US20130165293A1 - Vehicle drive system - Google Patents

Vehicle drive system Download PDF

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Publication number
US20130165293A1
US20130165293A1 US13/723,962 US201213723962A US2013165293A1 US 20130165293 A1 US20130165293 A1 US 20130165293A1 US 201213723962 A US201213723962 A US 201213723962A US 2013165293 A1 US2013165293 A1 US 2013165293A1
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US
United States
Prior art keywords
motor
torque
target
state quantity
rotational
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US13/723,962
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English (en)
Inventor
Sei Shinohara
Masatoshi Noguchi
Satoshi Andou
Makoto Tsuchihashi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Assigned to HONDA MOTOR CO., LTD. reassignment HONDA MOTOR CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ANDOU, SATOSHI, NOGUCHI, MASATOSHI, SHINOHARA, Sei, TSUCHIHASHI, MAKOTO
Publication of US20130165293A1 publication Critical patent/US20130165293A1/en
Assigned to HONDA MOTOR CO., LTD. reassignment HONDA MOTOR CO., LTD. CORRECTIVE ASSIGNMENT TO CORRECT THE THE APPLICATION NUMBER PREVIOUSLY RECORDED ON REEL 029655 FRAME 0559. ASSIGNOR(S) HEREBY CONFIRMS THE ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: ANDOU, SATOSHI, NOGUCHI, MASATOSHI, SHINOHARA, Sei, TSUCHIHASHI, MAKOTO
Priority to US15/667,162 priority Critical patent/US10442282B2/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicle drive system in which a left wheel drive system for driving a left wheel and a right wheel driving system for driving a right wheel are provided.
  • JP-3138799-B describes a vehicle drive system that includes a left-wheel drive unit having a first motor for driving a left wheel of a vehicle and a first epicyclic transmission that is provided on a power transmission line between the first motor and the left wheel and a right-wheel drive unit having a second motor for driving a right wheel of the vehicle and a second epicyclic transmission that is provided on a power transmission line between the second motor and the right wheel.
  • the first and second motors are individually connected to sun gears
  • the left and right wheels are individually connected to planetary carriers, ring gears being coupled to each other.
  • Brake devices are provided for controlling the rotation of the ring gears by bringing the coupled ring gears into disengagement from or engagement with each other.
  • a start assist control is executed when the vehicle is started by applying the brake devices. Further, after the vehicle is started, by executing a left and right opposite torque control so that the first and second motors produce torque in opposite directions with the brake devices released, even when a yawing moment is applied to the vehicle by disturbance, a moment that is opposite to the yawing moment is produced so as to increase the straight line and turning vehicle stabilities.
  • One object thereof is to provide a vehicle drive system that enables energy saving and an improvement in fuel economy by controlling either of first and second motors to attain its target speed while producing a desired yawing moment when a left and right opposite torque control is executed.
  • Claim 1 defines a vehicle drive system (e.g., a rear-wheel drive system 1 in embodiment), including:
  • first and second transmissions each have a first to third rotational elements
  • first motor is connected to the first rotational element (e.g., a sun gear 21 A in embodiment) of the first transmission,
  • the second motor is connected to the first rotational element (e.g., a sun gear 21 B in embodiment) of the second transmission,
  • the left wheel is connected to the second rotational element (e.g., a planetary carrier 23 A in embodiment) of the first transmission,
  • the right wheel is connected to the second rotational element (e.g., a planetary carrier 23 B in embodiment) of the second transmission,
  • the third rotational element (e.g., a ring gear 24 A in embodiment) of the first transmission and the third rotational element (e.g., a ring gear 24 B in embodiment) of the second transmission are coupled to each other, and
  • a left and right opposite torque control e.g., a left and right opposite torque control in embodiment
  • the motor control unit controls the one motor based on a target revolution state quantity of the one motor (e.g., a motor speed control in embodiment), while the motor control unit controls the other motor based on a target torque state quantity of the other motor (e.g., a torque control in embodiment).
  • Claim 2 defines a vehicle drive system (e.g., a rear-wheel drive system 1 in embodiment), including:
  • a motor control unit e.g., a control unit 8 in embodiment
  • a control unit 8 for controlling the first motor and the second motor
  • first and second transmissions each have a first to third rotational elements
  • first motor is connected to the first rotational element (e.g., a sun gear 21 A in embodiment) of the first transmission,
  • the second motor is connected to the first rotational element (e.g., a sun gear 21 B in embodiment) of the second transmission,
  • the left wheel is connected to the second rotational element (e.g., a planetary carrier 23 A in embodiment) of the first transmission,
  • the right wheel is connected to the second rotational element (e.g., a planetary carrier 23 B in embodiment) of the second transmission,
  • the third rotational element (e.g., a ring gear 24 A in embodiment) of the first transmission and the third rotational element (e.g., a ring gear 24 B in embodiment) of the second transmission are coupled to each other, and
  • a left and right opposite torque control e.g., a left and right opposite torque control in embodiment
  • the motor control unit controls both the motors of the first motor and the second motor based on target revolution state quantities of both the motors (e.g., a torque control in embodiment), while the motor control unit adds only to the one motor a correction torque to cause the one motor to attain its target revolution state quantity.
  • Claim 3 defines, based on Claim 1 , the system
  • the target revolution state quantity of the one motor is obtained based on at least one of an efficiency of the one motor and an efficiency of an electric power supply unit that supplies electric power to the one motor.
  • Claim 4 defines, based on Claim 3 , the system
  • the target revolution state quantity of the one motor is obtained based on at least one of the efficiency of the one motor and an efficiency of an electric power converter (e.g., an inverter in embodiment) that is included in the electric power supply unit.
  • an electric power converter e.g., an inverter in embodiment
  • Claim 5 defines, based on Claim 3 , the system
  • Claim 6 defines, based on Claim 1 , the system
  • the target revolution state quantity of the one motor is obtained based on a target rotation state quantity of the coupled third rotational elements.
  • Claim 7 defines, based on Claim 6 , the system
  • connection/disconnection unit e.g., hydraulic brakes 60 A, 60 B in embodiment
  • Claim 8 defines, based on Claim 7 , the system
  • the target rotation state quantity of the third rotational elements is set so that the third rotational elements are put in a substantially zero rotation state
  • connection/disconnection unit is applied when the third rotational elements are put in the substantially zero rotation state.
  • Claim 9 defines, based on Claim 6 , the system
  • a rotational-direction restriction unit e.g., a one-way clutch 50 in embodiment
  • a rotational-direction restriction unit that permits a rotation of the third rotational elements in one direction based on backward torque of the first and second motors when disengaged and which restricts a rotation of the third rotational elements in the other direction based on forward torque of the first and second motors when engaged.
  • Claim 10 defines, based on Claim 9 , the system
  • the target rotation state quantity of the third rotational elements is set so that the third rotational elements rotate in the one direction and are put in the substantially zero rotation state.
  • Claim 11 defines, based on Claim 9 , the system
  • the target rotation state quantity of the third rotational elements is set so that the rotational-direction restriction unit is not engaged.
  • Claim 12 defines, based on Claim 6 , the system
  • the target revolution state quantity of the one motor is obtained based on rotation state quantities of the second rotational elements or a rotation state quantity of the left wheel or the right wheel in addition to the target rotation state quantity of the coupled third rotational elements
  • Claim 13 defines, based on Claim 1 , the system
  • the target torque state quantity is obtained based on a target turning state quantity of the vehicle.
  • Claim 14 defines, based on Claim 13 , the system
  • the target torque state quantity is made to be torque half the target torque difference.
  • Claim 15 defines, based on Claim 1 , the system
  • Claim 16 defines, based on Claim 2 , the system
  • Claim 17 defines, based on Claim 1 , the system
  • first and second transmissions are supported so as to revolve around by the second rotational elements and have fourth rotational elements (e.g., planetary carriers 22 A, 22 B in embodiment) that mesh with the first rotational elements and the third rotational elements, and
  • fourth rotational elements e.g., planetary carriers 22 A, 22 B in embodiment
  • target revolution state quantity of the one motor is obtained based on target rotation state quantities of the fourth rotational elements.
  • Claim 18 defines, based on Claim 17 , the system
  • target rotation state quantities of the fourth rotational elements are set so that the rotational directions of the fourth rotational elements that are rotating in one direction or the other direction are not reversed.
  • Claim 19 defines, based on Claim 18 , the system
  • the target revolution state quantity of the one motor is obtained based on at least one of an efficiency of the one motor and an efficiency of an electric power supply unit that supplies electric power to the one motor and is then referred to as a second target revolution state quantity, and
  • the one motor is controlled based on the first target revolution state quantity.
  • Claim 20 defines, based on Claim 18 , the system
  • connection/disconnection unit e.g., hydraulic brakes 60 A, 60 B in embodiment
  • the target revolution state quantity of the one motor is obtained based on the target rotation state quantity of the coupled third rotational elements and is then referred to as a third target revolution state quantity
  • the one motor is controlled based on the third target revolution state quantity.
  • Claim 21 defines, based on Claim 1 , the system
  • first and second transmissions are planetary gear mechanisms
  • first rotational elements are sun gears
  • second rotational elements are carriers
  • third rotational elements are ring gears
  • Claim 3 it is possible to reduce the consumed electric power by obtaining the target revolution state quantity of the one motor based on the efficiency of the one motor and/or the electric power supply unit. In other words, by making use of the advantage that an arbitrary speed can be attained, it is possible to realize a state where the consumed electric power becomes least.
  • a desired rotation state quantity can be produced in the third rotational elements, and it is possible to put the third rotational elements in a state where the rotational loss is small.
  • connection/disconnection unit by slowing the third rotational elements by applying the connection/disconnection unit, it is possible to transmit the torque in the same direction of the first and second motors to the wheels.
  • connection/disconnection unit when the rotation speed of the third rotational elements is reduced to the substantially zero rotation state, it is possible to reduce the shock at the time of application of the connection/disconnection unit and the deterioration thereof.
  • Claim 14 by making the target torque state quantity half the target torque difference between the first motor and the second motor, it is possible to put the vehicle in its target turning state in an ensured fashion.
  • Claim 15 by controlling the absolute value of the torque of the one motor that is controlled based on the target revolution state quantity to be larger than the absolute value of the torque of the other motor, it is possible to transmit the torque of the other motor that is controlled based on the target torque state quantity to the wheels at all times, whereby the yawing moment of the vehicle is not changed, thereby making it possible to stabilize the behaviors of the vehicle.
  • the torque that increases the speeds of the motors is torque in the forward direction, and in the event that the forward torque is applied to the motor that is producing torque in the backward direction, the torque in the forward direction is cancelled by the torque in the backward direction or vise versa. Therefore, by adding the correction torque to the motor of the first and second motors that is producing the forward torque when the target revolution state quantity of the one motor is higher than the target revolution state quantity of the other motor, it is possible to suppress the cancellation of the torques.
  • Claim 17 it is possible to control the rotational state of the fourth rotational elements that mesh with the first and third rotational elements as required.
  • Claim 18 it is possible to prevent the generation of a backlash due to a reverse of the rotational direction of the fourth rotational elements, thereby making it possible to prevent a disturbance in torque produced in the wheels that would otherwise be generated due to the backlash.
  • Claim 19 by causing the prevention of generation of a backlash to take priority over the efficiency of the motor, it is possible to increase the comfortableness in the vehicle.
  • Claim 20 by causing the control of the rotating state of the third rotational elements to take priority over the prevention of generation of a backlash, it is possible to prevent the occurrence of a shock as when the connection/disconnection unit is applied or released in an ensured fashion, thereby making it possible to increase the stability of the vehicle.
  • FIG. 1 is a block diagram showing a schematic configuration of a hybrid vehicle in which a vehicle drive system according to embodiments can be mounted.
  • FIG. 2 is a vertical sectional view of a rear-wheel drive system.
  • FIG. 3 is a partially enlarged view of the rear-wheel drive system shown in FIG. 2 .
  • FIG. 4 is a table depicting a relation between a front-wheel drive system and the rear-wheel drive system in various vehicle states together with operating states of motors.
  • FIG. 5 is a speed collinear diagram of the rear-wheel drive system when the vehicle is stopped.
  • FIG. 6 is a speed collinear diagram of the rear-wheel drive system when the vehicle is traveling forwards at low vehicle speeds.
  • FIG. 7 is a speed collinear diagram of the rear-wheel drive system when the vehicle is traveling forwards at intermediate vehicle speeds.
  • FIG. 8 is a speed collinear diagram of the rear-wheel drive system when the vehicle is decelerated for regeneration.
  • FIG. 9 is a speed collinear diagram of the rear-wheel drive system when the vehicle is traveling forwards at high vehicle speeds.
  • FIG. 10 is a speed collinear diagram of the rear-wheel drive system when the vehicle is reversed.
  • FIG. 11 is a timing chart while the vehicle is being driven.
  • FIG. 12 is a speed collinear diagram of the rear-wheel drive system when a left and right opposite torque control according to a first embodiment is executed (before a target revolution is attained).
  • FIG. 13 is a speed collinear diagram of the rear-wheel drive system that depicts a balance between a first motor torque and a balancing torque of a second motor torque in FIG. 12 .
  • FIG. 14 is a speed collinear diagram of the rear-wheel drive system when the left and right opposite torque control according to the first embodiment is executed (after the target revolution is reached).
  • FIG. 15 is a diagram depicting four patterns of the left and right opposite torque control of the first embodiment.
  • FIG. 16 is a flowchart depicting a flow of the left and right opposite torque control of the first embodiment.
  • FIG. 17 is a chart depicting yawing moment command signs and motor speed control direction signs.
  • FIG. 18 shows speed collinear diagrams of a left and right opposite torque control of the rear-wheel drive system according to a second embodiment in a time-series fashion, in which (a) is a speed collinear diagram depicting a balanced state, (b) is a speed collinear diagram depicting a state where a revolution matching is executed, and (c) is a speed collinear diagram depicting a state where hydraulic brakes are applied.
  • FIG. 19 is a diagram depicting two patterns of the left and right opposite torque control according to the second embodiment.
  • FIG. 20 is a flowchart depicting a flow of the left and right opposite torque control according to the second embodiment.
  • FIG. 21 shows speed collinear diagrams of a left and right opposite torque control of the rear-wheel drive system according to a third embodiment in a time-series fashion, in which (a) is a speed collinear diagram depicting a state where the hydraulic brakes are applied, (b) is a speed collinear diagram depicting a state where a revolution matching is executed, and (c) is a speed collinear diagram depicting a balanced state.
  • FIG. 22 is a diagram depicting a speed difference in a first motor and a speed difference in a second motor.
  • FIG. 23 is a flowchart depicting a flow of the left and right opposite torque control according to the third embodiment.
  • FIGS. 1 to 3 Firstly, one embodiment of a vehicle drive system will be described based on FIGS. 1 to 3 .
  • the vehicle drive system according to the embodiment is such as to use motors as drive sources for driving axles and is used in a vehicle that incorporates, for example, a drive system as shown in FIG. 1 .
  • the vehicle drive system will be described as being used as a rear-wheel drive system.
  • the vehicle drive system may be used for a front-wheel drive system.
  • a vehicle 3 shown in FIG. 1 is a hybrid vehicle having a drive system 6 (hereinafter, referred to as a front-wheel drive system) in which an internal combustion engine 4 and a motor 5 are connected in series at a front part of the vehicle. Power of this front-wheel drive system 6 is transmitted to front wheels Wf via a transmission 7 , while power of a drive system 1 (hereinafter, referred to as a rear-wheel drive system) that is provided at a rear part of the vehicle separately from the front-wheel drive system 6 is designed to be transmitted to rear wheels Wr (RWr, LWr).
  • a drive system 6 hereinafter, referred to as a front-wheel drive system
  • a rear-wheel drive system power of a drive system 1 that is provided at a rear part of the vehicle separately from the front-wheel drive system 6 is designed to be transmitted to rear wheels Wr (RWr, LWr).
  • the motor 5 of the front-wheel drive system 6 and first and second motors 2 A, 2 B of the rear-wheel drive system 1 on a rear wheel Wr side are connected to a battery 9 , so that an electric power supply from the battery 9 and energy regeneration to the battery 9 are enabled.
  • Reference numeral 8 is a control unit for controlling variously the whole of the vehicle.
  • FIG. 2 is an overall vertical sectional view of the rear-wheel drive system 1 .
  • reference numerals 10 A, 10 B denote left and right axles of the rear wheels Wr of the vehicle 3 , and the left and right axles are disposed coaxially in a width direction of the vehicle.
  • a reduction gear case 11 of the rear-wheel drive system 1 is formed into a substantially cylindrical shape in whole.
  • the first and second axle driving motors 2 A, 2 B and first and second epicyclic reduction gears 12 A, 12 B that decrease the speed of driving revolutions of the first and second motors 2 A, 2 B are disposed concentrically with the axles 10 A, 10 B in an interior of the reduction gear case 11 .
  • the first motor 2 A and the first epicyclic reduction gear 12 A function as a left-wheel drive unit for driving a left rear wheel LWr
  • the second motor 2 B and the second epicyclic reduction gear 12 B function as a right-wheel drive unit for driving a right rear wheel RWr.
  • the first motor 2 A and the first epicyclic reduction gear 12 A and the second motor 2 B and the second epicyclic reduction gear 12 B are disposed symmetric laterally in the width direction within the reduction gear case 11 .
  • Stators 14 A, 14 B of the first and second motors 2 A, 2 B are fixed to insides of both left and right end portions of the reduction gear case 11 , and annular rotors 15 A, 15 B are disposed rotatably on inner circumferential sides of the stators 14 A, 14 B.
  • Cylindrical shafts 16 A, 16 B that surround outer circumferences of the axles 10 A, 10 B are connected to inner circumferential portions of the rotors 15 A, 15 B.
  • These cylindrical shafts 16 A, 16 B are supported on end walls 17 A, 17 B and intermediate walls 18 A, 18 B of the reduction gear case 11 via bearings 19 A, 19 B so as to rotate relative to and concentric with the axles 10 A, 10 B.
  • Resolvers 20 A, 20 B that feed information on rotational positions of the rotors 15 A, 15 B back to a controller (not shown) for controlling the first and second motors 2 A, 2 B are provided on outer circumferences of one end portions of the cylindrical shafts 16 A, 16 B and on the end walls 17 A, 17 B of the reduction gear case 11 .
  • the first and second epicyclic reduction gears 12 A, 12 B include sun gears 21 A, 21 B, plural planetary gears 22 A, 22 B that are caused to mesh with the sun gears 21 , planetary carriers 23 A, 23 B that support these planetary gears 22 A, 22 B and ring gears 24 A, 24 B that are caused to mesh with outer circumferential sides of the planetary gears 22 A, 22 B.
  • Driving forces of the first and second motors 2 A, 2 B are inputted into the first and second epicyclic reduction gears 12 A, 12 B from the sun gears 21 A, 21 B and the decelerated driving forces are outputted therefrom through the planetary carriers 23 A, 23 B.
  • the sun gears 21 A, 21 B are formed integrally with the cylindrical shafts 16 A, 16 B.
  • the planetary gears 22 A, 22 B are double pinions that have first pinions 26 A, 26 B that are larger in diameter and which are caused to mesh directly with the sun gears 21 A, 21 B and second pinions 27 A, 27 B that are smaller in diameter than the first pinions 26 A, 26 B, and the first pinions 26 A, 26 B and the second pinions 27 A, 27 B are formed integrally in such a manner that the first and second pinions are concentric and are offset in an axial direction.
  • the planetary gears 22 A, 22 B are supported by the planetary carriers 23 A, 23 B.
  • Axially inner end portions of the planetary carriers 23 A, 23 B extend radially inwards and spline fit on the axles 10 A, 10 B, whereby the planetary carriers 23 A, 23 B are supported on the axles 10 A, 1013 so as to rotate together therewith.
  • the planetary carriers 23 A, 23 B are also supported on the intermediate walls 18 A, 18 B via bearings 33 A, 33 B.
  • the intermediate walls 18 A, 18 B divide motor accommodating spaces where the first and second motors 2 A, 2 B are accommodated and reduction gear spaces where the first and second epicyclic reduction gears 12 A, 12 B are accommodated and are bent so that an axial space defined therebetween expands from a radially outer side to a radially inner side.
  • the bearings 33 A, 33 B that support the planetary carriers 23 A, 23 B are disposed on radially inner sides of the intermediate walls 18 A, 18 B and on sides thereof which face the first and second epicyclic reduction gears 12 A, 12 B, and bus rings 41 A, 41 B for the stators 14 A, 14 B are disposed on radially outer sides of the intermediate walls 18 A, 18 B and sides thereof which face the first and second motors 2 A, 2 B (refer to FIG. 2 ).
  • the ring gears 24 A, 24 B include gear portions 28 A, 28 B that mesh with the second pinions 27 A, 27 B which are smaller in diameter on inner circumferential surfaces thereof, small-diameter portions 29 A, 29 B that are smaller in diameter than the gear portions 28 A, 28 B and which are disposed so as to face oppositely each other in an intermediate position of the reduction gear case 11 and connecting portions 30 A, 30 B that connect axially inner end portions of the gear portions 28 A, 28 B with axially outer end portions of the small-diameter portions 29 A, 29 B in a radial direction.
  • maximum radii of the ring gears 24 A, 24 B are set so as to be smaller than maximum distances of the first pinions 26 A, 26 B from centers of the axles 10 A, 10 B.
  • Both the small-diameter portions 29 A, 29 B spline fit on an inner race 51 of a one-way clutch 50 , which will be described later, and the ring gears 24 A, 24 B rotates together with the inner race 51 of the one-way clutch 50 .
  • a cylindrical space portion is secured between the reduction gear case 11 and the ring gears 24 A, 24 B.
  • hydraulic brakes 60 A, 60 B which are configured as brake units for the ring gears 24 A, 24 B, are disposed in the space portion so as to overlap the first pinions 26 A, 26 B in the radial direction and overlap the second pinions 27 A, 27 B in the axial direction.
  • plural fixed plates 35 A, 35 B that spline fit on an inner circumferential surface of a cylindrical, radially outside support portion 34 that extends in the axial direction on a radially inner side of the reduction gear case 11 and plural rotational plates 36 A, 36 B that spline fit on outer circumferential surfaces of the ring gears 24 A, 24 B are disposed alternately in the axial direction, and these plates 35 A, 35 B, 36 A, 36 B are operated to be engaged with and disengaged from each other by annular pistons 37 A, 37 B.
  • the pistons 37 A, 37 B are accommodated in a reciprocating fashion in annular cylinder compartments 38 A, 38 B that are formed between a horizontally dividing wall 39 that extends radially inwards from the intermediate position of the reduction gear case 11 so as to divide horizontally the interior of the reduction gear case 11 into left and right portions, the radially outside support portion 34 and a radially inside support portion 40 which are connected with each other by the horizontally dividing wall 39 .
  • the pistons 37 A, 37 B are caused to advance by introducing highly pressurized oil into the cylinder compartments 38 A, 38 B, while the pistons 37 A, 37 B are withdrawn by discharging the oil from the cylinder compartments 38 A, 38 B.
  • the hydraulic brakes 60 A, 60 B are connected to an electric oil pump 70 (refer to FIG. 1 ).
  • the pistons 37 A, 37 B have first piston walls 63 A, 63 B and second piston walls 64 A, 64 B which are disposed forward and rearward of each other in the axial direction.
  • These piston walls 63 A, 63 B, 64 A, 64 B are connected together by cylindrical inner circumferential walls 65 A, 65 B. Consequently, annular spaces that are opened radially outwards are formed between the first piston walls 63 A, 63 B and the second piston walls 64 A, 64 B, and these annular spaces are partitioned axially horizontally by partition members 66 A, 66 B that are fixed to inner circumferential surfaces of outer walls of the cylinder compartments 38 A, 38 B.
  • Spaces defined between the horizontally dividing wall 39 of the reduction gear case 11 and the second piston walls 64 A, 64 B are configured as first hydraulic chambers S 1 into which highly pressurized oil is introduced directly, and spaces defined between the partition members 66 A, 66 B and the first piston walls 63 A, 63 B are configured as second hydraulic chambers S 2 that communicate with the first hydraulic chambers S 1 by way of through holes formed in the inner circumferential walls 65 A, 65 B. Spaces defined between the second piston walls 64 A, 64 B and the partition members 66 A, 66 B communicate with the atmospheric pressure.
  • the fixed plates 35 A, 35 B are supported on the radially outside support portion 34 that extends from the reduction gear case 11 , while the rotational plates 36 A, 36 B are supported on the ring gears 24 A, 24 B. Therefore, when both the plates 35 A, 35 B, 36 A, 36 B are pressed against each other by the pistons 37 A, 37 B, a braking force is applied to the ring gears 24 A, 24 B to fix (lock) them in place by virtue of a frictional engagement attained between both the plates 35 A, 35 B and 36 A, 36 B. Then, when the engagement of the plates attained by the pistons 37 A, 37 B is released from that state, the ring gears 24 A, 24 B are permitted to rotate freely.
  • a space portion is secured between the connecting portions 30 A, 30 B of the ring gears 24 A, 24 B that face oppositely each other in the axial direction, and the one-way clutch 50 is disposed in the space portion, the one-way clutch 50 being adapted to transmit only power acting in one direction on the ring gears 24 A, 24 B and to cut off power acting in the other direction.
  • the one-way clutch 50 is such that a number of sprags 53 are interposed between the inner race 51 and an outer race 52 , and the inner race 51 spline fits on the small-diameter portions 29 A, 29 B of the ring gears 24 A, 24 B so as to rotate together therewith.
  • the outer race 52 is positioned by the radially inside support portion 40 while being restricted from rotation.
  • the one-way clutch 50 is brought into engagement when the vehicle 3 travels forwards based on the power of the first and second motors 2 A, 2 B so as to lock the rotation of the ring gears 24 A, 24 B.
  • the one-way clutch 50 is put in an engaged state when torque in a forward direction (a rotational direction when the vehicle 3 travels forwards) at the first and second motors 2 A, 23 is inputted to the rear wheels Wr, while the one-way clutch 50 is put in a disengaged state when torque in a backward direction at first and second the motors 2 A, 2 B is inputted into the rear wheels Wr.
  • the one-way clutch 50 is put in the disengaged state when forward torque at the rear wheels Wr is inputted into the first and second motors 2 A, 2 B, while the one-way clutch 50 is put in the engaged state when backward torque at the rear wheels Wr is inputted into the first and second motors 2 A, 2 B.
  • the one-way clutch 50 permits a rotation of the ring gears 24 A, 24 B in one direction based on the backward torque of the first and second motors 2 A, 2 B
  • the one-way clutch 50 restricts a rotation of the ring gears 24 A, 24 B in the other or opposite direction based on the forward torque of the first and second motors 2 A, 2 B.
  • the one-way clutch 50 and the hydraulic brakes 60 A, 60 B are provided in parallel on a power transmission line between the first and second motors 2 A, 2 B and the rear wheels Wr.
  • the two hydraulic brakes 60 A, 60 B do not have to be provided, and therefore, a hydraulic brake is provided only for one of the first and second epicyclic reduction gears 12 A, 12 B and the remaining space may be used as a breather chamber.
  • control unit 8 (refer to FIG. 1 ) is a control unit for executing various controls in the whole vehicle.
  • Vehicle speed, steering angle, accelerator pedal opening AP, gear position, SOC and oil temperature are inputted into the control unit 8
  • outputted from the control unit 8 are a signal that controls the internal combustion engine 4
  • a signal that controls the first and second motors 2 A, 2 B signals indicating a generating state, charging state and discharging state of the battery 9
  • a control signal that controls the electric oil pump 70 controls the electric oil pump 70 .
  • control unit 8 includes at least a function as a motor control unit for controlling the first and second motors 2 A, 2 B.
  • FIG. 4 is a table depicting a relation between the front-wheel drive system 6 and the rear-wheel drive system 1 in various vehicle states together with operating states of the first and second motors 2 A, 2 B.
  • a front unit denotes the front-wheel drive system 6
  • a rear unit denotes the rear-wheel drive system 1 .
  • Rear motors denote the first and second motors 2 A, 2 B.
  • OWC denotes the one-way clutch 50
  • BRK denotes the hydraulic brakes 60 A, 60 B.
  • FIGS. 5 to 10 , FIGS. 12 to 15 , FIG. 18 , FIG. 19 , FIG. 21 and FIG. 22 depict speed collinear diagrams of the rear-wheel drive system 1 in the various states.
  • LMOT denotes the first motor 2 A
  • RMOT denotes the second motor 2 B
  • S, C and PG on a left-hand side denote the sun gear 21 A of the first epicyclic reduction gear 12 A coupled to the first motor 2 A, the planetary carrier 23 A coupled to the axle 10 A, and the planetary gear 22 A, respectively.
  • S, C and PG on a right-hand side denote the sun gear 21 B of the second epicyclic reduction gear 12 B coupled to the second motor 2 B, the planetary carrier 23 B coupled to the axle 10 B, and the planetary gear 22 B, respectively.
  • R denotes the ring gears 24 A, 24 B
  • BRK denotes the hydraulic brakes 60 A, 60 B
  • OWC denotes the one-way clutch 50 .
  • the rotating direction of the sun gears 21 A, 21 B that are rotated by the first and second motors 2 A, 2 B when the vehicle travels forwards is referred to as a forward direction.
  • a portion above a line denoting a state where the vehicle is stopped denotes a forward rotation
  • a portion below the line denotes a backward rotation.
  • Arrows directed upwards denote forward torque
  • arrows directed downwards denote backward torque.
  • the vehicle is driven through rear-wheel drive by the rear-wheel drive system 1 .
  • the first and second motors 2 A, 2 B are power driven so as to rotate in the forward direction, forward torque is added to the sun gears 21 A, 21 B.
  • the one-way clutch 50 is engaged, and the ring gears 24 A, 24 B are locked.
  • the planetary carriers 23 A, 23 B rotate in the forward direction, whereby the vehicle is allowed to travel forwards.
  • the key position is switched to the ON position and the torque at the first and second motors 2 A, 2 B is increased, whereby the one-way clutch 50 is engaged mechanically, and the ring gears 24 A, 24 B are locked.
  • the hydraulic brakes 60 A, 60 B are controlled to be put in a weakly applied state.
  • the weak application means a state where although power can be transmitted, the hydraulic brakes 60 A, 60 B are applied with a weaker application force than an application force with which the hydraulic brakes 60 A, 60 B are applied normally.
  • the one-way clutch 50 is put in an engaged state, and the power transmission is enabled only by the one-way clutch 50 .
  • the consumed energy that is consumed when the hydraulic brakes 60 A, 60 B are applied is reduced by making the application force of the hydraulic brakes 60 A, 60 B when the one-way clutch 50 is in the engaged state weaker than the application force of the hydraulic brakes 60 A, 60 B when the one-way clutch 50 is in the disengaged state.
  • the vehicle is driven through four-wheel drive involving the front-wheel drive system 6 and the rear-wheel drive system 1 .
  • the rear-wheel drive system 1 is in the same state as the state depicted in FIG. 6 which results when the vehicle is traveling forwards at low vehicle speeds.
  • the vehicle When the vehicle travels forwards at high vehicle speeds, the vehicle is driven through front-wheel drive by the front-wheel drive system 6 . As this occurs, the control of the rear-wheel drive system 1 differs whether or not a request for a yawing moment is made. When no request for a yawing moment is made, the first and second motors 2 A, 2 B are stopped. On the other hand, when a request for a yawing moment is made, a left and right opposite torque control is executed in which the first and second motors 2 A, 2 B generate torque in opposite directions. The left and right opposite torque control will be described later, and here, a case will be described where no request for a yawing moment is made.
  • the first and second motors 2 A, 2 B are stopped.
  • the forward torque attempting to drive the vehicle forwards is applied to the planetary carriers 23 A, 23 B from the axles 10 A, 10 B. Therefore, as described above, the one-way clutch 50 is put in the disengaged state. As this occurs, rotational losses of the sun gears 21 A, 21 B and the first and second motors 2 A, 2 B are inputted into the sun gears 21 A, 21 B as resistance, and rotational losses of the ring gears 24 A, 24 B are produced in the ring gears 24 A, 24 B.
  • the hydraulic brakes 60 A, 60 B are controlled to be put in the released state (OFF). Consequently, the entrained rotation of the first and second motors 2 A, 2 B is prevented, whereby the over speed or revolution of the first and second motors 2 A, 2 b is prevented when the vehicle travels forwards at high vehicle speeds by the front-wheel drive system 6 .
  • the hydraulic brakes 60 A, 60 B are controlled to be put in the applied state. Consequently, the ring gears 24 A, 24 B are fixed in place, and the planetary carriers 23 A, 23 B are rotated backwards, whereby the vehicle is reversed.
  • the running resistance is applied in the forward direction to the planetary carriers 23 A, 23 B from the axles 10 A, 10 B. In this way, when the backward torque at the first and second motors 2 A, 2 B is inputted into the rear wheels Wr, the one-way clutch 50 is put in the disengaged state, and it is not possible to transmit the power only by the one-way clutch 50 .
  • the application and release of the hydraulic motors 60 A, 60 B is controlled according to the driving states of the vehicle, in other words, according to in which direction the first and second motors 2 A, 2 B rotate; in the forward or backward direction, and from which the power is inputted; from the first and second motors 2 A, 2 B or the rear wheels Wr. Further, even when the hydraulic brakes 60 A, 60 B are in the applied state, the application force is adjusted.
  • FIG. 11 is a timing chart of the electric oil pump 70 (EOP), the one-way clutch 50 (OWC), and the hydraulic brakes 60 A, 60 B (BRK) from the time when the vehicle starts from a stopped state to the time when the vehicle stops again through events of EV start ⁇ EV acceleration ⁇ ENG acceleration ⁇ regenerative deceleration ⁇ middle-speed ENG cruising ⁇ ENG+EV acceleration ⁇ high-speed ENG cruising ⁇ regenerative deceleration ⁇ stop ⁇ reversing.
  • EOP electric oil pump 70
  • OWC one-way clutch 50
  • BRK hydraulic brakes 60 A, 60 B
  • the one-way clutch 50 is kept in the disengaged state (OFF) and the hydraulic brakes 60 A, 60 B are kept in the released state (OFF) until the key position is switched to the ON position, the gear is then shifted from the P range to the D range and the accelerator pedal is depressed.
  • EV start and EV acceleration are executed through rear-wheel drive (RWD) by the rear-wheel drive system 1 .
  • RWD rear-wheel drive
  • the one-way clutch 50 is engaged (ON), and the hydraulic brakes 60 A, 60 B are put in the weakly applied state.
  • an ENG driving (FWD) by the internal combustion engine 4 is executed.
  • the one-way clutch 50 is disengaged (OFF), while the hydraulic brakes 60 A, 60 B are kept in the same states as before (in the weakly applied state).
  • the hydraulic brakes 60 A, 60 B are applied (ON) while the one-way clutch 50 is kept disengaged (OFF).
  • the same state as when the ENG driving is executed results while the middle speed cruising by the internal combustion engine 4 is executed.
  • the accelerator pedal is depressed further to switch the driving of the vehicle from front wheel drive to four or all wheel drive (AWD)
  • the one-way clutch 50 is engaged (ON) again.
  • the vehicle speed reaches a high vehicle speed zone from the middle vehicle speed zone
  • the ENG driving (FWD) by the internal combustion engine 4 is executed again.
  • the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60 A, 60 B are released (OFF).
  • a left and right opposite torque control which will be described later, is executed.
  • the left and right opposite torque control is a control in which one motor of the first motor 2 A and the second motor 2 B is controlled so as to produce a forward torque or backward torque and the other motor to produce a backward torque or forward torque that is opposite in direction to the torque produced by the one motor, and thus, the first motor 2 A and the second motor 2 B are controlled so as to produce the torque in the opposite directions.
  • a revolution matching is executed in this state by a manner (A) in which one motor of the first motor 2 A and the second motor 2 B is controlled based on a target speed of the one motor and the other motor is controlled based on a target torque of the other motor or a manner (B) in which both motors of the first motor 2 A and the second motor 2 B are controlled based on target torques of both the motors and a correction torque is added only to the one motor of the first motor 2 A and the second motor 2 B to cause the one motor to attain its target speed.
  • Backward torque denotes torque applied in a direction in which the rotation in the backward direction is increased or torque applied in a direction in which the rotation in the forward direction is decreased.
  • a case where either of the first and second motors 2 A, 2 B is controlled to attain an arbitrary target speed (hereinafter, referred to as a motor target speed) will be referred to as a first embodiment
  • a case where either of the first and second motors 2 A, 2 B is controlled to attain the motor target speed so that the ring gears 24 A, 24 B attain a ring gear target speed will be referred to as a second embodiment
  • a case where either of the first and second motors 2 A, 2 B is controlled to attain the motor target speed based on the speed of the planetary gears 22 A, 22 B will be referred to as a third embodiment.
  • the revolution state quantity is not limited to the motor speed (r/min), and hence, other revolution state quantities such as an angular velocity (rad/s) may be used.
  • other revolution state quantities such as an angular velocity (rad/s) may be used.
  • other torque state quantities such as a motor current (A) that is correlated with the motor torque may be used.
  • FIG. 12 is a speed collinear diagram of the rear-wheel drive system when a left and right opposite torque control is executed (before a target revolution is attained) while the vehicle is traveling forwards at high vehicle speeds.
  • vectors depicting losses that are normally generated in the individual rotational elements are omitted.
  • the vehicle While the vehicle is traveling forwards at high vehicle speeds, the vehicle is driven through front-wheel drive by the front-wheel drive system 6 as described above, and therefore, the one-way clutch 50 is disengaged. As this occurs, the hydraulic brakes 60 A, 60 B are controlled to be put in the released state. Consequently, the coupled ring gears 24 A, 24 B are allowed to rotate without being locked.
  • a torque control is executed on the first motor 2 A based on the target torque so that a first motor torque TM 1 in the forward direction is produced, and a speed control is executed on the second motor 2 B based on the motor target speed so that a second motor torque TM 2 in the backward direction is produced.
  • An absolute value of the second motor torque TM 2 is set to a larger value than an absolute value of the first motor torque TM 1 .
  • the first motor torque TM 1 in the forward direction acts on the sun gear 24 A.
  • forward torque (not shown) that attempts to drive the vehicle forwards is applied to the planetary carriers 23 A, 23 B from the axles 10 A, 10 B.
  • the planetary gear 23 A functions as a fulcrum, and the first motor torque M 1 in the forward direction is applied to the sun gear 21 A which functions as a point of application, whereby a first motor torque distributed force TM 1 ′ in the backward direction acts on the ring gears 24 A, 24 B which function as a point of action (refer to FIG. 13 ).
  • the planetary carrier 23 B functions as a fulcrum, and the first motor torque distributed force TM 1 ′ in the backward direction is applied to the ring gears 24 A, 24 B which function as the point of application, whereby a first motor torque distributed force TM 1 ′′ in the forward direction acts on the sun gear 21 B which functions as a point of action (refer to FIG. 13 ).
  • the second motor torque TM 2 in the backward direction acts on the sung gear 21 B.
  • the second motor torque TM 2 can be divided into a balancing torque Tb whose absolute value equals the absolute value of the first motor torque TM 1 and which acts in the backward direction and a speed controlling torque Tnc in the backward direction which is the remaining of the second motor torque TM 2 .
  • the planetary carrier 23 B functions as a fulcrum, and the balancing torque Tb in the backward direction and the speed controlling torque Trio in the backward direction are applied to the sun gear 21 B which functions as a point of application, whereby a balancing torque distributed force Tb′ in the forward direction and a speed controlling torque Tnc′ in the forward direction act on the ring gears 24 A, 24 B which function as a point of action (refer to FIGS. 12 , 13 ).
  • the planetary carrier 23 A functions as a fulcrum, and the balancing torque distributed force Tb′ in the forward direction and the speed controlling torque Tnc′ in the forward direction are applied to the ring gears 24 A, 24 B which function as a point of application, whereby a balancing torque distributed force Tb′′ in the backward direction and a speed control torque distributed force Tnc′′ in the backward direction act on the sun gear 21 A which functions as a point of action (refer to FIGS. 12 , 13 ).
  • the first motor torque TM 1 and the balancing torque Tb are opposite in direction and equal in magnitude (absolute values), and therefore, as shown in FIG. 13 , the first motor torque TM 1 in the forward direction and the balancing torque distributed force Tb′′ in the backward direction which both act on the sun gear 21 A cancel each other, and the first motor torque distributed force TM 1 ′ in the backward direction and the balancing torque distributed force Tb′ in the forward direction which both act on the ring gears 24 A, 24 B cancel each other, the first motor torque distributed force TM 1 ′′ in the forward direction and the balancing torque Tb in the backward direction which both act on the sun gear 21 B canceling each other.
  • the sun gears 21 A, 21 B and the ring gears 24 A, 24 B are allowed to balance so that their rotating states are maintained by the first motor torque TM 1 and the balancing torque Tb.
  • a carrier torque TT 1 in the forward direction that is obtained by multiplying the first motor torque TM 1 by a reduction ratio of the first epicyclic reduction gear 12 A acts on the planetary carrier 23 A
  • a carrier torque TT 2 in the backward direction that is obtained by multiplying the balancing torque Tb by a reduction ratio of the second epicyclic reduction gear 12 B acts on the planetary carrier 23 B.
  • the speed controlling torque Tnc and the speed controlling torque distributed force Tnc′ and the speed controlling torque distributed force Tnc′′ which are distributed force of the speed controlling torque Tnc, are not outputted to the planetary carriers 23 A, 23 B and are consumed to change the speeds of the sun gears 21 A, 21 B and the ring gears 24 A, 24 B.
  • the speed controlling torque Tnc in the backward direction of the second motor torque TM 2 that acts on the sun gear 21 B and the speed controlling torque distributed force Tnc′′ in the backward direction that is the distributed force of the speed controlling torque Tnc and which acts on the sun gear 21 A each decrease the speeds of the sun gears 21 A, 21 B, that is, the speeds of the first and second motors 2 A, 2 B, and the speed controlling torque distributed force Tnc′ in the forward direction that acts on the ring gears 24 A, 24 B increases the speeds of the ring gears 24 A, 24 B.
  • a resistance force not shown, that equals the inertia of the ring gears 24 A, 24 B functions to resist a reaction force and is outputted to the planetary carrier 23 B, and therefore, the speed controlling torque Tnc is to be controlled so as not to change drastically.
  • FIG. 14 is a speed collinear diagram of the rear-wheel drive system when the left and right opposite torque control according to the first embodiment is executed (after the target revolution is reached).
  • the first motor torque TM 1 balances the second motor Torque TM 2 in such a state that the second motor 23 holds the motor target speed, and the clockwise yawing moment so produced is maintained.
  • a left rear wheel target torque of the left rear wheel LWr is referred to as WTT 1
  • a right rear wheel target torque of the right rear wheel RWr is referred to as WTT 2
  • a total target torque of the left and right rear wheels LWr, RWr (a sum of a left rear wheel torque and a right rear wheel torque)
  • TRT a target torque difference of the left and right rear wheels LWr, RWr (a difference between the left rear wheel torque and the right rear wheel torque)
  • ⁇ TT target torque difference of the left and right rear wheels LWr, RWr (a difference between the left rear wheel torque and the right rear wheel torque)
  • Tr a tread width (a distance between the left and right rear wheels LWr, RWr) is referred to as Tr, ⁇ TT is expressed by the following expression (3).
  • the torque produced in the same direction by the first and second motors 2 A, 2 B is not transmitted in a longitudinal direction of the vehicle 3 while the ring gears 24 A, 24 B are rotating, and therefore, the total target torque TRT of the left and right rear wheels LWr, RWr is zero. Consequently, the target torques WTT 1 , WTT 2 of the left and right rear wheels LWr, RWr are determined primarily from the expressions (1), (2) above.
  • the target torque TTM 1 of the first motor 2 A is calculated from the following expression (5).
  • TTM 1 (1/Ratio) ⁇ WTT 1 (5)
  • Ratio is the reduction ratio of the first and second epicyclic reduction gears 12 A, 12 B.
  • the target torque TTM 1 of the first motor 2 A is expressed by the following expression (6) from the expressions (4), (5).
  • TTM 1 (1/Ratio) ⁇ TT/ 2 (6)
  • the target torque difference ⁇ TT between the left and right rear wheels LWr, RWr is obtained based on the target yawing moment YMT of the vehicle 3 , and a value obtained by dividing the torque that is half the target torque difference ⁇ TT by the reduction ratio of the first epicyclic reduction rear 12 A is referred to as the target torque TTM 1 of the first motor 2 A on which the torque control is executed, whereby a desired yawing moment can be produced.
  • the motor target speed used in executing the speed control is obtained based on at least one of the efficiency of the second motor 2 B and the efficiency of an electric power supply unit that supplies electric power to the second motor 2 B.
  • the speed of the first and second motors 2 A, 2 B is associated with the rotation of the planetary carriers 23 A, 23 B and becomes a predetermined speed that corresponds to the reduction ratio of the first and second epicyclic reduction gears 12 A, 12 B.
  • the electric power supply unit is made up of a PDU, not shown, which includes an inverter or a three-phase wire and is mainly made up of a PDU.
  • the motor target speed may also be obtained based only on the efficiency of the second motor 2 B.
  • the motor target speed is obtained in an experimental fashion, the preparation of an efficiency map is facilitated, and when the motor target speed is obtained through sequential detection and estimation, it is possible to reduce the control quantity.
  • the pattern is described in which the motor target speed of the second motor 2 B is lower than an actual speed thereof (hereinafter, referred to as a motor actual speed) and the clockwise yawing moment is produced.
  • a motor actual speed an actual speed thereof
  • the electric motor on which the torque control is to be executed and the electric motor on which the speed control is to be executed are determined based on whether the motor target speed is higher or lower than the motor actual speed and whether the target yawing moment is clockwise or counterclockwise.
  • the target yawing moment command is signed as “positive” and if the target yawing moment is counterclockwise, the target yawing moment command is signed as “negative.” If the motor actual speed is smaller than the motor target speed (motor actual speed>motor target speed) and hence, the motor actual speed is increased, the motor speed controlling direction is signed as “positive” and if the motor actual speed is larger than the motor target speed (motor actual speed>motor target speed) and hence, the motor actual speed is decreased, the motor speed controlling direction is signed as “negative.”
  • control selection sign A control selection sign obtained by multiplying “positive” by “positive” or multiplying “negative” by “negative” is referred to as “positive,” whereas a control selection sign obtained by multiplying “positive” by “negative” and multiplying “negative” by “positive,” is referred to as “negative.”
  • one motor of the first motor 2 A and the second motor 2 B is controlled based on the target speed of the one motor, and the other motor is controlled based on the target torque of the other motor, whereby it is possible to control the one motor to attain the motor target speed while satisfying the target yawing moment even in a state where the ring gears 24 A, 24 B are allowed to rotate freely without being fixed by the hydraulic brakes 60 A, 60 B and the one-way clutch 50 .
  • By setting the motor target speed based on the efficiency of the one motor, it is possible to realize energy saving and an improvement in fuel economy.
  • the left and right opposite torque control of this embodiment is a control in which the first and second motors 2 A, 2 B are controlled so that the ring gears 24 A, 24 B attain their ring gear target speed.
  • a configuration will be described as an example in which a correction torque is added to the second motor 2 B so that the ring gears 24 A, 24 B are put in a zero rotation state for application of the hydraulic brakes 60 A, 60 B, whereby the first and second motors 2 A, 2 B are allowed to attain the motor target speed.
  • the torque control is executed on the first motor 2 A based on the target torque so that a first motor torque TM 1 in the backward direction is produced, and the torque control is executed on the second motor 2 B so that a second motor torque TM 2 in the forward torque is produced that is equal in magnitude to and which is opposite in direction to the first motor torque TM 1 .
  • the ring gear target speed of the ring gears 24 A, 24 B is set to zero so as to apply the hydraulic brakes 60 A, 60 B, and in order to reduce the rotation of the ring gears 24 A, 24 B to zero, as shown in FIG. 18( b ), a correction torque Tad in the forward direction is added further to the second motor 2 B that is producing the forward torque.
  • the planetary carrier 23 B functions as a fulcrum, and the correction torque Tad in the forward direction is applied to the sun gear 21 B which functions as a point of application, whereby a correction torque distributed force Tad′ in the backward direction acts on the ring gears 24 A, 24 B which function as a point of action.
  • the planetary carrier 23 A functions as a fulcrum, and the correction torque distributed force Tad′ in the backward direction is applied to the ring gears 24 A, 24 B which function as a point of application, whereby a correction torque distributed force Tad′′ in the forward direction acts on the sun gear 21 A which functions as a point of action.
  • the correction torque Tad and the correction torque distributed force Tad′ and the correction torque distributed force Tad′′ which are distributed force of the correction torque Tad, are not outputted to the planetary carriers 23 A, 23 B and are consumed to change the speeds of the sun gears 21 A, 21 B and the ring gears 24 A, 24 B.
  • the correction torque Tad and the correction torque distributed force Tad′′ increase the speeds of the ring gears 24 A, 24 B, that is, the speeds of the first and second motors 2 A, 2 B, respectively, while the correction torque distributed force Tad′ in the backward direction which acts on the ring gears 24 A, 24 B decreases the speed of the ring gears 24 A, 248 .
  • the speed of the second motor 2 B eventually becomes the motor target speed
  • the speed of the ring gears 24 A, 24 B eventually becomes substantially zero which is the ring gear target speed.
  • the target torque used in executing the torque control is obtained based on the target yawing moment. How to obtain this target torque is similar to that described in the first embodiment.
  • TTM 1 ′ target torque of the first motor 2 A which is connected to the left rear wheel LWr
  • TTM 2 ′ target torque of the second motor 2 B which is connected to the right rear wheel RWr
  • TTM 1 ′, TTM 2 ′ of the first and second motors 2 A, 2 B which are disposed left and right are calculated from the following expressions (5)′, (7).
  • TTM 1′ (1/Ratio) ⁇ WTT 1 (5)′
  • TTM 2′ (1/Ratio) ⁇ WTT 2 (7)
  • Ratio is the reduction ratio of the first and second epicyclic reduction gears 12 A, 12 B.
  • the first target motor torque TTM 1 ′ and the second target motor torque TTM 2 ′ are expressed by the following expressions (6)′, (8) from the expressions (4), (5)′, (7).
  • TTM 1′ (1/Ratio) ⁇ TT/ 2 (6)′
  • TTM 2′ ⁇ (1/Ratio) ⁇ TT/ 2 (8)
  • a target torque difference ⁇ TT between the first motor 2 A and the second motor 2 B is obtained based on the target yawing moment YMT of the vehicle 3 , and values obtained by dividing a torque that is half the target torque difference ⁇ TT by the reduction radio of the first and second epicyclic reduction gears 12 A, 12 B are controlled as the target torques of the first motor 2 A and the second motor 2 B, whereby it is possible to produce a desired yawing moment.
  • the pattern ( FIG. 19( b )) to produce the counterclockwise yawing moment is described.
  • the torque control is executed on the first motor 2 A based on the target torque so that a first motor torque TM 1 in the forward direction is produced, and the torque control is executed on the second motor 2 B so that a second motor torque TM 2 in the backward direction is produced that is equal in magnitude to and which is opposite in direction to the first motor torque TM 1 .
  • a correction torque Tad that contributes to the speed control is added to the first motor 2 A.
  • the target speed of the ring gears 24 A, 24 B is set to zero for application of the hydraulic brakes 60 A, 60 B.
  • a similar control is also possible when the ring gear target speed of the ring gears 24 A, 24 B is set to zero for engagement of the one-way clutch 50 .
  • the ring gear target speed of the ring gears 24 A, 24 B may be set so that the ring gears 24 A, 24 B rotate in the forward direction and are put in a substantially zero state.
  • a motor target speed is calculated from a wheel speed (S 22 ). This is intended to detect a motor target speed of the first motor 2 A and the second motor 2 B at which the rotation of the ring gears 24 A, 24 B becomes zero in anticipation of a case where the hydraulic brakes 60 A, 60 B are applied.
  • a correction torque is calculated according to a rotation difference between the motor target speed and an actual motor speed (S 23 ).
  • the first motor 2 A is selected (S 25 ).
  • the second motor 2 B is selected (S 26 ).
  • the correction torque is added to either of the motors that was selected in S 25 or S 26 (S 27 ).
  • the hydraulic brakes 60 A, 60 B can be applied in such a state that the speed of the ring gears 24 A, 24 B is decreased to substantially zero.
  • the hydraulic brakes 60 A, 60 B by applying the hydraulic brakes 60 A, 60 B in such a state that the speed of the ring gears 24 A, 24 B is decreased to substantially zero, it is possible to reduce the deterioration of the hydraulic brakes 60 A, 60 B.
  • the first motor torque TM 1 balances the second motor torque TM 2 , thereby it is possible to produce a yawing moment.
  • the target speed of the first and second motors 2 A, 2 B may be obtained based on the speed of the planetary carriers 23 A, 23 B or the speed of the left wheel LWr or the right wheel RWr in addition to the ring gear target speed of the ring gears 24 A, 24 B. By so doing, it is possible to control the rotation of the ring gears 24 A, 24 B with greater accuracy.
  • both the first motor 2 A and the second motor 2 B are controlled based on the target torque of both the motors, and the motor target speed of the first motor 2 A and the second motor 2 B is obtained based on the ring gear target speed.
  • the correction torque to allow the motors to attain the motor target speed is added only to one motor of the motors.
  • the motor target speed is set so that the rotation of the ring gear target speed becomes substantially zero, whereby the hydraulic brakes 60 A, 60 B are allowed to be applied when the rotation of the ring gears 24 A, 24 B becomes substantially zero, thereby making it possible to reduce the shock produced when the hydraulic brakes 60 A, 60 B are applied and the deterioration thereof.
  • the left and right opposite torque control of this embodiment is a control in which the first and second motors 2 A, 2 B are controlled so that one of the planetary gears 22 A, 22 B is allowed to attain a planetary gear target speed.
  • a configuration will be described as an example in which a correction torque is added to the first motor 2 A so that the rotating direction of the planetary gears 22 A, 22 B is not reversed so as to prevent a backlash that would otherwise be produced by the reversing of the rotating direction of the planetary gears 22 A, 22 B.
  • FIG. 21( a ) is a speed collinear diagram of the rear-wheel drive system while the vehicle 3 is turning to the left.
  • the torque control is executed on the first motor 2 A based on the target torque so that a first motor torque TM 1 in the backward direction is produced, and the torque control is executed on the second motor 2 B so that a second motor torque TM 2 in the forward direction is produced that is equal in magnitude to and which is opposite in direction to the first motor torque TM 1 .
  • a carrier torque TT 1 in the backward direction that is obtained by multiplying the first motor torque TM 1 in the backward direction by the reduction ratio of the first epicyclic reduction gear 12 A is applied to the planetary carrier 23 A
  • a carrier torque TTM 2 in the forward direction that is obtained by multiplying the second motor torque TM 2 in the forward direction by the reduction ratio of the second epicyclic reduction gear 12 B is applied to the planetary carrier 23 B, whereby a counterclockwise yawing moment M is produced by the carrier torques TT 1 , TT 2 .
  • the speeds of the sun gear 21 B and the planetary carrier 23 B of the second epicyclic reduction gear 12 B becomes larger those of the sun gear 21 A and the planetary carrier 23 A of the first epicyclic reduction gear 12 A according to a difference in rotation between the left rear wheel LWr and the right rear wheel RWr.
  • a point (A 1 ) on an extension that is extended further from a collinear diagram that connects together the sun gear 21 A (S), the planetary carrier 23 A (C), and the ring gear 24 A (R) of the first epicyclic reduction gear 12 A denotes the speed (of rotation on its own axis) of the planetary gear 22 A (PG)
  • a point (B 1 ) on an extension that is extended further from a collinear diagram that connects together the sun gear 21 B (S), the planetary carrier 23 B (C), and the ring gear 24 B (R) denotes the speed (of rotation on its own axis) of the planetary gear 22 B (PG).
  • a planetary gear target speed A 2 is set near to the zero rotation so that the rotating direction of the planetary gear 22 A that is rotating backwards is not reversed and that the speed (the absolute value) is reduced to a small level, and a speed difference DA between a motor actual speed MA 1 of the first motor 2 A and a motor target speed MA 2 of the first motor 2 A that is obtained based on the planetary gear target speed A 2 and the speed of the planetary carrier 23 A is calculated (refer to FIG. 22 ).
  • a planetary gear target speed B 2 is set near to the zero rotation so that the rotating direction of the planetary gear 22 B that is rotating backwards is not reversed and that the speed (the absolute value) is reduced to a small level, and a speed difference DB between a motor actual speed MB 1 of the second motor 2 B and a motor target speed MB 2 of the second motor 2 B that is obtained based on the planetary gear target speed B 2 and the speed of the planetary carrier 23 B is calculated (refer to FIG. 22 ).
  • the speed difference DA at the first motor 2 A is compared with the speed difference DB at the second motor 2 B, and the first motor 2 A whose speed difference is small is determined as the motor to which the correction torque is added, that is, as the motor having the motor target speed.
  • the hydraulic brakes 60 A, 60 B are released, and a correction torque Tad in the backward direction is added further to the first motor 2 A that is determined as the motor having the motor target speed.
  • the planetary carrier 23 A functions as a fulcrum, and the correction torque Tad in the backward direction is applied to the sun gear 21 A which functions as a point of application, whereby a correction torque distributed force Tad′ acts on the ring gears 24 A, 24 B which function as a point of action.
  • the planetary carrier 23 B functions as a fulcrum, and the correction torque Tad′ in the forward direction is applied to the ring gears 24 A, 24 B which function as a point of application, whereby a correction torque distributed force Tad′′ in the backward direction acts on the sun gear 21 B which functions as a point of action. Due to there being basically no torque that balances them, the correction torque Tad and the correction torque distributed force Tad′ and the correction torque distributed force Tad′′, which are distributed force of the correction torque Tad, are not outputted to the planetary carriers 23 A, 23 B and are consumed to change the speeds of the sun gears 21 A, 21 B and the ring gears 24 A, 24 B.
  • the correction torque Tad and the correction torque distributed force Tad′′ decrease the speeds of the sun gears 21 A, 21 B, that is, the speeds of the first and second motors 2 A, 2 B, respectively, and the correction torque distributed force Tad′ in the forward direction which acts on the ring gears 24 A, 24 B increases the speeds of the ring gears 24 A, 24 B and the planetary gear 22 A.
  • the speed of the first motor 2 A eventually becomes the motor target speed MA 2
  • the speed of the planetary gear 22 A eventually becomes the planetary gear target speed A 2 .
  • the speed of the sun gear 22 B that is, the speed of the second motor 2 B is determined primarily by the speed of the planetary carrier 23 B which is coupled to the right rear wheel RWr and the speed of the ring gears 24 A, 24 B.
  • the speed difference DA at the first motor 2 A differs from the speed difference DB at the second motor 2 B, the speed of the second motor 2 B does not constitute the motor target speed MB 2 .
  • the target torque used in executing the torque control is obtained based on the target yawing moment, and how to obtain this target torque is similar to that of the second embodiment, and therefore, the description thereof will be omitted here.
  • the motor actual speed MA 1 of the first motor 2 A and the motor actual speed MB 1 of the second motor 2 B are obtained (S 32 ).
  • the planetary gear target speed A 2 is set near to the zero rotation so that the rotating direction of the planetary gear 22 A that is rotating is not reversed, and a motor target speed MA 2 of the first motor 2 A then is calculated.
  • the planetary gear target speed B 2 is set near to the zero rotation so that the rotating direction of the planetary gear 22 B that is rotating is not reversed, and a motor target speed MB 2 of the second motor 2 B then is calculated (S 33 ).
  • a speed difference DA between the motor actual speed MA 1 of the first motor 2 A and the motor target speed MA 2 of the first motor 2 A that were detected or calculated in S 32 and S 33 is calculated.
  • a speed difference DB between the motor actual speed MB 1 of the second motor 2 B and the motor target speed MB 2 of the second motor 2 B is calculated (S 34 ).
  • step S 35 it is detected whether or not the speed difference DA of the first motor 2 A is smaller than the speed difference DB of the second motor 2 B (S 35 ). If it is determined in step S 35 that the speed difference DA of the first motor 2 A is smaller than the speed difference DB of the second motor 2 B, the first motor 2 A is selected (S 36 ), whereas if it is determined in step S 35 that the speed difference DA of the first motor 2 A is larger than the speed difference DB of the second motor 2 B, the second motor 2 B is selected (S 37 ).
  • the calculation of the motor target speed in the third embodiment may be executed in parallel with the calculation of the motor target speed in the first embodiment. Namely, the calculation of the motor target speed based on the planetary gear target speed may be executed in parallel with the calculation of the motor target speed based on the efficiencies of the motors and the electric power supply unit that supplies electric power to the motors. By adopting this approach, the consumed electric power can be reduced while preventing the occurrence of a backlash.
  • the motor target speed that is obtained based on the planetary gear target speed should take priority over the motor target speed that is obtained based on the efficiencies of the motors and the electric power supply unit that supplies electric power to the motors.
  • the calculation of the motor target speed in the third embodiment may be executed in parallel with the calculation of the motor target speed in the second embodiment. Namely, the calculation of the motor target speed based on the planetary gear target speed may be executed in parallel with the calculation of the motor target speed based on the ring gear target speed.
  • the motor target speed that is obtained based on the ring gear target speed should take priority over the motor target speed that is obtained based on the planetary gear target speed.
  • both the motors of the first motor 2 A and the second motor 2 B are controlled based on the target torque of both the motors, and the motor target speed of the one motor of the first motor 2 A and the second motor 2 B is obtained based on the target speed of the planetary gears 22 A, 22 B.
  • the correction torque to allow the motors to attain the motor target speed is added only to the one motor.
  • the motor target speed is set so that the rotating direction of the planetary gears 22 A, 22 B that are rotating is not reversed, thereby making it possible to prevent a disturbance in torque that would otherwise be produced in the rear wheels Wr by the backlash produced.
  • the hydraulic brakes 60 A, 60 B do not have to be provided individually for the ring gears 24 A, 24 B, and hence, at least one hydraulic brake and at least one one-way clutch should be provided on the coupled ring gears 24 A, 24 B. Either or both of the hydraulic brake and the one-way clutch may be omitted.
  • connection/disconnection unit mechanical or electromagnetic brakes can also be selected, for example.
  • first and second motors 2 A, 2 B are connected to the sun gears 21 A, 21 B, respectively, and the ring gears are coupled together, in the embodiments, the sun gears may be coupled together, and the first and second motors may be connected to the ring gears.
  • the front-wheel drive system may be such that the motor is used as a single drive source without using the internal combustion engine.

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  • Chemical & Material Sciences (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Motor Power Transmission Devices (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
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CN106143206B (zh) * 2015-03-25 2018-12-21 比亚迪股份有限公司 用于车辆的动力传动系统及其换挡控制方法
SE538926C2 (en) * 2015-06-17 2017-02-21 Scania Cv Ab Method for changing gears in a drive system comprising an engine, two electric machines and a transmission
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KR102440502B1 (ko) * 2017-09-26 2022-09-06 현대자동차주식회사 코일 멀티냉각패스방식 구동 모터 및 친환경차량
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US20170349038A1 (en) 2017-12-07
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