JP2014200145A - Power device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power device capable of suppressing a relative displacement of a first member and a second member of one-direction power transmission means in a rotation axis direction.SOLUTION: A ring gear 24A of a first planetary gear type speed reducer 12A transmits a force in an axial direction to an inner race 51. A ring gear 24B of a second planetary gear type speed reduce 12B transmits a force in a rotation direction to the inner race 51. First and second motors 2A and 2B are respectively coupled to a controller 8 to control a driving state of the first and second motors 2A and 2B. The controller 8 controls the first and second motors 2A and 2B so that a relative displacement of the inner race 51 and an outer race 52 in a direction of a rotation axis O to be caused by driving of the first motor 2A is not more than a predetermined value.

Description

  The present invention is connected to a first transmission connected on a power transmission path between an output shaft of a first prime mover and a first drive shaft, and on a power transmission path between an output shaft of a second prime mover and a second drive shaft. And a second transmission to be provided.

  As such a power transmission device, Patent Document 1 discloses that the first transmission and the second transmission are configured by a planetary gear mechanism, and the ring gears cannot be rotated relative to each other via an inner race of a one-way clutch. A concatenated configuration is disclosed.

  Patent Document 2 describes a vehicle drive device that includes a pulley shaft, an accessory drive shaft, a motor, and a planetary mechanism unit to which the pulley shaft, the accessory drive shaft, and the motor are connected. Has been. Here, each gear of the planetary mechanism is a helical gear, and a thrust load is generated between the gears in both directions according to the driving direction of the gears due to the twisting of the teeth.

  Therefore, this drive device has a rear end face and a front end face that receive a unidirectional thrust load, and the gear streaks of each gear of the planetary mechanism do not receive the thrust load when the auxiliary machine is driven by the motor. It is formed by twisting in the direction. As a result, only the thrust load generated when the engine is started is received on the rear end face and the front end face. When the motor is driven via the planetary mechanism and the one-way clutch, the thrust load is received on the rear end face and the front end face. It is set not to let you.

JP 2010-235051 A JP 2004-122980 A

  However, in the power transmission of Patent Document 1, when the ring gear meshes with the planetary gear, a thrust force acts on the ring gear in the axial direction. However, Patent Document 1 makes no mention of this point. In this case, the thrust force generated in the ring gear is transmitted to the inner race of the one-way clutch, the amount of relative displacement in the axial direction between the inner race and the outer race of the one-way clutch increases, and the one-way clutch performs its original function. There was a fear that it could not be demonstrated.

  Further, the driving device of Patent Document 2 is configured such that the thrust load is not applied to the rear end face and the front end face when the accessory is driven by the motor. However, since the thrust load acts on the planetary mechanism, the thrust The load is transmitted to the one-way clutch via the accessory drive shaft and displaced in the axial direction, and the one-way clutch may not perform its original function.

  This invention is made | formed in view of the said subject, and it aims at providing the power apparatus which can suppress the relative displacement in the rotating shaft direction of the 1st member of a one-way power transmission means, and a 2nd member.

In order to achieve the above object, the invention described in claim 1
An output shaft (for example, a cylindrical shaft 16A in a later-described embodiment) and a first drive shaft (for example, a first drive shaft 10A in a later-described embodiment) of a first prime mover (for example, a first motor 2A in a later-described embodiment). A first transmission (for example, a first planetary gear speed reducer 12A in an embodiment described later) disposed on a power transmission path with
An output shaft (for example, a cylindrical shaft 16B in an embodiment described later) and a second drive shaft (for example, a second drive shaft 10B in an embodiment described later) of a second prime mover (for example, a second electric motor 2B in an embodiment described later). A second transmission (for example, a second planetary gear speed reducer 12B in an embodiment described later) disposed on the power transmission path with
With
One-way rotational power of the second prime mover is transmitted to the second drive shaft to a first rotational element (for example, a ring gear 24B in an embodiment described later) of the second transmission, and other than the second prime mover. Rotational power in the direction is not transmitted to the second drive shaft, rotational power in one direction of the second drive shaft is not transmitted to the second prime mover, and rotational power in the other direction of the second drive shaft is transmitted to the second drive shaft. 2 One-way power transmission means for transmitting to the prime mover (for example, a one-way clutch 50 in an embodiment described later) is arranged,
The one-way power transmission means includes a lock member (for example, a sprag 53 in an embodiment described later) in a radial gap between each other and a first member (for example, a relative rotation) having the same rotation axis. And an inner race 51 in an embodiment described later) and a second member (for example, an outer race 52 in an embodiment described later),
The second member is fixed in a non-rotatable manner;
A first rotation element (for example, a ring gear 24A in an embodiment described later) of the first transmission has a first rotation element in a direction of a rotation axis (for example, a rotation axis O in an embodiment described later) along with the driving of the first prime mover. One axial force (for example, a first axial force FA in an embodiment described later) is generated,
The first rotating element of the first transmission is a power unit arranged to transmit the first axial force only to the first member of the first member and the second member,
The first and second prime movers are connected to a control unit (for example, a controller 8 in an embodiment described later) that controls the driving state of the first and second prime movers,
The control unit controls the first and second prime movers so that a relative displacement amount between the first member and the second member in the rotation axis direction generated when the first prime mover is driven becomes equal to or less than a predetermined value. It is characterized by controlling.

Moreover, in addition to the structure of Claim 1, the invention of Claim 2 is
The first transmission and the second transmission each have three rotating elements (for example, sun gears 21A and 21B, planetary gears 22A and 22B, and ring gears 24A and 24B in the embodiments described later),
The first rotation element of the first transmission and the first rotation element of the second transmission have the same rotation axis and are connected to be integrally rotatable,
The first rotational element of the first transmission and the first rotational element of the second transmission, which are connected to each other so as to be integrally rotatable, include rotational power in one direction of the first prime mover in addition to the second prime mover. Is transmitted to the first drive shaft, the rotational power in the other direction of the first prime mover is not transmitted to the first drive shaft in addition to the second prime mover, and the first drive shaft is added to the second drive shaft. The one-way power transmission means for transmitting the rotational power in the other direction of the first drive shaft to the first prime mover in addition to the second drive shaft is disposed without transmitting the rotational power in one direction to the first prime mover. ,
A second axial force in the rotational axis direction (for example, a second axial force FB in an embodiment described later) is generated in the first rotating element of the second transmission as the second prime mover is driven.
In addition to the first rotating element of the first transmission, the first rotating element of the second transmission is configured such that the second axial force is applied only to the first member of the first member and the second member. Arranged to communicate,
The control unit generates the first and second members so that a relative displacement amount between the first member and the second member in the rotation axis direction generated when the first and second motors are driven is equal to or less than a predetermined value. Controlling two prime movers.

Moreover, in addition to the structure of Claim 2, the invention of Claim 3 is
The first transmission includes a second rotating element (for example, a planetary gear 22A in an embodiment described later) that meshes with the first rotating element of the first transmission,
The meshing portion between the first rotating element and the second rotating element is configured so that the first gear shifts when the first prime mover generates a driving force in one direction (for example, torque TrA in an embodiment described later). The first rotating element of the machine is formed so that the first axial force acts in a direction approaching the first rotating element of the second transmission in the rotation axis direction, and the first prime mover is driven in the other direction. When the force is generated, the first axial force is applied to the first rotating element of the first transmission in a direction away from the first rotating element of the second transmission in the rotational axis direction. And
The second transmission includes a second rotation element (for example, a planetary gear 22B in an embodiment described later) that meshes with the first rotation element of the second transmission,
The meshing portion between the first rotating element and the second rotating element is configured such that when the second prime mover generates a driving force in one direction (for example, torque TrB in an embodiment described later), The first rotating element of the machine is formed so that the second axial force acts in the direction of the rotation axis in a direction approaching the first rotating element of the first transmission, and the second prime mover is driven in the other direction. When the force is generated, the second axial force is formed on the first rotating element of the second transmission in a direction away from the first rotating element of the first transmission in the rotational axis direction. And
When the first prime mover and the second prime mover generate the same driving force in the same direction, the first axial force and the second axial force are formed to be the same in magnitude. It is characterized by being.

Moreover, in addition to the structure of Claim 3, the invention of Claim 4 adds to the structure of Claim 3,
The first rotating element of the first transmission and the first rotating element of the second transmission are formed by the first member so as not to be relatively movable in the circumferential direction and relatively movable in the rotational axis direction,
The first and second axial forces generated in the first rotating element of the first transmission and the first rotating element of the second transmission in a direction approaching each other are arranged to be transmitted to the first member. The first and second axial forces in directions away from each other are disposed so as not to be transmitted to the first member.

Moreover, in addition to the structure of Claim 4, the invention of Claim 5 adds to the structure of Claim 4,
The control unit includes a displacement amount estimation unit that estimates the relative displacement amount. When the relative displacement amount estimated by the displacement amount estimation unit is equal to or greater than a predetermined value, the one-way driving force of the first prime mover and the first The first and second prime movers are controlled so that the absolute value of the difference from the driving force in one direction of the two prime movers becomes small.

In addition to the configuration described in claim 4 or 5, the invention described in claim 6
The control unit includes a displacement amount estimation unit that estimates the relative displacement amount. When the relative displacement amount estimated by the displacement amount estimation unit is equal to or greater than a predetermined value, the one-way driving force of the first prime mover and the first The first and second prime movers are controlled such that the sum of the two prime movers and the driving force in one direction is increased.

In addition to the configuration described in claim 4, the invention described in claim 7 includes
The power unit is mounted on a vehicle (for example, a vehicle 3 in an embodiment described later),
The control unit includes a displacement amount estimation unit that estimates the relative displacement amount, and when the relative displacement amount estimated by the displacement amount estimation unit is greater than or equal to a predetermined value, the driving force of the first prime mover and the driving of the second prime mover The sum of the first control for controlling the first and second prime movers and the drive force of the first prime mover and the drive force of the second prime mover is increased so that the absolute value of the difference from the force is reduced. Among the second controls for controlling the first and second prime movers, the second control is selected with priority when the vehicle is accelerated, and the first control is selected with priority when the vehicle is decelerated. It is characterized by.

Moreover, in addition to the structure of any one of Claims 3-7, the invention of Claim 8 is
The power unit is mounted on a vehicle;
The driving force in one direction of the first and second prime movers is a driving force in a direction for moving the vehicle in the forward direction.

Moreover, in addition to the structure of any one of Claims 4-8, the invention of Claim 9 is
The first rotating element of the first transmission and the first rotating element of the second transmission are coupled to the first member by spline coupling.

Moreover, in addition to the structure of Claim 2, the invention of Claim 10 adds to the structure of Claim 2,
The control unit includes a displacement amount estimation unit that estimates the relative displacement amount, and when the relative displacement amount estimated by the displacement amount estimation unit is equal to or greater than a predetermined value, the driving force of the first prime mover and the second prime mover The driving force is controlled to 0.

According to the first aspect of the present invention, when the first motor is driven, the first member of the one-way power transmission means is likely to be displaced more than a predetermined amount in the rotational axis direction with respect to the second member. By controlling either or both of the second prime mover and the second prime mover, it is possible to prevent the displacement.
Further, the lock member is locked by the first axial force (thrust force) transmitted from the first prime mover to the first member via the first rotational element of the first transmission and the one-way rotational power of the second prime mover. It is possible to control the vertical drag (thrust resistance) generated by the operation independently. Therefore, it is possible to widen the control range of the first and second prime movers for preventing relative displacement between the first member and the second member.
Further, since the relative displacement between the first member and the second member is controlled to be a predetermined value or less, the first member can be stably rotated with respect to the second member of the one-way power transmission means. It is.

According to the second aspect of the present invention, the first rotational element of the first transmission and the first rotational element of the second transmission are applied to the first member of the one-way power transmission means in the axial force and rotational direction. Connected to transmit power. Accordingly, the first axial force transmitted from the first prime mover via the first rotating element of the first transmission and the second shaft transmitted from the second prime mover via the first rotating element of the second transmission. The lock member is locked by the thrust force determined by the directional force, the vertical drag (thrust resistance) generated by the lock member being locked by the unidirectional rotational power of the first prime mover, and the unidirectional rotational power of the second prime mover. The vertical drag (thrust resistance) generated by this can be controlled independently by the first and second prime movers.
In addition, it is possible to further increase the range of control compared to the case where the thrust force is generated by one prime mover and the vertical drag (thrust resistance) is generated by the other prime mover.

  According to the invention of claim 3, when the first and second prime movers generate the same driving force in the same direction, the first rotating element of the first transmission and the first rotating element of the second transmission Produces first and second axial forces of the same magnitude that push or attract each other. Therefore, when the first and second prime movers are driven in the same direction, the first and second axial forces are canceled between the first rotating element of the first transmission and the first rotating element of the second transmission. Therefore, the first and second axial forces acting on the first member of the one-way power transmission means are canceled, and the relative movement between the first member and the second member can be suppressed.

  According to the fourth aspect of the present invention, the first and second axial forces generated in the first rotating element of the first transmission and the first rotating element of the second transmission are separated from each other. It arrange | positions so that transmission is impossible to the 1st member of a directional power transmission means. Therefore, the first member of the one-way power transmission means is moved by the first and second axial forces in the direction in which the first rotating element of the first transmission and the first rotating element of the second transmission are separated from each other. Can be prevented.

  According to the fifth aspect of the present invention, when the relative displacement amount estimated by the displacement amount estimation unit is greater than or equal to a predetermined value, the difference between the one-way driving force of the first prime mover and the one-way driving force of the second prime mover Since the first and second prime movers are controlled so that the absolute value becomes small, the thrust acting on the first member of the one-way power transmission means is maintained while maintaining the total driving force in one direction of the first and second prime movers. The force can be reduced. That is, it is possible to reduce the thrust force acting on the first member and protect the one-way power transmission means while satisfying the requirement of the total driving force in one direction of the first and second prime movers.

According to the sixth aspect of the invention, the one-way driving force of the first prime mover is maintained while maintaining the absolute value of the difference between the one-way driving force of the first prime mover and the one-way driving force of the second prime mover. And the unidirectional driving force of the second prime mover can be controlled so as to increase the vertical drag (thrust resistance). That is, while satisfying the requirement of the absolute value of the difference between the unidirectional driving force of the first prime mover and the unidirectional driving force of the second prime mover, the vertical drag (thrust resistance) is improved, and the unidirectional power transmission means is provided. It becomes possible to protect.
In particular, when the control for reducing the absolute value of the difference between the unidirectional driving force of the first prime mover and the unidirectional driving force of the second prime mover according to claim 5 is performed simultaneously, the unidirectional direction of the first prime mover And a decrease in the absolute value of the difference between the one-way driving force of the first prime mover and the one-way driving force of the second prime mover. It is possible to perform control that balances both. Therefore, it is possible to control the decrease in the thrust force acting on the first member and the increase in the vertical drag (thrust resistance) in a well-balanced manner. It is possible to select.

  According to the seventh aspect of the present invention, during acceleration of the vehicle, the absolute value of the difference between the one-way driving force of the first prime mover and the one-way driving force of the second prime mover is maintained, and the first prime mover The second control that increases the sum of the one-way driving force and the one-way driving force of the second prime mover is selected with priority, and when the vehicle decelerates, the one-way driving force of the first prime mover and the second prime mover The first control that preferentially selects the first control that reduces the absolute value of the difference between the one-way driving force of the first prime mover and the one-way driving force of the second prime mover while maintaining the sum of the one-way driving forces is selected. . Therefore, the vehicle can be accelerated while improving the turning performance during acceleration, and the vehicle can be decelerated more stably than the turning performance during deceleration.

  According to the eighth aspect of the invention, the power unit is mounted on the vehicle, and the driving force in one direction of the first and second prime movers is a driving force in the direction of moving the vehicle in the forward direction. The first and second axial forces are canceled through the unidirectional power transmission means. Therefore, it is possible to prevent the displacement of the first member of the one-way power transmission means in the most frequently used situation.

  According to the ninth aspect of the present invention, the first rotation element of the first transmission and the first rotation element of the second transmission cannot be relatively moved in the circumferential direction by the first member with a relatively simple configuration. In addition, it is possible to realize a configuration formed so as to be relatively movable in the rotation axis direction.

  According to the tenth aspect of the present invention, when the relative displacement amount estimated by the displacement amount estimation unit is greater than or equal to a predetermined value, the driving force of the first prime mover and the driving force of the second prime mover are set to 0, and the unidirectional direction of the first prime mover And the sum of the one-way driving force of the first prime mover and the one-way driving force of the second prime mover is controlled to zero. Therefore, when urgent control is required, it is possible to protect the one-way power transmission means without complicated control.

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 of embodiment. FIG. 3 is a partially enlarged view of the rear wheel drive device shown in FIG. 2. It is a schematic block diagram of the rear-wheel drive device shown in FIG. It is a schematic diagram explaining the twist direction of the meshing tooth of the 1st pinion and 2nd pinion of a planetary gear. It is a schematic block diagram which shows the thrust force at the time of linear acceleration. It is a schematic block diagram which shows the thrust force at the time of linear deceleration. It is a schematic block diagram which shows the thrust force at the time of turning acceleration. It is a schematic block diagram which shows the thrust force at the time of turning deceleration. It is a schematic block diagram which shows the thrust force at the time of turning.

  The power unit according to an embodiment of the present invention can be suitably used for a vehicle drive device. The vehicle drive device shown below uses an electric motor as a drive source for driving wheels, and is used in a vehicle having a drive system as shown in FIG. 1, for example. In the following description, a 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. While power is transmitted to the front wheel Wf via the transmission 7, 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 to supply power from the battery 9 and to regenerate energy to the battery 9. Is possible. In FIG. 1, reference numeral 8 denotes a controller as a control unit for controlling the entire vehicle. The controller 8 is connected to the first and second electric motors 2A and 2B, and controls the driving state of the first and second electric motors 2A and 2B.

  Next, the rear-wheel drive device 1 which concerns on one Embodiment of this invention is demonstrated in detail based on FIGS. The arrows in FIGS. 2 and 3 indicate the positional relationship in a state where the rear wheel drive device 1 is mounted on the vehicle.

  FIG. 2 is a longitudinal sectional view of the entire rear wheel drive device 1, and FIG. 3 is an enlarged sectional view of the upper portion of FIG. In the figure, reference numeral 11 denotes a case of the rear wheel drive device 1, and the case 11 is arranged on the left and right sides of the central case 11 </ b> M so as to sandwich the central case 11 </ b> M and the central case 11 </ b> M. It is comprised from the side cases 11A and 11B arrange | positioned, and the whole is formed in a substantially cylindrical shape.

  Inside the case 11 are first and second drive shafts 10A and 10B for the rear wheels Wr, first and second motors 2A and 2B as first and second prime movers for driving the axles, Arranged on the power transmission path between the second drive shafts 10A, 10B and the cylindrical shafts 16A, 16B (output shafts) of the first and second electric motors 2A, 2B, the drive rotation of the first and second electric motors 2A, 2B is performed. The first and second planetary gear type speed reducers 12A and 12B as the first and second transmissions to be decelerated are arranged so as to be positioned on the same rotation axis O. The first drive shaft 10A, the first motor 2A, and the first planetary gear speed reducer 12A drive and control the left rear wheel LWr. The second drive shaft 10B, the second motor 2B, and the second planetary gear speed reducer 12B The right rear wheel RWr is driven and controlled. The first drive shaft 10A, the first electric motor 2A, and the first planetary gear type speed reducer 12A, and the second drive shaft 10B, the second electric motor 2B, and the second planetary gear type speed reducer 12B are mounted in the case 11. It arrange | positions left-right symmetrically with respect to the intermediate surface M (refer FIG. 1) of the width direction (left-right direction).

  The side cases 11A and 11B are respectively provided with partition walls 18A and 18B extending radially inward on the central case 11M side, and the spaces surrounded by the side cases 11A and 11B and the partition walls 18A and 18B are respectively 1 and 2nd electric motor 2A, 2B are arrange | positioned. The first and second planetary gear speed reducers 12A and 12B are arranged adjacent to each other in a space surrounded by the central case 11M and the partition walls 18A and 18B. In other words, the partitions 18A and 18B define a space for accommodating the first and second electric motors 2A and 2B and a space for accommodating the first and second planetary gear speed reducers 12A and 12B.

  In the first and second electric motors 2A and 2B, stators 14A and 14B are fixed to side cases 11A and 11B, respectively, and annular rotors 15A and 15B are rotatably arranged on the inner peripheral sides of the stators 14A and 14B. Yes. Cylindrical shafts 16A and 16B as output shafts of the first and second electric motors 2A and 2B surrounding the outer periphery of the first and second drive shafts 10A and 10B are coupled to the inner peripheral portions of the rotors 15A and 15B. The cylindrical shafts 16A and 16B are respectively connected to end walls 17A and 17B of the side cases 11A and 11B via bearings Br3 and Br4 so as to be coaxially rotatable with the first and second drive shafts 10A and 10B, respectively. And supported by the partition walls 18A and 18B via bearings Br7 and Br8. Further, sun gears 21A and 21B of first and second planetary gear type speed reducers 12A and 12B, which will be described later, are integrally formed on the inner side in the axial direction of the cylindrical shafts 16A and 16B, and further inward in the axial direction than the sun gears 21A and 21B. Extending portions 13A and 13B are formed.

  Each of the first and second planetary gear speed reducers 12A and 12B has three rotating elements, and includes sun gears 21A and 21B, a plurality of planetary gears 22A and 22B meshing with the sun gears 21A and 21B, and Planetary carriers 23A and 23B that support the planetary gears 22A and 22B, and ring gears 24A and 24B that mesh with the outer peripheral sides of the planetary gears 22A and 22B. The driving forces of the electric motors 2A and 2B are input from the sun gears 21A and 21B, and are output to the first and second driving shafts 10A and 10B through the planetary carriers 23A and 23B.

  The planetary gears 22A and 22B are double pinions having first large pinions 26A and 26B that directly mesh with the sun gears 21A and 21B and second pinions 27A and 27B smaller in diameter than the first pinions 26A and 26B. The first pinions 26A and 26B and the second pinions 27A and 27B are integrally formed with being coaxially and offset in the axial direction. The planetary gears 22A and 22B are supported by the pinion shaft 230 of the planetary carriers 23A and 23B via bearings Br9 and Br10.

  In the planetary carriers 23 </ b> A and 23 </ b> B, the inner end portion of the pinion shaft 230 extending in the axial direction is held by the inner arm portion 231. The inner arm 231 is a carrier plate 231a extending in the radial direction, and a carrier that is integrally attached to the inner diameter side of the carrier plate 231a and is spline-fitted to the first and second drive shafts 10A and 10B so as to be integrally rotatable. And a base 231b. The carrier base 231b extends to the extending portions 13A and 13B so as to overlap the extending portions 13A and 13B of the cylindrical shafts 16A and 16B in the axial direction, and the bearings Br11 and Br12 are attached to the extending portions 13A and 13B. Supported through. Further, the carrier base 231b extends to the opposite side to the extending portions 13A and 13B so as to overlap with small diameter portions 29A and 29B of ring gears 24A and 24B described later in the axial direction.

  On the other hand, the outer end of the pinion shaft 230 is supported by the partition walls 18A and 18B via the bearings Br1 and Br2 by the outer arm portion 232. That is, bearings Br1 and Br2 for supporting the planetary carriers 23A and 23B and bearings Br7 and Br8 for supporting the cylindrical shafts 16A and 16B are disposed on the partition walls 18A and 18B, respectively.

  The axially inner ends of the planetary gears 22A and 22B are supported by the inner arms 231 of the planetary carriers 23A and 23B, and the axially outer ends of the planetary gears 22A and 22B are the outer arms of the planetary carriers 23A and 23B. Supported by the portion 232. Therefore, thrust force is transmitted between the planetary gears 22A and 22B and the planetary carriers 23A and 23B.

  The ring gears 24A and 24B have gear portions 28A and 28B whose inner peripheral surfaces mesh with the second pinions 27A and 27B having a small diameter, inner diameter side extending portions 41A and 41B extending radially inward from the gear portions 28A and 28B, It is configured with. The inner diameter side extending portions 41A and 41B include small diameter portions 29A and 29B arranged opposite to each other at an intermediate position of the case 11, axially inner ends of the gear portions 28A and 28B, and axially outer ends of the small diameter portions 29A and 29B. And connecting portions 30A and 30B that connect the portions in the radial direction. The connecting portions 30A and 30B are arranged so as to face the carrier plates 231a of the planetary carriers 23A and 23B so as to overlap each other in the radial direction, and on the inner diameter side of the carrier plate 231a, between the carrier plates 231a Bearings Br5 and Br6 are provided.

  The gear portions 28A and 28B face each other in the axial direction with a cylindrical wall 46 formed at the inner diameter side end of the left and right dividing wall 45 of the central case 11M. The small diameter portions 29A and 29B constituting the inner diameter side extending portions 41A and 41B are spline-fitted to the inner race 51 of the one-way clutch 50 described later, and the ring gears 24A and 24B are inner rings of the one-way clutch 50, respectively. The race 51 is configured to rotate integrally. Further, the small diameter portions 29A and 29B are arranged so as to be able to contact with each other in the axial direction without fixing opposite end portions. In addition, the connecting portions 30A and 30B constituting the inner diameter side extending portions 41A and 41B are arranged such that the inner surfaces in the axial direction can contact the outer surfaces in the axial direction of the inner race 51 of the one-way clutch. That is, the ring gears 24A, 24B are formed by the inner race 51 so as not to be relatively movable in the circumferential direction and relatively movable in the axial direction. Further, the thrust forces generated in the ring gears 24 </ b> A and 24 </ b> B can be transmitted to the inner race 51, and the thrust forces separated from each other cannot be transmitted to the inner race 51.

  A central case 11M constituting the case 11 is provided with a hydraulic brake 60 constituting braking means for the ring gear 24B and a one-way clutch 50 as one-way power transmission means. The hydraulic brake 60 includes a plurality of fixed plates 35 that are spline-fitted to the inner peripheral surface of the cylindrical wall 44 of the central case 11M, and a plurality of rotary plates 36 that are spline-fitted to the outer peripheral surface of the gear portion 28B of the ring gear 24B. Alternatingly arranged in the axial direction, these plates 35 and 36 are fastened and released by an annular piston 37. Therefore, when the plates 35 and 36 are pressed by the piston 37, the braking force acts on the ring gear 24B and is fixed by the frictional engagement between the plates 35 and 36. When the fastening by the piston 37 is released from this state, the ring gear 24B is allowed to rotate freely. As described above, the ring gears 24A and 24B are connected to each other via the inner race 51 of the one-way clutch 50. Therefore, when the hydraulic brake 60 is fastened, a braking force is also applied to the ring gear 24A and fixed. When the hydraulic brake 60 is released, the ring gear 24A is allowed to rotate freely.

  The one-way clutch 50 has the same rotation axis O, and an inner race 51 as a first member and a outer race 52 as a second member, and the inner race 51 and the outer race 52 are mutually connected. And a plurality of sprags 53 as locking members disposed in the radial gaps. As described above, the inner race 51 is configured to rotate integrally with the small diameter portions 29A and 29B of the ring gears 24A and 24B by spline fitting. The outer race 52 is positioned by the cylindrical wall 46 of the central case 11M and is fixed so as not to rotate.

  The one-way clutch 50 is configured such that when the vehicle 3 moves forward with the power of the first and second electric motors 2A and 2B, the sprag 53 is engaged to lock the rotation of the ring gears 24A and 24B. More specifically, the one-way clutch 50 transmits the rotational power in the forward direction of the first and second electric motors 2A, 2B (the rotational direction when the vehicle 3 is advanced) to the first and second drive shafts 10A, 10B. Rotation in the forward direction of the first and second drive shafts 10A, 10B without transmitting the rotational power in the reverse direction of the first and second motors 2A, 2B to the first and second drive shafts 10A, 10B. The power is not transmitted to the first and second electric motors 2A and 2B, but the reverse rotational power of the first and second drive shafts 10A and 10B is transmitted to the first and second electric motors 2A and 2B.

  Thus, in the rear wheel drive device 1 of the present embodiment, the one-way clutch is provided on the power transmission path between the cylindrical shafts 16A and 16B of the first and second electric motors 2A and 2B and the first and second drive shafts 10A and 10B. 50 and the hydraulic brake 60 are provided in parallel. The hydraulic brake 60 is in a released state, a weakly engaged state, depending on the traveling state of the vehicle and the engagement / disengagement state of the one-way clutch 50, depending on the pressure of oil supplied from an electric oil pump (not shown). It is controlled to a fastening state.

  For example, when the vehicle 3 moves forward by powering driving of the first and second electric motors 2A and 2B (at low vehicle speed and medium vehicle speed), the one-way clutch 50 is engaged regardless of the state of the hydraulic brake 60, so that power is transmitted. When the vehicle 3 moves forward by the power running drive of the internal combustion engine 4 and / or the electric motor 5 (at a high vehicle speed), the one-way clutch 50 is disengaged and the hydraulic brake is controlled to the released state. Thus, over-rotation of the first and second electric motors 2A and 2B is prevented. On the other hand, when the vehicle 3 moves backward or regenerates, the one-way clutch 50 is disengaged, so the hydraulic brake 60 is controlled to be in the engaged state, so that the reverse direction from the first and second electric motors 2A, 2B side is achieved. Rotational power is output to the wheel Wr side, or forward rotational power on the wheel Wr side is input to the first and second electric motors 2A and 2B. In this way, by engaging the hydraulic brake 60, it is possible to transmit the rotational power that can be transmitted to the first and second drive shafts 10A and 10B only by the one-way clutch 50. Rotational power that cannot be transmitted can be transmitted to the first and second drive shafts 10A and 10B.

  Further, in the rear wheel drive device 1 of the present embodiment, the bearings Br1 and Br2 are angular ball bearings that can receive axially outward thrust force acting on the planetary gears 22A and 22B, respectively, and the bearing Br3 , Br4 are angular ball bearings that can receive axially outward thrust force acting on the sun gears 21A, 21B, respectively. The bearings Br5, Br6 are axially inner surfaces acting on the planetary gears 22A, 22B, respectively. Thrust bearings are used so that the thrust force can be received outward, and the bearings Br7 and Br8 are angular ball bearings that can receive the axially inward thrust force acting on the sun gears 21A and 21B. It is used. On the other hand, needle bearings that cannot receive thrust force are used as the bearings Br9-12. As the bearings Br1 to Br4 and the bearings Br7 and Br8, a bearing such as a tapered roller bearing may be appropriately selected and used instead of an angular ball bearing as long as it can receive a thrust force. A bearing such as a deep groove ball bearing that can receive thrust forces in both the inner side and the outer side in the axial direction may be appropriately selected and used.

Here, the meshing of the planetary gears 22A and 22B will be described.
As shown in FIG. 5, the planetary gears 22A and 22B are, respectively, large first pinions 26A and 26B meshed with the sun gears 21A and 21B, and second small diameters meshed with the gear portions 28A and 28B of the ring gears 24A and 24B. The twisting directions of the meshing teeth of the pinions 27A and 27B are the same, and thereby the thrust force generated in the large-diameter first pinions 26A and 26B and the small-diameter second pinions 27A and 27B due to the twisting. Are opposite to each other.

  Further, the torsion angle θ1 of the large-diameter first pinions 26A, 26B meshed with the sun gears 21A, 21B is the twist angle of the small-diameter second pinions 27A, 27B meshed with the gear portions 28A, 28B of the ring gears 24A, 24B. Thus, the thrust force generated by the planetary gears 22A and 22B is larger at the second pinions 27A and 27B having a smaller diameter than the first pinions 26A and 26B having a larger diameter.

  The planetary gear 22A of the first planetary gear speed reducer 12A and the planetary gear 22B of the second planetary gear speed reducer 12B are straight lines including the rotation axis O of the first and second planetary gear speed reducers 12A and 12B. It is vertical and mirror-symmetric with respect to the intermediate surface M located between the first and second planetary gear speed reducers 12A and 12B, and the torsion angles θ1 and θ2 of the meshing teeth are similarly mirror-symmetrical. Are in a relationship. Therefore, in the planetary gear 22A and the planetary gear 22B, when the input torques from the first and second electric motors 2A and 2B are equal, the thrust force generated at the meshing portion of the small-diameter second pinions 27A and 27B and the large-diameter A thrust force acting on the planetary gears 22A and 22B (hereinafter also referred to as a planetary gear total thrust force), which is the sum of the thrust forces generated at the meshing portions of the first pinions 26A and 26B, is a mirror with respect to the intermediate surface M. Symmetric relationship.

  Further, due to the meshing with the large-diameter first pinions 26A and 26B, a thrust force having the same magnitude as the thrust force acting on the first pinions 26A and 26B acts on the sun gears 21A and 21B. Further, the gear portions 28A and 28B of the ring gears 24A and 24B are engaged with the small-diameter second pinions 27A and 27B, so that a thrust force having the same magnitude in the opposite direction to the thrust force acting on the second pinions 27A and 27B. Works. Then, the thrust force generated in the ring gears 24A and 24B is transmitted to the inner race 51 of the one-way clutch 50 that abuts the connecting portions 30A and 30B of the ring gears 24A and 24B in the axial direction.

  FIG. 6 shows a case where the first and second electric motors 2A and 2B generate substantially the same power running torques TrA and TrB (TrA = TrB> 0) in the forward direction. It is a block diagram which shows the thrust force to perform.

  6 to 10, the arrows around the rotation axis O indicate the torques TrA and TrB of the first and second electric motors 2A and 2B, and the clockwise arrows indicate the forward torque (for example, when the vehicle moves forward). Power running torque), and a counterclockwise arrow indicates reverse torque (for example, regenerative torque when the vehicle moves forward). The hatched arrows drawn overlapping each gear represent the thrust force generated by each gear. In particular, among the hatched arrows, those drawn to overlap with the gear portions 28A and 28B of the ring gears 24A and 24B represent the gear portion thrust forces F1A and F1B. Open arrows indicate the planetary gear total thrust forces F2A and F2B. Dashed arrows indicate the first and second axial forces FA and FB, which are total thrust forces generated in the ring gears 24A and 24B. The black arrow indicates the total of the first axial force FA generated in the ring gear 24A toward the inner side in the axial direction and the second axial force FB generated in the ring gear 24B toward the inner side in the axial direction. The thrust force F acting on the inner race 51 of the one-way clutch 50 (hereinafter also referred to as inner race total thrust force) is shown. Further, the bearing that receives the thrust force is marked with a dot to distinguish it from the bearing that does not receive the thrust force.

  As shown in FIG. 6, when forward powering torques TrA and TrB are input from the first and second electric motors 2A and 2B during linear acceleration, the sun gears 21A and 21B receive large first pinions 26A and 26B. , A thrust force outward in the axial direction (force in a direction away from each other) acts, and a thrust force inward in the axial direction (force in a direction toward each other) is applied to the large-diameter first pinions 26A and 26B. Works. Further, a thrust force outward in the axial direction acts on the small-diameter second pinions 27A and 27B by meshing with the gear portions 28A and 28B of the ring gears 24A and 24B, and the gear portions 28A and 28B of the ring gears 24A and 24B are applied. Axial thrust force (gear portion thrust forces F1A, F1B) acts. As described above, due to the difference in torsion angle, the thrust force is larger in the second pinions 27A and 27B having a smaller diameter than the first pinions 26A and 26B having a larger diameter, and thus, in each planetary gear 22A and 22B, The planetary gear total thrust forces F2A and F2B to the outside in the axial direction act.

  The axially outward planetary gear total thrust forces F2A and F2B acting on the planetary gears 22A and 22B are received by the bearings Br1 and Br2 via the planetary carriers 23A and 23B, respectively. Further, axially outward thrust forces acting on the sun gears 21A and 21B are received by the bearings Br3 and Br4, respectively.

  Here, the gear portion thrust forces F1A and F1B are proportional to the power running torques TrA and TrB of the first motor and the second motor (F1A = α × TrA, F1B = α × TrB). The magnitudes of the first and second axial forces FA and FB acting on the ring gears 24A and 24B are the same as the gear unit thrust forces F1A and F1B (FA = F1A, FB = F1B). The magnitudes of the first and second axial forces FA and FB are equal to each other because the power running torques TrA and TrB of the first and second electric motors 2A and 2B are equal (TrA = TrB) (FA = FB). By canceling each other, the inner race total thrust force F becomes zero.

  Further, since the first and second electric motors 2A and 2B generate power running torques TrA and TrB in the forward direction, the one-way clutch 50 has a sprag 53 locked between the inner race 51 and the outer race 52. A vertical drag is generated. This vertical drag acts as a thrust resistance T that restricts the axial displacement of the inner race 51 against the thrust force acting on the inner race 51. The thrust resistance T is proportional to the sum of the forward power running torques TrA and TrB of the first and second electric motors 2A and 2B {T = β × (TrA + TrB)}.

  The relative displacement of the inner race 51 with respect to the outer race 52 occurs when the inner race total thrust force F exceeds the thrust resistance T. Therefore, during the straight acceleration, the inner race total thrust force F is 0 and the thrust resistance T is generated. Therefore, the inner race 51 is not displaced with respect to the outer race 52, and the one-way clutch 50 functions normally. To do.

  FIG. 7 shows the case where the first and second electric motors 2A and 2B generate substantially the same regenerative torque TrA and TrB (TrA = TrB <0) in the reverse direction. It is a block diagram which shows the thrust force to perform.

  As shown in FIG. 7, when reverse regeneration torques TrA and TrB are input from the first and second electric motors 2A and 2B during linear deceleration, the sun gears 21A and 21B have large first pinions 26A and 26B. , A thrust force inward in the axial direction acts, and a thrust force outward in the axial direction acts on the large-diameter first pinions 26A and 26B. The axially inward thrust force acting on the sun gears 21A and 21B is received by the bearings Br7 and Br8, respectively.

  Further, a thrust force inward in the axial direction acts on the small-diameter second pinions 27A and 27B by meshing with the gear portions 28A and 28B of the ring gears 24A and 24B, and the gear portions 28A and 28B of the ring gears 24A and 24B are applied. Axial thrust force (gear portion thrust force F1A = α × TrA, F1B = α × TrB) is applied. As described above, due to the difference in torsion angle, the thrust force is larger in the second pinions 27A and 27B having a smaller diameter than the first pinions 26A and 26B having a larger diameter, and thus, in each planetary gear 22A and 22B, Planetary gear total thrust forces F2A and F2B to the inner side in the axial direction act.

  The axially inner planetary gear thrust forces F2A and F2B acting on the planetary gears 22A and 22B are received by the bearings Br5 and Br6 through the planetary carriers 23A and 23B, respectively, and further transmitted to the ring gears 24A and 24B. Then, axially outward gear portion thrust forces F1A and F1B acting on the gear portions 28A and 28B of the ring gears 24A and 24B are transmitted to the ring gears 24A and 24B via the bearings Br5 and Br6 inward in the axial direction. The first and second axial forces FA and FB, which are thrust forces obtained by subtracting the planetary gear total thrust forces F2A and F2B, act on the ring gears 24A and 24B (FA = F1A−F2A, FB = F1B−F2B).

  Here, since the first and second electric motors 2A and 2B generate the regenerative torques TrA and TrB in the opposite directions, the one-way clutch 50 is disengaged, and the inner race 51 and the outer race 52 are not engaged. No vertical drag (thrust resistance T) is generated between them. On the other hand, the first and second axial forces FA, FB acting on the ring gears 24A, 24B are axially outward forces, and thus are not transmitted to the inner race 51, and the inner race total thrust force F is zero. Become. Therefore, in this case, the inner race 51 of the one-way clutch 50 is not displaced with respect to the outer race 52.

  Note that the relationship of the thrust force in FIG. 7 is the same relationship not only at the time of linear deceleration but also at the time of reverse acceleration. In this case, power running torque in the reverse direction is input by the first and second electric motors 2A and 2B.

  FIG. 8 is during turning acceleration, and the forward powering torque TrA of the first electric motor 2A is greater than the forward powering torque TrB of the second electric motor 2B (right turn; TrA> TrB> 0). FIG. 2 is a block diagram showing a thrust force generated in the rear wheel drive device 1.

  As shown in FIG. 8, the direction of the thrust force acting on each gear at this time is the same as that in the straight acceleration of FIG. 6, but the forward power running torque TrA of the first electric motor 2A is the second electric motor 2B. Therefore, the planetary gear total thrust force F2A is larger than the planetary gear total thrust force F2B (F2A> F2B). Also, the gear portion thrust force F1A acting on the gear portion 28A of the ring gear 24A is larger than the gear portion thrust force F1B acting on the gear portion 28B of the ring gear 24B (F1A = α × TrA> F1B = α × TrB). The magnitudes of the first and second axial forces FA and FB acting on the ring gears 24A and 24B are the same as the gear unit thrust forces F1A and F1B (FA = F1A> FB = F1B).

  Since the first and second axial forces FA and FB are axially inward forces, both are transmitted to the inner race 51, and the first axial force FA is greater than the second axial force FB. The inner race total thrust force F is the difference between the first and second axial forces FA and FB (F = FA−FB). Further, since the first and second electric motors 2 </ b> A and 2 </ b> B generate power running torque in the forward direction, vertical drag (thrust resistance T) is generated between the inner race 51 and the outer race 52.

  When the thrust resistance T exceeds the inner race total thrust force F, the inner race 51 is not displaced with respect to the outer race 52, and the one-way clutch 50 functions normally. On the other hand, when the total thrust force F of the inner race exceeds the thrust resistance T, the inner race 51 is displaced.

  Although illustration is omitted, when the forward power running torque TrB of the second electric motor 2B is larger than the forward power running torque TrA of the first electric motor 2A (left turn, TrB> TrA> 0), the ring gear 24B. The second axial force FB acting on the inner side in the axial direction is greater than the first axial force FA acting on the ring gear 24A in the axial direction, and the total thrust force F of the inner race is the first and second axial forces. It becomes the difference between FA and FB (F = FB−FA). Also in this case, when the thrust resistance T exceeds the inner race total thrust force F, the inner race 51 is not displaced with respect to the outer race 52, and the one-way clutch 50 functions normally. On the other hand, when the total thrust force F of the inner race exceeds the thrust resistance T, the inner race 51 is displaced.

  FIG. 9 shows a case where the regenerative torque TrA in the reverse direction of the first electric motor 2A is larger than the regenerative torque TrB in the reverse direction of the second electric motor 2B (left turn, 0> TrB> TrA) during turning deceleration. FIG. 3 is a block diagram showing a thrust force generated in the rear wheel drive device 1.

  As shown in FIG. 9, the direction of the thrust force acting on each gear at this time is the same as in the case of linear deceleration in FIG. 7, but the regenerative torque TrA in the reverse direction of the first electric motor 2A is the second electric motor 2B. Thus, the planetary gear total thrust force F2A is larger than the planetary gear total thrust force F2B (F2A> F2B). Also, the gear portion thrust force F1A (= α × TrA) acting on the gear portion 28A of the ring gear 24A is larger than the gear portion thrust force F2A (= α × TrB) acting on the gear portion 28B of the ring gear 24B. An axially inward planetary gear transmitted from the axially outward gear portion thrust forces F1A and F1B acting on the gear portions 28A and 28B of the ring gears 24A and 24B to the ring gears 24A and 24B via the bearings Br5 and Br6. First and second axial forces F1 and F2, which are thrust forces obtained by subtracting the total thrust forces F2A and F2B, act on the ring gears 24A and 24B (FA = F1A−F2A, FB = F1B−F2B).

  Here, since the first and second electric motors 2A and 2B generate the regenerative torques TrA and TrB in the opposite directions, the one-way clutch 50 is disengaged, and the inner race 51 and the outer race 52 are not engaged. No vertical drag (thrust resistance T) is generated between them. On the other hand, the first and second axial forces FA, FB acting on the ring gears 24A, 24B are axially outward forces, and thus are not transmitted to the inner race 51, and the inner race total thrust force F is zero. Become. Therefore, in this case, the inner race 51 of the one-way clutch 50 is not displaced with respect to the outer race 52.

  Although illustration is omitted, when the regenerative torque TrB in the reverse direction of the second electric motor 2B is larger than the regenerative torque TrA in the reverse direction of the first electric motor 2A (right turn. 0> TrA> TrB), the planetary gear is used. The total thrust force F2B is larger than the planetary gear total thrust force F2A (F2B> F2A), and the gear portion thrust force F1B (= α × TrB) acting on the gear portion 28B of the ring gear 24B is also applied to the gear portion 28A of the ring gear 24A. The applied gear portion thrust force F1A (= α × TrA) becomes larger. Also in this case, as in the case of FIG. 9, no vertical drag (thrust resistance T) is generated between the inner race 51 and the outer race 52, and the total thrust F of the inner race is zero. The inner race 51 of the direction clutch 50 is not displaced with respect to the outer race 52.

  FIG. 10 shows a case where the first electric motor 2A generates a power running torque TrA in the forward direction during turning (when turning the rear wheel drive unit 1 alone, during turning deceleration, or during turning without acceleration / deceleration). 2 is a block showing a thrust force generated in the rear wheel drive device 1 when the electric motor 2B generates a regenerative torque TrB in the reverse direction (right turn, TrA> 0> TrB).

  As shown in FIG. 10, when a forward power running torque TrA is applied from the first electric motor 2A, a thrust force outward in the axial direction is applied to the sun gear 21A due to meshing with the first pinion 26A having a large diameter. The axially inner thrust force acts on the large-diameter first pinion 26A. Further, an axial thrust force acts on the small-diameter second pinion 27A by meshing with the gear portion 28A of the ring gear 24A, and an axially inward thrust force (on the gear portion 28A of the ring gear 24A) Gear portion thrust force F1A = α × TrA) acts. As described above, due to the difference in torsion angle, the thrust force is larger at the second pinion 27A having a smaller diameter than the first pinion 26A having a larger diameter. As a result, in the planetary gear 22A, the planetary gear total thrust toward the outside in the axial direction is increased. Force F2A will act.

  On the other hand, when the regenerative torque TrB in the reverse direction is applied from the second electric motor 2B, a thrust force inward in the axial direction is applied to the sun gear 21B by meshing with the large-diameter first pinion 26B, and the large-diameter first torque is generated. The axial force outwardly acts on the 1 pinion 26B. In addition, a thrust force inward in the axial direction acts on the small-diameter second pinion 27B by meshing with the gear portion 28B of the ring gear 24B, and an axial thrust force (outward in the axial direction is exerted on the gear portion 28B of the ring gear 24B. Gear portion thrust force F1B = α × TrB) acts. As described above, due to the difference in torsional angle, the thrust force is larger at the second pinion 27B having a smaller diameter than the first pinion 26B having a larger diameter. As a result, in the planetary gear 22B, the planetary gear total thrust inward in the axial direction. The force F2B will act.

  Here, the first axial force FA acting on the ring gear 24A has the same magnitude as the gear portion thrust force F1A (FA = F1A). On the other hand, the second axial force FB acting on the ring gear 24B is obtained by subtracting the axially inner planetary gear total thrust force F2B transmitted to the ring gear 24B via the bearing Br6 from the gear portion thrust force F1B ( FB = F1B−F2B).

  Of the first and second axial forces FA and FB, only the first axial force FA directed inward in the axial direction is transmitted to the inner race 51, and the total thrust force F of the inner race is the first axial force FA. (F = FA).

  When the absolute value of the forward power running torque TrA of the first electric motor 2A is larger than the absolute value of the reverse regeneration torque TrB of the second electric motor 2B, the one-way clutch 50 is engaged. The thrust resistance T {= β × (TrA + TrB)} of the race 51 is generated. In this case, when the thrust resistance T exceeds the inner race total thrust force F, the inner race 51 is not displaced with respect to the outer race 52, and the one-way clutch 50 functions normally. On the other hand, when the total thrust force F of the inner race exceeds the thrust resistance T, the inner race 51 is displaced.

  In contrast, when the absolute value of the forward power running torque TrA of the first electric motor 2A is smaller than the absolute value of the reverse regeneration torque TrB of the second electric motor 2B, the one-way clutch 50 is not engaged. No thrust resistance T is generated. In this case, since the inner race total thrust force F exceeds the thrust resistance T, the inner race 51 is displaced.

  Thus, in the case shown in FIGS. 8 and 10, the inner race total thrust force F is generated, and the inner race 51 may be displaced relative to the outer race 52. Therefore, in the present embodiment, the controller 8 that controls the driving state of the first and second electric motors 2A and 2B includes a displacement amount estimation unit (not shown) that estimates the relative displacement amount of the inner race 51 with respect to the outer race 52. ing.

  When the relative displacement amount estimated by the displacement amount estimation unit is likely to be greater than or equal to a predetermined value, the controller 8 performs the following operations on the first and second electric motors 2A and 2B so that the relative displacement amount is equal to or less than a predetermined value. 1st-3rd control is performed.

  The inner race total thrust force F and thrust resistance T, and the inner race total thrust force F and thrust resistance T when the torques TrA and TrB of the arbitrary first and second electric motors 2A and 2B are generated. When the controller 8 determines that the relative displacement amount is equal to or greater than a predetermined value in the required torques TrA and TrB of the first and second electric motors 2A and 2B by obtaining the relative displacement amount associated therewith in advance, You may make it perform 1st-3rd control.

<First control>
As the first control, the controller 8 controls the first motor 2A so that the absolute value of the difference between the forward torque TrA of the first electric motor 2A and the forward torque TrB of the second electric motor 2B (left-right differential torque) is reduced. The first and second electric motors 2A and 2B are controlled. That is, in the first control, the first and second axial forces FA and FB contributing to the inner race total thrust force F are proportional to the forward torques TrA and TrB of the first and second electric motors 2A and 2B, respectively. (FA = F1A = α × TrA, FB = F1B = α × TrB) Therefore, the absolute value of the difference between the forward torque TrA of the first motor 2A and the forward torque TrB of the second motor 2B is reduced. By doing this, the inner race total thrust force F (= FA-FB or FB-FA) is controlled to be small. With this control, the total thrust force F of the inner race is less than the thrust resistance T, and the relative displacement amount of the inner race 51 with respect to the outer race 52 becomes a predetermined value or less.

  At this time, if control is performed to reduce the absolute value of the difference between the torques TrA and TrB while maintaining the sum of the forward torques TrA and TrB of the first and second motors 2A and 2B, the first and second motors The inner race total thrust force F can be reduced and the one-way clutch 50 can be protected while satisfying the requirement of the total driving force in the forward direction of 2A and 2B.

<Second control>
As the second control, the controller 8 sets the first and second torques so that the sum of the forward torque TrA of the first electric motor 2A and the forward torque TrB of the second electric motor 2B (the left-right total torque) increases. The motors 2A and 2B are controlled. That is, this control is control for improving the thrust resistance T {= β × (TrA + TrB)} proportional to the sum of the forward power running torques TrA and TrB of the first and second electric motors 2A and 2B. Thereby, the thrust resistance T exceeds the inner race total thrust force F, and the relative displacement amount of the inner race 51 with respect to the outer race 52 becomes a predetermined value or less.

  At this time, if control is performed to increase the sum of the torques TrA and TrB while maintaining the absolute value of the difference between the forward torques TrA and TrB of the first and second motors 2A and 2B, the first and second motors The thrust resistance T can be improved and the one-way clutch 50 can be protected while satisfying the requirement of the absolute value (left-right difference torque) of the difference between the forward torques TrA and TrB of 2A and 2B.

<Third control>
As the third control, the controller 8 controls the torque TrA of the first motor 2A and the torque TrB of the second motor 2B to zero. That is, in this control, the inner race total thrust force F is set to 0 by setting the absolute value of the difference between the forward torque TrA of the first motor 2A and the forward torque TrB of the second motor 2B to 0. In addition, the thrust resistance T is set to 0 by setting the sum of the forward torque TrA of the first electric motor 2A and the forward torque TrB of the second electric motor 2B to zero.

  The controller 8 is set to select the most appropriate control among the first to third controls based on the vehicle state. For example, at the time of vehicle acceleration as shown in FIG. 8 or FIG. 10, the controller 8 preferentially selects the second control. As a result, while maintaining the absolute value of the difference between the forward torques TrA and TrB of the first and second electric motors 2A and 2B, the sum of these torques TrA and TrB can be increased to accelerate the vehicle while improving the turning performance. Is possible.

  Further, at the time of vehicle deceleration as shown in FIG. 10, the controller 8 preferentially selects the first control. Thus, while maintaining the sum of the forward torques TrA and TrB of the first and second electric motors 2A and 2B, the absolute value of the difference between these torques TrA and TrB is reduced, and the deceleration is performed more stably than the turning performance. It is possible.

  Further, when the control is urgently required, the controller 8 preferentially selects the third control. As a result, the one-way clutch 50 can be protected without complicated control.

  The controller 8 performs the first and second controls simultaneously, thereby increasing the sum of the forward torque TrA of the first electric motor 2A and the forward torque TrB of the second electric motor 2B (the total left and right torque). And a control that balances both the decrease in the absolute value (left-right difference torque) of the difference between the forward torque TrA of the first motor 2A and the forward torque TrB of the second motor 2B. I do not care. In this case, since it is possible to control the decrease of the total thrust force F of the inner race and the increase of the vertical drag (thrust resistance T), the optimal control in accordance with the behavior of the vehicle 3 and the like. Can be selected.

  As described above, according to the rear wheel drive device 1 of the present embodiment, the ring gear 24A of the first planetary gear speed reducer 12A and the ring gear 24B of the second planetary gear speed reducer 12B are connected to the inner side of the one-way clutch 50. The race 51 is connected to be able to transmit an axial force and a rotational force. Accordingly, the first axial force FA transmitted from the first electric motor 2A through the ring gear 24A of the first planetary gear type reduction gear 12A and the second electric motor 2B through the ring gear 24A of the second planetary gear type reduction gear 12B. The inner race total thrust force determined by the second axial force FB transmitted in this way, the vertical drag (thrust resistance T) generated by the locking member being locked by the forward rotational power of the first electric motor 2A, and the second The vertical drag (thrust resistance T) generated when the lock member is locked by the forward rotational power of the electric motor 2B can be controlled independently by the first and second electric motors 2A and 2B.

  When the first and second electric motors 2A and 2B generate the same torque TrA and TrB in the same direction (see, for example, FIGS. 6 and 7), the ring gear 24A and the second gear of the first planetary gear type speed reducer 12A are used. The ring gear 24A of the planetary gear type speed reducer 12B has first and second axial forces FA and FB of the same magnitude that are pressed or attracted to each other. Accordingly, when the first and second electric motors 2A and 2B are driven in the same direction, the first and second motors between the ring gear 24A of the first planetary gear type speed reducer 12A and the ring gear 24A of the second planetary gear type speed reducer 12B. Since the biaxial forces FA and FB can be canceled out, the first and second axial forces FA and FB acting on the inner race 51 of the one-way clutch 50 are canceled, and the inner race 51 and the outer race 52 are relatively It is possible to suppress movement.

  The first and second axial forces FA and FB generated in the ring gear 24A of the first planetary gear speed reducer 12A and the ring gear 24A of the second planetary gear speed reducer 12B are separated from each other. 50 inner races 51 are arranged so as not to be able to transmit. Therefore, the inner gear of the one-way clutch 50 is generated by the first and second axial forces FA and FB in the direction in which the ring gear 24A of the first planetary gear type speed reducer 12A and the ring gear 24A of the second planetary gear type speed reducer 12B are separated from each other. It is possible to prevent the race 51 from moving.

  Further, the controller 8 determines that the forward torque TrA of the first electric motor 2A and the forward torque of the second electric motor 2B when the relative displacement amount of the inner race 51 to the outer race 52 estimated by the displacement amount estimation unit is greater than or equal to a predetermined value. First control is performed to control the first and second electric motors 2A and 2B so that the absolute value of the difference from TrB becomes smaller. Therefore, the inner race total thrust force F can be reduced while maintaining the total torque in the forward direction of the first and second electric motors 2A and 2B. That is, the inner race total thrust force F can be reduced and the one-way clutch 50 can be protected while satisfying the demand for the total torque in the forward direction of the first and second electric motors 2A, 2B.

Further, the controller 8 determines that the forward torque TrA of the first electric motor 2A and the forward torque of the second electric motor 2B when the relative displacement amount of the inner race 51 to the outer race 52 estimated by the displacement amount estimation unit is greater than or equal to a predetermined value. A second control is performed to control the first and second electric motors 2A and 2B so that the sum with TrB becomes large. Therefore, while maintaining the absolute value of the difference between the forward torque TrA of the first electric motor 2A and the forward torque TrB of the second electric motor 2B, the forward torque TrA of the first electric motor 2A and the second electric motor 2B The vertical drag (thrust resistance T) can be improved by controlling the sum with the forward torque TrB to be large. That is, the vertical drag (thrust resistance T) is improved while satisfying the requirement of the absolute value (left-right difference torque) of the difference between the forward torque TrA of the first motor 2A and the forward torque TrB of the second motor 2B. Thus, the one-way clutch 50 can be protected.
In particular, when the first and second controls are performed simultaneously, an increase in the sum of the forward torque TrA of the first electric motor 2A and the forward torque TrB of the second electric motor 2B (left and right total torque) and the first electric motor Control that balances both the decrease in the absolute value (left-right difference torque) of the difference between the forward torque TrA of 2A and the forward torque TrB of the second electric motor 2B is possible. Therefore, it is possible to control the decrease in the inner race total thrust force F and the increase in the vertical drag (thrust resistance T) in a well-balanced manner, so optimal control in accordance with the behavior of the vehicle 3 and the like is possible. It becomes possible to select.

  In addition, the controller 8 preferentially selects the second control during vehicle acceleration, and preferentially selects the first control during vehicle deceleration. Therefore, it is possible to accelerate while improving the turning performance during acceleration, and it is possible to decelerate the vehicle 3 more stably than the turning performance during deceleration.

  Further, the rear wheel drive device 1 is mounted on the vehicle 3, and the forward torques TrA and TrB of the first and second electric motors 2A and 2B are torques in the direction of moving the vehicle 3 in the forward direction. The first and second axial forces FA and FB are canceled through the one-way clutch 50. Therefore, the displacement of the inner race 51 of the one-way clutch 50 can be prevented in the most frequently used situation.

  Further, the ring gear 24A of the first planetary gear speed reducer 12A and the ring gear 24B of the second planetary gear speed reducer 12B are coupled to the inner race 51 by spline coupling. Accordingly, the ring gear 24A of the first planetary gear type speed reducer 12A and the ring gear 24A of the second planetary gear type speed reducer 12B are relatively unmovable in the circumferential direction by the inner race 51 and have a rotation axis O. It is possible to realize a configuration formed to be relatively movable in the direction.

  Further, the controller 8 sets the torque TrA of the first electric motor 2A and the torque TrB of the second electric motor 2B to 0 when the relative displacement amount of the inner race 51 with respect to the outer race 52 estimated by the displacement amount estimation unit is greater than or equal to a predetermined value. 3, the absolute value of the difference between the forward torque TrA of the first motor 2A and the forward torque TrB of the second motor 2B, and the forward torque TrA of the first motor 2A and the second motor 2B The sum of the forward torque TrB is controlled to zero. Therefore, when urgent control is required, the one-way clutch 50 can be protected without complicated control.

  In the present embodiment, when either the first or second electric motor 2A, 2B is driven with the forward torque TrA, TrB, the thrust resistance T (= α × TrA or α × TrB) is configured to be smaller than the first or second axial force FA (= β × TrA) or FB (= β × TrB). Accordingly, when only one of the first or second electric motors 2 </ b> A and 2 </ b> B is driven, the inner race 51 is displaced relative to the outer race 52. However, in the present embodiment, as described above, by driving both the first and second electric motors 2A and 2B and appropriately controlling the thrust resistance T so as to be larger than the inner race total thrust force F, The relative displacement of the inner race 51 is prevented. Thus, according to the present embodiment, the first or second planetary gear speed reducers 12A, 12B that generate the first or second axial force FA, FB larger than the thrust resistance T of the one-way clutch 50 are generated. And the range of selection of the one-way clutch 50 can be increased.

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

  For example, in the above-described embodiment, the ring gear 24A of the first planetary gear speed reducer 12A and the ring gear 24B of the second planetary gear speed reducer 12B are applied to the inner race 51 of the one-way clutch 50 in the axial direction and rotational direction. The ring gear 24A of the first planetary gear type speed reducer 12A transmits only the axial force to the inner race 51, and is not limited to this configuration. The ring gear 24B of the gear type reduction gear 12B may be configured to transmit only the rotational force to the inner race 51.

  In this case, when the first electric motor 2 </ b> A is driven in the forward direction, a first axial force FA directed inward in the axial direction is generated in the ring gear 24 </ b> A, and the first axial force FA is transmitted to the inner race 51. On the other hand, the one-way clutch 50 is engaged by the forward driving of the second electric motor 2 </ b> B, and a vertical drag (thrust resistance T) is generated in the inner race 51.

  Accordingly, the controller 8 causes the first and second electric motors 2A and 2B to be set so that the relative displacement amount between the inner race 51 and the outer race 52 in the direction of the rotation axis O generated when the first electric motor 2A is driven becomes equal to or less than a predetermined value. To control.

  According to such a configuration, when the first motor 2A is driven, when the inner race 51 of the one-way clutch 50 is likely to be displaced more than a predetermined amount in the direction of the rotation axis O with respect to the outer race 52, the first and second The relative displacement can be prevented by controlling either or both of the two electric motors 2A and 2B.

  The one-way clutch is generated by the first axial force FA transmitted from the first electric motor 2A to the inner race 51 via the ring gear 24A of the first planetary gear speed reducer 12A and the forward rotational power of the second electric motor 2B. The vertical drag (thrust resistance T) generated by the engagement of the 50 can be controlled independently. Therefore, the control range of the first and second electric motors 2A and 2B for preventing relative displacement between the inner race 51 and the outer race 52 can be increased.

  Further, since the relative displacement between the inner race 51 and the outer race 52 is controlled to be equal to or less than a predetermined value, the inner race 51 can be stably rotated with respect to the outer race 52 of the one-way clutch 50. is there.

  In the above-described embodiment, the first motor 2A does not generate only the thrust force (first axial force FA), and the second motor 2B does not generate only the vertical drag (thrust resistance T). Since the second electric motors 2A and 2B generate a thrust force (first and second axial forces FA and FB) and a vertical drag (thrust resistance T), the range of control can be further expanded.

  Further, in the above-described embodiment, the ring gears 24A and 24B are coupled to the inner race 51 by spline coupling, and are configured to be relatively unmovable in the circumferential direction and relatively movable in the direction of the rotation axis O. The inner race 51 and the ring gears 24A and 24B are integrated with each other by fitting the ring gears 24A and 24B to the inner race 51, and the ring gears 24A and 24B cannot be moved relative to each other in the circumferential direction and the rotation axis O direction. You may comprise.

  Further, the ring gears 24A and 24B are integrally formed, or the ring gears 24A and 24B are connected via a member other than the inner race 51, so that the ring gears 24A and 24B are integrally formed, and are relative to each other in the circumferential direction and the rotation axis O direction. You may make it immovable.

  The first rotating element connected to the inner race 51 of the one-way clutch 50 so as to be able to transmit axial force and rotational force is not limited to the ring gear 24A and the ring gear 24B, and is not limited to the sun gears 21A and 21B or the planetary gear 22A. 22B may be used.

  In addition, the outer race 52 of the one-way clutch 50 is a first member that can rotate relative to each other and can transmit axial force and rotational force from the first rotating element, so that the inner race 51 cannot rotate. The second member may be fixed.

  Moreover, although the planetary gear type reduction gear was illustrated as a transmission, it is not restricted to this, You may use a normal gear transmission.

  Further, the hydraulic brake 60 may be omitted.

1 Rear wheel drive system (power unit)
2A 1st electric motor (1st motor)
2B Second electric motor (second prime mover)
3 Vehicle 8 controller (control part)
10A 1st drive shaft 10B 2nd drive shaft 12A 1st planetary gear type reduction gear (1st transmission)
12B Second planetary gear type speed reducer (second transmission)
16A, 16B Cylindrical shaft (output shaft)
21A, 21B Sun gear (rotating element)
22A, 22B Planetary gear (second rotating element)
23A, 23B Planetary carrier 24A, 24B Ring gear (first rotating element)
26A, 26B 1st pinion 27A, 27B 2nd pinion 28A, 28B Gear part 50 One-way clutch (one-way power transmission means)
51 First member (inner race)
52 Second member (outer race)
53 Sprag (Lock member)
F Total thrust force of inner race FA First axial force FB Second axial force F1A, F1B Gear unit thrust force F2A, F2B Planetary gear total thrust force O Rotating axis T Anti-thrust force TrA, TrB Torque (driving force)

Claims (10)

A first transmission disposed on a power transmission path between the output shaft of the first prime mover and the first drive shaft;
A second transmission disposed on a power transmission path between the output shaft of the second prime mover and the second drive shaft;
With
The first rotary element of the second transmission transmits the rotational power in one direction of the second prime mover to the second drive shaft, and the rotational power in the other direction of the second prime mover to the second drive shaft. One-way power transmission means for transmitting the rotational power in one direction of the second drive shaft to the second prime mover without transmitting the rotational power in one direction of the second drive shaft to the second prime mover without transmitting. Arranged,
The one-way power transmission means includes a first member and a second member that have a locking member in a radial gap between each other, have the same rotation axis, and are relatively rotatable,
The second member is fixed in a non-rotatable manner;
A first axial force in a rotational axis direction is generated in the first rotating element of the first transmission with the driving of the first prime mover,
The first rotating element of the first transmission is a power unit arranged to transmit the first axial force only to the first member of the first member and the second member,
The first and second prime movers are connected to a control unit that controls a driving state of the first and second prime movers,
The control unit controls the first and second prime movers so that a relative displacement amount between the first member and the second member in the rotation axis direction generated when the first prime mover is driven becomes equal to or less than a predetermined value. A power device characterized by controlling. The first transmission and the second transmission each have three rotating elements,
The first rotation element of the first transmission and the first rotation element of the second transmission have the same rotation axis and are connected to be integrally rotatable,
The first rotational element of the first transmission and the first rotational element of the second transmission, which are connected to each other so as to be integrally rotatable, include rotational power in one direction of the first prime mover in addition to the second prime mover. Is transmitted to the first drive shaft, the rotational power in the other direction of the first prime mover is not transmitted to the first drive shaft in addition to the second prime mover, and the first drive shaft is added to the second drive shaft. The one-way power transmission means for transmitting the rotational power in the other direction of the first drive shaft to the first prime mover in addition to the second drive shaft is disposed without transmitting the rotational power in one direction to the first prime mover. ,
In the first rotating element of the second transmission, a second axial force in the rotational axis direction is generated in accordance with the driving of the second prime mover,
In addition to the first rotating element of the first transmission, the first rotating element of the second transmission is configured such that the second axial force is applied only to the first member of the first member and the second member. Arranged to communicate,
The control unit generates the first and second members so that a relative displacement amount between the first member and the second member in the rotation axis direction generated when the first and second motors are driven is equal to or less than a predetermined value. 2. The power plant according to claim 1, wherein the motor is controlled. The first transmission includes a second rotating element that meshes with the first rotating element of the first transmission,
The meshing part between the first rotating element and the second rotating element is:
When the first prime mover generates a driving force in one direction, the first transmission element of the first transmission moves toward the first rotation element of the second transmission in the direction of the rotation axis. It is formed so that uniaxial force works,
When the first prime mover generates driving force in the other direction, the first rotating element of the first transmission is moved away from the first rotating element of the second transmission in the rotation axis direction. Formed so that the first axial force works,
The second transmission includes a second rotating element that meshes with the first rotating element of the second transmission,
The meshing part between the first rotating element and the second rotating element is:
When the second prime mover generates a driving force in one direction, the first rotating element of the second transmission is moved toward the first rotating element of the first transmission in the rotation axis direction. Formed so that biaxial force works,
When the second prime mover generates a driving force in the other direction, the first rotating element of the second transmission is moved away from the first rotating element of the first transmission in the rotation axis direction. Formed so that the second axial force works,
When the first prime mover and the second prime mover generate the same driving force in the same direction, the first axial force and the second axial force are formed to be the same in magnitude. The power unit according to claim 2, wherein The first rotating element of the first transmission and the first rotating element of the second transmission are formed by the first member so as not to be relatively movable in the circumferential direction and relatively movable in the rotational axis direction,
The first and second axial forces generated in the first rotating element of the first transmission and the first rotating element of the second transmission in a direction approaching each other are arranged to be transmitted to the first member. 4. The power plant according to claim 3, wherein the first and second axial forces in directions away from each other are disposed so as not to be transmitted to the first member. 5. The control unit includes a displacement amount estimation unit that estimates the relative displacement amount. When the relative displacement amount estimated by the displacement amount estimation unit is equal to or greater than a predetermined value, the one-way driving force of the first prime mover and the first 5. The power plant according to claim 4, wherein the first and second prime movers are controlled so that an absolute value of a difference from a driving force in one direction of the two prime movers becomes small. The control unit includes a displacement amount estimation unit that estimates the relative displacement amount. When the relative displacement amount estimated by the displacement amount estimation unit is equal to or greater than a predetermined value, the one-way driving force of the first prime mover and the first 6. The power plant according to claim 4, wherein the first and second prime movers are controlled such that a sum of the two prime movers and the driving force in the one direction increases. The power unit is mounted on a vehicle;
The control unit includes a displacement amount estimation unit that estimates the relative displacement amount, and when the relative displacement amount estimated by the displacement amount estimation unit is greater than or equal to a predetermined value, the driving force of the first prime mover and the driving of the second prime mover The sum of the first control for controlling the first and second prime movers and the drive force of the first prime mover and the drive force of the second prime mover is increased so that the absolute value of the difference from the force is reduced. Among the second controls for controlling the first and second prime movers, the second control is selected with priority when the vehicle is accelerated, and the first control is selected with priority when the vehicle is decelerated. The power unit according to claim 4. The power unit is mounted on a vehicle;
8. The power plant according to claim 3, wherein the driving force in one direction of the first and second prime movers is a driving force in a direction of moving the vehicle in a forward direction. The first rotation element of the first transmission and the first rotation element of the second transmission are coupled to the first member by spline coupling, according to any one of claims 4 to 8. The power plant described. The control unit includes a displacement amount estimation unit that estimates the relative displacement amount, and when the relative displacement amount estimated by the displacement amount estimation unit is equal to or greater than a predetermined value, the driving force of the first prime mover and the second prime mover The power unit according to claim 2, wherein the driving force is controlled to zero.

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