JP6802637B2

JP6802637B2 - Drive

Info

Publication number: JP6802637B2
Application number: JP2016067852A
Authority: JP
Inventors: 将吾高野; 真利野口
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2016-03-30
Filing date: 2016-03-30
Publication date: 2020-12-16
Anticipated expiration: 2036-03-30
Also published as: JP2017184442A

Description

本発明は、電動機と被駆動部との動力伝達経路上に、断接手段が設けられた駆動装置に関する。 The present invention relates to a drive device in which a disconnection means is provided on a power transmission path between the electric motor and the driven portion.

特許文献１には、車両の左車輪を駆動する第１電動機と、第１電動機と左車輪との動力伝達経路上に設けられた第１遊星歯車式変速機と、を有する左車輪駆動装置と、車両の右車輪を駆動する第２電動機と、第２電動機と右車輪との動力伝達経路上に設けられた第２遊星歯車式変速機と、を有する右車輪駆動装置と、を備える車両用駆動装置が記載されている。第１及び第２遊星歯車式変速機は、サンギヤにそれぞれ第１及び第２電動機が接続され、プラネタリキャリアにそれぞれ左車輪及び右車輪が接続され、リングギヤ同士が互いに連結されている。また、連結されたリングギヤには、リングギヤを解放又は締結することによりリングギヤの回転を制動するブレーキ手段と、電動機側の一方向の回転動力が車輪側に入力されるときに係合状態となるとともに、電動機側の他方向の回転動力が車輪側に入力されるときに非係合状態となり、車輪側の一方向の回転動力が電動機側に入力されるときに非係合状態となるとともに、車輪側の他方向の回転動力が電動機側に入力されるときに係合状態となる一方向クラッチと、が設けられている。 Patent Document 1 describes a left wheel driving device including a first electric motor for driving the left wheel of a vehicle, and a first planetary gear type transmission provided on a power transmission path between the first electric motor and the left wheel. For vehicles including a second electric motor for driving the right wheel of the vehicle and a right wheel drive device having a second planetary gear type transmission provided on a power transmission path between the second electric motor and the right wheel. The drive unit is described. In the first and second planetary gear type transmissions, the first and second electric motors are connected to the sun gear, respectively, the left wheel and the right wheel are connected to the planetary carrier, respectively, and the ring gears are connected to each other. Further, the connected ring gear is engaged with a braking means that brakes the rotation of the ring gear by releasing or fastening the ring gear, and when the rotational power in one direction on the electric motor side is input to the wheel side. , When the rotational power in the other direction on the electric motor side is input to the wheel side, the wheel becomes disengaged, and when the rotational power in one direction on the wheel side is input to the electric motor side, the wheel becomes disengaged. A one-way clutch that engages when rotational power in the other direction on the side is input to the electric motor side is provided.

この車両用駆動装置において、電動機側の一方向の回転動力が車輪側に入力されると、電動機と車輪とが接続状態となるようにブレーキ手段を締結し、電動機と車輪とが接続状態で車速が所定車速以上になったとき、電動機の過回転を防止するため、締結していたブレーキ手段を解放することが記載されている。ブレーキ手段を解放すると、リングギヤの損失よりも電動機の損失の方が大きいため、通常、電動機の回転数が下がると共にリングギヤが回転し始め、やがて電動機が停止しリングギヤが回転し続ける状態となる。 In this vehicle drive device, when the rotational power in one direction on the electric motor side is input to the wheel side, the braking means is fastened so that the electric motor and the wheel are connected, and the vehicle speed is connected between the electric motor and the wheel. It is described that the brake means that has been fastened is released in order to prevent the electric motor from over-rotating when the speed exceeds a predetermined vehicle speed. When the braking means is released, the loss of the electric motor is larger than the loss of the ring gear. Therefore, normally, the ring gear starts to rotate as the rotation speed of the electric motor decreases, and then the electric motor stops and the ring gear continues to rotate.

特開２０１２−２１４１７６号公報Japanese Unexamined Patent Publication No. 2012-214176

ところで、特許文献１に記載の車両用駆動装置では、ブレーキ手段の一部がケースの下方に貯留したオイル貯留部に位置している。そのため、低温時等のオイルの粘性が高いときにはオイルの攪拌抵抗力が大きくなり、ブレーキ手段を解放しても電動機の回転数が所定値よりも下がらず、損失が大きい状態で電動機が回る続ける虞があった。 By the way, in the vehicle drive device described in Patent Document 1, a part of the braking means is located in the oil storage portion stored under the case. Therefore, when the viscosity of the oil is high such as at low temperature, the stirring resistance of the oil becomes large, and even if the braking means is released, the rotation speed of the motor does not drop below the predetermined value, and the motor may continue to rotate with a large loss. was there.

本発明は、上記課題に鑑みてなされたものであり、断接手段の解放時における損失を低減可能な駆動装置を提供することを目的とする。 The present invention has been made in view of the above problems, and an object of the present invention is to provide a drive device capable of reducing a loss when the connecting / disconnecting means is released.

上記の目的を達成するために、請求項１に記載の発明は、
車両（例えば、後述の実施形態の車両３）の駆動力を発生する電動機（例えば、後述の実施形態の第１及び第２電動機２Ａ、２Ｂ）と、
前記電動機を制御する電動機制御装置（例えば、後述の実施形態の制御装置８）と、
前記電動機と前記車両の車輪（例えば、後述の実施形態の後輪Ｗｒ）との動力伝達経路上に設けられ、解放又は締結することにより電動機側と車輪側とを遮断状態又は接続状態にする湿式多板式の断接手段（例えば、後述の実施形態の油圧ブレーキ６０）と、
前記断接手段の遮断状態と接続状態との切り替えを制御する断接手段制御装置（例えば、後述の実施形態の制御装置８）と、を備える駆動装置（例えば、後述の実施形態の後輪駆動装置１）であって、
前記電動機制御装置は、前記湿式多板式の断接手段の多板部（例えば、後述の実施形態の固定プレート３５、回転プレート３６）の冷却に供される液状流体（例えば、後述の実施形態のオイル）の粘性が高く、前記断接手段が解放された状態で前記電動機に連れまわりが生じるときに、
前記断接手段を解放した状態で前記電動機の前記連れまわりの状態が収束する回転状態量である収束回転状態量よりも小さな回転状態量で前記電動機を回転させる低回転制御（例えば、後述の実施形態の低回転制御）と、
前記断接手段を解放した状態で前記収束回転状態量で前記電動機を回転させる収束回転制御（例えば、後述の実施形態の収束回転制御）と、を実行可能に構成され、
前記電動機制御装置は、前記液状流体の粘性が高く、前記断接手段が解放された状態で前記電動機に連れまわりが生じるときに、前記電動機が前記収束回転状態量で回転する際の損失を算出し、前記損失に基づいて、前記低回転制御と前記収束回転制御とのいずれか一方を実行する。 In order to achieve the above object, the invention according to claim 1 is
An electric motor (for example, the first and second electric motors 2A and 2B of the embodiment described later) that generates a driving force of a vehicle (for example, the vehicle 3 of the embodiment described later) and
An electric motor control device for controlling the electric motor (for example, a control device 8 according to an embodiment described later) and
A wet type that is provided on the power transmission path between the electric motor and the wheels of the vehicle (for example, the rear wheel Wr of the embodiment described later) and is released or fastened to shut off or connect the electric motor side and the wheel side. Multi-plate type disconnection means (for example, the hydraulic brake 60 of the embodiment described later) and
A drive device including a disconnection means control device (for example, the control device 8 of the embodiment described later) for controlling switching between the cutoff state and the connection state of the disconnection means (for example, rear wheel drive of the embodiment described later). Device 1)
The electric motor control device is a liquid fluid (for example, of the embodiment described later) used for cooling a multi-plate portion (for example, the fixed plate 35 and the rotating plate 36 of the embodiment described later) of the wet multi-plate type connecting means. When the viscosity of the oil) is high and the electric motor is accompanied by the electric motor in a state where the connecting means is released,
Low rotation control for rotating the electric motor with a rotational state amount smaller than the convergent rotational state amount, which is the rotational state amount at which the accompanying state of the electric motor converges in a state where the disconnection means is released (for example, the implementation described later). Low rotation control of form) and
Convergent rotation control (for example, convergent rotation control according to the embodiment described later) for rotating the electric motor with the convergent rotation state amount in a state where the disconnection means is released can be executed.
The electric motor control device calculates the loss when the electric motor rotates in the convergent rotation state amount when the liquid fluid has a high viscosity and the electric motor is accompanied by the electric motor in a state where the disconnection means is released. and, based on said loss, it said executing one of said convergence rotation control with low rotation control.

また、請求項２に記載の発明は、請求項１に記載の構成に加えて、
前記電動機制御装置は、前記液状流体の粘性が高く、前記断接手段が解放された状態で前記電動機に連れまわりが生じるときに、前記電動機を前記収束回転状態量よりも小さな回転状態量とするための初期電力及び前記電動機を該回転状態量で回転させ続けるための回転維持電力から求められる推定消費電力と、前記電動機が前記収束回転状態量で回転する際の損失とを比較して、前記低回転制御と前記収束回転制御とのいずれか一方を選択する。
Further, the invention according to claim 2 is in addition to the configuration according to claim 1.
The electric motor control device sets the electric motor to a rotational state amount smaller than the convergent rotational state amount when the liquid fluid has a high viscosity and the electric motor is accompanied by the electric motor in a state where the disconnection means is released. The estimated power consumption obtained from the initial power for the motor and the rotation maintenance power for continuing to rotate the motor in the rotational state amount is compared with the loss when the motor rotates in the convergent rotation state amount. Either low rotation control or the convergent rotation control is selected.

また、請求項３に記載の発明は、請求項１に記載の構成に加えて、
前記電動機制御装置は、車速又は車速関連値が所定値以上のとき前記低回転制御を行い、車速又は車速関連値が前記所定値未満のとき前記収束回転制御を行う。 Further, the invention according to claim 3 is in addition to the configuration according to claim 1 .
The electric motor control device performs the low rotation control when the vehicle speed or the vehicle speed-related value is equal to or more than a predetermined value, and performs the convergent rotation control when the vehicle speed or the vehicle speed-related value is less than the predetermined value.

また、請求項４に記載の発明は、請求項１〜３のいずれか１項に記載の構成に加えて、
前記電動機制御装置は、前記車両の周辺情報から、車速が所定値よりも高い高車速走行を行う高車速走行時間を推定し、
前記高車速走行時間が所定時間よりも長いときは前記低回転制御を行い、前記所定時間よりも短いときは前記収束回転制御を行う。 Further, the invention according to claim 4 has a structure in addition to the configuration according to any one of claims 1 to 3 .
The electric motor control device estimates, from the peripheral information of the vehicle, the high vehicle speed running time at which the vehicle speed is higher than a predetermined value.
When the high vehicle speed running time is longer than the predetermined time, the low rotation control is performed, and when it is shorter than the predetermined time, the convergent rotation control is performed .

請求項１に記載の発明によれば、液状流体の粘性が高く、断接手段が解放された状態で電動機に連れまわりが生じるときに、前記断接手段を解放した状態で電動機の連れまわりの状態が収束する回転状態量である収束回転状態量で電動機を回転させ続けると電動機の回転に伴って損失が大きくなるが、収束回転状態量よりも小さな回転状態量で電動機を回転させることで、効率の良い動作点で電動機を回転させることができ、損失を低減することができる。一方、電動機を収束回転状態量で回転させ続けることで、電動機を零トルクで回転させることができ、電動機を所望の回転数とするための初期電力及び電動機を所望の回転数で回転させ続けるための回転維持電力を不要とできる。 According to the first aspect of the present invention, when the liquid fluid has a high viscosity and the electric motor is rotated while the disconnecting means is released, the electric motor is rotated with the disconnecting means released. If the motor is continuously rotated in the convergent rotational state amount, which is the amount of the rotational state in which the state converges, the loss increases with the rotation of the motor, but by rotating the motor in a rotational state amount smaller than the convergent rotational state amount, The electric motor can be rotated at an efficient operating point, and the loss can be reduced. On the other hand, by continuing to rotate the motor in a convergent rotation state amount, the motor can be rotated with zero torque, and the initial power for setting the motor to a desired rotation speed and the motor to continue rotating at a desired rotation speed. Rotation maintenance power can be eliminated.

請求項２に記載の発明によれば、電動機を収束回転状態量よりも小さな回転状態量とするための初期電力及び電動機を該回転状態量で回転させ続けるための回転維持電力から求められる推定消費電力と、電動機が収束回転状態量で回転する際の損失とに基づいて、低回転制御と収束回転制御とのいずれか一方を選択することで、液状流体の粘性が高い場合の損失を低減できる。 According to the invention of claim 2 , the estimated consumption obtained from the initial power for making the motor a rotational state amount smaller than the convergent rotation state amount and the rotation maintenance power for continuing the rotation of the motor in the rotational state amount. By selecting either low rotation control or convergent rotation control based on the electric power and the loss when the motor rotates in the convergent rotation state amount, the loss when the liquid fluid has a high viscosity can be reduced. ..

請求項３に記載の発明によれば、車速又は車速関連値が所定値以上のとき、即ち電動機の収束回転状態量が高い場合には低回転制御を行い、車速又は車速関連値が所定値未満のとき、即ち電動機の収束回転状態量が低い場合には収束回転制御を行うことで、液状流体の粘性が高い場合の損失を低減しつつ制御を容易にできる。 According to the invention of claim 3 , when the vehicle speed or the vehicle speed-related value is equal to or more than a predetermined value, that is, when the convergent rotation state amount of the electric motor is high, low rotation control is performed and the vehicle speed or the vehicle speed-related value is less than the predetermined value. At this time, that is, when the amount of the convergent rotation state of the electric motor is low, the convergent rotation control can be performed to facilitate the control while reducing the loss when the viscosity of the liquid fluid is high.

本発明に係る駆動装置を搭載可能な車両の一実施形態であるハイブリッド車両の概略構成を示すブロック図である。It is a block diagram which shows the schematic structure of the hybrid vehicle which is one Embodiment of the vehicle which can mount the drive device which concerns on this invention. 後輪駆動装置の一実施形態の縦断面図である。It is a vertical sectional view of one Embodiment of a rear wheel drive device. 図２に示す後輪駆動装置の部分拡大図である。It is a partially enlarged view of the rear wheel drive device shown in FIG. 車両状態における前輪駆動装置と後輪駆動装置との関係を電動機の作動状態とあわせて記載した表である。It is a table which described the relationship between the front wheel drive device and the rear wheel drive device in the vehicle state together with the operating state of the electric motor. 停車中の後輪駆動装置の速度共線図である。It is a speed collinear diagram of the rear wheel drive device when the vehicle is stopped. 前進低車速時の後輪駆動装置の速度共線図である。It is a speed collinear diagram of the rear wheel drive device at the time of forward low vehicle speed. 前進中車速時の後輪駆動装置の速度共線図である。It is a speed collinear diagram of the rear wheel drive device at the time of moving forward vehicle speed. 減速回生時の後輪駆動装置の速度共線図である。It is a speed collinear diagram of the rear wheel drive device at the time of deceleration regeneration. 前進高車速時（粘性小）の後輪駆動装置の速度共線図である。It is a speed collinear diagram of a rear wheel drive device at a forward high vehicle speed (small viscosity). 後進時の後輪駆動装置の速度共線図である。It is a speed collinear diagram of the rear wheel drive device at the time of reverse movement. ブレーキ解放損失低減制御の収束回転制御における後輪駆動装置の速度共線図である。It is a speed collinear diagram of the rear wheel drive device in the convergent rotation control of the brake release loss reduction control. ブレーキ解放損失低減制御の低回転制御における後輪駆動装置の速度共線図である。It is a speed collinear diagram of the rear wheel drive device in the low rotation control of the brake release loss reduction control.

先ず、本発明に係る駆動装置の一実施形態を図１〜図３に基づいて説明する。
本実施形態の駆動装置は、電動機を車軸駆動用の駆動源とするものであり、例えば、図１に示すような駆動システムの車両に用いられる。以下の説明では駆動装置を後輪駆動用として用いる場合を例に説明するが、前輪駆動用に用いてもよい。
図１に示す車両３は、内燃機関４と電動機５とが直列に接続された駆動装置６（以下、前輪駆動装置と呼ぶ。）を車両前部に有するハイブリッド車両であり、この前輪駆動装置６の動力がトランスミッション７を介して前輪Ｗｆに伝達される一方で、この前輪駆動装置６と別に車両後部に設けられた駆動装置１（以下、後輪駆動装置と呼ぶ。）の動力が後輪Ｗｒ（ＲＷｒ、ＬＷｒ）に伝達されるようになっている。前輪駆動装置６の電動機５と後輪Ｗｒ側の後輪駆動装置１の第１及び第２電動機２Ａ、２Ｂとは、バッテリ９に接続され、バッテリ９からの電力供給と、バッテリ９へのエネルギー回生が可能となっている。符号８は、車両全体の各種制御をするための制御装置である。 First, an embodiment of the drive device according to the present invention will be described with reference to FIGS. 1 to 3.
The drive device of the present embodiment 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, a case where the drive device is used for rear wheel drive will be described as an example, but it may be used for front wheel drive.
The 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 of the vehicle, and the front wheel drive device 6 Is transmitted to the front wheels Wf via the transmission 7, while the power of the drive device 1 (hereinafter referred to as the rear wheel drive device) provided at the rear of the vehicle separately from the front wheel drive device 6 is the power of the rear wheels Wr. It is designed to be transmitted to (RWr, LWr). The electric motor 5 of the front wheel drive device 6 and the first and second electric motors 2A and 2B of the rear wheel drive device 1 on the rear wheel Wr side are connected to the battery 9, and power is supplied from the battery 9 and energy to the battery 9. Regeneration is possible. Reference numeral 8 is a control device for performing various controls on the entire vehicle.

図２は、後輪駆動装置１の全体の縦断面図を示すものであり、同図において、１０Ａ、１０Ｂは、車両３の後輪Ｗｒ側の左右の車軸であり、車幅方向に同軸上に配置されている。後輪駆動装置１のケース１１は全体が略円筒状に形成され、その内部には、車軸駆動用の第１及び第２電動機２Ａ、２Ｂと、この第１及び第２電動機２Ａ、２Ｂの駆動回転を減速する第１及び第２遊星歯車式減速機１２Ａ、１２Ｂとが、車軸１０Ａ、１０Ｂと同軸上に配置されている。この第１電動機２Ａ及び第１遊星歯車式減速機１２Ａは左後輪ＬＷｒを駆動する左車輪駆動装置として機能し、第２電動機２Ｂ及び第２遊星歯車式減速機１２Ｂは右後輪ＲＷｒを駆動する右車輪駆動装置として機能し、第１電動機２Ａ及び第１遊星歯車式減速機１２Ａと第２電動機２Ｂ及び第２遊星歯車式減速機１２Ｂとは、ケース１１内で車幅方向に左右対称に配置されている。 FIG. 2 shows a vertical cross-sectional view of the entire rear wheel drive device 1, in which 10A and 10B are left and right axles on the rear wheel Wr side of the vehicle 3, coaxially in the vehicle width direction. Is located in. The case 11 of the rear wheel drive device 1 is formed in a substantially cylindrical shape as a whole, and inside the case 11, the first and second electric motors 2A and 2B for driving the axles and the first and second electric motors 2A and 2B are driven. The first and second planetary gear type speed reducers 12A and 12B for decelerating the rotation are arranged coaxially with the axles 10A and 10B. The first electric motor 2A and the first planetary gear type speed reducer 12A function as a left wheel drive device for driving the left rear wheel LWr, and the second electric motor 2B and the second planetary gear type speed reducer 12B drive the right rear wheel RWr. The first electric motor 2A and the first planetary gear type speed reducer 12A and the second electric motor 2B and the second planetary gear type speed reducer 12B function as a right wheel drive device and are symmetrical in the vehicle width direction in the case 11. Have been placed.

後輪駆動装置１には、ケース１１の内部と外部を連通するブリーザ装置４０が設けられ、内部の空気が過度に高温・高圧とならないように内部の空気をブリーザ室４１を介して外部に逃がすように構成される。ブリーザ室４１は、ケース１１の鉛直方向上部に配置され、中央ケース１１Ｍの外壁と、中央ケース１１Ｍ内に左側方ケース１１Ａ側に略水平に延設された第１円筒壁４３と、右側方ケース１１Ｂ側に略水平に延設された第２円筒壁４４と、第１及び第２円筒壁４３、４４の内側端部同士をつなぐ左右分割壁４５と、第１円筒壁４３の左側方ケース１１Ａ側先端部に当接するように取り付けられたバッフルプレート４７Ａと、第２円筒壁４４の右側方ケース１１Ｂ側先端部に当接するように取り付けられたバッフルプレート４７Ｂと、により形成された空間により構成される。 The rear wheel drive device 1 is provided with a breather device 40 that communicates the inside and the outside of the case 11, and allows the inside air to escape to the outside through the breather chamber 41 so that the inside air does not become excessively high temperature and high pressure. It is configured as follows. The breather chamber 41 is arranged in the upper part of the case 11 in the vertical direction, and has an outer wall of the central case 11M, a first cylindrical wall 43 extending substantially horizontally to the left side case 11A side in the central case 11M, and a right side case. The second cylindrical wall 44 extending substantially horizontally on the 11B side, the left and right split walls 45 connecting the inner ends of the first and second cylindrical walls 43, 44, and the left side case 11A of the first cylindrical wall 43. It is composed of a space formed by a baffle plate 47A attached so as to abut the side tip portion and a baffle plate 47B attached so as to abut the right side case 11B side tip portion of the second cylindrical wall 44. To.

ブリーザ室４１の下面を形成する第１及び第２円筒壁４３、４４と左右分割壁４５は、第１円筒壁４３が第２円筒壁４４より径方向内側に位置し、左右分割壁４５が、第２円筒壁４４の内側端部から縮径しつつ屈曲しながら第１円筒壁４３の内側端部まで延設され、さらに径方向内側に延設されて略水平に延設された第３円筒壁４６に達する。第３円筒壁４６は、第１円筒壁４３と第２円筒壁４４の両外側端部より内側に且つその略中央に位置している。 In the first and second cylindrical walls 43, 44 and the left and right dividing walls 45 forming the lower surface of the breather chamber 41, the first cylindrical wall 43 is located radially inside the second cylindrical wall 44, and the left and right dividing walls 45 are A third cylinder that extends from the inner end of the second cylindrical wall 44 to the inner end of the first cylindrical wall 43 while bending while reducing its diameter, and further extends radially inward and extends substantially horizontally. Reach wall 46. The third cylindrical wall 46 is located inside and substantially in the center of both outer ends of the first cylindrical wall 43 and the second cylindrical wall 44.

中央ケース１１Ｍには、バッフルプレート４７Ａ、４７Ｂが、第１円筒壁４３と中央ケース１１Ｍの外壁との間の空間又は第２円筒壁４４と中央ケース１１Ｍの外壁との間の空間を第１遊星歯車式減速機１２Ａ又は第２遊星歯車式減速機１２Ｂからそれぞれ区画するように固定されている。 In the central case 11M, the baffle plates 47A and 47B form a first planet in the space between the first cylindrical wall 43 and the outer wall of the central case 11M or the space between the second cylindrical wall 44 and the outer wall of the central case 11M. It is fixed so as to be partitioned from the gear type speed reducer 12A or the second planetary gear type speed reducer 12B, respectively.

また、中央ケース１１Ｍには、ブリーザ室４１と外部とを連通する外部連通路４９がブリーザ室４１の鉛直方向上面に接続される。外部連通路４９のブリーザ室側端部４９ａは、鉛直方向下方を指向して配置されている。従って、オイルが外部連通路４９を通って外部に排出されるのが抑制される。 Further, in the central case 11M, an external communication passage 49 that connects the breather chamber 41 and the outside is connected to the upper surface of the breather chamber 41 in the vertical direction. The breather chamber side end portion 49a of the external passage 49 is arranged so as to face downward in the vertical direction. Therefore, it is suppressed that the oil is discharged to the outside through the external communication passage 49.

第１及び第２電動機２Ａ、２Ｂは、ステータ１４Ａ、１４Ｂがそれぞれ側方ケース１１Ａ、１１Ｂに固定され、このステータ１４Ａ、１４Ｂの内周側に環状のロータ１５Ａ、１５Ｂが回転可能に配置されている。ロータ１５Ａ、１５Ｂの内周部には車軸１０Ａ、１０Ｂの外周を囲繞する円筒軸１６Ａ、１６Ｂが結合され、この円筒軸１６Ａ、１６Ｂが車軸１０Ａ、１０Ｂと同軸上に相対回転可能となるように側方ケース１１Ａ、１１Ｂの端部壁１７Ａ、１７Ｂと隔壁１８Ａ、１８Ｂに軸受１９Ａ、１９Ｂを介して支持されている。また、円筒軸１６Ａ、１６Ｂの一端側の外周であって端部壁１７Ａ、１７Ｂには、ロータ１５Ａ、１５Ｂの回転位置情報を第１及び第２電動機２Ａ、２Ｂの制御コントローラ（図示せず）にフィードバックするためのレゾルバ２０Ａ、２０Ｂが設けられている。ステータ１４Ａ、１４Ｂ、及びロータ１５Ａ、１５Ｂを含む第１及び第２電動機２Ａ、２Ｂは、同一半径を有し、第１及び第２電動機２Ａ、２Ｂは互いに鏡面対称に配置される。また、車軸１０Ａ及び円筒軸１６Ａは、第１電動機２Ａ内を貫通して、第１電動機２Ａの両端部から延出しており、車軸１０Ｂ及び円筒軸１６Ｂも、第２電動機２Ｂ内を貫通して、第２電動機２Ｂの両端部から延出している。 In the first and second electric motors 2A and 2B, the stators 14A and 14B are fixed to the side cases 11A and 11B, respectively, and the annular rotors 15A and 15B are rotatably arranged on the inner peripheral side of the stators 14A and 14B. There is. Cylindrical shafts 16A and 16B surrounding the outer circumferences of the axles 10A and 10B are connected to the inner peripheral portions of the rotors 15A and 15B so that the cylindrical shafts 16A and 16B can rotate relative to the axles 10A and 10B. It is supported by the end walls 17A and 17B of the side cases 11A and 11B and the partition walls 18A and 18B via bearings 19A and 19B. Further, on the outer circumferences of the cylindrical shafts 16A and 16B on one end side and the end walls 17A and 17B, the rotation position information of the rotors 15A and 15B is transmitted to the control controllers of the first and second motors 2A and 2B (not shown). Resolvers 20A and 20B for feeding back to are provided. The first and second electric motors 2A and 2B including the stators 14A and 14B and the rotors 15A and 15B have the same radius, and the first and second electric motors 2A and 2B are arranged mirror-symmetrically with each other. Further, the axle 10A and the cylindrical shaft 16A penetrate the inside of the first electric motor 2A and extend from both ends of the first electric motor 2A, and the axle 10B and the cylindrical shaft 16B also penetrate the inside of the second electric motor 2B. , Extends from both ends of the second motor 2B.

また、第１及び第２遊星歯車式減速機１２Ａ、１２Ｂは、サンギヤ２１Ａ、２１Ｂと、リングギヤ２４Ａ、２４Ｂと、これらサンギヤ２１Ａ、２１Ｂとリングギヤ２４Ａ、２４Ｂとに噛合する複数のプラネタリギヤ２２Ａ、２２Ｂと、これらのプラネタリギヤ２２Ａ、２２Ｂを支持するプラネタリキャリア２３Ａ、２３Ｂと、を備え、サンギヤ２１Ａ、２１Ｂから第１及び第２電動機２Ａ、２Ｂの駆動力が入力され、減速された駆動回転がプラネタリキャリア２３Ａ、２３Ｂを通して車軸１０Ａ、１０Ｂに出力されるようになっている。 Further, the first and second planetary gear type speed reducers 12A and 12B include sun gears 21A and 21B, ring gears 24A and 24B, and a plurality of planetary gears 22A and 22B that mesh with these sun gears 21A and 21B and ring gears 24A and 24B. , The planetary carriers 23A and 23B that support these planetary gears 22A and 22B are provided, and the driving force of the first and second electric motors 2A and 2B is input from the sun gears 21A and 21B, and the reduced drive rotation is the planetary carrier 23A. , 23B is output to the axles 10A and 10B.

サンギヤ２１Ａ、２１Ｂは円筒軸１６Ａ、１６Ｂに一体に形成されている。また、プラネタリギヤ２２Ａ、２２Ｂは、サンギヤ２１Ａ、２１Ｂに直接噛合される大径の第１ピニオン２６Ａ、２６Ｂと、この第１ピニオン２６Ａ、２６Ｂよりも小径の第２ピニオン２７Ａ、２７Ｂを有する２連ピニオンであり、これらの第１ピニオン２６Ａ、２６Ｂと第２ピニオン２７Ａ、２７Ｂが同軸にかつ軸方向にオフセットした状態で一体に形成されている。このプラネタリギヤ２２Ａ、２２Ｂはニードルベアリング３１Ａ、３１Ｂを介してプラネタリキャリア２３Ａ、２３Ｂのピニオンシャフト３２Ａ、３２Ｂに支持され、プラネタリキャリア２３Ａ、２３Ｂは、軸方向内側端部が径方向内側に伸びて車軸１０Ａ、１０Ｂにスプライン嵌合され一体回転可能に支持されるとともに、軸受３３Ａ、３３Ｂを介して隔壁１８Ａ、１８Ｂに支持されている。 The sun gears 21A and 21B are integrally formed with the cylindrical shafts 16A and 16B. Further, the planetary gears 22A and 22B are double pinions having a large-diameter first pinion 26A and 26B that are directly meshed with the sun gears 21A and 21B and a second pinion 27A and 27B having a diameter smaller than the first pinion 26A and 26B. The first pinions 26A and 26B and the second pinions 27A and 27B are integrally formed coaxially and offset in the axial direction. The planetary gears 22A and 22B are supported by the pinion shafts 32A and 32B of the planetary carriers 23A and 23B via needle bearings 31A and 31B, and the inner ends of the planetary carriers 23A and 23B extend radially inward and the axle 10A. It is spline-fitted to 10B and supported integrally and rotatably, and is supported by partition walls 18A and 18B via bearings 33A and 33B.

リングギヤ２４Ａ、２４Ｂは、その内周面が小径の第２ピニオン２７Ａ、２７Ｂに噛合されるギヤ部２８Ａ、２８Ｂと、ギヤ部２８Ａ、２８Ｂより小径でケース１１の中間位置で互いに対向配置される小径部２９Ａ、２９Ｂと、ギヤ部２８Ａ、２８Ｂの軸方向内側端部と小径部２９Ａ、２９Ｂの軸方向外側端部を径方向に連結する連結部３０Ａ、３０Ｂとを備えて構成されている。 The ring gears 24A and 24B have a small diameter that is smaller than the gear portions 28A and 28B whose inner peripheral surfaces are meshed with the second pinions 27A and 27B having a small diameter and are arranged to face each other at an intermediate position of the case 11. The portions 29A and 29B are provided with the axially inner ends of the gear portions 28A and 28B and the connecting portions 30A and 30B for radially connecting the axially outer ends of the small diameter portions 29A and 29B.

ギヤ部２８Ａ、２８Ｂは、中央ケース１１Ｍの左右分割壁４５の内径側端部に形成された第３円筒壁４６を挟んで軸方向に対向している。小径部２９Ａ、２９Ｂは、その外周面がそれぞれ後述する一方向クラッチ５０のインナーレース５１とスプライン嵌合し、リングギヤ２４Ａ、２４Ｂは一方向クラッチ５０のインナーレース５１と一体回転するように互いに連結されて構成されている。 The gear portions 28A and 28B face each other in the axial direction with the third cylindrical wall 46 formed at the inner diameter side end of the left and right split walls 45 of the central case 11M interposed therebetween. The outer peripheral surfaces of the small diameter portions 29A and 29B are spline-fitted with the inner race 51 of the one-way clutch 50, which will be described later, and the ring gears 24A and 24B are connected to each other so as to rotate integrally with the inner race 51 of the one-way clutch 50. It is composed of.

第２遊星歯車式減速機１２Ｂ側であって、ケース１１を構成する中央ケース１１Ｍの第２円筒壁４４とリングギヤ２４Ｂのギヤ部２８Ｂとの間には、リングギヤ２４Ｂに対する制動手段を構成する油圧ブレーキ６０が第１ピニオン２６Ｂと径方向でオーバーラップし、第２ピニオン２７Ｂと軸方向でオーバーラップするように配置されている。油圧ブレーキ６０は、第２円筒壁４４の内周面にスプライン嵌合された複数の固定プレート３５と、リングギヤ２４Ｂのギヤ部２８Ｂの外周面にスプライン嵌合された複数の回転プレート３６が軸方向に交互に配置され、これらのプレート３５，３６が環状のピストン３７によって締結及び解放操作されるようになっている。ピストン３７は、中央ケース１１Ｍの左右分割壁４５と第３円筒壁４６間に形成された環状のシリンダ室に進退自在に収容されており、さらに第３円筒壁４６の外周面に設けられた受け座３８に支持される弾性部材３９によって、常時、固定プレート３５と回転プレート３６とを解放する方向に付勢される。 On the side of the second planetary gear type speed reducer 12B, between the second cylindrical wall 44 of the central case 11M constituting the case 11 and the gear portion 28B of the ring gear 24B, a hydraulic brake constituting a braking means for the ring gear 24B is formed. The 60 is arranged so as to overlap the first pinion 26B in the radial direction and the second pinion 27B in the axial direction. In the hydraulic brake 60, a plurality of fixed plates 35 spline-fitted on the inner peripheral surface of the second cylindrical wall 44 and a plurality of rotating plates 36 spline-fitted on the outer peripheral surface of the gear portion 28B of the ring gear 24B are axially fitted. These plates 35, 36 are alternately fastened and released by an annular piston 37. The piston 37 is freely accommodated in an annular cylinder chamber formed between the left and right split walls 45 of the central case 11M and the third cylindrical wall 46, and is further accommodated on the outer peripheral surface of the third cylindrical wall 46. The elastic member 39 supported by the seat 38 constantly urges the fixed plate 35 and the rotating plate 36 in the direction of release.

また、さらに詳細には、左右分割壁４５とピストン３７の間はオイルが直接導入される作動室Ｓとされ、作動室Ｓに導入されるオイルの圧力が弾性部材３９の付勢力に勝ると、ピストン３７が前進（右動）し、固定プレート３５と回転プレート３６とが相互に押し付けられて締結することとなる。また、弾性部材３９の付勢力が作動室Ｓに導入されるオイルの圧力に勝ると、ピストン３７が後進（左動）し、固定プレート３５と回転プレート３６とが離間して解放することとなる。なお、油圧ブレーキ６０は電動オイルポンプ７０（図１参照）に接続されている。 Further, more specifically, an operating chamber S in which oil is directly introduced is formed between the left and right dividing walls 45 and the piston 37, and when the pressure of the oil introduced into the operating chamber S exceeds the urging force of the elastic member 39, The piston 37 moves forward (moves to the right), and the fixed plate 35 and the rotating plate 36 are pressed against each other to be fastened. Further, when the urging force of the elastic member 39 exceeds the pressure of the oil introduced into the operating chamber S, the piston 37 moves backward (leftward), and the fixed plate 35 and the rotating plate 36 are separated and released. .. The hydraulic brake 60 is connected to the electric oil pump 70 (see FIG. 1).

この油圧ブレーキ６０の場合、固定プレート３５がケース１１を構成する中央ケース１１Ｍの左右分割壁４５から伸びる第２円筒壁４４に支持される一方で、回転プレート３６がリングギヤ２４Ｂのギヤ部２８Ｂに支持されているため、両プレート３５、３６がピストン３７によって押し付けられると、両プレート３５、３６間の摩擦締結によってリングギヤ２４Ｂに制動力が作用し固定される。その状態からピストン３７による締結が解放されると、リングギヤ２４Ｂの自由な回転が許容される。なお、上述したように、リングギヤ２４Ａ、２４Ｂは互いに連結されているため、油圧ブレーキ６０が締結することによりリングギヤ２４Ａにも制動力が作用し固定され、油圧ブレーキ６０が解放することによりリングギヤ２４Ａも自由な回転が許容される。 In the case of the hydraulic brake 60, the fixed plate 35 is supported by the second cylindrical wall 44 extending from the left and right dividing walls 45 of the central case 11M constituting the case 11, while the rotating plate 36 is supported by the gear portion 28B of the ring gear 24B. Therefore, when both plates 35 and 36 are pressed by the piston 37, a braking force acts on the ring gear 24B and is fixed by frictional fastening between both plates 35 and 36. When the fastening by the piston 37 is released from that state, the ring gear 24B is allowed to rotate freely. As described above, since the ring gears 24A and 24B are connected to each other, a braking force acts on the ring gear 24A when the hydraulic brake 60 is fastened, and the ring gear 24A is also fixed by releasing the hydraulic brake 60. Free rotation is allowed.

また、軸方向で対向するリングギヤ２４Ａ、２４Ｂの連結部３０Ａ、３０Ｂ間にも空間部が確保され、その空間部内に、リングギヤ２４Ａ、２４Ｂに対し一方向の動力のみを伝達し他方向の動力を遮断する一方向クラッチ５０が配置されている。一方向クラッチ５０は、インナーレース５１とアウターレース５２との間に多数のスプラグ５３を介在させたものであって、そのインナーレース５１がスプライン嵌合によりリングギヤ２４Ａ、２４Ｂの小径部２９Ａ、２９Ｂと一体回転するように構成されている。またアウターレース５２は、第３円筒壁４６により位置決めされるとともに、回り止めされている。 In addition, a space is secured between the connecting portions 30A and 30B of the ring gears 24A and 24B facing each other in the axial direction, and power in only 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 that shuts off is arranged. The one-way clutch 50 has a large number of splugs 53 interposed between the inner race 51 and the outer race 52, and the inner race 51 is fitted with splines to form small diameter portions 29A and 29B of the ring gears 24A and 24B. It is configured to rotate integrally. Further, the outer race 52 is positioned by the third cylindrical wall 46 and is prevented from rotating.

一方向クラッチ５０は、車両３が第１及び第２電動機２Ａ、２Ｂの動力で前進する際に係合してリングギヤ２４Ａ、２４Ｂの回転をロックするように構成されている。より具体的に説明すると、一方向クラッチ５０は、第１及び第２電動機２Ａ、２Ｂ側の順方向（車両３を前進させる際の回転方向）の回転動力が後輪Ｗｒ側に入力されるときに係合状態となるとともに第１及び第２電動機２Ａ、２Ｂ側の逆方向の回転動力が後輪Ｗｒ側に入力されるときに非係合状態となり、後輪Ｗｒ側の順方向の回転動力が第１及び第２電動機２Ａ、２Ｂ側に入力されるときに非係合状態となるとともに後輪Ｗｒ側の逆方向の回転動力が第１及び第２電動機２Ａ、２Ｂ側に入力されるときに係合状態となる。 The one-way clutch 50 is configured to engage and lock the rotation of the ring gears 24A and 24B when the vehicle 3 advances by the power of the first and second electric motors 2A and 2B. More specifically, the one-way clutch 50 is used when the rotational power in the forward direction (rotational direction when the vehicle 3 is advanced) on the first and second electric motors 2A and 2B side is input to the rear wheel Wr side. When the rotational power in the opposite direction of the first and second motors 2A and 2B is input to the rear wheel Wr side, it becomes disengaged and the forward rotational power of the rear wheel Wr side. Is in the disengaged state when is input to the first and second electric motors 2A and 2B, and when the rotational power in the opposite direction on the rear wheel Wr side is input to the first and second electric motors 2A and 2B. Becomes engaged.

このように本実施形態の後輪駆動装置１では、第１及び第２電動機２Ａ、２Ｂと後輪Ｗｒとの動力伝達経路上に一方向クラッチ５０と油圧ブレーキ６０とが並列に設けられている。なお、ケース１１の下方には、オイルを貯留するオイル貯留部Ｔが形成されており、第１及び第２電動機２Ａ、２Ｂのロータ１５Ａ、１５Ｂの下端が油没しない程度の油面高さ（図２中、符合Ｈ）となっており、固定プレート３５と回転プレート３６の下部がオイル貯留部Ｔ中に位置している。 As described above, in the rear wheel drive device 1 of the present embodiment, the one-way clutch 50 and the hydraulic brake 60 are provided in parallel on the power transmission path between the first and second electric motors 2A and 2B and the rear wheel Wr. .. An oil storage portion T for storing oil is formed below the case 11, and the oil level is such that the lower ends of the rotors 15A and 15B of the first and second electric motors 2A and 2B are not submerged. In FIG. 2, the symbol H) is obtained, and the lower portions of the fixed plate 35 and the rotating plate 36 are located in the oil storage portion T.

ここで、制御装置８（図１参照）は、車両全体の各種制御をするための制御装置であり、制御装置８には車輪速センサ値、第１及び第２電動機２Ａ、２Ｂのモータ回転数センサ値、操舵角、アクセルペダル開度ＡＰ、シフトポジション、バッテリ９における充電状態（ＳＯＣ）、油温などが入力される一方、制御装置８からは、内燃機関４を制御する信号、第１及び第２電動機２Ａ、２Ｂを制御する信号、電動オイルポンプ７０を制御する制御信号などが出力される。 Here, the control device 8 (see FIG. 1) is a control device for performing various controls of the entire vehicle, and the control device 8 has a wheel speed sensor value and motor rotation speeds of the first and second electric motors 2A and 2B. While the sensor value, steering angle, accelerator pedal opening AP, shift position, charging state (SOC) in the battery 9, oil temperature, etc. are input, the control device 8 inputs signals for controlling the internal combustion engine 4, the first and the first. A signal for controlling the second electric motors 2A and 2B, a control signal for controlling the electric oil pump 70, and the like are output.

即ち、制御装置８は、第１及び第２電動機２Ａ、２Ｂを制御する電動機制御装置としての機能と、断接手段としての油圧ブレーキ６０の締結状態と解放状態とを制御する断接手段制御装置としての機能を、少なくとも備えている。 That is, the control device 8 is a connection / disconnection means control device that controls the function as an electric motor control device that controls the first and second electric motors 2A and 2B, and the engaged state and the released state of the hydraulic brake 60 as the disconnection means. It has at least the function as.

図４は、各車両状態における前輪駆動装置６と後輪駆動装置１との関係を第１及び第２電動機２Ａ、２Ｂの作動状態とあわせて記載したものである。図中、フロントユニットは前輪駆動装置６、リアユニットは後輪駆動装置１、リアモータは第１及び第２電動機２Ａ、２Ｂ、ＯＷＣは一方向クラッチ５０、ＢＲＫは油圧ブレーキ６０を表わす。また、図５〜図１２は後輪駆動装置１の各状態における速度共線図を表わし、ＬＭＯＴは第１電動機２Ａ、ＲＭＯＴは第２電動機２Ｂ、左側のＳ、Ｃはそれぞれ第１電動機２Ａに連結された第１遊星歯車式減速機１２Ａのサンギヤ２１Ａ、第１遊星歯車式減速機１２Ａのプラネタリキャリア２３Ａ、右側のＳ、Ｃはそれぞれ第２遊星歯車式減速機１２Ｂのサンギヤ２１Ｂ、第２遊星歯車式減速機１２Ｂのプラネタリキャリア２３Ｂ、Ｒは第１及び第２遊星歯車式減速機１２Ａ、１２Ｂのリングギヤ２４Ａ、２４Ｂ、ＢＲＫは油圧ブレーキ６０、ＯＷＣは一方向クラッチ５０を表わす。以下の説明において第１及び第２電動機２Ａ、２Ｂによる車両前進時のサンギヤ２１Ａ、２１Ｂの回転方向を順方向とする。また、図中、停車中の状態から上方が順方向の回転、下方が逆方向の回転であり、矢印は、上向きが順方向のトルクを表し、下向きが逆方向のトルクを表す。 FIG. 4 shows the relationship between the front wheel drive device 6 and the rear wheel drive device 1 in each vehicle state together with the operating states of the first and second electric motors 2A and 2B. In the figure, the front unit represents the front wheel drive device 6, the rear unit represents the rear wheel drive device 1, the rear motors represent the first and second electric motors 2A and 2B, the OWC represents the one-way clutch 50, and the BRK represents the hydraulic brake 60. Further, FIGS. 5 to 12 show speed reduction diagrams in each state of the rear wheel drive device 1, LMOT is the first electric motor 2A, RMOT is the second electric motor 2B, and S and C on the left side are the first electric motor 2A, respectively. The sun gear 21A of the connected first planetary gear type reducer 12A, the planetary carrier 23A of the first planetary gear type reducer 12A, and S and C on the right side are the sun gear 21B and the second planet of the second planetary gear type reducer 12B, respectively. The planetary carriers 23B and R of the gear type speed reducer 12B represent the ring gears 24A and 24B and BRK of the first and second planetary gear type speed reducers 12A and 12B, the BRK represents the hydraulic brake 60, and the OWC represents the one-way clutch 50. In the following description, the rotation direction of the sun gears 21A and 21B when the vehicle is advanced by the first and second electric motors 2A and 2B is the forward direction. Further, in the figure, from the stopped state, the upper direction is the forward rotation and the lower direction is the reverse direction rotation, and the arrow indicates the forward torque in the upward direction and the reverse torque in the downward direction.

停車中は、前輪駆動装置６も後輪駆動装置１も駆動していない。従って、図５に示すように、後輪駆動装置１の第１及び第２電動機２Ａ、２Ｂは停止しており、車軸１０Ａ、１０Ｂも停止しているため、いずれの要素にもトルクは作用していない。このとき、油圧ブレーキ６０は解放（ＯＦＦ）している。また、一方向クラッチ５０は、第１及び第２電動機２Ａ、２Ｂが非駆動のため係合していない（ＯＦＦ）。 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. 5, since the first and second electric motors 2A and 2B of the rear wheel drive device 1 are stopped and the axles 10A and 10B are also stopped, torque acts on all the elements. Not. At this time, the hydraulic brake 60 is released (OFF). Further, the one-way clutch 50 is not engaged (OFF) because the first and second electric motors 2A and 2B are not driven.

そして、キーポジションをＯＮにした後、ＥＶ発進、ＥＶクルーズなどモータ効率のよい前進低車速時は、後輪駆動装置１による後輪駆動となる。図６に示すように、第１及び第２電動機２Ａ、２Ｂが順方向に回転するように力行駆動すると、サンギヤ２１Ａ、２１Ｂには順方向のトルクが付加される。このとき、前述したように一方向クラッチ５０が係合しリングギヤ２４Ａ、２４Ｂがロックされる。これによりプラネタリキャリア２３Ａ、２３Ｂは順方向に回転し車両３は前進走行する。なお、プラネタリキャリア２３Ａ、２３Ｂには車軸１０Ａ、１０Ｂからの走行抵抗が逆方向に作用している。このように車両３の発進時には、キーポジションをＯＮにして第１及び第２電動機２Ａ、２Ｂのトルクをあげることで、一方向クラッチ５０が機械的に係合してリングギヤ２４Ａ、２４Ｂがロックされる。 Then, after the key position is turned on, the rear wheel drive device 1 drives the rear wheels at low forward vehicle speeds with good motor efficiency such as EV start and EV cruise. As shown in FIG. 6, when the first and second electric motors 2A and 2B are power-driven so as to rotate in the forward direction, torque in the forward direction 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 the vehicle 3 travels forward. The traveling resistances from the axles 10A and 10B act in the opposite directions on the planetary carriers 23A and 23B. In this way, when the vehicle 3 starts, the one-way clutch 50 is mechanically engaged and the ring gears 24A and 24B are locked by turning on the key position and increasing the torque of the first and second electric motors 2A and 2B. To.

このとき、油圧ブレーキ６０を弱締結状態に制御する。なお、弱締結とは、動力伝達可能であるが、油圧ブレーキ６０の締結状態の締結力に対し弱い締結力で締結している状態をいう。第１及び第２電動機２Ａ、２Ｂの順方向のトルクが後輪Ｗｒ側に入力されるときには一方向クラッチ５０が係合状態となり、一方向クラッチ５０のみで動力伝達可能であるが、一方向クラッチ５０と並列に設けられた油圧ブレーキ６０も弱締結状態とし第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とを接続状態としておくことで、第１及び第２電動機２Ａ、２Ｂ側からの順方向のトルクの入力が一時的に低下して一方向クラッチ５０が非係合状態となった場合にも、第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とで動力伝達不能になることを抑制できる。また、後述する減速回生への移行時に第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とを接続状態とするための回転数制御が不要となる。一方向クラッチ５０が係合状態のときの油圧ブレーキ６０の締結力を一方向クラッチ５０が非係合状態のときの油圧ブレーキ６０の締結力よりも弱くすることにより、油圧ブレーキ６０の締結のための消費エネルギーが低減される。 At this time, the hydraulic brake 60 is controlled to be in a weakly engaged state. The weak fastening means a state in which power can be transmitted, but the hydraulic brake 60 is fastened with a weak fastening force with respect to the fastening force in the fastened state. When the forward torques of the first and second electric motors 2A and 2B are input to the rear wheel Wr side, the one-way clutch 50 is engaged and power can be transmitted only by the one-way clutch 50. The hydraulic clutch 60 provided in parallel with the 50 is also weakly engaged, and the first and second electric motors 2A and 2B are connected to the rear wheel Wr side so that the first and second electric motors 2A and 2B can be connected. Even if the forward torque input is temporarily reduced and the one-way clutch 50 is in a disengaged state, power cannot be transmitted between the first and second motors 2A and 2B and the rear wheel Wr side. Can be suppressed. Further, it is not necessary to control the rotation speed for connecting the first and second electric motors 2A and 2B sides and the rear wheel Wr side at the time of transition to the deceleration regeneration described later. To engage the hydraulic brake 60 by making the fastening force of the hydraulic brake 60 when the one-way clutch 50 is engaged weaker than the fastening force of the hydraulic brake 60 when the one-way clutch 50 is not engaged. Energy consumption is reduced.

前進低車速走行から車速があがりエンジン効率のよい前進中車速走行に至ると、後輪駆動装置１による後輪駆動から前輪駆動装置６による前輪駆動となる。図７に示すように、第１及び第２電動機２Ａ、２Ｂの力行駆動が停止すると、プラネタリキャリア２３Ａ、２３Ｂには車軸１０Ａ、１０Ｂから前進走行しようとする順方向のトルクが作用するので、前述したように一方向クラッチ５０が非係合状態となる。このときも、油圧ブレーキ６０を弱締結状態に制御する。 When the vehicle speed is increased from the forward low vehicle speed travel to the forward medium vehicle speed travel with high engine efficiency, the rear wheel drive by the rear wheel drive device 1 is changed to the front wheel drive by the front wheel drive device 6. As shown in FIG. 7, when the power running drive of the first and second electric motors 2A and 2B is stopped, the planetary carriers 23A and 23B are subjected to the forward torque to travel forward from the axles 10A and 10B. As described above, the one-way clutch 50 is in the disengaged state. Also at this time, the hydraulic brake 60 is controlled to be in a weakly engaged state.

図６又は図７の状態から第１及び第２電動機２Ａ、２Ｂを回生駆動しようすると、図８に示すように、プラネタリキャリア２３Ａ、２３Ｂには車軸１０Ａ、１０Ｂから前進走行を続けようとする順方向のトルクが作用するので、前述したように一方向クラッチ５０が非係合状態となる。このとき、油圧ブレーキ６０を締結状態（ＯＮ）に制御する。従って、リングギヤ２４Ａ、２４Ｂがロックされるとともに第１及び第２電動機２Ａ、２Ｂには逆方向の回生制動トルクが作用し、第１及び第２電動機２Ａ、２Ｂで減速回生がなされる。このように、後輪Ｗｒ側の順方向のトルクが第１及び第２電動機２Ａ、２Ｂ側に入力されるときには一方向クラッチ５０は非係合状態となり、一方向クラッチ５０のみで動力伝達不能であるが、一方向クラッチ５０と並列に設けられた油圧ブレーキ６０を締結させ、第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とを接続状態としておくことで動力伝達可能な状態に保つことができ、この状態で第１及び第２電動機２Ａ、２Ｂを回生駆動状態に制御することにより、車両３のエネルギーを回生することができる。 When the first and second electric motors 2A and 2B are regeneratively driven from the state of FIG. 6 or 7, as shown in FIG. 8, the planetary carriers 23A and 23B are in the order of trying to continue forward traveling from the axles 10A and 10B. Since the torque in the direction acts, the one-way clutch 50 is in the disengaged state as described above. At this time, the hydraulic brake 60 is controlled to the engaged state (ON). Therefore, the ring gears 24A and 24B are locked, and the regenerative braking torque in the opposite direction acts on the first and second electric motors 2A and 2B, and the first and second electric motors 2A and 2B perform deceleration regeneration. In this way, when the forward torque on the rear wheel Wr side is input to the first and second electric motors 2A and 2B, the one-way clutch 50 is in an unengaged state, and power cannot be transmitted only by the one-way clutch 50. However, by engaging the hydraulic brake 60 provided in parallel with the one-way clutch 50 and keeping the first and second electric motors 2A and 2B sides connected to the rear wheel Wr side, the power can be transmitted. In this state, the energy of the vehicle 3 can be regenerated by controlling the first and second electric motors 2A and 2B to the regenerative drive state.

続いて加速時には、前輪駆動装置６と後輪駆動装置１の四輪駆動となり、後輪駆動装置１は、図６に示す前進低車速時と同じ状態となる。 Subsequently, at the time of acceleration, the front wheel drive device 6 and the rear wheel drive device 1 are driven by four wheels, and the rear wheel drive device 1 is in the same state as at the forward low vehicle speed shown in FIG.

前進高車速時には、前輪駆動装置６による前輪駆動となるが、このとき第１及び第２電動機２Ａ、２Ｂを停止させ油圧ブレーキ６０を解放状態に制御する。一方向クラッチ５０は、後輪Ｗｒ側の順方向のトルクが第１及び第２電動機２Ａ、２Ｂ側に入力されるので非係合状態となり、油圧ブレーキ６０を解放状態に制御することでリングギヤ２４Ａ、２４Ｂは回転し始める。 When the vehicle is moving forward at a high vehicle speed, the front wheel drive device 6 drives the front wheels. At this time, the first and second electric motors 2A and 2B are stopped to control the hydraulic brake 60 to the released state. The one-way clutch 50 is in a disengaged state because the forward torque on the rear wheel Wr side is input to the first and second electric motors 2A and 2B, and the ring gear 24A is controlled by controlling the hydraulic brake 60 in the released state. , 24B starts to rotate.

図９に示すように、第１及び第２電動機２Ａ、２Ｂが力行駆動を停止すると、プラネタリキャリア２３Ａ、２３Ｂには車軸１０Ａ、１０Ｂから前進走行しようとする順方向のトルクが作用するので、前述したように一方向クラッチ５０が非係合状態となる。このとき、サンギヤ２１Ａ、２１Ｂには、サンギヤ２１Ａ、２１Ｂ及び第１及び第２電動機２Ａ、２Ｂの回転損失が抵抗として入力され、リングギヤ２４Ａ、２４Ｂにはリングギヤ２４Ａ、２４Ｂの回転損失が発生する。 As shown in FIG. 9, when the first and second electric motors 2A and 2B stop the power running drive, the planetary carriers 23A and 23B are subjected to the forward torque to travel forward from the axles 10A and 10B. As described above, the one-way clutch 50 is in the disengaged state. At this time, the rotation loss of the sun gears 21A and 21B and the first and second electric motors 2A and 2B is input to the sun gears 21A and 21B as resistance, and the rotation loss of the ring gears 24A and 24B occurs in the ring gears 24A and 24B.

油圧ブレーキ６０を解放状態に制御することで、リングギヤ２４Ａ、２４Ｂの自由な回転が許容され、第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とが遮断状態となって動力伝達不能な状態となる。従って、第１及び第２電動機２Ａ、２Ｂの連れ回りが防止され、前輪駆動装置６による高車速時に第１及び第２電動機２Ａ、２Ｂが過回転となるのが防止される。 By controlling the hydraulic brake 60 to the released state, free rotation of the ring gears 24A and 24B is allowed, and the first and second electric motors 2A and 2B sides and the rear wheel Wr side are cut off and power transmission is impossible. It becomes a state. Therefore, the rotation of the first and second electric motors 2A and 2B is prevented, and the first and second electric motors 2A and 2B are prevented from over-rotating at high vehicle speeds by the front wheel drive device 6.

後進時には、図１０に示すように、第１及び第２電動機２Ａ、２Ｂを逆力行駆動すると、サンギヤ２１Ａ、２１Ｂには逆方向のトルクが付加される。このとき、前述したように一方向クラッチ５０が非係合状態となる。 When moving backward, as shown in FIG. 10, when the first and second electric motors 2A and 2B are driven in reverse power running, torque in the opposite direction is applied to the sun gears 21A and 21B. At this time, as described above, the one-way clutch 50 is in the disengaged state.

このとき油圧ブレーキ６０を締結状態に制御する。従って、リングギヤ２４Ａ、２４Ｂがロックされて、プラネタリキャリア２３Ａ、２３Ｂは逆方向に回転し車両３が後進走行する。なお、プラネタリキャリア２３Ａ、２３Ｂには車軸１０Ａ、１０Ｂからの走行抵抗が順方向に作用している。このように、第１及び第２電動機２Ａ、２Ｂ側の逆方向のトルクが後輪Ｗｒ側に入力されるときには一方向クラッチ５０は非係合状態となり、一方向クラッチ５０のみで動力伝達不能であるが、一方向クラッチ５０と並列に設けられた油圧ブレーキ６０を締結させ、第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側とを接続状態としておくことで動力伝達可能に保つことができ、第１及び第２電動機２Ａ、２Ｂのトルクによって車両３を後進させることができる。 At this time, the hydraulic brake 60 is controlled to the engaged state. Therefore, the ring gears 24A and 24B are locked, the planetary carriers 23A and 23B rotate in opposite directions, and the vehicle 3 travels backward. It should be noted that the traveling resistance from the axles 10A and 10B acts on the planetary carriers 23A and 23B in the forward direction. In this way, when the torque in the opposite direction of the first and second motors 2A and 2B is input to the rear wheel Wr side, the one-way clutch 50 is in an unengaged state, and power cannot be transmitted only by the one-way clutch 50. However, it is possible to maintain power transmission by engaging the hydraulic brake 60 provided in parallel with the one-way clutch 50 and keeping the first and second electric motors 2A and 2B sides connected to the rear wheel Wr side. The vehicle 3 can be moved backward by the torques of the first and second electric motors 2A and 2B.

このように後輪駆動装置１は、車両の走行状態、言い換えると、第１及び第２電動機２Ａ、２Ｂの回転方向が順方向か逆方向か、及び第１及び第２電動機２Ａ、２Ｂ側と後輪Ｗｒ側のいずれから動力が入力されるかに応じて、油圧ブレーキ６０の締結・解放が制御され、さらに油圧ブレーキ６０の締結時であっても締結力が調整される。 In this way, the rear wheel drive device 1 determines the traveling state of the vehicle, in other words, whether the rotation directions of the first and second electric motors 2A and 2B are forward or reverse, and the first and second electric motors 2A and 2B sides. The engagement / release of the hydraulic brake 60 is controlled according to which of the rear wheels Wr side the power is input from, and the fastening force is adjusted even when the hydraulic brake 60 is engaged.

ここで、油圧ブレーキ６０の特性について説明する。
油圧ブレーキ６０は、いわゆる湿式多板式のブレーキであり、上記したように、複数の固定プレート３５と、複数の回転プレート３６とが軸方向に交互に配置され、これらのプレート３５，３６が環状のピストン３７によって締結及び解放操作されるようになっている。湿式多板式のブレーキは、冷却油としてのオイルにより両プレート３５、３６を冷却するもので、オイルがダンパーの役割を果たすため、乾式クラッチに比べて締結時のショックが穏やかになる。 Here, the characteristics of the hydraulic brake 60 will be described.
The hydraulic brake 60 is a so-called wet multi-plate type brake. As described above, a plurality of fixed plates 35 and a plurality of rotating plates 36 are alternately arranged in the axial direction, and these plates 35 and 36 are annular. It is fastened and released by the piston 37. In the wet multi-plate type brake, both plates 35 and 36 are cooled by oil as cooling oil, and since the oil acts as a damper, the shock at the time of engagement is milder than that of the dry clutch.

リングギヤ２４Ｂのギヤ部２８Ｂの外周面にスプライン嵌合された回転プレート３６は、その下部がケース１１の下方のオイル貯留部Ｔ中に位置しており、リングギヤ２４Ａ、２４Ｂの回転に伴ってオイル貯留部Ｔのオイルをかきあげることで、回転プレート３６にはオイルの攪拌抵抗力が作用する。オイルによる攪拌抵抗力は、オイルの粘性により変化する。また、オイルの粘性と温度（油温）には逆相関関係があることが知られており、油温が高くなると粘性は低くなり、油温が低くなると粘性は高くなる。したがって、オイルの粘性を取得するオイルの粘性取得手段は、オイルの粘性を直接検出又は推定する粘度センサでもよく、オイルの粘性と逆相関関係にある油温を検出する温度センサでもよい。制御装置８はこれらのセンサ値からオイルの粘性を取得（検出、算出、推定）できる。 The lower portion of the rotary plate 36 spline-fitted to the outer peripheral surface of the gear portion 28B of the ring gear 24B is located in the oil storage portion T below the case 11, and the oil is stored as the ring gears 24A and 24B rotate. By scooping up the oil in part T, the stirring resistance of the oil acts on the rotating plate 36. The stirring resistance of oil changes depending on the viscosity of oil. Further, it is known that there is an inverse correlation between the viscosity of oil and the temperature (oil temperature). The higher the oil temperature, the lower the viscosity, and the lower the oil temperature, the higher the viscosity. Therefore, the oil viscosity acquisition means for acquiring the oil viscosity may be a viscosity sensor that directly detects or estimates the oil viscosity, or a temperature sensor that detects an oil temperature that is inversely related to the oil viscosity. The control device 8 can acquire (detect, calculate, estimate) the viscosity of the oil from these sensor values.

通常、オイルの粘性が小さい場合には、第１及び第２電動機２Ａ、２Ｂの回転損失がリングギヤ２４Ａ、２４Ｂの回転損失に比べて大きいため、図９に示すように、油圧ブレーキ６０を解放すると、第１及び第２電動機２Ａ、２Ｂの回転が次第に減少し、やがて停止する。しかしながら、オイルの粘性が大きいと、リングギヤ２４Ａ、２４Ｂの回転損失も大きくなり、第１及び第２電動機２Ａ、２Ｂが粘性に応じた所定の回転数で回転し続ける事態が発生し得る。 Normally, when the viscosity of the oil is small, the rotation loss of the first and second electric motors 2A and 2B is larger than the rotation loss of the ring gears 24A and 24B. Therefore, when the hydraulic brake 60 is released as shown in FIG. , The rotations of the first and second electric motors 2A and 2B gradually decrease, and then stop. However, if the viscosity of the oil is high, the rotation loss of the ring gears 24A and 24B is also large, and a situation may occur in which the first and second electric motors 2A and 2B continue to rotate at a predetermined rotation speed according to the viscosity.

そこで、制御装置８は、前進高車速時、且つ、油圧ブレーキ６０が解放された状態で第１及び第２電動機２Ａ、２Ｂに連れまわりが生じるときにブレーキ解放損失低減制御を行う。 Therefore, the control device 8 performs brake release loss reduction control when the first and second electric motors 2A and 2B are accompanied by the first and second electric motors 2A and 2B at a high forward vehicle speed and when the hydraulic brake 60 is released.

＜ブレーキ解放損失低減制御＞
ブレーキ解放損失低減制御は、油圧ブレーキ６０の解放した状態で第１及び第２電動機２Ａ、２Ｂの連れまわりの状態が収束する回転数である収束回転数で第１及び第２電動機２Ａ、２Ｂを回転させる収束回転制御と、油圧ブレーキ６０の解放した状態で第１及び第２電動機２Ａ、２Ｂを収束回転数よりも低い回転数で回転させる低回転制御と、から構成される。 <Brake release loss reduction control>
The brake release loss reduction control controls the first and second electric motors 2A and 2B at the convergent rotation speed, which is the rotation speed at which the surrounding states of the first and second electric motors 2A and 2B converge when the hydraulic brake 60 is released. It is composed of a convergent rotation control for rotating and a low rotation control for rotating the first and second electric motors 2A and 2B at a rotation speed lower than the convergent rotation speed with the hydraulic brake 60 released.

（収束回転制御）
収束回転制御は、図１１に示すように、油圧ブレーキ６０の解放した状態で第１及び第２電動機２Ａ、２Ｂの連れまわりの状態が収束する回転数である収束回転数、即ち、零トルクで第１及び第２電動機２Ａ、２Ｂが回転する回転数で第１及び第２電動機２Ａ、２Ｂを回転させる制御であるため、基本的に電力消費はないものの、第１及び第２電動機２Ａ、２Ｂ（正確には、第１及び第２電動機２Ａ、２Ｂのロータ１５Ａ、１５Ｂ）を連れまわすため損失が大きくなる場合がある。 (Convergent rotation control)
As shown in FIG. 11, the convergent rotation control is a convergent rotation speed, that is, zero torque, which is the rotation speed at which the surrounding states of the first and second electric motors 2A and 2B converge when the hydraulic brake 60 is released. Since the control is to rotate the first and second electric motors 2A and 2B at the number of rotations of the first and second electric motors 2A and 2B, there is basically no power consumption, but the first and second electric motors 2A and 2B (To be exact, the rotors 15A and 15B of the first and second motors 2A and 2B) are carried around, so that the loss may increase.

（低回転制御）
低回転制御は、図１２に示すように、油圧ブレーキ６０の解放した状態における収束回転数よりも低い回転数で第１及び第２電動機２Ａ、２Ｂを回転させる制御であり、第１及び第２電動機２Ａ、２Ｂを収束回転数から所望の回転数に下げる初期電力及び第１及び第２電動機２Ａ、２Ｂをその回転数で回し続けるための維持電力が必要であるものの、損失の低い回転数を任意に選択することができる。 (Low rotation control)
As shown in FIG. 12, the low rotation control is a control for rotating the first and second electric motors 2A and 2B at a rotation speed lower than the convergent rotation speed in the released state of the hydraulic brake 60, and is the first and second rotation control. Initial power to lower the motors 2A and 2B from the convergent rotation speed to the desired rotation speed and maintenance power to keep the first and second motors 2A and 2B rotating at that rotation speed are required, but the rotation speed with low loss is reduced. It can be selected arbitrarily.

電動機制御装置としての制御装置８は、前進高車速時、且つ、オイルの粘性が大きい場合に、油圧ブレーキ６０を解放するに際し、車速と粘度から収束回転数を取得する。収束回転数は、予め車速と粘度とに基づいて求められており、制御装置８の記憶部に記憶されている。制御装置８は、収束回転制御と低回転制御のいずれかを選択するに際し、例えば、車速が所定の閾値以上であれば、損失が大きいと判断し低回転制御を選択し、車速が所定の閾値未満であれば、損失がそれほど大きくないと判断し収束回転制御を選択し得る。制御装置８は、車速の代わりに電動機回転数や、他の回転体の回転数に基づいて選択してもよい。 The control device 8 as an electric motor control device acquires the convergent rotation speed from the vehicle speed and the viscosity when the hydraulic brake 60 is released when the forward vehicle speed is high and the oil viscosity is high. The convergent rotation speed is obtained in advance based on the vehicle speed and the viscosity, and is stored in the storage unit of the control device 8. When the control device 8 selects either convergent rotation control or low rotation control, for example, if the vehicle speed is equal to or higher than a predetermined threshold value, the control device 8 determines that the loss is large and selects low rotation control, and the vehicle speed has a predetermined threshold value. If it is less than, it can be judged that the loss is not so large and the convergent rotation control can be selected. The control device 8 may be selected based on the rotation speed of the electric motor or the rotation speed of another rotating body instead of the vehicle speed.

また、制御装置８は、道路状況、渋滞状況等の周辺情報から高車速走行時間を推定し、推定された時間が長い場合には低回転制御を選択し、推定された時間が短い場合には収束回転制御を選択し得る。さらに、制御装置８は、予め取得され、記憶部に記憶されている総合損失マップに基づいて、低回転制御における動作点を決定することができる。総合損失マップは、第１及び第２電動機２Ａ、２Ｂを収束回転数よりも低い所定回転数とするための初期電力及び第１及び第２電動機２Ａ、２Ｂを所定回転数で回転させ続けるための回転維持電力から求められる推定消費電力と、第１及び第２電動機２Ａ、２Ｂが収束回転数で回転する際の損失とに基づいて設定される。 Further, the control device 8 estimates the high vehicle speed traveling time from surrounding information such as road conditions and traffic conditions, selects low rotation control when the estimated time is long, and selects low rotation control when the estimated time is short. Convergent rotation control can be selected. Further, the control device 8 can determine the operating point in the low rotation control based on the total loss map acquired in advance and stored in the storage unit. The total loss map is for initial power for setting the first and second electric motors 2A and 2B to a predetermined rotation speed lower than the convergent rotation speed and for continuing to rotate the first and second electric motors 2A and 2B at a predetermined rotation speed. It is set based on the estimated power consumption obtained from the rotation maintenance power and the loss when the first and second electric motors 2A and 2B rotate at the convergent rotation speed.

以上説明したように、本実施形態によれば、制御装置８は、オイルの粘性が高く、油圧ブレーキ６０が解放された状態で第１及び第２電動機２Ａ、２Ｂに連れまわりが生じるときに、油圧ブレーキ６０の解放した状態で第１及び第２電動機２Ａ、２Ｂの連れまわりの状態が収束する回転状態量である収束回転数よりも低い回転数で第１及び第２電動機２Ａ、２Ｂを回転させる低回転制御を行うことにより、効率の良い動作点で第１及び第２電動機２Ａ、２Ｂを回転させることができ、損失を低減することができる。 As described above, according to the present embodiment, when the oil viscosity is high and the first and second electric motors 2A and 2B are rotated while the hydraulic brake 60 is released, the control device 8 is rotated. When the hydraulic brake 60 is released, the first and second electric motors 2A and 2B are rotated at a rotation speed lower than the convergent rotation speed, which is the amount of rotation in which the surrounding states of the first and second electric motors 2A and 2B converge. By performing the low rotation control, the first and second electric motors 2A and 2B can be rotated at an efficient operating point, and the loss can be reduced.

また、制御装置８は、オイルの粘性が高く、油圧ブレーキ６０が解放された状態で第１及び第２電動機２Ａ、２Ｂに連れまわりが生じるときに、第１及び第２電動機２Ａ、２Ｂを収束回転数で回転させる収束回転制御を行うことにより、第１及び第２電動機２Ａ、２Ｂを所望の回転数とするための初期電力及び第１及び第２電動機２Ａ、２Ｂを所望の回転数で回転させ続けるための回転維持電力を不要とできる。 Further, the control device 8 converges the first and second electric motors 2A and 2B when the oil is highly viscous and the first and second electric motors 2A and 2B are rotated when the hydraulic brake 60 is released. By performing convergent rotation control to rotate at the rotation speed, the initial power for setting the first and second electric motors 2A and 2B to the desired rotation speed and the rotation of the first and second electric motors 2A and 2B at the desired rotation speed. It is possible to eliminate the need for rotation maintenance power to keep it running.

また、制御装置８は、オイルの粘性が高く、油圧ブレーキ６０が解放された状態で第１及び第２電動機２Ａ、２Ｂに連れまわりが生じるときに、第１及び第２電動機２Ａ、２Ｂを収束回転数よりも低い所定回転数とするための初期電力及び第１及び第２電動機２Ａ、２Ｂを所定回転数で回転させ続けるための回転維持電力から求められる推定消費電力と、第１及び第２電動機２Ａ、２Ｂが収束回転数で回転する際の損失とに基づいて、低回転制御と収束回転制御のいずれか一方を選択することで、オイルの粘性が高い場合の損失を低減できる。 Further, the control device 8 converges the first and second electric motors 2A and 2B when the oil is highly viscous and the first and second electric motors 2A and 2B are rotated when the hydraulic brake 60 is released. Estimated power consumption obtained from the initial power for setting the predetermined rotation speed lower than the rotation speed, the rotation maintenance power for continuing to rotate the first and second motors 2A and 2B at the predetermined rotation speed, and the first and second motors. By selecting either low rotation control or convergent rotation control based on the loss when the electric motors 2A and 2B rotate at the convergent rotation speed, the loss when the oil viscosity is high can be reduced.

また、制御装置８は、車速又は車速関連値が所定値以上のとき、即ち第１及び第２電動機２Ａ、２Ｂの収束回転数が高い場合には低回転制御を行い、車速又は車速関連値が所定車速未満のとき、即ち第１及び第２電動機２Ａ、２Ｂの収束回転数が低い場合に収束回転制御を行うことで、オイルの粘性が高い場合の損失を低減しつつ制御を容易にできる。 Further, the control device 8 performs low rotation control when the vehicle speed or the vehicle speed-related value is equal to or higher than a predetermined value, that is, when the convergent rotation speeds of the first and second electric motors 2A and 2B are high, and the vehicle speed or the vehicle speed-related value is set. By performing the convergent rotation control when the vehicle speed is lower than the predetermined vehicle speed, that is, when the convergent rotation speeds of the first and second electric motors 2A and 2B are low, the control can be facilitated while reducing the loss when the viscosity of the oil is high.

また、第１及び第２電動機２Ａ、２Ｂの収束回転数は、粘性と車速又は車速関連値とに基づいて求められており、記憶部に記憶されているので、制御を容易にできる。 Further, the convergent rotation speeds of the first and second electric motors 2A and 2B are obtained based on the viscosity and the vehicle speed or the vehicle speed-related value, and are stored in the storage unit, so that control can be easily performed.

尚、本発明は、上述した実施形態に限定されるものではなく、適宜、変形、改良、等が可能である。
例えば、断接手段として湿式多板式の油圧ブレーキを例示したが、湿式多板式のクラッチであってもよい。
また、電動機と車輪とが断接手段を介して接続されている限り、変速機は必ずしも必要ではなく、電動機と車輪とが変速機を介して接続されている場合、変速機は適宜選択可能である。
また、左右の車輪がそれぞれ別の電動機で駆動される場合に限らず、左右の車輪は１つの電動機で駆動されるものでもよい。 The present invention is not limited to the above-described embodiment, and can be appropriately modified, improved, and the like.
For example, although a wet multi-plate hydraulic brake has been exemplified as the disconnection means, a wet multi-plate clutch may be used.
Further, as long as the electric motor and the wheels are connected via the disconnection means, the transmission is not always necessary, and when the electric motor and the wheels are connected via the transmission, the transmission can be appropriately selected. is there.
Further, the left and right wheels are not limited to the case where they are driven by different electric motors, and the left and right wheels may be driven by one electric motor.

１後輪駆動装置（駆動装置）
２Ａ第１電動機（電動機）
２Ｂ第２電動機（電動機）
３車両
８制御装置（断接手段制御装置、断接手段制御装置）
６０油圧ブレーキ（断接手段）
Ｗｒ後輪（車輪） 1 Rear wheel drive device (drive device)
2A 1st electric motor (electric motor)
2B 2nd electric motor (electric motor)
3 Vehicle 8 Control device (connecting means control device, disconnecting means control device)
60 Hydraulic brake (connecting means)
Wr rear wheel (wheel)

Claims

車両の駆動力を発生する電動機と、
前記電動機を制御する電動機制御装置と、
前記電動機と前記車両の車輪との動力伝達経路上に設けられ、解放又は締結することにより電動機側と車輪側とを遮断状態又は接続状態にする湿式多板式の断接手段と、
前記断接手段の遮断状態と接続状態との切り替えを制御する断接手段制御装置と、を備える駆動装置であって、
前記電動機制御装置は、前記湿式多板式の断接手段の多板部の冷却に供される液状流体の粘性が高く、前記断接手段が解放された状態で前記電動機に連れまわりが生じるときに、
前記断接手段を解放した状態で前記電動機の前記連れまわりの状態が収束する回転状態量である収束回転状態量よりも小さな回転状態量で前記電動機を回転させる低回転制御と、
前記断接手段を解放した状態で前記収束回転状態量で前記電動機を回転させる収束回転制御と、を実行可能に構成され、
前記電動機制御装置は、前記液状流体の粘性が高く、前記断接手段が解放された状態で前記電動機に連れまわりが生じるときに、前記電動機が前記収束回転状態量で回転する際の損失を算出し、前記損失に基づいて、前記低回転制御と前記収束回転制御とのいずれか一方を実行する、駆動装置。 An electric motor that generates the driving force of the vehicle and
An electric motor control device that controls the electric motor and
A wet multi-plate type connecting / disconnecting means provided on a power transmission path between the electric motor and the wheels of the vehicle and releasing or fastening the electric motor side and the wheel side in a cut-off state or a connected state.
A drive device including a disconnection means control device for controlling switching between a cutoff state and a connection state of the disconnection means.
In the electric motor control device, when the viscosity of the liquid fluid used for cooling the multi-plate portion of the wet multi-plate type disconnection means is high and the electric motor is escorted in a state where the disconnection means is released. ,
Low rotation control for rotating the motor with a rotation state amount smaller than the convergent rotation state amount, which is the rotation state amount at which the accompanying state of the motor converges with the disconnection means released.
Convergent rotation control for rotating the electric motor with the convergent rotation state amount in a state where the disconnection means is released can be executed.
The electric motor control device calculates the loss when the electric motor rotates in the convergent rotation state amount when the liquid fluid has a high viscosity and the electric motor is accompanied by the electric motor in a state where the disconnection means is released. and, based on said loss, it said executing one of said convergent rotation control with low rotation control, the driving device.

請求項１に記載の駆動装置であって、
前記電動機制御装置は、前記液状流体の粘性が高く、前記断接手段が解放された状態で前記電動機に連れまわりが生じるときに、前記電動機を前記収束回転状態量よりも小さな回転状態量とするための初期電力及び前記電動機を該回転状態量で回転させ続けるための回転維持電力から求められる推定消費電力と、前記電動機が前記収束回転状態量で回転する際の損失とを比較して、前記低回転制御と前記収束回転制御とのいずれか一方を選択する、駆動装置。 The drive device according to claim 1.
The electric motor control device sets the electric motor to a rotational state amount smaller than the convergent rotational state amount when the liquid fluid has a high viscosity and the electric motor is accompanied by the electric motor in a state where the disconnection means is released. The estimated power consumption obtained from the initial power for the motor and the rotation maintenance power for continuing to rotate the motor in the rotational state amount is compared with the loss when the motor rotates in the convergent rotation state amount. A drive device that selects either low rotation control or the convergent rotation control.

請求項１に記載の駆動装置であって、
前記電動機制御装置は、車速又は車速関連値が所定値以上のとき前記低回転制御を行い、車速又は車速関連値が前記所定値未満のとき前記収束回転制御を行う、駆動装置。 The drive device according to claim 1.
The electric motor control device is a drive device that performs the low rotation control when the vehicle speed or the vehicle speed-related value is equal to or higher than a predetermined value, and performs the convergent rotation control when the vehicle speed or the vehicle speed-related value is less than the predetermined value.

請求項１〜３のいずれか１項に記載の駆動装置であって、
前記電動機制御装置は、前記車両の周辺情報から、車速が所定値よりも高い高車速走行を行う高車速走行時間を推定し、
前記高車速走行時間が所定時間よりも長いときは前記低回転制御を行い、前記所定時間よりも短いときは前記収束回転制御を行う、駆動装置。 The drive device according to any one of claims 1 to 3.
The electric motor control device estimates, from the peripheral information of the vehicle, the high vehicle speed running time at which the vehicle speed is higher than a predetermined value.
A drive device that performs the low rotation control when the high vehicle speed traveling time is longer than a predetermined time, and performs the convergent rotation control when the traveling time is shorter than the predetermined time.