unit

Abstract

This configuration provides a way to contribute to miniaturizing the unit. [Solution] A unit comprising a drive source, a first rotating electric machine, a second rotating electric machine, a first gear coaxially arranged with the first rotating electric machine and configured to rotate integrally with the first rotating electric machine, a second gear coaxially arranged with the second rotating electric machine and configured to rotate integrally with the second rotating electric machine, and a third gear coaxially arranged with the drive source and configured to rotate integrally with the drive source, wherein the third gear meshes with the first gear and the second gear, and the first rotating electric machine and the second rotating electric machine are arranged on the opposite side of the region where the drive source is located, with the region where the first to third gears are located in between.

Description

Technical Field

[0001] The present invention relates to a unit.

Background Art

[0002] Patent Document 1 discloses a unit for a hybrid vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In this type of unit, a configuration that can contribute to the miniaturization of the unit is required.

Means for Solving the Problems

[0005] One aspect of the present invention is a drive source, a first rotating electric machine, a second rotating electric machine, a first gear coaxially arranged with the first rotating electric machine and configured to be integrally rotatable with the first rotating electric machine, a second gear coaxially arranged with the second rotating electric machine and configured to be integrally rotatable with the second rotating electric machine, a third gear coaxially arranged with the drive source and configured to be integrally rotatable with the drive source, and the third gear meshes with the first gear and the second gear, the first rotating electric machine and the second rotating electric machine are arranged on the opposite side of the region where the drive source is arranged with respect to the region where the first to third gears are arranged. The unit has the above configuration.

Advantages of the Invention

[0006] According to one aspect of the present invention, it is possible to provide a unit with a configuration that can contribute to miniaturization of the unit. [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 is a skeleton diagram illustrating a vehicle equipped with the unit. [Figure 2] Figure 2 is an exploded view of the main part of the unit. [Figure 3] Figure 3 is a schematic diagram illustrating the positional relationships of each component of the unit. [Figure 4] Figure 4 is a schematic diagram illustrating the positional relationships of each component of the unit. [Figure 5] Figure 5 is a schematic diagram illustrating the positional relationships of each component of the unit. [Figure 6] Figure 6 is a schematic diagram illustrating the positional relationships of each component of the unit. [Modes for carrying out the invention]

[0008] First, the definitions of terms used in this specification will be explained. A "unit" is also called a "motor unit," "power transmission device," etc. A motor unit is a unit that has at least a motor. A power transmission device is a device that has at least a power transmission mechanism, and the power transmission mechanism is, for example, a gear mechanism and / or a differential gear mechanism. A unit that has a motor and a power transmission mechanism belongs to both the concepts of a motor unit and a power transmission device.

[0009] A "housing" is a component that houses the motor, gears, and inverter. A housing consists of one or more cases. A "motor" is a rotating electric machine that has both electric motor and / or generator functions.

[0010] When it is stated that element B (part, component, etc.) is connected to element A (component, component, etc.), that element B (component, component, etc.) is connected downstream of element A (component, component, etc.), or that element B (component, component, etc.) is connected upstream of element A (component, component, etc.), it means that element A and element B are connected in a way that allows for power transmission. The power input side is the upstream side, and the power output side is the downstream side. In addition, element A and element B may be connected via other elements (clutch, other gear mechanisms, etc.).

[0011] "Overlapping in a given direction" means that multiple elements are aligned in a given direction, and is synonymous with "overlapping in a given direction." The "given direction" can be, for example, the axial direction, radial direction, direction of gravity, or vehicle travel direction (vehicle forward direction, vehicle reverse direction). If a drawing shows multiple elements (parts, sections, etc.) arranged in a predetermined direction, it can be assumed that the description in the specification includes a sentence explaining that they overlap when viewed in that predetermined direction.

[0012] "Not overlapping in a given direction" and "offset in a given direction" mean that multiple elements are not aligned in a given direction, and are equivalent to writing "not overlapping in a given direction" and "offset in a given direction." "Given direction" can be, for example, the axial direction, radial direction, direction of gravity, or vehicle travel direction (vehicle forward direction, vehicle reverse direction). If a drawing shows that multiple elements (parts, sections, etc.) are not aligned in a predetermined direction, it may be assumed that the description in the specification includes a statement explaining that they do not overlap when viewed in that predetermined direction.

[0013] The statement "In a given direction of view, element A (part, etc.) is located between element B (part, etc.) and element C (part, etc.)" means that when observed from a given direction, element A can be observed to be located between element B and element C. The "given direction" is, for example, the axial direction, radial direction, direction of gravity, vehicle travel direction (vehicle forward direction, vehicle reverse direction), etc. For example, when element B, element A, and element C are arranged in this order along the axial direction, it can be said that in a radial view, element A is located between element B and element C. When it is illustrated in the drawing that element A is between element B and element C in a predetermined direction view, it may be regarded that there is a sentence in the description of the specification explaining that element A is between element B and element C in the predetermined direction view.

[0014] When two elements (parts, portions, etc.) overlap in an axial view, the two elements are coaxial.

[0015] "Axial direction" means the axial direction of the rotation axis of the parts constituting the unit. "Radial direction" means the direction perpendicular to the rotation axis of the parts constituting the unit. The parts are, for example, a motor, a gear mechanism, a differential gear mechanism, etc. The first radial direction and the second radial direction include the case where they are the same direction and the case where they are different radial directions. When they are different radial directions, it can be said that the first radial direction intersects with the second radial direction. Intersection is a concept that includes cases where they intersect at an angle other than orthogonal (90 degrees).

[0016] Hereinafter, an embodiment in a certain aspect of the present invention will be described by taking the case of unit 1 mounted on a vehicle as an example. FIG. 1 is a skeleton diagram for explaining a vehicle V equipped with unit 1. FIG. 2 is an exploded view of the main part of unit 1. In FIG. 1, each component of unit 1 is shown schematically in an exploded manner. In FIG. 2, each component other than the differential mechanism 9 in unit 1 is shown in an exploded manner. Note that in FIG. 2, the transmission mechanism 8 is shown in a simplified notation.

[0017] As shown in FIG. 1, unit 1 has one engine ENG and two motors (first motor M1, second motor M2). In unit 1, the input shaft 30 to which the output rotation of the engine ENG is input, the motor shaft 10 of the first motor M1, the motor shaft 20 of the second motor M2, the shaft portion 40 of the counter shaft 4, the shaft portion 50 of the intermediate shaft 5, and the drive shafts DS, DS are arranged parallel to each other.

[0018] As shown in Figure 2, the input shaft 30 is rotatably supported by a case (housing) (not shown) via bearings B3, B3 at one end 30a (right side in the figure) and the other end 30b (left side in the figure). The input shaft 30 is arranged coaxially with the rotation axis X3 of the engine ENG. A flywheel 31 is connected to one end 30a of the input shaft 30 in the longitudinal direction. The flywheel 31 is mounted so as not to rotate relative to the input shaft 30. When the output rotation of the engine ENG is input to the input shaft 30, the flywheel 31 rotates together with the input shaft 30 around the rotation axis X3. Viewed from the direction of the rotation axis X3, the flywheel 31 is mounted in a position that overlaps with the engine ENG (not shown).

[0019] On the input shaft 30, a slide gear 32 is provided on the other end 30b in the longitudinal direction. The slide gear 32 is spline-fitted to the outer circumference of the input shaft 30. The slide gear 32 is provided so as to be unable to rotate relative to the input shaft 30, but movable in the axial direction of the input shaft 30 (direction of rotation axis X3).

[0020] On the input shaft 30, a third gear 33 is externally fitted between the slide gear 32 and the bearing B3 on the flywheel 31 side (right side in the diagram). The third gear 33 has a cylindrical base 331. The third gear 33 is positioned in the direction of the rotation axis X3 with its base 331 externally fitted onto the input shaft 30. The third gear 33 is rotatable relative to the input shaft 30. An engaging portion 332 is provided at the end of the base portion 331 on the slide gear 32 side. The engaging portion 332 is positioned opposite the slide gear 32 in the direction of the rotation axis X3.

[0021] An actuator 34 is engaged with the outer circumference of the slide gear 32. The actuator 34 is displaced by the actuator ACT1 (see Figure 1) in a direction along the rotation axis X3 (left-right direction in the figure). The slide gear 32 is displaced in the direction of the rotation axis X3 by an operator 34 that engages with its outer circumference, and engages with and disengages from the engaging portion 332 on the third gear 33 side. In this embodiment, the clutch CL1 is composed of the actuator ACT1, the operator 34, the slide gear 32, and the engaging portion 332 (see Figure 1). In clutch CL1, when the slide gear 32 engages with the engagement portion 332 of the third gear 33, the input shaft 30 and the third gear 33 are connected in a way that prevents relative rotation. When the slide gear 32 disengages from the engagement portion 332 of the third gear 33, relative rotation between the input shaft 30 and the third gear 33 is permitted.

[0022] The third gear 33 has a gear portion 333 that is larger in diameter than the engaging portion 332. The gear portion 333 is rotationally engaged with the first gear 13 on the first motor M1 side and the second gear 23 on the second motor M2 side.

[0023] The motor shaft 10 of the first motor M1 is provided along the rotation axis X1 of the first motor M1. The motor shaft 10 of the first motor M1 is arranged parallel to the input shaft 30 (rotation axis X3) described above. One end 10a and the other end 10b of the motor shaft 10 are rotatably supported by bearings B1, B1 in a case not shown. A first gear 13 is provided on one end 10a of the motor shaft 10. The first gear 13 is spline-fitted to the outer circumference of the motor shaft 10. The first gear 13 is positioned so as not to rotate relative to the motor shaft 10.

[0024] A first motor M1 is provided on the other end 10b of the motor shaft 10. The first motor M1 has a rotor core RC that is externally fitted onto the motor shaft 10 and a stator core SC that surrounds the outer circumference of the rotor core RC. The rotor core RC is provided so as not to rotate relative to the motor shaft 10. The stator core SC is fixed to the inner circumference of a motor case (not shown).

[0025] The motor shaft 20 of the second motor M2 is provided along the rotation axis X2 of the second motor M2. The motor shaft 20 of the second motor M2 is arranged parallel to the input shaft 30 (rotation axis X3) mentioned above. One end 20a and the other end 20b of the motor shaft 20 are rotatably supported by bearings B2, B2 in a case not shown.

[0026] A second motor M2 is provided on the other end 20b of the motor shaft 20. The second motor M2 has a rotor core RC that is externally fitted onto the motor shaft 20 and a stator core SC that surrounds the outer circumference of the rotor core RC. The rotor core RC is mounted so as not to rotate relative to the motor shaft 20. The stator core SC is fixed to the inner circumference of a motor case (not shown).

[0027] On the motor shaft 20, a transmission gear 21 is provided at a position adjacent to the second motor M2. The transmission gear 21 is spline-fitted to the outer circumference of the motor shaft 20. The transmission gear 21 is positioned so as not to rotate relative to the motor shaft 20. A slide gear 22 is provided on the engine ENG side (right side in the diagram) relative to the transmission gear 21. The slide gear 22 is spline-fitted to the outer circumference of the motor shaft 20. The slide gear 22 is provided so as not to rotate relative to the motor shaft 20, but to be movable in the axial direction (rotation axis X2 direction) of the second motor M2.

[0028] On the motor shaft 20, the second gear 23 is extrapolated to one end 20a (right side in the diagram) when viewed from the slide gear 22. The second gear 23 has a cylindrical base 231. The second gear 23 is positioned in the direction of the rotation axis X2 with its base 231 externally fitted onto the motor shaft 20. The second gear 23 is rotatable relative to the motor shaft 20. An engaging portion 232 is provided at the end of the base portion 231 on the slide gear 22 side. The engaging portion 232 is positioned opposite the slide gear 22 in the direction of the rotation axis X2.

[0029] An actuator 24 is engaged with the outer circumference of the slide gear 22. The actuator 24 is displaced in a direction along the rotation axis X2 (left-right direction in the figure) by the actuator ACT2 (see Figure 1). The slide gear 22 is displaced in the direction of the rotation axis X2 by an operator 24 that engages with its outer circumference, and engages with and disengages from the engaging portion 232 on the second gear 23 side. In this embodiment, the clutch CL2 is composed of the actuator ACT2, the operator 24, the slide gear 22, and the engaging portion 232 (see Figure 1). In clutch CL2, when the slide gear 22 engages with the engagement portion 232 of the second gear 23, the motor shaft 20 and the second gear 23 are connected in a way that prevents relative rotation. When the slide gear 22 disengages from the engagement portion 232 of the second gear 23, relative rotation between the motor shaft 20 and the second gear 23 is permitted.

[0030] The second gear 23 has a gear portion 233 on the opposite side (right side in the figure) from the engaging portion 232 at the base 231. The gear portion 233 is engaged with the gear portion 333 on the input shaft 30 side so as to transmit rotation. In this embodiment, the total number of teeth on the outer circumference of the second gear 23 is the same as the total number of teeth on the outer circumference of the first gear 13. Furthermore, the total number of teeth on the outer circumference of the third gear 33 (gear portion 333) is greater than the total number of teeth on the outer circumference of the second gear 23. Therefore, the total number of teeth on the outer circumference of the third gear 33 (gear portion 333) is greater than the total number of teeth on the outer circumference of the first gear 13.

[0031] Therefore, when the clutch CL1 is engaged, the rotation of the input shaft 30 is transmitted to the first gear 13 and the second gear 23 via the third gear 33. At this time, since the total number of teeth on the outer circumference of the second gear 23 is the same as the total number of teeth on the outer circumference of the first gear 13, the first gear 13 and the second gear 23 rotate around the rotation axes X1 and X2, respectively, at the same rotational speed. Furthermore, since the total number of teeth on the outer circumference of the third gear 33 (gear portion 333) is greater than the total number of teeth on the outer circumference of the first gear 13 and the total number of teeth on the outer circumference of the second gear 23, the rotation of the third gear 33 is accelerated and input to the first gear 13 and the second gear 23.

[0032] On the motor shaft 20, the transmission gear 21 is located on the opposite side of the second gear 23 from the view of the slide gear 22. The transmission gear 21 is meshed with the large-diameter gear 42 of the counter shaft 4 so as to be able to transmit rotational power. Therefore, when clutches CL1 and CL2 are engaged, the rotation of the input shaft 30 is transmitted to the large-diameter gear 42 of the counter shaft 4 via the third gear 33, the second gear 23, and the transmission gear 21.

[0033] The shaft portion 40 of the counter shaft 4 is arranged parallel to the input shaft 30 (rotation axis X3) described above. One end 40a and the other end 40b of the shaft portion 40 in the longitudinal direction are rotatably supported via bearings B4, B4 in a case not shown. The shaft portion 40 is provided along the rotation axis X4. A large-diameter gear 42 is externally mounted on the other end 40b (left side in the figure) in the longitudinal direction of the shaft portion 40. The large-diameter gear 42 is mounted on the shaft portion 40 in a manner that restricts its relative rotation with respect to the shaft portion 40. A small-diameter gear 41 is provided on one end 40a (right side in the figure) in the longitudinal direction of the shaft portion 40. The small-diameter gear 41 is formed integrally with the shaft portion 40.

[0034] The small-diameter gear 41 has a smaller outer diameter than the large-diameter gear 42. The small-diameter gear 41 meshes with the input gear 51 of the intermediate shaft 5 so as to transmit rotation. Therefore, the rotation input from the second motor M2 to the counter shaft 4 is reduced in speed and transmitted to the intermediate shaft 5.

[0035] The shaft portion 50 of the intermediate shaft 5 is arranged parallel to the input shaft 30 (rotation axis X3) described above. The shaft portion 50 is provided along the rotation axis X8. One end 50a of the shaft portion 50 in the longitudinal direction is rotatably supported via a bearing B5. An input gear 51 is spline-fitted to the end 50a of the shaft portion 50. The input gear 51 is mounted so as not to rotate relative to the shaft portion 50.

[0036] From the perspective of the input gear 51, the output gear 52 is externally attached to the other end of the shaft portion 50 (left side in the figure). The output gear 52 has a cylindrical base 521. A gear portion 523 is provided at the end of the base 521 that faces the input gear 51. The gear portion 523 has a smaller outer diameter than the input gear 51.

[0037] As shown in Figure 1, the carrier C of the planetary gear mechanism 7 is connected to the shaft portion 50 in a manner that prevents relative rotation. The planetary gear mechanism 7 is a double-pinion type planetary gear mechanism having two pinion gears P1 and P2. The planetary gear mechanism 7 includes a sun gear S, pinion gears P1 and P2, a ring gear R, and a carrier C that supports the pinion gears P1 and P2. The sun gear S is connected to the fixed element via the brake BK. When the brake BK is engaged, the rotation of the sun gear S is restricted. Pinion gear P1 is meshed with sun gear S and pinion gear P2 in a manner that allows rotational power transmission. Pinion gear P2 is meshed with pinion gear P1 and ring gear R in a manner that allows rotational power transmission.

[0038] Carrier C supports the pinion shaft Pa, which rotatably supports pinion gear P1, and the pinion shaft Pb, which rotatably supports pinion gear P2. Carrier C is connected to the shaft portion 50 of the intermediate shaft 5 in a manner that prevents relative rotation. Carrier C is connected to the connecting portion 53 that connects the ring gear R and the output gear 52 via a clutch CL. In the planetary gear mechanism 7, the carrier C is the input part for rotation, which is input from the counter shaft 4 to the intermediate shaft 5. The ring gear R is the output part for the input rotation.

[0039] The planetary gear mechanism 7, brake BK, and clutch CL constitute the transmission mechanism 8. In the transmission mechanism 8, when the brake BK is engaged, the input rotation is reduced and output to the output gear 52. When the clutch CL is engaged, the input rotation is transmitted to the output gear 52 of the intermediate shaft 5 at its original rotational speed. The output gear 52 is engaged with the final gear FG on the differential mechanism 9 in a manner that allows for rotational transmission. In the differential mechanism 9, the final gear FG is fixed to the outer circumference of the differential case 90.

[0040] Inside the differential case 90, the pinion mate gears 92, 92 and the side gears 93, 93 connected to the drive shaft DS, DS are meshed in a way that enables rotational transmission. The differential mechanism 9 is composed of the differential case 90, pinion mate gears 92, 92, and side gears 93, 93. In the differential mechanism 9, the rotation input from the output gear 52 of the intermediate shaft 5 to the differential case 90 is transmitted to the left and right drive shafts DS, DS via the pinion mate gears 92, 92 and the side gears 93, 93, causing the drive wheels WH, WH connected to the drive shafts DS, DS to rotate.

[0041] In Unit 1, the combination of engagement / disengagement of clutches CL1, CL2, CL, and brake BK is changed according to the driving mode of the vehicle V on which Unit 1 is installed. In this embodiment, examples of operating modes of Unit 1 determined according to the driving mode of Vehicle V include "engine driving", "EV driving (1 motor)", "EV driving (2 motors)", and "series hybrid driving".

[0042] [Table 1]

[0043] In "engine driving" mode, clutches CL1 and CL2 are engaged. In this operating mode, the engine ENG is driven. As a result, the rotational driving force of the engine ENG is transmitted to the drive wheels WH, WH via the countershaft 4, the intermediate shaft 5, the transmission mechanism 8, and the left and right drive shafts DS, DS. In this operating mode, vehicle V, equipped with unit 1, is driven by the engine ENG. In this operating mode, the output rotation of the engine ENG is increased and input to the first motor M1 and the second motor M2. At this time, the first motor M1 generates electricity using the input rotational driving force, while the second motor M2 does not generate electricity.

[0044] In addition, when the operating mode of Unit 1 is "engine driving," the Unit 1 may drive the second motor M2, which is not generating power, to assist the movement of the vehicle V, which is driven by the engine ENG, with the rotational driving force of the second motor M2.

[0045] In "EV driving (1 motor)" mode, clutches CL1 and CL2 are released. In this operating mode, the second motor M2 is driven, and the engine ENG and the first motor M1 are stopped. As a result, the rotational driving force of the second motor M2 is transmitted to the drive wheels WH, WH via the counter shaft 4, the intermediate shaft 5, the transmission mechanism 8, and the left and right drive shafts DS, DS. In this operating mode, vehicle V, equipped with unit 1, is driven by the power of the second motor M2 (one motor).

[0046] In "EV driving (2 motors)" mode, clutch CL1 is released while clutch CL2 is engaged. In this operating mode, the first motor M1 and the second motor M2 are driven, and the engine ENG is stopped. As a result, the rotational driving force of the first motor M1 and the second motor M2 is transmitted to the drive wheels WH, WH via the counter shaft 4, the intermediate shaft 5, the transmission mechanism 8, and the left and right drive shafts DS, DS. In this operating mode, vehicle V, equipped with unit 1, moves using the driving force of the first motor M1 and the second motor M2 (two motors).

[0047] In "series hybrid driving," clutch CL1 is engaged while clutch CL2 is disengaged. In this operating mode, the engine ENG is driven, and the first motor M1 is driven by the engine's output rotation to generate electricity. The second motor M2 is driven by the electricity generated by the first motor M1. As a result, the rotational driving force of the second motor M2 is transmitted to the drive wheels WH, WH via the counter shaft 4, the intermediate shaft 5, the transmission mechanism 8, and the left and right drive shafts DS, DS. In this operating mode, the vehicle equipped with Unit 1 runs using the power generated by the first motor M1, driven by the second motor M2 (one motor).

[0048] In all operating modes, when the brake BK is engaged in the transmission mechanism 8 connected to the intermediate shaft 5, the rotation input from the counter shaft 4 is reduced in speed and output to the differential mechanism 9. When the brake BK is released and the clutch CL is engaged, the rotation input from the counter shaft 4 is output to the differential mechanism 9 at its original rotation speed.

[0049] In unit 1 of this embodiment, the counter shaft 4, intermediate shaft 5, transmission mechanism 8, and differential mechanism 9 are arranged in this order downstream of the drive source (engine ENG and / or motor) on the transmission path of the rotational driving force of the drive source. In the power transmission path of vehicle V equipped with unit 1 during operation, the counter shaft 4 is located downstream of the power source, and the intermediate shaft 5 is located downstream of the counter shaft 4. The transmission mechanism 8 is located downstream of the intermediate shaft 5, and the differential mechanism 9 is located downstream of the transmission mechanism 8.

[0050] Figures 3 to 6 illustrate an example of the positional relationship of each component in Unit 1 (flywheel 31, first motor M1, second motor M2, countershaft 4, intermediate shaft 5, transmission mechanism 8, differential mechanism 9). Figure 3 schematically shows the positional relationship of each component when Unit 1 is viewed from the engine side, using virtual circles that represent the appearance of each component. Figure 4 schematically shows the positional relationship of each component when Unit 1 is viewed from the opposite side of the engine side, using virtual circles that represent the appearance of each component. Figure 5 schematically shows the positional relationship of each component when Unit 1 is viewed from the direction of arrow AA in Figure 3. Figure 5 shows Unit 1 as viewed from below in the vertical direction. Figure 6 schematically shows the positional relationships of each component of Unit 1 when viewed from the direction of arrow BB in Figure 3. Figure 6 shows Unit 1 as viewed from one side in the horizontal direction. In the following explanation, the positional relationships of each component may be described using the vertical direction and the vehicle's longitudinal direction in Figure 3, and the vehicle's width direction in Figure 5, as reference points.

[0051] As shown in Figure 3, when Unit 1 is viewed from the engine ENG side, the flywheel 31 is located closest to the viewer on the page. As shown in Figure 4, when Unit 1 is viewed from the opposite side of the engine ENG, the first motor M1, the second motor M2, and the transmission mechanism 8 are located closer to the viewer on the page than the other components. As shown in Figure 4, the center of the second motor M2 (rotation axis X2) is located on a vertical line VL3 perpendicular to the rotation axis X3 of the flywheel 31, on the near side of the paper from the flywheel 31. The center of the second motor M2 (rotation axis X2) is located inside (towards the rotation axis X3) of the outer circumference of the flywheel 31. The region of the second motor M2 above the rotation axis X2 when viewed from the direction of the rotation axis X3 protrudes upward from the upper edge of the flywheel 31.

[0052] The first motor M1 is located below the horizontal line HL passing through the rotation axis X3, and on the opposite side of the final gear FG (towards the front of the vehicle in the diagram) when viewed from the vertical line VL3. The center of the first motor M1 is located inside the outer circumference of the flywheel 31 (towards the rotation axis X3). Viewed from the direction of the rotation axis X3, the center of the first motor M1 (rotation axis X1) and the center of the second motor M2 (rotation axis X2) are located on a virtual circle IM1 centered on the rotation axis X3. The virtual circle IM1 has a diameter r smaller than the outer diameter R31 of the flywheel 31. When viewed from the direction of the rotation axis X3, the region of the first motor M1 that is in front of the rotation axis X1 of the vehicle protrudes diagonally downward from the outer edge of the flywheel 31.

[0053] On the rear side of the vehicle along the vertical line VL3, the transmission mechanism 8 and the differential mechanism 9 are located. The rotation axis X8 of the transmission mechanism 8 is located above the aforementioned horizontal line HL. The rotation axis X6 of the differential mechanism 9 (differential case 90) is located below the aforementioned horizontal line HL. Viewed from the direction of the rotation axis X3, the differential mechanism 9 is located on the vertical line VL8 which is perpendicular to the rotation axis X8 of the transmission mechanism 8. Viewed from the direction of the rotation axis X3, the transmission mechanism 8 and the differential mechanism 9 are arranged vertically side by side.

[0054] In this state, the vertical line VL8 passing through the center of the differential case 90 (rotation axis X6) and the center of the transmission mechanism 8 (rotation axis X8) is located at a distance Lx towards the rear of the vehicle relative to the vertical line VL3 passing through the center of the flywheel 31 (rotation axis X3). Therefore, the final gear FG, which is fixed to the outer circumference of the differential case 90, is positioned such that a portion of its area on the front side of the vehicle overlaps with the flywheel 31. Furthermore, the final gear FG is positioned such that the area above the horizontal line HL overlaps with the area below the rotation axis X8 of the transmission mechanism 8. In other words, when viewed from the direction of the rotation axis X3, the final gear FG overlaps with a portion of the flywheel 31 and a portion of the transmission mechanism 8. In this configuration, the final gear FG is positioned to avoid interference with the clutch CL1, which is located on the front side of the flywheel 31. Furthermore, the flywheel 31 and the engine ENG overlap in the direction of the rotation axis X3. Therefore, it can be said that the engine ENG (flywheel 31), the first motor M1, the second motor M2, and the final gear FG are arranged in an overlapping area.

[0055] Viewed from the direction of the rotation axis X3, the rotation axis X4 of the counter shaft 4 is located between the rotation axis X8 of the transmission mechanism 8 and the rotation axis X2 of the second motor M2. The rotation axis X4 is positioned above the rotation axes X2 and X8 and does not overlap with the second motor M2 or the transmission mechanism 8. In this embodiment, by interposing a counter shaft 4 between the rotating shaft X2 and the rotating shaft X8, the second motor M2 and the transmission mechanism 8 can be positioned apart in the longitudinal direction of the vehicle.

[0056] As shown in Figure 3, in this embodiment, the first motor M1, the second motor M2, and the transmission mechanism 8 are arranged such that, when viewed from the direction of the rotation axis X3, the line segments L12, L28, and L18 connecting the rotation axis X1 which is the rotation center of the first motor M1, the rotation axis X2 which is the rotation center of the second motor M2, and the rotation axis X8 which is the rotation center of the transmission mechanism 8 form a triangle. In this state, the rotation axis X3, which is the rotation center of the input shaft 30, is located inside the line segment that forms the triangle. Therefore, the arrangement of the first motor M1, the second motor M2, and the transmission mechanism 8 is determined so that each rotation axis X1, X2, and X8 surrounds the rotation axis X3 (see Figure 3). In this state, when viewed from the direction of arrow a along line segment L18, the transmission mechanism 8 is positioned in a position that overlaps with the first motor M1. When viewed from the direction of arrow b along line segment L28, the transmission mechanism 8 is positioned in a position that overlaps with the second motor M2.

[0057] As shown in Figure 4, in this state, the first motor M1 and the second motor M2 are positioned with a gap L between them in a direction perpendicular to the diameter line L3 of the flywheel 31. The center of the first motor M1 (rotation axis X1) and the center of the second motor M2 (rotation axis X2) are separated by approximately equal distances (L / 2) from the diameter line L3. When viewed from diagonally above the front of the vehicle, a gap is provided between the first motor M1 and the second motor M2 that allows access to the aforementioned clutch CL1.

[0058] When viewed from the direction of the rotation axis X3, in unit 1 there is a space (region Rx in the figure) where the actuators ACT1 and ACT2 can be positioned, located diagonally above the flywheel 31, above the first motor M1, and further forward than the second motor M2. As described above, clutch CL1 and clutch CL2 are located on the rotation axes X3 and X2, respectively. In this embodiment, by arranging actuators ACT1 and ACT2 in region Rx, actuators ACT1 and ACT2 can be positioned without significantly expanding unit 1 towards the front or top of the vehicle.

[0059] As shown in Figure 5, when viewing unit 1 from below in the vertical direction (radial direction of the rotation axis X3: first radial direction), the region where the gears are located (gear region RG) is situated between the flywheel 31 and the region where the motors (first motor M1, second motor M2) and the transmission mechanism 8 are located (motor-side region RM). Here, the area above the flywheel 31 in the diagram is the area where the engine ENG is located (engine area RE). In the unit, the engine ENG is located on one side of a gear region RG, which contains gears involved in transmitting rotation, while the motors (first motor M1, second motor M2) and the transmission mechanism 8 are located on the other side. As a result, even if the motors (first motor M1, second motor M2) and the speed shift mechanism 8 have different lengths in the direction of the rotation axis X3 (vertical direction in the figure), the motors and the speed shift mechanism 8 can be arranged without increasing the size of unit 1 in the direction of the rotation axis X3.

[0060] Similarly, as shown in Figure 6, when viewing unit 1 from one side in the horizontal direction (radial direction of the rotation axis X3: second radial direction), the region where the gears are located (gear region RG) is situated between the flywheel 31 and the region where the motors (first motor M1, second motor M2) and the transmission mechanism 8 are located (motor-side region RM). In Unit 1, the first motor M1 and the second motor M2 are positioned with a vertical offset. Therefore, even if the speed control mechanism 8 has a larger outer diameter than the motors (first motor M1 and second motor M2), it can be positioned using the vertical range of the area where the first motor M1 and the second motor M2 are located. This allows the motors of unit 1 (first motor M1, second motor M2) and the speed change mechanism 8 to be arranged without increasing the vertical size, even if they have different radial sizes.

[0061] Thus, in unit 1, when arranging the first motor M1, the engine ENG (flywheel 31), and the second motor M2 on adjacent axes (rotation axis X1, rotation axis X3, rotation axis X2) (see Figure 3), the first motor M1, the engine ENG, and the second motor M2 are offset in the axial direction and arranged in a roughly zigzag pattern, as shown in Figures 4 and 5. This allows the engine ENG and the first motor M1 and second motor M2 to be laid out so that they do not interfere with each other in the radial direction.

[0062] In the above-described embodiment, when the operating mode of unit 1 is "engine running," the output rotation of the engine ENG is increased and input to the first motor M1 and the second motor M2. However, the first motor M1 generates electricity due to the input rotational driving force, while the second motor M2 does not generate electricity. In this case, the first motor M1 may not generate electricity, while the second motor M2 generates electricity based on the input rotational driving force. Furthermore, both the first motor M1 and the second motor M2 may generate electricity.

[0063] As described above, Unit 1 in a certain embodiment of the present invention has the following configuration. (1) Unit 1 is Engine side (drive source) and First motor M1 (first rotating electric machine), The second motor M2 (second rotating electric motor), The first gear 13 is arranged coaxially with the rotation axis X1 of the first motor M1 and is configured to rotate integrally with the motor shaft 10 of the first motor M1. A second gear 23 is positioned coaxially with the rotation axis X2 of the second motor M2 and is configured to rotate integrally with the motor shaft 20 of the second motor M2. It has a third gear 33 which is arranged coaxially with the engine ENG and configured to rotate integrally with the input shaft 30 to which the rotation of the engine ENG is input. The third gear 33 meshes with the first gear 13 and the second gear 23. The first motor M1 and the second motor M2 are positioned on the opposite side of the region where the engine ENG is located, with the region where the first gear 13, the second gear 23, and the third gear 33 are located in between (see Figures 5 and 6).

[0064] According to one aspect of the present invention, when arranging the first motor M1, the engine ENG, and the second motor M2 on adjacent axes (rotation axis X1, rotation axis X3, rotation axis X2), by arranging the first motor M1, the engine ENG, and the second motor M2 in a zigzag pattern in the axial direction, it is possible to lay out the engine ENG, the first motor M1, and the second motor M2 so that they do not interfere with each other in the radial direction.

[0065] (2) The engine ENG (drive source) is connected to the third gear 33 via an input shaft 30 (drive source shaft) that passes through the inner circumference of the third gear 33 and a clutch CL1 (first engagement element). The second motor M2 is connected to the second gear 23 via a motor shaft 20 (drive source shaft) that passes through the inner circumference of the second gear 23 and a clutch CL2 (second engagement element).

[0066] According to one aspect of the present invention, a configuration is adopted in which the distance between the three axes (rotating axis X1, rotating axis X3, rotating axis X2) is reduced by a zigzag arrangement of the first motor M1, the engine ENG (drive source), and the second motor M2, and in which the motor shafts 10 and 20 pass through the inner circumferences of the first gear 13 and the second gear 23 when clutches CL1 and CL2 are provided. By adopting this configuration, the distance between the three axes (rotation axis X1, rotation axis X3, and rotation axis X2) can be reduced, contributing to the miniaturization of unit 1.

[0067] (3) In an axial view, the engine ENG (drive source) has a portion that overlaps with the first motor M1 and a portion that overlaps with the second motor M2.

[0068] According to one aspect of the present invention, the unit 1 can be miniaturized in the radial direction.

[0069] (I) Unit 1 is First motor M1 (first rotating electric machine), The first motor M1 and the second motor M2 (second rotating electric motor) are arranged on separate shafts, The first gear 13 is arranged coaxially with the rotation axis X1 of the first motor M1 and is configured to rotate integrally with the motor shaft 10 of the first motor M1. A second gear 23 is positioned coaxially with the rotation axis X2 of the second motor M2 and is configured to rotate integrally with the motor shaft 20 of the second motor M2. It has a third gear 33 that meshes with the first gear 13 and the second gear 23. The number of teeth on the first gear 13 is set to be equal to the number of teeth on the second gear 23.

[0070] According to one aspect of the present invention, since the first gear 13 and the second gear 23 have the same number of teeth, when the third gear 33 rotates, the first gear 13 and the second gear 23 rotate at the same rotational speed. Therefore, when the operating mode of Unit 1 is a mode in which the two rotating electric machines (first motor M1, second motor M2) each function as electric motors (engine-driven), the first motor M1 and the second motor M2 can be controlled to have approximately the same output. This makes it possible to easily control the two rotating electric machines (first motor M1, second motor M2).

[0071] Furthermore, since the first motor M1 and the second motor M2 can be controlled to have approximately the same output, the possibility of load concentration on one of the motors (either the first motor M1 or the second motor M2) can be reduced. If the load is concentrated on one of the motors, the lifespan of the motor with the heavier load may be shortened. By distributing the load from the drive between the first motor M1 and the second motor M2, the load acting on each motor can be equalized, thus equalizing the lifespan of the first motor M1 and the second motor M2. Furthermore, the specifications of the first motor M1 and the second motor M2 can be standardized. If the specifications of the first motor M1 and the second motor M2 differ, it becomes necessary to optimize the motor drive circuits for each. By standardizing the specifications of the first motor M1 and the second motor M2, there is no need to design drive circuits with different specifications or to prepare motors with different specifications. At the very least, by using motors with common specifications, improvements in mass production efficiency and reductions in manufacturing costs can be expected.

[0072] (II) Unit 1 has an engine ENG (drive source) arranged coaxially with the third gear 33. The number of teeth on the third gear 33 is greater than the number of teeth on the first gear 13 on the first motor M1 side, and also greater than the number of teeth on the second gear 23 on the second motor M2.

[0073] According to one aspect of the present invention, when the operating mode of unit 1 is such that at least one of the two rotating electric machines (first motor M1, second motor M2) functions as a generator, the rotation input from the engine ENG to the input shaft 30 can be increased in speed and input to the first motor M1 and the second motor M2. This results in a configuration that is advantageous for power generation efficiency. Furthermore, the third gear 33, which has more teeth than the other gears (first gear 13 and second gear 23), has a larger outer diameter than the other gears. As a result, the third gear 33 has a larger moment of inertia, which can contribute to reducing the unevenness of the rotation input from the engine (drive source) and making the rotation smoother. If a flywheel 31 is provided between the third gear 33 and the engine ENG (drive source), the flywheel 31 can be made smaller by the amount of the moment of inertia handled by the third gear 33.

[0074] (III) Unit 1 is First motor M1 (first rotating electric machine), The second motor M2 (second rotating electric motor), It has a speed change mechanism 8 connected downstream of the first motor M1 and the second motor M2. The first motor M1, the second motor M2, and the speed change mechanism 8 are arranged on separate axes from each other. In the first radial view, the gear shifting mechanism 8 has a portion that overlaps with the first motor M1 (see Figure 3, arrow a). In the second radial view, the gear shifting mechanism 8 has a portion that overlaps with the second motor M2 (see Figure 3, arrow b).

[0075] According to one aspect of the present invention, the gear shifting mechanism 8 can be consolidated and arranged by effectively utilizing the space next to the first motor M1 and the second motor M2, thereby making the unit 1 smaller in the axial direction.

[0076] (IV) In an axial view, the first motor M1, the second motor M2, and the transmission mechanism 8 are arranged such that the imaginary line connecting the rotation axis X1, which is the rotation center point of the first motor M1, the rotation axis X2, which is the rotation center point of the second motor M2, and the rotation axis X8, which is the rotation center point of the transmission mechanism 8, forms a triangle.

[0077] According to one aspect of the present invention, the first motor M1, the second motor M2, and the speed shift mechanism 8 may be arranged in a straight line along the radial direction, but in such a case, the unit shape will be extremely long in the radial direction. As described above, the unit 1 can be miniaturized by arranging the first motor M1, the second motor M2, and the speed shift mechanism 8 to form a triangle in an axial view.

[0078] (V) Unit 1 is The transmission gear 21 (fourth gear) is arranged coaxially with the rotation axis X2 of the second motor M2, The large-diameter gear 42 (5th gear) meshes with the transmission gear 21, A small-diameter gear 41 (sixth gear) is arranged coaxially with the large-diameter gear 42, The gear shift mechanism 8 has an input gear 51 (seventh gear) which is arranged coaxially with the rotating shaft X8 and meshes with the small diameter gear 41.

[0079] According to one aspect of the present invention, by providing a counter shaft 4 having a large-diameter gear 42 and a small-diameter gear 41 between a rotating shaft X2 on which a second motor M2 is provided and a rotating shaft X8 on which a speed change mechanism 8 is provided, the distance between the rotating shaft X2 of the second motor M2 and the rotating shaft X8 of the speed change mechanism 8 can be increased. When arranging the second motor M2 and the speed change mechanism 8 to overlap when viewed radially, the possibility of interference between the second motor M2 and the speed change mechanism 8 can be reduced. This improves the freedom of layout.

[0080] Although embodiments of the present invention have been described above, these embodiments are merely examples of how the present invention can be applied, and are not intended to limit the technical scope of the present invention to the specific configurations of these embodiments. Modifications can be made as appropriate within the scope of the technical idea of ​​the invention. [Explanation of Symbols]

[0081] 1 unit 10 Motor shaft 13. First gear 20 Motor shaft 23 Second gear, 30 Input shaft (drive source shaft) 33 Third gear CL1 Clutch (First Engaging Element) CL2 Clutch (Second Engagement Element) ENG Engine (power source) M1 First motor (first rotating electric machine) M2 Second motor (second rotating electric machine) X1 Rotation axis X2 Rotation axis

Claims

1. Power source and The first rotating electric machine and, The second rotating electric machine and, A first gear is arranged coaxially with the first rotating electric machine and configured to rotate integrally with the first rotating electric machine, A second gear is coaxially positioned with the second rotating electric machine and configured to rotate integrally with the second rotating electric machine, It has a third gear which is coaxially arranged with the drive source and configured to rotate integrally with the drive source, The third gear meshes with the first gear and the second gear, The first rotating electric machine and the second rotating electric machine are arranged in a unit that is positioned on the opposite side of the region where the drive source is located, with the region where the first to third gears are located in between.

2. In claim 1, The drive source is connected to the third gear via a drive source shaft that penetrates the inner circumference of the third gear and a first engaging element. The second rotating electric machine is a unit connected to the second gear via a drive source shaft that penetrates the inner circumference of the second gear and a second engagement element.

3. In claim 1, In an axial view, the drive source is a unit having a portion that overlaps with the first rotating electric machine and a portion that overlaps with the second rotating electric machine.

Images