JP2017206074A - Two-motor vehicle drive device for four-wheel drive vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a two-motor vehicle drive device for a four-wheel drive vehicle that is capable of miniaturizing a driving source while improving traveling performance by amplifying and distributing a torque difference between front and rear axles through use of two electric motors.SOLUTION: The two-motor vehicle drive device is provided with: two electric motors 2 and 3 that are mounted on a vehicle so as to be independently controllable; a torque distribution device 30 that distributes torque from the electric motors 2 and 3 to a front wheel axle output unit 15B and a rear wheel axle output unit 15A by amplifying a torque difference; and reduction gear strings 12 and 13 that transmit the torque output from motor output shafts 2a and 3a of the electric motors 2 and 3 to an input unit of the torque distribution device 30. The torque distribution device 30 has: planetary gear mechanisms 30A and 30B having three elements and two degrees of freedom arranged on the same axis; two coupling members 31 and 32 that couple two elements between the two planetary gear mechanisms 30A and 30B; two input units that receive the torque from the electric motors 2 and 3; and two output units that output the distributed torque.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a two-motor vehicle drive device for a four-wheel drive vehicle used as a drive device for a front and rear four-wheel drive electric vehicle.

  In a vehicle such as an electric vehicle, an electric current is supplied from a battery mounted on the vehicle to an electric motor as a drive source by a driver's operation of an accelerator switch, thereby driving the drive wheel to rotate at an arbitrary speed. It has been known.

  As described in Patent Document 1, an electric vehicle that drives front and rear four wheels has a front motor 1-motor vehicle drive device and a rear wheel 1-motor vehicle drive device mounted on the front and rear of the vehicle body, respectively. There is something. FIG. 20 is a skeleton diagram showing the configuration of a conventional four-wheel drive type electric vehicle equipped with a front-wheel 1-motor vehicle drive device and a rear-wheel 1-motor vehicle drive device. The electric vehicle shown in FIG. 20 is a four-wheel drive system, and rear-wheel drive wheels 104L and 104R, front-wheel drive wheels 114L and 114R, a rear-wheel one-motor vehicle drive device 102, and front-wheel one-motor vehicle drive. A device 103 is provided.

  The rear-wheel one-motor vehicle drive device 102 has an electric motor 102 a, and the output from the electric motor 102 a is decelerated by the reduction gear train 106 and is given to the rear differential 125. The rear differential 125 is connected to the left and right rear wheels 104L and 104R via the constant velocity joint 108, and the rear differential 125 equally divides the torque between the left and right rear wheels 104L and 104R while absorbing the rotational speed difference between the turning inner and outer wheels. .

  The one-wheel vehicle drive device 103 for the front wheels has an electric motor 103 a, and decelerates the output from the electric motor 103 a by the reduction gear train 107 and gives it to the front differential 126. The front differential 126 is connected to the left and right front wheels 114L and 114R through a constant velocity joint 118, and the front differential 126 equally divides the torque between the left and right front wheels 114L and 114R while absorbing the rotational speed difference between the turning inner and outer wheels.

  By independently controlling the 1-motor vehicle drive devices 102 and 103 mounted on the front and back, the torque that can be transmitted is small because the ground contact load of the vehicle has decreased or the vehicle has reached a road surface with a low coefficient of friction such as freezing. Torque that can be transmitted by reducing the torque (driving force) of the electric motor 103a in the wheels on the side, for example, the front wheels 114L and 114R, and increasing the ground contact load of the wheels or on a road surface with a high friction coefficient such as an asphalt road surface For the wheels with larger torque, for example, the rear wheels 104L and 104R, it is possible to increase the torque (driving force) of the electric motor 102a and transmit the torque without causing slip.

  As an advantage of changing the torque distribution of the front and rear wheels, when one of the front and rear drive wheel axles (for example, the front wheel axle) is idle or is likely to cause idling, For example, a large amount of torque is transmitted to the rear wheel axle, and traction control is performed to reduce the transmission of torque to one of the axles, thereby improving driving performance.

  For example, when starting from a state where the front wheel axle is an icing road surface and the rear wheel axle is a paved road surface, if the idling of the front wheel axle at low torque is detected, the torque of the entire vehicle indicated by the accelerator opening, that is, the front wheel axle When the front wheel axle crosses the ice and enters the paved road surface while accelerating most of the sum of the torque of the rear axle and the rear axle, the torque distribution is increased by the front axle and the rear axle Reduce and control the front and rear wheel axles to the same torque.

  When the rear wheel axle enters the icing portion and detects slipping, the torque distribution to the rear wheel axle is reduced and the torque distribution to the front wheel axle is increased, so that the torque of the entire vehicle becomes the torque indicated by the accelerator opening. By controlling the vehicle as it is, the vehicle can travel without speed reduction. Table 1 shows an example of a change in torque distribution when the front wheel axle advances from the start of the frozen road surface.

  As shown in Table 1, by distributing torque according to changes in road conditions, the wheels can be prevented from idling and can travel efficiently without speed reduction.

  When the front motor 1-motor vehicle drive device 103 and the rear-wheel 1-motor vehicle drive device 102 shown in FIG. 20 are respectively mounted, the front and rear torques of the respective electric motors 102a and 103a are the same. Assuming that the maximum value of the sum of 100 is 100, the front and rear electric motors 102a and 103a have a maximum value of 50 torque. The distribution of the front and rear torques is front: back = 0: 50-50: 50-50: 0. When both the front and rear electric motors 102a and 103a can generate 50 torque, the sum of the torques is 100, but the friction coefficient of the road surface of either the front or rear wheels is reduced, and the torque corresponding to the wheel on the lower side is reduced. When is reduced, the reduced torque cannot be used effectively. For example, when either of the front and rear wheels slides greatly, that is, when the torque cannot be applied completely, the torque of either one becomes 0 and the sum of the torques is only 50.

  As described above, when the torque of the wheel on the side where the friction coefficient of the road surface is reduced is reduced, the reduced torque cannot be used effectively. In addition, in the wheel on the side where the friction coefficient of the road surface is not reduced, even if it is intended to supplement the torque on the side where the friction coefficient of the road surface is reduced, it is not possible to apply torque exceeding the capacity of the electric motor.

  Thus, in the vehicle behavior state in which the torque transferable amount of each wheel changes, the torque of the electric motor corresponding to the wheel on the side where the torque transferable amount is reduced cannot be used effectively. It may occur that the torque of the electric motor with respect to the wheel on the side where the amount of torque transmission is increased becomes insufficient.

Japanese Patent No. 5806274

  The present invention uses two drive sources and amplifies and distributes the torque difference between the front and rear axles, thereby improving the running performance and reducing the size of the drive source for a two-motor vehicle for a four-wheel drive vehicle. It is an object to provide a driving device.

  In order to solve the above-described problems, the present invention provides two drive sources mounted on a vehicle and independently controllable, and outputs from the two drive sources are output for a front wheel axle and for a rear wheel axle. A torque distribution device that amplifies and distributes the torque difference to the output unit; and a transmission member that transmits torque output from the output shaft of the drive source to the input unit of the torque distribution device. Two three-element two-degree-of-freedom planetary gear mechanisms arranged on the same axis, two coupling members for coupling the two elements between the two planetary gear mechanisms, two inputs for receiving the torque of the drive source, and distribution Two output units that output the generated torque, the two input units and the two output units are coaxial, and the direction of the output shaft of the drive source and the output unit of the torque distribution device The front and rear of the vehicle Characterized in that it is arranged to face the.

  Further, the transmission member can be constituted by a gear train.

  Further, the output shaft of at least one drive source can be provided coaxially with the output portion of the torque distribution device.

  Further, the outputs of the two drive sources may be controlled so that the torques output from the two output units of the torque distribution device are both powered or regenerated.

  The two output portions of the torque distribution device may be provided such that one faces the front of the vehicle and the other faces the rear of the vehicle.

  Further, the center of each of the drive source and the torque distribution device can be configured such that one is located in front of the vehicle and the other is located in the rear of the vehicle with respect to the front wheel axle.

  The planetary gear mechanism includes an internal gear for input, an output sun gear provided coaxially with the internal gear, and a planet carrier provided coaxially with the internal gear. And when the planetary carrier is fixed, the internal gear rotates in a direction opposite to the sun gear, and the torque distribution device includes a first coupling member that couples one planet carrier and the other sun gear. A second coupling member that couples the other planetary carrier and one sun gear, the torque of one of the drive sources is connected to the one internal gear, and the other drive source is Connected to the other internal gear, one of the output portions can be configured to transmit torque from the first coupling member, and the other output portion can be configured to transmit torque from the second coupling member.

  The planetary gear mechanism includes an input sun gear, an output internal gear provided coaxially with the sun gear, and a planet carrier provided coaxially with the sun gear. When the planetary carrier is fixed, the internal gear rotates in the same direction as the sun gear, and the torque distribution device includes a first coupling member that couples one planet carrier and the other sun gear, A second coupling member that couples the sun gear to the other planetary carrier, the torque of one of the driving sources is transmitted to the first coupling member, and the torque of the other driving source is the first coupling member. The torque is transmitted from one internal gear to one of the output parts, and the torque of the other output part is transmitted from the other internal gear.

  As described above, according to the present invention, the torque difference between the drive sources entering the two input elements of the torque distribution device is amplified and output to the two portions of the output unit, so that the front wheel and the rear can be selected according to the driving situation. The wheel driving torque can be distributed more than the output of the driving source.

It is explanatory drawing of the electric vehicle carrying the 2 motor vehicle drive device for four-wheel drive vehicles concerning 1st Embodiment of this invention, The 2 motor vehicle drive device for four wheel drive vehicles is represented with the skeleton figure. It is explanatory drawing which expanded the rear-wheel part of FIG. 1, and made it a cross section. It is a speed diagram for demonstrating the torque difference amplification factor by the 2 motor vehicle drive device for four-wheel drive vehicles concerning 1st Embodiment of this invention. It is explanatory drawing which shows the relationship between the torque distributed to a front-and-rear wheel and the torque of an electric motor by the torque difference gain by a torque difference amplifier. It is explanatory drawing which shows the relationship between the torque distributed to a front-and-rear wheel and the torque of an electric motor by the torque difference amplification factor by a torque difference amplifier, and shows the torque distribution in general driving | running | working. It is explanatory drawing which shows the relationship between the torque distributed to the front-and-rear wheel using two conventional electric motors, and the torque of an electric motor. In this invention, it is explanatory drawing which shows the range of the torque given to the electric motor in general driving | running | working. It is explanatory drawing of the electric vehicle carrying the 2 motor vehicle drive device for four-wheel drive vehicles concerning 2nd Embodiment of this invention, The 2 motor vehicle drive device for four wheel drive vehicles is represented with the skeleton figure. . It is explanatory drawing of the electric vehicle carrying the two-motor vehicle drive device for four-wheel drive vehicles concerning 3rd Embodiment of this invention, The two-motor vehicle drive device for four-wheel drive vehicles is represented with the skeleton figure. . In 3rd Embodiment of this invention, it is a schematic diagram which shows the state which looked at the vehicle from back. It is explanatory drawing of the electric vehicle carrying the 2 motor vehicle drive device for four-wheel drive vehicles concerning 4th Embodiment of this invention, The 2 motor vehicle drive device for four wheel drive vehicles is represented with the skeleton figure. . It is explanatory drawing of the electric vehicle carrying the two-motor vehicle drive device for four-wheel drive vehicles concerning 5th Embodiment of this invention, The two-motor vehicle drive device for four-wheel drive vehicles is represented with the skeleton figure. . It is explanatory drawing of the electric vehicle carrying the two-motor vehicle drive device for four-wheel drive vehicles concerning 6th Embodiment of this invention, The two-motor vehicle drive device for four-wheel drive vehicles is represented with the skeleton figure. . It is a speed diagram for demonstrating the torque difference amplification factor by the 2 motor vehicle drive device for four-wheel drive vehicles concerning 6th Embodiment of this invention. It is a skeleton figure which shows the modification of the 2 motor vehicle drive device for four-wheel drive vehicles concerning 2nd Embodiment of this invention. FIG. 16 is a cross-sectional plan view showing an embodiment of a two-motor vehicle drive device for a four-wheel drive vehicle shown in FIG. 15. It is an enlarged view of the torque distribution apparatus part of FIG. It is a skeleton figure which shows the 2nd modification of the 2 motor vehicle drive device for four-wheel drive vehicles concerning 2nd Embodiment of this invention. It is a cross-sectional top view which shows embodiment of the 2 motor vehicle drive device for four-wheel drive vehicles shown in FIG. It is a skeleton figure which shows the conventional four-wheel drive electric vehicle.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is an explanatory diagram of an electric vehicle equipped with a two-motor vehicle drive device for a four-wheel drive vehicle according to the first embodiment of the present invention. The two-motor vehicle drive device for a four-wheel drive vehicle is a skeleton diagram. It is represented by

  The electric vehicle AM shown in FIG. 1 is a four-wheel drive system, and includes a chassis 60, left and right rear wheels 61L and 61R as drive wheels, left and right front wheels 62L and 62R as drive wheels, and a four-wheel drive according to the present invention. The vehicle includes a two-motor vehicle drive device 1, a battery 91, an inverter 92, a controller 90, and the like.

  A two-motor vehicle drive device 1 for a four-wheel drive vehicle includes a first electric motor (M1) 2 and a second electric motor (M2) 3 as drive sources mounted on the vehicle, a left rear wheel 61L, and a right rear wheel. 61R, a left front wheel 62L, a right front wheel 62R, a rear differential 67, a front differential 70, and a torque (driving force) distribution device 30 provided between the rear differential 67 and the front differential 70. The rear differential 67 equally divides the torque between the left and right rear wheels 61L and 61R while absorbing the difference in rotation speed between the inner and outer wheels, and the front differential 70 absorbs the difference between the rotation speeds of the inner and outer wheels on the left and right front wheels 62L and 62R. While dividing the torque equally.

  The first electric motor 2, the second electric motor 3, and the torque distribution device 30 are mounted on the rear side of the chassis 60, and the first electric motor 2 and the second electric motor 3 are disposed before and after the torque distribution device 30. . In this embodiment, when there is no difference in motor torque (driving force) between the first electric motor 2 and the second electric motor 3, the first electric motor 2 applies torque to the rear wheels 61L and 61R, and the second electric motor The motor 3 applies torque to the front wheels 62L and 62R. The first electric motor 2 mainly operates as a rear wheel driving motor, and the second electric motor 3 mainly operates as a front wheel driving motor. As will be described later, when different torques (driving forces) are generated by the two electric motors 2 and 3 to give an input torque difference, the torque distribution device 30 amplifies the input torque difference, and the driving torque is larger than the input torque difference. A difference is given between the rear wheels 61L and 61R and the front wheels 62L and 62R.

  The output shaft 15A that outputs torque to the rear wheel side of the torque distribution device 30 is connected to the bevel gear 66a. The bevel gear 66 a meshes with a ring gear 66 b formed of a bevel gear provided outside the rear differential 67, and the output from the output shaft 15 A is converted 90 degrees by the bevel gear 66 a and the ring gear 66 b and is given to the rear differential 67. The rear differential 67 equally divides the torque from the output shaft 15A into the left and right while absorbing the difference in rotational speed between the turning inner and outer wheels, and the output of the rear differential 67 passes through the drive shaft consisting of constant velocity joints 65a and 65b and an intermediate shaft 65c. It is transmitted to the wheels 61L and 61R.

  The output shaft 15B that outputs torque to the front wheel side of the torque distribution device 30 is connected to the propeller shaft 68c via a constant velocity joint 68a. A bevel gear 69a is connected to the propeller shaft 68c via a constant velocity joint 68b. The bevel gear 69a meshes with a ring gear 69b formed of a bevel gear provided outside the front differential 70, and the output from the output shaft 15B is transmitted to the propeller. The shaft 68 c is converted by 90 degrees by the bevel gear 69 a and the ring gear 69 b and is given to the front differential 70. The front differential 70 equally divides the torque from the output shaft 15B into the left and right while absorbing the rotational speed difference between the turning inner and outer wheels, and outputs the left and right front wheels via a drive shaft composed of constant velocity joints 73a and 73b and an intermediate shaft 73c. 62L and 62R are transmitted.

  Between the output shafts 15A and 15B, the rear differential 67, and the front differential 70, there is provided a propeller shaft that transmits torque while absorbing the inclination of the output shafts 15A and 15B due to the respective displacements according to the distance. In the embodiment shown in FIG. 1, a propeller shaft 68c is provided between the output shaft 15B and the front differential 70 via constant velocity joints 68a and 68b.

  In this embodiment, the first electric motor 2 and the second electric motor 3 use electric motors having the same output characteristics.

  As shown in FIG. 1, the first electric motor 2 and the second electric motor 3 are operated by electric power supplied via an inverter 92 from a battery 91 mounted on the vehicle. The first electric motor 2 and the second electric motor 3 are individually controlled by the controller 90, and can generate and output different torques.

  The motor output shaft 2a of the first electric motor 2 is connected to the ring-shaped internal gear R1 of the torque distribution device 30 via the reduction gear train 12, and the motor output shaft 3a of the second electric motor 3 is connected to the reduction gear train 13. To the ring-shaped internal gear R2 of the torque distribution device 30. Torque output from the torque distribution device 30 is applied from the output shafts 15A and 15B to the rear wheels 61L and 61R and the front wheels 62L and 62R via the rear differential 67 and the front differential 70. The reduction gear trains 12 and 13 are configured with the same gear ratio. In this embodiment, the reduction gear trains 12 and 13 form a one-stage reduction mechanism. The reduction gear train 12 includes an input gear 2b provided on the motor output shaft 2a and a large-diameter external gear 12b provided outside the internal gear R1. The reduction gear train 13 includes an input gear 3b provided on the motor output shaft 3a and a large-diameter external gear 13b provided outside the internal gear R2.

  In the torque distribution device 30, two identical planetary gear mechanisms 30A and 30B having three elements and two degrees of freedom are combined on the same axis to constitute a gear device of two input elements and two output elements. The planetary gear mechanisms 30A and 30B include a sun gear S and an internal gear R provided coaxially, a plurality of planetary gears P positioned between the sun gear S and the internal gear R, and the planetary gear P. And a planetary carrier C provided coaxially with the sun gear S and the internal gear R. Here, the sun gear S and the planetary gear P are external gears having gear teeth on the outer periphery, and the internal gear R has gear teeth on the inner periphery of the ring. The planetary gear P meshes with the sun gear S and the internal gear R.

  As shown in FIG. 1, the torque distribution device 30 includes a first planetary gear mechanism 30A having a sun gear S1, a planet carrier C1, a planetary gear P1, and an internal gear R1, as well as a sun gear S2, a planet carrier C2, and a planetary gear. A second planetary gear mechanism 30B having a gear P2 and an internal gear R2 is configured to be coaxially combined.

  Then, the planet carrier C1 of the first planetary gear mechanism 30A and the sun gear S2 of the second planetary gear mechanism 30B are coupled to form a first coupling member 31, and the sun gear S1 and the second gear of the first planetary gear mechanism 30A are coupled. A planetary carrier C2 of the planetary gear mechanism 30B is coupled to form a second coupling member 32.

  Torque T (M1) generated by the first electric motor 2 is input to the internal gear R1 of the first planetary gear mechanism 30A via the reduction gear train 12, and the second gear is input to the internal gear R2 of the second planetary gear mechanism 30B. Torque T (M2) generated by the electric motor 3 is input via the reduction gear train 13.

  An output shaft 15 A is connected to the first coupling member 31, and this output shaft 15 A is connected to the rear differential 67. The left rear wheel 61L and the right rear wheel 61R are connected to the left and right output portions of the rear differential 67 via drive shafts composed of constant velocity joints 65a and 65b and an intermediate shaft 65c, respectively. A driving torque TA (Rr) is divided into left and right by a rear differential 67 from the output shaft 15A and applied to left and right rear wheels 61L and 61R as driving wheels.

  An output shaft 15B is connected to the second coupling member 32, and a front differential 70 is connected via a propeller shaft 68c. Drives comprising constant velocity joints 73a and 73b and an intermediate shaft 73c are respectively connected to the left and right output portions of the front differential 70. The left front wheel 62L and the right front wheel 62R are connected via a shaft. A drive torque TA (Fr) is divided into left and right by the front differential 70 from the output shaft 15B and applied to the left and right front wheels 62L and 62R as drive wheels.

  In the example of FIG. 1 described above, the second coupling member 32 is configured by a hollow shaft extending along the axis of the torque distribution device 30, and the first coupling member 31 is inserted into the hollow shaft. ing. The 1st coupling member 31 is comprised by the axis | shaft extended along the axial center of the torque distribution apparatus 30, and the 1st coupling member 31 and the 2nd coupling member 32 are arrange | positioned coaxially, These axes | shafts are It has a double structure.

  The first coupling member 31 is constituted by, for example, a solid shaft, and the first coupling member 31 that is a solid shaft has one end (upper end in the figure) as the rotation axis of the sun gear S2 and the other end (in the figure). The lower end is provided through the sun gear S1 and is connected to the planet carrier C1. The second coupling member 32, which is a hollow shaft, has one end (lower end in the figure) serving as the rotation shaft of the sun gear S1, and the other end (upper end in the figure) connected to the planet carrier C2. In this way, the two planetary gear mechanisms 30A and 30B are connected.

  The motor output shaft 2a of the first electric motor 2 and the motor output shaft 3a of the second electric motor 3 are arranged coaxially, and the output shafts 15A and 15B of the torque distribution device 30 are arranged coaxially. The motor output shaft 2a and the motor output shaft 3a, and the output shaft 15A and the output shaft 15B are parallel to each other and are arranged so as to face the front-rear direction of the vehicle. That is, the motor output shaft 2a of the first electric motor 2 is disposed in the front direction of the vehicle, and the motor output shaft 3a of the second electric motor 3 is disposed in the rear direction of the vehicle. The output shaft 15A of the torque distribution device 30 is arranged to face in the rear direction of the vehicle, and the output shaft 15B of the torque distribution device 30 is arranged to face in the front direction of the vehicle.

  In the overall view shown in FIG. 1, the first electric motor 2 and the second electric motor 3 are mounted in the lateral direction of the chassis 60 with respect to the torque distribution device 30. As shown in the cross section, the left and right weight balance of the vehicle is better when the first electric motor 2 and the second electric motor 3 are arranged in the upward direction with respect to the torque distribution device 30, and the running performance and running stability are improved. Will improve.

  Here, the drive torque transmitted by the torque distribution device 30 will be described with reference to the velocity diagram shown in FIG. Since the torque distribution device 30 is configured by combining two identical single pinion planetary gear mechanisms 30A and 30B, it can be represented by two speed diagrams as shown in FIG. Here, for easy understanding, the two speed diagrams are shifted up and down, the speed diagram of the first planetary gear mechanism 30A is shown on the upper side, and the speed diagram of the second planetary gear mechanism 30B is shown on the lower side. Originally, in FIG. 3, torques T (M1) and T (M2) output from the electric motors 2 and 3 are input to the internal gears R1 and R2 via the reduction gear trains 12 and 13, respectively. In order to facilitate understanding, the reduction ratio is omitted in the explanation of the speed diagram and each calculation formula, and the torque input to each of the internal gears R1, R2 is expressed as T (M1) and The driving torque remains TA (Rr) (rear wheel side driving torque) and TA (Fr) (front wheel side driving torque) while maintaining T (M2).

  In this single pinion planetary gear mechanism, when the planetary carrier C is fixed, the sun gear S and the internal gear R rotate in opposite directions. Therefore, the internal gear R and the sun gear S are connected to the planetary carrier as shown in the velocity diagram. Arranged on the opposite side of C. In other words, the internal gear R and the sun gear S are arranged so as to sandwich the planet carrier C. When the internal gear R is fixed, the sun gear S and the planet carrier C rotate in the same direction.

  In addition, the sun gear S and the internal gear R are arranged on the left and right sides of the speed diagram of the first planetary gear mechanism 30A and the speed diagram of the second planetary gear mechanism 30B. That is, in FIG. 3, the planetary carrier C2 of the second planetary gear mechanism 30B is disposed under the sun gear S1 of the first planetary gear mechanism 30A, and the second planetary gear under the planetary carrier C1 of the first planetary gear mechanism 30A. The sun gear S2 of the mechanism 30B is disposed. Then, the elements (sun gears S1, S2) located at one end of the two velocity diagrams and the elements (planetary carriers C1, C2) located in the middle are respectively coupled to each other as shown by the broken line in the figure. A coupling member 31 and a second coupling member 32 are formed.

  In this torque distribution device 30, torques T (M 1) and T (M 2) output from the first electric motor 2 and the second electric motor 3 are applied to the internal gears R 1 and R 2 located at the other end, and the reduction gear train 12. 13 through.

  On the other hand, drive torques TA (Rr) and TA (Fr) transmitted from the first coupling member 31 and the second coupling member 32 to the left and right rear wheels 61L and 61R and the left and right front wheels 62L and 62R are output. A part of the driving torque TA (Rr) is output from the sun gear S2 connected to the first coupling member 31, and the remaining part of the driving torque TA (Rr) is output from the planet carrier C1. A part of the drive torque TA (Fr) is output from the sun gear S1 connected to the second coupling member 32, and the remaining part of the drive torque TA (Rr) is output from the planet carrier C2.

  Since the two planetary gear mechanisms 30A and 30B use gear elements having the same number of teeth, the distance between the internal gear R1 and the planet carrier C1 and the internal gear R2 and the planet carrier C2 in the velocity diagram are shown. Are equal, and this is a. Further, the distance between the sun gear S1 and the planet carrier C1 and the distance between the sun gear S2 and the planet carrier C2 are also equal, which is b. The ratio of the length from the planet carrier C to the internal gear R and the length from the planet carrier C to the sun gear S is the reciprocal (1 / Zr) of the number of teeth Zr of the internal gear R and the number of teeth Zs of the sun gear S. Is equal to the ratio of the reciprocal of (1 / Zs). Therefore, a = (1 / Zr) and b = (1 / Zs).

The following equation (1) is calculated from the balance of moment M with reference to the point R2. In FIG. 3, the arrow direction in the figure is the positive direction of the moment M.
a.TA (Fr) + (a + b) .TA (Rr)-(b + 2a) .T (M1) = 0 (1)
The following equation (2) is calculated from the balance of moment M with reference to the point R1.
-A * TA (Rr)-(a + b) * TA (Fr) + (b + 2a) * T (M2) = 0 (2)

The following formula (3) is obtained from the formula (1) + formula (2).
-B. (TA (Fr) -TA (Rr)) + (2a + b). (T (M2) -T (M1)) = 0
(TA (Fr) -TA (Rr)) = ((2a + b) / b). (T (M2) -T (M1)) (3)

  (2a + b) / b in the equation (3) is the torque difference amplification factor α. If a = 1 / Zr and b = 1 / Zs are substituted, α = (Zr + 2 · Zs) / Zr, and the following torque difference amplification factor α is obtained.

  α = (Zr + 2Zs) / Zr

  In the present invention, the inputs from the first and second electric motors 2 and 3 to the torque distribution device 30 are the internal gear R1 and the internal gear R2, and the outputs to the output shafts 15A and 15B are the sun gear S2 and the planetary gear. The sum of the carrier C1 and the sum of the sun gear S1 and the planetary carrier C2.

  When different torques T (M1) and T (M2) are generated by the two electric motors 2 and 3 to give an input torque difference ΔTIN (= (T (M2) −T (M1))), the torque distribution device 30 The input torque difference ΔTIN is amplified and the driving torque difference α · ΔTIN larger than the input torque difference ΔTIN can be obtained, that is, even if the input torque difference ΔTIN is small, the torque distribution device 30 described above has the torque difference amplification factor. The input torque difference ΔTIN can be amplified by α (= (Zr + 2Zs) / Zr), and input to the drive torques TA (Fr) and TA (Rr) transmitted to the front wheels 62L and 62R and the rear wheels 61L and 61R. A driving torque difference ΔTAOUT (= α · (T (M2) −T (M1) = TA (Fr) −TA (Rr))) larger than the torque difference ΔTIN can be provided.

  Next, the relationship between the torque distributed to the front and rear wheels and the electric motors 2 and 3 based on the torque difference amplification factor α by the torque distribution device 30 will be described. Here, the torque difference amplification factor α of the torque distribution device 30 is set to 2. In the torque distribution device 30 of the first embodiment described above, it is difficult to combine the number of teeth with which the torque difference amplification factor is an integer of 2. For example, when the number of teeth of the sun gear S is 27, the number of teeth of the planetary gear P is 27, and the number of teeth of the internal gear R is 81, the torque difference amplification factor α = 1.667. For the sake of simplicity, explanation will be made assuming that α = 2.

  Here, it is assumed that the output torques T (M1) and T (M2) of the first electric motor 2 and the second electric motor 3 can generate a maximum of 50 torques. FIG. 4 shows the torque distribution ratio when the torque difference amplification factor α is 2 in this case. In FIG. 4, for the input torque, the horizontal axis represents the torque T (M1) from the first electric motor 2, the vertical axis represents the torque T (M2) from the second electric motor 3, and the output torque represents the horizontal axis. Is the driving torque TA (Rr) for the rear wheels 61L and 61R, and the vertical axis is the driving torque TA (Fr) for the front wheels 62L and 62R, the range of the input torque is a square range of −50 to +50 of the dotted line. Here, the deceleration in the reduction gear trains 12 and 13 is ignored. When the torque difference is amplified by the torque distribution device 30, the dashed-dotted square is extended in the direction of the second quadrant and the fourth quadrant.

  From the point A (50, 50) at which the first electric motor 2 and the second electric motor 3 both have a maximum torque output of 50, the torque output of the second electric motor 3 remains 50 and the torque output of the first electric motor 2 Changes to −50, that is, changes to the point B (−50, 50), the torque difference between the electric motors 2 and 3 becomes maximum, and the torque difference amplification factor α is 2. Therefore, the point E (−100, 100) the drive torque difference is amplified. Then, the torque inside the line connecting the point A (50, 50) to the point E (-100, 100) can be output. Similarly, the torque output of the first electric motor 2 remains 50 from the point A (50, 50) at which the first electric motor 2 and the second electric motor 3 both have a maximum torque output of 50, and the second electric motor. 3 changes to -50, that is, changes to point D (50, -50), the torque difference between both electric motors 2 and 3 becomes maximum, and the drive torque difference increases to point F (100, -100). Amplify.

  Similarly, the torque outputs of the first electric motor 2 and the second electric motor 3 are point B (-50, 50) or point D (50 so that the torque difference becomes maximum from the point C (-50, -50). , −50), the driving torque difference is amplified up to point E (−100, 100) or point F (100, −100). The torque difference is amplified by changing the torque output of the first electric motor 2 and the second electric motor 3, and points A (50, 50), E (-100, 100), C (-50, -50), The driving torque of the diamond-shaped inner region connecting the four points F (100, -100) can be output.

  When there is no torque difference between the outputs of the first electric motor 2 and the second electric motor 3, the torque distribution device 30 does not operate. When a torque difference occurs between the outputs of the first electric motor 2 and the second electric motor 3, the torque distribution device 30 causes the torque distribution device 30 to increase the torque on the side of the electric motor having a larger torque output, and the torque The output from the torque distribution device 30 decreases on the electric motor side with the smaller output. The torque distribution device 30 reduces one output, distributes it to the other output, amplifies it, and outputs it.

  In FIG. 4, when the torque distribution device 30 is not operating, torques T (M1) and T (M2) output from the first electric motor 2 and the second electric motor 3 and the rear wheels 61L and 61R The torques TA (Rr) and TA (Fr) related to the front wheels 62L and 62R have the same torque output relationship. However, when the torque distribution device 30 is operated, the torques T (M1) and T (M2) output from the first electric motor 2 and the second electric motor 3 and the rear wheels 61L and 61R and the front wheels 62L and 62R. Torques TA (Rr) and TA (Fr) related to output vary depending on the torque difference amplification factor α of the torque distribution device 30.

  When the front wheel side drive torque TA (Fr) is in the powering range and the rear wheel side drive torque TA (Rr) is 0, the point K is 1/3 between the points K and G and between the points E and E ′. Therefore, the point K (0, 66.7) is obtained. Similarly, a point L (−66.7,0), a point M (0, −66.7), and a point N (66.7,0) are obtained.

  In general traveling, the front and rear wheels are in a range where a driving force (power running torque) of 0 or more is output or a braking force (regenerative torque) of 0 or less is output. Generate torque in the range. In FIG. 5, hatching is applied only to the first quadrant and the third quadrant of the graph. The second quadrant is the range where the front wheels are powered and the rear wheels are regenerated, the fourth quadrant is the range where the front wheels are regenerated and the rear wheels are powered, and one drive wheel (front wheel or rear wheel) produces power running torque while the other wheel Since the drive wheels are resistant (regenerative), the torque control of the front and rear wheels is not normally performed. Here, the range of the first quadrant and the third quadrant, which are torque outputs in general travel, will be described.

  The area where both front and rear wheels are powered is a quadrilateral that connects four points: origin 0 (0, 0), point N (66.7, 0), point A (50, 50), and point K (0, 66.7). Inside. Regenerative regions are all in the range of negative signs, ie, origin 0 (0, 0), point L (-66.7, 0), point C (-50, -50), point M (0, -66. 7) Inside the rectangle connecting.

  Here, when the electric motor 102a of the one-wheel vehicle driving device 102 for the rear wheel and the electric motor 103a of the one-motor vehicle driving device 103 for the front wheel shown in FIG. Then, the area where both front and rear wheels are powered is a small square range in FIG. 5 connecting the origin 0 (0, 0), the point J (50, 0), the point A (50, 50), and the point G (0, 50). Thus, only a narrower range than this embodiment can be covered. In the regenerative region, it is a square connecting the origin 0 (0, 0), the point H (-50, 0), the point C (-50, -50), and the point I (0, -50). When this embodiment when the torque output of the electric motor is the same is compared with the prior art shown in FIG. 20, in this embodiment, if the torque of one of the front and rear wheels is 0, the maximum torque of the other driving wheel is It becomes 66.7, and it becomes possible to output a larger torque to the driving wheel than the conventional technology having a maximum torque of 50.

  Next, FIG. 6 shows the relationship between this embodiment and the prior art shown in FIG. 20 when an electric motor having a maximum torque of 66.7 is used. The square has a large maximum output torque of 66.7 with the conventional technique shown in FIG. 20 so as to cover two points N (66.7, 0) and K (0, 66.7). It has become. The difference from the embodiment is a range indicated by hatching in FIG. Increasing the maximum torque of the electric motor widens the range that can be covered, but the electric motor becomes larger and the mounting performance and weight increase tend to affect the exercise performance. The battery also requires 1.33 times the capacity and current. On the other hand, in this embodiment, the maximum torque to the driving wheels of up to 66.7 can be obtained with a small electric motor, which is efficient.

  The drive torque range of the embodiment in FIG. 5, the origin 0 (0, 0), the point N (66.7, 0), the point A (50, 50), the point K (0, 66.7) are connected. Regarding the output ranges of the electric motors 2 and 3 for outputting the rectangular internal region, the hatching range, the origin 0 (0, 0), the point S (50, 16.7), the point A (50, 50) in FIG. ), A rectangular internal region connecting four points R (16.7, 50). For example, when the driving torque at the point K (0, 66.7) is set, the motor torque of the second electric motor 3 is set to 50 at the maximum, and the torque distribution device 30 sets the driving torque to 16 for the motor torque of the first electric motor 2. .7 (= 66.7-50) is distributed to the torque TA (Fr) side of the front wheels, the output points R of the first electric motor 2 and the second electric motor 3 are (16.7, 50) and Become.

  When the output torque of the first electric motor 2 approaches 0 from the output of the point R, if the output of the second electric motor 3 remains at the maximum torque 50, the front wheel side drive torque TA (Fr) is a power running and the rear wheel The side drive torque TA (Rr) is in the second quadrant range of the regeneration range. When the motor torque of the first electric motor 2 approaches 0 from the point R so that the front and rear wheels output a power running torque of 0 or more, the motor torque of the second electric motor 3 also approaches the maximum 50 to 0. The range of the line connecting from the point R (16.7, 50) to the origin 0 (0, 0) is such that the first electric motor 2 and the second electric motor 3 are both zero. 2 and the output range of the second electric motor 3.

  Similarly, the area inside the line connecting the point S (50, 16.7), the point T (-50, -16.7), the point U (-16.7, -50) and the origin 0 (0, 0). Is the output range of the first electric motor 2 and the second electric motor 3.

  Thus, if the output torque of the 1st, 2nd electric motors 2 and 3 is controlled within the 1st quadrant of the hatching range of Drawing 7, both front and rear wheels will be torque more than 0 (power running). If the output torques of the electric motors 2 and 3 are controlled within the third quadrant of the hatching range in FIG. 7, both the front and rear wheels have a torque in the third quadrant of 0 or less (regeneration).

  Here, the reduction ratio is ignored, the torque difference amplification factor is expressed by α instead of 2, the driving torque to the rear wheels and the front wheels is TA (Rr), TA (Fr), and the first electric motor 2 and the second Assuming that the motor torque of the electric motor 3 is T (M1) and T (M2), the relationship between the output torque to the first electric motor 2, the second electric motor 3, and the rear wheels and the front wheels can be expressed as follows.

T (M1) = − ((1−α) / 2α) .TA (Fr) + ((1 + α) / 2α) .TA (Rr) (4)
T (M2) = ((1 + α) / 2α) · TA (Fr) − ((1−α) / 2α) · TA (Rr) (5)

  Here, when α = 2, TA (Fr) = 66.7, and TA (Rr) = 0, T (M1) = 16.7 and T (M2) = 50. If the values inside the squares of points 0, N, A, K or points 0, L, C, M in FIG. 4 are inserted into TA (Fr) and TA (Rr) in equations (4) and (5) , Required motor torques T (M1) and T (M2) of the first electric motor 2 and the second electric motor 3 inside the points 0, S, A, R or points 0, T, C, U in FIG. Is obtained.

  As described above, when the embodiment in FIG. 5 and the conventional technology shown in FIG. 6 are compared, the conventional technology can output a large driving torque only in the hatching range (see FIG. 6), but the electric motor used is 1.33 times as large. A big thing is needed. In addition, there is a demerit that the physique of the electric motor and peripheral devices becomes large, such as heat generation increases according to the maximum torque of the electric motor, and a cooling device that is 1.33 times larger is required.

  When electric motors having the same output torque are used, according to the prior art, the square areas of points 0, J, A, G and points 0, H, C, I in FIG. 5 are the output range of the drive torque. On the other hand, in the embodiment, the hatched portion is the output range of the drive torque, and the triangles of points J, N, A, points A, K, G, points H, L, C, points C, M, and I are wide. It can be seen that this embodiment can cover a wider range with the same torque electric motor.

  As described above, the difference in torque between the first electric motor 2 and the second electric motor 3 entering the two input elements of the torque distribution device 30 is amplified and output to the two locations of the output shafts 15A and 15B. By using the driving device, it is possible to distribute a driving torque equal to or higher than the motor torque of the electric motor to the front wheels and the rear wheels according to the traveling state.

  The distribution of the drive torque can be changed from front: rear = 100%: 0% to 75%: 75% to 0%: 100% when the torque difference amplification factor α is 2. Here, the torque distribution device 30 amplifies the torque difference, and the driving torque of one axle is 0, and the maximum torque of the other axle is 100%.

  In the embodiment of FIG. 5, when the output of the first and second electric motors 2 and 3 is 50 at the maximum, when expressed in torque, front: rear = 66.7: 0 to 50:50 to 0: The driving torque can be changed to 66.7. As a result, a driving torque higher than the motor torque of the electric motor is distributed, and the running performance and running stability can be improved.

  FIG. 8 is an explanatory diagram of an electric vehicle equipped with a two-motor vehicle drive device for a four-wheel drive vehicle according to a second embodiment of the present invention. The two-motor vehicle drive device for a four-wheel drive vehicle is a skeleton diagram. It is represented by

  As in the first embodiment, the electric vehicle AM shown in FIG. 8 is a four-wheel drive system, and includes a chassis 60, left and right rear wheels 61L and 61R as drive wheels, and left and right front wheels 62L and 62R as drive wheels. And a two-motor vehicle drive device 1 for a four-wheel drive vehicle according to the present invention, a battery 91, an inverter 92, a controller 90, and the like.

  A two-motor vehicle drive device 1 for a four-wheel drive vehicle includes a first electric motor 2 and a second electric motor 3 as drive sources mounted on the vehicle, a left rear wheel 61L, a right rear wheel 61R, and a left front wheel 62L. The right front wheel 62R, the front differential 70, the rear differential 67, and the torque distribution device 30 provided between the front differential 70 and the rear differential 67 are provided. The rear differential 67 equally divides the torque between the left and right rear wheels 61L and 61R while absorbing the difference in rotation speed between the inner and outer wheels, and the front differential 70 absorbs the difference between the rotation speeds of the inner and outer wheels on the left and right front wheels 62L and 62R. While dividing the torque equally.

  The first electric motor 2, the second electric motor 3, and the torque distribution device 30 are mounted on the rear side of the chassis 60, and the first electric motor 2 and the second electric motor 3 are arranged on the left and right sides of the torque distribution device 30. . When there is no difference in motor torque between the first electric motor 2 and the second electric motor 3, the first electric motor 2 applies torque to the rear wheels 61L and 61R, and the second electric motor 3 applies torque to the front wheels 62L and 62R. give. The first electric motor 2 mainly operates as a rear wheel driving motor, and the second electric motor 3 mainly operates as a front wheel driving motor. As described above, when different torques (driving forces) are generated by the two electric motors 2 and 3 to give an input torque difference, the torque distribution device 30 amplifies the input torque difference, and the driving torque is larger than the input torque difference. A difference is given between the rear wheels 61L and 61R and the front wheels 62L and 62R.

  This second embodiment has the same configuration as that of the first embodiment except that the first electric motor 2 and the second electric motor 3 are arranged on the left and right sides of the torque distribution device 30. I will omit the explanation.

  In the second embodiment, by arranging the heavy electric motors 2 and 3 so as to be symmetrical with respect to the vehicle, the left and right weight balance of the vehicle is improved, and the running performance and the running stability are improved. .

  FIG. 9 is an explanatory diagram of an electric vehicle equipped with a two-motor vehicle drive device for a four-wheel drive vehicle according to a third embodiment of the present invention. The two-motor vehicle drive device for a four-wheel drive vehicle is a skeleton diagram. It is represented by

  As in the first and second embodiments, the electric vehicle AM shown in FIG. 9 is a four-wheel drive system. The chassis 60, left and right rear wheels 61L and 61R as drive wheels, and left and right front wheels as drive wheels. 62L, 62R, a two-motor vehicle drive device 1 for a four-wheel drive vehicle according to the present invention, a battery 91, an inverter 92, a controller 90, and the like.

  A two-motor vehicle drive device 1 for a four-wheel drive vehicle includes a first electric motor 2 and a second electric motor 3 as drive sources mounted on the vehicle, a left rear wheel 61L, a right rear wheel 61R, and a left front wheel 62L. The right front wheel 62R, the front differential 70, the rear differential 67, and the torque distribution device 30 provided between the front differential 70 and the rear differential 67 are provided. The rear differential 67 equally divides the torque between the left and right rear wheels 61L and 61R while absorbing the difference in rotation speed between the inner and outer wheels, and the front differential 70 absorbs the difference between the rotation speeds of the inner and outer wheels on the left and right front wheels 62L and 62R. While dividing the torque equally.

  The first electric motor 2, the second electric motor 3, and the torque distribution device 30 are mounted on the rear side of the chassis 60, and the first electric motor 2 and the second electric motor 3 are arranged on the left and right sides of the torque distribution device 30. . When there is no difference in motor torque between the first electric motor 2 and the second electric motor 3, the first electric motor 2 applies torque to the rear wheels 61L and 61R, and the second electric motor 3 applies torque to the front wheels 62L and 62R. give. The first electric motor 2 mainly operates as a rear wheel driving motor, and the second electric motor 3 mainly operates as a front wheel driving motor. As described above, when different torques (driving forces) are generated by the two electric motors 2 and 3 to give an input torque difference, the torque distribution device 30 amplifies the input torque difference, and the driving torque is larger than the input torque difference. A difference is given between the rear wheels 61L and 61R and the front wheels 62L and 62R.

  By arranging the heavy electric motors 2 and 3 so as to be bilaterally symmetric with respect to the vehicle, the left and right weight balance of the vehicle is improved, and the running performance and running stability are improved.

  In the third embodiment, the first electric motor 2 and the second electric motor 3 are longer than those in the second embodiment, and protrude above the drive shaft of the rear wheel. Since the first electric motor 2 and the second electric motor 3 have the same configuration as that of the second embodiment except that the first electric motor 2 and the second electric motor 3 protrude above the drive shaft of the rear wheel, the same parts are denoted by the same reference numerals and description thereof is omitted. .

  FIG. 10 is a schematic diagram illustrating a state in which the vehicle is viewed from behind in the third embodiment. As shown in FIG. 10, the first and second electric motors 2 and 3 are arranged not diagonally above the torque distribution device 30 but obliquely above. An input gear 2b attached to the motor output shaft 2a of the first electric motor 2 meshes with an external gear 12b of a reduction gear train 12 provided outside the ring-shaped internal gear R1 of the torque distribution device 30. An input gear 3 b attached to the motor output shaft 3 a of the second electric motor 3 meshes with an external gear 13 b of a reduction gear train 13 provided outside the ring-shaped internal gear R 2 of the torque distribution device 30. The rear differential 67 is arranged coaxially with the torque distribution device 30.

  FIG. 11 is an explanatory diagram of an electric vehicle equipped with a two-motor vehicle drive device for a four-wheel drive vehicle according to a fourth embodiment of the present invention. The two-motor vehicle drive device for a four-wheel drive vehicle is a skeleton diagram. It is represented by

  An electric vehicle AM shown in FIG. 11 is a vehicle in which the vehicle mounted in the third embodiment is reversed, and the first and second electric motors 2 and 3 and the torque distribution device 30 are arranged in front of the vehicle body. Similarly to the first to third embodiments, the fourth embodiment is a four-wheel drive system, and includes a chassis 60, left and right rear wheels 61L and 61R as drive wheels, and left and right front wheels 62L and 62R as drive wheels. And a two-motor vehicle drive device 1 for a four-wheel drive vehicle according to the present invention, a battery 91, an inverter 92, a controller 90, and the like.

  A two-motor vehicle drive device 1 for a four-wheel drive vehicle includes a first electric motor 2 and a second electric motor 3 as drive sources mounted on the vehicle, a left rear wheel 61L, a right rear wheel 61R, and a left front wheel 62L. The right front wheel 62R, the front differential 70, the rear differential 67, and the torque distribution device 30 provided between the front differential 70 and the rear differential 67 are provided. The rear differential 67 equally divides the torque between the left and right rear wheels 61L and 61R while absorbing the difference in rotation speed between the inner and outer wheels, and the front differential 70 absorbs the difference between the rotation speeds of the inner and outer wheels on the left and right front wheels 62L and 62R. While dividing the torque equally.

  The first electric motor 2, the second electric motor 3, and the torque distribution device 30 are mounted on the front side of the chassis 60, and the first electric motor 2 and the second electric motor 3 are arranged on the left and right sides of the torque distribution device 30. Yes. The torque distribution device 30 is mounted behind the front wheel axle (drive shaft) so that the majority of the first and second electric motors 2 and 3 are located ahead of the front wheel axle.

  An output shaft 15A is connected to the second coupling member 32 of the torque distribution device 30, and is connected to the propeller shaft 68c via a constant velocity joint 68a. A rear differential 67 is connected to the propeller shaft 68c via a constant velocity joint 68b. The left rear wheel 61L and the right rear wheel 61R are connected to the left and right output portions of the rear differential 67 via drive shafts composed of constant velocity joints 65a and 65b and an intermediate shaft 65c, respectively. A drive torque TA (Rr) is divided into left and right by a rear differential 67 from the output shaft 15A and is given to the left and right rear wheels 61L and 61R.

  An output shaft 15B is connected to the second coupling member 32, and a front differential 70 is connected to the output shaft 15B. A drive shaft comprising constant velocity joints 73a and 73b and an intermediate shaft 73c is connected to the left and right output portions of the front differential 70. The left front wheel 62L and the right front wheel 62R are connected to each other. A driving torque TA (Fr) is divided into left and right by the front differential 70 from the output shaft 15B and is given to the left and right front wheels 62L and 62R.

  When there is no difference between the motor torques of the first electric motor 2 and the second electric motor 3 that apply torque to the torque distribution device 30, the first electric motor 2 applies torque to the rear wheels 61L and 61R, and the second electric motor 3 gives torque to the front wheels 62L and 62R. The first electric motor 2 mainly operates as a rear wheel driving motor, and the second electric motor 3 mainly operates as a front wheel driving motor. As described above, when different torque (driving force) is generated between the two electric motors 2 and 3 to give an input torque difference, the torque distribution device 30 amplifies the input torque difference, and the driving torque is larger than the input torque difference. A difference is given between the rear wheels 61L and 61R and the front wheels 62L and 62R.

  In the fourth embodiment, the vehicle mounting position of the vehicle drive device 1 in the third embodiment is reversed in the front-rear direction, and the first and second electric motors 2 and 3 and the torque distribution device 30 are disposed in front of the vehicle body. Since the configuration is the same as that of the third embodiment, the same portions are denoted by the same reference numerals and the description thereof is omitted.

  The torque distribution device 30 in the fourth embodiment is located behind the front wheel axle (drive shaft), and the majority of the first and second electric motors 2 and 3 are in the vehicle body more than the front wheel axle (drive shaft). It is mounted so that it is located in the front. At this electric motor position, the motor weight is heavily applied to the front wheels serving as the steering wheels, and the cornering force at the time of steering, that is, the force for changing the direction of the vehicle increases, so that the steering performance is improved. On the other hand, when starting the vehicle, the rear wheel load increases due to the inertia of the vehicle body. If the vehicle driving device 1 is arranged at the rear of the vehicle body as in the third embodiment, the load is also applied to the rear wheel. It becomes difficult to do.

  FIG. 12 is an explanatory diagram of an electric vehicle equipped with a two-motor vehicle drive device for a four-wheel drive vehicle according to a fifth embodiment of the present invention. The two-motor vehicle drive device for a four-wheel drive vehicle is a skeleton diagram. It is represented by

  As in the first to fourth embodiments, the electric vehicle AM shown in FIG. 12 is a four-wheel drive system, and includes a chassis 60, left and right rear wheels 61L and 61R as drive wheels, and left and right front wheels as drive wheels. 62L, 62R, a two-motor vehicle drive device 1 for a four-wheel drive vehicle according to the present invention, a battery 91, an inverter 92, a controller 90, and the like.

  A two-motor vehicle drive device 1 for a four-wheel drive vehicle includes a first electric motor 2 and a second electric motor 3 as drive sources mounted on the vehicle, a left rear wheel 61L, a right rear wheel 61R, and a left front wheel 62L. The right front wheel 62R, the front differential 70, the rear differential 67, and the torque distribution device 30 provided between the front differential 70 and the rear differential 67 are provided. The rear differential 67 equally divides the torque between the left and right rear wheels 61L and 61R while absorbing the difference in rotation speed between the inner and outer wheels, and the front differential 70 absorbs the difference between the rotation speeds of the inner and outer wheels on the left and right front wheels 62L and 62R. While dividing the torque equally.

  The first electric motor 2, the second electric motor 3, and the torque distribution device 30 are mounted on the rear side of the chassis 60, and the first electric motor 2 and the second electric motor 3 are disposed before and after the torque distribution device 30. . When there is no difference in motor torque between the first electric motor 2 and the second electric motor 3, the first electric motor 2 applies torque to the rear wheels 61L and 61R, and the second electric motor 3 applies torque to the front wheels 62L and 62R. give. The first electric motor 2 mainly operates as a rear wheel driving motor, and the second electric motor 3 mainly operates as a front wheel driving motor. As described above, when different torque (driving force) is generated between the two electric motors 2 and 3 to give an input torque difference, the torque distribution device 30 amplifies the input torque difference, and the driving torque is larger than the input torque difference. A difference is given between the rear wheels 61L and 61R and the front wheels 62L and 62R.

  In the fifth embodiment, the rotors of the first electric motor 2 and the second electric motor 3 are hollow shafts. An output shaft 15 </ b> A for the rear wheels is coaxially arranged inside the first electric motor 2, and an output shaft 15 </ b> B for the front wheels is coaxially arranged inside the second electric motor 3. In the fifth embodiment, the torque distribution device 30 and the electric motors 2 and 3 can be coaxial, and the electric motors 2 and 3 and the torque distribution device 30 can be combined into a cylindrical shape. The mountability is improved as compared with other embodiments protruding from the distribution device 30 on a different axis. In the hollow shaft motor of the fifth embodiment, the torque distribution device 30 is not provided with a reduction gear train, and transmits power without reduction. Since other configurations are the same as those in the first embodiment, the same portions are denoted by the same reference numerals and description thereof is omitted.

  FIG. 13 is an explanatory diagram of an electric vehicle equipped with a two-motor vehicle drive device for a four-wheel drive vehicle according to a sixth embodiment of the present invention. The two-motor vehicle drive device for a four-wheel drive vehicle is a skeleton diagram. It is represented by

  As in the first to fifth embodiments, the electric vehicle AM shown in FIG. 13 is a four-wheel drive system, and includes a chassis 60, left and right rear wheels 61L and 61R as drive wheels, and left and right front wheels as drive wheels. 62L, 62R, a two-motor vehicle drive device 1 for a four-wheel drive vehicle according to the present invention, a battery 91, an inverter 92, a controller 90, and the like.

  A two-motor vehicle drive device 1 for a four-wheel drive vehicle includes a first electric motor 2 and a second electric motor 3 as drive sources mounted on the vehicle, a left rear wheel 61L, a right rear wheel 61R, and a left front wheel 62L. The right front wheel 62R, the front differential 70, the rear differential 67, and the torque distribution device 30 provided between the front differential 70 and the rear differential 67 are provided. The rear differential 67 equally divides the torque between the left and right rear wheels 61L and 61R while absorbing the difference in rotation speed between the inner and outer wheels, and the front differential 70 absorbs the difference between the rotation speeds of the inner and outer wheels on the left and right front wheels 62L and 62R. While dividing the torque equally.

  The motor output shaft 2a of the first electric motor 2 and the motor output shaft 3a of the second electric motor 3 are respectively connected to planetary carriers C1 and C2 of the torque distribution device 30 and coupling members 31 described later via reduction gear trains 12 and 13, respectively. , 32.

  The reduction gear trains 12 and 13 are configured with the same gear ratio. In the sixth embodiment, the reduction gear trains 12 and 13 are constituted by a one-stage reduction mechanism.

  The first electric motor 2, the second electric motor 3, and the torque distribution device 30 are mounted on the rear side of the chassis 60, and the first electric motor 2 and the second electric motor 3 are arranged on the left and right sides of the torque distribution device 30. . In the sixth embodiment, when there is no difference in motor torque between the first electric motor 2 and the second electric motor 3, the first electric motor 2 applies torque to the rear wheels 61L and 61R, and the second electric motor 3 gives torque to the front wheels 62L and 62R. The first electric motor 2 mainly operates as a rear wheel driving electric motor, and the second electric motor 3 mainly operates as a front wheel driving motor. As will be described later, when different torques (driving forces) are generated by the two electric motors 2 and 3 to give an input torque difference, the torque distribution device 30 amplifies the input torque difference, and the driving torque is larger than the input torque difference. A difference is given between the rear wheels 61L and 61R and the front wheels 62L and 62R.

  The output shaft 15A that outputs torque to the rear wheel side of the torque distribution device 30 is connected to the bevel gear 66a. The bevel gear 66 a meshes with a ring gear 66 b formed of a bevel gear provided outside the rear differential 67, and the output from the output shaft 15 A is converted 90 degrees by the bevel gear 66 a and the ring gear 66 b and is given to the rear differential 67. The rear differential 67 equally divides the torque from the output shaft 15A into the left and right while absorbing the difference in rotational speed between the turning inner and outer wheels, and the output of the rear differential 67 passes through the drive shaft consisting of constant velocity joints 65a and 65b and an intermediate shaft 65c. It is transmitted to the wheels 61L and 61R.

  The output shaft 15B that outputs torque to the front wheel side of the torque distribution device 30 is connected to the propeller shaft 68c via a constant velocity joint 68a. A bevel gear 69a is connected to the propeller shaft 68c via a constant velocity joint 68b. The bevel gear 69a meshes with a ring gear 69b formed of a bevel gear provided outside the front differential 70, and the output from the output shaft 15B is transmitted to the propeller. The shaft 68 c is converted by 90 degrees by the bevel gear 69 a and the ring gear 69 b and is given to the front differential 70. The front differential 70 equally divides the torque from the output shaft 15B into the left and right while absorbing the rotational speed difference between the turning inner and outer wheels, and outputs the left and right front wheels via a drive shaft composed of constant velocity joints 73a and 73b and an intermediate shaft 73c. 62L and 62R are transmitted.

  Between the output shafts 15A and 15B, the rear differential 67, and the front differential 70, there is provided a propeller shaft that transmits torque while absorbing the inclination of the output shafts 15A and 15B due to the respective displacements according to the distance. In the embodiment shown in FIG. 13, a propeller shaft 68 c is provided between the output shaft 15 </ b> B and the front differential 70.

  The reduction gear train 12 is provided between the first electric motor 2 and the torque distribution device 30, and reduces the rotational speed of the first electric motor 2 and transmits it to the torque distribution device 30. The reduction gear train 13 is provided between the second electric motor 3 and the torque distribution device 30, and reduces the rotational speed of the second electric motor 3 and transmits it to the torque distribution device 30. In addition, the motor torques T (M1) and T (M2) generated by the first electric motor 2 and the second electric motor 3 are amplified by the torque distribution device 30 to become drive torques TA (Rr) and TA (Fr). The output shafts 15A and 15B of the torque distribution device 30 are transmitted to the left and right rear wheels 61L and 61R and the left and right front wheels 62L and 62R via the rear differential 67 and the front differential 70.

  The torque distribution device 30 is configured by combining two identical planetary gear mechanisms 30A and 30B having three elements and two degrees of freedom, each including a sun gear S, a planet carrier C, and an internal gear R, on the same axis. In the planetary gear mechanisms 30A and 30B of the sixth embodiment, a double pinion planetary gear mechanism having two planetary gears is employed. The double pinion planetary gear mechanism includes a sun gear S and an internal gear R provided on the same axis, a planet carrier C provided between the sun gear S and the internal gear R on the same axis, and the planet carrier. It is composed of a plurality of two planetary gears P that are rotatably supported by C and mesh with each other. One of the two planetary gears P meshes with the sun gear S, and the other meshes with the internal gear R.

  The torque distribution device 30 includes a sun gear S1, an internal gear R1, a first planetary gear mechanism 30A having a plurality of planetary gears P1 and a planet carrier C1, a sun gear S2, an internal gear R2, and a plurality of A second planetary gear mechanism 30B having two planetary gears P2 and a planet carrier C2 is coaxially combined (FIG. 13).

  Then, the planet carrier C1 of the first planetary gear mechanism 30A and the sun gear S2 of the second planetary gear mechanism 30B are coupled to form a first coupling member 31, and the sun gear S1 and the second gear of the first planetary gear mechanism 30A are coupled. A planetary carrier C2 of the planetary gear mechanism 30B is coupled to form a second coupling member 32. Torque T (M1) generated by the first electric motor 2 is input to the first coupling member 31 via the reduction gear train 12, and the second coupling member 32 is generated by the second electric motor 3. Torque T (M2) is input via the reduction gear train 13. The output shaft 15A connected to the internal gear R1 of the first planetary gear mechanism 30A is connected to the left and right rear wheels 61L and 61R via the rear differential 67, and is connected to the internal gear R2 of the second planetary gear mechanism 30B. The output shaft 15B to be connected is connected to the left and right front wheels 62L and 62R via the front differential 70.

  The two planetary gear mechanisms 30A and 30B amplify the torque difference between the first electric motor 2 and the second electric motor 3, but when there is no torque difference between the two motors, the planetary gear mechanism 30A of the torque difference amplifying mechanism 30B rotates as a whole, and no rotation occurs between the internal internal gear R and the planetary gear P and between the planetary gear P and the sun gear S. That is, the output of the first electric motor 2 is decelerated by the reduction gear train 12, the output from the output shaft 15A is equally divided into left and right by the rear differential 67, and the output is transmitted to the left and right rear wheels 61L and 61R. Then, the output of the second electric motor 3 is decelerated by the reduction gear train 13, and the output is equally divided into left and right by the front differential 70 from the output shaft 15B, and the output is transmitted to the left and right front wheels 62L and 62R.

  Here, the drive torque transmitted by the torque distribution device 30 will be described with reference to a velocity diagram shown in FIG. Since the torque distribution device 30 is configured by combining two identical double pinion planetary gear mechanisms 30A, 30B, it can be represented by two velocity diagrams as shown in FIG. Here, for easy understanding, the two speed diagrams are shifted up and down, the speed diagram of the first planetary gear mechanism 30A is shown on the upper side, and the speed diagram of the second planetary gear mechanism 30B is shown on the lower side. Here, originally, the motor torques T (M1) and T (M2) output from the electric motors 2 and 3 are input to the coupling members 31 and 32 via the reduction gear trains 12 and 13, respectively. However, for the sake of easy understanding, the reduction ratio is omitted in the description of the velocity diagrams and the calculation formulas, and the torques input to the coupling members 31 and 32 are expressed as T (M1) and T (M2). Leave as it is.

  In this double pinion planetary gear mechanism, when the planetary carrier C is fixed, the sun gear S and the internal gear R rotate in the same direction. Therefore, the internal gear R and the sun gear S are connected to the planetary carrier in a speed diagram. Arranged on the same side of C. In other words, the planet carrier C is disposed on the opposite side of the sun gear S with the internal gear R interposed therebetween, and when the internal gear R is fixed, the sun gear S and the planet carrier C rotate in the opposite directions.

  In addition, the sun gear S and the planet carrier C are arranged on the left and right sides of the velocity diagram of the first planetary gear mechanism 30A and the velocity diagram of the second planetary gear mechanism 30B. That is, in FIG. 14, the planet carrier C2 of the second planetary gear mechanism 30B is arranged under the sun gear S1 of the first planetary gear mechanism 30A, and the second planetary gear under the planet carrier C1 of the first planetary gear mechanism 30A. The sun gear S2 of the mechanism 30B is disposed.

  In the torque distribution device 30, elements located at both ends of the two velocity diagrams shown in FIG. 14 are joined to each other as shown by broken lines in the drawing to form a first coupling member 31 and a second coupling member 32. Is done. The torque T (M1) output from the first electric motor 2 is applied to the first coupling member 31 via the reduction gear train 12. A part of the torque T (M1) output from the first electric motor 2 is given to the sun gear S2 connected to the first coupling member 31 via the reduction gear train 12. The remaining portion of the torque T (M1) output from the first electric motor 2 is given to the planetary carrier C1 via the reduction gear train 12.

  Torque T (M2) output from the second electric motor 3 is input to the second coupling member 32 via the reduction gear train 13. A part of the torque T (M2) output from the second electric motor 3 is applied to the sun gear S1 connected to the second coupling member 32 via the reduction gear train 13. The remainder of the torque T (M2) output from the second electric motor 3 is given to the planetary carrier C2 via the reduction gear train 13.

  On the other hand, driving torques TA (Rr) and TA (Fr) transmitted from the internal gears R1 and R2 positioned in the middle of the speed diagram to the left and right rear wheels 61L and 61R and the left and right front wheels 62L and 62R are output. The

  By the torque distribution device 30 configured in this way, the torque difference (input torque difference) ΔTIN (= T) between the drive torques T (M1) and T (M2) generated by the first electric motor 2 and the second electric motor 3. (M1) -T (M2)), the drive torque between the drive torques TA (Rr) and TA (Fr) transmitted to the left and right rear wheels 61L and 61R and the left and right front wheels 62L and 62R. A difference ΔTAOUT (= TA (Rr) −TA (Fr)) can be generated. That is, according to this torque distribution device 30, the relationship of the following formula | equation (6) is obtained. The coefficient α is a torque difference amplification factor.

  (TA (Rr) −TA (Fr)) = α × (T (M1) −T (M2)) (6)

  The torque difference amplification factor α of the torque distribution device 30 according to the sixth embodiment will be described. Here, since the two double pinion planetary gear mechanisms 30A and 30B use gear elements having the same number of teeth, the distance between the internal gear R1 and the planet carrier C1 and the internal gear are shown in the velocity diagram. The distance between R2 and the planet carrier C2 is equal, and this is a. Further, the distance between the sun gear S1 and the internal gear R1 and the distance between the sun gear S2 and the internal gear R2 are also equal, which is b.

  Torques T (M1) and T (M2) of the first electric motor 2 and the second electric motor 3 are input to the first coupling member 31 and the second coupling member 32 at both the left and right ends, respectively, and from the internal gears R1 and R2 Drive torques TA (Rr) and TA (Fr) are taken out.

From the relationship between torque input and output, the following equation (7) is obtained.
TA (Rr) + TA (Fr) = T (M1) + T (M2) (7)

  Also, the equation of moment with reference to the left end (C1, S2 portion) in the figure is the following equation (8). In FIG. 14, the arrow direction indicates the positive direction of the moment M.

  0 = a.TA (Rr) + b.TA (Fr)-(a + b) .T (M1) (8)

  From these formulas (7) and (8), TA (Rr) and TA (Fr) can be summarized as the following formulas (9) and (10).

TA (Rr) = ((a / (b−a)) + 1) · T (M2) − (a / (b−a)) · T (M1) (9)
TA (Fr) = ((a / (ba)) + 1) .TM1- (a / (ba)). T (M2) (10)

  From these equations (9) and (10), the drive torque difference (TA (Rr) −TA (Fr)) is expressed by the following equation (11).

(TA (Rr) -TA (Fr)) = ((a + b) / (ab)). (T (M1) -T (M2)) (11)

  In the case of a double pinion planetary gear mechanism, in the velocity diagram shown in FIG. 14, the ratio of the length a from the planet carrier C to the internal gear R and the length a + b from the planet carrier C to the sun gear S is Since it is equal to the ratio of the reciprocal number (1 / Zr) of the number of teeth Zr of the gear R and the reciprocal number (1 / Zs) of the number of teeth Zs of the sun gear S, the above equation can be rewritten as equation (12).

  (TA (Rr) -TA (Fr)) = (Zr / (2Zs-Zr)). (T (M1) -T (M2)) (12)

  From the above, the torque difference amplification factor α is Zr / (2Zs−Zr).

  As described above, in the sixth embodiment, the input from the first and second electric motors 2 and 3 is the sum of the sun gear S2 and the planet carrier C1, and the sum of the sun gear S1 and the planet carrier C2, and is driven. The output to the wheel is the internal gear R1 for the rear wheel and the internal gear R2 for the front wheel.

  When different motor torques T (M1) and T (M2) are generated between the two electric motors 2 and 3 to give an input torque difference ΔTIN (= T (M1) −T (M2)), the torque distribution device 30 inputs the torque. The torque difference ΔTIN is amplified, and a driving torque difference α · ΔTIN larger than the input torque difference ΔTIN can be obtained. That is, the torque distribution device 30 can amplify the input torque difference ΔTIN with a predetermined torque difference amplification factor α, and the input torque difference between the drive torques TA (Rr) and TA (Fr) transmitted to the front and rear drive wheels. A driving torque difference ΔTAOUT (= α · (T (M1) −T (M2) = TA (Rr) −TA (Fr)) greater than ΔTIN can be provided.

  FIG. 15 is a skeleton diagram showing a modification of the second embodiment. In FIG. 15, the input gear 2b and the external gear 12b provided on the motor output shaft 2a of the first electric motor 2 are shown. An idler gear 81 is provided in the reduction gear train 12. That is, the idler gear 81 is provided between the input gear 2b and the external gear 12b. Torque from the first electric motor 2 is applied to the torque distribution device 30 via the input gear 2b, idler gear 81, and external gear 12b.

  Similarly, an idler gear 82 is provided in the reduction gear train 13 composed of an input gear 3b and an external gear 13b provided on the motor output shaft 3a of the second electric motor 3. That is, the idler gear 82 is provided between the input gear 3b and the external gear 13b. Torque from the second electric motor 3 is applied to the torque distribution device 30 via the input gear 3b, idler gear 82, and external gear 13b. Since the second embodiment is the same as the second embodiment except that the idler gears 81 and 82 are provided, the same parts are denoted by the same reference numerals and description thereof is omitted.

  FIG. 16 is a cross-sectional view showing the configuration of the two-motor vehicle drive device 1 for a four-wheel drive vehicle shown in FIG. The first electric motor 2 and the second electric motor 3 in the two-motor type vehicle drive device 1 use electric motors having the same output characteristics, and are housed in motor housings 4Rr and 4Fr as shown in FIG. Yes.

  The motor housing 4Rr, 4Fr includes a cylindrical motor housing body 4aRr, 4aFr, an outer wall 4bRr, 4bFr that closes an outer surface of the motor housing body 4aRr, 4aFr, and a gear housing on the inner surface of the motor housing body 4aRr, 4aFr. 9 and the inner side wall 4cRr, 4cFr separated from 9. The inner walls 4cRr and 4cFr of the motor housing main bodies 4aRr and 4aFr are provided with openings for pulling out the motor shaft 5a.

  As shown in FIG. 16, the first electric motor 2 and the second electric motor 3 are provided with a stator 6 on the inner peripheral surface of the motor housing main body 4 a Rr, 4 a Fr, and the rotor 5 is arranged at an interval on the inner periphery of the stator 6. The provided radial gap type is used. The electric motors 2 and 3 may be axial gap types.

  The rotor 5 has a motor shaft 5a in the center, and the motor shaft 5a is drawn out from the openings of the inner side walls 4cRr and 4cFr of the motor housing main bodies 4aRr and 4aFr to the torque distribution device 30 side. A seal member 7 is provided between the openings of the inner side walls 4cRr and 4cFr of the motor housing main bodies 4aRr and 4aFr and the motor shaft 5a.

  The motor shaft 5a is rotatably supported by rolling bearings 8a and 8b on inner side walls 4cRr and 4cFr and outer side walls 4bRr and 4bFr of the motor housing main bodies 4aRr and 4aFr.

  The gear housing 9 that accommodates two planetary gear mechanisms 30A and 30B arranged in the longitudinal direction of the vehicle is divided into three pieces in a direction orthogonal to the axial direction of the first and second coupling members 31 and 32 of the torque distribution device 30. As shown in FIG. 16, the three-piece structure includes a central housing 9a, a rear housing 9bRr fixed to the motor housing side of the central housing 9a, and a front housing 9bFr fixed to the front side of the central housing 9a. . The rear housing 9bRr and the front housing 9bFr are fixed to the openings on both sides of the central housing 9a by a plurality of bolts (not shown).

  The vehicle housing side surface of the rear housing 9bRr of the gear housing 9 and the inner side walls 4cRr, 4cFr of the motor housing bodies 4aRr, 4aFr of the electric motors 2, 3 are fixed by a plurality of bolts 10, whereby the gear housing 9 is fixed. Two electric motors 2 and 3 are fixedly disposed on the left and right sides of the output shaft 15A located in the center of the rear housing 9bRr.

  As shown in FIG. 16, the central housing 9a is provided with a partition wall 11 in the center. The gear housing 9 is divided into two front and rear by the partition wall 11, and independent housing chambers for housing the two planetary gear mechanisms 30A and 30B are provided at the front and rear.

  As shown in FIG. 16, the planetary gear mechanisms 30A and 30B are arranged side by side in the vehicle front-rear direction, and the planetary gear mechanism 30A is provided on the rear side of the vehicle and the planetary gear mechanism 30B is provided on the front side.

  Then, the motor output shaft 2 a having the input gear 2 b to which power is transmitted from the motor shaft 5 a of the first electric motor 2, the idler shaft 81 a having the idler gear 81 that meshes with the input gear 2 b, and the external gear 12 b that meshes with the idler gear 81. The torque output from the first electric motor 2 is input from the external gear 12b to the planetary gear mechanism 30A.

  Power is transmitted from the motor shaft 5a of the second electric motor 3 and includes a motor output shaft 3a having an input gear 3b, an idler shaft 82a having an idler gear 82 meshing with the input gear 3b, and an external gear 13b meshing with the idler gear 82. The reduction gear train 13 is provided, and the torque output from the second electric motor 3 is input from the external gear 13b to the planetary gear mechanism 30B.

  Both ends of the motor output shaft 2a that is spline-fitted with the motor shaft 5a of the first electric motor 2 are rolled into bearing fitting holes 16a formed in the central housing 9a and bearing fitting holes 16b formed in the rear housing 9bRr. It is rotatably supported via 17a and 17b. The bearing fitting holes 16a and 16b have a stepped shape having a wall portion with which the outer rings of the rolling bearings 17a and 17b abut.

  The motor output shaft 3a attached to the motor shaft 5a of the second electric motor 3 has rolling bearings 17a and 17b in bearing fitting holes 16c formed in the front housing 9bFr and bearing fitting holes 16d formed in the central housing 9a. It is rotatably supported via. The bearing fitting holes 16c and 16d have a stepped shape having a wall portion with which the outer rings of the rolling bearings 17a and 17b abut.

  The motor-side end of the motor output shaft 2a is drawn outward from an opening provided in the rear housing 9bRr, and an oil seal 18 is provided between the opening and the outer end of the motor output shaft 2a. The leakage of the lubricating oil sealed in the gear housing 9 is prevented.

  The motor-side end of the motor output shaft 3a is drawn to the rear side from the opening provided in the central housing 9a, and an oil seal 18 is provided between the opening and the end of the motor output shaft 3a. The leakage of the lubricating oil sealed in the gear housing 9 is prevented.

  The motor output shafts 2a and 3a have a hollow structure, and end portions of the motor shaft 5a are inserted into the hollow motor output shafts 2a and 3a. The motor output shafts 2a and 3a and the motor shaft 5a are coupled by splines (including the same for serrations).

  Both ends of the idler shaft 81a are supported by rolling bearings 84a and 84b in a bearing fitting hole 83a formed in the central housing 9a and a bearing fitting hole 83b formed in the rear housing 9bRr. The bearing fitting holes 83a and 83b have a stepped shape having a wall portion with which the outer rings of the rolling bearings 84a and 84b abut.

  Both ends of the idler shaft 82a are supported by rolling bearings 86a and 86b in bearing fitting holes 85a formed in the central housing 9a and bearing fitting holes 85b formed in the front housing 9bFr. The bearing fitting holes 85a and 85b have a stepped shape having a wall portion with which the outer rings of the rolling bearings 86a and 86b abut.

  The drive torque applied from the two electric motors 2 and 3 is distributed to the external gear 12b meshing with the idler gear 81 and the external gear 13b meshing with the idler gear 82 by amplifying the torque difference between the rear and front output shafts 15A and 15B. A torque distribution device 30 is incorporated.

  The torque distribution device 30 includes three-element and two-degree-of-freedom planetary gear mechanisms 30A and 30B that are coaxially combined with the rear and front output shafts 15A and 15B.

As shown in the enlarged view of FIG. 17, the planetary gear mechanisms 30A and 30B constituting the torque distribution device 30 have internal gears R ₁ and R ₁ respectively incorporated in large-diameter external gears 12b and 13b that mesh with idler gears 81 and 82. and R _2, the internal gear R _1, R ₂ and the sun gear S _1, S _2, which is provided coaxially, the internal gear R _1, R ₂ and the sun gear S _1, the planetary gear P as S ₂ meshes revolving gear ₁ and P ₂ , planetary gears C ₁ and C ₂ connected to planet gears P ₁ and P ₂ and coaxially provided with the internal gears R ₁ and R _2, and one planet carrier C ₁ (in FIG. 17). A first coupling member 31 that couples the left sun gear S ₂ to the other sun gear S ₂ (right side of the figure in FIG. 17), one sun gear S ₁ (left side of the figure in FIG. 17), and the other planet carrier C a second coupling member 32 for coupling the ₂ (in FIG. 17 the right side of the drawing), having a first coupling Connecting the output shaft 15A to the timber 31 and the planet carrier C _1, a structure obtained by connecting the output shaft 15B to the planet carrier C _2.

In the embodiment shown in FIG. 17, the internal gear R _1, R ₂ to linked external gear 12b, 13b, although formed integrally with the internal gear R _1, R _2, be formed separately Good.

As shown in FIG. 17, the planet carrier C ₁ includes a carrier pin 33 that supports the planetary gear P ₁ , an output-side carrier flange 34a that is connected to the front and rear ends of the carrier pin 33, and an inner carrier flange 34b. Have. The output-side carrier flange 34a includes a hollow shaft portion 35 extending toward the output shaft side, and the output shaft 15A is attached to the output-side end portion of the hollow shaft portion 35 by spline fitting.

As shown in FIG. 17, the planetary carrier C ₂ includes a carrier pin 33 that supports the planetary gear P ₂ , an output-side carrier flange 34 a connected to the front and rear ends of the carrier pin 33, and an inner carrier flange 34 b. Have. The output-side carrier flange 34a includes a solid shaft portion 36 extending toward the output shaft, and the tip of the solid shaft portion 36 serves as the output shaft 15B.

  The output side end of the hollow shaft portion 35 of the carrier flange 34a on the output shaft 15A side is supported by a bearing fitting hole 19b formed in the rear housing 9bRr of the gear housing 9 via a rolling bearing 20b. The output side end of the solid shaft portion 36 of the carrier flange 34a on the output shaft 15B side is supported by a bearing fitting hole 19b formed in the front housing 9bFr of the gear housing 9 via the rolling bearing 20b.

The planetary gears P ₁ and P ₂ are supported by carrier pins 33 via needle roller bearings 37.

Further, a thrust plate 38 is inserted between the opposed surfaces of the carrier flanges 34a and 34b and the planetary gears P ₁ and P ₂ to facilitate the rotation of the planetary gears P ₁ and P ₂ .

Rolling bearings 39a and 39b are disposed between the outer peripheral surfaces of the carrier flanges 34a and 34b and the internal gears R ₁ and R ₁ .

The inner carrier flange 34b of the planetary carrier C ₁ is supported through a roller bearing 20a fitted into the bearing fitting hole 19a provided in the central housing 9a. A collar 40 is disposed between the rolling bearing 20a that supports the hollow shaft portion 35 of the inner carrier flange 34b.

  The outer peripheral surface of the second coupling member 32 is supported via a rolling bearing 20a fitted in a bearing fitting hole 19a provided in the central housing 9a. A collar 40 is disposed between the inner carrier flange 34 b and the rolling bearing 20 a that supports the second coupling member 32.

  The first coupling member 31 and the second coupling member 32 that couple the two planetary gear mechanisms 30A and 30B constituting the torque distribution device 30 of the vehicle drive device 1 are partitions that partition the central housing 9a of the gear housing 9 to the left and right. It penetrates through the wall 11 and is incorporated.

  The first coupling member 31 and the second coupling member 32 are arranged coaxially, and one coupling member (the second coupling member 32 in the embodiment of FIGS. 16 and 17) is a hollow shaft, and the other coupling member. (In the embodiment of FIGS. 16 and 17, the first coupling member 31) has a double structure including a shaft inserted through the hollow shaft.

In the embodiment shown in FIGS. 16 and 17, in the end on the side of the planetary gear mechanism 30A after the first coupling member 31 composed of solid shaft, the hollow shaft on the side of the carrier flange 34a after the planet carrier C ₁ the spline 41 is provided on the part 35, the first coupling member 31 to the planet carrier C ₁ are connected by spline fitting.

Further, in the embodiment shown in FIGS. 16 and 17, the end portion of the planetary gear mechanism 30A of the second coupling member 32 consists of a hollow shaft, and an inner carrier flange 34b of the planetary carrier C ₂ is formed integrally ing. The second coupling member 32 and the inner carrier flange 34b may be separated and provided with splines and connected by spline fitting.

At the end of the planet carrier C ₁ side of the second coupling member 32, on its outer peripheral surface, the external gear is formed to mesh with the planetary gears P ₁ of the planetary gear mechanism 30A, the sun gear the external gear of the planetary gear mechanism 30A constitute the S _1.

The first coupling member 31 inserted through the second coupling member 32 constituted by a hollow shaft has a large-diameter portion 43 at the end on the planetary gear mechanism 30B side on the front side, and on the outer peripheral surface of the large-diameter portion 43. , external gear meshing with the planetary gears P ₂ of the front planetary gear mechanism 30B is formed, the outer gear constitutes the sun gear S ₂ of the front planetary gear mechanism 30B.

  Between the outer peripheral surface of the inner diameter side coupling member (first coupling member 31) and the inner peripheral surface of the outer diameter side coupling member (second coupling member 32), there are needles 44 at both ends of the collar 44. The roller bearings 45 and 46 are interposed.

The coupling member (the first coupling member 31 in the embodiment of FIGS. 16 and 17) on the inner diameter side of the double-structured shaft that couples the two planetary gear mechanisms 30A and 30B is coupled to the inner diameter coupling member and the planet carrier (see FIG. The shaft end opposite to the spline fitting with C ₁ ) in the embodiment of FIGS. 16 and 17 is supported by the deep groove ball bearing 49 with respect to the other planet carrier (C _{2 in the} embodiment of FIGS. 16 and 17). doing.

  The output shaft 15A is pulled out from the opening of the gear housing 9, and the gear shaft 66c of the bevel gear 66a that meshes with the bevel gear ring gear 66b of the rear differential 67 is attached to the output shaft 15A. The gear shaft 66c is supported by a pair of rolling bearings 66d. The end of the output shaft 15B is pulled out of the gear housing 9 through an opening formed in the front housing 9bFr, and a propeller shaft mounting flange 68d is splined to the pulled out end of the output shaft 15B. The outer joint portion of the constant velocity joint 68a for the propeller shaft is attached to the bolt 68e at 68d.

  An oil seal 55 is provided between the ends of the output shafts 15A and 15B and the openings formed in the rear housing 9bRr and the front housing 9bFr, and leakage of lubricating oil sealed in the gear housing 9 and muddy water from the outside are provided. To prevent intrusion.

  FIG. 18 is a skeleton diagram showing a second modification of the second embodiment. In FIG. 18, the output shaft 15A in the modification of FIG. 15 is connected to the bevel gear 66a. A propeller shaft 68c is provided between the output shaft 15A and the bevel gear 66a. In the second modification shown in FIG. 18, a constant velocity joint 68a is attached to the output shaft 15A, a constant velocity joint 68b is attached to the bevel gear 66a, and a propeller shaft 68c is provided between the constant velocity joints 68a and 68b. is there. Torque from the output shaft 15A is transmitted to the bevel gear 66a via the constant velocity joints 68a and 68b and the propeller shaft 68c, and is divided into right and left by the rear differential 67, and is a drive shaft comprising the constant velocity joints 65a and 65b and the intermediate shaft 65c Torque is transmitted to the left and right rear wheels via.

  Other configurations are the same as those of the modified example of FIG.

  FIG. 19 is a cross-sectional view showing the configuration of the two-motor vehicle drive device 1 for a four-wheel drive vehicle shown in FIG. Since the difference from the modification shown in FIG. 18 is the above-described output shaft 15A portion, the different portions will be described, and the same portions will be denoted by the same reference numerals and description thereof will be omitted.

  The output shaft 15A is pulled out from the opening of the gear housing 9, and the propeller shaft mounting flange 68d is splined to the end of the pulled out output shaft 15A. The constant velocity joint 68a for the propeller shaft is connected to this mounting flange 68d. The outer joint portion is attached by a bolt 68e.

  The present invention is not limited to the above-described embodiments, and can of course be implemented in various forms without departing from the gist of the present invention. The scope of the present invention is claimed. And the equivalent meanings recited in the claims, and all modifications within the scope are included.

1: 2-motor vehicle drive device 2: first electric motor 3: second electric motor 2a, 3a: motor output shaft 2b, 3b: input gear 4Fr, 4Rr: motor housing 4aFr, 4aRr: motor housing body 4bFr, 4bRr: outside Wall 4cFr, 4cRr: Inner wall 5: Rotor 5a: Motor shaft 6: Stator 7: Seal members 8a, 8b: Rolling bearing 9: Gear housing 9a: Central housing 9bFr: Front housing 9bRr: Rear housing 10, 68e: Bolt 11 : Partition wall 12: reduction gear train 13: reduction gear trains 12a and 13a: external gears 15A and 15B: output shafts 16a, 16b, 16c, 16d, 19a, 19b, 83a, 83b, 85a and 85b: bearing fitting holes 17a, 17b, 20a, 20b, 39a, 39b, 66d, 84a 84b, 86a, 86b: rolling bearing 18: oil seal 30: torque distribution device 30A: first planetary gear mechanism 30B: second planetary gear mechanism 31: first coupling member 32: second coupling member 33: carrier pin 34a, 34b: Carrier flange 35: Hollow shaft portion 36: Solid shaft portions 37, 45, 46: Needle roller bearing 38: Thrust plate 40, 44: Collar 41: Spline 43: Large diameter portion 49: Deep groove ball bearing 55: Oil Seal 60: Chassis 61L: Left rear wheel 61R: Right rear wheel 62L: Left front wheel 62R: Right front wheels 65a, 65b, 68a, 68b, 73a, 73b: Constant velocity joints 65c, 73c: Intermediate shaft 66a: Bevel gear 66b: Ring gear 66c: Gear shaft 67: Rear differential 68c: Propeller shaft 68d: Propeller shaft mounting Flange 69a: Bevel gear 69b: Ring gear 70: Front differential 81, 82: Idler gears 81a, 82a: Idler shaft 90: Controller 91: Battery 92: Inverter AM: Electric vehicles C, C1, C2: Planetary carriers P, P1, P2: Planetary gears R, R1, R2: Internal gears S, S1, S2: Sun gears T (M1), T (M2): Motor torque TA (Fr), TA (Rr): Drive torque Zr, Zs: Number of teeth a , B: distance α: torque difference amplification factor ΔTIN: input torque difference ΔTAOUT: drive torque difference

Claims (8)

Two drive sources that are mounted on the vehicle and can be controlled independently, and torque distribution that amplifies the torque difference and distributes torque from the two drive sources to the output unit for the front wheel axle and the output unit for the rear wheel axle A transmission member that transmits torque output from the output shaft of the drive source to the input unit of the torque distribution device,
The torque distribution device receives two three-element two-degree-of-freedom planetary gear mechanisms arranged on the same axis, two coupling members that couple the two elements between the two planetary gear mechanisms, and the torque of the drive source 2 One input part and two output parts for outputting the distributed torque,
The two input parts and the two output parts are coaxial, so that the direction of the output shaft of the drive source and the direction of the output part of the torque distribution device are parallel to each other and face in the longitudinal direction of the vehicle. A two-motor vehicle drive device for a four-wheel drive vehicle characterized by being arranged.   The two-motor vehicle drive apparatus for a four-wheel drive vehicle according to claim 1, wherein the transmission member is a gear train.   The two-motor vehicle drive device for a four-wheel drive vehicle according to claim 1 or 2, wherein an output shaft of at least one drive source is provided coaxially with an output portion of the torque distribution device.   4. The output of the two drive sources is controlled so that torque output from two output units of the torque distribution device is both power running or regenerative. A two-motor vehicle drive device for a four-wheel drive vehicle as described.   5. The four-wheeled vehicle according to claim 1, wherein two output portions of the torque distribution device are provided such that one faces the front of the vehicle and the other faces the rear of the vehicle. A two-motor vehicle drive device for a drive vehicle.   The center of each of the said drive source and a torque distribution apparatus is located with respect to a front wheel axle, one is located in the front of the vehicle, and the other is located in the rear of the vehicle. Two-motor vehicle drive device for wheel drive vehicles. The planetary gear mechanism includes an input internal gear, an output sun gear provided coaxially with the internal gear, and a planet carrier provided coaxially with the internal gear. ,
When the planet carrier is fixed, the internal gear rotates in the opposite direction to the sun gear,
The torque distribution device includes a first coupling member that couples one planet carrier and the other sun gear, and a second coupling member that couples the other planet carrier and the one sun gear,
The torque of one of the drive sources is connected to the one internal gear, and the other drive source is connected to the other internal gear,
The torque is transmitted from the first coupling member to one of the output units, and the torque is transmitted from the second coupling member to the other output unit. A two-motor vehicle drive device for a four-wheel drive vehicle. The planetary gear mechanism has a sun gear for input, an internal gear for output provided coaxially with the sun gear, and a planet carrier provided coaxially with the sun gear,
When the planet carrier is fixed, the internal gear rotates in the same direction as the sun gear,
The torque distribution device includes a first coupling member that couples one planet carrier and the other sun gear, and a second coupling member that couples one sun gear and the other planet carrier,
The torque of one of the drive sources is transmitted to the first coupling member, and the torque of the other drive source is transmitted to the second coupling member,
The torque is transmitted from one internal gear to one of the output gears, and the torque is transmitted from the other internal gear to the other output gear. A two-motor vehicle drive device for the four-wheel drive vehicle described

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