JP2013212727A - Vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive device that can quicken a response by reducing the time lag when a rotation regulating means is shifting from a released state to a locked state.SOLUTION: A vehicle drive device has a difference rotation limiting means that calculates the difference between the conversion wheel rotations LWb and RWb that are the rotation state quantity of the position where a wheel speed sensor is installed obtained based on actual motor rotation and a rotation state quantity assumption value of a ring gear assumed to 0, and the actual vehicle wheel rotations LWa and RWa, controls the electric motor so that the difference is limited to below permissible rotation state amount and limits the difference rotation of the wheel.

Description

  The present invention relates to a vehicle including a wheel driving device having an electric motor that drives a wheel of the vehicle, a transmission provided on a power transmission path between the electric motor and the wheel, and an electric motor control device that controls the electric motor. The present invention relates to a driving device.

  As this type of vehicle drive device, there has been conventionally devised a device that reduces a shock when a one-way clutch or a hydraulic brake is engaged during driving of an electric motor (see, for example, Patent Document 1). In Patent Document 1, as shown in FIG. 24, when a vehicle that has been naturally decelerated is accelerated, the motor is stopped and the one-way clutch is disengaged from the state where the driver is requested to accelerate. A command to increase the rotational speed to a target rotational speed determined based on the vehicle speed or the rotational speed of the axle is issued, and when the rotational speed increases to a value lower than the target rotational speed by a predetermined value, a constant torque is output. The direction clutch is controlled to lock.

JP 2011-31745 A

  However, in the vehicle drive device described in Patent Document 1, before the command to engage the one-way clutch is received, the rotation speed of the electric motor is 0, and the rotation of the ring gear is kept high. Therefore, it takes time until the rotation speed of the ring gear is brought close to 0 after the one-way clutch engagement command is issued. In particular, unlike a hydraulic brake, the one-way clutch cannot overshoot the rotational speed, and therefore needs to be closer to 0 more carefully.

  Moreover, in patent document 1, the rotation speed of the left wheel is detected by a rotation speed sensor, and the rotation speed of the first electric motor that drives the left wheel is detected by a resolver. Then, the target rotational speed of the first electric motor when the rotational speed of the left wheel and the ring gear are assumed to be zero is calculated, and when the actual motor rotational speed of the first electric motor matches the target rotational speed, It is determined that the motor can transmit power. As described above, in Patent Document 1, although the left and right ring gears are connected to each other, the engagement determination is performed only with the actual motor rotation speed and the actual wheel rotation speed on one side, and there is room for improvement. was there.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle drive device that can reduce the time lag when the rotation restricting means shifts from the released state to the fastened state, thereby speeding up the response. And

In order to achieve the above object, the invention described in claim 1
Electric motors (for example, electric motors 2A and 2B in the later-described embodiments) for driving wheels (for example, rear wheels Wr in the later-described embodiments) of the vehicle (for example, the vehicle 3 in the later-described embodiments), the motor and the wheels A wheel drive device having a transmission (for example, planetary gear speed reducers 12A and 12B in an embodiment described later) provided on a power transmission path with
An electric motor control device for controlling the electric motor (for example, a control device 8 in an embodiment described later);
A vehicle drive device (for example, a rear wheel drive device 1 in an embodiment described later),
The transmission includes first to third rotating elements (for example, sun gears 21A and 21B, planetary carriers 23A and 23B, and ring gears 24A and 24B in embodiments described later),
The electric motor is connected to the first rotating element of the transmission;
The wheel is connected to the second rotating element of the transmission;
The third rotation element of the transmission can be engaged or released, and the rotation restricting means for restricting the rotation of the third rotation element by the engagement (for example, a one-way clutch 50 in an embodiment described later, Or hydraulic brakes 60A, 60B),
The vehicle drive device comprises:
An electric motor rotation state amount detecting means (for example, a resolver 20A in an embodiment described later) installed so as to be able to detect the rotation state amount of the electric motor or the rotation state amount of the first rotation element of the transmission. 20B)
Wheel rotation state amount detection means (for example, a wheel speed sensor in an embodiment described later) installed so as to be able to detect the wheel rotation state amount that is the rotation state amount of the wheel or the rotation state amount of the second rotation element of the transmission. 13A, 13B)
Further comprising
The vehicle drive device includes the electric motor, the first rotating element, the wheel, the second rotating element, or the third rotating element according to any one of the following (I), (II), and (III): A vehicle drive device comprising differential rotation limiting means for limiting the differential rotation of the vehicle.
(I) The electric motor control device is configured to detect the electric motor rotation state amount detected by the electric motor rotation state amount detection means (for example, actual motor rotation speeds LMa and RMa in an embodiment described later) and the wheel rotation state amount. A third rotational element rotational state amount converted value (for example, in an embodiment described later) obtained based on the detected value of the wheel rotational state detected by the detecting means (for example, actual wheel rotational speed LWa, RWa in an embodiment described later). The difference between the converted ring gear rotation speeds (LRb, RRb) and 0 is calculated, and the electric motor is controlled so that the difference is limited to an allowable rotational state amount difference or less (II). The motor rotation state quantity detection value detected by the state quantity detection means (for example, actual motor rotation speeds LMa and RMa in an embodiment described later), and the first value assumed to be 0 A wheel rotation state amount converted value (for example, a converted wheel rotation speed LWb in an embodiment described later) which is a rotation state amount at a position where the wheel rotation state amount detection means is obtained based on a rotation state amount assumption value of a rotating element. , RWb) and the wheel rotation state amount detection value detected by the wheel rotation state amount detection means (for example, actual wheel rotation speeds LWa and RWa in an embodiment described later), and the difference is allowed. The motor is controlled so as to be limited to a rotation state quantity difference or less. (III) The motor control device detects the wheel rotation state quantity detection value (for example, in an embodiment described later) detected by the wheel rotation state quantity detection means. Actual wheel speed LWa, RWa), and the position where the motor rotation state quantity detection means obtained based on the assumed rotation state quantity value of the third rotation element assumed to be 0 is installed. An electric motor rotation state amount conversion value (for example, converted motor rotation speeds LMb and RMb in the embodiments described later) and the electric motor rotation state amount detection value detected by the electric motor rotation state amount detection means (for example, And the motor is controlled so that the difference is limited to an allowable rotation state amount difference or less.

The invention according to claim 2
A first electric motor (for example, a first electric motor 2A in an embodiment to be described later) that drives a left wheel (for example, a left rear wheel LWr in an embodiment to be described later) of a vehicle (for example, a vehicle 3 in an embodiment to be described later); A left wheel drive device having a first transmission (for example, a first planetary gear speed reducer 12A in an embodiment described later) provided on a power transmission path between the first motor and the left wheel;
A second electric motor (for example, a second electric motor 2B in an embodiment described later) that drives a right wheel of the vehicle (for example, a right rear wheel RWr in an embodiment described later), and power of the second motor and the right wheel. A right wheel drive device having a second transmission (for example, a second planetary gear type speed reducer 12B in an embodiment described later) provided on the transmission path;
An electric motor control device (for example, a control device 8 in an embodiment described later) for controlling the first electric motor and the second electric motor;
A vehicle drive device (for example, a rear wheel drive device 1 in an embodiment described later),
Each of the first and second transmissions has first to third rotating elements (for example, sun gears 21A and 21B, planetary carriers 23A and 23B, and ring gears 24A and 24B in embodiments described later),
The first electric motor is connected to the first rotating element of the first transmission;
The second electric motor is connected to the first rotating element of the second transmission;
The left wheel is connected to the second rotating element of the first transmission;
The right wheel is connected to the second rotating element of the second transmission;
The third rotating element of the first transmission and the third rotating element of the second transmission are connected to each other;
The vehicle drive device further includes:
One-way rotation restricting means (for example, provided in the third rotation element, which allows rotation in one direction of the third rotation element when disengaged and restricts rotation in the other direction of the third rotation element when engaged) , One-way clutch 50 in the embodiment described later,
First rotation state amount detection means (for example, described later) installed so as to be able to detect a rotation state amount of the first motor or a rotation state amount of the first rotation element of the first transmission. Resolver 20A) in the embodiment;
Second rotational state quantity detection means (for example, described later) installed so as to be able to detect the rotational state quantity of the left wheel or the rotational state quantity of the second rotational element of the first transmission. A wheel speed sensor 13A) in the form;
A third rotation state amount detecting means (for example, described later) installed so as to be able to detect a rotation state amount of the second motor or a rotation state amount of the first rotation element of the second transmission. Resolver 20B) in the embodiment;
A fourth rotational state amount detecting means (for example, implementation described later) installed so as to be able to detect the rotational state amount of the right wheel or the rotational state amount of the second rotational element of the second transmission. Wheel speed sensor 13B) in the form;
First rotation state amount detection value detected by the first rotation state amount detection means (for example, an actual motor rotation speed LMa in an embodiment described later) and second rotation state amount detection detected by the second rotation state amount detection means A first third rotational element rotational state amount converted value (for example, converted ring gear rotational speed LRb in an embodiment described later) obtained based on a value (for example, an actual wheel rotational speed LWa in an embodiment described later), and the third A third rotation state amount detection value (for example, an actual motor rotational speed RMa in an embodiment described later) detected by the rotation state amount detection means and a fourth rotation state amount detection value (for example, detected by the fourth rotation state amount detection means) The second third rotational element rotational state amount converted value (for example, converted ring gear rotational speed RRb in the later-described embodiment) obtained based on the actual wheel rotational speed RWa in the later-described embodiment and The third rotation element rotation state amount converted value that is the rotation state amount of the third rotation element is obtained based on at least one of the three rotation elements, and when the third rotation element rotation state amount conversion value is substantially 0, the one-way rotation The restricting means has an engagement determining means for determining the engaged state.

Moreover, in addition to the structure of Claim 2, the invention of Claim 3 is
The rotation state amount of the third rotation element is obtained based on an average value of the second third rotation element rotation state amount converted value and the second third rotation element rotation state amount conversion value. .

Moreover, in addition to the structure described in claim 2, the invention described in claim 4
The rotation state amount of the third rotation element is obtained based on the lower one of the second third rotation element rotation state amount conversion value and the second third rotation element rotation state amount conversion value. Features.

  According to the first aspect of the invention, in (I), in order to prevent the third rotation element rotational state amount converted value from deviating from 0 by a predetermined amount or more, in (II), the second rotational state amount detection value is In (III), the electric motors are controlled so that the first rotation state quantity detection value and the first rotation state quantity conversion value do not deviate more than a predetermined value so that the second rotation state quantity conversion value does not deviate more than a predetermined value. can do. Accordingly, the response can be accelerated by reducing the time lag when the rotation restricting means shifts from the released state to the engaged state.

According to the second aspect of the present invention, the number of rotations of the third rotation element provided with the one-way rotation restricting means is based on the number of rotations of the two rotation elements, the first rotation element and the second rotation element. It is estimated that the number of rotations of the third rotation element is substantially 0 and it is determined that the unidirectional rotation restricting means is engaged. Thereby, since the rotation speed of the third rotation element is estimated based on the two detection values, the rotation speed can be estimated without directly detecting the rotation state amount of the third rotation element, and the rotation detection sensor Can be reduced.
In addition, after calculating the two third rotation element rotation state amount conversion values, the engagement state of the one-way rotation restricting means is determined, so that the engagement is performed only with the actual motor rotation speed and the actual wheel rotation speed on one side of the conventional one. The accuracy can be improved as compared with the case where the determination is performed.

  Further, according to the invention described in claim 3, the first and second third rotating element rotational state conversion values may be different from each other due to a torsional difference between the left and right power transmission paths, a backlash difference, or the like. By obtaining the rotational state quantity of the third rotating element based on the average value of these values, the rotational state quantity of the third rotating element can be obtained more accurately.

  According to the fourth aspect of the present invention, for example, a twist occurs between the second rotating element and the first rotating element of the second transmission due to an input from the second rotating element of the second transmission. The third rotation state amount detection value is obtained from the first third rotation element rotation state amount conversion value (and the second rotation element rotation state amount conversion value of the same rotation) and the fourth rotation state amount detection value. Higher than the third rotation state amount converted value (when the twist is 0, the third rotation state amount detection value). If the second third rotational element rotational state amount converted value is calculated based on the third rotational state amount converted value that is lower than the original value due to twisting, a shock will occur when the one-way rotation restricting means is engaged. End up. In order to prevent this shock, the first third rotation element rotation state amount converted value based on the first rotation state amount detection value and the second rotation state amount detection value, the third rotation state amount detection value, and the fourth rotation state amount The shock is prevented by determining that the one-way rotation restricting means is engaged when the lower value of the second third rotational element rotational state converted value based on the detected value becomes zero. be able to.

1 is a block diagram showing a schematic configuration of a hybrid vehicle that is an embodiment of a vehicle on which a vehicle drive device according to the present invention can be mounted. It is a longitudinal cross-sectional view of the rear-wheel drive device as a vehicle drive device which concerns on this invention. FIG. 3 is a partially enlarged view of the rear wheel drive device shown in FIG. 2. It is a hydraulic circuit diagram of the hydraulic control apparatus of this embodiment. (A) is explanatory drawing when a cold oil passage switching valve is located in a low pressure side position, (b) is an explanatory drawing when a cold oil passage switching valve is located in a high pressure side position. (A) is explanatory drawing when a brake oil path switching valve is located in a valve closing position, (b) is explanatory drawing when a brake oil path switching valve is located in a valve opening position. (A) is explanatory drawing at the time of non-energization of a solenoid valve, (b) is explanatory drawing at the time of energization of a solenoid valve. FIG. 3 is a hydraulic circuit diagram of the hydraulic control device while traveling and in a released state of the hydraulic brake. It is a hydraulic circuit diagram of the hydraulic control device in a weakly engaged state of the hydraulic brake. It is a hydraulic circuit diagram of the hydraulic control device in the engaged state of the hydraulic brake. It is a graph which shows the load characteristic of an electric oil pump. It is the table | surface which described the relationship between the operating state of an electric motor, and the state of a hydraulic circuit about the relationship between the front-wheel drive device in a vehicle state, and a rear-wheel drive device. It is a speed alignment chart of the rear-wheel drive device in a stop. It is a speed alignment chart of the rear-wheel drive device at the time of forward low vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of forward vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of deceleration regeneration. It is a speed alignment chart of the rear-wheel drive device at the time of forward high vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of reverse drive. It is a timing chart in vehicle travel. It is a timing chart when pre-torque control is not performed when the brake is released from the N range stop on a downhill or the like and the vehicle moves forward in a natural fall. It is a flowchart explaining pretorque control. It is a timing chart in the case of performing pre-torque control when releasing the brake from the N range stop on a downhill or the like and moving forward in a natural fall. (A) is a timing chart which shows the modification which changed the rotation speed of the ring gear, (b) is a timing chart which shows the other modification which changed the rotation speed of the ring gear. 10 is a timing chart when the vehicle described in Patent Document 1 that has been naturally decelerated accelerates.

First, an embodiment of a vehicle drive device according to the present invention will be described with reference to FIGS.
The vehicle drive device according to the present invention uses an electric motor as a drive source for driving an axle, and is used, for example, in a vehicle having a drive system as shown in FIG. In the following description, the case where the vehicle drive device is used for rear wheel drive will be described as an example, but it may be used for front wheel drive.

  A vehicle 3 shown in FIG. 1 is a hybrid vehicle having a drive device 6 (hereinafter referred to as a front wheel drive device) in which an internal combustion engine 4 and an electric motor 5 are connected in series at the front portion of the vehicle. Is transmitted to the front wheels Wf via the transmission 7, while the power of the driving device 1 (hereinafter referred to as a rear wheel driving device) provided at the rear of the vehicle separately from the front wheel driving device 6 is the rear wheel Wr. (RWr, LWr). The electric motor 5 of the front wheel drive device 6 and the first and second electric motors 2A and 2B of the rear wheel drive device 1 on the rear wheel Wr side are connected to the battery 9, and supply power from the battery 9 and energy to the battery 9 Regeneration is possible. Reference numeral 8 denotes a control device for performing various controls of the entire vehicle.

  FIG. 2 is a longitudinal sectional view of the entire rear wheel drive device 1. In FIG. 2, 10A and 10B are left and right axles on the rear wheel Wr side of the vehicle 3, and are coaxial in the vehicle width direction. Is arranged. The reduction gear case 11 of the rear wheel drive device 1 is formed in a substantially cylindrical shape, and includes therein first and second electric motors 2A and 2B for driving an axle, and the first and second electric motors 2A and 2B. The first and second planetary gear type speed reducers 12A and 12B that decelerate the drive rotation are disposed coaxially with the axles 10A and 10B. The first motor 2A and the first planetary gear type speed reducer 12A function as a left wheel driving device that drives the left rear wheel LWr, and the second motor 2B and the second planetary gear type speed reducer 12B drive the right rear wheel RWr. The first electric motor 2A and the first planetary gear type speed reducer 12A, the second electric motor 2B and the second planetary gear type speed reducer 12B function in the vehicle width direction in the speed reducer case 11. They are arranged symmetrically. The rear wheel Wr is provided with wheel speed sensors 13A and 13B that detect the rotational speeds of the left rear wheel LWr and the right rear wheel RWr. The wheel speed sensors 13A and 13B function as wheel rotation state amount detection means, second and fourth rotation state amount detection means of the present invention.

  The stators 14A and 14B of the first and second electric motors 2A and 2B are respectively fixed inside the left and right ends of the speed reducer case 11, and the annular rotors 15A and 15B are rotatable on the inner peripheral sides of the stators 14A and 14B. Is arranged. Cylindrical shafts 16A and 16B surrounding the outer periphery of the axles 10A and 10B are coupled to the inner peripheral portions of the rotors 15A and 15B, and the cylindrical shafts 16A and 16B are decelerated so as to be coaxially rotatable with the axles 10A and 10B. The machine case 11 is supported by end walls 17A and 17B and intermediate walls 18A and 18B via bearings 19A and 19B. Further, the rotational position information of the rotors 15A and 15B is transferred to the control walls of the first and second electric motors 2A and 2B on the end walls 17A and 17B of the reduction gear case 11 on the outer periphery on one end side of the cylindrical shafts 16A and 16B. Resolvers 20A and 20B are provided for feedback to (not shown). The resolvers 20A and 20B function as the motor rotation state quantity detection means, the first and third rotation state quantity detection means of the present invention.

The first and second planetary gear speed reducers 12A and 12B include sun gears 21A and 21B, a plurality of planetary gears 22A and 22B meshed with the sun gears 21A and 21B, and planetary gears 22A and 22B that support these planetary gears 22A and 22B. Carriers 23A, 23B and ring gears 24A, 24B meshed with the outer peripheral sides of the planetary gears 22A, 22B. The driving forces of the first and second electric motors 2A, 2B are input from the sun gears 21A, 21B and decelerated. A driving force is output through the planetary carriers 23A and 23B.
Accordingly, the wheel rotation state quantity detection means, the second and fourth rotation state quantity detection means, instead of detecting the rotation speed of the left rear wheel LWr and the right rear wheel RWr by the wheel speed sensors 13A and 13B, the planetary carrier 23A. , 23B may be detected. The motor rotation state quantity detection means and the first and third rotation state quantity detection means detect the rotation speeds of the sun gears 21A and 21B instead of the resolvers 20A and 20B that detect the rotation speeds of the electric motors 2A and 2B. It may be.

  The sun gears 21A and 21B are formed integrally with the cylindrical shafts 16A and 16B. Further, for example, as shown in FIG. 3, the planetary gears 22A and 22B include large-diameter first pinions 26A and 26B that are directly meshed with the sun gears 21A and 21B, and a second pinion having a smaller diameter than the first pinions 26A and 26B. The first and second pinions 26A and 26B and the second pinions 27A and 27B are integrally formed in a state of being coaxially and offset in the axial direction. The planetary gears 22A and 22B are supported by the planetary carriers 23A and 23B, and the planetary carriers 23A and 23B are supported so as to be integrally rotatable with the axially inner ends extending inward in the radial direction and being spline-fitted to the axles 10A and 10B. Along with the bearings 33A and 33B, the intermediate walls 18A and 18B are supported.

  The intermediate walls 18A and 18B separate the motor housing space for housing the first and second motors 2A and 2B from the speed reducer space for housing the first and second planetary gear speed reducers 12A and 12B. Are bent so that the axial distance between them increases toward the inner diameter side. Bearings 33A and 33B for supporting the planetary carriers 23A and 23B are disposed on the inner diameter side of the intermediate walls 18A and 18B and on the first and second planetary gear speed reducers 12A and 12B, and the intermediate walls 18A and 18B are disposed. Bus rings 41A and 41B for the stators 14A and 14B are arranged on the outer diameter side of 18B and the first and second electric motors 2A and 2B (see FIG. 2).

  The ring gears 24A and 24B are disposed opposite to each other at gears 28A and 28B whose inner peripheral surfaces are meshed with the second pinions 27A and 27B having a small diameter, and smaller in diameter than the gear parts 28A and 28B, at an intermediate position of the speed reducer case 11. Small-diameter portions 29A and 29B, and connecting portions 30A and 30B that connect the axially inner ends of the gear portions 28A and 28B and the axially outer ends of the small-diameter portions 29A and 29B in the radial direction. . In the case of this embodiment, the maximum radii of the ring gears 24A and 24B are set to be smaller than the maximum distance from the center of the axles 10A and 10B of the first pinions 26A and 26B. The small diameter portions 29A and 29B are spline-fitted to an inner race 51 of a one-way clutch 50, which will be described later, and the ring gears 24A and 24B are configured to rotate integrally with the inner race 51 of the one-way clutch 50.

  By the way, a cylindrical space is secured between the speed reducer case 11 and the ring gears 24A and 24B, and in the space, a released state or a fastened state is established, and rotation that restricts the rotation of the ring gears 24A and 24B in the fastened state. Hydraulic brakes 60A and 60B as restricting means are arranged so as to overlap the first pinions 26A and 26B in the radial direction and overlap the second pinions 27A and 27B in the axial direction. The hydraulic brakes 60A and 60B include a plurality of fixed plates 35A and 35B that are spline-fitted to the inner peripheral surface of a cylindrical outer diameter side support portion 34 that extends in the axial direction on the inner diameter side of the speed reducer case 11, a ring gear 24A, A plurality of rotating plates 36A, 36B that are spline-fitted on the outer peripheral surface of 24B are alternately arranged in the axial direction, and these plates 35A, 35B, 36A, 36B are fastened and released by the annular pistons 37A, 37B. It is like that. The pistons 37 </ b> A and 37 </ b> B are formed between the left and right dividing walls 39 extending from the intermediate position of the reduction gear case 11 to the inner diameter side, and the outer diameter side support portion 34 and the inner diameter side support portion 40 connected by the left and right division walls 39. The pistons 37A and 37B are moved forward by introducing high pressure oil into the cylinder chambers 38A and 38B, and the oil is discharged from the cylinder chambers 38A and 38B. The pistons 37A and 37B are moved backward. The hydraulic brakes 60A and 60B are connected to the electric oil pump 70 (see FIG. 1).

  More specifically, the pistons 37A and 37B have first piston walls 63A and 63B and second piston walls 64A and 64B in the axial direction, and the piston walls 63A, 63B, 64A and 64B are cylindrical. Are connected by inner peripheral walls 65A and 65B. Therefore, an annular space that opens radially outward is formed between the first piston walls 63A and 63B and the second piston walls 64A and 64B. This annular space is formed on the inner periphery of the outer wall of the cylinder chambers 38A and 38B. It is partitioned in the axial direction left and right by partition members 66A and 66B fixed to the surface. A space between the left and right dividing walls 39 of the reduction gear case 11 and the second piston walls 64A and 64B is a first working chamber S1 into which high-pressure oil is directly introduced, and between the partition members 66A and 66B and the first piston walls 63A and 63B. Is a second working chamber S2 that is electrically connected to the first working chamber S1 through through holes formed in the inner peripheral walls 65A and 65B. The second piston walls 64A and 64B and the partition members 66A and 66B are electrically connected to the atmospheric pressure.

  In the hydraulic brakes 60A and 60B, oil is introduced into the first working chamber S1 and the second working chamber S2 from a hydraulic circuit 71, which will be described later, and acts on the first piston walls 63A and 63B and the second piston walls 64A and 64B. The fixed plates 35A and 35B and the rotating plates 36A and 36B can be pressed against each other by the pressure of. Therefore, since the large pressure receiving area can be gained by the first and second piston walls 63A, 63B, 64A, 64B on the left and right in the axial direction, the fixing plates 35A, 35B A large pressing force against the rotating plates 36A and 36B can be obtained.

  In the case of the hydraulic brakes 60A and 60B, the fixed plates 35A and 35B are supported by the outer diameter side support portion 34 extending from the reduction gear case 11, while the rotation plates 36A and 36B are supported by the ring gears 24A and 24B. When the plates 35A, 35B, 36A, and 36B are pressed by the pistons 37A and 37B, the frictional engagement between the plates 35A, 35B, 36A, and 36B causes a braking force to be applied to the ring gears 24A and 24B, thereby fixing them. When the fastening by the pistons 37A and 37B is released, the ring gears 24A and 24B are allowed to freely rotate.

  Also, a space is secured between the coupling portions 30A and 30B of the ring gears 24A and 24B facing each other in the axial direction, and only power in one direction is transmitted to the ring gears 24A and 24B in the space to transmit power in the other direction. A one-way clutch 50 is arranged to be shut off. The one-way clutch 50 has a large number of sprags 53 interposed between an inner race 51 and an outer race 52. The inner race 51 is connected to the small diameter portions 29A, 29B of the ring gears 24A, 24B by spline fitting. It is configured to rotate integrally. That is, the ring gear 24A and the ring gear 24B are connected to each other by the inner race 51 so as to be integrally rotatable. The outer race 52 is positioned by the inner diameter side support portion 40 and is prevented from rotating.

  The one-way clutch 50 is configured to engage and lock the rotation of the ring gears 24A and 24B when the vehicle 3 moves forward with the power of the electric motors 2A and 2B. More specifically, the one-way clutch 50 is engaged when rotational power in the forward direction on the motors 2A, 2B side (rotation direction when the vehicle 3 is advanced) is input to the wheel Wr side. When the rotational power in the reverse direction on the electric motors 2A and 2B is input to the wheels Wr, the non-engagement state is established, and when the rotational power in the forward direction on the wheels Wr is input to the electric motors 2A and 2B, it is not engaged. The engaged state is established when the rotating power in the reverse direction on the wheel Wr side is input to the electric motors 2A, 2B while being engaged.

  Thus, in the rear wheel drive device 1 of the present embodiment, the one-way clutch 50 and the hydraulic brakes 60A and 60B are provided in parallel on the power transmission path between the electric motors 2A and 2B and the wheels Wr.

Next, a hydraulic circuit constituting the hydraulic control apparatus according to the present invention will be described with reference to FIGS.
The hydraulic circuit 71 supplies oil that is sucked from an oil suction port 70 a disposed in the oil pan 80 and discharged from the electric oil pump 70 through a cold oil path switching valve 73 and a brake oil path switching valve 74. , 60B can be supplied to the first working chamber S1, and can be supplied to the cooling unit 91 such as the electric motors 2A, 2B and the planetary gear type speed reducers 12A, 12B via the cooling oil passage switching valve 73. Composed. The electric oil pump 70 can be operated (operated) in at least two modes of a high pressure mode and a low pressure mode by an electric motor 90 composed of a position sensorless brushless DC motor, and is controlled by PID control. Reference numeral 92 denotes a sensor that detects the oil temperature and oil pressure of the brake oil passage 77 on the hydraulic brakes 60A and 60B side of the brake oil passage switching valve 74. In the present embodiment, the sensor 92 only needs to constitute at least a pressure sensor (hydraulic pressure detecting means) that detects the hydraulic pressure.

  The cold oil passage switching valve 73 includes a first line oil passage 75 a on the electric oil pump 70 side that constitutes the line oil passage 75 and a second line oil passage on the brake oil passage switching valve 74 side that constitutes the line oil passage 75. 75 b, a first oil passage 76 a communicating with the cooling portion 91, and a second oil passage 76 b communicating with the cooling portion 91. Further, the cooling / lubricating oil passage switching valve 73 allows the first line oil passage 75a and the second line oil passage 75b to always communicate with each other and the line oil passage 75 is selectively used as the first oil passage 76a or the second oil passage 76b. A switching valve body 73a for communicating, a spring 73b for biasing the switching valve body 73a in a direction (rightward in FIG. 5) for communicating the line oil passage 75 and the first oil passage 76a, and the switching valve body 73a for line oil. And an oil chamber 73c that presses the line oil passage 75 and the second oil passage 76b in a direction (leftward in FIG. 4) by the oil pressure of the passage 75. Therefore, the switching valve body 73a is urged by the spring 73b in a direction (rightward in FIG. 4) that connects the line oil passage 75 and the first oil passage 76a, and is input to the oil chamber 73c at the right end in the drawing. The oil pressure of the line oil passage 75 is pressed in the direction in which the line oil passage 75 communicates with the second oil passage 76b (leftward in FIG. 4).

  Here, the urging force of the spring 73b is a switching valve as shown in FIG. 5A in the oil pressure of the line oil passage 75 that is input to the oil chamber 73c while the electric oil pump 70 is operating in the low pressure mode described later. It is set so that the body 73a does not move and the line oil passage 75 is blocked from the second oil passage 76b and communicated with the first oil passage 76a (hereinafter, the position of the switching valve body 73a in FIG. 5), when the electric oil pump 70 is operated in the high pressure mode described later, the hydraulic pressure of the line oil passage 75 is input to the oil chamber 73c, as shown in FIG. Thus, the line oil passage 75 is set so as to be disconnected from the first oil passage 76a and communicated with the second oil passage 76b (hereinafter, the position of the switching valve body 73a in FIG. 5B is referred to as a high pressure side position). ).

  The brake oil passage switching valve 74 includes a second line oil passage 75b constituting the line oil passage 75, a brake oil passage 77 connected to the hydraulic brakes 60A and 60B, and a storage portion 79 via a high-position drain 78. Connected to. Further, the brake oil passage switching valve 74 connects and disconnects the second line oil passage 75b and the brake oil passage 77, and shuts off the valve body 74a from the second line oil passage 75b and the brake oil passage 77. Spring 74b urging in the direction (rightward in FIG. 4) and the direction in which the valve body 74a communicates with the second line oil passage 75b and the brake oil passage 77 by the oil pressure of the line oil passage 75 (leftward in FIG. 4). And an oil chamber 74c that presses the Accordingly, the valve body 74a is urged by the spring 74b in a direction (to the right in FIG. 4) in which the second line oil passage 75b and the brake oil passage 77 are blocked, and the line oil passage that is input to the oil chamber 74c. The hydraulic pressure of 75 allows the second line oil passage 75b and the brake oil passage 77 to be pressed in the direction (leftward in FIG. 4).

  The urging force of the spring 74b is the hydraulic pressure of the line oil passage 75 input to the oil chamber 74c while the electric oil pump 70 is operating in the low pressure mode and the high pressure mode. 6 (b), the brake oil passage 77 is cut off from the high-position drain 78 and communicated with the second line oil passage 75b. That is, regardless of whether the electric oil pump 70 is operated in the low pressure mode or the high pressure mode, the oil pressure of the line oil passage 75 input to the oil chamber 74c exceeds the urging force of the spring 74b, and the brake oil passage 77 is increased. Shut off from the position drain 78 and communicate with the second line oil passage 75b.

  In a state where the second line oil passage 75 b and the brake oil passage 77 are disconnected, the hydraulic brakes 60 </ b> A and 60 </ b> B are communicated with the storage portion 79 via the brake oil passage 77 and the high position drain 78. Here, the reservoir 79 is higher in the vertical direction than the oil pan 80, more preferably, the vertical uppermost portion of the reservoir 79 is the uppermost vertical direction of the first working chamber S1 of the hydraulic brakes 60A and 60B. It arrange | positions so that it may become a position higher in the vertical direction than the middle dividing point with the lowest vertical direction. Therefore, when the brake oil passage switching valve 74 is closed, the oil stored in the first working chamber S1 of the hydraulic brakes 60A and 60B is not directly discharged to the oil pan 80 but is discharged to the storage unit 79. Configured to be stored. The oil overflowing from the reservoir 79 is configured to be discharged to the oil pan 80. In addition, the storage portion side end portion 78 a of the high position drain 78 is connected to the bottom surface of the storage portion 79.

  The oil chamber 74 c of the brake oil passage switching valve 74 is connectable to a second line oil passage 75 b constituting the line oil passage 75 via a pilot oil passage 81 and a solenoid valve 83. The solenoid valve 83 is configured by an electromagnetic three-way valve controlled by the control device 8, and the pilot oil is supplied to the second line oil passage 75 b when the control device 8 is not energized to the solenoid 174 of the solenoid valve 83 (see FIG. 7). Connected to the path 81, the oil pressure of the line oil path 75 is input to the oil chamber 74c.

  As shown in FIG. 7, the solenoid valve 83 is provided on a three-way valve member 172 and a case member 173, and is energized by receiving a power supplied via a cable (not shown) and a solenoid 174. A solenoid valve body 175 that is pulled right by receiving an exciting force, a solenoid spring 176 that is housed in a spring holding recess 173a formed at the center of the case member 173, and biases the solenoid valve body 175 leftward, A guide member 177 which is provided in the direction valve member 172 and slidably guides the advancement / retraction of the solenoid valve body 175.

  The three-way valve member 172 is a substantially bottomed cylindrical member, and includes a right concave hole 181 formed from the right end portion to the substantially middle portion along the center line, and from the left end portion also along the center line. A left concave hole 182 formed up to the vicinity of the right concave hole 181, and a first radial hole formed along the direction orthogonal to the center line between the right concave hole 181 and the left concave hole 182 183, a second radial hole 184 that communicates with a substantially middle portion of the right concave hole 181 and is formed along a direction orthogonal to the center line, and a left concave hole 182 that is formed along the center line. A first axial hole 185 that communicates with the first radial hole 183, and a second axial hole 186 that is formed along the center line and communicates with the first radial hole 183 and the right concave hole 181. Have.

  A ball 187 that opens and closes the first axial hole 185 is placed in the bottom of the left concave hole 182 of the three-way valve member 172 so as to be movable in the left-right direction, and on the inlet side of the left concave hole 182 A cap 188 for restricting the detachment of the ball 187 is fitted. The cap 188 has a through hole 188a that communicates with the first axial hole 185 along the center line.

  Further, the second axial hole 186 is opened and closed by contact or non-contact of the root portion of the open / close projection 175a formed at the left end portion of the solenoid valve body 175 that moves left and right. The ball 187 that opens and closes the first axial hole 185 is moved to the left and right by the tip of the opening and closing protrusion 175a of the solenoid valve body 175 that moves left and right.

  In the solenoid valve 83, the solenoid valve body 175 is moved to the left by receiving the urging force of the solenoid spring 176 as shown in FIG. 7A by deenergizing the solenoid 174 (no power supply). When the tip of the opening / closing protrusion 175a of the solenoid valve body 175 pushes the ball 187, the first axial hole 185 is opened, and the root of the opening / closing protrusion 175a of the solenoid valve body 175 is the second axial hole 186. , The second axial hole 186 is closed. Thereby, the second line oil passage 75b constituting the line oil passage 75 communicates with the oil chamber 74c from the first axial hole 185 and the first radial hole 183 through the pilot oil passage 81 (hereinafter, FIG. 7). (A) The position of the solenoid valve body 175 may be referred to as a valve opening position.)

  Further, by energizing the solenoid 174 (power supply), as shown in FIG. 7B, the solenoid valve body 175 moves to the right against the urging force of the solenoid spring 176 by receiving the exciting force of the solenoid 174. When the oil pressure from the through hole 188a pushes the ball 187, the first axial hole 185 is closed, and the root portion of the opening / closing protrusion 175a of the solenoid valve body 175 is separated from the second axial hole 186, The second axial hole 186 is opened. Thereby, the oil stored in the oil chamber 74c is discharged to the oil pan 80 through the first radial hole 183, the second axial hole 186, and the second radial hole 184, and the second line oil passage 75b. And the pilot oil passage 81 are shut off (hereinafter, the position of the solenoid valve body 175 in FIG. 7B may be referred to as a valve closing position).

  Returning to FIG. 4, in the hydraulic circuit 71, the first oil passage 76 a and the second oil passage 76 b merge on the downstream side to form a common oil passage 76 c, and the common oil passage 76 c is formed at the junction. A relief valve 84 is connected to discharge the oil in the common oil passage 76c to the oil pan 80 through the relief drain 86 and reduce the oil pressure when the line pressure exceeds a predetermined pressure.

  Here, as shown in FIG. 5, the first oil passage 76a and the second oil passage 76b are respectively provided with orifices 85a and 85b as passage resistance means, and the orifice 85a of the first oil passage 76a is formed. The second oil passage 76b is configured to have a larger diameter than the orifice 85b. Accordingly, the flow resistance of the second oil passage 76b is larger than the flow resistance of the first oil passage 76a, and the amount of pressure reduction in the second oil passage 76b during operation of the electric oil pump 70 in the high pressure mode is the electric oil pump. 70 is larger than the pressure reduction amount in the first oil passage 76a during operation in the low pressure mode, and the oil pressure in the common oil passage 76c in the high pressure mode and the low pressure mode is substantially equal.

  Thus, the cold-lubricating oil passage switching valve 73 connected to the first oil passage 76a and the second oil passage 76b is more springy than the oil pressure in the oil chamber 73c when the electric oil pump 70 is operating in the low pressure mode. The urging force of 73b wins, and the switching valve body 73a is positioned at the low pressure side position by the urging force of the spring 73b, and the line oil passage 75 is cut off from the second oil passage 76b and communicated with the first oil passage 76a. The oil flowing through the first oil passage 76a is reduced in pressure due to the passage resistance at the orifice 85a, and reaches the cooling portion 91 via the common oil passage 76c. On the other hand, when the electric oil pump 70 is operating in the high pressure mode, the hydraulic pressure in the oil chamber 73c is greater than the biasing force of the spring 73b, and the switching valve body 73a is positioned at the high pressure side position against the biasing force of the spring 73b. Then, the line oil passage 75 is cut off from the first oil passage 76a and communicated with the second oil passage 76b. The oil flowing through the second oil passage 76b is depressurized by the orifice 85b, receiving a flow resistance larger than that of the orifice 85a, and reaches the cooling portion 91 via the common oil passage 76c.

  Therefore, when the electric oil pump 70 is switched from the low pressure mode to the high pressure mode, the oil passage having the small flow resistance is automatically switched from the oil passage having the small flow resistance to the oil passage having the large flow resistance in accordance with the change in the oil pressure of the line oil passage 75. It is suppressed that excessive oil is supplied to the cooling unit 91 in the mode.

  In addition, a plurality of orifices 85c as other flow path resistance means are provided in the oil path from the common oil path 76c to the cooling portion 91. The plurality of orifices 85c are set so that the minimum flow passage cross-sectional area of the orifice 85a of the first oil passage 76a is smaller than the minimum flow passage cross-sectional area of the plurality of orifices 85c. That is, the flow resistance of the orifice 85a of the first oil passage 76a is set larger than the flow resistance of the plurality of orifices 85c. At this time, the minimum channel cross-sectional area of the plurality of orifices 85c is the sum of the minimum channel cross-sectional areas of the respective orifices 85c. Thereby, it is possible to adjust the flow of a desired flow rate through the orifice 85a of the first oil passage 76a and the orifice 85b of the second oil passage 76b.

  Here, the control device 8 (see FIG. 1) is a control device for performing various controls of the entire vehicle. The control device 8 includes wheel speed sensor values, motor speeds of the first and second electric motors 2A and 2B. While the sensor value, steering angle, accelerator pedal opening AP, shift position, state of charge SOC in the battery 9, oil temperature, and the like are input, the control device 8 receives signals for controlling the internal combustion engine 4, first and second A signal for controlling the electric motors 2A and 2B, a signal for controlling the hydraulic brakes 60A and 60B, a control signal for controlling the electric oil pump 70, and the like are output.

  That is, the control device 8 has a function as an electric motor control device that controls the first and second electric motors 2A and 2B, and a function as a rotation regulating means control device that controls the hydraulic brakes 60A and 60B to a released state or an engaged state. At least. The control device 8 as the connection / disconnection means control device controls the electric oil pump 70 and the solenoid 174 of the solenoid valve 83 based on the driving state of the electric motors 2A and 2B and / or the driving command (driving signal) of the electric motors 2A and 2B. . The electric oil pump 70 may be controlled by rotational speed control or torque control, and is based on the target hydraulic pressure in the first working chamber S1 and the second working chamber S2. Furthermore, it is preferable that the determination is made based on the actual hydraulic pressure and the target hydraulic pressure in the first working chamber S1 and the second working chamber S2 detected from the pressure sensor 92. Instead of the actual oil pressure from the pressure sensor 92, the estimated oil pressure obtained by the oil pressure estimating means may be used.

  In the present embodiment, the electric oil pump 70 and the hydraulic brake 60 </ b> A include the first line oil passage 75 a on the upstream side of the cold-lubrication oil passage switching valve 73, the second line oil passage 75 b on the downstream side, and the brake oil passage 77. , 60B, a first oil passage 75a on the upstream side of the cold oil switching valve 73, a first oil passage 76a, a second oil passage 76b, a common oil passage 76c, A cold oil passage that communicates between the electric oil pump 70 and the cold oil portion 91 is formed, and a cold oil passage switching valve 73 is provided across the hydraulic oil passage and the cold oil passage.

Next, the operation of the hydraulic circuit 71 of the rear wheel drive device 1 will be described.
FIG. 4 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are released while the vehicle is stopped. In this state, the control device 8 does not operate the electric oil pump 70. Thus, the switching valve body 73a of the cold oil path switching valve 73 is positioned at the low pressure side position, the valve body 74a of the brake oil path switching valve 74 is positioned at the valve closing position, and hydraulic pressure is supplied to the hydraulic circuit 71. Not.

  FIG. 8 shows a state in which the hydraulic brakes 60A and 60B are released during traveling of the vehicle. In this state, the control device 8 operates the electric oil pump 70 in the low pressure mode. Further, the control device 8 is energized to the solenoid 174 of the solenoid valve 83, and the second line oil passage 75b and the pilot oil passage 81 are shut off. Thus, the valve body 74a of the brake oil passage switching valve 74 is positioned at the valve closing position by the urging force of the spring 74b, and the second line oil passage 75b and the brake oil passage 77 are shut off, and the brake oil passage 77 and The high position drain 78 is communicated, and the hydraulic brakes 60A and 60B are released. The brake oil passage 77 is connected to the storage portion 79 via a high position drain 78.

  Further, in the cold oil passage switching valve 73, the urging force of the spring 73b is larger than the hydraulic pressure of the line oil passage 75 operating in the low pressure mode of the electric oil pump 70 inputted to the oil chamber 73c at the right end in the figure. The switching valve body 73a is positioned at the low pressure side position, and the line oil passage 75 is cut off from the second oil passage 76b and communicated with the first oil passage 76a. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85 a through the first oil passage 76 a and supplied to the refrigeration unit 91.

  FIG. 9 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are weakly engaged. The weak engagement means a state in which power can be transmitted but is fastened with a weak fastening force with respect to the fastening force of the hydraulic brakes 60A and 60B. At this time, the control device 8 operates the electric oil pump 70 in the low pressure mode. Further, the control device 8 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are weakly engaged.

  At this time, similarly to the release of the hydraulic brakes 60A and 60B, the cold-lubricating oil path switching valve 73 is in the low-pressure mode of the electric oil pump 70 in which the urging force of the spring 73b is input to the oil chamber 73c at the right end in the figure. Since it is larger than the hydraulic pressure of the line oil passage 75 during operation, the switching valve body 73a is positioned at the low pressure side position, and the line oil passage 75 is blocked from the second oil passage 76b and communicated with the first oil passage 76a. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85 a through the first oil passage 76 a and supplied to the refrigeration unit 91.

  FIG. 10 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are engaged. At this time, the control device 8 operates the electric oil pump 70 in the high pressure mode. Further, the control device 8 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c at the right end of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are fastened.

  Since the oil pressure of the line oil passage 75 input to the oil chamber 73c at the right end in the figure during operation in the high pressure mode of the electric oil pump 70 is greater than the urging force of the spring 73b, the cold oil passage switching valve 73 is a switching valve body. 73a is positioned at the high pressure side position, and the line oil passage 75 is cut off from the first oil passage 76a and communicated with the second oil passage 76b. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85b through the second oil passage 76b and supplied to the refrigeration unit 91.

  As described above, the control device 8 controls the operation mode (operating state) of the electric oil pump 70 and the opening and closing of the solenoid valve 83 to release or fasten the hydraulic brakes 60A and 60B. The wheel Wr side can be switched between a disconnected state and a connected state, and the fastening force of the hydraulic brakes 60A and 60B can be controlled.

FIG. 11 is a graph showing load characteristics of the electric oil pump 70.
As shown in FIG. 11, compared with the high pressure mode (hydraulic pressure PH), the low pressure mode (hydraulic pressure PL) reduces the power of the electric oil pump 70 to about 1/4 to 1/5 while maintaining the oil supply flow rate. Can be reduced. That is, the load of the electric oil pump 70 is small in the low pressure mode, and the power consumption of the electric motor 90 that drives the electric oil pump 70 can be reduced compared to the high pressure mode.

  FIG. 12 shows the relationship between the front wheel drive device 6 and the rear wheel drive device 1 in each vehicle state, including the operating states of the electric motors 2A and 2B and the state of the hydraulic circuit 71. In the figure, the front unit is a front wheel drive device 6, the rear unit is a rear wheel drive device 1, the rear motor is an electric motor 2A, 2B, EOP is an electric oil pump 70, SOL is a solenoid 174, OWC is a one-way clutch 50, and BRK is a hydraulic brake. 60A and 60B are represented. FIGS. 13 to 18 show speed collinear diagrams in each state of the rear wheel drive device 1, and S and C on the left side are the sun gear 21A and the axle 10A of the planetary gear type speed reducer 12A connected to the electric motor 2A, respectively. Planetary carrier 23A connected, S and C on the right are sun gear 21B of planetary gear speed reducer 12B connected to electric motor 2B, planetary carrier 23B connected to axle 10B, R are ring gears 24A, 24B, BRK is hydraulic The brakes 60 </ b> A, 60 </ b> B, and OWC represent the one-way clutch 50. In the following description, the rotation direction of the sun gears 21A and 21B when the vehicle moves forward with the electric motors 2A and 2B is assumed to be the forward direction. Also, in the figure, from the stationary state, the upper direction is forward rotation and the lower direction is reverse rotation, and the arrow indicates forward torque and the lower direction indicates reverse torque.

  While the vehicle is stopped, neither the front wheel drive device 6 nor the rear wheel drive device 1 is driven. Therefore, as shown in FIG. 13, the motors 2A and 2B of the rear wheel drive device 1 are stopped, and the axles 10A and 10B are also stopped. Therefore, no torque acts on any of the elements. When the vehicle is stopped, the hydraulic circuit 71 is hydraulic as shown in FIG. 4 because the electric oil pump 70 is inactive and the solenoid 174 of the solenoid valve 83 is not energized, but no hydraulic pressure is supplied. The brakes 60A and 60B are released (OFF). The one-way clutch 50 is not engaged (OFF) because the motors 2A and 2B are not driven.

  Then, after the ignition is turned on, the rear wheel drive device 1 performs the rear wheel drive at the forward low vehicle speed with good motor efficiency such as EV start and EV cruise. As shown in FIG. 14, when the motors 2A and 2B are driven by power so as to rotate in the forward direction, forward torque is applied to the sun gears 21A and 21B. At this time, as described above, the one-way clutch 50 is engaged and the ring gears 24A and 24B are locked. As a result, the planetary carriers 23A and 23B rotate in the forward direction and travel forward. In addition, traveling resistance from the axles 10A and 10B acts on the planetary carriers 23A and 23B in the reverse direction. Thus, when the vehicle is started, the ignition is turned on and the torque of the electric motors 2A and 2B is increased, whereby the one-way clutch 50 is mechanically engaged and the ring gears 24A and 24B are locked.

  At this time, as shown in FIG. 9, in the hydraulic circuit 71, the electric oil pump 70 operates in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is not energized (OFF), and the hydraulic brakes 60A, 60B Is in a weak fastening state. As described above, when the forward rotational power of the electric motors 2A and 2B is input to the wheel Wr, the one-way clutch 50 is engaged and power can be transmitted only by the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the motors are also weakly engaged, and the electric motors 2A and 2B and the wheels Wr are connected to each other, so that forward rotational power input from the electric motors 2A and 2B is temporarily received. Therefore, even when the one-way clutch 50 is disengaged due to a decrease in power, it is possible to prevent power transmission from being disabled between the motors 2A, 2B and the wheels Wr. Further, the rotational speed control for connecting the electric motors 2A, 2B and the wheels Wr to the connected state at the time of shifting to deceleration regeneration, which will be described later, becomes unnecessary. The fastening force of the hydraulic brakes 60 </ b> A and 60 </ b> B at this time is a weak fastening force as compared with deceleration regeneration and reverse travel described later. By making the fastening force of the hydraulic brakes 60A, 60B when the one-way clutch 50 is engaged smaller than the fastening force of the hydraulic brakes 60A, 60B when the one-way clutch 50 is not engaged, the hydraulic brake 60A , Power consumption for fastening 60B is reduced. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first oil passage 76a, supplied to the cooling portion 91, and the cooling portion 91 is lubricated and cooled. Yes.

  When the vehicle speed increases from the forward low vehicle speed travel to the forward vehicle speed travel with good engine efficiency, the rear wheel drive by the rear wheel drive device 1 changes to the front wheel drive by the front wheel drive device 6. As shown in FIG. 15, when the power running drive of the electric motors 2A and 2B is stopped, the forward torque to travel forward from the axles 10A and 10B acts on the planetary carriers 23A and 23B. The clutch 50 is disengaged.

  At this time, as shown in FIG. 9, in the hydraulic circuit 71, the electric oil pump 70 operates in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is not energized (OFF), and the hydraulic brakes 60A, 60B Is in a weak fastening state. Thus, when the forward rotational power on the wheel Wr side is input to the electric motors 2A and 2B, the one-way clutch 50 is disengaged and power transmission is impossible only with the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the clutch 50 are weakly engaged, and the motors 2A and 2B and the wheels Wr can be connected to each other so that the power can be transmitted. Rotational speed control is not required when shifting to the hour. In addition, the fastening force of the hydraulic brakes 60A and 60B at this time is also a weak fastening force as compared with deceleration regeneration or reverse travel described later. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first oil passage 76a, supplied to the cooling portion 91, and the cooling portion 91 is lubricated and cooled. Yes.

  When the electric motors 2A and 2B are to be regeneratively driven from the state of FIG. 14, as shown in FIG. 16, forward torque is applied to the planetary carriers 23A and 23B from the axles 10A and 10B. As described above, the one-way clutch 50 is disengaged.

  At this time, as shown in FIG. 10, in the hydraulic circuit 71, the electric oil pump 70 operates in the high pressure mode (Hi), the solenoid 174 of the solenoid valve 83 is de-energized (OFF), and the hydraulic brakes 60A and 60B are turned on. It will be in a fastening state (ON). Accordingly, the ring gears 24A and 24B are fixed, and the regenerative braking torque in the reverse direction acts on the motors 2A and 2B, and the motors 2A and 2B perform deceleration regeneration. Thus, when the forward rotational power on the wheel Wr side is input to the electric motors 2A and 2B, the one-way clutch 50 is disengaged and power transmission is impossible only with the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the clutch 50 are fastened, and the motors 2A and 2B and the wheels Wr can be connected to each other so that the power can be transmitted. In this state, the motor 2A By controlling 2B to the regenerative drive state, the energy of the vehicle can be regenerated. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85b through the second oil passage 76b, supplied to the cooling portion 91, and the cooling portion 91 is lubricated and cooled. Yes.

  Subsequently, at the time of acceleration, the front wheel drive device 6 and the rear wheel drive device 1 are driven by four wheels, and the rear wheel drive device 1 is in the same state as the forward low vehicle speed shown in FIG. 14, and the hydraulic circuit 71 is also shown in FIG. It will be in the state shown.

  At the forward high vehicle speed, the front wheel drive device 6 drives the front wheels. As shown in FIG. 17, when the electric motors 2A and 2B stop the power running drive, the forward torque to travel forward from the axles 10A and 10B acts on the planetary carriers 23A and 23B. The clutch 50 is disengaged.

  At this time, as shown in FIG. 8, in the hydraulic circuit 71, the electric oil pump 70 operates in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is energized (ON), and the hydraulic brakes 60A and 60B are released ( OFF). Accordingly, the accompanying rotation of the electric motors 2A and 2B is prevented, and the electric motors 2A and 2B are prevented from over-rotating at the high vehicle speed by the front wheel drive device 6. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first oil passage 76a, supplied to the cooling portion 91, and the cooling portion 91 is lubricated and cooled. Yes.

  During reverse travel, as shown in FIG. 18, when the electric motors 2A, 2B are driven in reverse power running, reverse torque is applied to the sun gears 21A, 21B. At this time, as described above, the one-way clutch 50 is disengaged.

  At this time, as shown in FIG. 10, in the hydraulic circuit 71, the electric oil pump 70 operates in the high pressure mode (Hi), the solenoid 174 of the solenoid valve 83 is de-energized (OFF), and the hydraulic brakes 60A and 60B are turned on. It will be in a fastening state. Accordingly, the ring gears 24A and 24B are fixed, and the planetary carriers 23A and 23B rotate in the reverse direction to travel backward. Note that traveling resistance from the axles 10A and 10B acts in the forward direction on the planetary carriers 23A and 23B. As described above, when the rotational power in the reverse direction of the electric motors 2A and 2B is input to the wheel Wr, the one-way clutch 50 is disengaged and power transmission is impossible only by the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the clutch 50 are fastened, and the electric motors 2A and 2B and the wheels Wr can be connected to each other so that power can be transmitted, and the rotational power of the electric motors 2A and 2B can be maintained. Can reverse the vehicle. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85b through the second oil passage 76b, supplied to the cooling portion 91, and the cooling portion 91 is lubricated and cooled. Yes.

  As described above, the rear wheel drive device 1 receives power from the running state of the vehicle, in other words, whether the rotation direction of the motors 2A, 2B is the forward direction or the reverse direction, and from either the motor side 2A, 2B or the wheel Wr side. Accordingly, the engagement / release of the hydraulic brakes 60A, 60B is controlled, and the engagement force is adjusted even when the hydraulic brakes 60A, 60B are engaged.

  FIG. 19 shows an electric oil pump 70 (EOP) when the vehicle is stopped, EV start → EV acceleration → engine acceleration → deceleration regeneration → medium speed cruise → acceleration → high speed cruise → deceleration regeneration → stop → reverse → stop. ) And one-way clutch 50 (OWC) and hydraulic brakes 60A and 60B (BRK).

  First, until the ignition is turned on and the shift is changed from the P range to the D range and the accelerator pedal is depressed, the electric oil pump 70 is not operated (OFF), the one-way clutch 50 is not engaged (OFF), and the hydraulic pressure is The brakes 60A and 60B maintain a released (OFF) state. From there, when the accelerator pedal is stepped on, EV start and EV acceleration are performed by the rear wheel drive device 1 by rear wheel drive (RWD). At this time, the electric oil pump 70 is operated (Lo) in the low pressure mode, the one-way clutch 50 is engaged (ON), and the hydraulic brakes 60A and 60B are in a weakly engaged state. When the vehicle speed changes from the low vehicle speed range to the medium vehicle speed range and changes from the rear wheel drive to the front wheel drive, ENG traveling (FWD) is performed by the internal combustion engine 4. At this time, the one-way clutch 50 is disengaged (OFF), and the electric oil pump 70 and the hydraulic brakes 60A and 60B are maintained as they are. During deceleration regeneration such as when the brake is stepped on, the electric oil pump 70 operates in the high pressure mode (Hi) while the one-way clutch 50 remains disengaged (OFF), and the hydraulic brakes 60A and 60B are engaged (ON). . During a medium speed cruise by the internal combustion engine 4, the state is the same as the above-described ENG traveling.

  Subsequently, when the accelerator pedal is further depressed to change from front wheel drive to four wheel drive (AWD), the one-way clutch 50 is engaged (ON) again. When the vehicle speed reaches from the middle vehicle speed range to the high vehicle speed range, the ENG traveling (FWD) by the internal combustion engine 4 is performed again. At this time, the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60A and 60B are released (OFF) while the electric oil pump 70 is operating (Lo) in the low pressure mode. And at the time of deceleration regeneration, it will be in the state similar to the time of the deceleration regeneration mentioned above. When the vehicle stops, the electric oil pump 70 is not operated (OFF), the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60A and 60B are released (OFF).

  Subsequently, during reverse travel, the one-way clutch 50 remains disengaged (OFF), the electric oil pump 70 operates (Hi) in the high pressure mode, and the hydraulic brakes 60A and 60B are engaged (ON). When the vehicle stops, the electric oil pump 70 is not operated again (OFF), the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60A and 60B are released (OFF).

  As described above, the hydraulic brakes 60A and 60B are maintained in the weakly engaged state at the time of the forward low vehicle speed and the forward vehicle speed, so that the electric motors 2A and 2B can be used even when the drive torque is temporarily reduced in the electric motors 2A and 2B. It becomes possible to prevent the transmission of power between the side and the wheel Wr side. Further, by setting the hydraulic brakes 60A and 60B to a weakly engaged state and keeping the wheel Wr side and the electric motors 2A and 2B sides capable of transmitting power, the rotational speed control is performed when the electric motors 2A and 2B are shifted to the regenerative drive state. Is no longer necessary.

  Further, when the vehicle travels at a high vehicle speed, the hydraulic brakes 60A and 60B are released to prevent the motors 2A and 2B from over-rotating. Since the oil temperature of the hydraulic circuit 71 is sufficiently high at the forward high vehicle speed, the hydraulic brakes 60A and 60B can be fastened even after the shift to deceleration regeneration.

  Further, as shown in FIG. 20, when the brake is released from the stop in the N range on a downhill or the like, and the vehicle moves forward in a natural fall (forward direction), the wheel speed gradually increases. When the vehicle stops in the N range, the one-way clutch 50 is in a disengaged state and the hydraulic brakes 60A and 60B are also in a ring-free state. Further, when the wheel speed increases while the electric oil pump 70 is stopped, the rotational speeds of the planetary carriers 23A and 23B gradually increase, and at the same time, the rotational speeds of the ring gears 24A and 24B also increase. From this state, when the electric oil pump 70 starts to operate in the low pressure mode with the wheel speed or the like as a trigger, the solenoid brake 174 of the solenoid valve 83 is deenergized (OFF), so that the hydraulic brakes 60A and 60B are gradually turned on. Attempts to shift to a weak fastening state. In the conventional time chart shown in FIG. 20, if the rotational speed of the ring gears 24A and 24B is high at this time, the electric oil pump 70 switches to the low pressure mode and the hydraulic brakes 60A and 60B are weakly engaged. Engagement shock occurred.

  For this reason, in the present embodiment, the motors 2A and 2B are controlled in accordance with a flowchart as shown in FIG. 21 in order to prevent a shock at the time of engagement. First, in step S1, it is determined whether or not the electric oil pump 70 is stopped. If the electric oil pump 70 is stopped, the rotational speeds of the actual wheel rotational speeds LWa and RWa and the converted wheel rotational speeds LWb and RWb detected by the wheel speed sensors 13A and 13B in step S2. And the difference is compared with the allowable rotational state amount difference. The converted wheel rotation speeds LWb and RWb are the actual motor rotation speeds LMa and RMa detected by the resolvers 20A and 20B, and the rotation state amount assumption values of the ring gears 24A and 24B that are assumed to be 0 rotations (that is, stopped state). , Based on the reduction ratio of the planetary gear type speed reducers 12A and 12B.

  If the difference between the actual wheel rotational speeds LWa and RWa and the converted wheel rotational speeds LWb and RWb is larger than the allowable rotational state quantity difference, the control device 8 is shown in FIG. Pre-torque control for giving a preset torque to 2A and 2B is executed. That is, the control device 8 functions as a differential rotation limiting unit that limits the differential rotation of the motor rotation speed with respect to the rear wheels LWr, RWr or the planetary carriers 23A, 23B.

  In step S2, in addition to comparing the actual wheel rotation speeds LWa and RWa with the converted wheel rotation speeds LWb and RWb, the actual wheel rotation speeds LWa and RW detected by the wheel speed sensors 13A and 13B and the resolver 20A, The converted ring gear rotational speeds LRb and RRb are calculated from the actual motor rotational speeds LMa and RMa detected by 20B and the reduction ratios of the planetary gear speed reducers 12A and 12B, and the converted ring gear rotational speeds LRb and RRb are 0. Pre-torque control may be performed so that In this case, the control device 8 functions as a differential rotation limiting unit that limits the differential rotation of the third rotation element.

  Alternatively, the actual wheel rotation speeds LWa and RWa and the actual motor rotation speeds LMa and RMa are detected, and based on the actual wheel rotation speeds LWa and RWa and the assumed rotation state amount values of the ring gears 24A and 24B assumed to be zero. The converted motor rotational speeds LMb and RMb are calculated, and pre-torque control may be performed when the difference between the actual motor rotational speeds LMa and RMa and the converted motor rotational speeds LMb and RMb is larger than the allowable rotational state quantity difference. In this case, the control device 8 functions as differential rotation limiting means for limiting the differential rotation of the wheel rotational speed relative to the electric motors 2A, 2B or the sun gears 21A, 21B.

  By performing the pre-torque control in this way, the actual motor rotation speeds LMa and RMa increase, and as shown in FIG. 22, the converted wheel rotation speeds LWb and RWb also approach the actual wheel rotation speeds LWa and RWa. It becomes equal to the rotational speeds LWa and RWa. That is, it can be estimated that the rotation speeds of the ring gears 24A and 24B have become 0 assumed as the rotation state quantity assumption value, and that the one-way clutch 50 is engaged. As a result, before the electric oil pump 70 operates in the low pressure mode, the rotation speed of the ring gears 24A and 24B becomes zero, the electric oil pump 70 switches to the low pressure mode, and the hydraulic brakes 60A and 60B are weakly engaged. Can also prevent fastening shocks.

  The control device 8 also functions as an engagement determination unit that determines whether the one-way clutch 50 is engaged. Specifically, the actual motor rotation speeds LMa and RMa detected by the resolvers 20A and 20B, the actual wheel rotation speeds LWa and RW detected by the wheel speed sensors 13A and 13B, and the reduction ratios of the planetary gear speed reducers 12A and 12B The calculated ring gear rotation speed Rb is calculated from the first and second conversion ring gear rotation speeds LRb and RRb obtained based on the above. The one-way clutch 50 is determined to be in the engaged state when the conversion ring gear rotation speed Rb is substantially zero.

  The conversion ring gear rotation speed Rb may be calculated based on at least one of the first and second conversion ring gear rotation speeds LRb and RRb, and the first conversion ring gear rotation speed LRb and the second conversion ring gear rotation speed RRb may be calculated. It may be an average value, or may be the lower one of the first conversion ring gear rotation speed LRb and the second conversion ring gear rotation speed RRb.

  In FIG. 22, the pre-torque control is performed so that the rotation speed of the ring gears 24A and 24B becomes 0 after the rotation speed of the ring gears 24A and 24B increases with the increase of the wheel speed. ), A preset torque may be applied to the electric motors 2A and 2B so that a threshold value is provided for the rotational speeds of the ring gears 24A and 24B so as not to exceed the threshold value in advance. Alternatively, as shown in FIG. 23 (b), by setting the threshold value low, a preset torque is applied to the electric motors 2A and 2B at the initial stage when the increase of the wheel speed is started, and the rotational speeds of the ring gears 24A and 24B are set. You may make it hardly rise.

  As described above, according to the rear wheel drive device 1 of the present embodiment, the resolver 20A, 20B installed so that the rotational state amount of the electric motors 2A, 2B can be detected, and the rotational state amount of the rear wheels LWr, RWr are determined. Wheel speed sensors 13A and 13B installed so as to be detectable, and the rear wheel drive device 1 includes an electric motor 2A, 2B, and a sun gear 21A according to any one of the following (I), (II), and (III). , 21B, rear wheels LWr, RWr, planetary carriers 23A, 23B, or ring gears 24A, 24B.

(I) The actual motor rotation speeds LMa and RMa detected by the resolvers 20A and 20B, and the converted ring gear rotation speeds LRb and RRb determined based on the actual wheel rotation speeds LWa and RWa detected by the wheel speed sensors 13A and 13B; The difference from 0 is calculated, and the motors 2A and 2B are controlled so that the difference is limited to the allowable rotation state amount difference or less.
(II) Positions at which the wheel speed sensors 13A and 13B obtained based on the actual motor rotation speeds LMa and RMa detected by the resolvers 20A and 20B and the rotation state amount assumption values of the ring gears 24A and 24B assumed to be 0 are installed. The difference between the converted wheel rotational speeds LWb and RWb, which are the rotational state quantities of the engine, and the actual wheel rotational speeds LWa and RWa detected by the wheel speed sensors 13A and 13B is calculated, and the difference is limited to the allowable rotational state quantity difference or less. Thus, the motors 2A and 2B are controlled.
(III) Positions at which the resolvers 20A and 20B obtained based on the actual rotational speeds LWa and RWa detected by the wheel speed sensors 13A and 13B and the rotation state amount assumption values of the ring gears 24A and 24B assumed to be 0 are installed. The difference between the converted motor rotational speeds LMb and RMb, which are the rotational state quantities of the motor, and the actual motor rotational speeds LMa and RMa detected by the resolvers 20A and 20B is calculated, and the difference is limited to the allowable rotational state amount difference or less. Thus, the electric motors 2A and 2B are controlled.

  Thus, in (I), the actual wheel rotational speeds LWa and RWa and the converted wheel rotational speeds LWb and RWb are predetermined in (II) so that the converted ring gear rotational speeds LRb and RRb do not deviate from 0 or more by a predetermined amount. In (III), the electric motors 2A and 2B can be controlled so that the actual motor rotational speeds LMa and RMa and the converted motor rotational speeds LMb and RMb do not deviate more than a predetermined value so as not to deviate. Therefore, the time lag when the one-way clutch 50 shifts from the released state to the engaged state can be reduced, and the response can be accelerated.

  Further, according to the rear wheel drive device 1 of the present embodiment, the control device 8 uses the actual motor rotation speeds LMa and RMa detected by the resolvers 20A and 20B and the actual wheel rotation speed LWa detected by the wheel speed sensors 13A and 13B. , RWa, the converted ring gear rotational speed Rb is obtained from the first and second converted ring gear rotational speeds LRb, RRb obtained based on RWA, and the one-way clutch 50 is engaged when the converted ring gear rotational speed Rb is substantially zero. It functions as an engagement determination means for determining.

As a result, the rotational speeds of the ring gears 24A and 24B provided with the one-way clutch 50 are estimated based on the rotational speeds of the two rotational elements of the sun gears 21A and 21B and the planetary carriers 23A and 23B. It is determined that the one-way clutch 50 is engaged when the rotational speed is substantially zero. Thereby, since the rotation speed of the ring gears 24A and 24B is estimated based on the two detection values, the rotation speed can be estimated without directly detecting the rotation state quantity of the ring gears 24A and 24B. Can be reduced.
Moreover, since the engagement state of the one-way clutch 50 is determined after calculating the first and second conversion ring gear rotation speeds LRb and RRb, the accuracy can be improved.

  In addition, the first and second converted ring gear rotation speeds LRb and RRb may be different from each other due to a torsional difference between the left and right power transmission paths, a backlash difference, and the like. Therefore, based on the average value of the ring gear 24A, By obtaining the rotational speed of 24B (converted ring gear rotational speed Rb), the rotational speeds of the ring gears 24A and 24B can be obtained more accurately.

  Further, for example, when a twist occurs between the planetary carrier 23B of the second planetary gear type speed reducer 12B and the sun gear 21B by the input from the planetary carrier 23B of the second planetary gear type speed reducer 12B, the actual motor speed RMa is a converted motor rotational speed RMb obtained from the first converted ring gear rotational speed LRb (and the second converted ring gear rotational speed RRb of the same rotation) and the actual wheel rotational speed RWa (when the twist is 0, the actual motor rotational speed RMa). Get higher. If the second converted ring gear rotational speed RRb is calculated on the basis of the converted motor rotational speed RMb that is lower than it should be due to torsion, a shock occurs when the one-way clutch 50 is engaged. In order to prevent this shock, the actual motor rotation speed LMa, the first converted ring gear rotation speed LRb based on the actual wheel rotation speed LWa, the actual motor rotation speed RMa, the second conversion ring gear rotation speed RRb based on the actual wheel rotation speed RWA, In either case, the shock can be prevented by determining that the one-way clutch 50 is engaged when the lower value becomes 0.

  In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.

Further, it is not necessary to provide the hydraulic brakes 60A and 60B on the ring gears 24A and 24B, respectively, and it is sufficient that at least one hydraulic brake and one one-way clutch are provided on the connected ring gears 24A and 24B.
Moreover, although the one-way clutch and the hydraulic brake are illustrated as the rotation restricting means, the present invention is not limited to this, and a mechanical type or an electromagnetic type can be arbitrarily selected.
Further, the first and second electric motors 2A and 2B are connected to the sun gears 21A and 21B, and the ring gears are connected to each other. May be.
Further, the front wheel drive device may use an electric motor as a sole drive source without using an internal combustion engine.

1 Rear wheel drive system (vehicle drive system)
2A, 2B, 2C Electric motor 8 Control device (motor control device)
13A Wheel speed sensor (wheel rotation state amount detection means, second rotation state amount detection means)
13B Wheel speed sensor (wheel rotation state quantity detection means, fourth rotation state quantity detection means)
20A resolver (motor rotation state quantity detection means, first rotation state quantity detection means)
20B resolver (motor rotation state quantity detection means, third rotation state quantity detection means)
50 One-way clutch (rotation restricting means, one-way rotation restricting means)
60A, 60B Hydraulic brake (rotation restricting means)
70 Electric oil pump Wr Rear wheel

Claims (4)

A wheel drive device comprising: an electric motor for driving a wheel of a vehicle; and a transmission provided on a power transmission path between the electric motor and the wheel;
An electric motor control device for controlling the electric motor;
A vehicle drive device comprising:
The transmission has first to third rotating elements,
The electric motor is connected to the first rotating element of the transmission;
The wheel is connected to the second rotating element of the transmission;
The third rotation element of the transmission can be fastened or released, and is provided with a rotation restricting means for restricting the rotation of the third rotating element by being fastened.
The vehicle drive device comprises:
A motor rotation state quantity detection means installed so as to be able to detect a rotation state quantity of the motor or a rotation state quantity of the first rotation element of the transmission;
A wheel rotation state amount detecting means installed so as to be able to detect a wheel rotation state amount which is a rotation state amount of the wheel or a rotation state amount of the second rotation element of the transmission;
Further comprising
The vehicle drive device includes the electric motor, the first rotating element, the wheel, the second rotating element, or the third rotating element according to any one of the following (I), (II), and (III): A vehicle drive device comprising differential rotation limiting means for limiting the differential rotation of the vehicle.
(I) The motor control device is obtained based on the motor rotation state amount detection value detected by the motor rotation state amount detection unit and the wheel rotation state amount detection value detected by the wheel rotation state amount detection unit. The third rotation element rotation state amount converted value and a difference between 0 are calculated, and the motor is controlled such that the difference is limited to an allowable rotation state amount difference or less (II). The wheel rotation state quantity detection means obtained based on the motor rotation state quantity detection value detected by the motor rotation state quantity detection means and the rotation state quantity assumption value of the third rotation element assumed to be 0 is installed. The difference between the wheel rotation state amount converted value that is the rotation state amount of the position and the wheel rotation state amount detection value detected by the wheel rotation state amount detection means is calculated, and the difference is less than or equal to the allowable rotation state amount difference. Restricted (III) The motor control device is configured such that the wheel rotation state amount detection value detected by the wheel rotation state amount detection means and a rotation state amount assumption value of the third rotation element assumed to be zero. An electric motor rotation state quantity converted value which is a rotation state quantity at a position where the electric motor rotation state quantity detection means is obtained based on the motor rotation state quantity detection means, and the electric motor rotation state quantity detection value detected by the electric motor rotation state quantity detection means. , And the electric motor is controlled so that the difference is limited to an allowable rotational state amount difference or less. A left wheel drive device comprising: a first electric motor for driving a left wheel of a vehicle; and a first transmission provided on a power transmission path between the first electric motor and the left wheel;
A right wheel driving device comprising: a second electric motor that drives the right wheel of the vehicle; and a second transmission that is provided on a power transmission path between the second electric motor and the right wheel;
An electric motor control device for controlling the first electric motor and the second electric motor;
A vehicle drive device comprising:
The first and second transmissions each have first to third rotating elements,
The first electric motor is connected to the first rotating element of the first transmission;
The second electric motor is connected to the first rotating element of the second transmission;
The left wheel is connected to the second rotating element of the first transmission;
The right wheel is connected to the second rotating element of the second transmission;
The third rotating element of the first transmission and the third rotating element of the second transmission are connected to each other;
The vehicle drive device further includes:
Unidirectional rotation restricting means provided on the third rotating element, allowing rotation in one direction of the third rotating element when not engaged, and restricting rotation in the other direction of the third rotating element when engaged;
A first rotation state amount detection means installed so as to be able to detect a rotation state amount of the first electric motor or a rotation state amount of the first rotation element of the first transmission;
A second rotational state amount detecting means installed so as to be able to detect a rotational state amount of the left wheel or a rotational state amount of the second rotational element of the first transmission;
A third rotation state amount detecting means installed so as to detect a rotation state amount of the second electric motor or a rotation state amount of the first rotation element of the second transmission;
A fourth rotational state amount detecting means installed so as to be capable of detecting a rotational state amount of the right wheel or a rotational state amount of the second rotational element of the second transmission;
The first third rotation element rotation state obtained based on the first rotation state amount detection value detected by the first rotation state amount detection means and the second rotation state amount detection value detected by the second rotation state amount detection means. A second value obtained based on the amount conversion value, the third rotation state amount detection value detected by the third rotation state amount detection means, and the fourth rotation state amount detection value detected by the fourth rotation state amount detection means. Based on at least one of the three rotation element rotation state amount conversion values, a third rotation element rotation state amount conversion value that is the rotation state amount of the third rotation element is obtained, and the third rotation element rotation state amount conversion value is obtained. The vehicle drive device according to claim 1, further comprising: an engagement determining unit that determines that the one-way rotation restricting unit is in an engaged state when is approximately 0.   The rotation state amount of the third rotation element is obtained based on an average value of the second third rotation element rotation state amount converted value and the second third rotation element rotation state amount conversion value. The vehicle drive device according to claim 2.   The rotation state amount of the third rotation element is obtained based on the lower one of the second third rotation element rotation state amount conversion value and the second third rotation element rotation state amount conversion value. The vehicle drive device according to claim 2, wherein the drive device is a vehicle drive device.

Images