、第１中間軸１３に結合する第３ギヤ３３と、第３ギヤ３３にかみ合い差動装置１９に結合する第４ギヤ３４と、を備えている。第１減速機構３０は、第１ギヤ３１と第２ギヤ３２とのかみ合い、第３ギヤ３３と第４ギヤ３４とのかみ合いによる減速比に設定される。 The first deceleration mechanism 30 is a mechanism that transmits the power of the first input shaft 11 to the output shaft 14 via the first clutch 40 and the first intermediate shaft 13. The first reduction mechanism 30 has a first gear 31 coupled to the second input shaft 12, a second gear 32 engaged with the first gear 31 and coupled to the first intermediate shaft 13, and a first gear 32 coupled to the first intermediate shaft 13. It includes a 3rd gear 33 and a 4th gear 34 that engages with the 3rd gear 33 and is coupled to the differential device 19. The first reduction gear mechanism 30 is set to a reduction ratio based on the engagement between the first gear 31 and the second gear 32 and the engagement between the third gear 33 and the fourth gear 34.
　第１クラッチ４０は、第１入力軸１１及び第２入力軸１２の軸上に配置されている。本実施形態では、第１クラッチ４０はドッグクラッチ等のかみ合いクラッチである。第１クラッチ４０をつなぐと第１入力軸１１と第２入力軸１２とが連結状態になり、第１クラッチ４０を切ると第１入力軸１１と第２入力軸１２とが連結状態から解除される。従って、第１クラッチ４０をつなぐと第１モータ１６の動力が出力軸１４に伝達され、第１クラッチ４０を切ると第１モータ１６の動力の出力軸１４への伝達が遮断される。第２モータ１７は第１減速機構３０を介して常に出力軸１４に動力を伝達できる。 The first clutch 40 is arranged on the axes of the first input shaft 11 and the second input shaft 12. In the present embodiment, the first clutch 40 is a meshing clutch such as a dog clutch. When the first clutch 40 is connected, the first input shaft 11 and the second input shaft 12 are connected, and when the first clutch 40 is disengaged, the first input shaft 11 and the second input shaft 12 are released from the connected state. To. Therefore, when the first clutch 40 is engaged, the power of the first motor 16 is transmitted to the output shaft 14, and when the first clutch 40 is disengaged, the transmission of the power of the first motor 16 to the output shaft 14 is cut off. The second motor 17 can always transmit power to the output shaft 14 via the first reduction mechanism 30.
　第２減速機構５０は、第１入力軸１１の動力を取出軸１５に伝達する機構である。第２減速機構５０は、第１入力軸１１に結合する第５ギヤ５１と、第５ギヤ５１にかみ合い取出軸１５に結合する第６ギヤ５２と、を備えている。第１モータ１６は第２減速機構５０を介して常に取出軸１５に動力を伝達できる。 The second deceleration mechanism 50 is a mechanism that transmits the power of the first input shaft 11 to the take-out shaft 15. The second reduction gear mechanism 50 includes a fifth gear 51 coupled to the first input shaft 11 and a sixth gear 52 engaged with the fifth gear 51 and coupled to the take-out shaft 15. The first motor 16 can always transmit power to the take-out shaft 15 via the second reduction mechanism 50.
　第３減速機構６０は、第２クラッチ７０及び第１中間軸１３を介して第１入力軸１１の動力を出力軸１４に伝達する機構である。第３減速機構６０は、第１入力軸１１に結合する第５ギヤ５１と、第５ギヤ５１にかみ合い第１中間軸１３に配置された第７ギヤ６１と、第１中間軸１３に結合する第３ギヤ３３と、第３ギヤ３３にかみ合い差動装置１９に結合する第４ギヤ３４と、を備えている。第３減速機構６０は第１減速機構３０を構成する歯車列とは異なる歯車列が設定されている。第３減速機構６０は、第５ギヤ５１と第７ギヤ６１とのかみ合い、第３ギヤ３３と第４ギヤ３４とのかみ合いにより、第１減速機構３０とは異なる減速比に設定される。本実施形態では、第３減速機構６０の減速比は第１減速機構３０の減速比よりも大きい。 The third reduction gear mechanism 60 is a mechanism that transmits the power of the first input shaft 11 to the output shaft 14 via the second clutch 70 and the first intermediate shaft 13. The third reduction mechanism 60 is coupled to the fifth gear 51 that is coupled to the first input shaft 11, the seventh gear 61 that meshes with the fifth gear 51 and is arranged on the first intermediate shaft 13, and the first intermediate shaft 13. A third gear 33 and a fourth gear 34 that engages with the third gear 33 and is coupled to the differential device 19 are provided. The third reduction gear mechanism 60 is set with a gear train different from the gear trains constituting the first reduction gear mechanism 30. The third reduction gear mechanism 60 is set to a reduction ratio different from that of the first reduction gear mechanism 30 by the engagement between the fifth gear 51 and the seventh gear 61 and the engagement between the third gear 33 and the fourth gear 34. In the present embodiment, the reduction ratio of the third reduction mechanism 60 is larger than the reduction ratio of the first reduction mechanism 30.
　第２クラッチ７０は第１中間軸１３に配置されている。本実施形態では、第２クラッチ７０はドッグクラッチ等のかみ合いクラッチである。第２クラッチ７０をつなぐと第１中間軸１３と第７ギヤ６１とが連結状態になり、第２クラッチ７０を切ると第１中間軸１３と第７ギヤ６１とが連結状態から解除される。従って、第２クラッチ７０をつなぐと第１モータ１６の動力が出力軸１４に伝達され、第２クラッチ７０を切ると第１モータ１６の動力の出力軸１４への伝達が遮断される。 The second clutch 70 is arranged on the first intermediate shaft 13. In the present embodiment, the second clutch 70 is a meshing clutch such as a dog clutch. When the second clutch 70 is engaged, the first intermediate shaft 13 and the seventh gear 61 are connected, and when the second clutch 70 is disengaged, the first intermediate shaft 13 and the seventh gear 61 are released from the connected state. Therefore, when the second clutch 70 is engaged, the power of the first motor 16 is transmitted to the output shaft 14, and when the second clutch 70 is disengaged, the transmission of the power of the first motor 16 to the output shaft 14 is cut off.
　車両用駆動装置１０の動作について説明する。車両用駆動装置１０は、高速走行時には、少なくとも第１モータ１６を駆動し、第１クラッチ４０をつなぎ、第２クラッチ７０を切る。第１モータ１６の動力は、第３減速機構６０よりも減速比の小さい第１減速機構３０を介して出力軸１４に伝達される。第１モータ１６の動力は第２減速機構５０を介して取出軸１５に伝達されるので、高速走行時も動力取出装置１８を作動できる。 The operation of the vehicle drive device 10 will be described. The vehicle drive device 10 drives at least the first motor 16 at high speed, engages the first clutch 40, and disengages the second clutch 70. The power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30 having a reduction ratio smaller than that of the third reduction mechanism 60. Since the power of the first motor 16 is transmitted to the take-out shaft 15 via the second deceleration mechanism 50, the power take-out device 18 can be operated even during high-speed traveling.
　この状態で第１モータ１６と一緒に第２モータ１７を駆動すると、第１モータ１６だけを駆動する場合に比べて、出力軸１４及び取出軸１５のトルクを大きくできる。その結果、高速走行時も十分な駆動トルクを得て安定に加速できる。 When the second motor 17 is driven together with the first motor 16 in this state, the torque of the output shaft 14 and the take-out shaft 15 can be increased as compared with the case where only the first motor 16 is driven. As a result, sufficient driving torque can be obtained and stable acceleration can be obtained even during high-speed driving.
　これに対し低速走行時には、第１モータ１６を駆動し、第２モータ１７を停止し、第１クラッチ４０を切り、第２クラッチ７０をつなぐ。第１モータ１６の動力は、第１減速機構３０よりも減速比の大きい第３減速機構６０を介して出力軸１４に伝達される。これにより、第１減速機構３０を介して第１モータ１６の動力を出力軸１４に伝達する場合に比べて、出力軸１４のトルクを大きくできる。このときも第１モータ１６の動力は第２減速機構５０を介して取出軸１５に伝達されるので、低速走行時も動力取出装置１８を作動できる。第１クラッチ４０を切ることにより、第１モータ１６の動力が第２入力軸１２に伝達されないので、第２入力軸１２が第２モータ１７を回転させることによる引き摺り損失を抑制できる。 On the other hand, when traveling at low speed, the first motor 16 is driven, the second motor 17 is stopped, the first clutch 40 is disengaged, and the second clutch 70 is engaged. The power of the first motor 16 is transmitted to the output shaft 14 via the third reduction mechanism 60 having a reduction ratio larger than that of the first reduction mechanism 30. As a result, the torque of the output shaft 14 can be increased as compared with the case where the power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30. At this time as well, since the power of the first motor 16 is transmitted to the take-out shaft 15 via the second deceleration mechanism 50, the power take-out device 18 can be operated even during low-speed traveling. By disengaging the first clutch 40, the power of the first motor 16 is not transmitted to the second input shaft 12, so that the drag loss due to the second input shaft 12 rotating the second motor 17 can be suppressed.
　また、第１モータ１６を停止し、第２モータ１７を駆動し、第１クラッチ４０を切ると、第２モータ１７の動力は取出軸１５に伝達されない。第２モータ１７の動力は第１減速機構３０を介して出力軸１４に伝達される。その結果、動力取出装置１８を作動させずに走行できる。第１クラッチ４０を切ることにより、第２モータ１７の動力が第１入力軸１１に伝達されないので、第１入力軸１１が第１モータ１６を回転させることによる引き摺り損失を抑制できる。 Further, when the first motor 16 is stopped, the second motor 17 is driven, and the first clutch 40 is disengaged, the power of the second motor 17 is not transmitted to the take-out shaft 15. The power of the second motor 17 is transmitted to the output shaft 14 via the first reduction mechanism 30. As a result, the vehicle can travel without operating the power extraction device 18. By disengaging the first clutch 40, the power of the second motor 17 is not transmitted to the first input shaft 11, so that the drag loss due to the first input shaft 11 rotating the first motor 16 can be suppressed.
　第１モータ１６を駆動し、第２モータ１７を停止し、第１クラッチ４０及び第２クラッチ７０を切ると、第１モータ１６の動力は出力軸１４に伝達されない。第１モータ１６の動力は第２減速機構５０を介して取出軸１５に伝達される。よって、停車時に動力取出装置１８を作動できる。第１クラッチ４０を切ることにより、第１モータ１６の動力が第２入力軸１２に伝達されないので、第２入力軸１２が第２モータ１７を回転させることによる引き摺り損失を抑制できる。 When the first motor 16 is driven, the second motor 17 is stopped, and the first clutch 40 and the second clutch 70 are disengaged, the power of the first motor 16 is not transmitted to the output shaft 14. The power of the first motor 16 is transmitted to the take-out shaft 15 via the second speed reduction mechanism 50. Therefore, the power extraction device 18 can be operated when the vehicle is stopped. By disengaging the first clutch 40, the power of the first motor 16 is not transmitted to the second input shaft 12, so that the drag loss due to the second input shaft 12 rotating the second motor 17 can be suppressed.
　このように車両用駆動装置１０は、第１モータ１６や第２モータ１７の動力が伝達される取出軸１５を備えている。よって、第１モータ１６や第２モータ１７の動力を取出軸１５から取り出して出力軸１４（車軸）以外の動力として使うことができる。 As described above, the vehicle drive device 10 includes the take-out shaft 15 through which the power of the first motor 16 and the second motor 17 is transmitted. Therefore, the power of the first motor 16 and the second motor 17 can be taken out from the take-out shaft 15 and used as power other than the output shaft 14 (axle).
　第１減速機構３０により第１入力軸１１の動力が出力軸１４に伝達され、第２減速機構５０により第１入力軸１１の動力が取出軸１５に伝達される。従って、第１モータ１６によって同時に出力軸１４及び取出軸１５に動力を伝達できる。 The power of the first input shaft 11 is transmitted to the output shaft 14 by the first deceleration mechanism 30, and the power of the first input shaft 11 is transmitted to the take-out shaft 15 by the second deceleration mechanism 50. Therefore, the first motor 16 can simultaneously transmit power to the output shaft 14 and the take-out shaft 15.
　第３減速機構６０により第１減速機構３０の減速比と異なる減速比で第１入力軸１１の動力が出力軸１４に伝達される。第２クラッチ７０は第３減速機構６０による動力の伝達および遮断を行うので、第１モータ１６の動力による出力軸１４のトルクを変更できる。 The power of the first input shaft 11 is transmitted to the output shaft 14 by the third reduction mechanism 60 at a reduction ratio different from the reduction ratio of the first reduction mechanism 30. Since the second clutch 70 transmits and shuts off the power by the third reduction mechanism 60, the torque of the output shaft 14 by the power of the first motor 16 can be changed.
　第１クラッチ４０は第１減速機構３０による動力の伝達および遮断を行う。第１クラッチ４０を切って第２クラッチ７０をつなぐと第３減速機構６０は出力軸１４に動力を伝達し、第１クラッチ４０をつないで第２クラッチ７０を切ると第１減速機構３０は出力軸１４に動力を伝達する。よって、第１モータ１６の動力による出力軸１４のトルクの変更を簡易にできる。 The first clutch 40 transmits and shuts off power by the first deceleration mechanism 30. When the first clutch 40 is disengaged and the second clutch 70 is connected, the third reduction mechanism 60 transmits power to the output shaft 14, and when the first clutch 40 is connected and the second clutch 70 is disengaged, the first reduction mechanism 30 outputs. Power is transmitted to the shaft 14. Therefore, the torque of the output shaft 14 can be easily changed by the power of the first motor 16.
　第１入力軸１１及び第２入力軸１２は同軸上に配置されている。第１クラッチ４０は、第１入力軸１１と第２入力軸１２との間の動力の伝達および遮断を行う。よって、第１クラッチ４０をつなぐと第１モータ１６及び第２モータ１７の動力を同時に出力軸１４に伝達できる。 The first input shaft 11 and the second input shaft 12 are arranged coaxially. The first clutch 40 transmits and disengages power between the first input shaft 11 and the second input shaft 12. Therefore, when the first clutch 40 is connected, the power of the first motor 16 and the second motor 17 can be simultaneously transmitted to the output shaft 14.
　図２を参照して第２実施の形態について説明する。第２実施形態では、第１入力軸１１と取出軸１５との間に第２中間軸８２が配置される場合について説明する。なお、第１実施形態と同一の部分については、同一の符号を付して以下の説明を省略する。図２は第２実施の形態における車両用駆動装置８０のスケルトン図である。 The second embodiment will be described with reference to FIG. In the second embodiment, a case where the second intermediate shaft 82 is arranged between the first input shaft 11 and the take-out shaft 15 will be described. The same parts as those in the first embodiment are designated by the same reference numerals, and the following description will be omitted. FIG. 2 is a skeleton diagram of the vehicle drive device 80 according to the second embodiment.
　車両用駆動装置８０は、第１入力軸１１、第２入力軸１２、第１中間軸１３、出力軸１４、取出軸１５及び第２中間軸８２を備えている。第１入力軸１１（第２入力軸１２）、第１中間軸１３、出力軸１４、取出軸１５及び第２中間軸８２は平行に配置されている。 The vehicle drive device 80 includes a first input shaft 11, a second input shaft 12, a first intermediate shaft 13, an output shaft 14, an extraction shaft 15, and a second intermediate shaft 82. The first input shaft 11 (second input shaft 12), the first intermediate shaft 13, the output shaft 14, the take-out shaft 15, and the second intermediate shaft 82 are arranged in parallel.
　第２減速機構８１は、第１入力軸１１の動力を取出軸１５に伝達する機構である。第２減速機構８１は、第１入力軸１１に結合する第５ギヤ５１と、第５ギヤ５１にかみ合い第２中間軸８２に結合する第８ギヤ８３と、第８ギヤ８３にかみ合い取出軸１５に結合する第９ギヤ８４と、を備えている。第１モータ１６は第２減速機構８１を介して常に取出軸１５に動力を伝達できる。 The second deceleration mechanism 81 is a mechanism that transmits the power of the first input shaft 11 to the take-out shaft 15. The second reduction gear 81 engages with the fifth gear 51 coupled to the first input shaft 11, the eighth gear 83 engaged with the fifth gear 51 and coupled with the second intermediate shaft 82, and the take-out shaft 15 engaged with the eighth gear 83. A ninth gear 84, which is coupled to the above, is provided. The first motor 16 can always transmit power to the take-out shaft 15 via the second reduction mechanism 81.
　車両用駆動装置８０によれば、第１入力軸１１と取出軸１５との間に配置された第２中間軸８２により、第１入力軸１１と取出軸１５との軸間距離を調整して第１モータ１６や第２モータ１７、動力取出装置１８を配置できる。よって、寸法が大きい第１モータ１６や第２モータ１７、動力取出装置１８を採用できる。 According to the vehicle drive device 80, the distance between the first input shaft 11 and the take-out shaft 15 is adjusted by the second intermediate shaft 82 arranged between the first input shaft 11 and the take-out shaft 15. The first motor 16, the second motor 17, and the power extraction device 18 can be arranged. Therefore, the first motor 16, the second motor 17, and the power extraction device 18 having large dimensions can be adopted.
　図３を参照して第３実施の形態について説明する。第１実施形態および第２実施形態では、第１中間軸１３に第２クラッチ７０が配置された場合について説明した。これに対し第３実施形態では、取出軸１５に第２クラッチ９３が配置される場合について説明する。なお、第１実施形態と同一の部分については、同一の符号を付して以下の説明を省略する。図３は第３実施の形態における車両用駆動装置９０のスケルトン図である。 The third embodiment will be described with reference to FIG. In the first embodiment and the second embodiment, the case where the second clutch 70 is arranged on the first intermediate shaft 13 has been described. On the other hand, in the third embodiment, the case where the second clutch 93 is arranged on the take-out shaft 15 will be described. The same parts as those in the first embodiment are designated by the same reference numerals, and the following description will be omitted. FIG. 3 is a skeleton diagram of the vehicle drive device 90 according to the third embodiment.
　車両用駆動装置９０の第３減速機構９１は、第２クラッチ９３、取出軸１５、第２入力軸１２及び第１中間軸１３を介して、第１入力軸１１の動力を出力軸１４に伝達する機構である。第３減速機構９１は、第１入力軸１１に結合する第５ギヤ５１と、第５ギヤ５１にかみ合い取出軸１５に結合する第６ギヤ５２と、第２クラッチ９３が取出軸１５に連結状態にする第１０ギヤ９２と、第１０ギヤ９２にかみ合い第２入力軸１２に結合する第１ギヤ３１と、第１ギヤ３１にかみ合い第１中間軸１３に結合する第２ギヤ３２と、第１中間軸１３に結合する第３ギヤ３３と、第３ギヤ３３にかみ合い差動装置１９に結合する第４ギヤ３４と、を備えている。 The third reduction mechanism 91 of the vehicle drive device 90 transmits the power of the first input shaft 11 to the output shaft 14 via the second clutch 93, the take-out shaft 15, the second input shaft 12, and the first intermediate shaft 13. It is a mechanism to do. In the third reduction gear mechanism 91, the fifth gear 51 coupled to the first input shaft 11, the sixth gear 52 engaged with the fifth gear 51 and coupled to the take-out shaft 15, and the second clutch 93 are connected to the take-out shaft 15. The tenth gear 92, the first gear 31 that meshes with the tenth gear 92 and is coupled to the second input shaft 12, the second gear 32 that meshes with the first gear 31 and is coupled to the first intermediate shaft 13, and the first gear. A third gear 33 coupled to the intermediate shaft 13 and a fourth gear 34 engaged with the third gear 33 and coupled to the differential device 19 are provided.
　第３減速機構９１は第１減速機構３０を構成する歯車列に一部が重複する歯車列が設定されている。第３減速機構９１は、第１減速機構３０とは異なる減速比に設定される。本実施形態では、第３減速機構９１の減速比は第１減速機構３０の減速比よりも大きい。 In the third reduction gear mechanism 91, a gear train that partially overlaps the gear trains constituting the first reduction gear mechanism 30 is set. The third reduction mechanism 91 is set to a reduction ratio different from that of the first reduction mechanism 30. In the present embodiment, the reduction ratio of the third reduction mechanism 91 is larger than the reduction ratio of the first reduction mechanism 30.
　第２クラッチ９３は取出軸１５に配置されている。本実施形態では、第２クラッチ９３はドッグクラッチ等のかみ合いクラッチである。第２クラッチ９３をつなぐと取出軸１５と第１０ギヤ９２とが連結状態になり、第２クラッチ９３を切ると取出軸１５と第１０ギヤ９２とが連結状態から解除される。従って、第２クラッチ９３をつなぐと第１モータ１６の動力が出力軸１４に伝達され、第２クラッチ９３を切ると第１モータ１６の動力の出力軸１４への伝達が遮断される。 The second clutch 93 is arranged on the take-out shaft 15. In the present embodiment, the second clutch 93 is a meshing clutch such as a dog clutch. When the second clutch 93 is connected, the take-out shaft 15 and the tenth gear 92 are connected, and when the second clutch 93 is disengaged, the take-out shaft 15 and the tenth gear 92 are released from the connected state. Therefore, when the second clutch 93 is connected, the power of the first motor 16 is transmitted to the output shaft 14, and when the second clutch 93 is disengaged, the transmission of the power of the first motor 16 to the output shaft 14 is cut off.
　車両用駆動装置９０の動作について説明する。車両用駆動装置９０は、高速走行時には、少なくとも第１モータ１６を駆動し、第１クラッチ４０をつなぎ、第２クラッチ９３を切る。第１モータ１６の動力は、第３減速機構９１よりも減速比の小さい第１減速機構３０を介して出力軸１４に伝達される。第１モータ１６の動力は第２減速機構５０を介して取出軸１５に伝達されるので、高速走行時も動力取出装置１８を作動できる。 The operation of the vehicle drive device 90 will be described. The vehicle drive device 90 drives at least the first motor 16 at high speed, engages the first clutch 40, and disengages the second clutch 93. The power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30 having a reduction ratio smaller than that of the third reduction mechanism 91. Since the power of the first motor 16 is transmitted to the take-out shaft 15 via the second deceleration mechanism 50, the power take-out device 18 can be operated even during high-speed traveling.
　この状態で第１モータ１６と一緒に第２モータ１７を駆動すると、第１モータ１６だけを駆動する場合に比べて、出力軸１４及び取出軸１５のトルクを大きくできる。その結果、高速走行時も十分な駆動トルクを得て安定に加速できる。 When the second motor 17 is driven together with the first motor 16 in this state, the torque of the output shaft 14 and the take-out shaft 15 can be increased as compared with the case where only the first motor 16 is driven. As a result, sufficient driving torque can be obtained and stable acceleration can be obtained even during high-speed driving.
　これに対し低速走行時には、第１モータ１６を駆動し、第２モータ１７を停止し、第１クラッチ４０を切り、第２クラッチ９３をつなぐ。第１モータ１６の動力は、第１減速機構３０よりも減速比の大きい第３減速機構９１を介して出力軸１４に伝達される。これにより、第１減速機構３０を介して第１モータ１６の動力を出力軸１４に伝達する場合に比べて、出力軸１４のトルクを大きくできる。このときも第１モータ１６の動力は第２減速機構５０を介して取出軸１５に伝達されるので、低速走行時も動力取出装置１８を作動できる。 On the other hand, when traveling at low speed, the first motor 16 is driven, the second motor 17 is stopped, the first clutch 40 is disengaged, and the second clutch 93 is engaged. The power of the first motor 16 is transmitted to the output shaft 14 via the third reduction mechanism 91 having a reduction ratio larger than that of the first reduction mechanism 30. As a result, the torque of the output shaft 14 can be increased as compared with the case where the power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30. At this time as well, since the power of the first motor 16 is transmitted to the take-out shaft 15 via the second deceleration mechanism 50, the power take-out device 18 can be operated even during low-speed traveling.
　また、第１モータ１６を停止し、第２モータ１７を駆動し、第１クラッチ４０及び第２クラッチ９３を切ると、第２モータ１７の動力は取出軸１５に伝達されない。第２モータ１７の動力は第１減速機構３０を介して出力軸１４に伝達される。その結果、動力取出装置１８を作動させずに走行できる。第１クラッチ４０を切ることにより、第２モータ１７の動力が第１入力軸１１に伝達されないので、第１入力軸１１が第１モータ１６を回転させることによる引き摺り損失を抑制できる。 Further, when the first motor 16 is stopped, the second motor 17 is driven, and the first clutch 40 and the second clutch 93 are disengaged, the power of the second motor 17 is not transmitted to the take-out shaft 15. The power of the second motor 17 is transmitted to the output shaft 14 via the first reduction mechanism 30. As a result, the vehicle can travel without operating the power extraction device 18. By disengaging the first clutch 40, the power of the second motor 17 is not transmitted to the first input shaft 11, so that the drag loss due to the first input shaft 11 rotating the first motor 16 can be suppressed.
　第１モータ１６を駆動し、第２モータ１７を停止し、第１クラッチ４０及び第２クラッチ７０を切ると、第１モータ１６の動力は出力軸１４に伝達されない。第１モータ１６の動力は第２減速機構５０を介して取出軸１５に伝達される。よって、停車時に動力取出装置１８を作動できる。第１クラッチ４０及び第２クラッチ９３を切ることにより、第１モータ１６の動力が第２入力軸１２に伝達されないので、第２入力軸１２が第２モータ１７を回転させることによる引き摺り損失を抑制できる。 When the first motor 16 is driven, the second motor 17 is stopped, and the first clutch 40 and the second clutch 70 are disengaged, the power of the first motor 16 is not transmitted to the output shaft 14. The power of the first motor 16 is transmitted to the take-out shaft 15 via the second speed reduction mechanism 50. Therefore, the power extraction device 18 can be operated when the vehicle is stopped. By disengaging the first clutch 40 and the second clutch 93, the power of the first motor 16 is not transmitted to the second input shaft 12, so that the drag loss due to the second input shaft 12 rotating the second motor 17 is suppressed. it can.
　第１入力軸１１、第２入力軸１２、第１中間軸１３、出力軸１４及び取出軸１５の各々に配置されるギヤの最多の数は２つなので、一つの軸に３つ以上のギヤが配置される場合に比べて、軸の長さを短くできる。その結果、車両用駆動装置９０の軸方向（図３左右方向）の長さを短くできる。 Since the maximum number of gears arranged on each of the first input shaft 11, the second input shaft 12, the first intermediate shaft 13, the output shaft 14, and the take-out shaft 15 is two, three or more gears on one shaft. The length of the shaft can be shortened as compared with the case where is arranged. As a result, the length of the vehicle drive device 90 in the axial direction (horizontal direction in FIG. 3) can be shortened.
　図４を参照して第４実施の形態について説明する。第３実施形態では、取出軸１５に第２クラッチ９３が配置された場合について説明した。これに対し第４実施形態では、第１入力軸１１と取出軸１５との間に配置された第２中間軸１０２に第２クラッチ１０７が配置される場合について説明する。なお、第１実施形態と同一の部分については、同一の符号を付して以下の説明を省略する。図４は第４実施の形態における車両用駆動装置１００のスケルトン図である。第１入力軸１１（第２入力軸１２）、第１中間軸１３、出力軸１４、取出軸１５及び第２中間軸１０２は平行に配置されている。 The fourth embodiment will be described with reference to FIG. In the third embodiment, the case where the second clutch 93 is arranged on the take-out shaft 15 has been described. On the other hand, in the fourth embodiment, the case where the second clutch 107 is arranged on the second intermediate shaft 102 arranged between the first input shaft 11 and the take-out shaft 15 will be described. The same parts as those in the first embodiment are designated by the same reference numerals, and the following description will be omitted. FIG. 4 is a skeleton diagram of the vehicle drive device 100 according to the fourth embodiment. The first input shaft 11 (second input shaft 12), the first intermediate shaft 13, the output shaft 14, the take-out shaft 15, and the second intermediate shaft 102 are arranged in parallel.
　車両用駆動装置１００の第２減速機構１０１は、第１入力軸１１の動力を取出軸１５に伝達する機構である。第２減速機構１０１は、第１入力軸１１に結合する第５ギヤ５１と、第５ギヤ５１にかみ合い第２中間軸１０２に結合する第１１ギヤ１０３と、第１１ギヤ１０３にかみ合い取出軸１５に結合する第１２ギヤ１０４と、を備えている。第１モータ１６は第２減速機構１０１を介して常に取出軸１５に動力を伝達できる。 The second deceleration mechanism 101 of the vehicle drive device 100 is a mechanism that transmits the power of the first input shaft 11 to the take-out shaft 15. The second reduction gear mechanism 101 engages with the fifth gear 51 coupled to the first input shaft 11, the eleventh gear 103 engaged with the fifth gear 51 and coupled with the second intermediate shaft 102, and the take-out shaft 15 engaged with the eleventh gear 103. A twelfth gear 104, which is coupled to, is provided. The first motor 16 can always transmit power to the take-out shaft 15 via the second speed reduction mechanism 101.
　第３減速機構１０５は、第２クラッチ１０７、第２中間軸１０２、第２入力軸１２及び第１中間軸１３を介して、第１入力軸１１の動力を出力軸１４に伝達する機構である。第３減速機構１０５は、第１入力軸１１に結合する第５ギヤ５１と、第５ギヤ５１にかみ合い第２中間軸１０２に結合する第１１ギヤ１０３と、第２クラッチ１０７が第２中間軸１０２に連結状態にする第１３ギヤ１０６と、第１３ギヤ１０６にかみ合い第２入力軸１２に結合する第１ギヤ３１と、第１ギヤ３１にかみ合い第１中間軸１３に結合する第２ギヤ３２と、第１中間軸１３に結合する第３ギヤ３３と、第３ギヤ３３にかみ合い差動装置１９に結合する第４ギヤ３４と、を備えている。 The third reduction gear mechanism 105 is a mechanism for transmitting the power of the first input shaft 11 to the output shaft 14 via the second clutch 107, the second intermediate shaft 102, the second input shaft 12, and the first intermediate shaft 13. .. The third reduction mechanism 105 includes a fifth gear 51 that engages with the first input shaft 11, an eleventh gear 103 that engages with the fifth gear 51 and engages with the second intermediate shaft 102, and a second clutch 107 that engages with the second intermediate shaft. The 13th gear 106 to be connected to 102, the 1st gear 31 meshing with the 13th gear 106 and coupling to the 2nd input shaft 12, and the 2nd gear 32 engaging with the 1st gear 31 and coupling to the 1st intermediate shaft 13. A third gear 33 coupled to the first intermediate shaft 13 and a fourth gear 34 engaged with the third gear 33 and coupled to the differential device 19 are provided.
　第３減速機構１０５は第１減速機構３０を構成する歯車列に一部が重複する歯車列が設定されている。第３減速機構１０５は、第１減速機構３０とは異なる減速比に設定される。本実施形態では、第３減速機構１０５の減速比は第１減速機構３０の減速比よりも大きい。 In the third reduction gear mechanism 105, a gear train that partially overlaps the gear trains constituting the first reduction gear mechanism 30 is set. The third reduction mechanism 105 is set to a reduction ratio different from that of the first reduction mechanism 30. In the present embodiment, the reduction ratio of the third reduction mechanism 105 is larger than the reduction ratio of the first reduction mechanism 30.
　第２クラッチ１０７は第２中間軸１０２に配置されている。本実施形態では、第２クラッチ１０７はドッグクラッチ等のかみ合いクラッチである。第２クラッチ１０７をつなぐと第２中間軸１０２と第１３ギヤ１０６とが連結状態になり、第２クラッチ１０７を切ると第２中間軸１０２と第１３ギヤ１０６とが連結状態から解除される。従って、第２クラッチ１０７をつなぐと第１モータ１６の動力が出力軸１４に伝達され、第２クラッチ１０７を切ると第１モータ１６の動力の出力軸１４への伝達が遮断される。 The second clutch 107 is arranged on the second intermediate shaft 102. In the present embodiment, the second clutch 107 is a meshing clutch such as a dog clutch. When the second clutch 107 is connected, the second intermediate shaft 102 and the thirteenth gear 106 are connected, and when the second clutch 107 is disengaged, the second intermediate shaft 102 and the thirteenth gear 106 are released from the connected state. Therefore, when the second clutch 107 is connected, the power of the first motor 16 is transmitted to the output shaft 14, and when the second clutch 107 is disengaged, the transmission of the power of the first motor 16 to the output shaft 14 is cut off.
　車両用駆動装置１００の動作について説明する。車両用駆動装置１００は、高速走行時には、少なくとも第１モータ１６を駆動し、第１クラッチ４０をつなぎ、第２クラッチ１０７を切る。第１モータ１６の動力は、第３減速機構１０５よりも減速比の小さい第１減速機構３０を介して出力軸１４に伝達される。第１モータ１６の動力は第２減速機構１０１を介して取出軸１５に伝達されるので、高速走行時も動力取出装置１８を作動できる。 The operation of the vehicle drive device 100 will be described. The vehicle drive device 100 drives at least the first motor 16 at high speed, engages the first clutch 40, and disengages the second clutch 107. The power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30 having a reduction ratio smaller than that of the third reduction mechanism 105. Since the power of the first motor 16 is transmitted to the take-out shaft 15 via the second deceleration mechanism 101, the power take-out device 18 can be operated even during high-speed traveling.
　この状態で第１モータ１６と一緒に第２モータ１７を駆動すると、第１モータ１６だけを駆動する場合に比べて、出力軸１４及び取出軸１５のトルクを大きくできる。その結果、高速走行時も十分な駆動トルクを得て安定に加速できる。 When the second motor 17 is driven together with the first motor 16 in this state, the torque of the output shaft 14 and the take-out shaft 15 can be increased as compared with the case where only the first motor 16 is driven. As a result, sufficient driving torque can be obtained and stable acceleration can be obtained even during high-speed driving.
　これに対し低速走行時には、第１モータ１６を駆動し、第２モータ１７を停止し、第１クラッチ４０を切り、第２クラッチ１０７をつなぐ。第１モータ１６の動力は、第１減速機構３０よりも減速比の大きい第３減速機構１０５を介して出力軸１４に伝達される。これにより、第１減速機構３０を介して第１モータ１６の動力を出力軸１４に伝達する場合に比べて、出力軸１４のトルクを大きくできる。このときも第１モータ１６の動力は第２減速機構１０１を介して取出軸１５に伝達されるので、低速走行時も動力取出装置１８を作動できる。 On the other hand, when traveling at low speed, the first motor 16 is driven, the second motor 17 is stopped, the first clutch 40 is disengaged, and the second clutch 107 is engaged. The power of the first motor 16 is transmitted to the output shaft 14 via the third reduction mechanism 105 having a reduction ratio larger than that of the first reduction mechanism 30. As a result, the torque of the output shaft 14 can be increased as compared with the case where the power of the first motor 16 is transmitted to the output shaft 14 via the first reduction mechanism 30. At this time as well, since the power of the first motor 16 is transmitted to the take-out shaft 15 via the second deceleration mechanism 101, the power take-out device 18 can be operated even during low-speed traveling.
　また、第１モータ１６を停止し、第２モータ１７を駆動し、第１クラッチ４０及び第２クラッチを切ると、第２モータ１７の動力は取出軸１５に伝達されない。第２モータ１７の動力は第１減速機構３０を介して出力軸１４に伝達される。その結果、動力取出装置１８を作動させずに走行できる。第１クラッチ４０を切ることにより、第２モータ１７の動力が第１入力軸１１に伝達されないので、第１入力軸１１が第１モータ１６を回転させることによる引き摺り損失を抑制できる。 Further, when the first motor 16 is stopped, the second motor 17 is driven, and the first clutch 40 and the second clutch are disengaged, the power of the second motor 17 is not transmitted to the take-out shaft 15. The power of the second motor 17 is transmitted to the output shaft 14 via the first reduction mechanism 30. As a result, the vehicle can travel without operating the power extraction device 18. By disengaging the first clutch 40, the power of the second motor 17 is not transmitted to the first input shaft 11, so that the drag loss due to the first input shaft 11 rotating the first motor 16 can be suppressed.
　第１モータ１６を駆動し、第２モータ１７を停止し、第１クラッチ４０及び第２クラッチ７０を切ると、第１モータ１６の動力は出力軸１４に伝達されない。第１モータ１６の動力は第２減速機構１０１を介して取出軸１５に伝達される。よって、停車時に動力取出装置１８を作動できる。第１クラッチ４０を切ることにより、第１モータ１６の動力が第２入力軸１２に伝達されないので、第２入力軸１２が第２モータ１７を回転させることによる引き摺り損失を抑制できる。 When the first motor 16 is driven, the second motor 17 is stopped, and the first clutch 40 and the second clutch 70 are disengaged, the power of the first motor 16 is not transmitted to the output shaft 14. The power of the first motor 16 is transmitted to the take-out shaft 15 via the second deceleration mechanism 101. Therefore, the power extraction device 18 can be operated when the vehicle is stopped. By disengaging the first clutch 40, the power of the first motor 16 is not transmitted to the second input shaft 12, so that the drag loss due to the second input shaft 12 rotating the second motor 17 can be suppressed.
　第１入力軸１１、第２入力軸１２、第１中間軸１３、第２中間軸１０２、出力軸１４及び取出軸１５の各々に配置されるギヤの最多の数は２つなので、一つの軸に３つ以上のギヤが配置される場合に比べて、軸の長さを短くできる。その結果、車両用駆動装置１００の軸方向（図４左右方向）の長さを短くできる。 Since the maximum number of gears arranged in each of the first input shaft 11, the second input shaft 12, the first intermediate shaft 13, the second intermediate shaft 102, the output shaft 14, and the take-out shaft 15 is two, one shaft. The length of the shaft can be shortened as compared with the case where three or more gears are arranged in the. As a result, the length of the vehicle drive device 100 in the axial direction (horizontal direction in FIG. 4) can be shortened.
　また、第１入力軸１１と取出軸１５との間に配置された第２中間軸１０２により、第１入力軸１１と取出軸１５との軸間距離を調整して第１モータ１６や第２モータ１７、動力取出装置１８を配置できる。よって、寸法が大きい第１モータ１６や第２モータ１７、動力取出装置１８を採用できる。 Further, the second intermediate shaft 102 arranged between the first input shaft 11 and the take-out shaft 15 adjusts the distance between the first input shaft 11 and the take-out shaft 15 to adjust the distance between the first motor 16 and the second motor 16. The motor 17 and the power extraction device 18 can be arranged. Therefore, the first motor 16, the second motor 17, and the power extraction device 18 having large dimensions can be adopted.
　以上、実施の形態に基づき本発明を説明したが、本発明は上記実施の形態に何ら限定されるものではなく、本発明の趣旨を逸脱しない範囲内で種々の改良変形が可能であることは容易に推察できるものである。 Although the present invention has been described above based on the embodiments, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It is easy to infer.
　実施形態では、第１入力軸１１及び第２入力軸１２と出力軸１４との間に第１中間軸１３が１本配置される場合について説明したが、必ずしもこれに限られるものではない。第１中間軸１３を複数設け、第１中間軸１３にそれぞれギヤを配置し、第１減速機構および第３減速機構の一部を構成する歯車列を第１中間軸１３に設けることは当然可能である。 In the embodiment, the case where one first intermediate shaft 13 is arranged between the first input shaft 11, the second input shaft 12, and the output shaft 14 has been described, but the present invention is not necessarily limited to this. It is naturally possible to provide a plurality of first intermediate shafts 13, arrange gears on the first intermediate shaft 13, and provide gear trains forming a part of the first reduction mechanism and the third reduction mechanism on the first intermediate shaft 13. Is.
　実施形態では、第１モータ１６及び第２モータ１７にトルク特性が同一の電動モータを用いる場合について説明したが、必ずしもこれに限られるものではない。トルク特性が異なるモータを用いることは当然可能である。例えば、低速用のトルク特性を有するモータを第１モータ１６とし、高速用のトルク特性を有するモータを第２モータ１７とする。低速用のトルク特性を有する第１モータ１６は、トルクピーク値が低回転側にあるモータである。高速用のトルク特性を有する第２モータ１７は、第１モータ１６のトルクがピークとなる回転数よりも高回転側にトルクピーク値があるモータである。 In the embodiment, a case where an electric motor having the same torque characteristics is used for the first motor 16 and the second motor 17 has been described, but the present invention is not necessarily limited to this. Of course, it is possible to use motors with different torque characteristics. For example, the motor having the torque characteristic for low speed is referred to as the first motor 16, and the motor having the torque characteristic for high speed is referred to as the second motor 17. The first motor 16 having torque characteristics for low speed is a motor having a torque peak value on the low rotation side. The second motor 17 having torque characteristics for high speed is a motor having a torque peak value on the higher rotation speed side than the rotation speed at which the torque of the first motor 16 peaks.
　実施形態では、第１モータ１６及び第２モータ１７に電動モータを用いる場合について説明したが、必ずしもこれに限られるものではない。第１モータ１６及び第２モータ１７のいずれか一方または両方を油圧モータにすることは当然可能である。 In the embodiment, the case where an electric motor is used for the first motor 16 and the second motor 17 has been described, but the present invention is not necessarily limited to this. Of course, it is possible to use one or both of the first motor 16 and the second motor 17 as hydraulic motors.
　実施形態では、第１入力軸１１及び第２入力軸１２が第１モータ１６及び第２モータ１７の駆動力を直接受ける場合について説明したが、必ずしもこれに限られるものではない。第１モータ１６及び第２モータ１７と第１入力軸１１及び第２入力軸１２との間に歯車列やベルト等を介在することは当然可能である。 In the embodiment, the case where the first input shaft 11 and the second input shaft 12 directly receive the driving force of the first motor 16 and the second motor 17 has been described, but the present invention is not necessarily limited to this. Of course, it is possible to interpose a gear train, a belt, or the like between the first motor 16 and the second motor 17 and the first input shaft 11 and the second input shaft 12.
　実施形態では、第１減速機構、第２減速機構および第３減速機構がギヤのかみ合いによって動力を伝達する場合について説明したが、必ずしもこれに限られるものではない。ギヤの代わりに、ベルトやチェーン等を用いることは当然可能である。 In the embodiment, the case where the first deceleration mechanism, the second deceleration mechanism, and the third deceleration mechanism transmit power by meshing of gears has been described, but the present invention is not necessarily limited to this. Of course, it is possible to use a belt, a chain, or the like instead of the gear.
　実施形態では説明を省略したが、車両用駆動装置１０，８０，９０，１００が搭載される車両の前輪、後輪のいずれかを第１モータ１６及び第２モータ１７で駆動し、残りの車輪をエンジンで駆動する４輪駆動車に適用することが可能である。また、前輪、後輪のいずれかを第１モータ１６及び第２モータ１７で駆動する２輪駆動車や、前輪および後輪を第１モータ１６及び第２モータ１７で駆動する４輪駆動車に適用することは当然可能である。 Although the description is omitted in the embodiment, any of the front wheels and the rear wheels of the vehicle on which the vehicle drive devices 10, 80, 90, and 100 are mounted is driven by the first motor 16 and the second motor 17, and the remaining wheels. Can be applied to a four-wheel drive vehicle driven by an engine. Further, for a two-wheel drive vehicle in which either the front wheels or the rear wheels are driven by the first motor 16 and the second motor 17, or a four-wheel drive vehicle in which the front and rear wheels are driven by the first motor 16 and the second motor 17. Of course it is possible to apply.
　実施形態では、第１クラッチ及び第２クラッチがかみ合いクラッチである場合について説明したが、必ずしもこれに限られるものではない。第１クラッチや第２クラッチを他のクラッチにすることは当然可能である。他のクラッチとしては、例えばディスククラッチ、ドラムクラッチ、円すいクラッチ等の摩擦クラッチが挙げられる。第１クラッチや第２クラッチにシンクロメッシュを組み込むことは当然可能である。 In the embodiment, the case where the first clutch and the second clutch are meshing clutches has been described, but the present invention is not necessarily limited to this. Of course, it is possible to use the first clutch or the second clutch as another clutch. Examples of other clutches include friction clutches such as disc clutches, drum clutches, and conical clutches. Of course, it is possible to incorporate a synchromesh into the first clutch and the second clutch.
　実施形態では、低速走行時に第１モータ１６を駆動し、第２モータ１７を停止し、第１クラッチ４０を切り、第２クラッチ７０，９３，１０７をつなぐ場合、即ち第１モータ１６の動力を車輪２０に伝達する場合について説明した。しかし、必ずしもこれに限られるものではない。第１モータ１６及び第２モータ１７の両方を駆動し、より大きな動力を得ることは当然可能である。 In the embodiment, when the first motor 16 is driven at low speed, the second motor 17 is stopped, the first clutch 40 is disengaged, and the second clutches 70, 93, 107 are connected, that is, the power of the first motor 16 is supplied. The case of transmitting to the wheel 20 has been described. However, it is not always limited to this. It is of course possible to drive both the first motor 16 and the second motor 17 to obtain greater power.
　１０，８０，９０，１００　車両用駆動装置
　１１　第１入力軸
　１２　第２入力軸
　１４　出力軸
　１５　取出軸
　１６　第１モータ
　１７　第２モータ
　３０　第１減速機構
　４０　第１クラッチ
　５０，８１，１０１　第２減速機構
　６０，９１，１０５　第３減速機構
　７０，９３，１０７　第２クラッチ 10, 80, 90, 100 Vehicle drive device 11 1st input shaft 12 2nd input shaft 14 Output shaft 15 Extraction shaft 16 1st motor 17 2nd motor 30 1st deceleration mechanism 40 1st clutch 50, 81, 101 2 deceleration mechanism 60,91,105 3rd deceleration mechanism 70,93,107 2nd clutch

Claims (5)

  1. 　第１モータ及び第２モータにそれぞれ結合する第１入力軸および第２入力軸と、
    　前記第１モータの動力を少なくとも出力する出力軸と、
    　前記第１モータ及び前記第２モータの少なくとも一方の動力を取り出す取出軸と、を備える車両用駆動装置。     The first input shaft and the second input shaft coupled to the first motor and the second motor, respectively,
    An output shaft that outputs at least the power of the first motor and
    A vehicle drive device including a take-out shaft that takes out the power of at least one of the first motor and the second motor.
  2. 　前記第１入力軸の動力を前記出力軸に伝達する第１減速機構と、
    　前記第１入力軸の動力を前記取出軸に伝達する第２減速機構と、を備える請求項１記載の車両用駆動装置。     A first deceleration mechanism that transmits the power of the first input shaft to the output shaft,
    The vehicle drive device according to claim 1, further comprising a second deceleration mechanism for transmitting the power of the first input shaft to the take-out shaft.
  3. 　前記第１減速機構の減速比と異なる減速比で前記第１入力軸の動力を前記出力軸に伝達する第３減速機構と、
    　前記第３減速機構による動力の伝達および遮断を行う第２クラッチと、を備える請求項２記載の車両用駆動装置。     A third reduction mechanism that transmits the power of the first input shaft to the output shaft at a reduction ratio different from the reduction ratio of the first reduction mechanism.
    The vehicle drive device according to claim 2, further comprising a second clutch that transmits and disengages power by the third speed reduction mechanism.
  4. 　前記第１減速機構による動力の伝達および遮断を行う第１クラッチを備え、
    　前記第１クラッチを切って前記第２クラッチをつなぐと前記第３減速機構は前記出力軸に動力を伝達し、
    　前記第１クラッチをつないで前記第２クラッチを切ると前記第１減速機構は前記出力軸に動力を伝達する請求項３記載の車両用駆動装置。     A first clutch for transmitting and shutting off power by the first deceleration mechanism is provided.
    When the first clutch is disengaged and the second clutch is engaged, the third reduction mechanism transmits power to the output shaft.
    The vehicle drive device according to claim 3, wherein when the first clutch is engaged and the second clutch is disengaged, the first deceleration mechanism transmits power to the output shaft.
  5. 　前記第１入力軸および前記第２入力軸は同軸上に配置され、
    　前記第１クラッチは、前記第１入力軸と前記第２入力軸との間の動力の伝達および遮断を行う請求項４記載の車両用駆動装置。     The first input shaft and the second input shaft are arranged coaxially.
    The vehicle drive device according to claim 4, wherein the first clutch transmits and disengages power between the first input shaft and the second input shaft.
PCT/JP2019/011820 2019-03-20 2019-03-20 Vehicle drive device WO2020188808A1 (en)

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