JP2019105331A - Electric drive unit - Google Patents

Abstract

To provide an electric drive unit which can improve efficiency.SOLUTION: An electric drive unit comprises: a first motor; a first planetary gear mechanism connected to the first motor; a second motor; a second planetary gear mechanism connected to the first planetary gear mechanism and the second motor; a first output axis connected to the first planetary gear mechanism; a brake device connected to the second planetary gear mechanism; and a fastening device. The brake device switches a brake state for regulating the rotation of a part of the second planetary gear mechanism and a non-brake state for freely rotating the second planetary gear mechanism, and the fastening device switches a fastening state for fastening a first rotating body possessed by the first planetary gear mechanism or the second planetary gear mechanism, and a second rotating body possessed by the first planetary gear mechanism or the second planetary gear mechanism with respect to each other and a non-fastening state for freely rotating the first rotating body and the second rotating body with respect to each other. When either of the first motor and the second motor is driven in the non-brake state and the fastening state, the first planetary gear mechanism and the second planetary gear mechanism rotate.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a motor-driven drive device.

  In an electric car or a hybrid car, a wheel is driven by the power of a motor. When a large power is transmitted to the wheel only by the motor, the motor and peripherals become large. For this reason, the reduction gear mechanism is often combined with the motor. Patent Documents 1 and 2 describe an example of an in-wheel motor having a transmission mechanism. In the in-wheel motors of Patent Documents 1 and 2, the efficiency is enhanced by realizing the first shift state and the second shift state in which the torque of the output shaft is smaller than that of the first shift state.

JP, 2012-51540, A JP, 2014-66320, A

  However, it is desirable to further improve the efficiency of the electric drive.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide an electric drive device capable of improving the efficiency.

  In order to achieve the above object, an electric drive according to one aspect of the present invention includes a first motor, a first planetary gear mechanism connected to the first motor, a second motor, and the first planetary gear mechanism. And a second planetary gear mechanism connected to the second motor, a first output shaft connected to the first planetary gear mechanism, a braking device connected to the second planetary gear mechanism, and a fastening device The braking device switches between a braking state in which the rotation of a portion of the second planetary gear mechanism is restricted and a non-braking state in which the second planetary gear mechanism is freely rotated; A fastening state in which the first rotating body of the first planetary gear mechanism or the second planetary gear mechanism and the second rotating body of the first planetary gear mechanism or the second planetary gear mechanism are mutually fastened; The rotating body and the second rotating body rotate freely relative to each other The first planetary gear mechanism and the second planetary gear mechanism rotate when one of the first motor and the second motor is driven in the non-braking state and in the fastening state. .

  According to this, even if only one of the first motor and the second motor is driven when the braking device is in the non-braking state and the fastening device is in the fastening state, the first planetary gear mechanism and the second planetary gear mechanism Can rotate integrally to transmit power to the first output shaft. In addition, when the braking device is in the braking state and the fastening device is in the fastening state, the rotation of the first output shaft is locked because the first planetary gear mechanism and the second planetary gear mechanism can not rotate.

  Preferably, the first planetary gear mechanism includes a first sun gear connected to the first motor, a first pinion gear meshing with the first sun gear, and a first ring gear meshing with the first pinion gear. And a first carrier supporting the first pinion gear and connected to the first output shaft, wherein the second planetary gear mechanism comprises a second sun gear connected to the first ring gear; A second pinion gear meshing with two sun gears, a second carrier supporting the second pinion gear, and a second ring gear meshing with the second pinion gear and connected to the first carrier In the state, the rotation of the second carrier is restricted, the first rotating body is the second carrier, and the second rotating body is the second sun gear. According to this, when the fastening device is in the engaged state, the second sun gear and the second carrier of the second planetary gear mechanism integrally rotate.

  As a desirable mode, a part of the power of the first motor is transmitted to the first output shaft only through the first planetary gear mechanism among the first planetary gear mechanism and the second planetary gear mechanism, and The other part of the power of one motor is transmitted to the first output shaft via both the first planetary gear mechanism and the second planetary gear mechanism. As a result, the combined power of the power through only the first planetary gear mechanism and the power through both the first planetary gear mechanism and the second planetary gear mechanism is transmitted to the first output shaft. For this reason, the gear ratio of the electric drive device tends to be large. Further, since the power of the first motor is divided into two paths and transmitted to the first output shaft, the first planetary gear is compared to the case where the power of the first motor circulates in a mechanism including a plurality of planetary gear mechanisms. The power transmitted to the mechanism and the second planetary gear mechanism is reduced.

  As a desirable mode, it further has the 3rd planetary gear mechanism connected to the 1st output shaft, and the 2nd output shaft connected to the 3rd planetary gear mechanism. Thus, the third planetary gear mechanism can decelerate the power output from the first output shaft and transmit it to the second output shaft.

  As a desirable mode, it further comprises a reduction gear mechanism connected to the first output shaft, and a third output shaft connected to the reduction gear mechanism, and the reduction gear mechanism is configured to be connected to the first output shaft. A gear and a second gear meshing with the first gear and having more teeth than the first gear are provided, and the third output shaft is connected to the second gear. Thus, the speed reduction mechanism can decelerate the power output from the first output shaft and transmit it to the third output shaft.

  As a desirable mode, the fastening device includes a fourth planetary gear mechanism connected to the second planetary gear mechanism, and a braking unit connected to the fourth planetary gear mechanism, and the fourth planetary gear mechanism is A fourth sun gear connected to the second carrier, a fifth sun gear connected to the second sun gear, a fourth pinion gear meshing with the fourth sun gear and the fifth sun gear, and the fourth pinion gear And the fourth sun gear and the number of teeth of the fifth sun gear are the same as each other, and the braking unit is configured to control the rotation of the fourth carrier and the braking state and the braking state. It switches with the non-braking state which rotates a 4th carrier freely.

  As a result, the rotation speed of the fourth sun gear and the rotation speed of the fifth sun gear become equal to each other. For this reason, when the braking portion is in the braking state, the rotation speed of the second carrier and the rotation speed of the second sun gear become equal to each other. This is substantially the same as when the second sun gear and the second carrier are fixed to each other. When the braking portion is in the non-braking state, the fourth sun gear and the second carrier can freely rotate with each other because the fourth planetary gear mechanism does not transmit power.

  The electric drive device according to another aspect of the present invention is connected to a first motor, a first planetary gear mechanism connected to the first motor, a second motor, the first planetary gear mechanism, and the second motor. , The first output shaft connected to the second planetary gear mechanism, the braking device connected to the first planetary gear mechanism, and the fastening connected to the first planetary gear mechanism And the braking device switches between a braking state in which the rotation of a portion of the first planetary gear mechanism is restricted and a non-braking state in which the first planetary gear mechanism is freely rotated, and the fastening device And switching between a fastening state in which the plurality of rotary bodies included in the first planetary gear mechanism are fastened and a non-fastening state in which the plurality of rotary bodies are freely rotated.

  According to this, when one of the first motor and the second motor is driven in the non-braking state and in the fastening state, the first planetary gear mechanism and the second planetary gear mechanism rotate. Even if only one of the first motor and the second motor is driven, the first planetary gear mechanism and the second planetary gear mechanism can rotate integrally and can transmit power to the first output shaft. In addition, when the braking device is in the braking state and the fastening device is in the fastening state, the rotation of the first output shaft is locked because the first planetary gear mechanism and the second planetary gear mechanism can not rotate.

  According to the present invention, it is possible to provide an electric drive device capable of improving the efficiency.

FIG. 1 is a schematic view of the electric drive device of the first embodiment. FIG. 2 is a schematic view showing a first low speed mode of the first embodiment. FIG. 3 is a schematic view showing a second low speed mode of the first embodiment. FIG. 4 is a schematic view showing a third low speed mode of the first embodiment. FIG. 5 is a schematic view showing a first high speed mode of the first embodiment. FIG. 6 is a schematic view showing a second high speed mode according to the first embodiment. FIG. 7 is a schematic view showing the case where the clutch is in the engaged state in the third high speed mode according to the first embodiment. FIG. 8 is a schematic view showing a case where the clutch is in the non-engaged state in the third high speed mode according to the first embodiment. FIG. 9 shows the states of the first motor, the second motor, the brake and the clutch in the first low speed mode, the second low speed mode, the third low speed mode, the first high speed mode, the second high speed mode and the third high speed mode. FIG. FIG. 10 is a graph showing the relationship between the motor rotational speed and the output torque in the first low speed mode, the second low speed mode, and the third low speed mode. FIG. 11 is a graph showing a region where the efficiency is high in the relationship between the motor rotational speed and the output torque. FIG. 12 is a schematic view of the electric drive device according to the first modification of the first embodiment. FIG. 13 is a schematic view of an electric drive device according to a second modification of the first embodiment. FIG. 14 is a schematic view of the electric drive device according to the third modification of the first embodiment. FIG. 15 is a schematic view of the electric drive device according to the fourth modification of the first embodiment. FIG. 16 is a schematic view of an electric drive device according to a fifth modification of the first embodiment. FIG. 17 is a schematic view of an electric drive device according to a sixth modification of the first embodiment. FIG. 18 is a schematic view of an electric drive device according to a seventh modification of the first embodiment. FIG. 19 is a schematic view of the electric drive device according to the eighth modification of the first embodiment. FIG. 20 is a schematic view showing an example of the low speed mode according to the eighth modification. FIG. 21 is a schematic view of an electric drive device according to a ninth modification of the first embodiment. FIG. 22 is a schematic view of the electric drive device of the second embodiment. FIG. 23 is a schematic view of the electric drive device of the third embodiment.

  Hereinafter, the present invention will be described in detail with reference to the drawings. The present invention is not limited by the following embodiments (hereinafter referred to as embodiments). Further, constituent elements in the following embodiments include those which can be easily conceived by those skilled in the art, those substantially the same, and so-called equivalent ranges. Furthermore, the components disclosed in the following embodiments can be combined as appropriate. Moreover, in the following embodiment, the same code | symbol may be attached | subjected to the component similar to what was mentioned above, and the overlapping description may be abbreviate | omitted suitably.

(Embodiment 1)
FIG. 1 is a schematic view of the electric drive device of the first embodiment. FIG. 2 is a schematic view showing a first low speed mode of the first embodiment. FIG. 3 is a schematic view showing a second low speed mode of the first embodiment. FIG. 4 is a schematic view showing a third low speed mode of the first embodiment. FIG. 5 is a schematic view showing a first high speed mode of the first embodiment. FIG. 6 is a schematic view showing a second high speed mode according to the first embodiment. FIG. 7 is a schematic view showing the case where the clutch is in the engaged state in the third high speed mode according to the first embodiment. FIG. 8 is a schematic view showing a case where the clutch is in the non-engaged state in the third high speed mode according to the first embodiment. FIG. 9 shows the states of the first motor, the second motor, the brake and the clutch in the first low speed mode, the second low speed mode, the third low speed mode, the first high speed mode, the second high speed mode and the third high speed mode. FIG. In FIGS. 2 to 8, half of the electric drive unit 1 is omitted.

  As shown in FIG. 1, the electric drive device 1 of the first embodiment includes a first motor 11, a second motor 12, a first planetary gear mechanism 3, a second planetary gear mechanism 4, and a brake 6 (a braking device And a clutch 7 (an example of a fastening device), an output shaft 15 (an example of a first output shaft), and a control device 19.

  The first motor 11 and the second motor 12 are disposed, for example, inside or around the wheel 10 of the vehicle. The first motor 11 and the second motor 12 are fixed to a case attached to the wheel 10. That is, the first motor 11 and the second motor 12 are in-wheel motors. The first motor 11 is connected to the first planetary gear mechanism 3. The second motor 12 is connected to the second planetary gear mechanism 4. In the following description, the direction along the axial direction of the first motor 11 is simply referred to as the axial direction. The direction orthogonal to the axial direction is simply described as the radial direction.

  As shown in FIG. 1, the first planetary gear mechanism 3 includes a first sun gear 31, a plurality of first pinion gears 33, a first ring gear 35, and a first carrier 34. The first sun gear 31 is connected to the shaft of the first motor 11. The first sun gear 31 includes a first sun gear shaft 30. The first sun gear shaft 30 may be fixed to the first sun gear 31 as a separate member, or may be integrally formed with the first sun gear 31. The first sun gear shaft 30 is connected to the shaft of the first motor 11. The first pinion gear 33 is disposed radially outward with respect to the first sun gear 31 and meshes with the first sun gear 31. The first ring gear 35 is disposed radially outward with respect to the first pinion gear 33 and meshes with the first pinion gear 33. The first carrier 34 is connected to the first pinion gear 33. The first carrier 34 supports the plurality of first pinion gears 33 such that the respective first pinion gears 33 can rotate. The first carrier 34 supports the plurality of first pinion gears 33 so that they can revolve around the first sun gear 31. The first carrier 34 is connected to the output shaft 15. The output shaft 15 is connected to the wheel 10.

  As shown in FIG. 1, the second planetary gear mechanism 4 includes a second sun gear 41, a plurality of second pinion gears 43, a second ring gear 45, and a second carrier 44. The second sun gear 41 is connected to the first ring gear 35 and to the shaft of the second motor 12. The second sun gear 41 includes a second sun gear shaft 40. The second sun gear shaft 40 may be fixed to the second sun gear 41 as a separate member, or may be integrally formed with the second sun gear 41. The second sun gear shaft 40 is connected to the shaft of the second motor 12. When viewed in the axial direction, the center of the second sun gear shaft 40 overlaps the center of the first sun gear shaft 30. In the drawings, the second sun gear shaft 40 is shifted relative to the first sun gear shaft 30 for the sake of convenience. The second pinion gear 43 is disposed radially outward with respect to the second sun gear 41 and meshes with the second sun gear 41. The second ring gear 45 is disposed radially outward with respect to the second pinion gear 43 and meshes with the second pinion gear 43. The second ring gear 45 is connected to the output shaft 15. The second carrier 44 is connected to the second pinion gear 43. The second carrier 44 supports the plurality of second pinion gears 43 so that the respective second pinion gears 43 can rotate. The second carrier 44 supports the plurality of second pinion gears 43 so that they can revolve around the second sun gear 41.

  The brake 6 is connected to the second carrier 44. The brake 6 switches the braking state for restricting the rotation (revolution) of the second carrier 44 and the non-braking state for freely rotating (revolution) the second carrier 44 based on a control signal from the control device 19 It is. The brake 6 is a device capable of braking the rotation of the rotating body, and is, for example, a one-way clutch, a two-way clutch, a friction clutch, a band brake, an electromagnetic clutch, or the like. The brake 6 is attached to the fixed portion 100. The fixing unit 100 is, for example, a case supporting the first motor 11 and the second motor 12.

  The clutch 7 is disposed between the second sun gear 40 and the second carrier 44, and is connected to the second sun gear shaft 40 and the second carrier 44. The clutch 7 has a fastening state in which the second sun gear 41 and the second carrier 44 are fastened to each other based on a control signal from the control device 19 and a non-contact state in which the second sun gear 41 and the second carrier 44 rotate freely. It is an apparatus which switches with a fastening state. The clutch 7 realizes the engaged state by connecting the second sun gear shaft 40 and the second carrier 44. The clutch 7 achieves a non-engaged state by disconnecting the second sun gear shaft 40 and the second carrier 44. The clutch 7 is a device capable of engaging rotating bodies, and is, for example, a friction clutch, an electromagnetic clutch, a dog clutch, or the like.

  The control device 19 is a computer, and includes, for example, a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), an input interface, and an output interface. The control device 19 is an ECU (Electronic Control Unit) mounted on a vehicle. The control device 19 controls the first motor 11, the second motor 12, the brake 6 and the clutch 7.

  As shown in FIG. 9, the electric drive device 1 has a first low speed mode, a second low speed mode, a third low speed mode, a first high speed mode, a second high speed mode and a third high speed mode as drive modes. The control device 19 performs a first low speed mode, a second low speed mode, a third low speed mode, a first high speed mode, a second high speed mode, and a third high speed mode based on information obtained from various sensors provided in the vehicle. Switch.

  As shown in FIG. 9, in the first low speed mode, the first motor 11 is driven, the second motor 12 is not driven, the brake 6 is in the braking state, and the clutch 7 is in the non-engaged state. In the second low speed mode, the first motor 11 is not driven, the second motor 12 is driven, the brake 6 is in the braking state, and the clutch 7 is in the non-engaged state. In the third low speed mode, both the first motor 11 and the second motor 12 are driven, the brake 6 is in the braking state, and the clutch 7 is in the non-engaged state. In the first high speed mode, the first motor 11 is driven, the second motor 12 is not driven, and the brake 6 is in the non-braking state. Further, in the first high speed mode, the clutch 7 is engaged. In the second high speed mode, the first motor 11 is not driven, the second motor 12 is driven, and the brake 6 is in the non-braking state. Further, in the second high speed mode, the clutch 7 is engaged. In the third high speed mode, both the first motor 11 and the second motor 12 are driven, and the brake 6 is in the non-braking state. Further, in the third high speed mode, the clutch 7 is in the engaged state or in the non-engaged state (any one is acceptable).

  As shown in FIG. 2, in the first low speed mode, torque Ta is output from the first motor 11. No torque is output from the second motor 12. The shaft of the second motor 12 runs idle. The torque Ta is input to the first sun gear 31. In the first planetary gear mechanism 3, the torque Ta is divided into the torque T1 and the torque T2. The torque T1 is transmitted from the first carrier 34 to the output shaft 15. The torque T2 is transmitted to the second sun gear 41 via the first ring gear 35. The torque T2 becomes torque T3 via the second pinion gear 43 and the second ring gear 45. The torque T3 is transmitted to the output shaft 15. The torque T3 merges with the torque T1. The torque T4 transmitted to the output shaft 15 is the sum of the torque T1 and the torque T3.

  The speed reduction ratio (first speed reduction ratio) of the first planetary gear mechanism 3 is i1. The number of teeth of the first sun gear 31 is assumed to be Zs1. The number of teeth of the first ring gear 35 is set to Zr1. At this time, the first reduction ratio (i1) is expressed by the following equation (1).

  i1 = Zr1 / Zs1 (1)

  The reduction ratio (second reduction ratio) of the second planetary gear mechanism 4 is i2. The number of teeth of the second sun gear 41 is Zs2. The number of teeth of the second ring gear 45 is set to Zr2. At this time, the second reduction gear ratio (i2) is expressed by the following equation (2).

  i2 = Zr2 / Zs2 (2)

  The speed reduction ratio (overall speed reduction ratio) of the electric drive 1 in the first low speed mode is I1. The overall reduction ratio in the first low speed mode means the ratio of the number of rotations of the first motor 11 to the number of rotations of the output shaft 15. At this time, the overall reduction ratio (I1) is expressed by the following equation (3). For example, when the first speed reduction ratio (i1) is 2.5 and the second speed reduction ratio (i2) is 1.8, the overall speed reduction ratio (I1) is 8.

  I1 = i1 (1 + i2) +1 (3)

  The torque T4 output to the output shaft 15 is expressed by the following equation (4). For example, when the first reduction ratio (i1) is 2.5 and the second reduction ratio (i2) is 1.8, the torque T4 is eight times the torque Ta.

  T4 = {i1 (1 + i2) +1} Ta (4)

  As shown in FIG. 3, in the second low speed mode, the torque Tb is output from the second motor 12. No torque is output from the first motor 11. The shaft of the first motor 11 runs idle. The torque Tb is input to the second sun gear 41. The torque Tb becomes torque T5 via the second pinion gear 43 and the second ring gear 45. The torque T5 is transmitted to the output shaft 15. The torque T5 is expressed by the following equation (5).

  T5 = i2 × Tb (5)

  As shown in FIG. 4, in the third low speed mode, the torque Ta is output from the first motor 11 and the torque Tb is output from the second motor 12. The torque Ta is input to the first sun gear 31. In the first planetary gear mechanism 3, the torque Ta is divided into the torque T1 and the torque T2. The torque T1 is transmitted from the first carrier 34 to the output shaft 15. The torque T2 is transmitted to the second sun gear 41 via the first ring gear 35. The torque T2 merges with the torque Tb to become a torque T6. The torque T6 becomes torque T7 via the second pinion gear 43 and the second ring gear 45. The torque T7 is transmitted to the output shaft 15. The torque T7 merges with the torque T1. The torque T8 transmitted to the output shaft 15 is the sum of the torque T1 and the torque T7. The torque T8 is expressed by the following equation (6).

  T8 = {i1 (1 + i2) +1} Ta + i2 × Tb (6)

  As shown in FIG. 5, in the first high speed mode, torque Ta is output from the first motor 11. No torque is output from the second motor 12. The shaft of the second motor 12 runs idle. The torque Ta is input to the first sun gear 31. In the first high speed mode, the brake 6 is in the non-braking state, and the second carrier 44 is not fixed to the fixing portion 100. Thus, the second planetary gear mechanism 4 does not receive a reaction force from the fixing unit 100. In the first high speed mode, the clutch 7 is in the engaged state, and the first ring gear 35, the second sun gear 41, and the second carrier 44 are integrated via the second sun gear shaft 40. As a result, the first ring gear 35, the second sun gear 41, and the second carrier 44 integrally rotate, and the first planetary gear mechanism 3 and the second planetary gear mechanism 4 integrally rotate. There is.

  In this state, the torque Ta input to the first sun gear 31 is distributed to the torques Ta1 and Ta2 by the first pinion gear 33. The torque Ta1 is transmitted to the output shaft 15 via the first carrier 34. The torque Ta2 is transmitted to the output shaft 15 via the first ring gear 35 and the second planetary gear mechanism 4 that rotates integrally with the first ring gear 35. The torques Ta1 and Ta2 join at the output shaft 15 and become torque Ta. As described above, in the first high speed mode, the torque Ta is transmitted from the first motor 11 to the output shaft 15. In the first high speed mode, the rotation speed of the output shaft 15 matches the rotation speed of the first motor 11.

  As shown in FIG. 6, in the second high speed mode, the torque Tb is output from the second motor 12. No torque is output from the first motor 11. The shaft of the first motor 11 runs idle. The torque Tb is input to the second sun gear 41. In the second high speed mode, the brake 6 is in the non-braking state, and the second carrier 44 is not fixed to the fixing portion 100. Thus, the second planetary gear mechanism 4 does not receive a reaction force from the fixing unit 100. In the second high speed mode, the clutch 7 is in the engaged state, and the first ring gear 35, the second sun gear 41, and the second carrier 44 are integrated via the second sun gear shaft 40. As a result, the first ring gear 35, the second sun gear 41, and the second carrier 44 integrally rotate, and the first planetary gear mechanism 3 and the second planetary gear mechanism 4 integrally rotate. There is.

  In this state, the torque Tb input to the second sun gear 41 is distributed to the torques Tb1 and Tb2 by the second sun gear shaft 40. The torque Tb1 is transmitted to the output shaft 15 via the second planetary gear mechanism 4 that rotates integrally with the first ring gear 35. The torque Tb2 is transmitted to the output shaft 15 via the first ring gear 35 and the first carrier 34. The torques Tb1 and Tb2 merge at the output shaft 15 to become a torque Tb. Thus, in the second high speed mode, the torque Tb is transmitted from the second motor 12 to the output shaft 15. In the second high speed mode, the rotation speed of the output shaft 15 matches the rotation speed of the second motor 12.

  In the third high speed mode, the torque Ta is output from the first motor 11 and the torque Tb is output from the second motor 12. As described above, in the third high speed mode, the brake 6 is in the non-braking state, and the clutch 7 is in the engaged state or the non-engaged state (in either case).

  As shown in FIG. 7, when the clutch 7 is in the engaged state in the third high speed mode, the first ring gear 35, the second sun gear 41 and the second carrier 44 are integrated via the second sun gear shaft 40. As a result, the first ring gear 35, the second sun gear 41, and the second carrier 44 integrally rotate, and the first planetary gear mechanism 3 and the second planetary gear mechanism 4 integrally rotate. There is. In this state, the torque Ta output from the first motor 11 is distributed to the torques Ta1 and Ta2 by the first pinion gear 33. The torque Ta1 is transmitted to the output shaft 15 via the first carrier 34. The torque Ta2 is transmitted to the output shaft 15 via the first ring gear 35 and the second planetary gear mechanism 4 that rotates integrally with the first ring gear 35. The torque Tb output from the second motor 12 is distributed to the torques Tb1 and Tb2 by the second sun gear 41. The torque Tb1 is transmitted to the output shaft 15 via the second planetary gear mechanism 4 that rotates integrally with the first ring gear 35. The torque Tb2 is transmitted to the output shaft 15 via the first ring gear 35 and the first carrier 34. The torques Ta1, Ta2, Tb1 and Tb2 join at the output shaft 15 to become a torque T9, and are transmitted to the output shaft 15.

  On the other hand, as shown in FIG. 8, when the clutch 7 is in the non-engaged state in the third high speed mode, the second sun gear shaft 40 and the second carrier 44 are not integrated, It does not receive power either. Thus, the second planetary gear mechanism 4 does not transmit power. Therefore, the torque Tb output from the second motor 12 is transmitted to the first ring gear 35 but not transmitted to the second ring gear 45. The torque Ta output from the first motor 11 is also transmitted to the first carrier 34 but not transmitted to the second ring gear 25. The torque Ta output from the first motor 11 and the torque Tb output from the second motor 12 join at the first pinion gear 33 to become a torque T 9 and transmitted to the output shaft 15.

  As described above, in the third high speed mode, the torque Ta and the torque Tb merge to form the torque T9 regardless of whether the clutch 7 is in the engaged state or not engaged state. The torque T9 is expressed by the following equation (7). In the third high speed mode, the ratio of the rotational speed of the second motor 12 to the rotational speed of the first motor 11 is constant. In the third high speed mode, the rotational speed of the output shaft 15 depends on the ratio of the rotational speed of the second motor 12 to the rotational speed of the first motor 11.

  T9 = Ta1 + Ta2 + Tb1 + Tb2 = Ta + Tb (7)

  FIG. 10 is a graph showing the relationship between the motor rotational speed and the output torque in the first low speed mode, the second low speed mode, and the third low speed mode. FIG. 11 is a graph showing a region where the efficiency is high in the relationship between the motor rotational speed and the output torque. The output torque means the torque output to the output shaft 15. FIG. 11 shows the relationship between motor rotation speed and output torque in a general motor.

  As shown in FIG. 10, the relationship between the motor rotational speed and the output torque in the first low speed mode, the second low speed mode, and the third low speed mode is different from each other. A region R indicated by a broken line in FIG. 11 is a region in which the efficiency of the motor tends to be high. In the electric drive apparatus 1 of the first embodiment, the drive mode is switched to the first low speed mode, the second low speed mode, the third low speed mode, the first high speed mode, the second high speed mode, and the third high speed mode. The area corresponding to the area R of For this reason, according to the electric drive unit 1, the efficiency can be easily improved.

  As shown in FIG. 9, the electric drive 1 has a parking mode. In the parking mode, the first motor 11 and the second motor 12 stop. Further, the brake 6 is in the braking state, and the clutch 7 is in the engaging state. As a result, the first planetary gear mechanism 3 and the second planetary gear mechanism 4 are fastened to the fixed portion 100 and can not rotate. For this reason, the motor-driven drive device 1 can lock the rotation of the output shaft 15.

  As described above, the electric drive device 1 of the first embodiment includes the first motor 11, the first planetary gear mechanism 3 connected to the first motor 11, the second motor 12, and the first planetary gear mechanism 3. And a second planetary gear mechanism 4 connected to the second motor 12, an output shaft 15 connected to the first planetary gear mechanism 3, a brake 6 connected to the second planetary gear mechanism 4, and a clutch 7; Equipped with The first planetary gear mechanism 3 includes a first sun gear 31 connected to the first motor 11, a first pinion gear 33 meshing with the first sun gear 31, a first ring gear 35 meshing with the first pinion gear 33, and a first ring gear 35 And a first carrier 34 supporting the pinion gear 33 and connected to the output shaft 15. The second planetary gear mechanism 4 includes a second sun gear 41 connected to the first ring gear 35, a second pinion gear 43 meshing with the second sun gear 41, and a second carrier 44 supporting the second pinion gear 43. And a second ring gear 45 engaged with the second pinion gear 43 and connected to the first carrier. The brake 6 switches between a braking state in which the rotation of the second carrier 44 which is a part of the second planetary gear mechanism 4 is restricted, and a non-braking state in which the second planetary gear mechanism 4 is freely rotated. The clutch 7 switches between an engaged state in which the second sun gear 41 and the second carrier 44 are engaged with each other and a non-engaged state in which the second sun gear 41 and the second carrier 44 are freely rotated with each other. When one of the first motor 11 and the second motor 12 is driven while the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear mechanism 4 rotate.

  Thereby, even if only one of the first motor 11 and the second motor 12 is driven, when the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear mechanism 4 can rotate integrally and can transmit power to the output shaft 15.

  The in-wheel motor disclosed in the above-mentioned Patent Documents 1 and 2 combines two motors and a plurality of planetary gear mechanisms, and enables switching between a low speed mode with a large reduction ratio and a high speed mode with a small reduction ratio. ing. In the in-wheel motor disclosed in Patent Documents 1 and 2 described above, the high-speed mode is established when one element of the planetary gear mechanism and the fixing member are not fastened. In this state, even if only one motor is driven, the planetary gear mechanism can not receive a reaction force. For this reason, the in-wheel motor disclosed by the above-mentioned patent documents 1 and 2 needs to drive two motors in high speed mode.

  On the other hand, in the electric drive apparatus 1 according to the first embodiment, the clutch 7 engages the second sun gear 41 and the second carrier 44, whereby the operation with one motor is performed even when the brake 6 is in the non-braking state. Is possible. The electric drive device 1 can drive only one of the first motor 11 and the second motor 12 to drive the vehicle when the required traveling power is low during high-speed traveling. As described above, the electric drive device 1 can select the optimum number of motors in accordance with the driving state even at high speed traveling, so that the efficiency can be improved.

  Moreover, the electric drive 1 of Embodiment 1 is provided with a parking mode. In the parking mode, the rotation of the output shaft 15 is locked since the first planetary gear mechanism 3 and the second planetary gear mechanism 4 can not rotate. Therefore, the electric drive device 1 can omit the dedicated mechanism (for example, the parking lock mechanism) for locking the rotation of the output shaft 15. Thereby, size reduction and weight reduction of the electric drive 1 are possible.

  Further, in the electric drive device 1 of the first embodiment, a part of the power of the first motor 11 is an output shaft through only the first planetary gear mechanism 3 out of the first planetary gear mechanism 3 and the second planetary gear mechanism 4. It is transmitted to 15. Another part of the power of the first motor 11 is transmitted to the output shaft 15 via both the first planetary gear mechanism 3 and the second planetary gear mechanism 4. As a result, the combined power of the power through only the first planetary gear mechanism 3 and the power through both the first planetary gear mechanism 3 and the second planetary gear mechanism 4 is transmitted to the output shaft 15. Therefore, the gear ratio tends to be large. Furthermore, since the power of the first motor 11 is divided into two paths and transmitted to the output shaft 15, the first planet is compared with the case where the power of the first motor 11 circulates in a mechanism including a plurality of planetary gear mechanisms. The power transmitted to the gear mechanism 3 and the second planetary gear mechanism 4 is reduced. Thereby, the electric drive 1 can further improve the efficiency.

  In the above-described electric drive unit 1 and the electric drive units 1A to 1D (see FIGS. 12 to 15) and 1K (see FIG. 22) described later, the second carrier 44 corresponds to the “first rotating body” of the present disclosure. The second sun gear 41 corresponds to the “second rotating body” of the present disclosure.

(Modification of Embodiment 1)
FIG. 12 is a schematic view of the electric drive device according to the first modification of the first embodiment. As shown in FIG. 12, the electric drive 1 </ b> A according to the first modification of the first embodiment includes a third planetary gear mechanism 5 </ b> B and an output shaft 16 (an example of a second output shaft). As shown in FIG. 12, the third planetary gear mechanism 5B includes a third sun gear 51, a plurality of third pinion gears 53, a third ring gear 55, and a third carrier 54.

  The third sun gear 51 is connected to the output shaft 15. The third pinion gear 53 is disposed radially outward of the third sun gear 51 and meshes with the third sun gear 51. The third ring gear 55 is disposed radially outward of the third pinion gear 53 and meshes with the third pinion gear 53. The third carrier 54 is connected to the third pinion gear 53. The third carrier 54 supports the plurality of third pinion gears 53 such that the respective third pinion gears 53 can rotate. The third carrier 54 supports the plurality of third pinion gears 53 so that they can revolve around the third sun gear 51. The third carrier 54 is connected to the output shaft 16. The output shaft 16 is connected to the wheel 10. By providing the third planetary gear mechanism 5B, the electric drive 1A can further increase the reduction ratio as compared with the electric drive 1 described above.

  FIG. 13 is a schematic view of an electric drive device according to a second modification of the first embodiment. As shown in FIG. 13, the electric drive 1 </ b> B of the second modification of the first embodiment includes the third planetary gear mechanism 5 </ b> B and the output shaft 16. As shown in FIG. 13, in the electric drive 1 </ b> B, the third carrier 54 is attached to the fixing portion 100 </ b> C. Further, the third ring gear 55 is connected to the output shaft 16. By having the above-described configuration, the electric drive 1 B can further increase the reduction ratio as compared with the above-described electric drive 1.

  FIG. 14 is a schematic view of the electric drive device according to the third modification of the first embodiment. As shown in FIG. 14, an electric drive 1 </ b> C of Modification 3 of Embodiment 1 includes a reduction gear mechanism 5 </ b> C and an output shaft 17 (an example of a third output shaft). As shown in FIG. 14, the reduction gear mechanism 5 </ b> C includes a small gear 57 and a large gear 58. The small gear 57 is connected to the output shaft 15. The large gear 58 meshes with the small gear 57. The number of teeth of the large gear 58 is larger than the number of teeth of the small gear 57. The large gear 58 is connected to the output shaft 17. The output shaft 17 is connected to the wheel 10. The output shaft 15 of the electric drive device 1C and the output shaft 17 connected to the wheel 10 are positioned on different straight lines (different axes). The electric drive 1 </ b> C can further increase the reduction ratio as compared with the electric drive 1 described above by including the reduction mechanism 5 </ b> C.

  FIG. 15 is a schematic view of the electric drive device according to the fourth modification of the first embodiment. As shown in FIG. 15, the electric drive 1D of the fourth modification of the first embodiment includes a reduction gear mechanism 5C, an output shaft 17, a differential gear 59, and a drive shaft 110. In the fourth modification of the first embodiment, the fixing portion 100C is a vehicle body. The first motor 11, the second motor 12, the brake 6 and the clutch of the electric drive device 1D are attached to the fixed portion 100C. The electric drive device 1D adopts an on-board method. One end of the output shaft 17 is connected to the wheel 10 (for example, the left wheel), and the other end of the output shaft 17 is connected to the differential gear 59.

  The output shaft 15 of the electric drive device 1D and the output shaft 17 connected to the wheel 10 are separate shafts. The differential gear 59 meshes with the large gear 58. One end of the drive shaft 110 is connected to the differential gear 59, and one end of the drive shaft 110 is connected to the wheel 10 (for example, right wheel). The drive shaft 110 and the output shaft 17 are located on the same straight line (coaxial). The motor-driven drive device 1D can further increase the speed reduction ratio as compared with the motor-driven drive device 1 described above by including the reduction mechanism 5C.

  FIG. 16 is a schematic view of an electric drive device according to a fifth modification of the first embodiment. FIG. 17 is a schematic view of an electric drive device according to a sixth modification of the first embodiment. FIG. 18 is a schematic view of an electric drive device according to a seventh modification of the first embodiment. In the above-mentioned Embodiment 1, the case where the clutch 7 was arrange | positioned between the 2nd sun gear 41 and the 2nd carrier 44 was demonstrated. However, in the first embodiment, the arrangement of the clutch 7 is not limited to the above. For example, as in the electric drive 1E shown in FIG. 16, the clutch 7 is disposed between the second sun gear 41 and the second ring gear 45 and connected to the second sun gear shaft 40 and the second carrier 44. It may be

  In the electric drive device 1E, the clutch 7 has a fastening state in which the second sun gear 41 and the second ring gear 45 are fastened to each other, and a non-fastening state in which the second sun gear 41 and the second ring gear 45 are freely rotated relative to each other. Switch. When one of the first motor 11 and the second motor 12 is driven while the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear mechanism 4 rotate.

  Thereby, even if only one of the first motor 11 and the second motor 12 is driven when the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear The mechanism 4 can rotate integrally and can transmit power to the output shaft 15. In the electric drive device 1E, the second ring gear 45 corresponds to the "first rotating body" of the present disclosure, and the second sun gear 41 corresponds to the "second rotating body" of the present disclosure.

  Alternatively, the clutch 7 may be disposed between the second carrier 44 and the second ring gear 45, as in the electric drive 1F shown in FIG. In the electric drive device 1F, the clutch 7 engages the second carrier 44 and the second ring gear 45 in the engaged state and the non-engaged state in which the second carrier 44 and the second ring gear 45 freely rotate each other. Switch. When one of the first motor 11 and the second motor 12 is driven while the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear mechanism 4 rotate.

  Thereby, even if only one of the first motor 11 and the second motor 12 is driven when the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear The mechanism 4 can rotate integrally and can transmit power to the output shaft 15. In the electric drive device 1F, the second carrier 44 corresponds to the "first rotating body" of the present disclosure, and the second ring gear 45 corresponds to the "second rotating body" of the present disclosure.

  Alternatively, as in the electric drive 1 </ b> G shown in FIG. 18, the clutch 7 may be disposed between the first planetary gear mechanism 3 and the second planetary gear mechanism 4. For example, the clutch 7 is connected to the first sun gear shaft 30 of the first planetary gear mechanism 3 and the second sun gear shaft 40 of the second planetary gear mechanism 4. In the electric drive device 1G, the clutch 7 switches between a fastening state in which the first sun gear 31 and the second sun gear 41 are fastened and a non-fastening state in which the first sun gear 31 and the second sun gear 41 rotate freely. When one of the first motor 11 and the second motor 12 is driven while the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear mechanism 4 rotate.

  Thereby, even if only one of the first motor 11 and the second motor 12 is driven when the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear The mechanism 4 can rotate integrally and can transmit power to the output shaft 15. In the electric drive device 1G, the first sun gear 31 corresponds to the "first rotating body" of the present disclosure, and the second sun gear 41 corresponds to the "second rotating body" of the present disclosure.

  FIG. 19 is a schematic view of the electric drive device according to the eighth modification of the first embodiment. FIG. 20 is a schematic view showing an example of the low speed mode according to the eighth modification. The first motor 11 may be connected to the first planetary gear mechanism 3 and the second planetary gear mechanism 4 as in the electric drive 1H shown in FIG. The second motor 12 may also be connected to the first planetary gear mechanism 3 and the second planetary gear mechanism 4 respectively. Further, the clutch 7 may be connected to the first planetary gear mechanism 3. The clutch 7 may be disposed between the first carrier 34 and the first ring gear 35. In the electric drive device 1H, the clutch 7 engages the first carrier 34 and the first ring gear 35, and disengages the first carrier 34 and the first ring gear 35. Switch.

  In the electric drive 1H shown in FIG. 19, the first sun gear shaft 30 and the second sun gear shaft 40 are connected in series to constitute one sun gear shaft 210. The power of the first motor 11 is transmitted to the first sun gear 31 and the second sun gear 41 via the sun gear shaft 210. Also, the power of the second motor 12 is transmitted to the first ring gear 35 and the second carrier 44.

  The electric drive unit 1H shown in FIG. 19 can realize the high speed mode by setting the clutch 7 in the non-braking state and the clutch 7 in the non-braking state. In the high speed mode, when at least one of the first motor 11 and the second motor 12 is driven, the first carrier 34, the first ring gear 35 and the second carrier 44 rotate integrally, and the output shaft 15 is powered. Can be transmitted.

  Further, the electric drive device 1H can realize the low speed mode by setting the brake 6 in the braking state and setting the clutch 7 in the non-engaged state. For example, as shown in FIG. 20, when the torque Ta is outputted from the first motor 11 in the low speed mode, the torque Ta is distributed to the torque Ta1 and the torque Ta2 in the second planetary gear mechanism 4. The torque Ta1 is transmitted to the first carrier 34 via the first sun gear 31 and the first pinion gear 33. The torque Ta2 is transmitted to the first carrier 34 via the second pinion gear 43, the second carrier 44 and the first ring gear 35. When the torque Tb is output from the second motor 12, the torque Tb is transmitted to the first carrier 34 via the first ring gear 35 and the first pinion gear 33. The torques Ta1, Ta2 and Tb merge to form a torque T10, which is output.

  As described above, the electric drive device 1H according to the modified example 8 of the first embodiment includes the first planetary gear connected to the first motor 11, the second motor 12, and the first motor 11 and the second motor 12. A second planetary gear mechanism 4 connected to the mechanism 3, the first planetary gear mechanism 3, the first motor 11 and the second motor 12, an output shaft 15 connected to the first planetary gear mechanism 3, and a second planetary gear mechanism A brake 6 connected to the gear mechanism 4 and a clutch 7 are provided. The first planetary gear mechanism 3 is connected to the first sun gear 31 connected to the first motor 11, the first pinion gear 33 meshing with the first sun gear 31, and the first pinion gear 33 and connected to the second motor 12 And a first carrier 34 that supports the first pinion gear 33 and is connected to the output shaft 15. The second planetary gear mechanism 4 includes a second sun gear 41 connected to the first ring gear 35 and connected to the first motor 11, a second pinion gear 43 meshing with the second sun gear 41, and a second pinion gear 43. A second carrier 44 supported and connected to the first ring gear 35 and the second motor 12 and a second ring gear 45 meshing with the second pinion gear 43 are provided. The brake 6 switches between a braking state in which the rotation of the second ring gear 45 which is a part of the second planetary gear mechanism 4 is restricted, and a non-braking state in which the second planetary gear mechanism 4 is freely rotated. The clutch 7 has an engaged state in which the first carrier 34 and the first ring gear 35 included in the first planetary gear mechanism 3 are engaged with each other, and an unengaged state in which the first carrier 34 and the first ring gear 35 freely rotate with each other. Switch. When one of the first motor 11 and the second motor 12 is driven while the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear mechanism 4 rotate.

  Thereby, even if only one of the first motor 11 and the second motor 12 is driven, when the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear mechanism 4 can rotate integrally and can transmit power to the output shaft 15. In the electric drive device 1H, the first carrier 34 corresponds to the "first rotating body" of the present disclosure, and the first ring gear 35 corresponds to the "second rotating body" of the present disclosure.

  Although the second motor 12 is disposed at a position closer to the first ring gear 35 than the second carrier 44 in FIG. 19, this is merely an example. The second motor 12 may be disposed closer to the second carrier 44 than the first ring gear 35. For example, the electric drive device 1H may include a second motor 12 'disposed on the second carrier 44 side, instead of the second motor 12 disposed on the first ring gear 35 side. Further, also in the electric drive device 1H, as in the other modified examples, the speed reduction mechanism 5C connected to the output shaft 15 may be provided.

  FIG. 21 is a schematic view of an electric drive device according to a ninth modification of the first embodiment. The clutch 7 may be connected to the first planetary gear mechanism 3 and disposed between the first sun gear 31 and the first carrier 34, as in the electric drive 1J shown in FIG. In the electric drive device 1J, the clutch 7 switches between a fastening state in which the first sun gear 31 and the first carrier 34 are fastened and a non-fastening state in which the first sun gear 31 and the first carrier 34 rotate freely. When one of the first motor 11 and the second motor 12 is driven while the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear mechanism 4 rotate.

  Thereby, even if only one of the first motor 11 and the second motor 12 is driven, when the brake 6 is in the non-braking state and the clutch 7 is in the engaged state, the first planetary gear mechanism 3 and the second planetary gear mechanism 4 can rotate integrally and can transmit power to the output shaft 15. In the electric drive device 1J, the first carrier 34 corresponds to the "first rotating body" of the present disclosure, and the first sun gear 31 corresponds to the "second rotating body" of the present disclosure.

Second Embodiment
FIG. 22 is a schematic view of the electric drive device of the second embodiment. As shown in FIG. 22, the electric drive 1K according to the second embodiment includes a first motor 11, a second motor 12, a first planetary gear mechanism 3, a second planetary gear mechanism 4, and a brake 6 (hereinafter referred to as A first brake), an output shaft 15, a control device 19, a fourth planetary gear mechanism 8, and a second brake 7A (an example of a braking portion). The combination of the fourth planetary gear mechanism 8 and the second brake 7A functions as a fastening device.

  The fourth planetary gear mechanism 8 includes a fourth sun gear 81, a fifth sun gear 82, a plurality of long pinion gears (an example of a fourth pinion gear) 83, and a fourth carrier 84. The fourth sun gear 81 is connected to the second carrier 44. The fifth sun gear 82 is connected to the second sun gear 41 and the second motor 12 via the second sun gear shaft 40. The fourth sun gear 81 and the fifth sun gear 82 are axially long and mesh with the same long pinion gear 83. Further, the number of teeth of the fourth sun gear 81 and the number of teeth of the fifth sun gear 82 are the same as each other.

  The second brake 7A is connected to the fourth carrier 84. The second brake 7A regulates the rotation (revolution) of the fourth carrier 84 based on the control signal from the control device 19 and the non-braking state in which the fourth carrier 84 is freely rotated (revolution). It is an apparatus to switch. The second brake 7A is a device capable of braking the rotation of the rotating body, and is, for example, a one-way clutch, a two-way clutch, a friction clutch, a band brake or an electromagnetic clutch. The second brake 7A is attached to the fixed portion 100.

  The electric drive unit 1K includes the first low speed mode, the second low speed mode, the third low speed mode, the first high speed mode, the second high speed mode, and the third high speed mode, similarly to the electric drive 1 described above. The states of the first motor 11, the second motor 12, and the first brake 6 in each mode are as shown in FIG. Further, the state of the second brake 7A in each mode is the same as when the engaged state is read as the braking state and the non-engaged state is read as the non-braking state in the column of the clutch 7 shown in FIG.

  In the electric drive device 1K, when the second brake 7A is in the braking state, the fourth carrier 84 is fixed to the fixing portion 100. As a result, the fourth planetary gear mechanism 8 can transmit power, and the rotation of the second sun gear 41 is performed through the fifth sun gear 82, the long pinion gear 83, and the fourth sun gear 81. 2 will be transmitted to the carrier 44. As described above, the fourth sun gear 81 and the fifth sun gear 82 mesh with the same long pinion gear 83, and the number of teeth of the fourth sun gear 81 and the number of teeth of the fifth sun gear 82 are the same as each other.

  As a result, the rotational speed of the fourth sun gear 81 and the rotational speed of the fifth sun gear 82 become equal to each other. Since the rotation input to the fifth sun gear 82 is output from the fourth sun gear 81 at the same rotational speed, the rotational speed of the fifth sun gear 82 and the rotational speed of the second carrier 44 become equal to each other. This state is substantially the same as the state where the fifth sun gear 82 and the second carrier 44 are fixed to each other. Therefore, in the electric drive 1K, when the first brake 6 is in the non-braking state and the second brake 7A is in the braking state (for example, in the first high speed mode or the second high speed mode), the second planetary gear mechanism 4 Can rotate integrally with the first planetary gear mechanism 3.

  As described above, the electric drive unit 1K of the second embodiment includes the fourth planetary gear mechanism 8 connected to the second planetary gear mechanism 4 and the second brake 7A connected to the fourth planetary gear mechanism 8. Prepare. The fourth planetary gear mechanism 8 includes a fourth sun gear 81 connected to the second carrier 44, a fifth sun gear 82 connected to the second sun gear 41, and a long pinion engaged with the fourth sun gear 81 and the fifth sun gear 82. A gear 83 and a fourth carrier 84 supporting the long pinion gear 83 are provided. The number of teeth of the fourth sun gear 81 and the number of teeth of the fifth sun gear 82 are the same. The second brake 7A switches between a braking state in which the rotation of the fourth carrier 84 is restricted and a non-braking state in which the fourth carrier 84 is freely rotated. Thus, the combination of the fourth planetary gear mechanism 8 and the second brake 7A functions as a fastening device. The second brake 7 </ b> A does not need to engage the rotating bodies as in the clutch 7 of the first embodiment. For this reason, compared with the electric drive device 1 of the first embodiment, the electric drive device 1K simplifies the fastening mechanism.

  In the second embodiment, the arrangement position of the fourth planetary gear mechanism 8 is not limited to between the second sun gear 41 and the second carrier 44. For example, the fourth planetary gear mechanism 8 may be disposed between the second sun gear 41 and the second ring gear 45 similarly to the clutch 7 shown in the fifth modification of the first embodiment. Alternatively, the fourth planetary gear mechanism 8 may be disposed between the second carrier 44 and the second ring gear 45 similarly to the clutch 7 shown in the sixth modification of the first embodiment. Also in these cases, the second planetary gear mechanism 4 can rotate integrally with the first planetary gear mechanism 3.

(Embodiment 3)
Embodiment 3 is an aspect which added the clutch to the in-wheel motor (following, electric drive) disclosed by patent document 1. FIG. The added clutch is a device that switches between an engaged state in which the plurality of rotating bodies included in the first planetary gear mechanism are engaged with each other and a non-engaged state in which the plurality of rotating bodies are freely rotated relative to each other. The details will be described below.

  FIG. 23 is a schematic view of the electric drive device of the third embodiment. As shown in FIG. 23, the electric drive device 101, which is an in-wheel motor, has a casing G, a first motor 11, a second motor 12, a transmission mechanism 113, and a wheel bearing 150 (an example of a first output shaft) And The casing G accommodates the first motor 11, the second motor 12, and the transmission mechanism 113. The first motor 11 can output a first rotational force TA. The second motor 12 can output the second rotational force TB. The transmission mechanism 113 is connected to the first motor 11. Thus, when the first motor 11 operates, the transmission mechanism 113 transmits (inputs) the first rotational force TA.

  The operation of the motor as referred to herein means that power is supplied to the motor and the output shaft rotates. Also, the transmission mechanism 113 is connected to the second motor 12. Thus, when the second motor 12 operates, the transmission mechanism 113 transmits (inputs) the second rotational force TB. The transmission mechanism 113 is connected to the wheel bearing 150, and transmits (outputs) the speed-changed rotational force to the wheel bearing 150. The wheel bearing 150 is attached to the wheel 10 of the electric vehicle.

  The transmission mechanism 113 includes a first planetary gear mechanism 120, a second planetary gear mechanism 130, a first clutch 140 (an example of a braking device), and a second clutch 145 (an example of a fastening device). The first planetary gear mechanism 120 is a single pinion type planetary gear mechanism. The first planetary gear mechanism 120 includes a first sun gear 121, a first pinion gear 122, a first carrier 123, and a first ring gear 124. The second planetary gear mechanism 130 is a double pinion type planetary gear mechanism. The second planetary gear mechanism 130 includes a second sun gear 131, a second pinion gear 132a, a third pinion gear 132b, a second carrier 133, and a second ring gear 134.

  The first sun gear 121 is supported in the casing G so as to be able to rotate (rotation) around the rotation axis R1. The first sun gear 121 is connected to the first motor 11. Therefore, when the first motor 11 operates, the first sun gear 121 is transmitted with the first rotational force TA. As a result, when the first motor 11 is operated, the first sun gear 121 rotates about the rotation axis R1. The first pinion gear 122 meshes with the first sun gear 121. The first carrier 123 holds the first pinion gear 122 so that the first pinion gear 122 can rotate (rotate) about the first pinion rotation axis Rp1. The first pinion rotation axis Rp1 is, for example, parallel to the rotation axis R1.

  The first carrier 123 is supported in the casing G so as to be able to rotate (rotation) around the rotation axis R1. Thereby, the first carrier 123 holds the first pinion gear 122 so that the first pinion gear 122 can revolve around the first sun gear 121, that is, around the rotation axis R1. The first ring gear 124 can rotate (rotation) around the rotation axis R1. The first ring gear 124 meshes with the first pinion gear 122. Further, the first ring gear 124 is connected to the second motor 12. Therefore, the second ringing force TB is transmitted to the first ring gear 124 when the second motor 12 operates. Thus, when the second motor 12 is operated, the first ring gear 124 rotates (rotationally) about the rotation axis R1.

  The first clutch 140 can regulate the rotation of the first carrier 123. Specifically, the first clutch 140 is attached to the casing G. The first clutch 140 engages and disengages the first clutch 140 and the casing G. Thus, the first clutch 140 regulates the rotation of the first carrier 123 about the rotation axis R1 and the non-braking state in which the first carrier 123 is freely rotated about the rotation axis R1. Switch.

  The second sun gear 131 is supported in the casing G so as to be able to rotate (rotation) around the rotation axis R1. The second sun gear 131 is connected to the first motor 11 via the first sun gear 121. Specifically, the first sun gear 121 and the second sun gear 131 are integrally formed on the sun gear shaft 114 so as to be rotatable coaxially (rotational axis R1). The sun gear shaft 114 is coupled to the first motor 11. Thus, the second sun gear 131 rotates around the rotation axis R1 when the first motor 11 is operated.

  The second pinion gear 132 a meshes with the second sun gear 131. The third pinion gear 132b meshes with the second pinion gear 132a. The second carrier 133 holds the second pinion gear 132a so that the second pinion gear 132a can rotate (rotation) around the second pinion rotation axis Rp2. In addition, the second carrier 133 holds the third pinion gear 132b so that the third pinion gear 132b can rotate (rotation) around the third pinion rotation axis Rp3. The second pinion rotation axis Rp2 and the third pinion rotation axis Rp3 are, for example, parallel to the rotation axis R1.

  The second carrier 133 is supported in the casing G so as to be able to rotate (rotation) around the rotation axis R1. As a result, the second carrier 133 can rotate the second pinion gear 132a and the third pinion gear 132b about the second sun gear 131, that is, about the rotation axis R1. It will hold 132b. Also, the second carrier 133 is connected to the first ring gear 124. As a result, when the first ring gear 124 rotates (rotation), the second carrier 133 rotates (rotation) about the rotation axis R1. The second ring gear 134 can rotate (rotation) around the rotation axis R1. The second ring gear 134 meshes with the third pinion gear 132 b. Also, the second ring gear 134 is connected to the wheel bearing 150. Thereby, when the second ring gear 134 rotates (rotation), the wheel bearing 150 rotates.

  The second clutch 145 can fix the first sun gear 121 and the first carrier 123 to each other. Specifically, the fastening state in which the first sun gear 121 and the first carrier 123 are fastened to each other is switched to the non-fastening state in which the first sun gear 121 and the first carrier 123 are freely rotated relative to each other. In the above-mentioned engaged state, the first sun gear 121, the first pinion gear 122, the first carrier 123 and the first ring gear 124 are integrated. Thus, the first planetary gear mechanism 120 rotates integrally with the second planetary gear mechanism 130.

  As described above, the electric drive device 101 according to the third embodiment includes the first planetary gear mechanism 120, the second planetary gear mechanism 130, and the first clutch 140 connected to the first planetary gear mechanism 120; A second clutch 145 connected to the planetary gear mechanism 120 and a wheel bearing 150 connected to the second planetary gear mechanism 130 are provided. The first clutch 140 switches between a braking state in which the rotation of the first carrier 123 is restricted and a non-braking state in which the first planetary gear mechanism 120 is freely rotated. The second clutch 145 switches between an engaged state in which the first sun gear 121 and the first carrier 123 are engaged and a non-engaged state in which the first sun gear 121 and the first carrier 123 are freely rotated relative to each other.

  Thus, when the first clutch 140 is in the non-braking state and the second clutch 145 is in the engaged state, the first sun gear 121 and the first carrier 123 are fixed to each other, so the first planetary gear mechanism 120 is the second planet. It rotates integrally with the gear mechanism 130. Therefore, when the first clutch 140 is in the non-braking state and the second clutch 145 is in the engaged state, power is transmitted to the wheel bearing 150 even if only one of the first motor 11 and the second motor 12 is driven. be able to. As a result, the electric drive device 101 can select the optimum number of motors according to the driving state even at high speed traveling, and therefore the efficiency can be improved.

  In addition, when the first clutch 140 is in the braking state and the second clutch 145 is in the engaged state, the rotation of the wheel bearing 150 is locked because the first planetary gear mechanism 120 and the second planetary gear mechanism 130 can not rotate. . Therefore, the electric drive device 101 can omit the parking lock mechanism. Thus, the size and weight of the electric drive device 101 can be reduced.

  In the third embodiment, the arrangement position of the second clutch 145 is not limited to between the first sun gear 121 and the first carrier 123. For example, the second clutch 145 may be disposed between the first sun gear 121 and the first ring gear 124. Alternatively, the second clutch 145 may be disposed between the first carrier 123 and the first ring gear 124. Also in these cases, the first planetary gear mechanism 120 can rotate integrally with the second planetary gear mechanism 130.

1, 1A, 1B, 1C, 1D, 1E, 1F, 1G, 1H, 1J, 1K, 101 Electric drive 3, 120 1st planetary gear mechanism 4, 130 2nd planetary gear mechanism 5B 3rd planetary gear mechanism 5C Reduction Mechanism 6 brake (1st brake)
7 clutch 7A second brake 8 fourth planetary gear mechanism 10 wheel 11 first motor 12 second motor 15, 16, 17 output shaft 19 control device 30 first sun gear shaft 31, 121 first sun gear 33, 122 first pinion gear 34, 123 first carrier 35, 124 first ring gear 40 second sun gear shaft 41, 131 second sun gear 43, 132a second pinion gear 44, 133 second carrier 45, 134 second ring gear 51 third sun gear 53 third 3 pinion gear 54 third carrier 55 third ring gear 57 small gear 58 large gear 81 fourth sun gear 82 fifth sun gear 83 long pinion gear 84 fourth carrier 100 fixed portion 110 drive shaft 140 first clutch 145 second clutch

Claims (7)

The first motor,
A first planetary gear mechanism connected to the first motor;
The second motor,
A second planetary gear mechanism connected to the first planetary gear mechanism and the second motor;
A first output shaft connected to the first planetary gear mechanism;
A braking device connected to the second planetary gear mechanism;
And a fastening device,
The braking device switches between a braking state in which the rotation of a part of the second planetary gear mechanism is restricted and a non-braking state in which the second planetary gear mechanism is freely rotated.
The fastening device fastens a first rotating body of the first planetary gear mechanism or the second planetary gear mechanism, and a second rotating body of the first planetary gear mechanism or the second planetary gear mechanism. Switching between a fastening state and a non-fastening state in which the first rotating body and the second rotating body are freely rotated relative to each other,
In the non-braking state and the fastening state, when one of the first motor and the second motor is driven, the first planetary gear mechanism and the second planetary gear mechanism rotate. The first planetary gear mechanism is
A first sun gear connected to the first motor;
A first pinion gear meshing with the first sun gear;
A first ring gear meshing with the first pinion gear;
And a first carrier that supports the first pinion gear and is connected to the first output shaft.
The second planetary gear mechanism is
A second sun gear connected to the first ring gear;
A second pinion gear meshing with the second sun gear;
A second carrier supporting the second pinion gear;
And a second ring gear meshed with the second pinion gear and connected to the first carrier.
In the braking state, the rotation of the second carrier is restricted;
The first rotating body is the second carrier,
The electric drive device according to claim 1, wherein the second rotating body is the second sun gear. A part of the power of the first motor is transmitted to the first output shaft through only the first planetary gear mechanism among the first planetary gear mechanism and the second planetary gear mechanism.
The electric drive according to claim 1 or 2, wherein another part of power of said first motor is transmitted to said first output shaft through both of said first planetary gear mechanism and said second planetary gear mechanism. . A third planetary gear mechanism connected to the first output shaft;
The electric drive according to any one of claims 1 to 3, further comprising: a second output shaft connected to the third planetary gear mechanism. A reduction mechanism connected to the first output shaft;
And a third output shaft connected to the reduction mechanism.
The reduction mechanism is
A first gear connected to the first output shaft;
And a second gear meshing with the first gear and having more teeth than the first gear,
The electric drive according to any one of claims 1 to 3, wherein the third output shaft is connected to the second gear. The fastening device is
A fourth planetary gear mechanism connected to the second planetary gear mechanism;
And a braking unit connected to the fourth planetary gear mechanism,
The fourth planetary gear mechanism is
A fourth sun gear connected to the second carrier;
A fifth sun gear connected to the second sun gear;
A fourth pinion gear meshing with the fourth sun gear and the fifth sun gear;
And a fourth carrier for supporting the fourth pinion gear.
The number of teeth of the fourth sun gear and the number of teeth of the fifth sun gear are identical to each other,
The electric drive device according to claim 2, wherein the braking unit switches between a braking state in which the rotation of the fourth carrier is restricted and a non-braking state in which the fourth carrier is freely rotated. The first motor,
A first planetary gear mechanism connected to the first motor;
The second motor,
A second planetary gear mechanism connected to the first planetary gear mechanism and the second motor;
A first output shaft connected to the second planetary gear mechanism;
A braking device connected to the first planetary gear mechanism;
And a fastening device connected to the first planetary gear mechanism,
The braking device switches between a braking state in which the rotation of a part of the first planetary gear mechanism is restricted and a non-braking state in which the first planetary gear mechanism is freely rotated.
The fastening device switches between a fastening state in which a plurality of rotating bodies included in the first planetary gear mechanism are fastened and a non-fastening state in which the plurality of rotating bodies are freely rotated.

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