CN110014817A - 车辆的驱动装置 - Google Patents

车辆的驱动装置 Download PDF

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Publication number
CN110014817A
CN110014817A CN201811591056.3A CN201811591056A CN110014817A CN 110014817 A CN110014817 A CN 110014817A CN 201811591056 A CN201811591056 A CN 201811591056A CN 110014817 A CN110014817 A CN 110014817A
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CN
China
Prior art keywords
planetary gear
motor
gear mechanism
driving
brake
Prior art date
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Pending
Application number
CN201811591056.3A
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English (en)
Inventor
田中修平
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of CN110014817A publication Critical patent/CN110014817A/zh
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    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
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Abstract

本发明的目的在于提供一种即便为蓄电装置经完全充电的状态，也可对驱动轮赋予相应的减速力的车辆的驱动装置。车辆的驱动装置(1)包括作为驱动源的电机(M)、连接于电机(M)的第一行星齿轮机构(PG1)、连接于第一行星齿轮机构(PG1)的第二行星齿轮机构(PG2)、及从第二行星齿轮机构(PG2)连到驱动轮(W1)、驱动轮(W2)的差动机构(D)，且还包括将第二行星齿轮机构(PG2)的齿圈(R2)与固定侧的构件(10)可脱离地连结的制动器(BR)、及可锁定差动机构(D)的锁定机构(PL)。

Description

车辆的驱动装置
技术领域
本发明涉及一种车辆的驱动装置。
背景技术
因考虑到全球变暖或与化石燃料有关的各种问题，除了汽油车或柴油车等以内燃机作为驱动源的汽车以外，正在开发各种类型的汽车(例如专利文献1)。其中，正进行不排出温室效应气体且内部结构简化、高行驶性及低噪音性等优异的电动汽车(ElectricVehicle，EV)的开发。EV仅以电动机(电机)作为驱动源。这种EV中，设有将来自电机的输出传递到车轴并将其用作车辆的驱动力的驱动装置。关于这种驱动装置，例如已公开了专利文献2所记载的技术。
专利文献2所记载的技术具备以下结构：包括具有中空筒状的输出轴的电机、输入有来自电机的输出轴的驱动力的减速机构、及将经减速机构减速的驱动力分配并传递给左右的车轴的动力传递机构(差动齿轮(differential gear))，将电机、减速机构及动力传递机构彼此配置于同轴上，并且被传递有动力传递机构的输出的车轴在电机输出轴的内侧贯穿。专利文献2所记载的技术具备所述结构，由此能使驱动装置的外形尺寸精简，可实现小型化、轻量化。
[现有技术文献]
[专利文献]
[专利文献1]日本专利特表2014-509281号公报
[专利文献2]日本专利特开2011-102639号公报
发明内容
[发明所要解决的问题]
此外，对于专利文献1所记载那样的混合动力电动汽车(Hybrid ElectricVehicle，HEV)或专利文献2所记载那样的EV中搭载的电机来说，例如其转子部利用从外部传递的动力而转动，由此也作为发电机(generator)发挥功能。当电机的转子部转动而发电时，对转子部施加规定的转动阻力。HEV或EV中，能使用所述转动阻力对车辆的驱动轮赋予减速力(再生力矩)。
但是，当由于与电机连接的蓄电装置已完全充电或已充电至接近完全的状态等而进一步的充电受到限制时(以下称为“充电限制状态”)，电机中发出的电力成为剩余电力，有时再生力矩未有效地发挥功能。因此，当车辆在所述蓄电限制状态下行驶在下坡路上时，可能产生未从电机对驱动轮赋予充分的减速力的事态。HEV的情况下，具备发动机(内燃机)与电机(电动机)这两个驱动源，因而即便在下坡路上行驶，也能使用发动机的制动力，但EV的情况下，驱动源仅为电机，因而无法使用这种代替部件。专利文献2所记载的技术中，也未考虑充电限制状态下的所述问题。
鉴于所述问题，本发明的目的在于提供一种即便在蓄电装置处于充电限制状态时，也可对驱动轮赋予相应的减速力(再生力矩)的车辆的驱动装置。
[解决问题的技术手段]
本发明的车辆的驱动装置1包括：作为驱动源的电机M、连接于所述电机M的第一行星齿轮机构PG1、连接于所述第一行星齿轮机构PG1的第二行星齿轮机构PG2、及从所述第二行星齿轮机构PG2连到驱动轮W1、W2的动力传递构件20，且所述车辆的驱动装置1的特征在于包括：制动器BR，将所述第一行星齿轮机构PG1的齿圈R1或所述第二行星齿轮机构PG2的齿圈R2与固定侧的构件10可脱离地连结；以及锁定机构PL，可锁定所述动力传递构件20。
另外，本发明的车辆的驱动装置1优选将所述电机M的转动轴L1与所述第一行星齿轮机构PG1的太阳齿轮S1连结，将所述第一行星齿轮机构PG1的架体C1与所述第二行星齿轮机构PG2的太阳齿轮S2连结，将所述第二行星齿轮机构PG2的架体C2与所述动力传递构件20连结。
进而，本发明的车辆的驱动装置1优选包括：蓄电装置40，可与所述电机M进行电力授受；以及控制部30，至少控制所述电机M、所述制动器BR及所述锁定机构PL；进而，所述控制部30判定所述蓄电装置40的蓄电量是否为规定值以上，当判定蓄电量为规定值以上时，判定驱动轮W1、W2是否正在转动，当判定驱动轮W1、W2不在转动时，以锁定所述动力传递构件20的方式控制所述锁定机构PL，并且以解除所述第二行星齿轮机构PG2的所述齿圈R2与所述固定侧的构件10的连结的方式控制所述制动器BR，进而以驱动所述电机M的方式进行控制，当判定驱动轮W1、W2正在转动时，以将所述齿圈R2制动的方式控制所述制动器BR。
进而，本发明的车辆的驱动装置1优选所述控制部30判定变速操作装置50是否处于驻车位置，当判定为驻车位置时，以解除所述齿圈R2与所述固定侧构件10的连结的方式控制制动器BR，并且以驱动所述电机M的方式进行控制。
[发明的效果]
根据本发明的车辆的驱动装置，能在下坡路行驶时的车辆停止中，通过锁定机构将动力传递构件锁定而使电机空转。由此，能在不将驱动轮驱动的情况下使蓄电装置的电力消耗。结果，能回到可将电机所发出的电力提供给蓄电装置的状态，能对驱动轮赋予电机的充分的减速力(再生力矩)。
另外，根据本发明的车辆的驱动装置，能在下坡路行驶中，通过制动器的制动使第二行星齿轮机构的齿圈的转动减速或停止。由此，即便蓄电装置为充电限制状态，也能对驱动轮赋予充分的减速力。
附图说明
图1是表示本发明的一实施方式的车辆的驱动装置的结构的图。
图2的(a)～(c)是车辆的驱动装置的速度线图。
图3是表示车辆的驱动装置的功能结构的框图。
图4是表示车辆的驱动装置的控制的一例的流程图。
[符号的说明]
1：(车辆的)驱动装置
10：壳体(固定侧的构件)
20：齿轮箱(动力传递构件)
30：控制部
40：蓄电装置
50：变速操作装置
BR：制动器(制动机构)
B1～B4：轴承
C1、C2：架体
D：差动机构(动力传递构件)
L1：转子轴(输出轴)
L2、L3：车轴
PL：锁定机构
PG1、PG2：行星齿轮机构
R1、R2：齿圈
S1、S2：太阳齿轮
T：减速机构
M：电机(电动机)
W1、W2：驱动轮
具体实施方式
以下，参照附图对本发明的理想实施方式进行详细说明。但是，本发明能以多种不同形态实施，并非限定于以下所示的实施方式的记载内容而解释。
首先，参照图1对本发明的一实施方式的车辆的驱动装置1进行说明。图1是表示车辆的驱动装置1的结构的架构图(skeleton diagram)。图1所示的车辆的驱动装置1是仅具备电机(电动机、电动发电机(motor generator))M作为驱动源的EV用的驱动装置，包括具有中空筒状的转子轴(输出轴)L1的电机M、用于使电机M的转动减速的减速机构T、及用于将来自减速机构T的输出分配并传递给左右的车轴L2、车轴L3的差动机构(动力传递构件)D。电机M、减速机构T及差动机构D配置于同轴上。另外，电机M、减速机构T、差动机构D及车轴L2、车轴L3收容在壳体10内。此外，电机M与和此电机M进行电力授受的蓄电装置40(例如锂离子二次电池)连接。
车轴L2连结于差动机构D的齿轮箱(gear case)(动力传递构件)20，并且以贯穿转子轴L1的内侧的方式配置。进而，车轴L2的前端连接于驱动轮W1。同样，车轴L3连结于差动机构D。车轴L3的前端连接于驱动轮W2。
减速机构T包括彼此配置于同轴上的第一行星齿轮机构PG1与第二行星齿轮机构PG2的两组行星齿轮机构(行星齿轮组)。第一行星齿轮机构PG1的齿圈R1及第二行星齿轮机构PG2均为单小齿(single pinion)型行星齿轮机构。配置于电机M侧的第一行星齿轮机构PG1包括太阳齿轮(sun gear)S1、架体(carrier)C1及齿圈R1。同样，配置于差动机构D侧的第二行星齿轮机构PG2包括太阳齿轮S2、架体C2及齿圈R2。
如图1所示那样，第一行星齿轮机构PG1的太阳齿轮S1连结于电机M的转子轴L1，架体C1连结于第二行星齿轮机构PG2的太阳齿轮S2。第二行星齿轮机构PG2的架体C2是与差动机构D的齿轮箱20一体地构成。另外，第一行星齿轮机构PG1的齿圈R1固定于壳体(固定侧的构件)10。相对于此，第二行星齿轮机构PG2的齿圈R2经由下文将述的制动器BR而与壳体10可脱离地连结。
此外，图1所示的符号B1、符号B2是支撑转子轴L1的轴承。另外，符号B3是支撑车轴L2的一端的轴承。进而，符号B4是支撑差动机构D的侧部的轴承(齿轮箱20的支撑轴承)。
另外，本实施方式的车辆的驱动装置1还包括至少可控制电机M、制动器BR及锁定机构PL的控制部30。控制部30只要可对从各种传感器接收的信号进行运算，且向电机M等发送控制信号，则并无特别限定。控制部30的例子可举出电子控制单元(Electronic ControlUnit，ECU)等运算装置。
另外，本实施方式的车辆包括由驾驶员经由变速杆(Shift lever，未图示)进行操作的变速操作装置50。在变速操作装置50的变速杆的位置，如图1所示那样，例如有P(驻车)、R(后退行驶)、N(空挡)、D(自动变速模式(正常模式)下的前进行驶)、S(运动模式下的前进行驶)等。在变速装置50的附近设有变速位置传感器50a。变速位置传感器50a检测通过变速操作装置50的操作而选择的变速杆的位置(变速位置)。由变速位置传感器50a检测出的变速位置的信息被输入至控制部30。
本实施方式的车辆的驱动装置1包括将第二行星齿轮机构PG2的齿圈R2可脱离地连结于壳体10的制动器(制动机构)BR。制动器BR是由摩擦式的卡合机构等所构成，可将齿圈R2切换至阻止转动状态(完全扣紧状态)、未赋予制动力(阻力)的状态下的允许转动状态(完全解放状态)、及赋予制动力(阻力)的状态下的允许转动状态(半解放状态或擦动状态)中的任一个。另外，在赋予制动力(阻力)的状态下的允许转动状态下，通过调节(控制)制动器BR的扣紧量(卡合量)，可任意地调节对齿圈R2赋予的制动力。
根据制动器BR对齿圈R2的制动力的大小，既能使齿圈R2相对于制动器BR滑动(即，使齿圈R2的转动减速)，也能使其停止。因制动器BR的作用而齿圈R2的转动停止的情况相当于将齿圈R2固定于壳体10的情况。通过设置这种制动器BR，即便在与电机M进行电力授受的蓄电装置40为充电限制状态，例如也能对齿圈R2赋予制动力而使其转动减少或停止。结果，减速力矩作用于架体C2及与其连接的差动机构D、车轴L2、车轴L3。由此，可将驱动轮W1、驱动轮W2制动。
进而，本实施方式的车辆的驱动装置1包括可将差动机构D的齿轮箱20的转动锁定(阻止转动)的锁定机构(驻车锁定机构)PL。如图1所示那样，本实施方式的锁定机构PL例如可将收容差动机构D的齿轮箱20卡止。齿轮箱20与差动机构D连动地转动。因而，伴随着利用锁定机构PL将齿轮箱20的转动锁定，而将差动机构D的转动锁定。通过将差动机构D锁定，而将第二行星齿轮机构PG2的架体C2固定，即便因电机M的输出而转子轴L1转动，也形成车轴L2、车轴L3不转动的状态(驱动轮W1、驱动轮W2也不转动)。
即，若利用锁定机构PL将差动机构D的转动锁定，则能不使车轴L2、车轴L3(驱动轮W1、驱动轮W2)转动的情况下使电机M空转。由此，能使处于充电限制状态的蓄电装置40的电力消耗，能对驱动轮W1、驱动轮W2赋予有效的再生力矩(减速力)。例如若在下坡路行驶中的车辆停止时等将锁定机构PL设为锁定状态，则能在再次开始行驶时设为以下状态：蓄电装置40回到可充电状态，可对驱动轮W1、驱动轮W2赋予充分的减速力。
接下来，参照图2的(a)～(c)对本实施方式的车辆的驱动装置1的动作例进行说明。图2的(a)～(c)是车辆的驱动装置1所具备的第一行星齿轮机构PG1及第二行星齿轮机构PG2的速度线图。此处，图2的(a)是可向蓄电装置40充电的状态下的车辆的驱动装置1的速度线图(正常状态)。另外，图2的(b)是蓄电装置40处于充电限制状态且使车辆的行驶停止时的车辆的驱动装置1的速度线图(行驶停止状态)。进而，图2的(c)是蓄电装置40处于充电限制状态且车辆正在下坡路上行驶时的车辆的驱动装置1的速度线图(下坡路行驶状态)。
＜正常状态下的动作＞
正常状态下的车辆的驱动装置1如图2的(a)所示那样，制动器BR成为完全扣紧状态，由此将第二行星齿轮机构PG2的齿圈R2相对于壳体10而固定。此状态下，来自与差动机构D相连的架体C2的输出经由太阳齿轮S2而输入至第一行星齿轮机构PG1的架体C1。由于第一行星齿轮机构PG1的齿圈R1固定于壳体10，因而输入至架体C1的驱动力经由太阳齿轮S1而输入至电机M。如上文所述那样，蓄电装置40为可充进电机(发电机)M发出的电力的状态，因而若从太阳齿轮S1向电机M输入驱动力，则电机M产生再生力矩。结果，驱动轮W1、驱动轮W2的转动有效地减速。
＜行驶停止状态下的动作＞
行驶停止状态下的车辆的驱动装置1中，利用锁定机构PL将差动机构D锁定。伴随于此，如图2的(b)所示那样，将第二行星齿轮机构PG2的架体C2固定。将差动机构D锁定后，使电机M转动。如图2的(b)所示那样，即便来自电机M的输出经由第一行星齿轮机构PG1的架体C1而传递到第二行星齿轮机构PG2，也因与差动机构D相连的架体C2被固定，而仅太阳齿轮S2及齿圈R2转动。即，电机M的转动未经由差动机构D传递到车轴L2、车轴L3(驱动轮W1、驱动轮W2)。因而，可使电机M空转。由此，能使蓄电装置40的电力消耗而使蓄电装置40回到可充电状态。
另外，此时制动器BR能取未赋予制动力(阻力)的状态下的允许转动状态(完全解放状态)、或赋予制动力(阻力)的状态下的允许转动状态(擦动状态)中的任一个。若将制动器设为擦动状态，则能对空转时的电机M的转子轴L1施加负荷，因而能进一步促进由电机M的转动所致的蓄电装置40的电力消耗。
当从停止状态再次开始车辆的行驶时，解除锁定机构PL对差动机构D的锁定。此时，车辆回到上文所述的正常状态。来自与差动机构D相连的架体C2的输出经由第一行星齿轮机构PG1而输入至电机M。此时，蓄电装置40回到可充电状态，因而电机M产生再生力矩，驱动轮W1、驱动轮W2的转动减速。
＜下坡路行驶状态下的动作＞
下坡路行驶状态下的车辆的驱动装置1如图2的(c)所示那样，通过将制动器BR设为赋予制动力(阻力)的状态下的允许转动状态(滑动状态)，而对第二行星齿轮机构PG2的齿圈R2赋予制动力。通过对齿圈R2赋予制动力，减速力矩作用于连接于齿圈R2的架体C2及差动机构D，驱动轮W1、驱动轮W2的转动减速。由此，能对在下坡路上行驶的车辆赋予制动力。
接下来，参照图3及图4对本实施方式的车辆的驱动装置1的驱动控制的一例进行说明。图3是包含车辆的驱动装置1的框图。另外，图4是表示车辆的驱动装置1的控制的一例的流程图。此外，图3中以虚线的箭头表示控制信号线，以双线的箭头表示动力传递的路径。
使用图4对控制部30对车辆的驱动装置1的控制进行说明。如图4所示那样，控制部30例如接收来自检测蓄电装置40的剩余电容的剩余电容传感器的检测信号，判定蓄电装置40的蓄电量(剩余电容：SOC)是否为规定值以上(蓄电装置40是否处于充电限制状态)(步骤S1)。关于此时的阈值，可在有效的再生力矩可作用于驱动轮W1、驱动轮W2的范围内任意设定。
当步骤S1中判定蓄电装置40的蓄电量小于阈值时(否(NO))，判断为可对驱动轮W1、驱动轮W2赋予有效的再生力矩的状态，不进行对制动器BR、锁定机构PL的控制。
相对于此，当步骤S1中判定蓄电装置40的蓄电量为规定值以上时(判定为充电限制状态时)(是(YES))，控制部30例如根据变速位置传感器50a的位置信息而判定变速操作装置50是否处于驻车位置(P位置)(步骤S2)。
当步骤S2中判定由变速操作装置50所选择的变速位置处于驻车位置时(是(YES))，控制部30以允许第二行星齿轮机构PG2的齿圈R2转动的方式解除制动器BR(设为允许转动状态)(步骤S3)。继而，控制部30以驱动电机M的方式进行控制(步骤S4)。由此，能使电机M空转，能消耗蓄电装置40中蓄积的电力。即，解除蓄电装置40的充电限制状态，形成可对驱动轮W1、驱动轮W2赋予有效的再生力矩的状态。
然后，若因再次开始车辆的行驶而驾驶员将变速操作装置50的变速位置变速至例如驾驶位置(D位置)等，则控制部30以将齿圈R2制动的方式控制制动器BR。由此，能使驱动轮W1、驱动轮W2的转动减速。
相当于此，当步骤S2中判定变速操作装置50的变速位置为驻车位置以外的位置、例如驾驶位置时，控制部30根据从车轮速传感器等所得的驱动轮W1、驱动轮W2的转速信息(车轮速的信息)，判定驱动轮W1、驱动轮W2是否处于转动状态(即，驱动轮W1、驱动轮W2的车轮速是否为0 km/h)(步骤S5)。
关于步骤S5的判定的结果，当判定驱动轮W1、驱动轮W2不在转动时(否(NO))，以锁定差动机构D(齿轮箱20)的方式控制锁定机构PL(步骤S6)。继而，控制部30以允许第二行星齿轮机构PG2的齿圈R2转动的方式解除制动器BR(设为允许转动状态)(步骤S3)，以驱动电机M的方式进行控制(步骤S4)。关于此后的控制，与上文的情况同样。
相对于此，当步骤S5中判定驱动轮W1、驱动轮W2正在转动时(是(YES))，控制部30以将齿圈R2制动的方式控制制动器BR(步骤S7)。由此，能对驱动轮W1、驱动轮W2赋予充分的减速力。
如以上所说明，本实施方式的车辆的驱动装置1可采用设置将第二行星齿轮机构PG2的齿圈R2制动的制动器BR、及锁定差动机构D的锁定机构PL的简单结构，并且消除蓄电装置40处于充电限制状态时的EV的所述缺点。即，能提供一种维持精简的结构，且即便在蓄电装置40的充电限制状态下也可对驱动轮W1、驱动轮W2赋予有效的制动力的车辆的驱动装置1。
上文中对本发明的一实施方式进行了说明。但是，所述说明是以容易理解本发明为目的，并非以限定本发明的主旨来记载。本发明包括在不脱离其主旨的情况下可能的变更、改良。另外，本发明中包括其等效物。
例如，所述实施方式中，关于锁定机构PL，对锁定差动机构D的齿轮箱20的情况进行了说明，但本发明的锁定机构只要能通过将第二行星齿轮机构PG2与车辆的驱动轮W1、驱动轮W2之间的动力传递路径的结构元素锁定(阻止转动)，而使电机M的转子轴L1的转动(的动力)不传递到驱动轮W1、驱动轮W2，则也可(以阻止其他构件的转动的方式)设于其他位置。
另外，所述实施方式中，对具备将第二行星齿轮机构PG2的齿圈R2与壳体10可脱离地连结的制动器BR的情况进行了说明，但也可代替此制动器BR而设置将第一行星齿轮机构PG1的齿圈R1与壳体10可脱离地连结的制动器(图示省略)。利用设于所述第一行星齿轮机构PG1的齿圈R1的制动器也能获得与所述同样的效果。

Claims (4)

1.一种车辆的驱动装置，包括：
作为驱动源的电机；
第一行星齿轮机构，连接于所述电机；
第二行星齿轮机构，连接于所述第一行星齿轮机构；以及
动力传递构件，从所述第二行星齿轮机构连到驱动轮；且所述车辆的驱动装置的特征在于包括：
制动器，将所述第一行星齿轮机构的齿圈或所述第二行星齿轮机构的齿圈与固定侧的构件可脱离地连结；以及
锁定机构，能锁定所述动力传递构件。
2.根据权利要求1所述的车辆的驱动装置，其特征在于，将所述电机的转动轴与所述第一行星齿轮机构的太阳齿轮连结，
将所述第一行星齿轮机构的架体与所述第二行星齿轮机构的太阳齿轮连结，且
将所述第二行星齿轮机构的架体与所述动力传递构件连结。
3.根据权利要求1或2所述的车辆的驱动装置，其特征在于包括：
蓄电装置，能与所述电机进行电力授受；以及
控制部，至少控制所述电机、所述制动器及所述锁定机构，且
所述控制部判定所述蓄电装置的蓄电量是否为规定值以上，
当判定蓄电量为规定值以上时，判定所述驱动轮是否正在转动，
当判定所述驱动轮不在转动时，以锁定所述动力传递构件的方式控制所述锁定机构，并且以允许所述第二行星齿轮机构的所述齿圈转动的方式控制所述制动器，进而以驱动所述电机的方式进行控制，
当判定驱动轮正在转动时，以在对所述齿圈赋予制动力的状态下允许转动的方式控制所述制动器。
4.根据权利要求1至3中任一项所述的车辆的驱动装置，其特征在于，所述控制部判定由变速操作装置所选择的变速位置是否处于驻车位置，
当判定为驻车位置时，以允许所述齿圈转动的方式控制所述制动器，并且以驱动所述电机的方式进行控制。
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