JP5695957B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device in which a drive device for driving a left wheel and a drive device for driving a right wheel are separately provided.

  Patent Document 1 discloses a left wheel drive device having a first electric motor that drives a left wheel of a vehicle, and a first planetary gear type transmission that is provided on a power transmission path between the first electric motor and the left wheel. A right wheel drive device comprising: a second motor for driving the right wheel of the vehicle; and a second planetary gear type transmission provided on a power transmission path between the second motor and the right wheel. A drive device is described. In the first and second planetary gear type transmissions, the first and second electric motors are connected to the sun gear, the left wheel and the right wheel are connected to the planetary carrier, respectively, and the ring gears are connected to each other. In addition, the vehicle drive device allows a one-way rotation of the ring gear in parallel with the hydraulic brake for releasing or fastening the coupled ring gear to brake the rotation of the ring gear, and reverse rotation. A regulating one-way clutch is provided.

  The one-way clutch is engaged when forward rotational power on the motor side is input to the wheel side and the vehicle moves forward, and rotational power from the motor is transmitted to the wheel. . On the other hand, when the forward rotational power on the wheel side is input to the motor side, the one-way clutch is disengaged so that the power from the wheel is not transmitted to the motor. And when regenerating with an electric motor by the rotational power from a wheel, it transmits to an electric motor with the rotational power from a wheel by fastening a hydraulic brake.

  It is also described that when the vehicle is turning, regenerative driving is performed by the inner ring side motor while driving the outer ring side motor by powering using the rotation difference between the left and right wheels. At this time, the absolute value of the power running torque of the motor on the outer ring side and the regenerative torque of the motor on the inner ring side are compared, and if the power running torque of the motor on the outer ring side is larger than the regenerative torque of the motor on the inner ring side, the one-way clutch In order to engage, the hydraulic brake is released and power is transmitted by the one-way clutch. Conversely, when the regenerative torque of the motor on the inner ring side is larger than the power running torque of the motor on the outer ring side, the one-way clutch is disengaged. Therefore, the hydraulic brake is engaged and power is transmitted by the hydraulic brake.

International Publication No. 2011/013829

  However, in Patent Document 1, there is a problem that the control becomes complicated because the control is performed by comparing the absolute value of the power running torque of the motor on the outer ring side and the regenerative torque of the motor on the inner ring side when turning the vehicle. .

  Also, the absolute value of the power running torque of the motor on the outer ring side and the regenerative torque of the motor on the inner ring side are compared, and if the power running torque of the motor on the outer ring side is larger than the regenerative torque of the motor on the inner ring side, the power is Since the hydraulic brake is released by transmission, if the power running torque fluctuates suddenly, the one-way clutch is disengaged, and the power of the motor may not be transmitted to the wheels.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle drive device that can simplify the control and can transmit power even if a sudden torque fluctuation occurs when the vehicle turns.

In order to achieve the above object, the invention described in claim 1
On a power transmission path between a first electric motor (for example, an electric motor 2A in an embodiment described later) that drives a left wheel of the vehicle (for example, a left rear wheel LWr in an embodiment described later), and the first motor and the left wheel A left wheel drive device having a first transmission (for example, a planetary gear type reduction gear 12A according to an embodiment described later) and a right wheel of the vehicle (for example, a right rear wheel RWr according to an embodiment described later). A second electric motor (for example, an electric motor 2B in an embodiment described later) and a second transmission (for example, a planet in an embodiment described later) provided on a power transmission path between the second electric motor and the right wheel. A vehicle-type drive device (for example, a rear wheel drive device 1 according to an embodiment described later) including a right-wheel drive device having a gear reducer 12B),
Each of the first and second transmissions includes first to third rotating elements,
The first and second electric motors are connected to first rotating elements of the first and second transmissions (for example, sun gears 21A and 21B in the embodiments described later), respectively.
The left wheel and the right wheel are connected to the second rotating element (for example, planetary carriers 23A and 23B in the embodiment described later), respectively.
The third rotating elements (for example, ring gears 24A and 24B in the embodiments described later) are connected to each other,
Connection / disconnection means (for example, hydraulic brakes 60A and 60B in the embodiments described later) for braking rotation of the third rotation element by releasing or fastening the connected third rotation element,
A connection / disconnection means control device (for example, a control device 8 of an embodiment described later) for controlling the connection / disconnection means;
Wherein provided in parallel with the disconnection mechanism, the third allows rotation in one direction of the rotating element, unidirectional rotation restricting means for restricting the rotation in the opposite direction (e.g., one-way clutch 50 in embodiment) And further comprising
When the vehicle turns, to compare the driving force of the second electric motor and said first electric motor, when the driving force of the second electric motor and said first electric motor is different, of the driving force of the second electric motor and said first electric motor The connection / disconnection means control device controls release / connection of the connection / disconnection means based on a relatively smaller driving force .

Moreover, in addition to the structure of Claim 1, the invention of Claim 2 is
The connecting / disconnecting means control device fastens the connecting / disconnecting means when a driving force with a relatively small driving force of the first motor and the second motor is a regenerative driving force.

Moreover, in addition to the structure of Claim 2, the invention of Claim 3 is
The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
Driving with a relatively small driving force of the first motor and the second motor is a regenerative driving force, and driving with a relatively large driving force of the first motor and the second motor. The fastening force of the connecting / disconnecting means when the force is a power driving force is weaker than the fastening force of the connecting / disconnecting means when both the driving forces of the first motor and the second motor are regenerative driving forces. It is characterized by that.

Moreover, in addition to the structure described in claim 2, the invention described in claim 4
The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
Driving with a relatively small driving force of the first motor and the second motor is a regenerative driving force, and driving with a relatively large driving force of the first motor and the second motor. The fastening force of the connecting / disconnecting means when the force is a power driving force is substantially equal to the fastening force of the connecting / disconnecting means when both of the driving forces of the first motor and the second motor are regenerative driving forces. It is characterized by that.

Moreover, in addition to the structure of any one of Claims 1-4, invention of Claim 5 is provided,
The connecting / disconnecting means control device releases the connecting / disconnecting means when the driving force of the relatively small driving force of the first motor and the second motor is a power running driving force.

Moreover, in addition to the structure of any one of Claims 1-4, invention of Claim 6 is provided,
The connecting / disconnecting means control device fastens the connecting / disconnecting means when the driving force of the relatively small driving force of the first motor and the second motor is a power running driving force.

Moreover, in addition to the structure of Claim 6, the invention of Claim 7 is
The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
The fastening force of the connection / disconnection means when the driving force of the relatively small driving force of the first motor and the second motor is a powering driving force is the driving force of the first motor and the second motor. The connection / disconnection when the relatively small driving force is the regenerative driving force and the driving force of the relatively large driving force of the first motor and the second motor is the powering driving force. It is characterized by being weaker than the fastening force of the means.

In order to achieve the above object, the invention according to claim 8 provides:
On a power transmission path between a first electric motor (for example, an electric motor 2A in an embodiment described later) that drives a left wheel of the vehicle (for example, a left rear wheel LWr in an embodiment described later), and the first motor and the left wheel. A left wheel drive device having a first transmission (for example, a planetary gear type reduction gear 12A according to an embodiment described later) and a right wheel of the vehicle (for example, a right rear wheel RWr according to an embodiment described later). A second electric motor (for example, an electric motor 2B in an embodiment described later) and a second transmission (for example, a planet in an embodiment described later) provided on a power transmission path between the second electric motor and the right wheel. A vehicle-type drive device (for example, a rear wheel drive device 1 according to an embodiment described later) including a right-wheel drive device having a gear reducer 12B),
Each of the first and second transmissions includes first to third rotating elements,
The first and second electric motors are connected to first rotating elements of the first and second transmissions (for example, sun gears 21A and 21B in the embodiments described later), respectively.
The left wheel and the right wheel are connected to the second rotating element (for example, planetary carriers 23A and 23B in the embodiment described later), respectively.
The third rotating elements (for example, ring gears 24A and 24B in the embodiments described later) are connected to each other,
Connection / disconnection means (for example, hydraulic brakes 60A and 60B in the embodiments described later) for braking rotation of the third rotation element by releasing or fastening the connected third rotation element,
A connection / disconnection means control device (for example, a control device 8 of an embodiment described later) for controlling the connection / disconnection means;
Wherein provided in parallel with the disconnection mechanism, the third allows rotation in one direction of the rotating element, unidirectional rotation restricting means for restricting the rotation in the opposite direction (e.g., one-way clutch 50 in embodiment) And further comprising
When the vehicle is turning, when the rotation is transmitted from one of the left wheel and the right wheel to the second rotating element and one of the first motor and the second motor is regeneratively driven, the connecting / disconnecting means The control device fastens the connection / disconnection means ,
The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
Driving with a relatively small driving force of the first motor and the second motor is a regenerative driving force, and driving with a relatively large driving force of the first motor and the second motor. The fastening force of the connecting / disconnecting means when the force is a power driving force is weaker than the fastening force of the connecting / disconnecting means when both the driving forces of the first motor and the second motor are regenerative driving forces. It is characterized by that.

In order to achieve the above object, the invention according to claim 9 provides:
On a power transmission path between a first electric motor (for example, an electric motor 2A in an embodiment described later) that drives a left wheel of the vehicle (for example, a left rear wheel LWr in an embodiment described later), and the first motor and the left wheel A left wheel drive device having a first transmission (for example, a planetary gear type reduction gear 12A according to an embodiment described later) and a right wheel of the vehicle (for example, a right rear wheel RWr according to an embodiment described later). A second electric motor (for example, an electric motor 2B in an embodiment described later) and a second transmission (for example, a planet in an embodiment described later) provided on a power transmission path between the second electric motor and the right wheel. A vehicle-type drive device (for example, a rear wheel drive device 1 according to an embodiment described later) including a right-wheel drive device having a gear reducer 12B),
Each of the first and second transmissions includes first to third rotating elements,
The first and second electric motors are connected to first rotating elements of the first and second transmissions (for example, sun gears 21A and 21B in the embodiments described later), respectively.
The left wheel and the right wheel are connected to the second rotating element (for example, planetary carriers 23A and 23B in the embodiment described later), respectively.
The third rotating elements (for example, ring gears 24A and 24B in the embodiments described later) are connected to each other,
Connection / disconnection means (for example, hydraulic brakes 60A and 60B in the embodiments described later) for braking rotation of the third rotation element by releasing or fastening the connected third rotation element,
A connection / disconnection means control device (for example, a control device 8 of an embodiment described later) for controlling the connection / disconnection means;
One-way rotation restricting means (for example, one-way clutch 50 according to an embodiment described later) provided in parallel with the connecting / disconnecting means, allowing rotation in one direction of the third rotating element and restricting rotation in the reverse direction. And further comprising
When the vehicle is turning, when the rotation is transmitted from one of the left wheel and the right wheel to the second rotating element and one of the first motor and the second motor is regeneratively driven, the connecting / disconnecting means The control device fastens the connection / disconnection means,
The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
Driving with a relatively small driving force of the first motor and the second motor is a regenerative driving force, and driving with a relatively large driving force of the first motor and the second motor. The fastening force of the connecting / disconnecting means when the force is a power driving force is substantially equal to the fastening force of the connecting / disconnecting means when both of the driving forces of the first motor and the second motor are regenerative driving forces. It is characterized by that.

Moreover, in addition to the structure of Claim 8 or 9 , the invention of Claim 10 is
The connecting / disconnecting means control device releases the connecting / disconnecting means when the driving force of the relatively small driving force of the first motor and the second motor is a power running driving force.

Further, an invention according to claim 11, in addition to the configuration according to claim 8 or 9,
The connecting / disconnecting means control device fastens the connecting / disconnecting means when the driving force of the relatively small driving force of the first motor and the second motor is a power running driving force.

Moreover, in addition to the structure of Claim 11 , the invention of Claim 12 is
The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
The fastening force of the connection / disconnection means when the driving force of the relatively small driving force of the first motor and the second motor is a powering driving force is the driving force of the first motor and the second motor. The connection / disconnection when the relatively small driving force is the regenerative driving force and the driving force of the relatively large driving force of the first motor and the second motor is the powering driving force. It is characterized by being weaker than the fastening force of the means.

According to the invention described in claim 1, when the vehicle turns, to compare the driving force of the first electric motor and the second electric motor, when the two driving forces are different, among the driving force of the first electric motor and a second electric motor Since the connection / disconnection means control device controls the release / engagement switching of the connection / disconnection means based on the relatively small driving force , the relatively large driving force is positive (power running) or negative (power running). It is not necessary to consider whether or not the absolute value of the driving force is regenerative), and the control can be simplified.

  According to the second aspect of the present invention, for example, even when one of the first motor and the second motor is regeneratively driven and the other is powering, if the powering driving force is greater than the regenerative driving force, the unidirectional rotation restriction is performed. If the driving force of the first motor and the second motor, including the case where the driving force is relatively small, is the regenerative driving force, the connecting / disconnecting means may be used. When the power running torque is suddenly decreased due to the operation of the traction control system, for example, the power transmission is maintained by the connecting / disconnecting means, and so-called torque loss is prevented from occurring. Further, since the regenerative torque is also maintained, there is little change in the yaw moment. The traction control system grasps idling from the vehicle speed and wheel rotation speed, etc., and when idling occurs, the driving force is reduced and the idling state is eliminated to improve the stability of the vehicle. Is for.

  According to the third aspect of the present invention, when one of the first motor and the second motor is regeneratively driven, the fastening force of the connecting / disconnecting means is weaker than when both are regeneratively driven. Since it is good, the energy for fastening of the connecting / disconnecting means can be reduced by weakening the fastening force of the connecting / disconnecting means as compared with the case where both are regeneratively driven.

  According to the fourth aspect of the present invention, when one of the first motor and the second motor is regeneratively driven, the fastening force of the connecting / disconnecting means is weaker than when both are regeneratively driven. Although it is good, the control for fastening can be simplified by fastening the connection / disconnection means with the fastening force substantially equal to the case where both are driving regeneratively.

  According to the fifth aspect of the present invention, when the driving force of the first electric motor and the second electric motor having a relatively small driving force is the power running driving force, that is, both the motors are driven by the power running. In this case, since the one-way rotation restricting means is strongly engaged, the energy for fastening the connecting / disconnecting means can be reduced by releasing the connecting / disconnecting means.

  According to the invention described in claim 6, when the driving force of the relatively small driving force of the first motor and the second motor is the powering driving force, that is, both the motors are driven by the powering. In some cases, the connecting / disconnecting means may be released, but by connecting the connecting / disconnecting means, it is possible to shorten the time until the transition to the regeneration time.

  According to the seventh aspect of the present invention, when the relatively smaller driving force is the power running drive force, that is, when both the motors are the power running drive, the connecting / disconnecting means is fastened. Although it is possible to shorten the time until the transition to regeneration, even in that case, by making the fastening force of the connecting / disconnecting means weaker than when one of the first motor and the second motor is regeneratively driven. The energy for fastening the connection / disconnection means can be reduced.

According to the eighth and ninth aspects of the present invention, even when one of the first motor and the second motor regenerates, if the power running driving force is larger than the regenerative driving force, the unidirectional rotation restricting means is engaged to transmit power. However, when one of the first electric motor and the second electric motor is regenerated including that case, the connecting / disconnecting means is fastened so that the control is easy and the power running torque is, for example, a traction control system. Even in the case of a sudden drop due to the operation, the connecting / disconnecting means maintains power transmission so that torque loss is prevented from occurring. Further, since the regenerative driving force is also maintained, the yaw moment change is small.

According to the invention described in claim 8, when one of the first motor and the second motor is regeneratively driven, the fastening force of the connecting / disconnecting means is weaker than when both are regeneratively driven. Since it is good, the energy for fastening of the connecting / disconnecting means can be reduced by weakening the fastening force of the connecting / disconnecting means as compared with the case where both are regeneratively driven.

According to the ninth aspect of the present invention, when one of the first motor and the second motor is regeneratively driven, the fastening force of the connecting / disconnecting means is weaker than when both are regeneratively driven. Although it is good, the control for fastening can be simplified by fastening the connection / disconnection means with the fastening force substantially equal to the case where both are driving regeneratively.

According to the invention described in claim 10, when the driving force of the first electric motor and the second electric motor with relatively small driving force is the power running driving force, that is, both the motors are driven by the power running. In this case, since the one-way rotation restricting means is strongly engaged, the energy for fastening the connecting / disconnecting means can be reduced by releasing the connecting / disconnecting means.

According to the eleventh aspect of the present invention, when the driving force of the first electric motor and the second electric motor with the relatively small driving force is the power running driving force, that is, both the motors are driven by the power running. In some cases, the connecting / disconnecting means may be released, but by connecting the connecting / disconnecting means, it is possible to shorten the time until the transition to the regeneration time.

According to the twelfth aspect of the present invention, the connecting / disconnecting means is fastened when the relatively smaller driving force is the power running driving force, that is, when both the motors are the power running drive. Although it is possible to shorten the time until the transition to regeneration, even in that case, by making the fastening force of the connecting / disconnecting means weaker than when one of the first motor and the second motor is regeneratively driven. The energy for fastening the connection / disconnection means can be reduced.

1 is a block diagram showing a schematic configuration of a hybrid vehicle that is an embodiment of a vehicle on which a vehicle drive device according to the present invention can be mounted. It is a longitudinal cross-sectional view of one Embodiment of a rear-wheel drive device. FIG. 3 is a partially enlarged view of the rear wheel drive device shown in FIG. 2. It is a perspective view which shows the state with which the rear-wheel drive device was mounted in the flame | frame. FIG. 2 is a hydraulic circuit diagram of a hydraulic control device that controls a hydraulic brake, and is a hydraulic circuit diagram showing a state where hydraulic pressure is not supplied. (A) is explanatory drawing when a low pressure oil path switching valve is located in a low pressure side position, (b) is an explanatory drawing when a low pressure oil path switching valve is located in a high pressure side position. (A) is explanatory drawing when a brake oil path switching valve is located in a valve closing position, (b) is explanatory drawing when a brake oil path switching valve is located in a valve opening position. (A) is explanatory drawing at the time of non-energization of a solenoid valve, (b) is explanatory drawing at the time of energization of a solenoid valve. FIG. 3 is a hydraulic circuit diagram of a hydraulic control device during traveling and in a hydraulic brake release state (EOP: low pressure mode). It is a hydraulic circuit diagram of a hydraulic control device in a weakly engaged state (EOP: low pressure mode) of a hydraulic brake. It is a hydraulic circuit diagram of the hydraulic control device in the engagement state (EOP: high pressure mode) of the hydraulic brake. It is a graph which shows the load characteristic of an electric oil pump. It is the table | surface which described the relationship of the operating state of an electric motor, and the state of a hydraulic circuit about the relationship between the front-wheel drive device and rear-wheel drive device in a vehicle state. It is a speed alignment chart of the rear-wheel drive device in a stop. It is a speed alignment chart of the rear-wheel drive device at the time of forward low vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of forward vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of deceleration regeneration. It is a speed alignment chart of the rear-wheel drive device at the time of forward high vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of reverse drive. FIG. 5 is a collinear chart in a state in which the left rear wheel side motor is regeneratively driven and the right rear wheel side motor is driven by power running while the vehicle is turning. FIG. 5 is a collinear chart in a state in which a left rear wheel side motor and a right rear wheel side motor are regeneratively driven while the vehicle is turning. FIG. 5 is a collinear chart in a state in which a left rear wheel side motor and a right rear wheel side motor are in a power running drive while the vehicle is turning. It is a table | surface showing the control during vehicle turning of one Embodiment of this invention. FIG. 6 is a collinear chart of the vehicle drive device described in Patent Document 1 during vehicle turning.

First, an embodiment of a vehicle drive device according to the present invention will be described with reference to FIGS.
The vehicle drive device according to the present invention uses an electric motor as a drive source for driving an axle, and is used, for example, in a vehicle having a drive system as shown in FIG. In the following description, the case where the vehicle drive device is used for rear wheel drive will be described as an example, but it may be used for front wheel drive.
A vehicle 3 shown in FIG. 1 is a hybrid vehicle having a drive device 6 (hereinafter referred to as a front wheel drive device) in which an internal combustion engine 4 and an electric motor 5 are connected in series at the front portion of the vehicle. While power is transmitted to the front wheel Wf via the transmission 7, the power of the driving device 1 (hereinafter referred to as a rear wheel driving device) provided at the rear of the vehicle separately from the front wheel driving device 6 is the rear wheel Wr ( RWr, LWr). The electric motor 5 of the front wheel drive device 6 and the electric motors 2A, 2B of the rear wheel drive device 1 on the rear wheel Wr side are connected to the battery 9 so that power supply from the battery 9 and energy regeneration to the battery 9 are possible. Yes. Reference numeral 8 denotes a control device for performing various controls of the entire vehicle.

  FIG. 2 is a longitudinal sectional view of the entire rear wheel drive device 1. In FIG. 2, 10A and 10B are left and right axles on the rear wheel Wr side of the vehicle 3, and are coaxial in the vehicle width direction. Is arranged. The reduction gear case 11 of the rear wheel drive device 1 is formed in a substantially cylindrical shape as a whole, and includes an electric motor 2A and 2B for driving an axle, and a planetary gear type reduction gear for reducing the drive rotation of the electric motors 2A and 2B. The machines 12A and 12B are arranged coaxially with the axles 10A and 10B. The electric motor 2A and the planetary gear type reduction gear 12A function as a left wheel driving device that drives the left rear wheel LWr, and the electric motor 2B and the planetary gear type reduction device 12B function as a right wheel driving device that drives the right rear wheel RWr. The electric motor 2A and the planetary gear type speed reducer 12A and the electric motor 2B and the planetary gear type speed reducer 12B are arranged symmetrically in the vehicle width direction in the speed reducer case 11. As shown in FIG. 4, the speed reducer case 11 is supported by the support portions 13 a and 13 b of the frame member 13 that is a part of the frame serving as the frame of the vehicle 3 and the frame of the rear wheel drive device 1 (not shown). Has been. The support portions 13a and 13b are provided on the left and right with respect to the center of the frame member 13 in the vehicle width direction. Note that the arrows in FIG. 4 indicate the positional relationship when the rear wheel drive device 1 is mounted on the vehicle 3.

  The stators 14A and 14B of the electric motors 2A and 2B are respectively fixed inside the left and right ends of the speed reducer case 11, and annular rotors 15A and 15B are rotatably arranged on the inner peripheral sides of the stators 14A and 14B. . Cylindrical shafts 16A and 16B surrounding the outer periphery of the axles 10A and 10B are coupled to the inner peripheral portions of the rotors 15A and 15B. The machine case 11 is supported by end walls 17A and 17B and intermediate walls 18A and 18B via bearings 19A and 19B. In addition, the rotational position information of the rotors 15A and 15B is transmitted to the end walls 17A and 17B of the reduction gear case 11 on the outer periphery on one end side of the cylindrical shafts 16A and 16B, and the control controllers (not shown) of the motors 2A and 2B. Resolvers 20A and 20B are provided for feedback.

  The planetary gear speed reducers 12A and 12B include sun gears 21A and 21B, a plurality of planetary gears 22A and 22B meshed with the sun gear 21, planetary carriers 23A and 23B that support the planetary gears 22A and 22B, and planetary gears. Ring gears 24A and 24B meshed with the outer peripheral sides of 22A and 22B, and the driving forces of the electric motors 2A and 2B are input from the sun gears 21A and 21B, and the reduced driving force is output through the planetary carriers 23A and 23B. It is like that.

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

  The intermediate walls 18A and 18B separate the motor housing space for housing the motors 2A and 2B and the speed reducer space for housing the planetary gear type speed reducers 12A and 12B, and the axial distance from the outer diameter side to the inner diameter side. It is configured to bend so as to spread. Bearings 33A and 33B for supporting the planetary carriers 23A and 23B are arranged on the inner diameter side of the intermediate walls 18A and 18B and on the planetary gear type speed reducers 12A and 12B, and the outer diameter side of the intermediate walls 18A and 18B. In addition, bus rings 41A and 41B for the stators 14A and 14B are arranged on the side of the electric motors 2A and 2B (see FIG. 2).

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

  By the way, a cylindrical space is secured between the speed reducer case 11 and the ring gears 24A and 24B, and hydraulic brakes 60A and 60B that constitute braking means for the ring gears 24A and 24B are provided in the space portions in the first pinion 26A, It wraps in the radial direction with 26B and wraps in the axial direction with the second pinions 27A and 27B. The hydraulic brakes 60A and 60B include a plurality of fixed plates 35A and 35B that are spline-fitted to the inner peripheral surface of a cylindrical outer diameter side support portion 34 that extends in the axial direction on the inner diameter side of the speed reducer case 11, a ring gear 24A, A plurality of rotating plates 36A, 36B that are spline-fitted on the outer peripheral surface of 24B are alternately arranged in the axial direction, and these plates 35A, 35B, 36A, 36B are fastened and released by the annular pistons 37A, 37B. It is like that. The pistons 37 </ b> A and 37 </ b> B are formed between the left and right dividing walls 39 extending from the intermediate position of the reduction gear case 11 to the inner diameter side, and the outer diameter side support portion 34 and the inner diameter side support portion 40 connected by the left and right division walls 39. The pistons 37A and 37B are moved forward by introducing high pressure oil into the cylinder chambers 38A and 38B, and the oil is discharged from the cylinder chambers 38A and 38B. The pistons 37A and 37B are moved backward. The hydraulic brakes 60A and 60B are connected to an electric oil pump 70 disposed between the support portions 13a and 13b of the frame member 13 described above, as shown in FIG.

  More specifically, the pistons 37A and 37B have first piston walls 63A and 63B and second piston walls 64A and 64B in the axial direction, and the piston walls 63A, 63B, 64A and 64B are cylindrical. Are connected by inner peripheral walls 65A and 65B. Therefore, an annular space that opens radially outward is formed between the first piston walls 63A and 63B and the second piston walls 64A and 64B. This annular space is formed on the inner periphery of the outer wall of the cylinder chambers 38A and 38B. It is partitioned in the axial direction left and right by partition members 66A and 66B fixed to the surface. A space between the left and right dividing walls 39 of the speed reducer case 11 and the second piston walls 64A and 64B is a first working chamber S1 (see FIG. 5) into which high-pressure oil is directly introduced, and the partition members 66A and 66B and the first piston wall A space between 63A and 63B is a second working chamber S2 (see FIG. 5) that is electrically connected to the first working chamber S1 through a through hole formed in the inner peripheral walls 65A and 65B. The second piston walls 64A and 64B and the partition members 66A and 66B are electrically connected to the atmospheric pressure.

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

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

  Also, a space is secured between the coupling portions 30A and 30B of the ring gears 24A and 24B facing each other in the axial direction, and only power in one direction is transmitted to the ring gears 24A and 24B in the space to transmit power in the other direction. A one-way clutch 50 is arranged to be shut off. The one-way clutch 50 has a large number of sprags 53 interposed between an inner race 51 and an outer race 52. The inner race 51 is connected to the small diameter portions 29A, 29B of the ring gears 24A, 24B by spline fitting. It is configured to rotate integrally. The outer race 52 is positioned by the inner diameter side support portion 40 and is prevented from rotating. The one-way clutch 50 is configured to engage and lock the rotation of the ring gears 24A and 24B when the vehicle 3 moves forward with the power of the electric motors 2A and 2B. More specifically, the one-way clutch 50 is in an engaged state when rotational power in the forward direction of the electric motors 2A and 2B (the rotational direction when the vehicle 3 is advanced) is input to the rear wheel Wr side. When the rotational power in the reverse direction on the electric motors 2A, 2B is input to the rear wheel Wr, the disengagement state occurs, and the forward rotational power on the rear wheel Wr side is input to the electric motors 2A, 2B. Sometimes the engagement state occurs when the disengagement state and the reverse rotational power on the rear wheel Wr side are input to the electric motors 2A, 2B.

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

Next, a hydraulic circuit constituting the hydraulic control device of the rear wheel drive device 1 will be described with reference to FIGS.
The hydraulic circuit 71 supplies oil that is sucked from the suction port 70 a provided in the oil pan 80 and discharged from the electric oil pump 70 via the low pressure oil passage switching valve 73 and the brake oil passage switching valve 74 to the hydraulic brakes 60 </ b> A and 60 </ b> B. The first working chamber S1 is configured to be capable of refueling, and is configured to be capable of being supplied to the lubrication / cooling unit 91 such as the electric motors 2A, 2B and the planetary gear speed reducers 12A, 12B via the low pressure oil passage switching valve 73. The The reducer case 11 stores oil discharged from the electric oil pump 70 and supplied to the lubrication / cooling unit 91 such as the electric motors 2A, 2B and the planetary gear type speed reducers 12A, 12B. The oil is immersed in the lower parts of the planetary carriers 23A, 23B and the lower parts of the electric motors 2A, 2B. The electric oil pump 70 is an electric motor 90 composed of a position sensorless brushless DC motor and can be operated (operated) in at least two modes, a high pressure mode and a low pressure mode, and is controlled by PID control. It is adjustable. Reference numeral 92 denotes a sensor that detects the oil temperature and oil pressure of the brake oil passage 77.

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

  Here, the urging force of the spring 73b is such that when the electric oil pump 70 is operated in the low-pressure mode, the valve body 73a has an oil pressure of the line oil passage 75 that is input to the oil chamber 73c as shown in FIG. It is set so that it does not move and the line oil passage 75 is cut off from the second low pressure oil passage 76b and communicated with the first low pressure oil passage 76a (hereinafter, the position of the valve body 73a in FIG. 6A is referred to as a low pressure side position). .), When the electric oil pump 70 is operated in the high pressure mode, the hydraulic pressure of the line oil passage 75 that is input to the oil chamber 73c moves the valve body 73a to move the line oil passage 75 as shown in FIG. Is cut off from the first low-pressure oil passage 76a and communicated with the second low-pressure oil passage 76b (hereinafter, the position of the valve body 73a in FIG. 6B is referred to as a high-pressure side position).

  The brake oil passage switching valve 74 includes a second line oil passage 75b constituting the line oil passage 75, a brake oil passage 77 connected to the hydraulic brakes 60A and 60B, and a storage portion 79 via a high-position drain 78. Connected to. Further, the brake oil passage switching valve 74 connects and disconnects the second line oil passage 75b and the brake oil passage 77, and shuts off the valve body 74a from the second line oil passage 75b and the brake oil passage 77. Spring 74b urging in the direction (rightward in FIG. 5) and the direction in which the valve body 74a communicates with the second line oil passage 75b and the brake oil passage 77 by the oil pressure of the line oil passage 75 (leftward in FIG. 5) And an oil chamber 74c that presses the Therefore, the valve body 74a is urged by the spring 74b in a direction (to the right in FIG. 5) that blocks the second line oil passage 75b and the brake oil passage 77, and is input to the oil chamber 74c. The hydraulic pressure of 75 enables the second line oil passage 75b and the brake oil passage 77 to be pressed in a direction (leftward in FIG. 5).

  The urging force of the spring 74b is the hydraulic pressure of the line oil passage 75 that is input to the oil chamber 74c while the electric oil pump 70 is operating in the low pressure mode and the high pressure mode. 7 (b), the brake oil passage 77 is cut off from the high-position drain 78 and communicated with the second line oil passage 75b. That is, regardless of whether the electric oil pump 70 is operated in the low pressure mode or the high pressure mode, the oil pressure of the line oil passage 75 input to the oil chamber 74c exceeds the urging force of the spring 74b, and the brake oil passage 77 is increased. Shut off from the position drain 78 and communicate with the second line oil passage 75b.

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

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

  As shown in FIG. 8, the solenoid valve 83 is provided on a three-way valve member 172 and a case member 173, and is energized by receiving a power supplied via a cable (not shown) and a solenoid 174. A solenoid valve body 175 that is pulled right by receiving an exciting force, a solenoid spring 176 that is housed in a spring holding recess 173a formed at the center of the case member 173, and biases the solenoid valve body 175 leftward, A guide member 177 which is provided in the direction valve member 172 and slidably guides the advancement / retraction of the solenoid valve body 175.

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

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

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

  In the solenoid valve 83, the solenoid valve body 175 is moved to the left by receiving the urging force of the solenoid spring 176 as shown in FIG. 8A by deenergizing the solenoid 174 (no power supply). When the tip of the opening / closing protrusion 175a of the solenoid valve body 175 pushes the ball 187, the first axial hole 185 is opened, and the root of the opening / closing protrusion 175a of the solenoid valve body 175 is the second axial hole 186. , The second axial hole 186 is closed. Accordingly, the second line oil passage 75b constituting the line oil passage 75 communicates with the oil chamber 74c from the first axial hole 185 and the first radial hole 183 via the pilot oil passage 81 (hereinafter, FIG. 8). (A) The position of the solenoid valve body 175 may be referred to as a valve opening position.)

  Further, by energizing the solenoid 174 (power supply), the solenoid valve body 175 moves to the right against the urging force of the solenoid spring 176 by receiving the exciting force of the solenoid 174 as shown in FIG. When the oil pressure from the through hole 188a pushes the ball 187, the first axial hole 185 is closed, and the root portion of the opening / closing protrusion 175a of the solenoid valve body 175 is separated from the second axial hole 186, The second axial hole 186 is opened. Thereby, the oil stored in the oil chamber 74c is discharged to the oil pan 80 through the first radial hole 183, the second axial hole 186, and the second radial hole 184, and the second line oil passage 75b. And the pilot oil passage 81 are shut off (hereinafter, the position of the solenoid valve body 175 in FIG. 8B may be referred to as a valve closing position).

  Returning to FIG. 5, in the hydraulic circuit 71, the first low-pressure oil passage 76 a and the second low-pressure oil passage 76 b merge on the downstream side to form a common low-pressure common oil passage 76 c. When the line pressure of the low pressure common oil passage 76c becomes equal to or higher than a predetermined pressure, the relief valve 84 is connected to discharge the oil in the low pressure common oil passage 76c to the oil pan 80 through the relief drain 86 and reduce the oil pressure. ing.

  Here, as shown in FIG. 6, orifices 85a and 85b as flow path resistance means are formed in the first low pressure oil passage 76a and the second low pressure oil passage 76b, respectively. The orifice 85a is configured to have a larger diameter than the orifice 85b of the second low-pressure oil passage 76b. Therefore, the flow resistance of the second low pressure oil passage 76b is larger than the flow resistance of the first low pressure oil passage 76a, and the amount of pressure reduction in the second low pressure oil passage 76b when the electric oil pump 70 is operating in the high pressure mode is The pressure reduction amount in the first low-pressure oil passage 76a during operation of the electric oil pump 70 in the low-pressure mode is greater, and the oil pressure in the low-pressure common oil passage 76c in the high-pressure mode and the low-pressure mode is substantially equal.

  Thus, the low-pressure oil passage switching valve 73 connected to the first low-pressure oil passage 76a and the second low-pressure oil passage 76b is more than the oil pressure in the oil chamber 73c when the electric oil pump 70 is operating in the low-pressure mode. The urging force of the spring 73b wins, and the urging force of the spring 73b causes the valve body 73a to be positioned at the low pressure side position, blocking the line oil passage 75 from the second low pressure oil passage 76b and communicating with the first low pressure oil passage 76a. The oil flowing through the first low-pressure oil passage 76a is subjected to flow resistance by the orifice 85a and is depressurized, and reaches the lubrication / cooling section 91 via the low-pressure common oil passage 76c. On the other hand, when the electric oil pump 70 is operating in the high pressure mode, the oil pressure in the oil chamber 73c is greater than the urging force of the spring 73b, and the valve element 73a is positioned at the high pressure side position against the urging force of the spring 73b. The line oil passage 75 is cut off from the first low-pressure oil passage 76a and communicated with the second low-pressure oil passage 76b. The oil flowing through the second low-pressure oil passage 76b is depressurized by the orifice 85b due to a larger passage resistance than the orifice 85a, and reaches the lubrication / cooling section 91 via the low-pressure common oil passage 76c.

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

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

  Here, the control device 8 (see FIG. 1) is a control device for performing various controls of the entire vehicle. The control device 8 includes a vehicle speed, a steering angle, an accelerator pedal opening AP, a shift position, an SOC, an oil temperature. On the other hand, from the control device 8, a signal for controlling the internal combustion engine 4, a signal for controlling the electric motors 2 </ b> A and 2 </ b> B, a signal indicating the power generation state / charge state / discharge state of the battery 9, A control signal for the solenoid 174, a control signal for controlling the electric oil pump 70, and the like are output.

  That is, the control device 8 has at least a function as an electric motor control device for controlling the electric motors 2A and 2B and a function as a connection / disconnection means control device for controlling the hydraulic brakes 60A and 60B as connection / disconnection means. The control device 8 as the connection / disconnection means control device controls the electric oil pump 70 and the solenoid 174 of the solenoid valve 83 based on the driving state of the electric motors 2A and 2B and / or the driving command (driving signal) of the electric motors 2A and 2B. .

Next, the operation of the hydraulic circuit 71 of the rear wheel drive device 1 will be described.
FIG. 5 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are released while the vehicle is stopped. In this state, the control device 8 does not operate the electric oil pump 70. Thereby, the valve body 73a of the low pressure oil passage switching valve 73 is located at the low pressure side position, the valve body 74a of the brake oil passage switching valve 74 is located at the valve closing position, and no hydraulic pressure is supplied to the hydraulic circuit 71. .

  FIG. 9 shows a state in which the hydraulic brakes 60A and 60B are released during traveling of the vehicle. In this state, the control device 8 operates the electric oil pump 70 in the low pressure mode. Further, the control device 8 is energized to the solenoid 174 of the solenoid valve 83, and the second line oil passage 75b and the pilot oil passage 81 are shut off. Thus, the valve body 74a of the brake oil passage switching valve 74 is positioned at the valve closing position by the urging force of the spring 74b, and the second line oil passage 75b and the brake oil passage 77 are shut off, and the brake oil passage 77 and The high position drain 78 is communicated, and the hydraulic brakes 60A and 60B are released. The brake oil passage 77 is connected to the storage portion 79 via a high position drain 78.

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

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

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

  FIG. 11 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are engaged. At this time, the control device 8 operates the electric oil pump 70 in the high pressure mode. Further, the control device 8 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c at the right end of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are fastened.

  Since the oil pressure of the line oil passage 75 input to the oil chamber 73c at the right end in the figure when the electric oil pump 70 is operating in the high pressure mode of the electric oil pump 70 is larger than the urging force of the spring 73b, the low pressure oil passage switching valve 73 Located at the high pressure side position, the line oil passage 75 is blocked from the first low pressure oil passage 76a and communicated with the second low pressure oil passage 76b. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85 b through the second low-pressure oil passage 76 b and supplied to the lubrication / cooling unit 91.

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

FIG. 12 is a graph showing load characteristics of the electric oil pump 70.
As shown in FIG. 12, in the low pressure mode (hydraulic pressure PL) compared to the high pressure mode (hydraulic pressure PH), the power of the electric oil pump 70 is reduced to about 1/4 to 1/5 while maintaining the oil supply flow rate. Can be reduced. That is, the load of the electric oil pump 70 is small in the low pressure mode, and the power consumption of the electric motor 90 that drives the electric oil pump 70 can be reduced compared to the high pressure mode.

  FIG. 13 shows the relationship between the front wheel drive device 6 and the rear wheel drive device 1 in each vehicle state, including the operating states of the electric motors 2A and 2B and the state of the hydraulic circuit 71. In the figure, the front unit is a front wheel drive device 6, the rear unit is a rear wheel drive device 1, the rear motor is an electric motor 2A, 2B, EOP is an electric oil pump 70, SOL is a solenoid 174, OWC is a one-way clutch 50, and BRK is a hydraulic brake. 60A and 60B are represented. 14 to 19 show speed collinear charts in each state of the rear wheel drive device 1, and S and C on the left side are the sun gear 21A and the axle 10A of the planetary gear type reduction gear 12A connected to the electric motor 2A, respectively. Planetary carrier 23A connected, S and C on the right are sun gear 21B of planetary gear speed reducer 12B connected to electric motor 2B, planetary carrier 23B connected to axle 10B, R are ring gears 24A, 24B, BRK is hydraulic The brakes 60 </ b> A, 60 </ b> B, and OWC represent the one-way clutch 50. In the following description, the rotation direction of the sun gears 21A and 21B when the vehicle moves forward with the electric motors 2A and 2B is assumed to be the forward direction. Also, in the figure, from the stationary state, the upper direction is forward rotation and the lower direction is reverse rotation, and the arrow indicates forward torque and the lower direction indicates reverse torque.

  While the vehicle is stopped, neither the front wheel drive device 6 nor the rear wheel drive device 1 is driven. Therefore, as shown in FIG. 14, since the motors 2A and 2B of the rear wheel drive device 1 are stopped and the axles 10A and 10B are also stopped, no torque acts on any of the elements. When the vehicle 3 is stopped, the hydraulic circuit 71 is not supplied with hydraulic pressure although the electric oil pump 70 is inactive and the solenoid 174 of the solenoid valve 83 is not energized, as shown in FIG. The hydraulic brakes 60A and 60B are released (OFF). The one-way clutch 50 is not engaged (OFF) because the motors 2A and 2B are not driven.

  Then, after the ignition is turned on, the rear wheel drive device 1 performs the rear wheel drive at the forward low vehicle speed with good motor efficiency such as EV start and EV cruise. As shown in FIG. 15, when the electric motors 2A and 2B are driven to rotate in the forward direction, forward torque is applied to the sun gears 21A and 21B. At this time, as described above, the one-way clutch 50 is engaged and the ring gears 24A and 24B are locked. As a result, the planetary carriers 23A and 23B rotate in the forward direction and travel forward. In addition, traveling resistance from the axles 10A and 10B acts on the planetary carriers 23A and 23B in the reverse direction. Thus, when the vehicle 3 starts, the ignition is turned on and the torque of the electric motors 2A and 2B is increased, whereby the one-way clutch 50 is mechanically engaged and the ring gears 24A and 24B are locked.

  At this time, as shown in FIG. 10, in the hydraulic circuit 71, the electric oil pump 70 operates in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is not energized (OFF), and the hydraulic brakes 60A, 60B Is in a weak fastening state. As described above, when the forward rotational power of the electric motors 2A and 2B is input to the rear wheel Wr, the one-way clutch 50 is engaged and power can be transmitted only by the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the motor 50 are also weakly engaged, and the motors 2A and 2B and the rear wheels Wr are connected to each other so that forward rotational power input from the motors 2A and 2B can be input. Even when the one-way clutch 50 is disengaged due to a temporary decrease, it is possible to prevent power transmission from being disabled between the electric motors 2A, 2B and the rear wheels Wr. Further, the rotational speed control for connecting the electric motors 2A, 2B and the rear wheel Wr side at the time of shifting to deceleration regeneration described later is not necessary. The fastening force of the hydraulic brakes 60 </ b> A and 60 </ b> B at this time is a weak fastening force as compared with deceleration regeneration and reverse travel described later. By making the fastening force of the hydraulic brakes 60A, 60B when the one-way clutch 50 is engaged smaller than the fastening force of the hydraulic brakes 60A, 60B when the one-way clutch 50 is not engaged, the hydraulic brake 60A , Energy consumption for fastening 60B is reduced. Even in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a via the first low-pressure oil passage 76a and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  When the vehicle speed increases from the forward low vehicle speed travel to the forward vehicle speed travel with good engine efficiency, the rear wheel drive by the rear wheel drive device 1 changes to the front wheel drive by the front wheel drive device 6. As shown in FIG. 16, when the power running drive of the electric motors 2A and 2B is stopped, the forward torque to travel forward from the axles 10A and 10B acts on the planetary carriers 23A and 23B. The clutch 50 is disengaged.

  At this time, as shown in FIG. 10, in the hydraulic circuit 71, the electric oil pump 70 operates in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is not energized (OFF), and the hydraulic brakes 60A, 60B Is in a weak fastening state. Thus, when the forward rotational power on the rear wheel Wr side is input to the electric motors 2A and 2B, the one-way clutch 50 is disengaged and power transmission is impossible only with the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the directional clutch 50 are weakly engaged, and the electric motors 2A and 2B and the rear wheels Wr can be kept in a connected state so that power can be transmitted. Rotational speed control is not required when shifting to deceleration regeneration. In addition, the fastening force of the hydraulic brakes 60A and 60B at this time is also a weak fastening force as compared with deceleration regeneration or reverse travel described later. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first low-pressure oil passage 76a and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  When the electric motors 2A and 2B are to be regeneratively driven from the state of FIG. 15 or FIG. 16, forward torque is applied to the planetary carriers 23A and 23B from the axles 10A and 10B, as shown in FIG. Therefore, as described above, the one-way clutch 50 is disengaged.

  At this time, as shown in FIG. 11, in the hydraulic circuit 71, the electric oil pump 70 operates in the high pressure mode (Hi), the solenoid 174 of the solenoid valve 83 is deenergized (OFF), and the hydraulic brakes 60A and 60B are turned on. It will be in a fastening state (ON). Accordingly, the ring gears 24A and 24B are fixed, and the regenerative braking torque in the reverse direction acts on the motors 2A and 2B, and the motors 2A and 2B perform deceleration regeneration. Thus, when the forward rotational power on the rear wheel Wr side is input to the electric motors 2A and 2B, the one-way clutch 50 is disengaged and power transmission is impossible only with the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the directional clutch 50 are fastened, and the electric motors 2A and 2B and the rear wheels Wr can be connected to each other so that the power can be transmitted. By controlling the electric motors 2A and 2B to the regenerative drive state, the energy of the vehicle 3 can be regenerated. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85b through the second low-pressure oil passage 76b and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  Subsequently, at the time of acceleration, the front wheel drive device 6 and the rear wheel drive device 1 are driven by four wheels. The rear wheel drive device 1 is in the same state as the forward low vehicle speed shown in FIG. 15, and the hydraulic circuit 71 is also shown in FIG. It will be in the state shown.

  At the forward high vehicle speed, the front wheel drive device 6 drives the front wheels. As shown in FIG. 18, when the electric motors 2A and 2B stop the power running drive, the forward torque to travel forward from the axles 10A and 10B acts on the planetary carriers 23A and 23B. The clutch 50 is disengaged.

  At this time, as shown in FIG. 9, in the hydraulic circuit 71, the electric oil pump 70 is operated in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is energized (ON), and the hydraulic brakes 60A and 60B are released ( OFF). Accordingly, the accompanying rotation of the electric motors 2A and 2B is prevented, and the electric motors 2A and 2B are prevented from over-rotating at the high vehicle speed by the front wheel drive device 6. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first low-pressure oil passage 76a and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  During reverse travel, as shown in FIG. 19, when the motors 2A and 2B are driven in reverse power running, torque in the reverse direction is applied to the sun gears 21A and 21B. At this time, as described above, the one-way clutch 50 is disengaged.

  At this time, as shown in FIG. 11, in the hydraulic circuit 71, the electric oil pump 70 operates in the high pressure mode (Hi), the solenoid 174 of the solenoid valve 83 is deenergized (OFF), and the hydraulic brakes 60A and 60B are turned on. It will be in a fastening state. Accordingly, the ring gears 24A and 24B are fixed, and the planetary carriers 23A and 23B rotate in the reverse direction to travel backward. Note that traveling resistance from the axles 10A and 10B acts in the forward direction on the planetary carriers 23A and 23B. As described above, when the rotational power in the reverse direction of the electric motors 2A and 2B is input to the rear wheel Wr, the one-way clutch 50 is disengaged and power transmission cannot be performed only by the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the directional clutch 50 are fastened, and the electric motors 2A and 2B and the rear wheels Wr can be connected so that the power can be transmitted. The vehicle 3 can be moved backward by the rotational power. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85b through the second low-pressure oil passage 76b and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  Thus, the rear wheel drive device 1 is powered by the traveling state of the vehicle 3, in other words, whether the rotation direction of the electric motors 2A, 2B is the forward direction or the reverse direction, and from either the electric motor 2A, 2B side or the rear wheel Wr side. Engagement / release of the hydraulic brakes 60A and 60B is controlled depending on whether the input is made, and the engagement force is adjusted even when the hydraulic brakes 60A and 60B are engaged.

  The case where the vehicle travels straight ahead, that is, the case where there is no rotational difference between the left and right electric motors 2A, 2B has been described so far. A specific control of the one-way clutch 50 and the hydraulic brakes 60A and 60B during traveling of the vehicle when there is a rotational difference between 2B will be described.

First, for comparison with the present invention, control described in Patent Document 1 will be described with reference to FIG.
In the conventional control, as described above, when the outer wheel side motor is regeneratively driven by the inner ring side motor while driving the outer ring side motor using the difference in rotation between the left and right wheels, the power running torque of the outer ring side motor and When the absolute value of the regenerative torque of the inner ring side motor is compared, and the power running torque of the outer ring side motor is larger than the regenerative torque of the inner ring side motor, the one-way clutch is engaged and the hydraulic brake is released to Power is transmitted with a directional clutch.

  FIG. 24A is a collinear chart when regenerative driving is performed by the motor on the left rear wheel that is the inner wheel side when turning left, and powering driving is performed by the motor on the right rear wheel that is the outer wheel side when turning left. It is. At this time, the absolute value of the power running torque of the motor on the right rear wheel side is larger than the absolute value of the regenerative torque on the motor on the left rear wheel side, and the one-way clutch is engaged and the hydraulic brake is released. Yes.

  At this time, the forward torque to travel forward from the axle acts on the planetary carrier on the left rear wheel side, and the running resistance from the axle acts on the planetary carrier on the right rear wheel side in the reverse direction. Yes. Further, as indicated by the dotted arrows in the figure, torque distribution forces Flsd and Frsd of the respective motors act on the ring gear. The distribution force Flsd due to the regenerative torque of the left motor is a force generated in the forward direction on the ring gear, which is the point of action, when the regenerative torque Fls acts on the sun gear, which is the power point, with the planetary carrier as a fulcrum. On the other hand, the distribution force Frsd due to the power running torque of the right motor is a force generated in the reverse direction on the ring gear as the point of action when the power running torque Frs acts on the sun gear as the point of power with the planetary carrier as a fulcrum. A reaction force Rowc of the one-way clutch corresponding to the difference between the distribution forces Flsd and Frsd acts in the forward direction on the ring gear, and the one-way clutch is engaged.

  In this state, if slip occurs on the right rear wheel on the drive wheel side, the running resistance from the axle of the planetary carrier on the right rear wheel side is reduced (FIG. 24B). At this time, the rotation speed of the electric motor on the right rear wheel side increases. Then, the traction control system (TCS) is operated to reduce the rotational speed of the motor whose rotational speed has increased, thereby reducing the power running torque of the motor on the right rear wheel side. When the power running torque of the motor on the right rear wheel side becomes small, the regenerative torque of the motor on the left rear wheel side does not change, so the difference between the distribution forces Flsd and Frsd becomes small and the reaction force of the one-way clutch gradually becomes small and the ring gear When the holding force is weakened (FIG. 24C) and the distribution force Flsd is larger than the distribution force Frsd, the one-way clutch is disengaged and the ring gear starts to rotate (FIG. 24D). When the ring gear rotates, power transmission between the electric motor side and the rear wheel side becomes impossible, resulting in a so-called torque loss state.

  In view of this, the present invention provides a torque when the torque of the left rear wheel side motor 2A and the right rear wheel side motor 2B is different regardless of the absolute value of the power running torque of the outer ring side motor and the regenerative torque of the inner ring side motor. On the basis of only the relatively small torque, the control for engaging the hydraulic brakes 60A and 60B is performed when the relatively small torque is the regenerative torque. Note that since the power running torque is a positive torque and the regenerative torque is a negative torque, when one of the two motors is regeneratively driven and the other is powering the regenerative drive, The torque becomes a relatively small torque. Further, when both of the two motors are regeneratively driven or when both of the two motors are driven by power running, the torques are compared with each other, and the regenerative torque is relatively large or the power running torque is small. Small torque.

FIG. 20 shows a state where the left rear wheel side electric motor 2A is regeneratively driven and the right rear wheel side electric motor 2B is driven by power running while the vehicle is turning (regenerative torque <power running). (Torque) is a speed alignment chart.
In the present embodiment, as described above, since the electric motor 2A is regeneratively driven, the hydraulic brakes 60A and 60B are fastened (FIG. 20A). As shown in FIG. 11, in the hydraulic circuit 71 at this time, the electric oil pump 70 operates in the high pressure mode (Hi), and the solenoid 174 of the solenoid valve 83 is de-energized (OFF), so that the hydraulic brake 60A , 60B will be in a fastening state.

  In this case, as shown by the dotted arrows in the figure, the distribution force Flsd of the regenerative torque Fls of the electric motor 2A and the distribution force Frsd of the power running torque Frs of the electric motor 2B act on the ring gears 24A and 24B. A reaction force Rowc of the one-way clutch 50 corresponding to the difference between Flsd and Frsd is applied in the forward direction, and the braking force Fbrk of the hydraulic brakes 60A and 60B acts in the reverse direction. In this state, when slip occurs on the right rear wheel on the drive wheel side, the running resistance from the axle acting on the planetary carrier on the right rear wheel side is reduced (FIG. 20B). At this time, the rotation speed of the electric motor 2B on the right rear wheel RWr side increases. Then, the traction control system (TCS) operates to reduce the rotational speed of the electric motor 2B, so that the power running torque of the electric motor 2B on the right rear wheel side is reduced. When the power running torque of the motor 2B on the right rear wheel side becomes small, the regenerative torque of the motor 2A on the left rear wheel side does not change, so the difference between the distribution forces Flsd and Frsd becomes small and the reaction force of the one-way clutch gradually becomes small. The force for holding the ring gear is weakened (FIG. 20 (c)).

  However, since the hydraulic brakes 60A and 60B are engaged, the ring gears 24A and 24B remain fixed by the braking force Fbrk of the hydraulic brakes 60A and 60B. Therefore, even if the power running torque of the electric motor 2B is suddenly decreased by the operation of the traction control system, the hydraulic brakes 60A and 60B are maintained so that power can be transmitted, and so-called torque loss is prevented from occurring. Further, since the regenerative torque of the motor 2A on the left rear wheel side is also maintained, the change in the yaw moment is small.

  FIG. 20 illustrates an example in which the left rear wheel side motor 2A is regeneratively driven and the right rear wheel side motor 2B is power running. However, the left rear wheel side motor 2A is power driven. The same applies to the case where the electric motor 2B on the right rear wheel 2B side is regeneratively driven.

  Further, when both the electric motors 2A and 2B are driven to regenerate, as shown in FIG. 21, the hydraulic brakes 60A and 60B are similarly engaged. The fastening force of the hydraulic brakes 60A and 60B at this time is the same fastening force as that when the one side motor 2A is regeneratively driven and the other side motor 2B is powering. At this time, since the one-way clutch 50 is disengaged, the reaction force Rowc of the one-way clutch 50 does not act, and the ring gears 24A and 24B are fixed only by the braking force Fbrk of the hydraulic brakes 60A and 60B. On the ring gears 24A and 24B, the regenerative torques Fls and Frs of the regenerative torques Fls and Frsd of the electric motors 2A and 2B are applied in the forward direction, but the braking forces Fbrk of the hydraulic brakes 60A and 60B acting in the reverse direction are applied. Since it is larger than Flsd and Frsd, the ring gears 24A and 24B do not rotate.

  Note that if only one of the electric motors 2A and 2B described in FIG. 20 is in a regenerative drive state, the hydraulic brakes 60A and 60B are compared with the case in which both the electric motors 2A and 2B described in FIG. Although the fastening force may be weak, the control for fastening can be simplified by fastening the hydraulic brakes 60A and 60B with a fastening force substantially equal to the case where both the electric motors 2A and 2B are driving regeneratively. Can do.

  On the other hand, when both electric motors 2A and 2B are driving, the one-way clutch 50 is engaged and the hydraulic brakes 60A and 60B are released as shown in FIG. The ring gears 24A, 24B are subjected to the power running torques Fls, Frs of the motors 2A, 2B in the reverse direction, and the distribution forces Flsd, Frsd of the Frs. Since the reaction force Rowc is acting, the ring gears 24 </ b> A and 24 </ b> B are fixed only by the one-way clutch 50. As shown in FIG. 9, in the hydraulic circuit 71 at this time, the electric oil pump 70 is operated in the low pressure mode (Lo), and the solenoid 174 of the solenoid valve 83 is energized (ON), so that the hydraulic brakes 60A and 60B. Is released. In such a case, since the one-way clutch 50 is strongly engaged, the energy for fastening the hydraulic brakes 60A and 60B can be reduced by releasing the hydraulic brakes 60A and 60B.

FIG. 23 compares the control of the present embodiment and the control described in Patent Document 1 (conventional), and the shaded side is the one with a relatively small torque.
When this embodiment is compared with the control described in Patent Document 1, the control is different when the electric motor on one side is regeneratively driven and the electric motor on the other side is driven by powering. According to this embodiment, when the torque of the left rear wheel side motor 2A and the right rear wheel side motor 2B is different regardless of the absolute value of the power running torque of the outer ring side motor and the regenerative torque of the inner ring side motor, Since the hydraulic brakes 60A and 60B are engaged when the relatively smaller torque is the regenerative torque based only on the relatively smaller torque, the power running torque and the inner ring of the conventional motor on the outer ring side are fastened. Compared to the case where the absolute values of the regenerative torque of the side motor are compared and the hydraulic brakes 60A and 60B are controlled based on the comparison result, the control can be simplified.

  In addition, when the torque of the motors 2A and 2B, which is relatively smaller, is the regenerative driving force, the power running torque suddenly decreases due to the operation of the traction control system, for example, by engaging the hydraulic brakes 60A and 60B. Even in this case, the hydraulic brakes 60A and 60B are maintained so that power can be transmitted, and so-called torque loss is prevented from occurring. Further, since the regenerative torque is also maintained, there is little change in the yaw moment.

  Further, according to the present embodiment, when both the electric motors 2A and 2B are driven by power, the one-way clutch 50 is strongly engaged. Therefore, by releasing the hydraulic brakes 60A and 60B, the hydraulic brake Energy for fastening 60A and 60B can be reduced.

  In the above embodiment, when the electric motors 2A, 2B on both sides are driven by power, the hydraulic brakes 60A, 60B are released, but as shown in the first modification of the table of FIG. 23, the hydraulic brakes 60A, 60B are It is good also as a weak fastening state. In the hydraulic circuit 71 at this time, as shown in FIG. 10, the electric oil pump 70 operates in the low pressure mode (Lo), and the solenoid 174 of the solenoid valve 83 is not energized (OFF). , 60B is in a weak fastening state. Even when the electric motors 2A, 2B on both sides are driven by power, the hydraulic brakes 60A, 60B are weakly engaged and kept in a connected state, thereby shortening the time until the transition to the regeneration time when regenerating later. be able to. Moreover, the energy for fastening the hydraulic brakes 60A and 60B can be reduced by making the hydraulic brakes 60A and 60B weaker than when one of the electric motors 2A and 2B is regeneratively driven.

  23, the fastening force of the hydraulic brakes 60A and 60B when the one motor is regeneratively driven and the other motor is powering driven is the same as the motors on both sides. The hydraulic brakes 60A and 60B may be fastened with a fastening force that is weaker than when the motors 2A and 2B are regeneratively driven, and with a stronger fastening force than when the motors 2A and 2B on both sides are power-driven. Good. If one of the motors 2A and 2B is regeneratively driven, the fastening force of the hydraulic brakes 60A and 60B may be weaker than that of the case where both the motors 2A and 2B are regeneratively driven. By reducing the fastening force of the hydraulic brakes 60A and 60B as compared with the case of regenerative drive, energy for fastening the hydraulic brakes 60A and 60B can be reduced.

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
For example, it is not necessary to provide the hydraulic brakes 60A and 60B on the ring gears 24A and 24B, respectively, and it is sufficient that at least one hydraulic brake and one one-way clutch are provided on the connected ring gears 24A and 24B. Further, either the hydraulic brake or the one-way clutch may be omitted.
Moreover, although the hydraulic brake is illustrated as the connecting / disconnecting means, the invention is not limited to this, and a mechanical type, an electromagnetic type or the like can be arbitrarily selected.
Further, the front wheel drive device may use an electric motor as a sole drive source without using an internal combustion engine.

1 Rear wheel drive device 2A, 2B Electric motor 8 Control device (connection / disconnection means control device)
12A, 12B Planetary gear type reduction gears 21A, 21B Sun gear (first rotating element)
23A, 23B Planetary carrier (second rotating element)
24A, 24B Ring gear 50 One-way clutch (one-way rotation restricting means)
60A, 60B Hydraulic brake (connection / disconnection means)
LWr Left rear wheel (left wheel)
RWr Right rear wheel (right wheel)

Claims (12)

A left wheel drive device having a first motor for driving a left wheel of a vehicle, and a first transmission provided on a power transmission path between the first motor and the left wheel, and driving a right wheel of the vehicle A right wheel drive device comprising: a second electric motor; and a second transmission provided on a power transmission path between the second electric motor and the right wheel, and a vehicle drive device comprising:
Each of the first and second transmissions includes first to third rotating elements,
The first and second electric motors are connected to the first rotating elements of the first and second transmissions, respectively.
The left wheel and the right wheel are connected to the second rotating element, respectively.
The third rotating elements are connected to each other;
Connecting / disconnecting means for braking rotation of the third rotating element by releasing or fastening the connected third rotating element;
A connection / disconnection means control device for controlling the connection / disconnection means;
Wherein provided in parallel with the disconnection mechanism, it allows rotation in one direction of the third rotary element, a one-way rotation restricting means for restricting the rotation of the reverse direction, further comprising a
When the vehicle turns, to compare the driving force of the second electric motor and said first electric motor, when the driving force of the second electric motor and said first electric motor is different, of the driving force of the second electric motor and said first electric motor The vehicle drive device according to claim 1, wherein the connection / disconnection means control device controls release / connection of the connection / disconnection means based on a relatively small driving force .   The connecting / disconnecting means control device fastens the connecting / disconnecting means when a driving force of a relatively smaller driving force of the first motor and the second motor is a regenerative driving force. Item 2. The vehicle drive device according to Item 1. The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
Driving with a relatively small driving force of the first motor and the second motor is a regenerative driving force, and driving with a relatively large driving force of the first motor and the second motor. The fastening force of the connecting / disconnecting means when the force is a power driving force is weaker than the fastening force of the connecting / disconnecting means when both the driving forces of the first motor and the second motor are regenerative driving forces. The vehicle drive device according to claim 2. The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
Driving with a relatively small driving force of the first motor and the second motor is a regenerative driving force, and driving with a relatively large driving force of the first motor and the second motor. The fastening force of the connecting / disconnecting means when the force is a power driving force is substantially equal to the fastening force of the connecting / disconnecting means when both of the driving forces of the first motor and the second motor are regenerative driving forces. The vehicle drive device according to claim 2.   The connecting / disconnecting means control device releases the connecting / disconnecting means when a driving force of a relatively small driving force of the first motor and the second motor is a power running driving force. Item 5. The vehicle drive device according to any one of Items 1 to 4.   The connecting / disconnecting means control device fastens the connecting / disconnecting means when a relatively small driving force of the first motor and the second motor is a power running driving force. Item 5. The vehicle drive device according to any one of Items 1 to 4. The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
The fastening force of the connection / disconnection means when the driving force of the relatively small driving force of the first motor and the second motor is a powering driving force is the driving force of the first motor and the second motor. The connection / disconnection when the relatively small driving force is the regenerative driving force and the driving force of the relatively large driving force of the first motor and the second motor is the powering driving force. The vehicle drive device according to claim 6, wherein the vehicle drive device is weaker than a fastening force of the means. A left wheel drive device having a first motor for driving a left wheel of a vehicle, and a first transmission provided on a power transmission path between the first motor and the left wheel, and driving a right wheel of the vehicle A right wheel drive device comprising: a second electric motor; and a second transmission provided on a power transmission path between the second electric motor and the right wheel, and a vehicle drive device comprising:
Each of the first and second transmissions includes first to third rotating elements,
The first and second electric motors are connected to the first rotating elements of the first and second transmissions, respectively.
The left wheel and the right wheel are connected to the second rotating element, respectively.
The third rotating elements are connected to each other;
Connecting / disconnecting means for braking rotation of the third rotating element by releasing or fastening the connected third rotating element;
A connection / disconnection means control device for controlling the connection / disconnection means;
Wherein provided in parallel with the disconnection mechanism, it allows rotation in one direction of the third rotary element, a one-way rotation restricting means for restricting the rotation of the reverse direction, further comprising a
When the vehicle is turning, when the rotation is transmitted from one of the left wheel and the right wheel to the second rotating element and one of the first motor and the second motor is regeneratively driven, the connecting / disconnecting means The control device fastens the connection / disconnection means ,
The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
Driving with a relatively small driving force of the first motor and the second motor is a regenerative driving force, and driving with a relatively large driving force of the first motor and the second motor. The fastening force of the connecting / disconnecting means when the force is a power driving force is weaker than the fastening force of the connecting / disconnecting means when both the driving forces of the first motor and the second motor are regenerative driving forces. The vehicle drive device characterized by the above-mentioned. A left wheel drive device having a first motor for driving a left wheel of a vehicle, and a first transmission provided on a power transmission path between the first motor and the left wheel, and driving a right wheel of the vehicle A right wheel drive device comprising: a second electric motor; and a second transmission provided on a power transmission path between the second electric motor and the right wheel, and a vehicle drive device comprising:
Each of the first and second transmissions includes first to third rotating elements,
The first and second electric motors are connected to the first rotating elements of the first and second transmissions, respectively.
The left wheel and the right wheel are connected to the second rotating element, respectively.
The third rotating elements are connected to each other;
Connecting / disconnecting means for braking rotation of the third rotating element by releasing or fastening the connected third rotating element;
A connection / disconnection means control device for controlling the connection / disconnection means;
Unidirectional rotation restricting means provided in parallel with the connection / disconnection means, allowing rotation in one direction of the third rotating element and restricting rotation in the reverse direction;
When the vehicle is turning, when the rotation is transmitted from one of the left wheel and the right wheel to the second rotating element and one of the first motor and the second motor is regeneratively driven, the connecting / disconnecting means The control device fastens the connection / disconnection means,
The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
Driving with a relatively small driving force of the first motor and the second motor is a regenerative driving force, and driving with a relatively large driving force of the first motor and the second motor. The fastening force of the connecting / disconnecting means when the force is a power driving force is substantially equal to the fastening force of the connecting / disconnecting means when both of the driving forces of the first motor and the second motor are regenerative driving forces. car dual drive you wherein a. The connecting / disconnecting means control device releases the connecting / disconnecting means when a driving force of a relatively small driving force of the first motor and the second motor is a power running driving force. Item 10. The vehicle drive device according to Item 8 or 9 . The connecting / disconnecting means control device fastens the connecting / disconnecting means when a relatively small driving force of the first motor and the second motor is a power running driving force. Item 10. The vehicle drive device according to Item 8 or 9 . The connection / disconnection means control device can control a fastening force for fastening the connection / disconnection means in addition to switching between release and fastening of the connection / disconnection means,
The fastening force of the connection / disconnection means when the driving force of the relatively small driving force of the first motor and the second motor is a powering driving force is the driving force of the first motor and the second motor. The connection / disconnection when the relatively small driving force is the regenerative driving force and the driving force of the relatively large driving force of the first motor and the second motor is the powering driving force. The vehicle drive device according to claim 11 , wherein the vehicle drive device is weaker than a fastening force of the means.

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