JP2012240471A - Vehicle driving device - Google Patents

Abstract

A vehicle drive device capable of improving vehicle mountability in a configuration having a motor, a speed reduction unit, and a differential unit.
A motor 21 that outputs rotational power, a speed reducer 22 that decelerates and outputs rotational power from the motor 21 and can switch a reduction ratio, and a pair of wheels 14 that transmit rotational power from the speed reducer 22; 15 and a switching unit 23 that switches a reduction ratio of the reduction unit 22, and the motor 21, the reduction unit 22, and the differential unit 24 are connected to the wheels 14 and 15. They are arranged side by side on one axis in the axle direction.
[Selection] Figure 1

Description

  The present invention relates to a vehicle drive device that drives an axle through a speed reduction mechanism and a differential mechanism by a driving force of an electric motor.

  Some vehicles using an electric motor as a power source include a vehicle drive device having a speed reduction mechanism and a differential mechanism in a power transmission path between the electric motor and the axle.

  For example, in Patent Document 1 (Fig. 3), on the rotating shaft of the electric motor (40), the first transmission portion (78) is arranged on one side of the electric motor (40), and the second transmission side is arranged on the other side of the electric motor (40). An electric vehicle drive device in which a section (104) and a differential section (110) are arranged is disclosed. In this electric vehicle drive device, the output from the electric motor (40) is input to the first transmission unit (78), the reduction ratio is changed by switching the shift clutch (94, 96), and the rotor (44) of the electric motor (40) is changed. ) Is input to the planetary sun gear (108) in the second transmission unit (104) through the hollow shaft (100) disposed on the inner side of the ring gear (112), and is decelerated from the ring gear (112) to the double pinion planetary in the differential unit (110). The power of the sun gear (116) of the differential part (110) is transmitted to the left output shaft (52) via the shaft arranged inside the hollow shaft (100), and the differential part (110) The power of the carrier (114) of (110) is transmitted to the right output shaft (54).

  Further, in Patent Document 2 (FIG. 3), an auxiliary electric drive assembly in which a planetary gear reduction assembly (130) and a differential assembly (160) are arranged on one axis inside an induction motor (114). A solid is disclosed. In this auxiliary electric drive assembly, the output from the induction motor (114) is input by the flat disk (126) to the sun gear (138) of the planetary gear reduction assembly (130) to form a spline set (154). And is transmitted to the left output shaft (172) and to the right output shaft (184) disposed inside the spline set (154).

  Furthermore, in patent document 3, it has the 1st axis | shaft (3) of an electric motor (23), the 2nd axis | shaft (5) of a deceleration mechanism (21), and the 3rd axis | shaft (7) of a differential apparatus (25). A power transmission device is disclosed. In this power transmission device, the differential device (25) has a clutch mechanism (49), and the clutch mechanism (49) connects and disconnects power from the electric motor (23).

US Patent Application Publication No. 2009/0211824 Special table 2009-502628 JP 2007-83842 A JP 2006-176120 A

The following analysis is given by the inventor.
However, in the first transmission unit (78) of Patent Document 1, in order to change the reduction ratio by switching the shift clutch (94, 96), the counter shaft (80) and the output shaft (72) of the electric motor (40) Therefore, it becomes larger with respect to the radial direction of the axle (16) and is inferior in vehicle mountability. Further, inside the output shaft (72) of the electric motor (40) of Patent Document 1, a hollow shaft (100) that transmits power from the first transmission unit (78) to the second transmission unit (104) passes, and is hollow. Since the shaft for transmitting power from the differential portion (110) to the left output shaft (52) passes inside the shaft (100), the shaft (100) becomes larger in the radial direction of the axle (16), so that the vehicle can be mounted. Inferior.

  Further, in the auxiliary electric drive assembly of Patent Document 2, the de planetary gear reduction assembly (130) and the differential assembly (160) are arranged on one axis inside the induction motor (114). It becomes larger with respect to the radial direction of the axle, and is inferior in vehicle mounting property.

  Further, in the power transmission device of Patent Document 3, the first shaft (3) of the electric motor (23), the second shaft (5) of the speed reduction mechanism (21), and the third shaft (7 of the differential device (25)). ), The physique is large and the vehicle mounting property is inferior.

  The main subject of this invention is providing the vehicle drive device which can improve vehicle mounting property in the structure which has a motor, a deceleration part, and a differential part.

  In one aspect of the present invention, in a vehicle drive device, a motor that outputs rotational power, a speed reduction unit that outputs the rotational power from the motor by decelerating and that can switch a reduction ratio, and rotation from the speed reduction unit A differential unit that distributes and outputs power to a pair of wheels, and a switching unit that switches a reduction ratio of the reduction unit, and the motor, the reduction unit, and the differential unit are provided on the wheels. They are arranged side by side on one axis in the axle direction.

  In the vehicle drive device of the present invention, it is preferable that the switching unit is disposed on a radially outer side centering on an axle of the wheel with respect to the deceleration unit.

  In the vehicle drive device of the present invention, the speed reduction unit includes a sun gear to which rotational power of the motor is input, a first pinion gear that meshes with the sun gear so as to revolve around the sun gear, and an outer periphery from the sun gear. A first ring gear meshing with the first ring gear, a second pinion gear smaller than a diameter of the first pinion gear, and the first ring gear rotating together with the first pinion gear. And the second ring gear meshing with the second ring gear, the first pinion gear and the second pinion gear are rotatably supported, and the first pinion gear and the second pinion gear are It is preferable to include a first carrier that outputs rotational power when revolving toward the differential portion.

  In the vehicle drive device of the present invention, the switching unit includes: a first brake capable of stopping the rotation of the first ring gear; and a second brake capable of stopping the rotation of the second ring gear. It is preferable to provide.

  In the vehicle drive device of the present invention, it is preferable that the switching unit includes a cam mechanism that switches between operating states of the first brake and the second brake, and an actuator that operates the cam mechanism.

  In the vehicle drive device of the present invention, the cam mechanism rotates in response to the operation of the actuator, and the first convex portion is provided on each of the first brake side surface and the second brake side surface. And a cam gear having a second convex portion, and a first concave portion that is arranged to be non-rotatable and axially movable between the first brake and the cam gear and into which the first convex portion can enter. A first cam plate, a first spring disposed between the first brake and the first cam plate, and urging the first cam plate toward the cam gear, the second brake, A second cam plate which is arranged so as to be unrotatable and axially movable with respect to the cam gear, and which has a second concave portion into which the second convex portion can enter; the second brake; Together disposed between the plates, and the second spring biasing the second cam plate to said cam gear side is preferably provided with a.

  In the vehicle drive device of the present invention, the cam mechanism does not allow the first convex portion to enter the first concave portion, and does not allow the second convex portion to enter the second concave portion. A parking state in which the brake is engaged and the second brake is engaged, the first convex portion is put in the first concave portion, and the second convex portion is not put in the second concave portion. The Lo gear state in which the first brake is disengaged and the second brake is engaged, the first convex portion is placed in the first concave portion, and the second convex portion is By entering the second recess, the neutral state in which the first brake is disengaged and the second brake is disengaged, the first protrusion is not inserted into the first recess, and By placing the second convex portion in the second concave portion, Lakes and engagement, and is preferably switchable said second brake and Hi state to disengaged, the.

  In the vehicle drive device of the present invention, it is preferable that the cam mechanism is switched in the order of the parking state, the Lo gear state, the neutral state, and the Hi gear state when the cam gear rotates in a certain direction.

  In the vehicle drive device of the present invention, the motor is a motor generator capable of generating electricity, a battery capable of discharging and storing, an inverter for controlling operation of the motor, and boosting the power of the battery to the inverter And a step-up / down converter having a function of supplying the electric power generated by the motor to the battery by stepping down the electric power generated by the motor via the inverter.

  The vehicle drive device of the present invention preferably includes an electronic control device that controls the motor and the speed reduction unit.

  In the vehicle drive device of the present invention, the electronic control device controls the Lo gear state when the vehicle speed is less than a preset threshold, and the Hi control when the vehicle speed is equal to or higher than the threshold. It is preferable to control so as to be in a gear state, to drive the motor at the time of acceleration, to regenerate the motor at the time of deceleration, and to be in the parking state when stopped.

  In the vehicle drive device of the present invention, the pair of wheels is one of a front wheel and a rear wheel, and one or a plurality of power sources that output rotational power and the rotational power from the power source are shifted. And a differential device that distributes and outputs the rotational power from the transmission toward the other pair of wheels of the front wheel and the rear wheel, and the electronic control unit includes: It is also preferable to control the operation of the power source.

  In the vehicle drive device of the present invention, the electronic control unit is configured to perform the four-wheel drive running by using the Lo gear state and the motor as a drive when the vehicle speed is in a low speed range that is less than a first threshold during acceleration. The Lo gear state and the motor are not driven when the vehicle speed is in the middle speed range when the vehicle speed is greater than or equal to the first threshold and less than the second threshold greater than the first threshold during acceleration. Only when a predetermined condition is satisfied, control is performed so that the Lo gear state and the motor are driven to drive the four-wheel drive, and the vehicle speed during acceleration is equal to or greater than the second threshold value. It is preferable to perform control so that the neutral state and the motor are not driven when the vehicle is in a high speed range, so that the two-wheel drive traveling is performed, and the parking state is performed when the vehicle is stopped.

  In the vehicle drive device according to the present invention, the electronic control device is configured such that, when the vehicle is decelerated, the neutral state when the vehicle speed is equal to or greater than a third threshold value that is greater than the first threshold value and smaller than the second threshold value, and The motor is controlled to be non-driven and to be driven by two-wheel drive, and when the vehicle speed is less than the third threshold value during deceleration, the Lo gear state and the motor are controlled to be regenerated. Is preferred.

  In the vehicle drive device of the present invention, the speed reduction unit includes a first sun gear to which rotational power of the motor is input, a first pinion gear that meshes with the sun gear so as to be revolved on an outer periphery of the sun gear, The pinion gear rotates integrally with the first pinion gear, and the second pinion gear smaller than the diameter of the first pinion gear, the second ring gear meshing with the second pinion gear, the first pinion gear, and the second pinion gear are rotatably supported. And a first carrier that outputs rotational power when the first pinion gear and the second pinion gear revolve toward the differential unit.

  In the vehicle drive device of the present invention, it is preferable that the switching unit includes a second brake capable of stopping the rotation of the second ring gear.

  In the vehicle drive device of the present invention, it is preferable that the switching unit includes a cam mechanism that switches an operation state of the second brake and an actuator that operates the cam mechanism.

  In the vehicle drive device of the present invention, the cam mechanism rotates in accordance with the operation of the actuator, and has a second gear on the second brake side surface, the second brake, and the cam gear. A second cam plate that is disposed so as to be non-rotatable and movable in the axial direction, and has a second concave portion into which the second convex portion can enter, the second brake, and the second cam plate And a second spring that urges the second cam plate toward the cam gear.

  In the vehicle drive device of the present invention, the cam mechanism includes a Lo gear state in which the second brake is engaged by not inserting the second convex portion into the second concave portion, and the second convex portion. It is preferable that the second brake can be switched to a neutral state in which the second brake is disengaged by entering the second recess.

  In the vehicle drive device of the present invention, the motor is a motor generator capable of generating electricity, a battery capable of discharging and storing, an inverter for controlling operation of the motor, and boosting the power of the battery to the inverter And a step-up / down converter having a function of supplying the electric power generated by the motor to the battery by stepping down the electric power generated by the motor via the inverter.

  The vehicle drive device of the present invention preferably includes an electronic control device that controls the motor and the speed reduction unit.

  In the vehicle drive device of the present invention, the pair of wheels is one of a front wheel and a rear wheel, and one or a plurality of power sources that output rotational power and the rotational power from the power source are shifted. And a differential device that distributes and outputs the rotational power from the transmission toward the other pair of wheels of the front wheel and the rear wheel, and the electronic control unit includes: It is also preferable to control the operation of the power source.

  In the vehicle drive device of the present invention, the electronic control unit is configured to perform the four-wheel drive running by using the Lo gear state and the motor as a drive when the vehicle speed is in a low speed range that is less than a first threshold during acceleration. The Lo gear state and the motor are not driven when the vehicle speed is in the middle speed range when the vehicle speed is greater than or equal to the first threshold and less than the second threshold greater than the first threshold during acceleration. Only when a predetermined condition is satisfied, control is performed so that the Lo gear state and the motor are driven to drive the four-wheel drive, and the vehicle speed during acceleration is equal to or greater than the second threshold value. It is preferable that the neutral state and the motor be non-driven during the high speed range, and control is performed so that two-wheel drive traveling is performed.

  In the vehicle drive device according to the present invention, the electronic control device is configured such that, when the vehicle is decelerated, the neutral state when the vehicle speed is equal to or greater than a third threshold value that is greater than the first threshold value and smaller than the second threshold value, and The motor is controlled to be non-driven and to be driven by two-wheel drive, and when the vehicle speed is less than the third threshold value during deceleration, the Lo gear state and the motor are controlled to be regenerated. Is preferred.

  In the vehicle drive device of the present invention, the differential portion meshes with the third ring gear that rotates integrally with the first carrier and the third ring gear so as to be revolved on the inner periphery of the third ring gear. A third pinion gear, a second sun gear that rotates integrally with one of the pair of axles, a fourth pinion gear that meshes with the second sun gear so as to revolve on the outer periphery of the second sun gear, the third pinion gear, and the second pinion gear It is preferable to include a second carrier that rotatably supports the four pinion gear and that outputs rotational power when the third pinion gear and the fourth pinion gear revolve toward the other of the pair of axles.

  According to the present invention, since the motor, the speed reduction unit, and the differential unit are arranged side by side in the axle direction of the pair of wheels in the vehicle drive device (uniaxial arrangement), the radial direction of the rotation shaft of the pair of wheels is It is possible to reduce the size, improve the vehicle mountability, and secure the vehicle interior space. Further, since the size can be reduced with respect to the radial direction of the rotating shafts of the pair of wheels, the vehicle can be mounted on a low-floor hybrid vehicle or an electric vehicle having a low minimum ground clearance.

It is the schematic which showed typically the structure of the vehicle drive device which concerns on Example 1 of this invention. It is the skeleton figure which showed typically the structure of the rear-wheel drive device in the vehicle drive device which concerns on Example 1 of this invention. It is sectional drawing of the radial direction which showed typically the structure of the rear-wheel drive device in the vehicle drive device which concerns on Example 1 of this invention. FIG. 3 is a partial radial cross-sectional view schematically showing a configuration of a switching unit of the rear wheel drive device in the vehicle drive device according to the first embodiment of the present invention. It is the fragmentary sectional view of the circumferential direction which showed typically operation of the switching part of the rear-wheel drive device in the vehicle drive device concerning Example 1 of the present invention. It is the table | surface which showed typically the driving | running | working pattern of the vehicle drive device which concerns on Example 1 of this invention. It is the flowchart which showed typically operation | movement of the electronic controller in the vehicle drive device which concerns on Example 1 of this invention. It is the table | surface which showed typically the driving | running | working pattern of the vehicle drive device which concerns on Example 2 of this invention. It is the flowchart which showed typically operation | movement of the electronic controller in the vehicle drive device which concerns on Example 2 of this invention. It is the schematic which showed typically the structure of the vehicle drive device which concerns on Example 3 of this invention. It is the schematic which showed typically the structure of the vehicle drive device which concerns on Example 4 of this invention. It is the skeleton figure which showed typically the structure of the rear-wheel drive device in the vehicle drive device which concerns on Example 4 of this invention. It is sectional drawing of the radial direction which showed typically the structure of the rear-wheel drive device in the vehicle drive device which concerns on Example 4 of this invention. FIG. 9 is a radial partial cross-sectional view schematically showing a configuration of a switching unit of a rear wheel drive device in a vehicle drive device according to a fourth embodiment of the present invention. It is the fragmentary sectional view of the circumferential direction which showed typically operation | movement of the switching part of the rear-wheel drive device in the vehicle drive device which concerns on Example 4 of this invention. It is the table | surface which showed typically the driving | running | working pattern of the vehicle drive device which concerns on Example 4 of this invention.

  In the vehicle drive device according to the embodiment of the present invention, a motor (21 in FIG. 1) that outputs rotational power, and a speed reduction unit (FIG. 1) that outputs the rotational power from the motor by decelerating and switching the reduction ratio. 22), a differential part (24 in FIG. 2) that distributes and outputs the rotational power from the reduction part toward a pair of wheels (14, 15 in FIG. 1), and a reduction ratio of the reduction part. A switching unit (23 in FIG. 2) for switching, and the motor, the speed reduction unit, and the differential unit are arranged side by side on one axis in the axle direction of the wheel.

  Note that, in the present application, where reference numerals are attached to the drawings, these are only for the purpose of helping understanding, and are not intended to be limited to the illustrated embodiments.

  A vehicle drive device according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram schematically showing the configuration of the vehicle drive device according to the first embodiment of the present invention.

  Referring to FIG. 1, a vehicle drive device 1 is a device that drives a vehicle. The vehicle drive device 1 is mounted on a hybrid vehicle (an electric vehicle is acceptable except for the engine 2) having a plurality of power sources (engine 2, motor generators 3, 4, 21). The vehicle drive device 1 includes an engine 2, motor generators 3 and 4, a transmission 5, a differential device 6, inverters 7, 8 and 9, a step-up / down converter 10, and a battery 11 as main components. And front wheels 12, 13, rear wheels 14, 15, sensor 16, rear wheel drive device 20, and electronic control device 30.

  The engine 2 is an internal combustion engine that outputs rotational power by, for example, combustion of fuel (for example, hydrocarbons such as gasoline and light oil). The rotational power of the engine 2 is transmitted to the transmission 5. The engine 2 includes various sensors and actuators. The various sensors and actuators are connected to the engine controller 32 so as to communicate with each other, and are controlled by the engine controller 32.

  The motor generator 3 is a synchronous generator motor (which may be an induction type) that drives as a motor and also as a generator. The rotational power of the motor generator 3 is transmitted to the transmission 5. Motor generator 3 exchanges power with battery 11 through inverter 7 and step-up / down converter 10. The motor generator 3 can regenerate using the rotational power from the transmission 5 to charge the battery 11, or can output rotational power to the transmission 5 using the electric power from the battery 11.

  The motor generator 4 is a synchronous generator motor (which may be an induction type) that drives as a motor and also as a generator. The rotational power of the motor generator 4 is transmitted to the transmission 5. Motor generator 4 exchanges power with battery 11 via inverter 8 and buck-boost converter 10. The motor generator 4 can regenerate using the rotational power from the transmission 5 to charge the battery 11, or can output rotational power to the transmission 5 using the electric power from the battery 11.

  The transmission 5 is a mechanism for shifting the rotational power output from any of the engine 2 and the motor generators 3 and 4 and transmitting it to the differential device 6. In the transmission 5, for example, the rotational power output from either the engine 2 or the motor generators 3 and 4 is a planetary gear mechanism (combined with a plurality of planetary gear mechanisms) via a torque converter (not shown). ), And is shifted by the planetary gear mechanism and output to the differential device 6. The transmission 5 includes a clutch that engages and disconnects predetermined rotating elements in the planetary gear mechanism, and a brake that stops rotation of the predetermined rotating elements, and a hydraulic circuit that hydraulically operates the clutch and the brake. And having a solenoid in the hydraulic circuit. The transmission 5 is connected to a transmission controller (not shown) so that the solenoid can communicate with the transmission 5, and is controlled by the transmission controller.

  The differential device 6 is a device that drives the front wheels 12 and 13 to be differentially driven by the rotational power from the transmission 5.

  Inverter 7 controls the operation (drive operation, power generation operation, regenerative operation) of motor generator 3 in accordance with a control signal from motor generator controller 33. The inverter 7 is electrically connected to the battery 11 via the buck-boost converter 10.

  Inverter 8 controls the operation (drive operation, power generation operation, regenerative operation) of motor generator 4 in accordance with a control signal from motor generator controller 33. The inverter 8 is electrically connected to the battery 11 via the buck-boost converter 10.

  Inverter 9 controls the operation (drive operation, power generation operation, regenerative operation) of motor generator 21 in accordance with a control signal from motor generator controller 33. The inverter 9 is electrically connected to the battery 11 via the buck-boost converter 10.

  The step-up / down converter 10 boosts the power of the battery 11 and supplies it to the motor generators 3, 4, 21 according to the operating conditions, and steps down the power generated by the motor generators 3, 4, 21. A device having a function of supplying to the device. Note that the step-up / down converter 10 is used in common for the motor generators 3, 4, and 21. Note that the step-up / down converter 10 may be omitted as long as the specification voltages of the battery 11 and the motor generators 3, 4, and 21 are compatible.

  The battery 11 is a secondary battery that can be discharged and stored. The battery 11 is electrically connected to the step-up / down converter 10.

  The front wheel 12 is a wheel on the left front side of the vehicle, and the rotational power from the differential device 6 is transmitted to the front wheel 12. The front wheel 13 is a wheel on the front right side of the vehicle, to which the rotational power from the differential device 6 is transmitted. The rear wheel 14 is a rear left wheel of the vehicle, and the rotational power from the differential unit 24 is transmitted to the rear wheel 14. The rear wheel 15 is a wheel on the rear right side of the vehicle, to which the rotational power from the differential unit 24 is transmitted.

  The sensor 16 is a device that detects a predetermined state of the vehicle. As the sensor 16, for example, a sensor that detects a predetermined state of the vehicle such as a vehicle speed, an accelerator opening degree, a brake signal, a wheel rotation speed, and a shift position can be used. In FIG. 3, the sensor 16 uses a sensor that detects the rotational speed of the motor generator 21.

  The rear wheel drive device 20 is a device that drives the rear wheels 14 and 15. The rear wheel drive device 20 includes a motor generator 21, a speed reduction unit 22, a switching unit 23, and a differential unit 24 as main components. In the rear wheel drive device 20, the motor generator 21, the speed reduction portion 22, and the differential portion 24 are arranged side by side in the axle direction (uniaxial placement), and a power transmission path between the speed reduction portion 22 and the differential portion 24 is provided. It does not pass through the inside of the motor generator 21. In the rear wheel drive device 20, the switching unit 23 is disposed on the radially outer side of the speed reduction unit 22.

  The motor generator 21 is a synchronous generator motor (which may be an induction type) that drives as a motor and also as a generator. The motor generator 21 has an annular shape. The rotational power of the motor generator 21 is transmitted to the speed reduction unit 22. Motor generator 21 exchanges power with battery 11 via inverter 9 and buck-boost converter 10. The motor generator 21 can regenerate using the rotational power from the speed reduction unit 22 to charge the battery 11 or output the rotational power to the speed reduction unit 22 using the power from the battery 11.

  The deceleration unit 22 is a mechanism unit that decelerates (shifts) the rotational power from the motor generator 21 and outputs the reduced power to the differential unit 24. The speed reduction unit 22 is configured so that the speed reduction ratio can be switched in accordance with the operation of the switching unit 23. The speed reduction unit 22 is provided between the motor generator 21 and the differential unit 24.

  The switching unit 23 is a mechanism unit that switches the reduction ratio in the reduction unit 22. The switching unit 23 is provided on the radially outer side of the speed reduction unit 22. The switching unit 23 is provided between the motor generator 21 and the differential unit 24. The switching unit 23 has a brake (corresponding to 23a and 23b in FIGS. 2 and 3) capable of stopping the rotation of the components of the speed reducing unit 22 (corresponding to the ring gears 53 and 54 in FIGS. 2 and 3). And a motor-type actuator (corresponding to 67 in FIG. 3) for switching the state of the brake. The switching unit 23 is communicably connected to the actuator controller 34, and the operation is controlled by the actuator controller 34.

  The differential unit 24 is a device that distributes the rotational power from the speed reduction unit 22 to the rear wheels 14 and 15 and outputs (drives differentially). The differential unit 24 may use a double pinion planetary mechanism or may use a bevel gear.

  The detailed configuration of the rear wheel drive device 20 will be described later (see FIGS. 2 to 5).

  The electronic control device 30 is a device that controls the operation of the engine 2, the motor generators 3, 4, 21, and the actuator (67 in FIG. 3). The electronic control device 30 includes a main controller 31, an engine controller 32, a motor generator controller 33, and an actuator controller 34.

  The main controller 31 is a computer (electronic control unit) that controls operations of the engine 2, the motor generators 3, 4, 21 and the actuator (67 in FIG. 3) via the engine controller 32, the motor generator controller 33, and the actuator controller 34. ). The main controller 31 stores predetermined programs (databases, maps, etc.) according to input signals (predetermined state of the vehicle) from various sensors 16 (vehicle speed, accelerator engagement, brake signal, wheel speed, shift position, etc.). Control processing based on the above. The main controller 31 determines a travel pattern (see FIG. 6) based on the input signals from the various sensors 16, and in response to the determined travel pattern, the engine controller 32, the motor generator controller 33, and the actuator controller 34. Output a control signal.

  The engine controller 32 is a computer (electronic control device) that controls the operation of the engine 2. The engine controller 32 includes various actuators (not shown; for example, actuators that drive a throttle valve, an injector, etc.) built in the engine 2, various sensors (not shown; for example, an accelerator opening sensor, a rotation sensor, etc.), The main controller 31 is communicably connected. The engine controller 32 performs control processing based on a predetermined program (including a database, a map, and the like) in accordance with a control signal from the main controller 31.

  The motor generator controller 33 is a computer (electronic control device) that controls the operation of the motor generators 3, 4, 21 via the inverters 7, 8, 9. The motor generator controller 33 is communicably connected to the inverters 7, 8 and 9, various sensors (not shown; for example, a rotation sensor) and the main controller 31. The motor generator controller 33 performs control processing based on a predetermined program (including a database, a map, etc.) in accordance with a control signal from the main controller 31.

  The actuator controller 34 is a computer (electronic control device) that controls the operation of the actuator (67 in FIG. 3) in the switching unit 23. The actuator controller 34 is communicably connected to the actuator (67 in FIG. 3) and the main controller 31. The actuator controller 34 performs control processing based on a predetermined program (including a database, a map, and the like) in accordance with a control signal from the main controller 31.

  Next, the gear structure of the rear-wheel drive device in the vehicle drive device which concerns on Example 1 of this invention is demonstrated using drawing. FIG. 2 is a skeleton diagram schematically showing the configuration of the rear wheel drive device in the vehicle drive device according to the first embodiment of the present invention.

  The rear wheel drive device 20 includes a motor generator 21, a speed reduction unit 22, a switching unit 23, and a differential unit 24.

  The motor generator 21 is a power source in the rear wheel drive device 20, has a stator 47 fixed to the housing 42, and has a rotor 50 that rotates inside the stator 47. The rotational power of the rotor 50 is transmitted to the sun gear portion 51 a of the speed reduction portion 22 through the cylindrical output shaft 51.

  The speed reduction part 22 has a ring gear 53 arranged at a predetermined interval on the outer periphery of the sun gear part 51 a, meshes with the sun gear part 51 a so as to be able to revolve on the outer periphery of the sun gear part 51 a, and the inner periphery of the ring gear 53 And a large-diameter pinion gear portion 52a that meshes with the ring gear 53 so as to be capable of revolving. The large-diameter pinion gear portion 52a is a component of the pinion gear member 52, and rotates integrally with the small-diameter pinion gear portion 52b. The small-diameter pinion gear portion 52b is a constituent portion of the pinion gear member 52 and is smaller than the diameter of the large-diameter pinion gear portion 52a. The small-diameter pinion gear portion 52 b meshes with the ring gear 54 so as to be able to revolve on the inner periphery of the ring gear 54. The pinion gear member 52 is also referred to as a stepped pinion or a stepped pinion. The pinion gear member 52 is rotatably supported by the carrier 55. The rotational power when the pinion gear member 52 revolves with respect to the sun gear portion 51 a is transmitted to the ring gear portion 55 a of the differential portion 24 via the carrier 55. The ring gear 53 can be stopped from rotating by the brake 23 a of the switching unit 23. The ring gear 54 can be stopped from rotating by the brake 23 b of the switching unit 23.

  The switching unit 23 includes a brake 23 a that can stop the rotation of the ring gear 53 and a brake 23 b that can stop the rotation of the ring gear 54. The brake 23 a is provided outside the ring gear 53 in the radial direction and is attached to the housing 42. The brake 23 b is provided outside the ring gear 54 in the radial direction, and is attached to the housing 42. The brakes 23a and 23b may be a multi-plate type or a single plate type. The brakes 23a and 23b are operated by the operation of an actuator (corresponding to 67 in FIG. 3). The switching unit 23 may be configured to stop the rotation of the ring gears 53 and 54 using a hydraulic pressure, an electromagnetic clutch, a synchro sleeve, and a dog clutch in addition to the configuration using the actuator.

  The differential portion 24 has a sun gear 79 arranged at a predetermined interval on the inner periphery of the ring gear portion 55a, and has a pinion gear 75 that meshes with the ring gear portion 55a so as to be able to revolve on the inner periphery of the ring gear portion 55a. It has a pinion gear 76 that meshes with the sun gear 79 so that it can revolve on the outer periphery of the sun gear 79, and has a carrier 77 that rotatably supports the pinion gears 75, 76. The rotational power of the sun gear 79 is transmitted to the rear wheel 14 via the output shaft 80 disposed inside the cylindrical output shaft 51. The rotational power of the carrier 77 when the pinion gears 75 and 76 revolve with respect to the ring gear portion 55 a and the sun gear 79 is transmitted to the rear wheel 15 via the output shaft 84.

  Next, a detailed configuration of the rear wheel drive device in the vehicle drive device according to the first embodiment of the present invention will be described with reference to the drawings. FIG. 3 is a radial cross-sectional view schematically showing the configuration of the rear wheel drive device in the vehicle drive device according to the first embodiment of the present invention. FIG. 4 is a partial radial cross-sectional view schematically illustrating the configuration of the switching unit of the rear wheel drive device in the vehicle drive device according to the first embodiment of the present invention. FIG. 5 is a partial cross-sectional view in the circumferential direction schematically showing the operation of the switching unit of the rear wheel drive device in the vehicle drive device according to the first embodiment of the present invention.

  The rear wheel drive device 20 includes, as main components, housings 41, 42, 43, 44, bolts 45, 46, a stator 47, a holder 48, a bolt 49, a rotor 50, an output shaft 51, Pinion gear member 52, ring gears 53 and 54, carriers 55 and 56, cam gear 58, cam plate 59, wave spring 60, friction plates 61 and 62, cam plate 63, wave spring 64, and friction plate 65, 66, actuator 67, support member 69, bolt 70, stator 71, bolt 72, rotor 73, pinion gears 75, 76, carriers 77, 78, sun gear 79, and output shaft 80, joint member 81, nut member 82, seal 83, output shaft 84, joint member 85, and nut portion It has a 86, and the seal 87, the.

  The housings 41, 42, 43, and 44 are assembleable housings that house the motor generator 21, the speed reduction unit 22, the switching unit 23, the differential unit 24, and the sensor 16 in the rear wheel drive device 20.

  The housing 41 is a lid-like member assembled so as to close one end of the cylindrical housing 42. The housing 41 rotatably supports the output shaft 51 via a ball bearing. The housing 41 has a hole through which the output shaft 80 is inserted, and supports the output shaft 80 through a ball bearing so as to be rotatable. The housing 41 supports (holds) a seal 83 that seals a gap between the hole and the joint member 81 fixed to the output shaft 80.

  The housing 42 is a cylindrical member assembled between the housing 41 and the housing 43. The housing 43 covers the radially outer sides of the motor generator 21, the speed reduction unit 22, and the differential unit 24. A lid-like housing 41 is assembled at one end of the housing 42, and a lid-like housing 43 is assembled by a bolt 45 at the other end. Inside the housing 42, a holder 48 of the motor generator 21 is attached by bolts 49. A support member 69 is attached to the inside of the housing 42 by a bolt 70 at a portion between the motor generator 21 and the speed reduction unit 22. The housing 42 has a guide hole portion 42a that guides the gear portion 58c of the cam gear 58 (portion that meshes with the actuator 67) so as not to move in the axial direction and to move within a predetermined range in the circumferential direction (see FIG. 4). An actuator 67 that meshes with the gear portion 58 c of the cam gear 58 is fixed to the outside of the housing 42. The inner side of the housing 42 is engaged with the cam plate 63, the wave spring 64, and the friction plate 65 so as to be non-rotatable and axially movable on the brake 23b side of the cam gear 58 (see FIG. 4). The inner side of the housing 42 is engaged with the cam plate 59, the wave spring 60, and the friction plate 61 so as not to be rotatable and axially movable on the brake 23a side of the cam gear 58 (see FIG. 4).

  The housing 43 is a lid-like member assembled so as to close the other end of the housing 42 with a bolt 45. The housing 43 has a hole through which the output shaft 84 is inserted, and rotatably supports a carrier 77 that is spline-engaged with the output shaft 84 via a ball bearing. The housing 43 rotatably supports the ring gear 53 via a ball bearing. The housing 44 is assembled to the housing 43 by bolts 46 on the opposite side to the housing 42.

  The housing 44 is a cylindrical member assembled to the housing 43 by bolts 46. The housing 44 is inserted with the output shaft 84 and rotatably supports the output shaft 84 via a ball bearing. The housing 44 supports (holds) a seal 87 that seals a gap with the joint member 85 fixed to the output shaft 84.

  The bolt 45 is a member for fastening and fixing the housing 43 to the housing 42.

  The bolt 46 is a member for fastening and fixing the housing 44 to the housing 43.

  The stator 47 is a stator of the motor generator 21. The stator 47 is fitted and fixed to the inner peripheral side of the annular holder 48. The stator 47 is formed in an annular shape (the divided pieces may be arranged in an annular shape), and has a tooth portion extending to the inner peripheral side, and a coil (the motor generator 21 is connected to the tooth portion). In the case of a three-phase motor, a U-phase coil, a V-phase coil, and a W-phase coil) are wound.

  The holder 48 is a holder that supports the stator 47. The holder 48 is an annular member, and a stator 47 is fitted on the inner peripheral side thereof. The holder 48 is disposed inside the housing 42 and is fixed to the housing 42 by bolts 49.

  The bolt 49 is a member for fixing the holder 48 to the housing 42.

  The rotor 50 is a rotor of the motor generator 21. The rotor 50 is rotatably arranged on the inner peripheral side of the stator 47. The rotor 50 is formed in an annular shape, and a cylindrical output shaft 51 is mounted and fixed on the inner peripheral side thereof.

  The output shaft 51 is a rotating shaft of the motor generator 21. The output shaft 51 is formed in a cylindrical shape. The output shaft 51 is mounted and fixed to the rotor 50 on the inner peripheral side of the rotor 50. The output shaft 51 is rotatably supported by the housing 41 via a ball bearing, and is rotatably supported by the housing 42 via a ball bearing, a ring gear 54, a bearing, a support member 69, and a bolt 70. In the output shaft 51, the rotor 73 of the sensor 16 is fixed to the outer peripheral surface of the portion between the motor generator 21 and the speed reduction unit 22. The output shaft 51 has a sun gear part 51 a extending on the inner periphery of the speed reducing part 22. The sun gear portion 51 a is a component of the speed reduction portion 22 and meshes with the large-diameter pinion gear portion 52 a of the pinion gear member 52 of the speed reduction portion 22. The output shaft 51 rotatably supports the output shaft 80 via a bush.

  The pinion gear member 52 is a component member of the speed reduction unit 22. In the pinion gear member 52, a large-diameter pinion gear portion 52a and a small-diameter pinion gear portion 52b are integrated. A plurality of pinion gear members 52 are arranged at predetermined intervals in the circumferential direction around the rotation axis of the output shaft 51, and are rotatably supported by the carriers 55, 56 between the carriers 55 and 56. ing. The large-diameter pinion gear portion 52 a meshes with the sun gear portion 51 a so that it can revolve on the outer periphery of the sun gear portion 51 a of the output shaft 51, and meshes with the ring gear 53 so that it can revolve on the inner periphery of the ring gear 53. The small-diameter pinion gear portion 52b is coaxial with the large-diameter pinion gear portion 52a and has a smaller diameter than the large-diameter pinion gear portion 52a. The small-diameter pinion gear portion 52b meshes with the ring gear 54 so that it can revolve on the inner periphery of the ring gear 54.

  The ring gear 53 is a constituent member of the speed reduction unit 22. The ring gear 54 is an annular member and meshes with the small-diameter pinion gear portion 52b of the pinion gear member 52 on the inner peripheral surface. The ring gear 54 engages with a plurality of friction plates 62 on the outer peripheral surface so as not to rotate but to move in the axial direction (see FIG. 4). The ring gear 53 is rotatably supported by the housing 43 via a bearing.

  The ring gear 54 is a constituent member of the speed reduction unit 22. The ring gear 53 is an annular member and meshes with the large-diameter pinion gear portion 52a of the pinion gear member 52 on the inner peripheral surface. The ring gear 54 engages with a plurality of friction plates 66 on the outer peripheral surface so as not to rotate but to move in the axial direction (see FIG. 4). The ring gear 54 is rotatably supported by the housing 42 via a bearing, a support member 69, and a bolt 70.

  The carrier 55 is a constituent member of the speed reduction unit 22. The carrier 55 supports the pinion gear member 52 rotatably. The carrier 55 is rotatably supported by the carrier 78 via a bearing. The carrier 55 has a ring gear portion 55 a extending on the outer periphery of the differential portion 24. The ring gear part 55a is a component part of the differential part 24 and meshes with the pinion gear 75 on the inner periphery.

  The carrier 56 is a constituent member of the speed reduction unit 22. The carrier 56 supports the pinion gear member 52 in a rotatable manner. The carrier 56 is rotatably supported by the ring gear 54 via a bearing.

  The cam gear 58 is an annular member having a cam function for moving the cam plates 59 and 63 in the axial direction according to the rotation angle when rotated in the circumferential direction, and is a constituent member of the switching unit 23 (FIG. 3). (See FIG. 4). The cam gear 58 is guided so as to be rotatable inside the housing 42 and immovable in the radial direction. The cam gear 58 has a gear portion 58 c that meshes with the actuator 67. The gear portion 58 c is formed on a part of the outer peripheral surface of the cam gear 58 and is exposed to the outside of the housing 42 from a guide hole portion 42 a formed in the housing 42. The gear portion 58c is guided by the guide hole portion 42a so as not to move in the axial direction and to move within a predetermined range in the circumferential direction. The cam gear 58 is formed with a plurality of convex portions 58a and 58b on both sides in the axial direction at a portion sandwiched between the cam plates 59 and 63 (see FIG. 5). The convex portions 58a are formed at a predetermined interval in the circumferential direction, and engage the brake 23a by pressing the cam plate 59 to the right side in FIG. 5 when it is not in the concave portion 59a of the cam plate 59 of the brake 23a. When the recess 59a is entered, the pressing of the cam plate 59 is released and the engagement of the brake 23a is released. The convex portions 58b are formed at predetermined intervals in the circumferential direction corresponding to the positions of the convex portions 58a. When the convex portions 58b are not in the concave portions 63a of the cam plate 63 of the brake 23b, the cam plate 63 is shown in FIG. The brake 23b is engaged by pressing to the left side, and when entering the recess 63a, the pressing of the cam plate 63 is released and the engagement of the brake 23b is released.

  The cam plate 59 is an annular member having a cam function of moving in the axial direction according to the rotation angle of the cam gear 58, and is a constituent member of the switching unit 23 (see FIGS. 3 and 4). The cam plate 59 is engaged with the housing 42 on the outer peripheral surface so as not to rotate but to move in the axial direction. The cam plate 59 is urged toward the cam gear 58 by the wave spring 60. The cam plate 59 has a plurality of recesses 59a formed on the surface on the cam gear 58 side (see FIG. 5). The recesses 59a are formed at a predetermined interval in the circumferential direction. The cam plate 59 is pressed toward the wave spring 60 when the convex portion 58a of the cam gear 58 is not in the concave portion 59a to engage the brake 23a, and the pressing is released when the convex portion 58a enters the concave portion 59a. To release the engagement of the brake 23a.

  The wave spring 60 is an elastic member that is annular and formed in a wave shape in the axial direction, and is a constituent member of the switching unit 23 (see FIGS. 3 and 4). The wave spring 60 is engaged with the housing 42 on the outer peripheral surface so as not to rotate but to move in the axial direction. The wave spring 60 is sandwiched between the cam plate 59 and the friction plate 61. The wave spring 60 urges the cam plate 59 to the cam gear 58 side (left side in FIG. 5), and urges the friction plate 61 to the opposite side (right side in FIG. 5) to the cam gear 58 side.

  The friction plate 61 is an annular plate member and is a constituent member of the switching unit 23 (see FIGS. 3 and 4). The friction plate 61 is engaged with the housing 42 so as not to rotate and to move in the axial direction on the outer peripheral surface. The friction plates 61 and the friction plates 62 are alternately stacked in the axial direction. The leftmost friction plate 61 in FIG. 4 is biased to the right by the wave spring 60 and is in contact with the friction plate 62. The rightmost friction plate 61 in FIG. 4 is restricted from moving to the right by the housing 42 and is in contact with the friction plate 62. The friction plate 61 in the middle is in contact with the friction plate 62 on both sides. The friction plate 61 is frictionally engaged with the friction plate 62 to engage the brake 23a when pressed against the right side by the cam plate 59 via the wave spring 60, and friction is generated when the pressing of the cam plate 59 is released. The frictional engagement with the plate 62 is released, and the engagement of the brake 23a is released.

  The friction plate 62 is an annular plate member and is a constituent member of the switching unit 23 (see FIGS. 3 and 4). The friction plate 62 is engaged with the ring gear 53 on the inner peripheral surface so as not to rotate but to move in the axial direction. The friction plates 62 and the friction plates 61 are alternately stacked in the axial direction. Both sides of the friction plate 62 are in contact with the friction plate 61. When the friction plate 62 is pressed to the right side by the cam plate 59 via the wave spring 60, the friction plate 62 is frictionally engaged with the friction plate 61 to engage the brake 23a, and when the pressing of the cam plate 59 is released, the friction plate 62 is frictionally engaged. The frictional engagement with the plate 61 is released, and the engagement of the brake 23a is released.

  The cam plate 63 is an annular member having a cam function of moving in the axial direction according to the rotation angle of the cam gear 58, and is a constituent member of the switching unit 23 (see FIGS. 3 and 4). The cam plate 63 engages with the housing 42 on the outer peripheral surface so as not to rotate but to move in the axial direction. The cam plate 63 is urged toward the cam gear 58 by a wave spring 64. The cam plate 63 has a plurality of recesses 63a formed on the surface on the cam gear 58 side (see FIG. 5). The recesses 63a are formed at a predetermined interval in the circumferential direction. The cam plate 63 is pressed toward the wave spring 64 when the convex portion 58b of the cam gear 58 is not in the concave portion 63a to engage the brake 23b, and the pressing is released when the convex portion 58b enters the concave portion 63a. To release the engagement of the brake 23b.

  The wave spring 64 is an elastic member that is annular and formed in a wave shape in the axial direction, and is a constituent member of the switching unit 23 (see FIGS. 3 and 4). The wave spring 64 is engaged with the housing 42 on the outer peripheral surface so as not to rotate but to move in the axial direction. The wave spring 64 is sandwiched between the cam plate 63 and the friction plate 65. The wave spring 64 biases the cam plate 63 toward the cam gear 58 (the right side in FIG. 5), and biases the friction plate 65 toward the opposite side (the left side in FIG. 5) from the cam gear 58 side.

  The friction plate 65 is a plate member formed in an annular shape, and is a constituent member of the switching unit 23 (see FIGS. 3 and 4). The friction plate 65 is engaged with the housing 42 so as not to rotate and to move in the axial direction on the outer peripheral surface. The friction plates 65 and the friction plates 66 are alternately stacked in the axial direction. The rightmost friction plate 65 in FIG. 4 is biased to the left by the wave spring 60 and is in contact with the friction plate 66. The leftmost friction plate 65 in FIG. 4 is restricted from moving leftward by the housing 42 and is in contact with the friction plate 66. The friction plate 65 in the middle is in contact with the friction plate 66 on both sides. When the friction plate 65 is pressed to the left by the cam plate 63 via the wave spring 64, the friction plate 65 is frictionally engaged with the friction plate 66 to engage the brake 23b, and the friction plate 65 is friction when the pressing of the cam plate 63 is released. The frictional engagement with the plate 66 is released, and the engagement of the brake 23b is released.

  The friction plate 66 is a plate member formed in an annular shape and is a constituent member of the switching unit 23 (see FIGS. 3 and 4). The friction plate 66 is engaged with the ring gear 54 on the inner peripheral surface so as not to rotate but to move in the axial direction. The friction plates 66 and the friction plates 65 are alternately stacked in the axial direction. Both sides of the friction plate 66 are in contact with the friction plate 65. When the friction plate 66 is pressed to the left by the cam plate 63 via the wave spring 64, the friction plate 66 frictionally engages the friction plate 65 to engage the brake 23b, and when the pressing of the cam plate 63 is released, friction is generated. The frictional engagement with the plate 65 is released, and the engagement of the brake 23b is released.

  The actuator 67 is a device that switches the positions of the convex portions 58a and 58b of the cam gear 58, and is a constituent member of the switching portion 23 (see FIGS. 3 to 5). The actuator 67 is fixed to the housing 42. The actuator 67 meshes with the gear portion 58 c of the cam gear 58. The actuator 67 is communicably connected to an actuator controller (34 in FIG. 1), and its operation is controlled by the actuator controller (34 in FIG. 1). The actuator 67 switches the engagement state (engagement, non-engagement) of the brakes 23a and 23b by rotating the cam gear 58 according to the control of the actuator controller (34 in FIG. 1). As the actuator 67, a motor-type actuator can be used.

  Here, the operation of the switching unit 23 will be described. The switching unit 23 includes a parking (see FIG. 5A), a Lo gear (see FIG. 5B), a neutral (see FIG. 5C), a brake 23a, and a brake 23b. There are four patterns of operating states with the non-engaged Hi gear (see FIG. 5D).

  In parking (see FIG. 5A), the convex portion 58a of the cam gear 58 is set so as not to enter the concave portion 59a of the cam plate 59, and the convex portion 58b of the cam gear 58 does not enter the concave portion 63a of the cam plate 63. The That is, in parking, both brakes 23a and 23b are set to be engaged. The parking also has a hill hold function that prevents the vehicle from slipping down when starting on a slope.

  In the Lo gear (see FIG. 5B), the cam gear 58 rotates in a fixed direction from the parking state, so that the convex portion 58a of the cam gear 58 enters the concave portion 59a of the cam plate 59 and the convex portion of the cam gear 58 is projected. The portion 58 b is set so as not to enter the concave portion 63 a of the cam plate 63. In other words, the Lo gear is set so that the Hi gear brake 23a is disengaged and the Lo gear brake 23b is engaged.

  In neutral (see FIG. 5C), the cam gear 58 rotates in a certain direction from the Lo gear state, so that the convex portion 58a of the cam gear 58 enters the concave portion 59a of the cam plate 59 and the convex portion of the cam gear 58 The portion 58 b is set so as to enter the recess 63 a of the cam plate 63. That is, in neutral, both the brakes 23a and 23b are set so as to be disengaged.

  In the Hi gear (see FIG. 5D), the cam gear 58 rotates in a fixed direction from the neutral state, so that the convex portion 58a of the cam gear 58 does not enter the concave portion 59a of the cam plate 59 and the cam gear 58 The convex portion 58 b is set so as to enter the concave portion 63 a of the cam plate 63. That is, the Hi gear is set so that the Hi gear brake 23a is engaged and the Lo gear brake 23b is disengaged.

  In switching between the Hi gear (see FIG. 5D) and the Lo gear (see FIG. 5B), switching directly from the Hi gear to the Lo gear or from the Lo gear to the Hi gear is not possible. Instead, it is set so as to pass through neutral (see FIG. 5C) between the Hi gear and the Lo gear.

  The support member 69 is an annular member for supporting the stator 71 of the sensor 16 that detects the rotational speed of the output shaft 51 of the motor generator 21. The support member 69 is attached and fixed to the housing 42 by bolts 70. A stator 71 is attached and fixed to the support member 69 by bolts 72. The support member 69 rotatably supports the ring gear 54 via a bearing at the inner peripheral end.

  The bolt 70 is a member for fixing the support member 69 to the housing 42.

  The stator 71 is a component of the sensor 16 that detects the rotational speed of the output shaft 51 of the motor generator 21. The stator 71 is fixed to the support member 69 by bolts 73. The stator 71 detects the rotational speed of the rotor 73 fixed to the output shaft 51 of the motor generator 21. The stator 71 is communicably connected to the main controller (31 in FIG. 1).

  The bolt 72 is a member for fixing the stator 71 to the support member 69.

  The rotor 73 is a member that rotates integrally with the output shaft 51 of the motor generator 21. The rotor 73 is disposed inside the stator 71.

  The pinion gear 75 is a pinion gear located on the radially outer side of the double pinion planetary in the differential section 24. A plurality of pinion gears 75 are arranged at predetermined intervals in the circumferential direction around the rotation axis of the output shaft 51, and are rotatably supported by the carriers 77 and 78 between the carriers 77 and 78. The pinion gear 75 meshes with the ring gear portion 55a so as to be able to revolve on the inner periphery of the ring gear portion 55a of the carrier 55.

  The pinion gear 76 is a pinion gear that is radially inward of the double pinion planetary in the differential section 24. A plurality of pinion gears 76 are arranged at predetermined intervals in the circumferential direction around the rotation axis of the output shaft 51, and are rotatably held by the carriers 77, 78 between the carriers 77, 78. The pinion gear 76 meshes with the sun gear 79 so as to be able to revolve on the outer periphery of the sun gear 79.

  The carrier 77 is a constituent member of a double pinion planetary in the differential section 24. The carrier 77 supports the pinion gears 75 and 76 in a rotatable manner. The carrier 77 is rotatably supported by the housing 43 via a bearing. The carrier 77 is spline-engaged with the output shaft 84 so as not to rotate on the inner peripheral surface.

  The carrier 78 is a constituent member of a double pinion planetary in the differential section 24. The carrier 78 supports the pinion gears 75 and 76 in a rotatable manner. The carrier 78 rotatably supports the carrier 55 through a bearing.

  The sun gear 79 is a constituent member of a double pinion planetary in the differential section 24. Sun gear 79 meshes with pinion gear 76 on the outer periphery. The sun gear 79 is spline-engaged with the output shaft 80 so as not to rotate on the inner periphery.

  The output shaft 80 is a shaft (axle) that transmits the rotational power from the sun gear 79 of the differential section 24 to the rear wheels (14 in FIG. 1). The output shaft 80 extends to the inside of the differential portion 24, and is spline-engaged with the sun gear 79 so as not to rotate inside the sun gear 79 of the double pinion planetary in the differential portion 24. The output shaft 80 is inserted through the inside of the cylindrical output shaft 51 and is rotatably supported by the output shaft 51 via a bush. The output shaft 80 is rotatably supported by the housing 41 via a bearing. A joint member 81 is spline-engaged with the output shaft 80 so as not to rotate, and the joint member 81 is fixed by a nut member 82.

  The joint member 81 is a member that transmits the rotational power of the output shaft 80 toward the rear wheel (14 in FIG. 1). The joint member 81 is spline engaged with the output shaft 80 so as not to rotate, and is fixed to the output shaft 80 by a nut member 82. The joint member 81 is in pressure contact with the seal 83.

  The nut member 82 is a member for fixing the joint member 81 to the output shaft 80.

  The seal 83 is a member that seals a gap between the hole portion of the housing 41 and the joint member 81.

  The output shaft 84 is a shaft (axle) that transmits the rotational power from the carrier 77 of the differential section 24 to the rear wheel (15 in FIG. 1). The output shaft 84 is spline engaged with the carrier 77 so as not to rotate. The output shaft 84 is rotatably supported by the housing 44 via a bearing. A joint member 85 is spline-engaged to the output shaft 84 so as not to rotate, and the joint member 85 is fixed by a nut member 86.

  The joint member 85 is a member that transmits the rotational power of the output shaft 84 toward the rear wheel (15 in FIG. 1). The joint member 85 is spline-engaged with the output shaft 84 so as not to rotate, and is fixed to the output shaft 84 by a nut member 86. The joint member 81 is in pressure contact with the seal 87.

  The nut member 86 is a member for fixing the joint member 85 to the output shaft 84.

  The seal 87 is a member that seals a gap between the hole of the housing 44 and the joint member 85.

  In the rear wheel drive device 20 configured as described above, the rotational power of the motor generator 21 is input to the sun gear portion 51a of the speed reduction portion 22 via the output shaft 51, and the brake 23a or the brake 23b is engaged by the switching portion 23. In the state, the rotational power input from the sun gear portion 51a is shifted in the speed reduction portion 22 and input to the ring gear portion 55a of the differential portion 24 via the carrier 55, and input from the ring gear portion 55a in the differential portion 24. Rotational power is distributed to the left and right output shafts 80, 84.

  Next, a traveling pattern of the vehicle drive device according to the first embodiment of the present invention will be described with reference to the drawings. FIG. 6 is a table schematically showing a running pattern of the vehicle drive device according to the first embodiment of the present invention.

  In the vehicle drive apparatus (1 in FIG. 1) according to the first embodiment, the vehicle is driven at 4WD regardless of acceleration / deceleration at all vehicle speeds in the traveling state, and is reduced below the vehicle speed V regardless of acceleration / deceleration (22 in FIG. 1). ) Is the Lo gear (the brake 23a is disconnected and the brake 23b is in contact with the switching unit 23), and the deceleration unit (22 in FIG. When the brake 23b is disconnected), the motor generator (21 in FIG. 1) is turned on (driven) during acceleration, and the motor generator (21 in FIG. 1) is turned on (regenerative) during deceleration and stopped. The motor generator (21 in FIG. 1) is turned off (non-driven), and the motor generator is set so that the Hi-side brake 23a is in contact and the Lo-side brake 23b is in contact in the switching unit 23. By controlling 21) and the switching unit of FIG. 1 (23 in FIG. 1), to control the running pattern (see FIG. 6). The details of the running pattern are as follows.

[Running pattern 1]
In driving pattern 1, when the vehicle speed is in the low / medium speed range of less than V (starting to V), the brake on the Hi side (23a in FIG. 2) is turned off (23 in FIGS. 1 and 2) ( 2), the Lo side brake (23b in FIG. 2) is turned on (contact), the motor generator (21 in FIGS. 1 and 2) is turned on (driving during acceleration, regeneration during deceleration), and always 4WD. Let it run.

[Running pattern 2]
In traveling pattern 2, when the vehicle speed is in the high speed range of V or higher, the brake on the Hi side (23a in FIG. 2) is turned on (contact) and the brake on the Lo side in the switching unit (23 in FIGS. 1 and 2). (23b in FIG. 2) is turned OFF (disconnected), the motor generator (21 in FIGS. 1 and 2) is turned ON (driving during acceleration, regeneration during deceleration), and the vehicle is always running at 4WD.

[Running pattern 3]
In the running pattern 3, when the vehicle is stopped, the Hi-side brake (23a in FIG. 2) is turned on (contacted) and the Lo-side brake (see FIG. 2) in the switching unit (23 in FIGS. 1 and 2). 2b) is turned on (contact), and the motor generator (21 in FIGS. 1 and 2) is turned off (non-driven). Thereby, it becomes parking and hill hold.

[Running pattern 4]
In the running pattern 4, regardless of the vehicle speed, the Hi-side brake (23a in FIG. 2) is turned off (disconnected) and the Lo-side brake (23b in FIG. 2) in the switching unit (23 in FIGS. 1 and 2). Is turned off (OFF), and the motor generator (21 in FIGS. 1 and 2) is turned off (non-driven). This makes it neutral.

  As a comparative example, when the threshold value is zero and the vehicle is constantly traveling at 4WD, the motor generator is increased in size at a high speed, resulting in an increase in the size of the motor generator.

  Next, the operation of the electronic control unit in the vehicle drive device according to the first embodiment of the present invention will be described with reference to the drawings. FIG. 7 is a flowchart schematically showing the operation of the electronic control device in the vehicle drive device according to the first embodiment of the present invention.

  First, the electronic control unit (30 in FIG. 1) determines whether or not the shift position is in the D range (step A1). The determination as to whether or not the vehicle is in the D range can be made, for example, based on whether or not the shift position detected by the sensor that detects the position of the shift lever is in the D range. If not in the D range (NO in step A1), the process returns to the start.

  If it is the D range (YES in step A1), the electronic control unit (30 in FIG. 1) determines whether or not the vehicle is stopped (step A2). Whether or not the vehicle is stopped can be determined by whether or not the vehicle speed sensor is zero. If not stopped (NO in step A2), the process proceeds to step A4.

  When stopped (YES in step A2), the electronic control unit (30 in FIG. 1) turns on the Hi-side brake (23a in FIG. 2) in the switching unit (23 in FIG. 1), and The Lo side brake (23b in FIG. 2) is turned on (contact), the motor generator (21 in FIG. 1) is turned off (non-driven) (step A3), and then the process returns to the start. Thereby, it becomes a hill hold.

  If not stopped (NO in step A2), the electronic control unit (30 in FIG. 1) determines whether or not the vehicle is accelerating (step A4). Whether or not the vehicle is accelerating can be determined based on whether or not the amount of change per predetermined time of the vehicle speed detected by the vehicle speed sensor is positive. When not accelerating (NO in step A4), the process proceeds to step A8.

  When the vehicle is accelerating (YES in step A4), the electronic control unit (30 in FIG. 1) determines whether or not the vehicle speed is lower than V (step A5). If the vehicle speed is not less than V (NO in step A5), the process proceeds to step A7.

  When the vehicle speed is less than V (YES in step A5), the electronic control unit (30 in FIG. 1) turns off the Hi-side brake (23a in FIG. 2) in the switching unit (23 in FIG. 1), Further, the Lo-side brake (23b in FIG. 2) is turned on (contact), the motor generator (21 in FIG. 1) is turned on, the drive state is set to 4WD (drive) (step A6), and then the process returns to the start.

  When the vehicle speed is not lower than V (NO in step A5), the electronic control unit (30 in FIG. 1) turns on the Hi brake (23a in FIG. 2) in the switching unit (23 in FIG. 1). And the Lo side brake (23b in FIG. 2) is turned off (disconnected), the motor generator (21 in FIG. 1) is turned on, the drive state is set to 4WD (drive) (step A7), and then the process returns to the start. .

  When the vehicle is not accelerating (NO in step A4), the electronic control unit (30 in FIG. 1) determines whether or not the vehicle speed is lower than V (step A8). If the vehicle speed is not less than V (NO in step A8), the process proceeds to step A10.

  When the vehicle speed is smaller than V (YES in step A8), the electronic control unit (30 in FIG. 1) turns off the Hi-side brake (23a in FIG. 2) in the switching unit (23 in FIG. 1), Further, the Lo-side brake (23b in FIG. 2) is turned on (contact), the motor generator (21 in FIG. 1) is turned on, the drive state is set to 4WD (regeneration) (step A9), and then the process returns to the start.

  When the vehicle speed is not lower than V (NO in step A8), the electronic control unit (30 in FIG. 1) turns on the Hi brake (23a in FIG. 2) in the switching unit (23 in FIG. 1). And the Lo side brake (23b in FIG. 2) is turned off (disconnected), the motor generator (21 in FIG. 1) is turned on, the driving state is set to 4WD (regenerative) (step A10), and then the process returns to the start. .

  According to the first embodiment, in the rear wheel drive device 20, the motor generator 21, the speed reduction unit 22, and the differential unit 24 are arranged side by side in the axial direction with respect to the output shafts 80 and 84 (single axis arrangement). It is possible to reduce the size relative to the radial direction of the rotation shafts of the output shafts 80 and 84 of the device 20, thereby improving the vehicle mountability and securing the vehicle interior space. Further, since it is possible to reduce the size relative to the radial direction of the rotation shafts of the output shafts 80 and 84 of the rear wheel drive device 20, it can be mounted on a low-floor hybrid vehicle or electric vehicle having a low minimum ground clearance. It becomes. In addition, in order to reduce the size of the motor generator 21 that is the largest factor in the radial direction, the one with a small output torque is selected, and the high reduction ratio of the reduction unit 22 (stepped planetary reduction unit) is obtained. Driving torque can be earned even if the size is reduced.

  Further, according to the first embodiment, the motor generator 21 is rotated at a high speed due to the high speed reduction ratio of the speed reduction section 22 (stepped planetary speed reduction section), so the Lo gear (high speed reduction ratio) is used from start to V. By using a Hi gear (reduced speed ratio) above V, it is possible to prevent the motor generator 21 from rotating at a high speed and to achieve 4WD performance in the entire vehicle speed range while ensuring motor durability.

  A vehicle drive apparatus according to Embodiment 2 of the present invention will be described with reference to the drawings. FIG. 8 is a table schematically showing a running pattern of the vehicle drive device according to the second embodiment of the present invention.

  The second embodiment is a modification of the first embodiment, and the control operation of the electronic control device (30 in FIG. 1) is different. Other configurations are the same as those of the first embodiment.

  In the vehicle drive apparatus according to the second embodiment (corresponding to 1 in FIG. 1), in order to ensure the 4WD performance of the vehicle, reduce the drag torque, and reduce the power consumption of the motor, the low-speed region (acceleration: In the stop to V1) mode, the vehicle always travels 4WD, and in the medium speed range (acceleration: V1 to V2), in principle, the vehicle runs 2WD. The driving pattern (see FIG. 8) is controlled by controlling the motor generator (corresponding to 21 in FIG. 1) and the switching unit (corresponding to 23 in FIG. 1) so that 2WD traveling is achieved at acceleration: V2 or higher. . Further, when the motor is stopped, the motor generator (corresponding to 21 in FIGS. 1 and 2) is turned off (non-driven), and the brake on the Hi side (corresponding to 23 in FIGS. 1 and 2) is switched (in FIG. 2). 23a) and a Lo-side brake (corresponding to 23b in FIG. 2) and a motor generator (corresponding to 21 in FIG. 1 and FIG. 2) and a switching unit (FIG. 1, FIG. 2). 2 (corresponding to 23 of 2) is controlled to control the running pattern (see FIG. 8). The details of the running pattern are as follows.

[Running pattern 1]
In traveling pattern 1, when the vehicle speed is in a low speed range of less than V1 (stop to V1) during acceleration, the brake on the Hi side (corresponding to 23a in FIG. 2) in the switching unit (corresponding to 23 in FIGS. 1 and 2). Is OFF (disconnected), the Lo side brake (corresponding to 23b in FIG. 2) is ON (contact), the motor generator (corresponding to 21 in FIG. 1 and FIG. 2) is ON (driving), and 4WD travels constantly. And

[Running pattern 2]
In traveling pattern 2, when the vehicle speed is at a medium speed range of V1 or more and less than V2 during acceleration, a Hi-side brake (corresponding to 23a in FIG. 2) is applied in the switching unit (corresponding to 23 in FIGS. 1 and 2). OFF (disconnected), Lo side brake (corresponding to 23b in FIG. 2) is ON (contact), motor generator (corresponding to 21 in FIG. 1 and FIG. 2) is OFF (non-driving), in principle However, only when a predetermined condition such as slip, acceleration assist, or turning is detected, the motor generator (corresponding to 21 in FIG. 1) is turned on (driven) to make 4WD travel. Here, in the traveling pattern 2, the Lo side brake (corresponding to 23b in FIG. 2) of the switching unit (corresponding to 23 in FIGS. 1 and 2) is turned on (contacted). 4WD so that there is no delay in the response of 4WD (the motor generator 21 is energized to make it run in 4WD). When it is not necessary to make 4WD, the motor generator (corresponding to 21 in FIG. 1) This is to reduce power consumption. V2 is a value larger than V1.

[Running pattern 3]
In driving pattern 3, when the vehicle speed is in a high speed range of V2 or higher during acceleration, the brake on the Hi side (corresponding to 23a in FIG. 2) is turned off (disconnected) in the switching unit (corresponding to 23 in FIGS. In addition, the Lo-side brake (corresponding to 23b in FIG. 2) is turned off (disconnected), and the motor generator (corresponding to 21 in FIGS. 1 and 2) is turned off (non-driven), so that 2WD traveling is always performed. Here, the brake generator (corresponding to 23a and 23b in FIG. 2) of the switching unit (corresponding to 23 in FIGS. 1 and 2) is turned off (corresponding to 21 in FIGS. 1 and 2). This is to reduce the drag torque.

[Running pattern 4]
In traveling pattern 4, when the vehicle speed is V3 or higher (V2>V3> V1) during deceleration, the brake on the Hi side (corresponding to 23a in FIG. 2) is applied in the switching unit (corresponding to 23 in FIGS. 1 and 2). OFF (disconnected), Lo-side brake (corresponding to 23b in FIG. 2) is OFF (disconnected), motor generator (corresponding to 21 in FIG. 1 and FIG. 2) is OFF (non-driven), and always travels 2WD. And V3 is set lower than V2 in order to prevent frequent power on / off (ON / OFF) due to traveling in the vicinity of V2.

[Running pattern 5]
In the running pattern 5, when the vehicle speed is less than V3 (V3 to stop) at the time of deceleration, the Hi-side brake (corresponding to 23a in FIG. 2) is turned off in the switching unit (corresponding to 23 in FIGS. 1 and 2). In addition, the Lo-side brake (corresponding to 23b in FIG. 2) is turned ON (contact), and the motor generator (corresponding to 21 in FIGS. 1 and 2) is turned ON (regeneration).

[Running pattern 6]
In the running pattern 6, when the vehicle is stopped, the switch on the Hi side (corresponding to 23a in FIG. 2) is turned on (contacted) in the switching part (corresponding to 23 in FIGS. 1 and 2), and the Lo side The brake (corresponding to 23b in FIG. 2) is turned on (contact), and the motor generator (corresponding to 21 in FIGS. 1 and 2) is turned off (non-driven). Thereby, it becomes parking and hill hold.

[Running pattern 7]
In the traveling pattern 7, regardless of the vehicle speed, the Hi-side brake (corresponding to 23a in FIG. 2) is turned OFF (disconnected) and the Lo-side brake (illustrated in FIG. 1 and FIG. 2). 2 (corresponding to 23b in FIG. 2) is turned off (disconnected), and the motor generator (corresponding to 21 in FIGS. 1 and 2) is turned off (non-driven). This makes it neutral.

  As Comparative Example 1, when the vehicle runs in the vicinity of a high speed range with two thresholds, the frequent switching unit (corresponding to 23 in FIGS. 1 and 2) is connected and disconnected at the brake (23a and 23b in FIG. 2). The durability of the switching unit becomes a problem.

  As Comparative Example 2, in the engine / motor combined four-wheel drive device (four-wheel drive device having a motor drive battery: Patent Document 1) that does not have a battery dedicated to motor drive as in Patent Document 4, 2WD and 4WD are used. When the changeover switch is on, the motor is controlled as necessary (when the driving load is large, such as when starting or running uphill), and four-wheel drive is used. In the case of having a travel mode, the 4WD slip travel control mode is the travel pattern No. It is supported only between 1 and 4 (other driving patterns are clutch-off and torque cannot be transmitted immediately after slip detection), and if the vehicle speed V1 threshold is small, the 4WD traveling range becomes narrower. 4WD travel is not possible in the low speed and medium speed ranges (described in [0047] of Patent Document 4 as “the motor is not driven in normal low / medium speed travel after starting”). Conversely, increasing the threshold value of the vehicle speed V1 increases the motor power consumption.

[Table 1]

  Next, the operation of the electronic control device in the vehicle drive device according to the second embodiment of the present invention will be described with reference to the drawings. FIG. 9 is a flowchart schematically showing the operation of the electronic control device in the vehicle drive device according to the second embodiment of the present invention.

  First, the electronic control unit (corresponding to 30 in FIG. 1) determines whether or not the shift position is in the D range (step B1). The determination as to whether or not the vehicle is in the D range can be made, for example, based on whether or not the shift position detected by the sensor that detects the position of the shift lever is in the D range. If not in the D range (NO in step B1), the process returns to the start.

  If it is the D range (YES in step B1), the electronic control unit (corresponding to 30 in FIG. 1) determines whether or not the vehicle is stopped (step B2). Whether or not the vehicle is stopped can be determined by whether or not the vehicle speed sensor is zero. If not stopped (NO in step B2), the process proceeds to step B4.

  When it is stopped (YES in step B2), the electronic control unit (corresponding to 30 in FIG. 1) is a Hi-side brake (corresponding to 23a in FIG. 2) in the switching unit (corresponding to 23 in FIGS. 1 and 2). ) Is turned on (contact), the Lo-side brake (corresponding to 23b in FIG. 2) is turned on (contact), and the motor generator (corresponding to 21 in FIGS. 1 and 2) is turned off (non-driven) ( Step B3) and then return to the start. Thereby, it becomes a hill hold.

  If not stopped (NO in step B2), the electronic control unit (corresponding to 30 in FIG. 1) determines whether or not the vehicle is accelerating (step B4). Whether or not the vehicle is accelerating can be determined based on whether or not the amount of change per predetermined time of the vehicle speed detected by the vehicle speed sensor is positive. When not accelerating (NO in step B4), the process proceeds to step B11.

  If the vehicle is accelerating (YES in step B4), the electronic control unit (corresponding to 30 in FIG. 1) determines whether or not the vehicle speed is smaller than V1 (step B5). If the vehicle speed is not less than V1 (NO in step B5), the process proceeds to step B7.

  When the vehicle speed is lower than V1 (YES in step B5) or when a predetermined state is detected (YES in step B8), the electronic control unit (corresponding to 30 in FIG. 1) is switched (see FIGS. 1 and 2). The brake on the Hi side (corresponding to 23a in FIG. 2) is turned off (disconnected), and the brake on the Lo side (corresponding to 23b in FIG. 2) is turned on (contacted). 1 (corresponding to 21 in FIG. 2) is set to ON (forward drive), 4WD drive (step B6; travel pattern 1 or 2 in FIG. 8), and then the process returns to the start.

  If the vehicle speed is not lower than V1 (NO in step B5), the electronic control unit (corresponding to 30 in FIG. 1) determines whether the vehicle speed is lower than V2 (step B7). If the vehicle speed is not less than V2 (NO in step B7), the process proceeds to step B10.

  If the vehicle speed is less than V2 (YES in step B7), the electronic control unit (corresponding to 30 in FIG. 1) determines whether a predetermined state (slip, acceleration assist, turning, etc.) has been detected (step B8). ). The predetermined state is, for example, a sensor (corresponding to 16 in FIG. 3) that detects the rotational speed of the output shaft (corresponding to 51 in FIG. 3) of the motor generator (corresponding to 21 in FIG. 3) if slipping. If the change in the detected value is greater than or equal to a predetermined value, it is determined as slip. If it is acceleration assist, it is determined that acceleration assist is required when the detected value of the sensor that detects the road surface gradient is greater than or equal to the predetermined value. For example, when the position where the position of the handle is detected is equal to or greater than a predetermined value, it is determined to turn. If a predetermined state is detected (YES in step B8), the process proceeds to step B6.

  When the predetermined state is not detected (NO in step B8), the electronic control device (corresponding to 30 in FIG. 1) is used to switch the brake on the Hi side (23a in FIG. 2) in the switching unit (corresponding to 23 in FIG. 1 and FIG. 2). 2) is turned off (disconnected), the Lo-side brake (corresponding to 23b in FIG. 2) is turned on (contact), and the motor generator (corresponding to 21 in FIGS. 1 and 2) is turned off (non-driven). And 2WD (step B9; travel pattern 2 in FIG. 8), and then return to the start.

  When the vehicle speed is not lower than V2 (NO in step B7), the electronic control device (corresponding to 30 in FIG. 1) is used to switch the brake on the Hi side (23a in FIG. 2) in the switching unit (corresponding to 23 in FIGS. 1 and 2). 2) is OFF (disconnected), the Lo side brake (corresponding to 23b in FIG. 2) is OFF (disconnected), and the motor generator (corresponding to 21 in FIG. 1 and FIG. 2) is OFF (not driven). And always set to 2WD traveling (step B10; traveling pattern 3 in FIG. 8), and then returns to the start.

  If the vehicle is not accelerating (NO in step B4), the electronic control unit (corresponding to 30 in FIG. 1) determines whether or not the vehicle speed is V3 or higher (step B11). When the vehicle speed is not equal to or higher than V3 (NO in step B11), the process proceeds to step B13.

  When the vehicle speed is V3 or higher (YES in step B12), the electronic control device (corresponding to 30 in FIG. 1) causes the Hi-side brake (23a in FIG. 2) in the switching unit (corresponding to 23 in FIGS. 1 and 2). 2) is turned off (disconnected), the Lo side brake (corresponding to 23b in FIG. 2) is turned off (disconnected), and the motor generator (21 in FIG. 1) is turned off (non-driven). (Step B12; travel pattern 4 in FIG. 8), and then return to the start.

  When the vehicle speed is not equal to or higher than V3 (NO in step B11), the electronic control unit (corresponding to 30 in FIG. 1) causes the Hi-side brake (corresponding to 23a in FIG. 2) in the switching unit (corresponding to 23 in FIG. 1 and FIG. 2). Equivalent) is OFF, the Lo side brake (corresponding to 23b in FIG. 2) is ON (contact), the motor generator (21 in FIG. 1) is ON (regeneration), and 4WD regenerative running is performed ( Step B13; travel pattern 5) in FIG. 8, and then return to the start.

  According to the second embodiment, as in the first embodiment, in the rear wheel drive device 20, the motor generator 21, the speed reduction section 22, and the differential section 24 are arranged side by side in the axial direction with respect to the output shafts 80 and 84 (uniaxial arrangement). Therefore, it is possible to reduce the size relative to the radial direction of the rotation shafts of the output shafts 80 and 84 of the rear wheel drive device 20, improve the vehicle mountability, and secure the vehicle interior space. Further, since it is possible to reduce the size relative to the radial direction of the rotation shafts of the output shafts 80 and 84 of the rear wheel drive device 20, it can be mounted on a low-floor hybrid vehicle or electric vehicle having a low minimum ground clearance. It becomes. In addition, in order to reduce the size of the motor generator 21 that is the largest factor in the radial direction, the one with a small output torque is selected, and the high reduction ratio of the reduction unit 22 (stepped planetary reduction unit) is obtained. Driving torque can be earned even if the size is reduced.

  Further, according to the second embodiment, since the traveling pattern is controlled according to the speed range (the motor generator 21 and the switching unit 23 are controlled), the drag torque is reduced (by the control of the switching unit 23) while ensuring the 4WD performance. The motor power consumption can be reduced (by control of the motor generator 21), and the fuel consumption can be improved. The motor generator (corresponding to 21 in FIG. 1 and FIG. 2) and the switching unit (corresponding to 23 in FIG. 1 and FIG. 2) are controlled using three threshold values, and the vehicle speed is reduced from the time of starting (motor generator). 21 is ON, the Lo-side brake 23b of the switching unit 23 is in contact), and the vehicle always travels 4WD, and in the medium speed range (the motor generator 21 is in principle OFF and the switching unit 23 is in contact), slip, acceleration assist, turning, etc. The traveling performance can be improved by performing the 4WD traveling only under the above conditions and performing the 2WD traveling in the high speed range (the motor generator 21 is OFF and the brakes 23a and 23b of the switching unit 23 are disconnected).

  A vehicle drive apparatus according to Embodiment 3 of the present invention will be described with reference to the drawings. FIG. 10 is a schematic diagram schematically illustrating the configuration of the vehicle drive device according to the third embodiment of the present invention.

  The third embodiment is a modification of the first embodiment, and the components related to the driving of the front wheels (12, 13 in FIG. 1) in the first embodiment (the engine 2, the motor generators 3, 4, the transmission 5, FIG. The differential device 6 and the inverters 7 and 8) are abolished, and the engine controller (32 in FIG. 1) is abolished in the electronic control device 30 ′. In the third embodiment, 2WD traveling is performed regardless of acceleration / deceleration at all vehicle speeds in the traveling state, and the deceleration unit 22 is braked in the Lo gear (switching unit 23 to 23a in FIG. Is equivalent), the brake (corresponding to 23b in FIG. 2) is in contact), and the speed reduction unit 22 is switched to Hi gear (the brake (corresponding to 23a in FIG. The motor generator 21 is turned on (driving) during acceleration, the motor generator 21 is turned on (regeneration) during deceleration, and the motor generator is stopped when stopped. 21 is OFF (non-driven), and the switching unit 23 is in contact with the Hi side brake (corresponding to 23a in FIG. 2) and the Lo side brake (corresponding to 23b in FIG. 2). By controlling the over motor generator 21 and the switching section 23 controls the travel pattern. Other configurations are the same as in Example 1.

  According to the third embodiment, the same effect as the first embodiment is obtained.

  A vehicle drive apparatus according to Embodiment 4 of the present invention will be described with reference to the drawings. FIG. 11 is a schematic diagram schematically illustrating the configuration of the vehicle drive device according to the fourth embodiment of the present invention. FIG. 12 is a skeleton diagram schematically showing the configuration of the rear wheel drive device in the vehicle drive device according to the fourth embodiment of the present invention. FIG. 13 is a radial cross-sectional view schematically showing the configuration of the rear wheel drive device in the vehicle drive device according to the fourth embodiment of the present invention. FIG. 14 is a partial radial cross-sectional view schematically showing the configuration of the switching unit of the rear wheel drive device in the vehicle drive device according to the fourth embodiment of the present invention. FIG. 15 is a circumferential partial cross-sectional view schematically illustrating the operation of the switching unit of the rear wheel drive device in the vehicle drive device according to the fourth embodiment of the present invention. FIG. 16 is a table schematically showing a running pattern of the vehicle drive device according to the fourth embodiment of the present invention.

  The fourth embodiment is a modification of the second embodiment, and the configuration (the ring gear 53 in FIG. 4) related to the Hi-side brake (23 a in FIG. 2) in the switching unit (corresponding to 23 in FIGS. 1 and 2) in the second embodiment. The cam plate 59, the wave spring 60, and the friction plates 61 and 62) are replaced with a switching portion 23 '(see FIGS. 11 to 15). In the fourth embodiment, the configuration relating to the brake on the Hi side (23a in FIG. 2) is abolished, so that the traveling pattern 6 (see FIG. 8; parking, hill hold) of the second embodiment is eliminated (see FIG. 16). Other configurations are the same as those of the second embodiment.

  According to the fourth embodiment, the same effect as the second embodiment is obtained.

  It should be noted that the embodiments and examples may be changed and adjusted within the scope of the entire disclosure (including claims and drawings) of the present invention and based on the basic technical concept. Various combinations and selections of various disclosed elements are possible within the scope of the claims of the present invention. That is, the present invention naturally includes various variations and modifications that could be made by those skilled in the art according to the entire disclosure including the claims and the drawings, and the technical idea.

DESCRIPTION OF SYMBOLS 1 Vehicle drive device 2 Engine 3, 4 Motor generator 5 Transmission 6 Differential device 7, 8, 9 Inverter 10 Buck-boost converter 11 Battery 12, 13 Front wheel 14, 15 Rear wheel 16 Sensor 20 Rear wheel drive device 21 Motor generator ( motor)
22 Deceleration part 23, 23 'switching part 23a Brake (1st brake)
23b Brake (second brake)
24 Differential section 30, 30 'Electronic control unit 31 Main controller 32 Engine controller 33 Motor generator controller 34 Actuator controller 41, 42, 43, 44 Housing 42a Guide hole 45, 46 Bolt 47 Stator 48 Holder 49 Bolt 50 Rotor 51 Output Shaft 51a Sun gear (first sun gear)
52 Pinion gear member 52a Large-diameter pinion gear part (first pinion gear)
52b Small-diameter pinion gear (second pinion gear)
53 Ring gear (first ring gear)
54 Ring gear (second ring gear)
55 Carrier (first carrier)
56 Carrier 55a Ring gear (third ring gear)
58 Cam gear (cam mechanism)
58a Convex part (first convex part)
58b Convex part (second convex part)
58c Gear part 59 Cam plate (cam mechanism, first cam gear)
59a recess (first recess)
60 Wave spring (cam mechanism, first spring)
61, 62 Friction plate 63 Cam plate (cam mechanism, second cam plate)
63a recess (second recess)
64 Wave spring (cam mechanism, second spring)
65, 66 Friction plate 67 Actuator 69 Support member 70 Bolt 71 Stator 72 Bolt 73 Rotor 75 Pinion gear (third pinion gear)
76 pinion gear (4th pinion gear)
77 Carrier (second carrier)
78 Carrier 79 Sun gear (second sun gear)
80 Output shaft 81 Joint member 82 Nut member 83 Seal 84 Output shaft 85 Joint member 86 Nut member 87 Seal

Claims (25)

A motor that outputs rotational power;
A speed reduction unit that decelerates and outputs rotational power from the motor and is capable of switching a reduction ratio;
A differential unit that distributes and outputs the rotational power from the deceleration unit toward a pair of wheels; and
A switching unit for switching a reduction ratio of the deceleration unit;
With
The motor drive device according to claim 1, wherein the motor, the speed reduction unit, and the differential unit are arranged side by side on one axis of the wheel in the axle direction.   2. The vehicle drive device according to claim 1, wherein the switching unit is disposed radially outside the axle of the wheel with respect to the speed reduction unit. The deceleration part is
A sun gear to which the rotational power of the motor is input;
A first pinion gear meshing with the sun gear so as to be able to revolve on the outer periphery of the sun gear;
A first ring gear that is spaced apart from the sun gear on the outer periphery and meshes with the first ring gear;
A second pinion gear that rotates integrally with the first pinion gear and is smaller than the diameter of the first pinion gear;
A second ring gear that is arranged axially offset from the first ring gear and meshes with the second ring gear;
A first carrier that rotatably supports the first pinion gear and the second pinion gear, and that outputs rotational power when the first pinion gear and the second pinion gear revolve toward the differential unit;
The vehicle drive device according to claim 1, further comprising: The switching unit is
A first brake capable of stopping rotation of the first ring gear;
A second brake capable of stopping rotation of the second ring gear;
The vehicle drive device according to claim 3, further comprising: The switching unit is
A cam mechanism for switching operation states of the first brake and the second brake;
An actuator for operating the cam mechanism;
The vehicle drive device according to claim 4, further comprising: The cam mechanism is
A cam gear that rotates according to the operation of the actuator, and has a first convex portion and a second convex portion on each of the first brake side surface and the second brake side surface;
A first cam plate disposed between the first brake and the cam gear so as not to be rotatable and movable in the axial direction, and having a first recess into which the first projection can enter;
A first spring that is disposed between the first brake and the first cam plate and biases the first cam plate toward the cam gear;
A second cam plate disposed between the second brake and the cam gear so as not to be rotatable and movable in the axial direction, and having a second concave portion into which the second convex portion can enter;
A second spring disposed between the second brake and the second cam plate and biasing the second cam plate toward the cam gear;
The vehicle drive device according to claim 5, further comprising: The cam mechanism is
The first brake is engaged and the second brake is engaged by not inserting the first convex portion into the first concave portion and not entering the second convex portion into the second concave portion. Parking state and
The first brake is disengaged and the second brake is engaged by placing the first convex portion in the first concave portion and not entering the second convex portion in the second concave portion. And the Lo gear state,
By placing the first convex portion in the first concave portion and the second convex portion in the second concave portion, the first brake is disengaged and the second brake is disengaged. And the neutral state
The first brake is engaged and the second brake is not engaged by not inserting the first convex portion into the first concave portion and inserting the second convex portion into the second concave portion. Hi state,
The vehicle drive device according to claim 6, wherein the vehicle drive device can be switched to.   The vehicle drive device according to claim 6, wherein the cam mechanism is switched in the order of the parking state, the Lo gear state, the neutral state, and the Hi gear state when the cam gear rotates in a certain direction. The motor is a motor generator capable of generating electricity,
A battery capable of discharging and storing; and
An inverter for controlling the operation of the motor;
A step-up / down converter having a function of boosting the power of the battery and supplying the power to the motor via the inverter; and a function of stepping down the power generated by the motor and supplying the power to the battery via the inverter;
The vehicle drive device according to any one of claims 1 to 8, further comprising:   The vehicle drive apparatus according to claim 9, further comprising an electronic control unit that controls the motor and the speed reduction unit. The electronic control device
Control the vehicle to be in the Lo gear state when the vehicle speed is less than a preset threshold;
Control the vehicle to be in the Hi gear state when the vehicle speed is equal to or higher than the threshold,
The motor is driven during acceleration,
The motor is regenerated during deceleration,
The vehicle drive device according to claim 10, wherein control is performed so that the parking state is achieved when the vehicle is stopped. The pair of wheels is one of a front wheel and a rear wheel,
One or more power sources for outputting rotational power;
A transmission for shifting and outputting rotational power from the power source;
A differential that distributes and outputs the rotational power from the transmission toward the other pair of wheels of the front wheel and the rear wheel; and
With
The vehicle drive device according to claim 10, wherein the electronic control device also controls an operation of the power source. The electronic control device
When the vehicle speed is in a low speed range where the vehicle speed is less than the first threshold, the Lo gear state and the motor are driven to control the vehicle so that it is in four-wheel drive running,
When the vehicle speed is at an intermediate speed range where the vehicle speed is greater than or equal to the first threshold and less than the second threshold greater than the first threshold, the Lo gear state and the motor is not driven and the two-wheel drive running is set. Only when a predetermined condition is satisfied, the Lo gear state and the motor are driven to control the vehicle so that four-wheel drive driving is performed,
When the vehicle is in a high speed range where the vehicle speed is equal to or higher than the second threshold at the time of acceleration, the neutral state is controlled so that the motor is not driven and two-wheel drive traveling is performed,
The vehicle drive device according to claim 12, wherein the vehicle drive device is controlled so as to be in the parking state when stopped. The electronic control device
When the vehicle speed during deceleration is greater than or equal to a third threshold value that is greater than the first threshold value and less than the second threshold value, control is performed so that the neutral state and the motor are not driven and two-wheel drive traveling is performed. And
The vehicle drive device according to claim 12 or 13, wherein when the vehicle speed is less than the third threshold value during deceleration, the Lo gear state and the motor are controlled to be regenerated. The deceleration part is
A first sun gear to which the rotational power of the motor is input;
A first pinion gear meshing with the sun gear so as to be able to revolve on the outer periphery of the sun gear;
A second pinion gear that rotates integrally with the first pinion gear and is smaller than the diameter of the first pinion gear;
A second ring gear meshing with the second pinion gear;
A first carrier that rotatably supports the first pinion gear and the second pinion gear, and that outputs rotational power when the first pinion gear and the second pinion gear revolve toward the differential unit;
The vehicle drive device according to claim 1, further comprising:   The vehicle drive device according to claim 15, wherein the switching unit includes a second brake capable of stopping rotation of the second ring gear. The switching unit is
A cam mechanism for switching the operating state of the second brake;
An actuator for operating the cam mechanism;
The vehicle drive device according to claim 16, further comprising: The cam mechanism is
A cam gear that rotates in accordance with the operation of the actuator and has a second convex portion on the second brake side surface;
A second cam plate disposed between the second brake and the cam gear so as not to be rotatable and movable in the axial direction, and having a second concave portion into which the second convex portion can enter;
A second spring disposed between the second brake and the second cam plate and biasing the second cam plate toward the cam gear;
The vehicle drive device according to claim 17, further comprising: The cam mechanism is
A Lo gear state in which the second brake is engaged by not inserting the second convex portion into the second concave portion;
A neutral state in which the second brake is disengaged by placing the second protrusion in the second recess;
The vehicle drive device according to claim 18, wherein the vehicle drive device can be switched to. The motor is a motor generator capable of generating electricity,
A battery capable of discharging and storing; and
An inverter for controlling the operation of the motor;
A step-up / down converter having a function of boosting the power of the battery and supplying the power to the motor via the inverter; and a function of stepping down the power generated by the motor and supplying the power to the battery via the inverter;
The vehicle drive device according to any one of claims 16 to 19, further comprising:   21. The vehicle drive device according to claim 20, further comprising an electronic control unit that controls the motor and the speed reduction unit. The pair of wheels is one of a front wheel and a rear wheel,
One or more power sources for outputting rotational power;
A transmission for shifting and outputting rotational power from the power source;
A differential that distributes and outputs the rotational power from the transmission toward the other pair of wheels of the front wheel and the rear wheel; and
With
The vehicle drive device according to claim 21, wherein the electronic control device also controls the operation of the power source. The electronic control device
When the vehicle speed is in a low speed range where the vehicle speed is less than the first threshold, the Lo gear state and the motor are driven to control the vehicle so that it is in four-wheel drive running,
When the vehicle speed is at an intermediate speed range where the vehicle speed is greater than or equal to the first threshold and less than the second threshold greater than the first threshold, the Lo gear state and the motor is not driven and the two-wheel drive running is set. Only when a predetermined condition is satisfied, the Lo gear state and the motor are driven to control the vehicle so that four-wheel drive driving is performed,
23. The control according to claim 22, wherein when the vehicle is in a high speed range where the vehicle speed is equal to or higher than the second threshold value during acceleration, the neutral state and the motor are not driven and the vehicle is driven to drive two wheels. Vehicle drive device. The electronic control device
When the vehicle speed during deceleration is greater than or equal to a third threshold value that is greater than the first threshold value and less than the second threshold value, control is performed so that the neutral state and the motor are not driven and two-wheel drive traveling is performed. And
24. The vehicle drive device according to claim 22, wherein control is performed so that the Lo gear state and the motor are regenerated when the vehicle speed is less than the third threshold during deceleration. The differential unit is
A third ring gear that rotates integrally with the first carrier;
A third pinion gear that meshes with the third ring gear so as to be able to revolve on the inner periphery of the third ring gear;
A second sun gear that rotates integrally with one of the pair of axles;
A fourth pinion gear meshing with the second sun gear so as to be able to revolve on the outer periphery of the second sun gear;
A second carrier that rotatably supports the third pinion gear and the fourth pinion gear, and that outputs rotational power when the third pinion gear and the fourth pinion gear revolve toward the other of the pair of axles;
The vehicle drive device according to claim 3, further comprising:

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