JP2019002539A - Drive unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive device capable of reducing energy loss at the time of reverse traveling and deceleration regeneration traveling. SOLUTION: The drive source and the wheel are provided on a power transmission path, and are engaged when rotational power in one direction on the drive source side is input to the wheel side, and rotate in the other direction on the drive source side. When the power is input to the wheel side, it is disengaged, and when the power on one side of the wheel is input to the drive source side, it is disengaged and on the other side of the wheel. Of the first one-way clutch OWC1 which is in an engaged state when is input to the drive source side, and the first one-way clutch OWC1 which is provided in parallel on the power transmission path with the first one-way clutch OWC1. The second one-way clutch OWC2 and the switching means SLC provided on the power transmission path in parallel with the first one-way clutch OWC1 and in series with the second one-way clutch OWC2. [Selection diagram] Figure 1

Description

  The present invention relates to a drive device provided in a transportation facility such as a vehicle.

  Patent Document 1 discloses a left wheel drive device having a first electric motor that drives a left wheel of a vehicle, and a first planetary gear type transmission that is provided on a power transmission path between the first electric motor and the left wheel. A right wheel drive device comprising: a second motor for driving the right wheel of the vehicle; and a second planetary gear type transmission provided on a power transmission path between the second motor and the right wheel. A drive device is described. In the first and second planetary gear type transmissions, the first and second electric motors are connected to the sun gear, the left wheel and the right wheel are connected to the planetary carrier, respectively, and the ring gears are connected to each other. In addition, the connected ring gear is brought into an engaged state when braking means for braking the rotation of the ring gear by releasing or fastening the ring gear and when unidirectional rotational power on the motor side is input to the wheel side. When the rotational power in the other direction on the motor side is input to the wheel side, the wheel is disengaged, and when the rotational power in one direction on the wheel side is input to the motor side, the wheel is disengaged. And a one-way clutch that is engaged when rotational power in the other direction is input to the electric motor side.

JP 2010-235051 A

  However, in the drive device described in Patent Document 1, the rotation of the ring gear is braked during reverse travel by reverse power running of the first and second electric motors, or decelerating regenerative travel (advance) that regeneratively drives the first and second electric motors. Therefore, it is necessary to maintain the brake means (hydraulic brake) in the engaged state.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a drive device that can reduce energy loss during reverse travel or during decelerating regenerative travel.

In order to achieve the above object, the invention described in claim 1
A driving source (for example, a first electric motor 2A and a second electric motor 2B in an embodiment described later);
A drive device (for example, a rear wheel drive device 1 according to an embodiment described later) including a wheel (for example, a rear wheel Wr according to an embodiment described later) driven by the drive source,
The drive device
Provided on the power transmission path between the drive source and the wheel, and is engaged when rotational power in one direction of the drive source is input to the wheel side, and rotational power in the other direction of the drive source. Is disengaged when the wheel is input to the wheel side, and is disengaged when the rotational power in one direction on the wheel side is input to the drive source side, and the rotational power in the other direction on the wheel side is A first one-way power transmission means (for example, a first one-way clutch OWC1 in an embodiment described later) that is engaged when input to the drive source side;
It is provided in parallel with the first one-way power transmission means on the power transmission path, and is disengaged when rotational power in one direction on the drive source side is input to the wheel side. When the rotational power in the other direction is input to the wheel side, the engagement state is established. When the rotational power in one direction on the wheel side is input to the drive source side, the engagement state is established. A second one-way power transmission means (for example, a second one-way clutch OWC2 in an embodiment described later) that is disengaged when rotational power is input to the drive source side;
Provided in parallel with the first one-way power transmission means on the power transmission path and in series with the second one-way power transmission means, and switching between the first state and the second state, the second one-way Switching means (for example, switching means SLC of the embodiment described later) for making the power transmission means valid or invalid,
The drive source is a left electric motor (for example, a first electric motor 2A of an embodiment described later) that drives a left wheel (for example, a left rear wheel LWr of an embodiment described later) of a vehicle (for example, a vehicle V of an embodiment described later). And a right electric motor (for example, a second electric motor 2B of an embodiment described later) for driving a right wheel of the vehicle (for example, a right rear wheel RWr of an embodiment described later),
On the power transmission path between the left electric motor and the left wheel, a left transmission (for example, a first planetary gear speed reducer 12A in an embodiment described later) is provided.
On the power transmission path between the right motor and the right wheel, a right transmission (for example, a second planetary gear speed reducer 12B according to an embodiment described later) is provided.
The left transmission and the right transmission include a sun rotator (for example, sun gears 21A and 21B in the embodiments described later), a ring rotator (for example, ring gears 24A and 24B in the embodiments described later), A rotating body and a planetary rotating body (for example, planetary gears 22A and 22B in an embodiment described later) meshing with the rotating body and a carrier rotating body (for example, an embodiment described later) that supports the planetary rotating body so as to rotate and revolve. Planetary carriers 23A and 23B)
The left electric motor is connected to the sun rotor of the left transmission;
The right motor is connected to the sun rotor of the right transmission;
The left wheel is connected to the carrier rotating body of the left transmission;
The right wheel is connected to the carrier rotating body of the right transmission;
The ring rotator of the left transmission and the ring rotator of the right transmission are connected to each other via a connecting member fitted from the outer diameter side,
The first one-way power transmission means, the second one-way power transmission means, and the switching means are arranged on the ring rotating bodies connected to each other,
Above the connecting member, an oil reservoir (for example, an oil reservoir 61 in an embodiment described later) for storing lubricating oil is provided,
The connecting member is provided with a through hole (for example, a through hole 72 in an embodiment described later) penetrating the inner peripheral surface and the outer peripheral surface.

Invention of Claim 2 is a drive device of Claim 1, Comprising:
The ring rotating body of the left transmission is provided with a ring spline portion (for example, a spline 36A in an embodiment described later) on the outer peripheral surface,
The ring rotating body of the right transmission is provided with a ring spline portion (for example, a spline 36B in an embodiment described later) on the outer peripheral surface,
The connection member has a connection spline part (for example, a connection spline part 70 in an embodiment described later) fitted on the ring spline part of the ring rotating body of the left transmission and the right transmission on the inner peripheral surface. Provided,
The through hole is disposed between the ring spline portion provided in the ring rotator of the left transmission and the ring spline portion provided in the ring rotator of the right transmission.

Invention of Claim 3 is a drive device of Claim 2, Comprising:
The connecting spline part is
A left connecting spline portion (for example, a left connecting spline portion 70A in an embodiment described later) that fits into the ring spline portion provided in the ring rotating body of the left transmission;
A right connection spline part (for example, a right connection spline part 70B in an embodiment described later) that fits into the ring spline part provided on the ring rotating body of the right transmission;
An annular groove (for example, an annular groove 71 of an embodiment described later) for receiving a circlip (for example, a circlip 43 of an embodiment described later) disposed between the left connection spline portion and the right connection spline portion is provided. Have
The through hole is provided in the annular groove.

Invention of Claim 4 is a drive device of Claim 3, Comprising:
A predetermined gap (for example, a gap 73 in an embodiment described later) is provided in the radial direction between the circlip and the through hole.

Invention of Claim 5 is a drive device of Claim 3 or 4, Comprising:
A plurality of the through holes are provided in the circumferential direction,
A concave groove (for example, a concave groove 74 in an embodiment described later) that connects the plurality of through holes is provided on the outer peripheral surface of the connecting member.

Invention of Claim 6 is a drive device of any one of Claims 1-5, Comprising:
The contact position where the ring rotator of the left transmission and the ring rotator of the right transmission abut directly or indirectly is the position of the ring rotator of the left transmission and the left transmission of the left transmission. The meshing position with the planetary rotator and the meshing position between the ring rotator of the right transmission and the planetary rotator of the right transmission are approximately the same diameter position.

Invention of Claim 7 is a drive device of any one of Claims 1-6, Comprising:
The drive device further includes an actuator (for example, an actuator 58 in an embodiment described later) that controls the valid state or invalid state of the switching unit,
The first one-way power transmission means, the switching means, and the second one-way power transmission means are arranged on either one side and the outer diameter side of the ring rotating bodies connected to each other,
The actuator is disposed on the other side and the outer diameter side of the connected ring rotating body,
The oil storage part is formed integrally with an actuator holding part (for example, an actuator holding part 60 in an embodiment described later) that holds the actuator.

According to the first aspect of the present invention, the second one-way power transmission means capable of mechanically transmitting the rotational power in the other direction on the drive source side to the driven part side is provided. It is possible to reduce the engagement energy of the brake means that is necessary when transmitting the rotational power in the direction to the driven part side (for example, during reverse travel). Further, since the second one-way power transmission means can mechanically transmit the one-way rotational power on the driven part side to the driving source side, conventionally the one-way rotational power on the driven part side is transmitted to the driving source side. The engagement energy of the brake means required for transmission (for example, during deceleration regeneration traveling) can be reduced. In addition, since the power transmission path in which the second one-way power transmission unit is provided is provided with a switching unit in series for setting the second one-way power transmission unit in the valid state or the invalid state, In a situation where it is not desired to transmit rotational power in the direction to the drive source side (for example, when traveling at a high forward vehicle speed), mechanical power transmission by the second one-way power transmission means can be cut off.
Further, the ring rotator of the left transmission and the ring rotator of the right transmission are connected to each other via a connecting member fitted from the outer diameter side, and the connecting member penetrates through the inner peripheral surface and the outer peripheral surface. Since the hole is provided, lubrication is performed from the oil reservoir provided above the connecting member to the fitting portion between the ring rotating body of the left transmission and the ring rotating body of the right transmission and the connecting member through the through hole. Oil can be supplied. Thus, the lubricating path can be simplified by supplying the lubricating oil from the outer peripheral portion of the connecting member to the fitting portion.
Further, by supplying the lubricating oil from the oil reservoir provided above the connecting member to the outer peripheral surface of the connecting member, a dedicated electric oil pump or the like becomes unnecessary, and the manufacturing cost can be suppressed.
Furthermore, oil leaking from the hydraulic circuit can be used as lubricating oil, and by adjusting the amount of oil leaking from the hydraulic circuit, it is possible to suppress supplying an excessive amount of oil to the fitting portion. .

  According to the second aspect of the present invention, the through hole is disposed between the ring spline portion provided in the ring rotating body of the left transmission and the ring spline portion provided in the ring rotating body of the right transmission. Therefore, lubricating oil can be appropriately supplied to both fitting parts.

  According to invention of Claim 3, since a through-hole is a through-hole provided in the annular groove which accommodates the circlip arrange | positioned between a left connection spline part and a right connection spline part, it is a connection member. Lubricating oil supplied from the outer peripheral portion passes through the through hole, and is then distributed by the circlip to the left connecting spline portion side and the right connecting spline portion side. Thereby, lubricating oil can be appropriately supplied to both fitting parts.

  According to the fourth aspect of the invention, since the predetermined gap is provided between the circlip and the through hole, the circlip is prevented from closing the through hole.

  According to the fifth aspect of the present invention, since the outer peripheral surface of the connecting member is provided with the concave groove that connects the plurality of through holes, the lubricating oil supplied from the outer peripheral portion of the connecting member is passed through the concave groove. Can be led to a plurality of through holes.

  According to the sixth aspect of the present invention, the contact position where the ring rotator of the left transmission and the ring rotator of the right transmission abut directly or indirectly is the left and right of the ring rotator of the left transmission. Since the meshing position with the planetary rotating body of the transmission and the meshing position of the ring rotating body of the right transmission and the planetary rotating body of the right transmission are located at substantially the same diameter position, the connecting member is located on the outer diameter side. In addition, the lubricating oil can be easily supplied to the connecting member.

  According to the seventh aspect of the present invention, the first one-way power transmission means, the switching means, the second one-way power transmission means, the actuator, and the oil reservoir are compactly arranged on the outer diameter side of the left transmission and the right transmission. Can be arranged.

1 is a block diagram showing a schematic configuration of a hybrid vehicle that is an embodiment of a vehicle on which a drive device according to the present invention can be mounted. It is a skeleton figure of one embodiment of a rear-wheel drive device. It is a longitudinal cross-sectional view of the rear-wheel drive device of FIG. FIG. 4 is a partially enlarged view of the rear wheel drive device shown in FIG. 3. It is operation | movement explanatory drawing which shows the engagement state of the 2nd one-way clutch which comprises a two-way clutch. It is operation | movement explanatory drawing which shows the engagement state of the 1st one-way clutch which comprises a two-way clutch. It is effect | action explanatory drawing which shows the engagement control state of a 2nd one-way clutch. It is the table | surface which described the operating state of the front-wheel drive device (FDS) in each vehicle state, a rear-wheel drive device (RDS), a 1st and 2nd electric motor (rear motor), and a two-way clutch (OWC1, SLC, OWC2). It is a speed alignment chart of the rear-wheel drive device when a vehicle stops. It is a speed alignment chart of the rear-wheel drive device at the time of rear-wheel drive. It is a speed alignment chart of the rear-wheel drive device at the time of front-wheel drive (at the time of forward low and medium vehicle speed). It is a speed alignment chart of the rear-wheel drive device at the time of front wheel drive (at the time of forward high vehicle speed). It is a speed alignment chart of the rear-wheel drive device at the time of deceleration regeneration driving | running | working. It is a speed alignment chart of the rear-wheel drive device at the time of reverse drive. It is a perspective view of a connection member. It is a partial expansion perspective view of the outer peripheral surface of a connection member. It is a partial expansion perspective view of the internal peripheral surface of the connection member by which the circlip is arrange | positioned. It is a partial expansion perspective view of the internal peripheral surface of the connection member which removed the circlip.

First, an embodiment of a drive device according to the present invention will be described with reference to FIGS.
The drive device according to the present embodiment uses an electric motor as a drive source for driving an axle, and is used, for example, in a vehicle having a drive system as shown in FIG.

[vehicle]
A vehicle V shown in FIG. 1 is a hybrid vehicle having a driving device FDS (hereinafter referred to as a front wheel driving device) in which an internal combustion engine and an electric motor (not shown) are connected in series at the front of the vehicle, and this front wheel driving device FDS. Is transmitted to the front wheels Wf, while the power of a drive device RDS (hereinafter referred to as rear wheel drive device 1) provided at the rear of the vehicle separately from the front wheel drive device FDS is the rear wheel Wr (RWr, LWr). ). The electric motor of the front wheel drive device FDS and the first and second electric motors 2A and 2B (see FIGS. 2 and 3) of the rear wheel drive device 1 are connected to the battery BAT and supply power from the battery BAT to the battery BAT. Energy regeneration is possible. In addition, the code | symbol CTR of FIG. 1 is a control apparatus for performing various control of the whole vehicle.

[Rear wheel drive device]
2 and 3 show the internal configuration of the rear wheel drive device 1. In FIG. 2, 10A and 10B are left and right axles on the rear wheel Wr side of the vehicle V, and are coaxial in the vehicle width direction. Has been placed. A case 11 of the rear wheel drive device 1 is formed in a substantially cylindrical shape as a whole, and includes therein first and second motors 2A and 2B for driving an axle and driving of the first and second motors 2A and 2B. The first and second planetary gear type speed reducers 12A and 12B that reduce the rotation are arranged coaxially with the axles 10A and 10B. The first motor 2A and the first planetary gear type speed reducer 12A function as a left wheel driving device that drives the left rear wheel LWr, and the second motor 2B and the second planetary gear type speed reducer 12B drive the right rear wheel RWr. The first electric motor 2A and the first planetary gear type speed reducer 12A, the second electric motor 2B and the second planetary gear type speed reducer 12B are symmetrical in the vehicle width direction in the case 11. Has been placed. The case 11 includes a central case 11M that constitutes the vehicle width direction central portion of the case 11, and side cases 11A and 11B that constitute left and right side portions of the case 11.

  In the first and second electric motors 2A and 2B, stators 14A and 14B are fixed to side cases 11A and 11B, respectively, and annular rotors 15A and 15B are rotatably arranged on the inner peripheral sides of the stators 14A and 14B. Yes. Cylindrical motor output shafts 16A and 16B surrounding the outer periphery of the axles 10A and 10B are coupled to the inner peripheral portions of the rotors 15A and 15B. The motor output shafts 16A and 16B are coaxially rotated with the axles 10A and 10B. The end cases 17A and 17B and the partition walls 18A and 18B of the side cases 11A and 11B are supported via bearings 19A and 19B so as to be possible. In addition, the rotational position information of the rotors 15A and 15B is fed back to the control devices CTR of the first and second motors 2A and 2B on the outer walls on one end side of the motor output shafts 16A and 16B and on the end walls 17A and 17B. Resolvers 20A and 20B are provided. The first and second electric motors 2A and 2B including the stators 14A and 14B and the rotors 15A and 15B have the same radius, and the first and second electric motors 2A and 2B are arranged in mirror symmetry with each other. The axle 10A and the motor output shaft 16A pass through the first motor 2A and extend from both ends of the first motor 2A. The axle 10B and the motor output shaft 16B also penetrate the second motor 2B. And it has extended from the both ends of the 2nd electric motor 2B.

[Planetary gear reducer]
The first and second planetary gear speed reducers 12A and 12B include sun gears 21A and 21B, ring gears 24A and 24B, and a plurality of planetary gears 22A and 22B meshing with the sun gears 21A and 21B and the ring gears 24A and 24B. And planetary carriers 23A and 23B that support the planetary gears 22A and 22B so that they can rotate and revolve, and the driving forces of the first and second electric motors 2A and 2B are input from the sun gears 21A and 21B and decelerated. Drive rotation is output to the axles 10A and 10B through the planetary carriers 23A and 23B.

  The sun gears 21A and 21B are formed integrally with the motor output shafts 16A and 16B. The planetary gears 22A and 22B are double pinions having first pinions 26A and 26B having large diameters directly meshed with the sun gears 21A and 21B, and second pinions 27A and 27B having smaller diameters than the first pinions 26A and 26B. The first pinions 26A and 26B and the second pinions 27A and 27B are integrally formed in a state of being coaxially offset in the axial direction. As shown in FIG. 4, the planetary gears 22A and 22B are supported by the pinion shafts 32A and 32B of the planetary carriers 23A and 23B via needle bearings 31A and 31B. The planetary carriers 23A and 23B have axially inner ends. It extends radially inward and is spline-fitted to the axles 10A and 10B and supported so as to be integrally rotatable, and supported by the partition walls 18A and 18B via bearings 33A and 33B.

  The ring gears 24A and 24B have gear portions 28A and 28B whose inner peripheral surfaces mesh with the second pinions 27A and 27B having a small diameter, and extend inward in the vehicle width direction from the gear portions 28A and 28B. The coupling portions 34A and 34B arranged to face each other, the splines 36A and 36B formed on the outer peripheral surfaces of the coupling portions 34A and 34B, and the inward flange portion 37A extending radially inward from the inner end portions of the coupling portions 34A and 34B, 37B.

  The inward flange portions 37A, 37B are separated from each other in the vicinity of the disc-shaped flange bodies 38A, 38B whose outer diameter side ends are connected to the connecting portions 34A, 34B and the inner diameter side ends of the flange bodies 38A, 38B. Support portions 39A and 39B extending in the direction are provided. The inward flange portions 37A and 37B are rotatably supported by the cylindrical space portions 40A and 40B in which the support portions 39A and 39B are recessed in the planetary carriers 23A and 23B via the radial bearings 41A and 41B. 38A and 38B are rotatably supported by planetary carriers 23A and 23B through thrust bearings 42A and 42B.

  The splines 36A, 36B of the connecting portions 34A, 34B are spline-fitted to the inner peripheral surface of the cylindrical connecting member 35, respectively. Thereby, ring gear 24A, 24B is mutually connected so that it may rotate integrally. Further, the connecting portions 34A and 34B are arranged to face each other via a circlip 43 held on the inner peripheral surface of the connecting member 35, and when a force acts in a direction toward the ring gears 24A and 24B, the circlip 43 is interposed. Are configured to push each other. That is, the contact positions of the ring gears 24A and 24B are the meshing position of the ring gear 24A of the first planetary gear type reduction gear 12A and the second pinion 27A of the planetary gear 22A, and the ring gear 24B of the second planetary gear type reduction gear 12B. The planetary gear 22B is located at a position substantially the same diameter as the meshing position with the second pinion 27B. The substantially same-diameter position is not limited to the case where the radial positions completely coincide with each other, and is provided on the inner peripheral surface of the cylindrical member constituting the gear portions 28A and 28B and the connecting portions 34A and 34B as in the present invention. This is a concept including a difference in meshing position between the meshing element (gear tooth in the present embodiment) and the meshing element (spline tooth) provided on the outer peripheral surface.

  The left and right dividing walls 45 extend radially inward from the central case 11M on the radially outer side and above the ring gear 24B, and the cylindrical wall 46 extends toward the second electric motor 2B side at the inner diameter side end of the left and right dividing walls 45. It is formed. A space portion is secured between the ring gear 24B and the cylindrical wall 46 opposed in the radial direction, and the two-way clutch 50 is disposed in the space portion. In the ring gear 24 </ b> B, a spline 25 formed on the outer peripheral surface of the ring gear 24 </ b> B is spline-fitted with the inner peripheral portion of the rotating plate 51 of the two-way clutch 50. The inner peripheral portion of the cylindrical wall 46 is spline-fitted with the outer peripheral portion of the first fixed plate 52 of the two-way clutch 50. Thus, the first fixed plate 52 of the two-way clutch 50 is positioned by the central case 11M and is prevented from rotating.

[Two-way clutch]
As shown in FIGS. 4 and 5A to 5C, the two-way clutch 50 includes a rotation plate 51, a first fixed plate 52, a second fixed plate 53, and a selector plate 54. The rotating plate 51 is an annular plate member, and a spline 51a that is spline-fitted with the spline 25 of the ring gear 24B is formed on the inner periphery thereof. The rotating plate 51 has a first facing surface 51b facing the first fixed plate 52 on one side in the axial direction, and a second facing surface 51c facing the second fixed plate 53 on the other side in the axial direction. Have. On the second facing surface 51c, a plurality of freely disengageable second engaging pieces 55 urged toward the second fixed plate 53 side by a spring 55a are arranged at predetermined intervals in the circumferential direction. A plurality of groove-shaped first engagement recesses 51d that are to be engaged with first engagement pieces 56, which will be described later, are formed on the opposing surface 51b at predetermined intervals in the circumferential direction.

  The first fixed plate 52 integrally includes an annular plate portion 52a and a cylindrical portion 52b extending in the axial direction from the outer peripheral portion of the plate portion 52a. The outer peripheral portion of the cylindrical portion 52b includes a central case. A spline 52c that is spline-fitted with the inner periphery of the 11M cylindrical wall 46 is formed. Further, the inner peripheral portion of the cylindrical portion 52b rotatably supports the outer peripheral portion of the rotating plate 51 and is spline-fitted with the outer peripheral portion of the second fixed plate 53 so as not to rotate. In addition, on the surface of the plate portion 52a that faces the first opposing surface 51b of the rotating plate 51, a first engagement piece 56 that can be urged toward and away from the rotating plate 51 by a spring 56a is provided at a predetermined interval in the circumferential direction. A plurality are arranged with a gap. Thereby, when the rotation plate 51 rotates in one direction (the direction of the white arrow in FIG. 5B) between the first fixed plate 52 and the rotation plate 51, the first engagement piece 56 is When the non-engagement state (OFF: see FIG. 5B) that is non-engagement with the first engagement recess 51d is entered, and the rotation plate 51 rotates in the other direction (the direction of the black arrow in FIG. 5A), the first engagement A second one-way clutch OWC <b> 2 is configured in which the piece 56 is engaged with the first engagement recess 51 d of the rotating plate 51 (ON: see FIG. 5A).

  Focusing only on the second one-way clutch OWC2, when the second one-way clutch OWC2 is in a non-engaged state, one direction of the ring gear 24B coupled to the rotation plate 51 together with the rotation plate 51 (the direction of the white arrow in FIG. 5B) ) Is allowed to rotate freely. When free rotation in one direction of ring gear 24B (the direction of the white arrow in FIG. 5B) is allowed, one direction of ring gear 24A connected through the connecting member 35 (the direction of the white arrow in FIG. 5B) Is allowed to rotate freely, whereby the power transmission path between the first and second electric motors 2A, 2B and the rear wheel Wr is interrupted. On the other hand, when the second one-way clutch OWC2 is in the engaged state, the rotation of the ring gear 24B coupled to the rotation plate 51 together with the rotation plate 51 in the other direction (the direction of the black arrow in FIG. 5A) is restricted. When the rotation of the ring gear 24B in the other direction (the direction of the black arrow in FIG. 5A) is restricted, the ring gear 24A connected through the connecting member 35 in the other direction (the direction of the black arrow in FIG. 5A). Rotation is also restricted, thereby connecting the power transmission path between the first and second electric motors 2A, 2B and the rear wheel Wr.

  More specifically, the second one-way clutch OWC2 is provided on the power transmission path between the first and second electric motors 2A, 2B and the rear wheel Wr, and is on the first and second electric motors 2A, 2B side. When the rotational power in the forward direction (the rotational direction when moving the vehicle V forward) is input to the rear wheel Wr side, it becomes disengaged and the first and second motors 2A, 2B side rotate in the reverse direction. When the power is input to the rear wheel Wr, the engagement state is established, and when the forward rotational power on the rear wheel Wr side is input to the first and second motors 2A, 2B, the engagement state is established. When the rotational power in the reverse direction on the rear wheel Wr side is input to the first and second electric motors 2A and 2B, the disengaged state is established.

  The second fixed plate 53 is an annular plate member, and the outer peripheral portion thereof is spline-fitted with the first fixed plate 52. In addition, a groove-shaped second engagement recess 53 b that is an engagement partner of the second engagement piece 55 is provided on the surface of the second fixed plate 53 that faces the second facing surface 51 c of the rotating plate 51 in the circumferential direction. A plurality are formed with an interval of. Thus, when the rotating plate 51 rotates in one direction (the direction of the white arrow in FIG. 5B) between the rotating plate 51 and the second fixed plate 53, the second engagement piece 55 is moved to the second fixed plate. When the engagement state engages with the second engagement recess 53b of 53 (ON: see FIG. 5B) and the rotating plate 51 rotates in the other direction (the direction of the black arrow in FIGS. 5A and 5C), the second A first one-way clutch OWC1 is configured in which the engagement piece 55 is in a non-engagement state (OFF: see FIGS. 5A and 5C) in which the engagement piece 55 is non-engaged with the second engagement recess 53b of the second fixed plate 53. .

  Focusing only on the first one-way clutch OWC1, when the first one-way clutch OWC1 is engaged, one direction of the ring gear 24B coupled to the rotation plate 51 together with the rotation plate 51 (the direction of the white arrow in FIG. 5B). Rotation to is restricted. When the rotation of the ring gear 24B in one direction (the direction of the white arrow in FIG. 5B) is restricted, the ring gear 24A connected via the connecting member 35 in one direction (the direction of the white arrow in FIG. 5B). Rotation is also restricted, thereby connecting the power transmission path between the first and second electric motors 2A, 2B and the rear wheel Wr. On the other hand, when the first one-way clutch OWC1 is in the non-engaged state, free rotation in the other direction (the direction of the black arrow in FIG. 5A) of the ring gear 24B coupled to the rotation plate 51 together with the rotation plate 51 is allowed. The When free rotation in the other direction of the ring gear 24B (the direction of the black arrow in FIG. 5A) is allowed, the other direction of the ring gear 24A connected via the connecting member 35 (the direction of the black arrow in FIG. 5A) Is allowed to rotate freely, whereby the power transmission path between the first and second electric motors 2A, 2B and the rear wheel Wr is interrupted.

  More specifically, the first one-way clutch OWC1 is provided in parallel with the second one-way clutch OWC2 on the power transmission path between the first and second electric motors 2A and 2B and the rear wheel Wr. When the forward rotational power on the first and second electric motors 2A, 2B side is input to the rear wheel Wr side, the engaged state is established, and the reverse rotational power on the first and second electric motors 2A, 2B side is reversed. When it is input to the wheel Wr side, it is disengaged, and when the forward rotational power on the rear wheel Wr side is input to the first and second motors 2A, 2B, it is disengaged and rear When the rotational power in the reverse direction on the wheel Wr side is input to the first and second electric motors 2A and 2B, the engaged state is established.

  The selector plate 54 is an annular thin plate member, and is disposed between the first fixed plate 52 and the first facing surface 51 b of the rotating plate 51. In the selector plate 54, a plurality of window portions 54a that allow the first engagement piece 56 to protrude and protrude are formed at predetermined intervals in the circumferential direction. The selector plate 54 is supported in the cylindrical portion 52b of the first fixed plate 52 so as to be displaceable (rotatable) in the circumferential direction, and the window portion 54a is aligned with the position of the first engagement piece 56 so that A non-operating state (OPEN: see FIGS. 5A and 5B) that allows the engagement of the combined piece 56 to the first engaging recess 51d, and without matching the window portion 54a to the position of the first engaging piece 56, A switching means SLC that can be switched to an operating state (CLOSE: see FIG. 5C) that restricts the engagement of the first engagement piece 56 to the first engagement recess 51d is configured.

  As described above, when the rotary plate 51 rotates in the other direction (the direction of the black arrow in FIG. 5A), the first engagement piece 56 is first engaged with the rotary plate 51 by the second one-way clutch OWC2. Although it is engaged with the recess 51d (ON: see FIG. 5A), when the switching means SLC is in the operating state (CLOSE: see FIG. 5C), the rotating plate 51 is in the other direction (black arrows in FIGS. 5A and 5C). ), The engagement of the first engagement piece 56 with the first engagement recess 51d is restricted. As described above, the selector plate 54 switches the non-operating state and the operating state to make the second one-way clutch OWC2 effective or ineffective.

  When the selector plate 54 is in an inoperative state, that is, when the second one-way clutch OWC2 is in an effective state, as described above, the second one-way clutch OWC2 is in a non-engaged state according to the rotational direction of the rotating plate 51. Or it will be in an engagement state.

  When the selector plate 54 is in an operating state, that is, when the second one-way clutch OWC2 is in an invalid state, even if the rotating plate 51 rotates in the other direction (the direction of the black arrow in FIGS. 5A and 5C), the first In addition to the one-way clutch OWC1, the second one-way clutch OWC2 is also in a non-engaged state, and the ring gear 24B coupled to the rotation plate 51 together with the rotation plate 51 is free to move in the other direction (the direction of the black arrow in FIG. 5A). Rotation is allowed. When free rotation in the other direction of the ring gear 24B (the direction of the black arrow in FIG. 5A) is allowed, the other direction of the ring gear 24A connected via the connecting member 35 (the direction of the black arrow in FIG. 5A) Is allowed to rotate freely, whereby the power transmission path between the first and second electric motors 2A, 2B and the rear wheel Wr is interrupted.

  In other words, the selector plate 54 restricts the engagement of the first engagement piece 56 with the first engagement recess 51d during operation and transmits power between the first and second electric motors 2A, 2B and the rear wheel Wr. The path is cut off (see FIG. 5C), and the first engagement piece 56 is allowed to be engaged with the first engagement recess 51d during non-operation so that the first and second electric motors 2A, 2B and the rear wheel Wr The connection / disconnection means which makes the power transmission path | route between the connection permissible states is comprised (refer FIG. 5A and FIG. 5B).

  More specifically, the selector plate 54 includes a second one-way clutch in parallel with the first one-way clutch OWC1 on the power transmission path between the first and second motors 2A, 2B and the rear wheel Wr. It is provided in series with the OWC 2 and is switched between a non-operating state and an operating state by an actuator 58 provided in the rear wheel drive device 1. As the actuator 58, an electric actuator or a hydraulic actuator is used, and the selector plate 54 is switched via the connecting arm 59 (see FIG. 4), and the selector plate 54 is held in each state. In each state is extremely small compared to the energy for maintaining the hydraulic clutch in the engaged state.

[Arrangement in rear wheel drive unit]
As shown in FIG. 3, in the rear wheel drive device 1, the first electric motor 2A and the first planetary gear type reduction gear 12A are arranged in this order from the left outer side in the vehicle width direction, and the second electric motor 2B and the second planetary gear are arranged. The gear reducer 12B is arranged in this order from the right outer side in the vehicle width direction. Further, the first one-way clutch OWC1, the second one-way clutch OWC2, and the two-way clutch 50 constituting the switching means SLC are arranged on the radially outer side of the ring gear 24B of the second planetary gear type reduction gear 12B. At least a part of the two-way clutch 50 is disposed on the inner side of the outermost diameter portion R1 of the second planetary gear speed reducer 12B.

  The actuator 58 for switching the selector plate 54 is disposed on the outer diameter side and above the ring gear 24A of the first planetary gear type speed reducer 12A. At least a part of the actuator 58 is disposed inside the outermost diameter portion R1 of the first planetary gear speed reducer 12A. The actuator 58 is held by an actuator holding portion 60 disposed on the outer diameter side and above the ring gear 24A of the first planetary gear type speed reducer 12A. The actuator holding part 60 is integrally provided with an oil storage part 61 for storing oil such as ATF (hereinafter also referred to as lubricating oil) circulating in the rear wheel drive device 1 above the connecting member 35.

[Connecting member]
As shown in FIGS. 12 to 14B, the connection member 35 has a connection spline portion 70 fitted on the outer peripheral surface of the connection portions 34A and 34B of the ring gears 24A and 24B and fitted to the splines 36A and 36B on the inner peripheral surface. Is formed. The connecting spline portion 70 is fitted to the left connecting spline portion 70A that fits with the spline 36A formed on the outer peripheral surface of the connecting portion 34A of the ring gear 24A, and the spline 36B that is formed on the outer peripheral surface of the connecting portion 34B of the ring gear 24B. A right connecting spline portion 70B, and an annular groove 71 that accommodates a circlip 43 disposed between the left connecting spline portion 70A and the right connecting spline portion 70B.

  The annular groove 71 is provided with a plurality of through holes 72 penetrating the inner peripheral surface and the outer peripheral surface of the connecting member 35 at predetermined intervals in the circumferential direction. In other words, the through hole 72 is disposed between the spline 36A formed on the outer peripheral surface of the connecting portion 34A of the ring gear 24A and the spline 36B formed on the outer peripheral surface of the connecting portion 34B of the ring gear 24B.

  As shown in FIG. 14A, a predetermined gap 73 is provided in the radial direction between the circlip 43 disposed in the annular groove 71 and the through hole 72, and the through hole 72 is blocked by the circlip 43. There is no such thing. An annular concave groove 74 that connects the plurality of through holes 72 is provided on the outer peripheral surface of the connecting member 35.

  Returning to FIG. 4, the oil reservoir 61 has an oil supply section so that the oil stored in the oil reservoir 61 drops downward at a position facing the groove 74 formed on the outer peripheral surface of the connecting member 35. 62 is formed. Therefore, the oil dripped from the oil reservoir 61 flows into the through hole 72 through the concave groove 74, and the oil that has passed through the through hole 72 is distributed to the left and right by the circlip 43. The oil distributed to the left and right by the circlip 43 is supplied to the fitting portion between the ring gears 24A and 24B of the first and second planetary gear speed reducers 12A and 12B and the connecting member 35.

[Control device]
The control device CTR shown in FIG. 1 is a control device for performing various controls of the entire vehicle. The control device CTR includes wheel speed sensor values, motor speed sensor values of the first and second motors 2A and 2B, steering. While the angle, the accelerator pedal opening, the shift position, the state of charge in the battery BAT, the oil temperature, and the like are input, the control device CTR controls the signals for controlling the internal combustion engine and the first and second motors 2A and 2B. A signal, a control signal for controlling the actuator 58, and the like are output.

[Running mode]
FIG. 6 is a table describing the relationship among the front wheel drive device (FDS), the rear wheel drive device (RDS), the first and second electric motors 2A (rear motor), and the two-way clutches (OWC1, SLC, OWC2) in each vehicle state. It is. In the figure, the coast represents a driven state. 7 to 11 show speed collinear charts in the respective states of the rear wheel drive device 1. The LMOT is the first motor 2A, the RMOT is the second motor 2B, and the left S and C are the first motor 2A. The sun gear 21A of the first planetary gear speed reducer 12A, the planetary carrier 23A of the first planetary gear speed reducer 12A, and S and C on the right side are the sun gear 21B and second planet of the second planetary gear speed reducer 12B, respectively. The planetary carriers 23B, R of the gear reducer 12B represent the ring gears 24A, 24B of the first and second planetary gear reducers 12A, 12B.

  The collinear chart is a diagram showing the relationship of the rotational speeds between the rotating elements in the first and second planetary gear speed reducers 12A and 12B. In the collinear chart, from the reference (horizontal line) to the black circle Represents the number of rotations of each rotating element. The first and second planetary gear type speed reducers 12A and 12B satisfy a collinear relationship in which their rotational speeds are always arranged on a single straight line in a speed collinear diagram (also referred to as a collinear diagram). In the following description, the rotation direction of the sun gears 21A and 21B when the vehicle is advanced by the first and second electric motors 2A and 2B is assumed to be the forward direction. Also, in the figure, from the stationary state, the upper direction is forward rotation and the lower side is reverse direction rotation, and the arrows indicate forward torque and downward direction indicates reverse torque.

  While the vehicle is stopped, neither the front wheel drive device FDS nor the rear wheel drive device 1 is driven. Accordingly, as shown in FIG. 7, the first and second electric motors 2A and 2B of the rear wheel drive device 1 are stopped, and the axles 10A and 10B are also stopped. Not. At this time, the switching means SLC is in an inoperative state (OPEN). Further, the first and second one-way clutches OWC1 and OWC2 are not engaged (OFF) because the first and second electric motors 2A and 2B are not driven.

  Then, after the starter switch or key position is turned ON, the rear wheel drive device 1 performs the rear wheel drive at the forward low vehicle speed with good motor efficiency such as EV start and EV cruise. As shown in FIG. 8, when the first and second electric motors 2A and 2B are driven in a power running manner so that the first and second electric motors 2A and 2B rotate in the forward direction while the switching unit SLC is in an inoperative state (OPEN). A forward torque is applied to the sun gears 21A and 21B as the power point, and a reverse torque is applied to the ring gears 24A and 24B as the action points with the planetary carriers 23A and 23B connected to the rear wheels Wr as fulcrums. To do. As a result, torque in the reverse direction also acts on the rotating plate 51 coupled to the ring gears 24A and 24B, and the rotating plate 51 rotates in one direction (the direction of the white arrow in FIG. 5B) (see FIG. 5B). At this time, the second one-way clutch OWC2 is disengaged, but the first one-way clutch OWC1 is engaged and the ring gears 24A and 24B are locked. As a result, the planetary carriers 23A and 23B rotate in the forward direction, and the vehicle V travels forward. Note that traveling resistance from the axles 10A and 10B acts in the reverse direction on the planetary carriers 23A and 23B, and the reaction force from the first one-way clutch OWC1 acts in the forward direction on the ring gears 24A and 24B.

  As described above, when the vehicle V starts, the first and second electric motors 2A, 2A, 2B, 2C, 2C, the forward power running torque are generated from the first and second electric motors 2A, 2B while the switching means SLC is in the non-operating state (OPEN). By driving the power 2B, the first one-way clutch OWC1 is mechanically engaged and the first and second motors 2A, 2B and the rear wheel Wr are connected, and the first and second motors 2A are connected. The power running torque of 2B is transmitted to the rear wheel Wr.

  When the vehicle speed increases from the forward low vehicle speed travel to the forward vehicle speed travel with good engine efficiency, the rear wheel drive by the rear wheel drive device 1 changes to the front wheel drive by the front wheel drive device FDS. As shown in FIG. 9A, when the power running drive of the first and second motors 2A, 2B is stopped while the switching means SLC is in the non-operating state (OPEN), the planetary carriers 23A, 23B travel forward from the axles 10A, 10B. The forward torque to be applied acts. That is, forward torque is applied to the planetary carriers 23A and 23B, which are the power points, and the ring gears 24A and 24B that are the action points are applied to the sun gears 21A and 21B connected to the first and second electric motors 2A and 2B. The forward torque acts on. As a result, forward torque also acts on the rotating plate 51 coupled to the ring gears 24A and 24B, and the rotating plate 51 rotates in the other direction (the direction of the black arrow in FIG. 5A) (FIG. 5A). At this time, the first one-way clutch OWC1 is disengaged, but the second one-way clutch OWC2 is engaged, so that the ring gears 24A and 24B are locked. Note that the friction of the first and second electric motors 2A, 2B acts on the sun gears 21A, 21B in the reverse direction, and the reaction force of the second one-way clutch OWC2 acts on the ring gears 24A, 24B in the reverse direction. As described above, when the front wheel drive without driving the first and second motors 2A and 2B is engaged, the second one-way clutch OWC2 is engaged so that the first and second motors 2A and 2B and the rear wheel Wr are connected. Rotation matching of the first and second electric motors 2A and 2B is not required when shifting from vehicle speed traveling during forward travel to deceleration regeneration traveling described later.

  Also, as shown in FIG. 9B, at the forward high vehicle speed, the front wheel drive is performed by the front wheel drive device FDS as in the case of traveling at the forward vehicle speed, but when the second one-way clutch OWC2 is in the engaged state, Since the second electric motors 2A and 2B may rotate excessively due to the accompanying rotation, when the vehicle speed reaches a predetermined vehicle speed, the switching means SLC is set in an operating state (CLOSE) to disable the second one-way clutch OWC2. As a result, both the first one-way clutch OWC1 and the second one-way clutch OWC2 are disengaged, and the rotation of the rotating plate 51 in the other direction (the direction of the black arrow in FIG. 5C) is allowed (see FIG. 5). 5C), along with this, the ring gears 24A, 24B rotate in the forward direction. Accordingly, the first and second electric motors 2A and 2B and the rear wheel Wr are cut off, and the first and second electric motors 2A and 2B are prevented from being rotated. Note that the friction of the first and second electric motors 2A and 2B acts on the sun gears 21A and 21B in the reverse direction, and the friction of the rotating plate 51 acts on the ring gears 24A and 24B in the reverse direction.

  When the first and second electric motors 2A and 2B are driven to regenerate during forward travel, as shown in FIG. 10, the planetary carriers 23A and 23B receive forward torque from the axles 10A and 10B to continue forward travel. It is working. That is, forward torque is applied to the planetary carriers 23A and 23B, which are the power points, and the ring gears 24A and 24B that are the action points are applied to the sun gears 21A and 21B connected to the first and second electric motors 2A and 2B. The forward torque acts on. As a result, forward torque also acts on the rotating plate 51 coupled to the ring gears 24A and 24B, and the rotating plate 51 rotates in the other direction (the direction of the black arrow in FIG. 5A) (FIG. 5A). At this time, the first one-way clutch OWC1 is in the disengaged state, but the second one-way clutch OWC2 is in the engaged state by setting the switching means SLC to the inoperative state (OPEN), so the ring gears 24A, 24B Is locked. In this state, the first and second electric motors 2A and 2B are driven by regenerative driving so that regenerative torque in the reverse direction is generated from the first and second electric motors 2A and 2B. It is decelerated and regenerated. Thus, when the forward torque on the rear wheel Wr side is input to the first and second electric motors 2A, 2B, the ring gears 24A, 24B are locked by the mechanical engagement of the second one-way clutch OWC2. Therefore, it becomes possible to reduce energy loss compared with the conventional case where the hydraulic brake is engaged in such a situation.

  At the time of reverse travel, as shown in FIG. 11, the first and second electric motors 2A and 2B are rotated so that the first and second electric motors 2A and 2B rotate in the reverse direction while the switching means SLC is kept in an inoperative state (OPEN). When reverse power driving is performed, torque in the reverse direction is applied to the sun gears 21A and 21B, which are the power points, and forward directions are applied to the ring gears 24A and 24B, which are the operating points, with the planetary carriers 23A and 23B connected to the rear wheels Wr as fulcrums. Torque is applied. As a result, forward torque also acts on the rotating plate 51 coupled to the ring gears 24A and 24B, and the rotating plate 51 rotates in the other direction (the direction of the black arrow in FIG. 5A) (FIG. 5A). At this time, the first one-way clutch OWC1 is disengaged, but the second one-way clutch OWC2 is engaged and the ring gears 24A and 24B are locked. As a result, the planetary carriers 23A and 23B rotate in the reverse direction, and the vehicle V travels backward. Note that traveling resistance from the axles 10A and 10B acts in the forward direction on the planetary carriers 23A and 23B, and a reaction force from the second one-way clutch OWC2 acts in the reverse direction on the ring gears 24A and 24B. Thus, when the reverse torques on the first and second motors 2A, 2B are input to the rear wheel Wr, the first and second motors 2A are mechanically engaged by the second one-way clutch OWC2. The 2B side and the rear wheel Wr side are connected, and the reverse power running torque of the first and second electric motors 2A and 2B is transmitted to the rear wheel Wr.

  As described above, according to the present embodiment, the second one-way clutch OWC2 capable of mechanically transmitting the reverse torque on the first and second electric motors 2A, 2B side to the rear wheel Wr side is provided. Conventionally, it is possible to reduce the engagement energy of the brake means that has been required when transmitting the reverse torque on the first and second electric motors 2A, 2B side to the rear wheel Wr side (for example, during reverse travel).

  In addition, since the second one-way clutch OWC2 can mechanically transmit the forward rotational power on the rear wheel Wr side to the first and second motors 2A, 2B, conventionally, the forward rotation on the rear wheel Wr side is conventionally performed. It is possible to reduce the engagement energy of the brake means that is necessary when the power is transmitted to the first and second electric motors 2A, 2B (for example, during deceleration regeneration running).

  In addition, the power transmission path provided with the second one-way clutch OWC2 is provided with a switching means SLC for connecting the power transmission path in a cut-off state or a connection-permitted state in series. In situations where it is not desired to transmit rotational power to the first and second electric motors 2A, 2B (for example, when traveling at a high vehicle speed), mechanical power transmission by the second one-way clutch OWC2 can be cut off.

  Further, the ring gear 24A of the first planetary gear speed reducer 12A and the ring gear 24B of the second planetary gear speed reducer 12B are connected to each other via a connecting member 35 fitted from the outer diameter side. Since the through hole 72 penetrating the peripheral surface and the outer peripheral surface is provided, the first and second planetary gear type speed reducers 12A from the oil reservoir 61 provided above the connecting member 35 through the through hole 72 are provided. , 12B ring gears 24A, 24B and the coupling member 35 can be supplied with lubricating oil. In this way, the lubricating path can be simplified by supplying the lubricating oil from the outer peripheral portion of the connecting member 35 to the fitting portion.

  Further, by supplying the lubricating oil to the outer peripheral surface of the connecting member 35 from the oil reservoir 61 provided above the connecting member 35, a dedicated electric oil pump or the like is not necessary, and the manufacturing cost can be suppressed. Furthermore, oil leaking from the hydraulic circuit can be used as lubricating oil, and by adjusting the amount of oil leaking from the hydraulic circuit, it is possible to suppress supplying an excessive amount of oil to the fitting portion. .

  Further, since the through-hole 72 is disposed between the spline 36A formed on the outer peripheral surface of the connecting portion 34A of the ring gear 24A and the spline 36B formed on the outer peripheral surface of the connecting portion 34B of the ring gear 24B, Lubricating oil can be appropriately supplied to the fitting portion.

  Further, since the through hole 72 is a through hole 72 provided in the annular groove 71 that accommodates the circlip 43 disposed between the left connection spline part 70A and the right connection spline part 70B, the outer periphery of the connection member 35 The lubricating oil supplied from the part passes through the through hole 72 and is then distributed by the circlip 43 to the left connecting spline part 70A side and the right connecting spline part 70B side. Thereby, lubricating oil can be appropriately supplied to both fitting parts.

  In addition, since a predetermined gap is provided between the circlip 43 and the through hole 72, the circlip 43 is prevented from closing the through hole 72.

  Further, since the outer circumferential surface of the connecting member 35 is provided with the concave grooves 74 that connect the plurality of through holes 72, the lubricating oil supplied from the outer peripheral portion of the connecting member 35 is passed through the concave grooves 74. It can be led to the hole 72.

  The contact positions of the ring gears 24A and 24B are the meshing position of the ring gear 24A of the first planetary gear type reduction gear 12A and the second pinion 27A of the planetary gear 22A, and the ring gear 24B of the second planetary gear type reduction gear 12B. Since the planetary gear 22B is located at a position approximately the same diameter as the meshing position of the second pinion 27B with the planetary gear 22B, the connecting member 35 is located on the outer diameter side, and the supply of lubricating oil to the connecting member 35 is facilitated.

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
For example, in the above embodiment, the first and second electric motors 2A and 2B are connected to the sun gears 21A and 21B, respectively, the ring gears 24A and 24B are connected to each other, and the radial direction of the ring gear 24B among the connected ring gears 24A and 24B. Although the two-way clutch 50 is arranged on the outer side, the two-way clutch 50 may be arranged on the outer side in the radial direction of the ring gear 24A.
Moreover, although the drive device of this invention demonstrated as an example the case where it was used for the rear-wheel drive of a vehicle, you may use it for the front-wheel drive of a vehicle.
Further, the present invention can be used as a propeller drive device, a screw drive device, and the like in a transportation engine such as an aircraft and a ship, not limited to a vehicle wheel drive device.
In the above embodiment, the planetary gear mechanism is used as the transmission. However, a gear-type transmission mechanism (for example, a bevel gear-type differential mechanism) other than the planetary gear mechanism or a transmission mechanism that does not use a gear may be used. .

1 Rear wheel drive device (drive device)
2A 1st motor (left motor, drive source)
2B Second motor (right motor, drive source)
12A First planetary gear type speed reducer (left transmission)
12B 2nd planetary gear reducer (right transmission)
21A, 21B Sun gear (sun rotating body)
22A, 22B Planetary gear (planetary rotating body)
23A, 23B Planetary carrier (carrier rotating body)
24A, 24B Ring gear (ring rotating body)
36A Spline (ring spline part)
36B Spline (ring spline part)
43 circlip 58 actuator 60 actuator holding part 61 oil storage part 70 connection spline part 70A left connection spline part 70B right connection spline part 71 annular groove 72 through hole 73 gap 74 concave groove V vehicle Wr rear wheel (wheel)
LWr Left rear wheel (left wheel)
RWr Right rear wheel (right wheel)
OWC1 first one-way clutch (first one-way power transmission means)
OWC2 second one-way clutch (second one-way power transmission means)
SLC switching means

Claims (7)

A driving source;
A drive device comprising a wheel driven by the drive source,
The drive device
Provided on the power transmission path between the drive source and the wheel, and is engaged when rotational power in one direction of the drive source is input to the wheel side, and rotational power in the other direction of the drive source. Is disengaged when the wheel is input to the wheel side, and is disengaged when the rotational power in one direction on the wheel side is input to the drive source side, and the rotational power in the other direction on the wheel side is First unidirectional power transmission means that is engaged when input to the drive source side;
It is provided in parallel with the first one-way power transmission means on the power transmission path, and is disengaged when rotational power in one direction on the drive source side is input to the wheel side. When the rotational power in the other direction is input to the wheel side, the engagement state is established. When the rotational power in one direction on the wheel side is input to the drive source side, the engagement state is established. Second unidirectional power transmission means that is disengaged when rotational power is input to the drive source side;
Provided in parallel with the first one-way power transmission means on the power transmission path and in series with the second one-way power transmission means, and switching between the first state and the second state, the second one-way Switching means for making the power transmission means valid or invalid, and
The drive source includes a left electric motor that drives the left wheel of the vehicle, and a right electric motor that drives the right wheel of the vehicle,
On the power transmission path between the left motor and the left wheel, a left transmission is provided,
On the power transmission path between the right motor and the right wheel, a right transmission is provided,
The left transmission and the right transmission respectively support a sun rotator, a ring rotator, a planetary rotator that meshes with the sun rotator and the ring rotator, and the planetary rotator that can rotate and revolve. A carrier rotating body that
The left electric motor is connected to the sun rotor of the left transmission;
The right motor is connected to the sun rotor of the right transmission;
The left wheel is connected to the carrier rotating body of the left transmission;
The right wheel is connected to the carrier rotating body of the right transmission;
The ring rotator of the left transmission and the ring rotator of the right transmission are connected to each other via a connecting member fitted from the outer diameter side,
The first one-way power transmission means, the second one-way power transmission means, and the switching means are arranged on the ring rotating bodies connected to each other,
Above the connecting member, an oil reservoir for storing lubricating oil is provided,
The drive device, wherein the connecting member is provided with a through hole penetrating an inner peripheral surface and an outer peripheral surface. The drive device according to claim 1,
A ring spline portion is provided on the outer peripheral surface of the ring rotating body of the left transmission,
A ring spline portion is provided on the outer peripheral surface of the ring rotating body of the right transmission,
The connection member is provided with a connection spline portion that is fitted to the ring spline portion of the ring rotating body of the left transmission and the right transmission on an inner peripheral surface,
The through hole is disposed between the ring spline portion provided in the ring rotator of the left transmission and the ring spline portion provided in the ring rotator of the right transmission. apparatus. The drive device according to claim 2,
The connecting spline part is
A left connecting spline portion that fits into the ring spline portion provided on the ring rotating body of the left transmission;
A right connecting spline portion that fits into the ring spline portion provided on the ring rotating body of the right transmission;
An annular groove that accommodates a circlip disposed between the left connection spline part and the right connection spline part;
The drive device, wherein the through hole is provided in the annular groove. The drive device according to claim 3,
A driving device in which a predetermined gap is provided in a radial direction between the circlip and the through hole. The drive device according to claim 3 or 4,
A plurality of the through holes are provided in the circumferential direction,
The drive device, wherein the outer peripheral surface of the connecting member is provided with a concave groove that connects the plurality of through holes. The drive device according to any one of claims 1 to 5,
The contact position where the ring rotator of the left transmission and the ring rotator of the right transmission abut directly or indirectly is the position of the ring rotator of the left transmission and the left transmission of the left transmission. A driving device located at a position substantially meshed with a meshing position with a planetary rotating body and a meshing position between the ring rotating body of the right transmission and the planetary rotating body of the right transmission. The drive device according to any one of claims 1 to 6,
The drive device further includes an actuator that controls an effective state or an invalid state of the switching unit,
The first one-way power transmission means, the switching means, and the second one-way power transmission means are arranged on either one side and the outer diameter side of the ring rotating bodies connected to each other,
The actuator is disposed on the other side and the outer diameter side of the connected ring rotating body,
The oil storage unit is a driving device formed integrally with an actuator holding unit that holds the actuator.

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