JP2018155310A - Four-wheel drive vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device capable of generating a couple of large forces in a four-wheel drive vehicle, without increasing a vehicle drive device of an auxiliary driving source.SOLUTION: A four-wheel drive vehicle AM has front and rear wheels, one of which are driven by a main driving source 70 and the other of which are driven by an auxiliary driving source. The auxiliary driving source is a two-motor vehicle drive device 1 comprising two electric motors 2L, 2R controllable independently, and reduction gears 3L, 3R for transmitting driving force of the electric motors to the left and right drive wheels. The total maximum output of the two-motor vehicle drive device 1 is smaller than the maximum output of the main driving source 70. The reduction gears 3L, 3R are parallel-axis mechanical reduction gears having input gear shafts 12L, 12R that have input gears and receive torque from the electric motors 2L, 2R, and output gear shafts 14L, 14R that have output gears and are connected to the drive wheels. The reduction gears 3L, 3R have a torque difference amplifying device 30 that distributes the torque from the two electric motors 2L, 2R to the left and right wheels.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a four-wheel drive vehicle, and relates to a four-wheel drive vehicle in which one of front and rear wheels is driven by a main drive source and the other is driven by a sub drive source.

  A torque / vectoring mechanism is mounted on the wheel that is not the main drive wheel, generating a couple of forces between the left and right wheels, and improving the turning performance by directly applying the yaw moment. On page 71 of Non-Patent Document 1, in a front wheel drive type vehicle, a vehicle in which the rear wheels are driven by an electric motor independently on the left and right sides is driven, and the left and right rear wheels are driven as necessary to drive four wheels. It is described that one of the left and right rear wheels is driven (power running) and the other is regenerated to generate a couple between the left and right wheels to generate a large inward yaw moment.

  FIG. 19 is a skeleton diagram showing the configuration of a four-wheel drive vehicle in which the front wheels are driven by the main drive source and the rear wheels are driven by the auxiliary drive source. In this four-wheel drive vehicle, the main drive source is the internal combustion engine 120 and the sub drive source is the two-motor vehicle drive device 101. FIG. 20 is a skeleton diagram showing the configuration of the two-motor vehicle drive device 101. As the two-motor vehicle drive device 101, one described in Patent Document 1 can be applied. This two-motor vehicle drive device 101 can drive the left and right drive wheels independently, driving one (power running) and regenerating the other to generate a couple between the left and right wheels, and a large inward yaw. Moments can be generated.

  A four-wheel drive vehicle will be described with reference to FIGS. A four-wheel drive vehicle 100 shown in FIG. 19 includes rear wheel drive wheels 104L and 104R, front wheel drive wheels 124L and 124R, a two-motor vehicle drive device 101 as a sub drive source for rear wheels, and a main drive source for front wheels. The internal combustion engine 120 is provided.

  The two-motor vehicle drive device 101 that drives the rear wheels includes two left and right electric motors 102L and 102R that individually drive the left and right drive wheels 104L and 104R, and two reduction gears 103L that reduce the rotation of the electric motors 102L and 102R. 103R, and two reduction gears 103L and 103R are arranged at the center of the left and right electric motors 102L and 102R. The output gear shafts of the speed reducers 103L and 103R are connected to the drive wheels 104L and 104R via drive shafts composed of constant velocity joints 108a and 108b and an intermediate shaft 108c, respectively.

  As shown in FIG. 20, the speed reducers 103L and 103R include input gear shafts 112L and 112R having an input gear 102a, output gear shafts 115L and 115R connected to drive wheels, and input gear shafts 112L, This is a parallel shaft gear reducer provided with intermediate gear shafts 114L and 114R that transmit power between 112R and output gear shafts 115L and 115R. The intermediate gear shafts 114L and 114R include a large-diameter gear 114a that meshes with the input gear 102a of the input gear shafts 112L and 112R via an idler gear 113, and a small-diameter gear 114b that meshes with the output gear 115a of the output gear shafts 115L and 115R. .

  The internal combustion engine 120 that drives the front wheels provides the differential 122 with the output shifted by the transmission 121. The differential 122 is connected to the left and right front wheels 124L and 124R via a drive shaft composed of constant velocity joints 123a and 123b and an intermediate shaft 123c, and the differential 122 absorbs the rotational speed difference between the turning inner and outer wheels on the left and right front wheels 124L and 124R. While dividing the torque equally.

  In the four-wheel drive vehicle described above, one of the electric motors 102L and 102R that drives the rear wheels 104L and 104R is powered and the other is regenerated, thereby generating a large inward yaw moment due to the couple between the left and right wheels. The turning performance can be improved.

  21 and 22 show the relationship between the output torque of the electric motors 102L and 102R and the driving torque of the rear wheels 104L and 104R. In FIG. 21, the vertical axis represents the output torque of the electric motor 102R for the right drive wheel 104R, and the horizontal axis represents the output torque of the electric motor 102L for the left drive wheel 104L. In this figure, the electric motors 102L and 102R generate a maximum torque of 10. FIG. 22 shows the drive torque of the drive wheels. Although the drive torque increases due to the reduction ratio of the reduction gears 103L and 103R, the deceleration in the reduction gears 103L and 103R is ignored here for easy explanation.

  The range of output torque of the electric motors 102L and 102R is a square range of −10 to +10. From point A (10, 10), where the electric motor 102L and the electric motor 102R both have the maximum power running, the torque output of the electric motor 102R remains at 10, and the torque output of the electric motor 102L is the maximum regeneration. When it changes to -10, that is, changes to point B (-10, 10), the torque difference between the two electric motors 102L, 102R becomes the maximum. Similarly, the electric motor 102L and the electric motor 102R both have a torque output of 10 which is the maximum power running, and the torque output of the electric motor 102L remains at 10 which is the maximum power running. Even if the torque output of 102R changes to -10 which is the maximum regeneration, that is, changes to point D (10, -10), the torque difference between both electric motors 102L and 102R becomes the maximum.

  Similarly, the electric motor 102L and the electric motor 102R have a maximum torque difference from the point C (−10, −10), which is −10 torque output, which is the maximum regeneration. The torque output changes to point B (-10, 10) or point D (10, -10). The range enclosed by the points A, B, C, and D is the torque that the electric motors 102L and 102R can output.

  If the reduction ratio of the reduction gears 103L and 103R is ignored, the driving torque of the drive wheels corresponds to a square range of −10 to +10 corresponding to the output torque range of the electric motors 102L and 102R, as shown in FIG. Become.

  One of the electric motors 102L and 102R can be powered and the other can be regenerated to generate a couple of forces. However, if a large yaw moment is desired to further improve the turning performance, the couple between the left and right drive wheels It is necessary to increase power. In order to cope with this by the torque output by the electric motors 102L and 102R, it is necessary to use an electric motor having a large output torque, and the size of the electric motor becomes large.

  It is also conceivable to increase the couple between the left and right drive wheels by increasing the reduction ratio of the reduction gear of the electric motor. In this case, however, the rotation speed of the electric motor increases and the rotor of the electric motor increases. There is a possibility that the vehicle speed is limited by the maximum rotational speed of the electric motor set from the centrifugal strength of the vehicle.

Magazine Motor Fan illrated 100, pages 66-71 “Essence of Torque Bettering Device” (Sanei Shobo, 2015)

Japanese Patent No. 5806274

  When the size of the electric motor of the two-motor vehicle drive device of the auxiliary drive source becomes large, that is, when the two-motor vehicle drive device becomes large, the enlarged two-motor vehicle drive device bites into the vehicle compartment space, so that the vehicle compartment space becomes smaller. The problem of narrowing arises.

  Further, since the increased two-motor vehicle drive device is heavy, the amount of improvement in turning performance by direct yaw moment control is reduced. In addition, there is a problem such as deterioration of electricity consumption.

  It is an object of the present invention to provide an apparatus capable of generating a large couple between left and right drive wheels without increasing the size of a vehicle drive apparatus as a sub drive source in a four-wheel drive vehicle.

  In order to solve the above problems, the present invention is a four-wheel drive vehicle in which either one of the front and rear wheels is driven by a main drive source and the other is driven by a sub drive source, A two-motor vehicle drive device comprising two electric motors mounted on a vehicle and independently controllable, and a speed reducer that transmits driving forces of the two electric motors to left and right drive wheels, the sub drive source The total maximum output is smaller than the maximum output of the main drive source, and the speed reducer has an input gear shaft that has an input gear and receives torque from the electric motor, and an output that has an output gear and is connected to a drive wheel. A parallel shaft gear reduction device having a gear shaft, the reduction device having a torque difference amplifying device that distributes torque from two electric motors to the left and right wheels, the torque difference amplifying device comprising: Left and right coaxially A planetary gear mechanism having three elements and two degrees of freedom coaxially combined with a pair of gear shafts, the planetary gear mechanism including an internal gear, a planet carrier provided coaxially with the internal gear, A sun gear provided coaxially with the internal gear, and a plurality of planetary gears as revolution gears, wherein the torque difference amplifying device includes one planet carrier and one other element of the two planetary gear mechanisms. And a second connecting member for connecting one of the same elements as described above and the other planetary carrier.

  The planetary gear mechanism includes an input internal gear, an output sun gear provided coaxially with the internal gear, and a planet carrier provided coaxially with the internal gear, When the planet carrier is fixed, the internal gear rotates in the opposite direction to the sun gear, and the torque difference amplifying device includes a first connection member that couples one planet carrier and the other sun gear, and the other A second connecting member that couples the planetary carrier and one sun gear, the torque of one of the electric motors is transmitted to the one internal gear, and the torque of the other electric motor is So that torque is transmitted from the first connection member or one planet carrier to one drive wheel, and torque is transmitted from the second connection member or other planet carrier to the other drive wheel. Can be composed Kill.

  Further, the output side small gear of the speed reducer is connected to the planetary carrier or the connecting member of the torque difference amplifying device, and the torque difference amplifying device generates torque by meshing between the input gear and the output gear of the speed reducer. It can be arranged coaxially with the intermediate gear shaft that transmits the driving force.

  Further, the planetary carrier or the connecting member of the torque difference amplifying device can be connected to the drive wheel, and the torque difference amplifying device can be arranged coaxially with the output gear shaft of the speed reducer.

  The main drive source may be selected from an internal combustion engine, an electric drive device, or a combined drive device including an internal combustion engine and an electric motor.

  As described above, according to the present invention, a large couple can be obtained with an electric motor having a small output torque by incorporating the torque difference amplifying device into the speed reducer of the two-motor vehicle drive device as the auxiliary drive source. Without increasing the size of the two-motor vehicle drive device, it is possible to improve the turning performance and the power consumption.

It is explanatory drawing of the four-wheel drive vehicle concerning 1st Embodiment of this invention, and the 2 motor vehicle drive device is represented with the skeleton figure It is a skeleton figure of the 2 motor vehicle drive device as a sub drive source concerning a 1st embodiment of this invention. It is a cross-sectional top view which shows the 2 motor vehicle drive device as a sub drive source concerning 1st Embodiment of this invention. FIG. 4 is an enlarged view of a torque difference amplifying device portion of FIG. 3. It is a speed diagram for demonstrating the torque difference amplification factor by the 2 motor vehicle drive device as a sub drive source concerning 1st Embodiment of this invention. It is explanatory drawing which shows the output range of the torque of the electric motor of the 2 motor vehicle drive device as a sub drive source concerning 1st Embodiment of this invention. It is explanatory drawing which shows the relationship of the torque distributed to a right-and-left drive wheel by the torque difference amplification factor by the torque difference amplification apparatus concerning 1st Embodiment of this invention. It is explanatory drawing of the four-wheel drive vehicle concerning 2nd Embodiment of this invention, and the gear apparatus is represented by the skeleton figure. It is explanatory drawing of the four-wheel drive vehicle concerning 3rd Embodiment of this invention, and the gear apparatus is represented by the skeleton figure. It is a skeleton figure of the 2 motor vehicle drive device as a sub drive source concerning the 3rd Embodiment of this invention. It is a cross-sectional top view which shows the 2 motor vehicle drive device as a sub drive source concerning 3rd Embodiment of this invention. FIG. 12 is an enlarged view of the torque difference amplifying device portion of FIG. 11. It is a schematic diagram shown. It is explanatory drawing of the four-wheel drive vehicle concerning 4th Embodiment of this invention, and the gear apparatus is represented by the skeleton figure. It is a skeleton figure of the 2 motor vehicle drive device as a sub drive source concerning a 4th embodiment of this invention. It is a velocity diagram for demonstrating the torque difference gain by the 2 motor vehicle drive device as a sub drive source concerning 4th Embodiment of this invention. It is explanatory drawing of the four-wheel drive vehicle concerning 5th Embodiment of this invention, and the gear apparatus is represented by the skeleton figure. It is a skeleton figure of the 2 motor vehicle drive device as a sub drive source concerning a 5th embodiment of this invention. It is a speed diagram for demonstrating the torque difference amplification factor by the 2 motor vehicle drive device as a sub drive source concerning 5th Embodiment of this invention. It is a skeleton figure which shows the conventional four-wheel drive electric vehicle. It is a skeleton figure of the 2 motor vehicle drive device as the conventional sub drive source. It is explanatory drawing which shows the output range of the torque of two conventional electric motors. It is explanatory drawing which shows the output range of the torque to the conventional drive wheel.

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

  A four-wheel drive vehicle AM shown in FIG. 1 includes a chassis 60, left and right rear wheels 61L and 61R as drive wheels, left and right front wheels 62L and 62R as drive wheels, a two-motor vehicle drive device 1, an internal combustion engine 70, and the like. Is provided. The main drive source is the internal combustion engine 70, the sub drive source is the two-motor vehicle drive device 1, the left and right front wheels 62L and 62R are driven by the internal combustion engine 70, and the left and right rear wheels 61L and 61R are driven by the two-motor vehicle drive device 1. To drive. The total maximum output of the two-motor vehicle drive device 1 as the auxiliary drive source is smaller than the maximum output of the internal combustion engine 70 as the main drive source. The two-motor vehicle drive device 1 can drive the left and right drive wheels independently. By using one side as power running and the other as regeneration, a couple is generated between the left and right wheels to generate a large inward yaw moment. Can be obtained.

  The front-wheel internal combustion engine 70 as the main drive source provides the differential 72 with the output shifted by the transmission 71. The differential 72 equally divides the torque from the transmission 71 into the left and right wheels while absorbing the difference between the rotational speeds of the inner and outer wheels during turning, and outputs the left and right via a drive shaft composed of constant velocity joints 73a and 73b and an intermediate shaft 73c. Are transmitted to the front wheels 62L and 62R.

  The two-motor vehicle drive device 1 as a sub-drive source includes two electric motors 2L and 2R that are mounted on the vehicle and can be controlled independently, left and right drive wheels 61L and 61R, and two electric motors 2L, 2R left and right reduction gears 3L and 3R provided between 2R and a torque difference amplifying device 30 which is incorporated in the reduction gears 3L and 3R and amplifies and distributes the torque difference between the left and right electric motors 2L and 2R. Prepare.

  When the torque difference amplifying device 30 generates different torque (driving force) between the two electric motors 2L and 2R to give an input torque difference, the torque difference amplifying device 30 amplifies the input torque difference, and the torque difference amplifying device 30 A large driving torque difference is applied to the left and right driving wheels 61L and 61R.

  The reduction gears 3L and 3R are connected to the electric motors 2L and 2R, input gear shafts 12L and 12R having an input gear 12a, output gear shafts 14L and 14R connected to driving wheels and having an output gear 14a, Parallel shafts having intermediate gear shafts 13L, 13R that transmit power between the input gear shafts 12L, 12R and the output gear shafts 14L, 14R by meshing, and the gears constituting the reduction gears 3L, 3R are external gears It is a gear reducer.

  As the two electric motors 2L and 2R, electric motors having the same output characteristics are used, and are housed in motor housings 4L and 4R as shown in FIG.

  The input gear shafts 12L and 12R, the intermediate gear shafts 13L and 13R, and the output gear shafts 14L and 14R are arranged offset from each other.

  As shown in FIGS. 2 and 3, a torque difference amplifying device 30 that distributes torque from the two electric motors 2L and 2R to the left and right wheels includes a pair of left and right intermediate gear shafts 13L and 13R arranged coaxially. It consists of planetary gear mechanisms 30A and 30B with three elements and two degrees of freedom that are combined on the same axis. The planetary gear mechanism will be described later.

  As shown in FIG. 3, the motor housings 4L and 4R include cylindrical motor housing bodies 4aL and 4aR, outer walls 4bL and 4bR that close the outer surfaces of the motor housing bodies 4aL and 4aR, and motor housing bodies 4aL, The inner side surface of 4aR is composed of inner side walls 4cL and 4cR separated from the reduction gears 3L and 3R. The inner walls 4cL and 4cR of the motor housing bodies 4aL and 4aR are provided with openings through which the motor shaft 5a is drawn.

  As shown in FIG. 3, the electric motors 2 </ b> L and 2 </ b> R are of a radial gap type in which a stator 6 is provided on the inner peripheral surface of the motor housing body 4 aL and 4 aR, and a rotor 5 is provided on the inner periphery of the stator 6. I am using something. The electric motors 2L and 2R may be axial gap types.

  The rotor 5 has a motor shaft 5a in the center, and the motor shaft 5a is drawn from the openings of the inner walls 4cL and 4cR of the motor housing main bodies 4aL and 4aR to the reduction gears 3L and 3R, respectively. A seal member 18 is provided between the openings of the inner side walls 4cL and 4cR of the motor housing main bodies 4aL and 4aR and the motor shaft 5a to prevent leakage of the lubricating oil sealed in the speed reducer housing 9.

  The motor shaft 5a is rotatably supported by the rolling bearings 8a and 8b on the inner walls 4cL and 4cR and the outer walls 4bL and 4bR of the motor housing bodies 4aL and 4aR.

  The speed reducer housing 9 that accommodates the two speed reducers 3L and 3R provided in parallel on the left and right is divided into three pieces in a direction orthogonal to the gear shaft of the speed reducers 3L and 3R, as shown in FIG. The housing 9a has a three-piece structure including left and right side housings 9bL and 9bR fixed to both side surfaces of the central housing 9a. The left and right side housings 9bL and 9bR are fixed to the openings on both sides of the central housing 9a by a plurality of bolts (not shown).

  The side surfaces of the side housings 9bL and 9bR of the reduction gear housing 9 on the outboard side (outside the vehicle body) and the inner side walls 4cL and 4cR of the motor housing bodies 4aL and 4aR of the electric motors 2L and 2R are integrated. The side surfaces of the side housings 9bL and 9bR on the outboard side and the motor housing main bodies 4aL and 4aR of the electric motors 2L and 2R are separated from each other, and the electric motors 2L and 2R are transferred to the side housings 9bL and 9bR. The two electric motors 2L and 2R may be fixedly arranged on the left and right of the reduction gear housing 9 by fixing the inner side walls 4cL and 4cR of the motor housing bodies 4aL and 4aR with a plurality of bolts.

  As shown in FIG. 3, the central housing 9a is provided with a partition wall 11 in the center. The speed reducer housing 9 is divided into left and right parts by the partition wall 11, and independent left and right accommodation chambers for accommodating the two speed reducers 3L and 3R are provided in parallel.

  As shown in FIGS. 1 to 3, the reduction gears 3L and 3R are provided symmetrically, torque is transmitted from the motor shaft 5a, input gear shafts 12L and 12R having an input gear 12a, and the input gear 12a. Intermediate gear shafts 13L, 13R having an output-side small gear 13b meshing with a large-diameter input-side external gear 13a and an output gear 14a to which torque is transmitted, and an output gear 14a, and are pulled out from the speed reducer housing 9. This is a parallel shaft gear reducer provided with output gear shafts 14L and 14R that transmit torque to drive wheels 61L and 61R via constant velocity joints 65a and 65b and an intermediate shaft 65c (FIG. 1).

  The input gear shafts 12L and 12R, the intermediate gear shafts 13L and 13R, and the output gear shafts 14L and 14R of the left and right reduction gears 3L and 3R are coaxially arranged.

  Both ends of the input gear shafts 12L, 12R of the reduction gears 3L, 3R roll into bearing fitting holes 16a formed on both the left and right sides of the partition wall 11 of the central housing 9a and bearing fitting holes 16b formed in the side housings 9bL, 9bR. The bearings 17a and 17b are rotatably supported. The bearing fitting holes 16a and 16b have a stepped shape having a wall portion with which the outer ring ends of the rolling bearings 17a and 17b come into contact.

  The input gear shafts 12L and 12R have a hollow structure, and the end portions on the outboard side of the hollow input gear shafts 12L and 12R are drawn out from the openings provided in the side housings 9bL and 9bR to the electric motors 2L and 2R. The end of the motor shaft 5a is inserted. The input gear shafts 12L, 12R and the motor shaft 5a are coupled by splines (including serrations, the same applies hereinafter).

  The input gear 12a meshes with a large-diameter input side external gear 13a provided on the intermediate gear shafts 13L and 13R, and transmits the torque of the input gear 12a to the input side external gear 13a.

  At least a pair of intermediate gear shafts 13L and 13R are arranged. In the embodiment shown in FIGS. 2 and 3, the intermediate gear shafts 13L and 13R have a pair of intermediate gear shafts 13L and 13R.

  The intermediate gear shafts 13L and 13R constitute a stepped gear shaft having an input side external gear 13a meshing with the input gear 12a and an output side small diameter gear 13b meshing with the output gear 14a. Both ends of the intermediate gear shafts 13L and 13R are inserted into bearing fitting holes 19a formed on both surfaces of the partition wall 11 of the central housing 9a and bearing fitting holes 19b formed on the side housings 9bL and 9bR via rolling bearings 20a and 20b. It is supported. The bearing fitting hole 19a has a stepped shape with a wall portion with which the outer ring end portion of the rolling bearing 20a abuts, and penetrates so that a first connection member 31 and a second connection member 32 described later pass. ing.

  The intermediate gear shafts 13L and 13R arranged on the same axis have a torque difference between the left and right drive wheels 61L and 61R on the same axis as the intermediate gear shafts 13L and 13R. A torque difference amplifying device 30 for amplifying and distributing is incorporated.

  The torque difference amplifying device 30 includes planetary gear mechanisms 30A and 30B having three elements and two degrees of freedom that are combined on the same axis.

As shown in the skeleton diagram of FIG. 2 and the enlarged view of FIG. 4, the planetary gear mechanism that constitutes the torque difference amplifying device 30 is an internal gear incorporated in the large-diameter input side external gear 13a of the intermediate gear shafts 13L and 13R. gear R _L, R _R and internal gear R _L, sun provided on R _R coaxial gear S _L, S _R and internal gear R _L, R _R and the sun gear S _L, revolution gear meshing with S _R a planetary gear P _L, P _R as the planetary gears P _L, is connected to the P _R, the internal gear R _L, R _R and the sun gear S _L, S _R and the planet carrier C _L provided coaxially, C and _R, whereas the first connecting member 31 for coupling the sun gear S _R of the planetary carrier C _L and the other (left side in FIG. in FIG. 4) (Fig. 4, in the right hand side of the drawing), whereas (in FIG. 4 diagram A second connection member 32 for coupling the left side sun gear S _L and the other (right side of the figure in FIG. 4) planet carrier C _R ; Axles 12L, gear R _L inner mesh with the input gear 12a of 12R, R _R in linked intermediate gear shaft 13L, an input-side external gear 13a of the 13R, the output gear shaft 14L, an intermediate gear shaft which meshes with the output gear 14a of the 14R 13L, and an output-side small-diameter gear 13b of the 13R, the intermediate gear shaft 13L, the output-side small-diameter gear 13b of 13R, a structure linked planet carrier C _L, the C _R.

  When a plurality of pairs of intermediate gear shafts 13L and 13R are provided, the torque difference amplifying device 30 is provided in a pair in the plurality of pairs of intermediate gear shafts 13L and 13R.

Both ends of the planetary carriers C _L and C _R are rotatably supported by the housing 9 housing the torque difference amplifying device 30 by means of rolling bearings 20a and 20b.

In the embodiment shown in FIGS. 3 and 4, the internal gear R _L, the input-side external gear 13a which is connected to R _R is the internal gear R _L, are formed integrally with the R _R.

Planet carrier C _L, C _R is the planetary gears P _L, a carrier pin 33 which supports the P _R, and the carrier flange 34a on the outboard side which is connected to the outboard side end portion of the carrier pin 33, inboard end And an inboard carrier flange 34b connected to the portion.

  The carrier flange 34a on the outboard side includes a hollow shaft portion 35 extending toward the outboard side, and the end portion on the outboard side of the hollow shaft portion 35 is formed on the side housings 9bL and 9bR of the speed reducer housing 9. The fitting hole 19b is supported via a rolling bearing 20b.

  The carrier flange 34b on the inboard side includes a hollow shaft portion 36 extending toward the inboard side, and an end portion on the inboard side of the hollow shaft portion 36 is formed in a bearing fitting hole formed in the partition wall 11 of the central housing 9a. 19a is supported via a rolling bearing 20a. In the embodiment shown in FIGS. 3 and 4, the hollow shaft portion 36 of the intermediate gear shaft 13 </ b> R is formed integrally with the second connection member 32.

  In the embodiment shown in FIGS. 3 and 4, the output-side small-diameter gear 13b is integrally formed on the outer peripheral surface of the hollow shaft portion 35 of the carrier flange 34a.

The planetary gears P _L and P _R are supported by the carrier pin 33 via the needle roller bearing 37.

Further, each carrier flange 34a, 34b facing surface and a planetary gear P _L of, inserting the thrust plate 38 between the P _R, the planetary gear P _L, thereby achieving a smooth rotation of the P _R.

Wherein each carrier flange 34a, 34b outer peripheral surface and the inner gear R _L of the, between the R _R, the rolling bearing 39a, are arranged 39 b.

  A collar 40 is disposed between the carrier flange 34b on the inboard side and the rolling bearing 20a that supports the hollow shaft portion 36 of the carrier flange 34b on the inboard side.

  The first connecting member 31 and the second connecting member 32 connecting the two planetary gear mechanisms 30A and 30B constituting the torque difference amplifying device 30 of the two-motor vehicle drive device 1 are connected to the central housing 9a of the speed reducer housing 9. The partition wall 11 that divides left and right is incorporated.

  The first connecting member 31 and the second connecting member 32 are arranged coaxially, and one connecting member (the second connecting member 32 in the embodiment of FIGS. 3 and 4) is a hollow shaft, and the other connecting member. (In the embodiment of FIGS. 3 and 4, the first connecting member 31) has a double structure including a shaft inserted through the hollow shaft.

3 and in the embodiment shown in FIG. 4, the end portion of the right side of the planetary gear mechanism 30B of the second connecting member 32 consists of a hollow shaft, the hollow shaft of the carrier flange 34b on the inboard side of the planet carrier C _R Although the part 36 is integrally formed, the second connecting member 32 and the hollow shaft part 36 may be separated and may be splined together.

Further, in the embodiment shown in FIGS. 3 and 4, the end portion of the left planetary gear mechanism 30A side of the first connecting member 31, to the hollow shaft portion 35 of the carrier flange 34a on the outboard side of the planet carrier C _L the spline 42 is provided, it is connected by spline fitting to the first connecting member 31 planet carrier C _L.

End of the planetary gear mechanism 30A of the second connecting member 32 has, on its outer peripheral surface, the external gear is formed to mesh with the planetary gears P _L of the planetary gear mechanism 30A, the sun gear S of the outer gear planetary gear mechanism 30A _L is composed.

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

The connecting member (the first connecting member 31 in the embodiment of FIGS. 3 and 4) on the inner diameter side of the double-structure shaft that connects the two planetary gear mechanisms is the connecting member (the first connecting member 31 in the embodiment of FIGS. 3 and 4). 1 connecting member 31) and the planetary carrier (C _{L in the} embodiment of FIGS. 3 and 4) on the opposite side of the spline from the shaft end, and the other planet carrier (C _{R in the} embodiment of FIGS. 3 and 4) ) Is supported by a deep groove ball bearing 49.

  As shown in FIGS. 3 and 4, the output gear shafts 14L and 14R have large-diameter output gears 14a, bearing fitting holes 53a formed on both surfaces of the partition wall 11 of the central housing 9a, and side housings 9bL, It is supported by rolling bearings 54a and 54b in a bearing fitting hole 53b formed in 9bR. The bearing fitting holes 53a and 53b have a stepped shape having a wall portion with which the outer ring ends of the rolling bearings 54a and 54b come into contact.

  Outboard side ends of the output gear shafts 14L and 14R are drawn out of the reduction gear housing 9 from openings formed in the side housings 9bL and 9bR, and are pulled out to the outboard side of the output gear shafts 14L and 14R. The outer joint portion of the constant velocity joint 65a is splined to the inner peripheral surface of the end portion.

  The constant velocity joint 65a coupled to the output gear shafts 14L and 14R is connected to the drive wheels 61L and 61R via the intermediate shaft 65c and the constant velocity joint 65b (FIG. 1).

  An oil seal 55 is provided between the end of the output gear shafts 14L and 14R on the outboard side and the opening formed in the side housings 9bL and 9bR, and leakage of the lubricating oil sealed in the reduction gear housing 9 and the outside Intrusion of muddy water from

  The left and right electric motors 2L and 2R are operated by electric power supplied from a battery (not shown) mounted on the vehicle through an inverter (not shown). The electric motors 2L and 2R are individually controlled by an electronic control device (not shown), and can generate and output different torques.

The torque of the motor shaft 5a of the electric motors 2L and 2R is the gear ratio between the input gear shaft 12a of the input gear shafts 12L and 12R of the reduction gears 3L and 3R and the large-diameter input side external gear 13a of the intermediate gear shafts 13L and 13R. And transmitted to the internal gears R _L and R _R of the torque difference amplifying device 30.

  Then, the output side small diameter gear 13b of the intermediate gear shafts 13L and 13R is engaged with the large diameter output gear 14a of the output gear shafts 14L and 14R via the torque difference amplifying device 30, and the output side small diameter gear 13b and the output gear 14a are engaged. The torque of the motor shafts 5a of the electric motors 2L and 2R is further increased by the gear ratio, and is output to the left wheel 61L and the right wheel 61R.

  The torque difference amplifying device 30 is configured by combining two identical planetary gear mechanisms 30A and 30B having three elements and two degrees of freedom with coaxial intermediate gear shafts 13L and 13R. A single pinion planetary gear mechanism is used as the planetary gear mechanism. Is adopted.

Here, the drive torque transmitted by the torque difference amplifying apparatus 30 will be described with reference to FIG. Since the torque difference amplifying device 30 is configured by combining two identical single pinion planetary gear mechanisms, it can be represented by two velocity diagrams as shown in FIG. Here, for easy understanding, the two velocity diagrams are shifted up and down, the velocity diagram of the left planetary gear mechanism 30A is shown on the upper side, and the velocity diagram of the right planetary gear mechanism 30B is shown on the lower side. Further, originally, in the first embodiment of FIGS. 1 to 4, the motor torques TM1 and TM2 output from the electric motors 2L and 2R are outside the input side meshing with the input gear 12a of the input gear shafts 12L and 12R. Since the gear 13a is inputted to each of the internal gears R _L and R _R , a reduction ratio is applied, and the drive torque TL and TR taken out from the torque difference amplifying device 30 is applied to the output-side small gear 13b that meshes with the output gear 14a. Is transmitted to the left and right drive wheels 61L and 61R via the reduction ratio, but hereinafter, in order to facilitate understanding, in the description of the speed diagram and each calculation formula shown in FIG. The torque input to each of the internal gears R _L and R _R remains TM1 and TM2, and the drive torque remains TL and TR.

Two planetary gear mechanism 30A constituting the torque difference amplifier 30, 30B is due to the use of gear elements of the same number of teeth, the distance between the internal gear R _L and the planet carrier C _L in the velocity diagram, and The distance between the internal gear R _R and the planet carrier C _R is equal, and this is a. Further, the distance between the sun gear S _L and the planet carrier C _L and the distance between the sun gear S _R and the planet carrier C _R are also equal, which is b. The ratio of the length from the planet carrier C _L , C _R to the internal gear R _L , R _R and the length from the planet carrier C _L , C _R to the sun gear S _L , S _R is the ratio of the internal gear R _L , R _R It is equal to the ratio of the reciprocal number (1 / Zr) of the number of teeth Zr and the reciprocal number (1 / Zs) of the number of teeth Zs of the sun gears S _L and S _R. Therefore, a = (1 / Zr) and b = (1 / Zs).

The following equation (1) is calculated from the balance of the moment M with respect to the point of the internal gear R _R. In FIG. 5, the arrow direction in the figure is the positive direction of the moment M.
a * TR + (a + b) * TL- (b + 2a) * TM1 = 0 (1)

The following equation (2) is calculated from the balance of the moment M with respect to the point of the internal gear _RL .
-A.TL- (a + b) .TR + (b + 2a) .TM2 = 0 (2)

The following formula (3) is obtained from the formula (1) + formula (2).
-B. (TR-TL) + (2a + b). (TM2-TM1) = 0
(TR-TL) = ((2a + b) / b). (TM2-TM1) (3)

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

  α = (Zr + 2Zs) / Zr

In the present invention, the input from the electric motors 2L, 2R to the torque difference amplifying device 30 is the internal gears R _L , R _R , and the outputs to the left wheel 61L, the right wheel 61R are the sun gear S _R , the planet carrier C _L , the sun a gear S _L and the planet carrier C _R.

  Then, when different torques TM1 and TM2 are generated by the two electric motors 2L and 2R to give the input torque difference ΔTIN (= TM2−TM1), the torque difference amplifying device 30 amplifies the input torque difference ΔTIN, and the input torque difference A driving torque difference α · ΔTIN larger than ΔTIN can be obtained. That is, even if the input torque difference ΔTIN is small, the torque difference amplification device 30 can amplify the input torque difference ΔTIN with the above-described torque difference amplification factor α (= (Zr + 2Zs) / Zr). A driving torque difference ΔTOUT (= α · (TM2−TM1) = TR−TL) larger than the input torque difference ΔTIN can be given to the driving torques TL and TR transmitted to the driving wheel 61R.

Next, the relationship between the torque distributed to the left and right wheels and the electric motors 2L and 2R based on the torque difference amplification factor α by the torque difference amplification device 30 will be described. Here, the torque difference amplification factor α of the torque difference amplification device 30 is set to 2. In the torque difference amplifying apparatus 30 according to the first embodiment described above, it is difficult to combine the number of teeth where the torque difference amplification factor is an integer of 2. For example, when the number of teeth of the sun gears S _L and S _R is 27, the number of teeth of the planetary gears P _L and P _R is 27, and the number of teeth of the internal gears R _L and R _R is 81, the torque difference amplification factor α = Although 1.667, it is assumed here that α = 2 for ease of explanation.

  Here, as shown in FIG. 6, it is assumed that the output torques TM1 and TM2 of the electric motor 2L and the electric motor 2R can both generate a maximum of five torques. FIG. 7 shows the distribution ratio of the torque to the wheels when the torque difference amplification factor α is 2 in this case. In FIG. 6, as for the input torque, the horizontal axis represents the torque TM1 from the electric motor 2L, the vertical axis represents the torque TM2 from the electric motor 2R, and as shown in FIG. When the driving torque TL related to the left wheel 61L and the vertical axis is the driving torque TR related to the right wheel 61R of the rear wheel, the range of the input torque is a square range of -5 to +5 of the line in FIG. Here, deceleration in the reduction gears 3L and 3R is ignored. When the torque difference is amplified by the torque difference amplifying device 30, the square of the line is extended in the direction of the second quadrant and the fourth quadrant as shown in FIG.

  From point E (5, 5), where the electric motor 2L and the electric motor 2R both have the maximum power running, the torque output of the electric motor 2R remains at 5, and the torque output of the electric motor 2L is the maximum regeneration. Is changed to −5, that is, the point F (−5, 5) is changed, the torque difference between the electric motors 2L and 2R becomes the maximum, and the torque difference amplification factor α is 2. Therefore, the point B (−10 , 10), the drive torque difference between the left and right wheels is amplified. Similarly, the torque output of the electric motor 2L remains 5 and the torque output of the electric motor 2R from the point E (5, 5) where the electric motor 2L and the electric motor 2R both have the maximum power running of 5 torque output. Changes to -5, which is the maximum regeneration, that is, changes to the point H (5, -5), the torque difference between the two electric motors 2L, 2R becomes the maximum, and between the left and right wheels up to the point D (10, -10) The drive torque difference is amplified.

  Similarly, the torque output of the electric motor 2L and the electric motor 2R is the point F (-5, 5) or the point H (5, -5) so that the torque difference becomes maximum from the point G (-5, -5). Change to the point B (−10, 10) or the point D (10, −10), the drive torque difference between the left and right wheels is amplified. The points E (5, 5), F (-5, 5), G (-5, -5), and H (5, -5), which are torque output ranges of the electric motor 2L and the electric motor 2R, are connected. Since the torque difference in the square inner region is amplified, the left wheel 61L and the right wheel 61R have points E (5,5), B (-10,10), G (-5, -5), D (10,- 10) The driving torque of the diamond-shaped inner region connecting the four points can be output.

  There is no torque difference between the outputs of the electric motor 2L and the electric motor 2R, that is, the torque output of the electric motor 2L and the electric motor 2R is on the line connecting the point E (5, 5) and the point G (-5, -5). In some cases, the torque difference amplifier 30 does not function. When there is a torque difference between the outputs of the electric motor 2L and the electric motor 2R, the torque difference amplifying device 30 causes the torque difference amplifying device 30 to increase the torque on the side where the torque output is larger, and the torque output is increased. On the small electric motor side, the torque is output from the torque difference amplifying device 30 with a reduced torque. The torque difference amplifying device 30 reduces one output, distributes it to the other output, amplifies it, and outputs it.

  6 and 7, when the torque difference amplifying device 30 is not operating, torques TM1 and TM2 output from the electric motor 2L and the electric motor 2R, and torques TL and TR related to the left wheel 61L and the right wheel 61R Have the same torque output relationship. However, when the torque difference amplifying device 30 functions, the torques TM1 and TM2 output from the electric motor 2L and the electric motor 2R and the torques TL and TR related to the rear wheels 61L and 61R are the same as those of the torque difference amplifying device 30. The torque output varies depending on the torque difference amplification factor α.

  The electric motor 2L and the electric motor 2R in the first embodiment can output a braking force (regenerative torque) of 0 or less from a driving force (power running torque) of 0 or more.

  The four-wheel drive vehicle AM is driven as a sub drive source when the internal combustion engine 70 as a main drive source is mainly driven when traveling straight or starting, and when the driving force of the internal combustion engine 70 is insufficient during acceleration or the like. The two-motor vehicle drive device 1 including the torque difference amplifying device 30 operates so as to supplement the driving force by outputting the two electric motors 2L and 2R with equal torque.

  During turning, a wheel on the outer side of the left and right wheels driven by the two-motor vehicle drive device 1 as the auxiliary drive source is powered, and a wheel on the inner side of the turning is used as a regeneration to generate a couple between the left and right wheels. By doing so, an inward yaw moment is generated, and the vehicle tends to turn inside, so that the turning performance is improved.

  The two-motor vehicle drive device 1 as the auxiliary drive source is used for assisting the main drive source at the time of going straight and starting and generating couples at the time of turning. However, the maximum output may be small.

  Necessary torques of the electric motors 102L and 102R of the two-motor vehicle drive device 101 as the conventional auxiliary drive source shown in FIG. 19 and the necessity of the electric motors 2L and 2R of the two-motor vehicle drive device 1 of the first embodiment The difference in torque will be described. Here, the reduction ratio is ignored. In the conventional two-motor vehicle drive device 101 that does not include a torque difference amplifying device, as shown in FIG. 22, during turning, 10 torques of power running are generated on one of the left and right wheels, and regenerative -10 torque is generated on the other side. For this purpose, the two electric motors 102L and 102R need torque outputs of 10 and -10.

  On the other hand, in the two-motor vehicle drive device 1 of this embodiment having the torque difference amplifying device 30, as described above, if the amplification factor is 2 for the sake of simplicity of calculation, the power running 10 is applied to one of the left and right wheels when turning. In order to generate the torque and the regenerative -10 torque on the other side, the output torques of the two electric motors 2L and 2R are only 5 and -5 if the reduction ratio is ignored.

  The torque difference between the left and right wheels is 10 − (− 10) = 20, and is 10 when divided by the torque difference amplification factor α (= 2). When this is distributed to the two electric motors 2L and 2R, the output torque becomes 5 and -5. Since the electric motors 2L and 2R need only generate an output torque of 5 instead of 10, the electric motors 2L and 2R can be downsized.

  The region in which the torque applied to the wheel is expanded by the torque difference amplifying device 30 will be further described in comparison with the conventional example and the first embodiment.

  21 and 22 show the prior art, and FIGS. 6 and 7 show the first embodiment. 6 and 21 show the output range of the torque of the electric motor, and FIGS. 7 and 22 show the range of the wheel torque. In this description, for the sake of simplicity, the reduction ratio by the reduction gear is ignored.

  In the conventional example, the range of torque (maximum ± 10) of the electric motors 102L and 102R can output the inside of the square ABCD. Since there is no torque difference amplification and the reduction ratio is ignored, the wheel torque is within the same range.

  On the other hand, in the first embodiment, the maximum output torque of the electric motor is ± 5, which is half of the conventional example. For this reason, the torque ranges of the electric motors 2L and 2R are as small as a square EFGH. On the other hand, the wheel torque can be output within the range of the diamond EBGD due to the effect of the torque difference amplifying device (amplification factor 2) 30. Is the same. Thus, in the first embodiment, the maximum motor torque is half that of the conventional example, but it is possible to generate a couple between the same left and right wheels.

  As described above, in this embodiment, the electric motors 2L and 2R can be handled with a small output torque, the electric motor can be reduced in size and weight, the vehicle interior space can be effectively used, and the vehicle weight can be reduced. By the reduction, effects such as an increase in the amount of improvement in turning performance and an improvement in power consumption can be obtained.

  In the present invention, either the front wheel or the rear wheel is driven by the main drive source, and the other is driven by the two-motor vehicle drive device 1 having the torque difference amplifying device 30. The combination of the drive devices is a configuration in which the front wheel drive device is a two-motor vehicle drive device 1 having a torque difference amplifying device 30 as a main drive source and the rear wheel drive device is a sub drive source. Conversely, the rear wheel drive device is the main drive. There is a combination of a configuration in which the two-motor vehicle drive device 1 having the torque difference amplifying device 30 as the auxiliary drive source is used as the source and front wheel drive source. As the main drive source, any of an internal combustion engine, an electric drive device, and a combined drive device of an internal combustion engine and an electric motor can be applied.

  A second embodiment of the present invention will be described with reference to FIG. The four-wheel drive vehicle AM of the second embodiment includes a chassis 60, left and right rear wheels 61L and 61R as drive wheels, left and right front wheels 62L and 62R as drive wheels, the two-motor vehicle drive device 1, and 1 The motor vehicle drive device 75 etc. are provided. The main drive source is the 1-motor vehicle drive device 75 and the secondary drive source is the 2-motor vehicle drive device 1, and the left and right front wheels 62L and 62R are driven by the 2-motor vehicle drive device 1, and the left and right rear wheels 61L and 61R are 1 It is driven by a motor vehicle drive device 75. The total maximum output of the two-motor vehicle drive device 1 as the auxiliary drive source is smaller than the maximum output of the one-motor vehicle drive device 75 as the main drive source. In addition, about the same part as 1st Embodiment, the same code | symbol is attached | subjected and the description is omitted.

  The 1-motor vehicle drive device 75 as the main drive source decelerates the output from the electric motor 76 by the reduction device 77 and gives it to the differential 79. The reduction gear 77 is connected to the electric motor 76, and an input gear shaft having an input gear 77a, an output gear shaft connected to a differential 79 and having an output gear 77d, a small diameter gear 77c meshing with the output gear 77d, and an input gear 77a. An intermediate gear shaft having a large-diameter gear 77b meshing with the intermediate gear shaft. The differential 79 equally divides the torque from the speed reducer 77 into the left and right wheels while absorbing the difference in rotational speed between the inner and outer wheels during turning, and outputs the left and right through a drive shaft composed of constant velocity joints 65a and 65b and an intermediate shaft 65c. It is transmitted to the rear wheels 61L and 61R.

  The two-motor vehicle drive device 1 that drives the left and right front wheels 62L and 62R is the same as that of the first embodiment. The two-motor vehicle drive device 1 incorporates a torque difference amplifying device 30 and has a small output torque. With 2R, a large couple can be obtained between the left and right front wheels 62L, 62R.

  Next, a third embodiment of the present invention will be described with reference to FIGS. In addition, about the same part as 1st Embodiment, the same code | symbol is attached | subjected and the description is omitted.

  A four-wheel drive vehicle AM shown in FIG. 9 includes a chassis 60, left and right rear wheels 61L and 61R as drive wheels, left and right front wheels 62L and 62R as drive wheels, a two-motor vehicle drive device 1, an internal combustion engine 70, and the like. Is provided. The main drive source is the internal combustion engine 70, the sub drive source is the two-motor vehicle drive device 1, the left and right front wheels 62L and 62R are driven by the internal combustion engine 70, and the left and right rear wheels 61L and 61R are driven by the two-motor vehicle drive device 1. To drive. The two-motor vehicle drive device 1 can drive the left and right drive wheels independently, and can generate a couple of forces between the left and right wheels by using one side as power running and the other as regeneration to obtain a large inward yaw moment. Can do.

  The front-wheel internal combustion engine 70 as the main drive source provides the differential 72 with the output shifted by the transmission 71. The differential 72 equally divides the torque from the transmission 71 into the left and right wheels while absorbing the difference between the rotational speeds of the inner and outer wheels during turning, and outputs the left and right via a drive shaft composed of constant velocity joints 73a and 73b and an intermediate shaft 73c. Are transmitted to the front wheels 62L and 62R.

  The two-motor vehicle drive device 1 as a sub-drive source includes two electric motors 2L and 2R that are mounted on the vehicle and can be controlled independently, left and right drive wheels 61L and 61R, and two electric motors 2L, 2R left and right reduction gears 3L and 3R provided between 2R and a torque difference amplifying device 30 which is incorporated in the reduction gears 3L and 3R and amplifies and distributes the torque difference between the left and right electric motors 2L and 2R. Prepare.

  When the torque difference amplifying device 30 generates different torque (driving force) between the two electric motors 2L and 2R to give an input torque difference, the torque difference amplifying device 30 amplifies the input torque difference, and the torque difference amplifying device 30 A large driving torque difference is applied to the left and right driving wheels 61L and 61R.

  In the first and second embodiments described above, the torque difference amplifying device 30 is incorporated in the intermediate gear shaft. However, in the third embodiment, the torque difference amplifying device 30 is incorporated in the output gear shafts 14L and 14R. It is out. In the first and second embodiments, intermediate gear shafts 13L and 13R are provided between the output gear shafts 14L and 14R and the input gear shafts 12L and 12R. In the fourth embodiment, Torque from the input gear 12a is transmitted to the output gear 14a via the idler gear 81a. The reduction gears 3L and 3R are one-stage reductions of the input gear 12a and the output gear 14a.

  The reduction gears 3L and 3R of the third embodiment are connected to electric motors 2L and 2R, input gear shafts 12L and 12R having an input gear 12a, and output gear shafts connected to driving wheels and having an output gear 14a. 14L, 14R, and idler gear shafts 80L, 80R having an idler gear 81a provided between the input gear 12a and the output gear 14a, and the gears constituting the reduction gears 3L, 3R are external gears.

  As the two electric motors 2L and 2R, electric motors having the same output characteristics are used, and are housed in motor housings 4L and 4R as shown in FIG.

  The input gear shafts 12L and 12R, the idler gear shafts 80L and 80R, and the output gear shafts 14L and 14R are arranged offset from each other.

  A torque difference amplifying device 30 that distributes torque from the two electric motors 2L, 2R to the left and right wheels includes a pair of left and right output gear shafts 14L, 14R arranged coaxially as shown in FIGS. It consists of planetary gear mechanisms 30A and 30B with three elements and two degrees of freedom that are combined on the same axis.

  The electric motors 2L and 2R are formed in the same manner as in the first embodiment described above. A torque difference amplifying device 30 is provided in a reduction gear housing 9 that accommodates two reduction gears 3L and 3R provided in parallel in the left and right directions.

  As shown in FIG. 11, the reduction gears 3L and 3R are provided symmetrically, torque is transmitted from the motor shaft 5a, input gear shafts 12L and 12R having an input gear 12a, and torque from the input gear 12a. Is provided with idler gear shafts 80L and 80R having idler gear 81a and output gear 14a meshing with idler gear 81a, and is pulled out from reduction gear housing 9 to have constant velocity joints 65a and 65b and intermediate shaft 65c (FIG. 9). Are provided with output gear shafts 14L, 14R for transmitting torque to the drive wheels 61L, 61R.

  The input gear shafts 12L and 12R, the idler gear shafts 80L and 80R, and the output gear shafts 14L and 14R of the left and right reduction gears 3L and 3R are coaxially arranged.

  Both ends of the input gear shafts 12L, 12R of the reduction gears 3L, 3R roll into bearing fitting holes 16a formed on both the left and right sides of the partition wall 11 of the central housing 9a and bearing fitting holes 16b formed in the side housings 9bL, 9bR. The bearings 17a and 17b are rotatably supported. The bearing fitting holes 16a and 16b have a stepped shape having a wall portion with which the outer ring ends of the rolling bearings 17a and 17b come into contact.

  The input gear shafts 12L and 12R have a hollow structure, and the end portions on the outboard side of the hollow input gear shafts 12L and 12R are drawn out from the openings provided in the side housings 9bL and 9bR to the electric motors 2L and 2R. The end of the motor shaft 5a is inserted. The input gear shafts 12L and 12R and the motor shaft 5a are spline-coupled. A seal member 18 is provided between the openings of the side housings 9bL and 9bR and the input gear shafts 12L and 12R to prevent leakage of the lubricating oil sealed in the speed reducer housing 9.

  The input gear 12a meshes with an idler gear 81a provided on the idler gear shafts 80L and 80R, and transmits the torque of the input gear 12a to the output gear 14a meshed with the idler gear 81a. The rotation of the electric motors 2L and 2R is decelerated by the gear ratio between the input gear 12a and the output gear 14a.

  Both ends of the idler gear shafts 80L and 80R are inserted into bearing fitting holes 82a formed on both surfaces of the partition wall 11 of the central housing 9a and bearing fitting holes 82b formed on the side housings 9bL and 9bR via rolling bearings 83a and 83b. It is supported.

  The output gear shafts 14L and 14R arranged on the same axis are coaxial with the output gear shafts 14L and 14R, and the torque applied from the two electric motors 2L and 2R is changed between the left and right drive wheels 61L and 61R. A torque difference amplifying device 30 for amplifying and distributing is incorporated.

  The torque difference amplifying device 30 includes planetary gear mechanisms 30A and 30B having three elements and two degrees of freedom that are combined on the same axis.

As shown in the skeleton diagram of FIG. 10 and the enlarged view of FIG. 12, the planetary gear mechanism that constitutes the torque difference amplifying device 30 is an internal gear R incorporated in each of the large output gears 14a of the output gear shafts 14L and 14R. _L, and R _R, the internal gear R _L, R _R and the sun gear S _L provided coaxially, and S _R, the internal gear R _L, R _R and the sun gear S _L, as the revolution gear meshing with S _R Planetary gears P _L and P _R and planetary carriers C _L and C _R connected to the planetary gears P _L and P _R and provided coaxially with the internal gears R _L and R _R and the sun gears S _L and S _R , whereas the planet carrier C _L and the other (left side in FIG. in FIG. 12) and the first connecting member 31 for coupling the sun gear S _R (on the right in FIG. in FIG. 12), whereas (left side in FIG. in FIG. 12) the sun gear S _L and the other second connecting member 32 for coupling the planet carrier C _R (on the right in FIG. in FIG. 12) and The output gear shafts 14L and 14R have output gear shafts 14L and 14R connected to the internal gears R _L and R _R meshing with the input gear 12a of the input gear shafts 12L and 12R via the idler gear 81a. Are connected to the planetary carriers C _L and C _R.

Both ends of the planetary carriers C _L and C _R are rotatably supported by the housing 9 housing the torque difference amplifying device 30 by means of rolling bearings 54a and 54b. The rolling bearings 54a and 54b are fitted into bearing fitting holes 53a formed on both surfaces of the partition wall 11 of the central housing 9a and bearing fitting holes 53b formed on the side housings 9bL and 9bR. The bearing fitting hole 53a is configured such that a first connection member 31 and a second connection member 32 described later pass therethrough.

In the embodiment shown in FIGS. 11 and 12, an output gear 14a which is connected to the internal gear R _L, R _R is the internal gear R _L, it is formed integrally with the R _R.

Planet carrier C _L, C _R is the planetary gears P _L, a carrier pin 33 which supports the P _R, and the carrier flange 34a on the outboard side which is connected to the outboard side end portion of the carrier pin 33, inboard end And an inboard carrier flange 34b connected to the portion.

  The carrier flange 34a on the outboard side includes a shaft portion 35b extending toward the outboard side, and the end portion on the inboard side of the shaft portion 35b is formed in the side housings 9bL and 9bR of the speed reducer housing 9. It is supported by the hole 53b via the rolling bearing 54b.

  The carrier flange 34b on the inboard side includes a hollow shaft portion 36 extending toward the inboard side, and an end portion on the inboard side of the hollow shaft portion 36 is formed in a bearing fitting hole formed in the partition wall 11 of the central housing 9a. 53a is supported via a rolling bearing 54a. In the embodiment shown in FIGS. 11 and 12, the hollow shaft portion 36 of the output gear shaft 14R is spline-coupled to the second connecting member 32.

  In the embodiment shown in FIGS. 11 and 12, the shaft portion 35b of the carrier flange 34a is splined to the constant velocity joint 65a.

The planetary gears P _L and P _R are supported by the carrier pin 33 via the needle roller bearing 37.

Further, each carrier flange 34a, 34b facing surface and a planetary gear P _L of, inserting the thrust plate 38 between the P _R, the planetary gear P _L, thereby achieving a smooth rotation of the P _R.

Wherein each carrier flange 34a, 34b outer peripheral surface and the inner gear R _L of the, between the R _R, the rolling bearing 39a, are arranged 39 b.

  The first connecting member 31 and the second connecting member 32 connecting the two planetary gear mechanisms 30A and 30B constituting the torque difference amplifying device 30 of the two-motor vehicle drive device 1 are connected to the central housing 9a of the speed reducer housing 9. The partition wall 11 that divides left and right is incorporated.

  The first connecting member 31 and the second connecting member 32 are arranged coaxially, and one connecting member (the second connecting member 32 in the embodiment of FIGS. 11 and 12) is a hollow shaft and the other connecting member. (In the embodiment of FIGS. 11 and 12, the first connection member 31) has a double structure including a shaft inserted through the hollow shaft.

11 and in the embodiment shown in FIG. 12, an end portion of the right side of the planetary gear mechanism 30B of the second connecting member 32 consists of a hollow shaft, the shaft portion of the carrier flange 34b on the inboard side of the planet carrier C _R 36 is a separate body and is splined to each other, but the second connecting member 32 and the hollow shaft portion 36 may be integrally formed.

Further, in the embodiment shown in FIGS. 11 and 12, spline and the left end of the planetary gear mechanism 30A side of the first connecting member 31, the shaft portion 35b of the carrier flange 34a on the outboard side of the planet carrier C _L 42 are provided, they are connected by spline fitting to the first connecting member 31 planet carrier C _L.

End of the planetary gear mechanism 30A of the second connecting member 32 has, on its outer peripheral surface, the external gear is formed to mesh with the planetary gears P _L of the planetary gear mechanism 30A, the sun gear S of the outer gear planetary gear mechanism 30A _L is composed.

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

The connecting member (the first connecting member 31 in the embodiment of FIGS. 11 and 12) on the inner diameter side of the double-structure shaft that connects the two planetary gear mechanisms is the first connecting member (the first connecting member 31 in the embodiment of FIGS. 11 and 12). 1 connecting member 31) and the planet carrier (C _{L in the} embodiment of FIGS. 11 and 12), the shaft end opposite to the spline fitting, and the other planet carrier (C _{R in the} embodiment of FIGS. 11 and 12). ) Is supported by a deep groove ball bearing 49.

  Outboard side ends of the output gear shafts 14L and 14R are drawn out of the reduction gear housing 9 from openings formed in the side housings 9bL and 9bR, and are pulled out to the outboard side of the output gear shafts 14L and 14R. The outer joint portion of the constant velocity joint 65a is splined to the outer peripheral surface of the end portion.

  The constant velocity joint 65a coupled to the output gear shafts 14L and 14R is connected to the drive wheels 61L and 61R via the intermediate shaft 65c and the constant velocity joint 65b (FIG. 9).

  An oil seal 55 is provided between the end of the output gear shafts 14L and 14R on the outboard side and the opening formed in the side housings 9bL and 9bR, and leakage of the lubricating oil sealed in the reduction gear housing 9 and the outside Intrusion of muddy water from

  Also in the two-motor vehicle drive device 1 of the third embodiment, the torque difference amplifying device 30 is incorporated coaxially with the output gear shafts 14L and 14R, and the left and right rear wheels 61L and 61R are connected by the electric motors 2L and 2R having a small output torque. You can get a big couple in between.

  Next, a fourth embodiment of the present invention will be described with reference to FIGS. In addition, about the same part as 1st Embodiment, the same code | symbol is attached | subjected and the description is omitted.

  A four-wheel drive vehicle AM shown in FIG. 13 includes a chassis 60, left and right rear wheels 61L and 61R as drive wheels, left and right front wheels 62L and 62R as drive wheels, a two-motor vehicle drive device 1, an internal combustion engine 70, and the like. Is provided. The main drive source is the internal combustion engine 70, the sub drive source is the two-motor vehicle drive device 1, the left and right front wheels 62L and 62R are driven by the internal combustion engine 70, and the left and right rear wheels 61L and 61R are driven by the two-motor vehicle drive device 1. To drive. The two-motor vehicle drive device 1 can drive the left and right drive wheels independently, and can generate a couple of forces between the left and right wheels by using one side as power running and the other as regeneration to obtain a large inward yaw moment. Can do.

  The front-wheel internal combustion engine 70 as the main drive source provides the differential 72 with the output shifted by the transmission 71. The differential 72 equally divides the torque from the transmission 71 into the left and right wheels while absorbing the difference between the rotational speeds of the inner and outer wheels during turning, and outputs the left and right via a drive shaft composed of constant velocity joints 73a and 73b and an intermediate shaft 73c. Are transmitted to the front wheels 62L and 62R.

The two-motor vehicle drive device 1 as a sub-drive source includes two electric motors 2L and 2R that are mounted on the vehicle and can be controlled independently, left and right drive wheels 61L and 61R, and two electric motors 2L, The left and right reduction gears 3L ₁ , 3R ₁ , 3L ₂ , 3R ₂ and the reduction gears 3L ₁ , 3R ₁ , 3L ₂ , 3R ₂ and the torque of the left and right electric motors 2L, 2R And a torque difference amplifying device 30 that amplifies and distributes the difference.

  The fourth embodiment is different from the first embodiment in the configuration of the gear device of the torque difference amplifying device 30 incorporated in the two-motor vehicle drive device 1. Others are the same as in the first embodiment. A two-motor vehicle drive device 1 according to a fourth embodiment will be described with reference to FIGS. 14 and 15. FIG. 14 is a skeleton diagram showing the two-motor vehicle drive device 1, and FIG. 15 is a speed diagram for explaining the torque difference amplification factor by the two-motor vehicle drive device 1 of the fourth embodiment.

The two-motor vehicle driving device 1 includes an electric motor 2L and an electric motor 2R mounted on the vehicle, a left driving wheel 61L and a right driving wheel 61R, a torque difference amplifying device 30 and a reduction gear 3L ₁ provided therebetween. 3R ₁ , 3L ₂ , 3R ₂ .

The electric motor 2L and the electric motor 2R operate with electric power from a battery (not shown) mounted on the vehicle, are individually controlled by an electronic control device (not shown), and can generate and output different torques. . The input gear shaft 12L connected to the motor shaft of the electric motor 2L and the input gear shaft 12R connected to the motor shaft of the electric motor 2R are connected to the torque difference amplifying device 30 via the reduction gears 3L ₁ and 3R ₁ , respectively. Connected to members 31 and 32. The output from the torque difference amplifying device 30 is given to the left wheel 61L and the right wheel 61R via the speed reducers 3L ₂ and 3R ₂ .

The torque difference amplifying device 30 is configured by combining two identical planetary gear mechanisms 30A, 30B having three elements and two degrees of freedom on the same axis. As the planetary gear mechanisms 30A and 30B, for example, a single pinion planetary gear mechanism is adopted. The single pinion planetary gear mechanism includes a sun gear S _L , S _R and an internal gear R _L , R _R provided on the same axis, and between these sun gears S _L , S _R and the internal gears R _L , R _R. A plurality of planetary gears P _L and P _R and planetary gears P _L and P _R that are positioned so as to be rotatable, are arranged on the same axis as the sun gears S _L and S _R and the internal gears R _L and R _R. It is composed of carriers C _L and C _R. Here, the sun gears S _L and S _R and the planetary gears P _L and P _R are external gears having gear teeth on the outer periphery, and the internal gears R _L and R _R are internal gears having gear teeth on the inner periphery. The planetary gears P _L and P _R mesh with the sun gears S _L and S _R and the internal gears R _L and R _R. In the single pinion planetary gear mechanism, when the carriers C _L and C _R are fixed, the sun gears S _L and S _R and the internal gears R _L and R _R rotate in opposite directions. R _L , R _R and sun gears S _L , S _R are arranged on the opposite side to the carriers C _L , C _R. In other words, the internal gears R _L and R _R are arranged on the opposite side of the sun gears S _L and S _{R with} the carriers C _L and C _R interposed therebetween.

In the velocity diagram shown in FIG. 15, the ratio of the length from the carrier C _L , C _R to the internal gear R _L , R _R and the length from the carrier C _L , C _R to the sun gear S _L , S _R is It is equal to the ratio of the reciprocal number (1 / Zr) of the number of teeth Zr of the internal gears R _L and R _R and the reciprocal number (1 / Zs) of the number of teeth Zs of the sun gears S _L and S _R.

As shown in FIG. 15, the torque difference amplifying device 30 includes a first planetary gear mechanism 30A having a sun gear S _L , a carrier C _L , a planetary gear P _L and an internal gear R _L , as well as the sun gear S _R and the carrier. C _R, and a second planetary gear mechanism 30B having a planetary gear P _R and the internal gear R _R is configured by combining coaxially.

Then, the sun gear S _{L of} the first planetary gear mechanism 30A and the internal gear R _{R of} the second planetary gear mechanism 30B are combined to form the first connecting member 31, and the internal gear R _{L of} the first planetary gear mechanism 30A. And the sun gear S _{R of} the second planetary gear mechanism 30B are combined to form a second connection member 32. The first connecting member 31, the electric motor 2L torque TM1 generated in is inputted via the speed reduction device 3L _1, the second connecting member 32, the electric motor torque TM2 generated by 2R deceleration device 3R ₁ Is input through. Also, the carrier C _R of the carrier C _L and the second planetary gear mechanism 30B of the first planetary gear mechanism 30A is left wheel 61L, the output is connected to the right wheel 61R is taken out through a respective reduction gear 3L _2, 3R ₂ .

  Here, the driving torque transmitted by the torque difference amplifying apparatus 30 will be described with reference to a velocity diagram shown in FIG. Since the torque difference amplifying device 30 is configured by combining two identical single pinion planetary gear mechanisms 30A and 30B, it can be represented by two velocity diagrams as shown in FIG. Here, for easy understanding, the two speed diagrams are shifted up and down, the speed diagram of the first planetary gear mechanism 30A is shown on the upper side, and the speed diagram of the second planetary gear mechanism 30B is shown on the lower side.

In addition, the sun gears S _L and S _R and the internal gears R _L and R _R are arranged on the left and right sides of the speed diagram of the first planetary gear mechanism 30A and the speed diagram of the second planetary gear mechanism 30B. That is, in FIG. 15, the internal gear R _R of the second planetary gear mechanism 30B is disposed on the sun gear S _L of the first planetary gear mechanism 30A, first under the internal gear R _L of the first planetary gear mechanism 30A the sun gear S _R of second planetary gear mechanism 30B is disposed.

In the torque difference amplifying device 30, elements located at both ends of the two velocity diagrams shown in FIG. 15 are coupled to each other as shown by a broken line in the figure, so that the first connecting member 31 and the second connecting member 32 are connected. It is formed. The torques TM1 and TM2 output from the electric motor 2L and the electric motor 2R are input to the first connection member 31 and the second connection member 32, respectively. Originally, the torques TM1 and TM2 output from the electric motors 2L and 2R are input to the connection members 31 and 32 via the reduction gears 3L ₁ and 3R ₁ , respectively. In order to facilitate this, the reduction ratio is omitted in the description of the velocity diagram and the calculation formulas, and the torques input to the connection members 31 and 32 remain TM1 and TM2.

On the other hand, the drive torques TL and TR transmitted from the carriers C _L and C _R located in the middle of the speed diagram to the left wheel 61L and the right wheel 61R are output.

  By providing the torque difference (input torque difference) ΔTIN (= TM2−TM1) to the drive torques TM1 and TM2 generated by the electric motor 2L and the electric motor 2R by the torque difference amplifying device 30 configured as described above, the left wheel A drive torque difference ΔTOUT (= TL−TR) can be generated between the drive torque TL transmitted to 61L and the drive torque TR transmitted to the right wheel 61R. That is, according to the torque difference amplifying apparatus 30, the following relationship (4) is obtained. The coefficient α is a torque difference amplification factor.

  (TL-TR) = α × (TM2-TM1) (4)

The torque difference amplification factor α of the torque difference amplification device 30 according to the fourth embodiment will be described. Here, since the two single pinion planetary gear mechanisms 30A, 30B use gear elements having the same number of teeth, the distance between the internal gear R _L and the carrier C _L and the internal gear R _{R in the} speed diagram. the distance between the carrier C _R and are equal, which is referred to as a. Further, the distance between the sun gear S _L and the carrier C _L and the distance between the sun gear S _R and the carrier C _R are also equal, which is b.

The first connecting member 31 of the right and left ends, the second connecting member 32, respectively enter the electric motor 2L, the torque TM1, TM2 of motor 2R, carrier C _L, C _R from the driving torque TL, take out the TR.

From the relationship between torque input and output, the following equation (5) is obtained.
TR + TL = TM1 + TM2 (5)

Further, expression of the left end (R _L, S _R portion) moment relative to the in the figure is the following equation (6). In FIG. 15, the arrow direction in the figure indicates the positive direction of the moment M.
0 = aTL + bTR− (a + b) TM1 (6)

  Summarizing TL and TR from these equations (5) and (6), the following equations (7) and (8) are obtained.

TL = ((a / (ba)) + 1) .TM2- (a / (ba)). TM1 (7)
TR = ((a / (ba)) + 1) .TM1- (a / (ba)). TM2 (8)

  From these equations (7) and (8), the drive torque difference (TL-TR) is the following equation (9).

(TL-TR) = ((a + b) / (ba)). (TM2-TM1) (9)

  In the case of a single pinion planetary gear mechanism, the length a is the reciprocal number (1 / Zr) of the number of teeth Zr of the internal gear R, and the length b is the reciprocal number (1 / Zs) of the number of teeth Zs of the sun gear S. Is rewritten as equation (10).

  (TL-TR) = ((Zr + Zs) / (Zr-Zs)). (TM2-TM1) (10)

  From the above equation (10), the torque difference amplification factor α is (Zr + Zs) / (Zr−Zs).

As described above, in the fourth embodiment, the input from the electric motors 2L and 2R to the torque difference amplifying device 30 is the sun gear S _L and the internal gear R _R , the sun gear S _R and the internal gear R _L , Outputs to the left wheel 61L and the right wheel 61R are planet carriers C _L and C _R.

  When different torques TM1 and TM2 are generated by the two electric motors 2L and 2R to give an input torque difference ΔTIN (= (TM2−TM1)), the torque difference amplifying device 30 amplifies the input torque difference ΔTIN, and the input torque difference A driving torque difference α · ΔTIN larger than ΔTIN can be obtained. That is, even if the input torque difference ΔTIN is small, the torque difference amplifying device 30 can amplify the input torque difference ΔTIN with a predetermined torque difference amplification factor α, and drive torque TL transmitted to the left wheel 61L and the right wheel 61R. , TR can be given a driving torque difference ΔTOUT (= α · (TM2−TM1) = TL−TR) larger than the input torque difference ΔTIN.

  Also in the two-motor vehicle drive device 1 of the fourth embodiment, the torque difference amplifying device 30 is incorporated coaxially with the intermediate gear shafts 13L and 13R, and the electric motors 2L and 2R with a small output torque are used for the left and right rear wheels 61L and 61R. You can get a big couple in between.

  Next, a fifth embodiment of the present invention will be described with reference to FIGS. In addition, about the same part as 1st Embodiment, the same code | symbol is attached | subjected and the description is omitted.

  A four-wheel drive vehicle AM shown in FIG. 16 includes a chassis 60, left and right rear wheels 61L and 61R as drive wheels, left and right front wheels 62L and 62R as drive wheels, a two-motor vehicle drive device 1, an internal combustion engine 70, and the like. Is provided. The main drive source is the internal combustion engine 70, the sub drive source is the two-motor vehicle drive device 1, the left and right front wheels 62L and 62R are driven by the internal combustion engine 70, and the left and right rear wheels 61L and 61R are driven by the two-motor vehicle drive device 1. To drive. The two-motor vehicle drive device 1 can drive the left and right drive wheels independently, and can generate a couple of forces between the left and right wheels by using one side as power running and the other as regeneration to obtain a large inward yaw moment. Can do.

  The front-wheel internal combustion engine 70 as the main drive source provides the differential 72 with the output shifted by the transmission 71. The differential 72 equally divides the torque from the transmission 71 into the left and right wheels while absorbing the difference between the rotational speeds of the inner and outer wheels during turning, and outputs the left and right via a drive shaft composed of constant velocity joints 73a and 73b and an intermediate shaft 73c. Are transmitted to the front wheels 62L and 62R.

The two-motor vehicle drive device 1 as a sub-drive source includes two electric motors 2L and 2R that are mounted on the vehicle and can be controlled independently, left and right drive wheels 61L and 61R, and two electric motors 2L, The left and right reduction gears 3L ₁ and 3R ₁ provided between the right and left motors 2R, and the torque difference amplification device 30 incorporated in the reduction gears 3L ₁ and 3R ₁ to amplify and distribute the torque difference between the left and right electric motors 2L and 2R. With.

  The fifth embodiment is different from the first embodiment in the configuration of the gear device of the torque difference amplifying device 30 incorporated in the two-motor vehicle drive device 1. Others are the same as in the first embodiment. A two-motor vehicle drive apparatus 1 according to a fifth embodiment will be described with reference to FIGS. 17 and 18.

  The torque difference amplifying device 30 is configured by combining two identical planetary gear mechanisms 30A, 30B having three elements and two degrees of freedom on the same axis. As the planetary gear mechanisms 30A and 30B, for example, a single pinion planetary gear mechanism is adopted.

Then, the planet carrier C _{L of} the first planetary gear mechanism 30A and the internal gear R _{R of} the second planetary gear mechanism 30B are coupled to form the first connection member 31, and the internal gear R _{L of} the first planetary gear mechanism 30A. When the planet carrier C _R of the second planetary gear mechanism 30B forms a second connecting member 32 are coupled. Torque TM1 generated by the electric motor 2L is input to the sun gear S _L of the first planetary gear mechanism 30A via the speed reduction device 3L _1, torque TM2, which is generated by the electric motor 2R is first through the reduction gear 3R ₁ 2 is input to the sun gear S _R of the second planetary gear mechanism 30B.

  The first connection member 31 and the second connection member 32 are connected to the left wheel 61L and the right wheel 61R, respectively, and output is taken out.

As described above, in the fifth embodiment, the input from the electric motors 2L and 2R to the torque difference amplifying device 30 is the sun gears S _L and S _R , and the outputs to the left wheel 61L and the right wheel 61R are planets. It becomes the carrier C _L and the internal gear R _R , and the planetary carrier C _R and the internal gear R _L.

Here, the driving torque transmitted by the torque difference amplifying apparatus 30 of the fifth embodiment will be described with reference to the velocity diagram shown in FIG. Since the torque difference amplifying device 30 is configured by combining two identical single pinion planetary gear mechanisms 30A and 30B, it can be represented by two velocity diagrams as shown in FIG. Here, for easy understanding, the two speed diagrams are shifted up and down, the speed diagram of the first planetary gear mechanism 30A is shown on the upper side, and the speed diagram of the second planetary gear mechanism 30B is shown on the lower side. Similarly to the above description, in the following speed diagrams and descriptions of the respective calculation formulas, the reduction ratios in the reduction gears 3L ₁ and 3R ₁ are omitted, and are input to the sun gears S _L and S _R. The torque remains TM1 and TM2.

In the torque difference amplifying apparatus 30 of the fifth embodiment, the planetary carrier C _L and the internal gear R _R shown in FIG. 18 and the planetary carrier C _R and the internal gear R _L are respectively coupled as shown by broken lines in the drawing. A first connection member 31 and a second connection member 32 are formed. The torques TM1 and TM2 output from the electric motor 2L and the electric motor 2R are input to the sun gears S _L and S _R , respectively. On the other hand, the drive torques TL and TR transmitted from the first connection member 31 and the second connection member 32 located in the middle on the speed diagram to the left wheel 61L and the right wheel 61R are output.

  Also by the torque difference amplifying device 30 configured in this way, by giving a torque difference (input torque difference) ΔTIN (= TM2−TM1) to each drive torque TM1 and TM2 generated by the electric motor 2L and the electric motor 2R, A drive torque difference ΔTOUT (= TL−TR) can be generated between the drive torque TL transmitted to the left wheel 61L and the drive torque TR transmitted to the right wheel 61R.

The torque difference amplification factor α of the torque difference amplification device 30 according to the fifth embodiment will be described. In this fifth embodiment, the two single-pinion planetary gear mechanism 30A, 30B is due to the use of gear elements of the same number of teeth, in the velocity diagram of the internal gear R _L and the carrier C _L The distance and the distance between the internal gear R _R and the carrier C _R are equal, and this is a. Further, the distance between the sun gear S _L and the carrier C _L and the distance between the sun gear S _R and the carrier C _R are also equal, which is b.

  In the fifth embodiment, the speed diagram of FIG. 18 is obtained, and the torque difference amplification factor α can be obtained in consideration of the balance of torque in the speed diagram. In FIG. 18, the arrow direction in the figure indicates the positive direction of the moment M.

The following equation (11) is calculated from the balance of the moment M with respect to the point of S _R.
b.TR + (a + b) .TL- (a + 2b) .TM1 = 0 (11)
The following equation (12) is calculated from the balance of the moment M with reference to the point of S _L.
-B.TL- (a + b) .TR + (a + 2b) .TM2 = 0 (12)

The following equation (13) is calculated from the equation (11) + the equation (12).
a. (TR-TL)-(a + 2b). (TM2-TM1) = 0
(TR-TL) = ((a + 2b) / a). (TM2-TM1) (13)

(A + 2b) / a in the equation (13) is the torque difference amplification factor α.
When a = 1 / Zr and b = 1 / Zs are substituted, α = (2Zr + Zs) / Zs.

As described above, in the fifth embodiment, the inputs from the electric motors 2L and 2R to the torque difference amplifying device 30 are the sun gears S _L and S _R , the outputs to the left wheel 61L and the right wheel 61R are the planet carriers C. _L and internal gear R _R, a planet carrier C _R and the internal gear R _L, is α torque difference amplification factor a (2Zr + Zs) / Zs.

  As described above, in the fifth embodiment, when the different torques TM1 and TM2 are generated by the two electric motors 2L and 2R to give the input torque difference ΔTIN, the torque difference amplifying apparatus 30 generates the input torque difference ΔTIN. Amplified and a driving torque difference ΔTOUT (= α · (TM2−TM1) = TR−TL) larger than the input torque difference ΔTIN can be obtained.

  As described above, also in the two-motor vehicle drive device 1 of the fifth embodiment, the torque difference amplifying device 30 is incorporated coaxially with the output gear shafts 14L, 14R, and the left and right rear wheels 61L with the electric motors 2L, 2R with small output torque. A large couple can be obtained during 61R.

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

1: 2 motor vehicle drive device, 2L, 2R: electric motor, 3L, 3R: reduction gear 4L, 4R: motor housing, 4aL, 4aR: motor housing body,
4bL, 4bR: outer wall, 4cL, 4cR: inner wall, 5: rotor,
5a: motor shaft, 6: stator, 8a, 8b: rolling bearing,
9: Reduction gear housing, 9a: Central housing, 9bL, 9bR: Side housing,
11: partition wall, 12L, 12R: input gear shaft, 12a: input gear,
13L, 13R: Intermediate gear shaft, 13a: Input side external gear, 13b: Output side small diameter gear,
14L, 14R: output gear shaft, 14a: output gear, 16a, 16b: bearing fitting hole,
17a, 17b: Rolling bearing, 18: Seal member, 19a, 19b: Bearing fitting hole,
20a, 20b: rolling bearings, 30: torque difference amplifying device,
30A: 1st planetary gear mechanism, 30B: 2nd planetary gear mechanism, 31: 1st connection member,
32: Second connecting member, 33: Carrier pin, 61L: Left rear wheel, 61R: Right rear wheel,
65a: constant velocity joint, 65b: constant velocity joint, 65c: intermediate shaft,
70: internal combustion engine, 71: transmission, 72: differential,
73a: constant velocity joint, 73b: constant velocity joint, 73c: intermediate shaft,
AM: Four-wheel drive vehicle, C _L , C _R : Carrier, P _L , P _R : Planetary gear,
R _L , R _R : Internal gear, S _L , S _R : Sun gear,

Claims (5)

One of the front and rear wheels is a four-wheel drive vehicle driven by a main drive source and the other is driven by a sub drive source,
The sub-drive source is a two-motor vehicle drive device comprising two electric motors mounted on the vehicle and independently controllable, and a speed reducer that transmits the drive force of the two electric motors to the left and right drive wheels. And the total maximum output of the sub drive source is smaller than the maximum output of the main drive source,
The speed reducer is a parallel shaft gear speed reducer having an input gear shaft having an input gear for receiving torque from the electric motor, and an output gear shaft having an output gear to which a drive wheel is connected,
The speed reducer has a torque difference amplifying device that distributes torque from two electric motors to the left and right wheels,
This torque difference amplifying device comprises a three-element two-degree-of-freedom planetary gear mechanism that is coaxially combined with a pair of left and right gear shafts arranged coaxially with the speed reducer. A gear, a planet carrier provided coaxially with the internal gear, a sun gear provided coaxially with the internal gear, and a plurality of planetary gears as revolution gears,
The torque difference amplifying device includes a first connecting member that couples one planet carrier and the other one element of the two planetary gear mechanisms, and a first connecting member that couples the same one element to the other planet carrier. A four-wheel drive vehicle comprising: two connecting members. The planetary gear mechanism has an input internal gear, an output sun gear provided coaxially with the internal gear, and a planet carrier provided coaxially with the internal gear,
When the planet carrier is fixed, the internal gear rotates in the opposite direction to the sun gear,
The torque difference amplifying device includes a first connecting member that couples one planet carrier and the other sun gear, and a second connecting member that joins the other planet carrier and the one sun gear,
The torque of one of the electric motors is transmitted to the one internal gear, the torque of the other electric motor is transmitted to the other internal gear,
The torque is transmitted from the first connection member or one planet carrier to one drive wheel, and the torque is transmitted from the second connection member or other planet carrier to the other drive wheel. The four-wheel drive vehicle described. An output side small gear of the speed reducer is coupled to a planetary carrier or a connecting member of the torque difference amplifying device;
3. The torque difference amplifying device is disposed coaxially with an intermediate gear shaft that transmits torque driving force by meshing of a gear between an input gear and an output gear of a reduction gear. Four-wheel drive vehicle. The planetary carrier or connecting member of the torque difference amplifying device is connected to the drive wheel;
The four-wheel drive vehicle according to claim 2, wherein the torque difference amplifying device is arranged coaxially with an output gear shaft of the reduction gear.   The four-wheel drive vehicle according to any one of claims 1 to 4, wherein the main drive source is an internal combustion engine, an electric drive device, or a combined drive device including an internal combustion engine and an electric motor.

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