JP2019113137A - Driving device - Google Patents

Abstract

A drive device capable of reducing energy loss is provided. A hydraulic drive mechanism of a rear wheel drive device includes an actuator for switching a switching means, an opening / closing shift valve and a switching shift valve, and a low pressure state in a first line oil passage when power is not supplied. A first electromagnetic valve 88 that brings the first line oil passage 75A into a high pressure state when power is supplied, and a switching shift valve 74 that causes the switching means SLC to switch from the second state to the first state when power is not supplied. And a second electromagnetic valve 83 acting on the switching shift valve 74 so that the switching means SLC switches from the first state to the second state during supply. The opening / closing shift valve 81 allows communication between the first line oil passage 75A and the second line oil passage 75B when the first line oil passage 75A is in a high pressure state, and the switching shift valve 74 connects the second line oil passage 75B When is in a high pressure state, the hydraulic pressure is supplied to the actuator 58. [Selection diagram] FIG.

Description

  The present invention relates to a drive device provided in a transport engine such as a vehicle.

  Patent Document 1 discloses a left wheel drive device having a first electric motor for driving the left wheel of the vehicle, and a first planetary gear type transmission provided on a power transmission path between the first electric motor and the left wheel. For a vehicle, comprising: a right wheel drive having a second electric 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 electric motor and the right wheel The drive has been described. In the first and second planetary gear type transmissions, the first and second motors are connected to the sun gear, the left wheel and the right wheel are connected to the planetary carrier, and the ring gears are connected to each other. In addition, the connected ring gear is engaged with a brake unit that brakes the rotation of the ring gear by releasing or fastening the ring gear, and when rotational power on one side of the electric motor is input to the wheel side, When the rotational power in the other direction on the motor side is input to the wheel side, it is in the disengaged state, and when the rotational power on one side of the wheel is input to the motor side, it is in the disengaged state. There is provided a one-way clutch that is engaged when rotational power in the other direction on the side is input to the motor side.

JP, 2010-235051, A

  However, in the drive device described in Patent Document 1, in order to brake the rotation of the ring gear during reverse travel by reverse driving of the first and second electric motors or in regenerative braking when the first and second electric motors are regeneratively driven. It was necessary to maintain the brake means (hydraulic brake) in the engaged state.

  The present invention provides a drive device capable of reducing energy loss.

The present invention
Driving source,
A driven part driven by the driving source and propelling a transport engine;
It is provided on the power transmission path between the drive source and the driven portion, and is engaged when rotational power on one side of the drive source is input to the driven portion, and the other side of the drive source is also provided. When the rotational power in the direction is input to the driven part side, it is in the disengaged state, and when the rotational power in one direction of the driven part is input to the drive source side, it is in the disengaged state. First one-way power transmission means that is engaged when rotational power in the other direction on the drive unit side is 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 brought into a non-engaging state when rotational power on one side of the drive source is input to the driven portion side, and the drive source When the rotational power in the other direction on the side is input to the driven part, the engagement state is established, and when the rotational power in the one direction of the driven part is input to the drive source, the engagement state is established. Second one-way power transmission means which is disengaged when rotational power in the other direction on the driven part side is input to the drive source side;
It is provided on the power transmission path in parallel with the first one-way power transmission means and in series with the second one-way power transmission means, and switches the first state and the second state to switch the second one-way state. And a switching unit that brings the power transmission unit into an effective state or an invalid state, the driving device comprising:
The switching means is controlled by a hydraulic drive mechanism.
The hydraulic drive mechanism
A hydraulic actuator for switching the switching means between the first state and the second state;
Hydraulic pressure supply means for supplying hydraulic pressure to the hydraulic actuator;
A hydraulic circuit connecting the hydraulic pressure supply means with the hydraulic actuator;
Opening and closing shift valves and switching shift valves provided in order from the upstream side on the hydraulic circuit;
A first solenoid valve that brings the first hydraulic pressure circuit upstream of the open / close shift valve into a low pressure state when power is not supplied, and brings the first hydraulic pressure circuit into a high pressure state when electric power is supplied;
While acting on the switching shift valve so that the switching means switches to either one of the first state and the second state via the hydraulic actuator when power is not supplied, and also when the power is supplied via the hydraulic actuator A second solenoid valve acting on the switching shift valve so that the switching means switches to the other of the first state and the second state;
The open / close shift valve blocks communication between the first hydraulic pressure circuit and a second hydraulic pressure circuit downstream of the open / close shift valve when the first hydraulic pressure circuit is in a low pressure state, and the first liquid Allowing communication between the first hydraulic circuit and the second hydraulic circuit when the pressure circuit is in a high pressure state;
The switching shift valve supplies fluid pressure to the fluid pressure actuator when the second fluid pressure circuit is in a high pressure state.

According to the present invention, since 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, conventionally, the rotational power on the drive source side in the other direction is It is possible to reduce the fastening energy of the brake means, which is required when transmitting to the driven part (for example, during reverse travel). Further, since the second one-way power transmission means can mechanically transmit the rotational power in one direction on the driven part side to the drive source side, conventionally, the rotational power on one side of the driven part is on the drive source side It is possible to reduce the fastening energy of the brake means, which has been required for transmission (for example, during deceleration regeneration). Further, in the power transmission path where the second one-way power transmission means is provided, the switching means for making the second one-way power transmission means active or invalid is provided in series. The mechanical power transmission by the second one-way power transmission means can be interrupted in a situation where it is not desired to transmit the rotational power in the direction (for example, when traveling at high forward speed).
The hydraulic drive mechanism for controlling the switching means supplies power to the first solenoid valve only when switching between the first state and the second state of the switching means to bring the first hydraulic circuit into the high pressure state. As it is good, power consumption of the hydraulic drive mechanism can be reduced.
Further, the second electromagnetic valve does not require power when the switching means is switched to either the first state or the second state via the hydraulic actuator, and the switching means has the first state and the first state via the hydraulic actuator. Since it is only necessary to supply power when switching to the other of the two states, power consumption of the hydraulic drive mechanism can be further reduced.
Thus, the energy loss of the drive can be reduced.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows schematic structure of the hybrid vehicle which is one Embodiment of the vehicle which can mount the drive device which concerns on this invention. It is a skeleton diagram of one embodiment of a rear wheel drive. It is a longitudinal section of one embodiment of a rear wheel drive. It is the elements on larger scale of the rear wheel drive shown in FIG. 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 operation | movement explanatory drawing which shows the engagement control state of a 2nd one way clutch. FIG. 6 is a table describing operating states of a front wheel drive (FDS), a rear wheel drive (RDS), first and second electric motors (rear motors), and a two-way clutch (OWC1, SLC, OWC2) in each vehicle state. FIG. 2 is a velocity collinear view of a rear wheel drive device at a stop. FIG. 5 is a velocity collinear diagram of a rear wheel drive device at the time of rear wheel drive (at low vehicle speed). FIG. 5 is a velocity collinear diagram of a rear wheel drive device when driving a front wheel (at high vehicle speed). FIG. 6 is a velocity collinear diagram of the rear wheel drive device during deceleration regenerative traveling. It is a speed alignment chart of the rear wheel drive device at the time of reverse traveling. It is a hydraulic circuit diagram of a hydraulic drive mechanism. FIG. 6 is a hydraulic circuit diagram showing a hydraulic pressure drive mechanism when selector plates are not switched (at low vehicle speed and high vehicle speed). FIG. 6 is a hydraulic circuit diagram showing a hydraulic pressure drive mechanism at the time of selector plate switching (inactive state (OPEN) → activated state (CLOSE)). FIG. 7 is a hydraulic circuit diagram showing a hydraulic pressure drive mechanism at the time of selector plate switching (operating state (CLOSE) → non-operating state (OPEN)). Describes the operating states of the first solenoid valve (HL-SOL), the second solenoid valve (SLC-SOL), the electric oil pump (EOP), the first line oil path (hydraulic pressure), and the selector plate (SLC) in each vehicle state Table. It is a timing chart of a rear wheel drive and a hydraulic drive mechanism in a series of travel modes including the vehicle state of FIG. It is a flowchart which shows operation | movement of the hydraulic-pressure drive mechanism in travel mode of FIG. It is a timing chart which shows transition of low vehicle speed-> high vehicle speed of FIG. It is a timing chart which shows transition of high vehicle speed-> regeneration of FIG. It is a flowchart which shows rotation speed control of an electric oil pump.

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

[vehicle]
Vehicle V shown in FIG. 1 is a hybrid vehicle having a drive unit FDS (hereinafter referred to as a front wheel drive unit) in which an internal combustion engine and a motor (not shown) are connected in series. The power of the front wheel Wf is transmitted to the front wheel Wf, while the power of a driving device RDS (hereinafter referred to as the rear wheel driving device 1) provided at the rear of the vehicle separately from the front wheel drive FDS is a rear wheel Wr (RWr, LWr). To be transmitted to the The motor of the front wheel drive FDS and the first and second motors 2A and 2B (see FIGS. 2 and 3) of the rear wheel drive 1 are connected to the battery BAT and supply power from the battery BAT and 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]
2 and 3 show the internal configuration of the rear wheel drive device 1. In the figure, 10A and 10B are left and right axles on the rear wheel Wr side of the vehicle V, coaxially in the vehicle width direction It is arranged. The case 11 of the rear wheel drive device 1 is generally formed in a substantially cylindrical shape, and inside thereof, the first and second motors 2A, 2B for driving an axle, and the first and second motors 2A, 2B The first and second planetary gear reducers 12A, 12B for reducing the rotation are coaxially arranged with the axles 10A, 10B. The first electric motor 2A and the first planetary gear reducer 12A function as a left wheel drive for driving the left rear wheel LWr, and the second electric motor 2B and the second planetary gear reducer 12B drive the right rear wheel RWr. The first electric motor 2A and the first planetary gear type reduction gear 12A, and the second electric motor 2B and the second planetary gear type reduction gear 12B function as right-wheel drive devices for right and left symmetry in the vehicle width direction in the case 11. It is arranged. The case 11 is provided with a central case 11M constituting a central portion in the vehicle width direction of the case 11, and side cases 11A and 11B constituting left and right side portions of the case 11.

  In the first and second motors 2A and 2B, the stators 14A and 14B are fixed to the side cases 11A and 11B, respectively, and annular rotors 15A and 15B are rotatably disposed on the inner peripheral side of the stators 14A and 14B. There is. The cylindrical motor output shafts 16A and 16B surrounding the outer circumferences of the axles 10A and 10B are connected to the inner peripheral portions of the rotors 15A and 15B, and the motor output shafts 16A and 16B are coaxially rotated relative to the axles 10A and 10B. As is possible, the end walls 17A and 17B of the side cases 11A and 11B and the partitions 18A and 18B are supported via bearings 19A and 19B. In addition, the rotational position information of the rotors 15A and 15B is fed back to the control device CTR of the first and second motors 2A and 2B in the end walls 17A and 17B, which is the outer periphery on one end side of the motor output shafts 16A and 16B. Resolvers 20A and 20B are provided. The first and second motors 2A, 2B including the stators 14A, 14B and the rotors 15A, 15B have the same radius, and the first and second motors 2A, 2B are arranged mirror-symmetrically to each other. The axle 10A and the motor output shaft 16A penetrate the inside of the first motor 2A and extend from both ends of the first motor 2A, and the axle 10B and the motor output shaft 16B also penetrate the inside of the second motor 2B. And extend from both ends of the second motor 2B.

[Planetary gear reducer]
The first and second planetary gear reducers 12A and 12B include sun gears 21A and 21B, ring gears 24A and 24B, and a plurality of planetary gears 22A and 22B engaged with the sun gears 21A and 21B and the ring gears 24A and 24B. The planetary gears 23A and 23B rotatably and rotatably support the planetary gears 22A and 22B, and the driving forces of the first and second motors 2A and 2B are input from the sun gears 21A and 21B and decelerated. The driving rotation is output to the axles 10A and 10B through the planetary carriers 23A and 23B.

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

  The ring gears 24A and 24B have smaller diameters than the gear portions 28A and 28B whose inner peripheral surfaces are engaged with the small diameter second pinions 27A and 27B, and smaller diameters than the gear portions 28A and 28B. It comprises the portions 29A, 29B, and the connecting portions 30A, 30B which radially connect the axially inner end portions of the gear portions 28A, 28B and the axially outer end portions of the small diameter portions 29A, 29B.

  The gear portions 28A and 28B are axially opposed to each other with the cylindrical wall 46 formed at the inner diameter side end of the left and right divided wall 45 of the central case 11M. A space is secured between the coupling portions 30A and 30B of the ring gears 24A and 24B opposed in the axial direction, and a two-way clutch 50 described later is disposed in the space. The small diameter portions 29A and 29B are spline-fitted to the inner peripheral portion of the rotary plate 51 of the two-way clutch 50, the outer peripheral surfaces of which are described later. Thus, the ring gears 24A and 24B are coupled to each other so as to rotate integrally with the rotation plate 51 of the two-way clutch 50. Further, the inner peripheral portion of the cylindrical wall 46 is spline-fitted to the outer peripheral portion of the first fixed plate 52 of the two-way clutch 50 described later. As a result, the first fixed plate 52 of the two-way clutch 50 is positioned by the central case 11M and prevented from rotating.

[Two-way clutch]
As shown in FIGS. 4 and 5A to 5C, the two-way clutch 50 includes a rotating 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 an inner peripheral portion thereof is formed with a spline 51a which is spline fitted with the small diameter portions 29A, 29B of the ring gears 24A, 24B. Further, the rotation plate 51 has a first opposing surface 51b facing the first fixed plate 52 on one side in the axial direction, and a second opposing surface 51c facing the second fixed plate 53 on the other side in the axial direction. Have. On the second opposing surface 51c, a plurality of retractable second engagement pieces 55 biased toward the second fixed plate 53 by the springs 55a are disposed at predetermined intervals in the circumferential direction, A plurality of groove-shaped first engagement concave portions 51d, which are engagement counterparts of the first engagement pieces 56 described later, are formed on the facing surface 51b at predetermined intervals in the circumferential direction.

  The first fixing plate 52 integrally has 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, and the outer peripheral portion of the cylindrical portion 52b has a central case. A spline 52c spline-fitted to the inner peripheral portion of the cylindrical wall 46 of 11M is formed. Further, the inner peripheral portion of the cylindrical portion 52b rotatably supports the outer peripheral portion of the rotating plate 51, and splines non-rotatably with the outer peripheral portion of the second fixed plate 53. Further, on the surface of the plate portion 52a facing the first opposing surface 51b of the rotary plate 51, a retractable first engagement piece 56 biased toward the rotary plate 51 by a spring 56a is circumferentially spaced by a predetermined distance A plurality of openings are placed. As a result, when the rotating plate 51 rotates in one direction (the direction of the white arrow in FIG. 5B) between the first fixed plate 52 and the rotating plate 51, the first engagement piece 56 of the rotating plate 51 When the rotating plate 51 is rotated in the other direction (in the direction of the solid arrow in FIG. 5A), the first engagement is achieved. The second one-way clutch OWC2 is configured in an engaged state (ON: see FIG. 5A) in which the piece 56 engages with the first engagement recess 51d of the rotation plate 51.

  Focusing on only the second one-way clutch OWC2, when the second one-way clutch OWC2 is in the non-engaged state, one direction of the ring gears 24A and 24B coupled to the rotating plate 51 together with the rotating plate 51 (white arrow in FIG. 5B Rotation is permitted, and the power transmission path between the first and second motors 2A, 2B and the rear wheel Wr is cut off. On the other hand, when the second one-way clutch OWC2 is in the engaged state, the rotation in the other direction (the direction of the solid arrow in FIG. 5A) of the ring gears 24A and 24B coupled to the rotating plate 51 together with the rotating plate 51 is restricted. A power transmission path between the first and second motors 2A, 2B and the rear wheel Wr is connected.

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

  The second fixing plate 53 is an annular plate member, and the outer peripheral portion thereof splines with the first fixing plate 52. Further, on the surface of the second fixed plate 53 facing the second opposing surface 51c of the rotary plate 51, a groove-shaped second engagement recess 53b, which is a mating partner of the second engagement piece 55, is circumferentially specified. A plurality of spaces are formed at intervals. Thus, when the rotary plate 51 rotates in one direction (the direction of the white arrow in FIG. 5B) between the rotary plate 51 and the second fixed plate 53, the second engagement piece 55 is the second fixed plate. When the rotation plate 51 is rotated in the other direction (the direction of the solid arrow in FIG. 5A, FIG. 5C), the second engagement recess 53b is engaged. The first one-way clutch OWC1 is configured to be in a non-engaging state (OFF: see FIGS. 5A and 5C) in which the engagement piece 55 is disengaged from the second engagement recess 53b of the second fixed plate 53. .

  Focusing on only the first one-way clutch OWC1, when the first one-way clutch OWC1 is in the engaged state, one direction of the ring gears 24A and 24B coupled to the rotating plate 51 together with the rotating plate 51 (shown by the white arrow in FIG. Rotation is restricted, and the power transmission path between the first and second motors 2A and 2B and the rear wheel Wr is connected. On the other hand, when the first one-way clutch OWC1 is in the disengaged state, free rotation in the other direction (the direction of the solid arrow in FIG. 5A) of the ring gears 24A and 24B coupled to the rotating plate 51 together with the rotating plate 51 is The power transmission path between the first and second motors 2A, 2B and the rear wheel Wr is cut off.

  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 motors 2A and 2B and the rear wheel Wr. When the forward rotational power on the 1st and 2nd electric motors 2A and 2B side is input to the rear wheel Wr side, it is in the engaged state and the reverse rotational power on the 1st and 2nd electric motors 2A and 2B side is back When it is input to the wheel Wr side, it becomes disengaged, and when the forward rotational power of the rear wheel Wr is input to the first and second motors 2A, 2B, it becomes disengaged and When rotational power in the reverse direction on the wheel Wr side is input to the first and second electric motors 2A and 2B, an 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 opposing surface 51 b of the rotating plate 51. In the selector plate 54, a plurality of window portions 54a which allow the first engagement pieces 56 to protrude and retract are formed at predetermined intervals in the circumferential direction. The selector plate 54 is supported so as to be displaceable (rotatable) in the circumferential direction in the cylindrical portion 52b of the first fixed plate 52, and the window portion 54a is made to coincide with the position of the first engagement piece 56. In the non-operational state (OPEN: see FIGS. 5A and 5B) which allows the engagement of the joint piece 56 into the first engagement recess 51d, the window 54a is not aligned with the position of the first engagement piece 56. The switching means SLC is configured to be switchable to an operation state (CLOSE: see FIG. 5C) for restricting the engagement of the first engagement piece 56 into the first engagement recess 51d.

  As described above, when the rotation plate 51 rotates in the other direction (the direction of the solid arrow in FIG. 5A), the first engagement piece 56 is engaged with the first engagement of the rotation plate 51 by the second one-way clutch OWC2. 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 shown in FIGS. 5A, 5C). Engagement of the first engagement piece 56 with the first engagement recess 51d is restricted. Thus, the selector plate 54 makes the second one-way clutch OWC2 effective or ineffective by switching between the inoperative state and the operative state.

  When the selector plate 54 is in the non-operating state, that is, when the second one-way clutch OWC2 is in the active state, the second one-way clutch OWC2 is in the non-engaging state according to the rotation direction of the rotating plate 51 as described above. Or it will be in the engaged state.

  When the selector plate 54 is in the activated state, that is, when the second one-way clutch OWC2 is in the inactivated state, the rotation plate 51 rotates in the other direction (the direction of the solid arrow in FIGS. 5A and 5C). In addition to the one-way clutch OWC1, the second one-way clutch OWC2 is also disengaged, and in the other direction of the ring gears 24A and 24B coupled to the rotating plate 51 with the rotating plate 51 (the direction of the solid arrow in FIG. 5A). Free rotation is permitted, whereby the power transmission path between the first and second motors 2A, 2B and the rear wheel Wr is interrupted.

  In other words, selector plate 54 restricts the engagement of first engagement piece 56 with first engagement recess 51d when actuated to transmit power between first and second motors 2A, 2B and rear wheel Wr. The path is cut off (see FIG. 5C), and engagement of the first engagement piece 56 to the first engagement recess 51d is allowed when not in operation, and the first and second motors 2A, 2B and the rear wheel Wr And connecting and disconnecting means for making the power transmission path between them into the connection permitted state (see FIGS. 5A and 5B).

  More specifically, selector plate 54 is disposed in parallel with first one-way clutch OWC1 on the power transmission path between first and second motors 2A, 2B and rear wheel Wr, and is connected to the second one-way clutch An actuator 58 provided in series with the OWC 2 and switched to the rear wheel drive device 1 switches between an inoperative state and an operative state. A hydraulic actuator is used as the actuator 58, and switching of the selector plate 54 is performed via the connection arm 59 (see FIG. 4).

[Arrangement Configuration in Rear Wheel Drive]
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 outside in the vehicle width direction, and the second electric motor 2B and the second planet The gear type speed reducer 12B is disposed in this order from the right outside in the vehicle width direction. The first one-way clutch OWC1, the second one-way clutch OWC2, and the two-way clutch 50 constituting the switching means SLC are the first planetary gear reducer 12A and the second planetary gear reducer 12B in the vehicle width direction. It is placed between. At this time, the two-way clutch 50 is disposed inside the outermost diameter portion R1 of the first planetary gear reducer 12A and the second planetary gear reducer 12B.

  Further, an actuator 58 for switching the selector plate 54 is disposed on the outer diameter side of the first planetary gear reducer 12A. The actuator 58 is at least partially disposed inside the outermost diameter portion R1 of the first planetary gear reducer 12A. The actuator 58 may be disposed on the outer diameter side of the second planetary gear reducer 12B.

[Control device]
The control device CTR shown in FIG. 1 is a control device for performing various controls of the entire vehicle, and the control device CTR has wheel speed sensor values, motor rotational speed sensor values of the first and second electric motors 2A and 2B, and steering. While the angle, accelerator pedal position, shift position, state of charge in the battery BAT, oil temperature, etc. are input, the control device CTR controls a signal for controlling the internal combustion engine, and controls the first and second electric motors 2A, 2B. A signal, a control signal for controlling the actuator 58 via a hydraulic pressure drive mechanism 71 described later, and the like are output.

  FIG. 6 describes the relationship between the front wheel drive (FDS), the rear wheel drive 1 (RDS), the first and second electric motors 2A (rear motor), and the two-way clutch 50 (OWC1, SLC, OWC2) in each vehicle state. Table. In the figure, the coast represents a driven state. Further, FIGS. 7 to 11 show speed alignment charts in each state of the rear wheel drive device 1, and LMOT represents the first motor 2A, RMOT the second motor 2B, and S and C on the left side represent the first motor 2A. The sun gear 21A of the first planetary gear type reducer 12A connected, the planetary carrier 23A of the first planetary gear type reducer 12A, and S and C on the right are the sun gear 21B of the second planetary gear type reducer 12B and the second planet The planetary carriers 23B and R of the gear type reduction gear 12B represent ring gears 24A and 24B of the first and second planetary gear type reduction gears 12A and 12B. In the following description, the rotation direction of the sun gears 21A and 21B at the time of forward movement of the vehicle by the first and second electric motors 2A and 2B is taken as a forward direction. Further, in the figure, from the stopped state, the upper side is forward rotation and the lower side is reverse rotation, and the arrow indicates that the upward torque indicates the forward torque and the downward arrow indicates the reverse torque.

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

  Then, after the starter switch or the key position is turned ON, the rear wheel drive by the rear wheel drive device 1 is performed when the vehicle speed is low and motor efficiency is high such as EV start and EV cruise. As shown in FIG. 8, when the first and second motors 2A, 2B are driven in a power-running manner so that the first and second motors 2A, 2B rotate in the forward direction while the switching means SLC is in the non-operating state (OPEN). , Torque in the forward direction is applied to the sun gears 21A and 21B, which are power points, and torque in the reverse direction acts on the ring gears 24A and 24B, which are action points, using the planetary carriers 23A and 23B connected to the rear wheel Wr as fulcrums Do. As a result, a 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, although the second one-way clutch OWC2 is disengaged, 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. The running resistances from the axles 10A and 10B act on the planetary carriers 23A and 23B in the reverse direction, and the reaction force from the first one-way clutch OWC1 acts on the ring gears 24A and 24B in the forward direction.

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

  From low vehicle speed traveling to high vehicle speed traveling with high vehicle speed and high engine efficiency, rear wheel drive by the rear wheel drive unit 1 to front wheel drive by the front wheel drive unit FDS. When the second one-way clutch OWC2 is engaged in the front wheel drive, the first and second electric motors 2A and 2B may over-rotate due to corotation, so when the vehicle speed reaches a predetermined vehicle speed, as shown in FIG. As shown, the switching means SLC is operated (CLOSE), and the second one-way clutch OWC2 is disabled. As a result, both the first one-way clutch OWC1 and the second one-way clutch OWC2 are disengaged, and rotation in the other direction (the direction of the solid arrow in FIG. 5C) of the rotating plate 51 is permitted (see FIG. 5C), along with this, the ring gears 24A, 24B rotate in the forward direction. Therefore, the first and second electric motors 2A and 2B and the rear wheel Wr side are disconnected, and the co-rotation of the first and second electric motors 2A and 2B is prevented. The friction of the first and second motors 2A and 2B acts on the sun gears 21A and 21B in the opposite direction, and the friction of the rotation 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 to be regeneratively driven during forward travel, as shown in FIG. 10, torques in the forward direction for continuing forward travel from the axles 10A and 10B to the planetary carriers 23A and 23B. It is working. That is, torque is applied in the forward direction to the planetary carriers 23A and 23B, which are power points, and the ring gears 24A and 24B, which are action points, have the sun gears 21A and 21B connected to the first and second motors 2A and 2B as supporting points. The torque in the forward direction acts. As a result, forward torque 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 solid arrow in FIG. 5A) (FIG. 5A). At this time, although the first one-way clutch OWC1 is in the non-engagement state, the second one-way clutch OWC2 is in the engagement state by bringing the switching means SLC into the non-operating state (OPEN). Is locked. In this state, the first and second motors 2A, 2B are regeneratively driven so that the regenerative torque in the opposite direction is generated from the first and second motors 2A, 2B. The deceleration is regenerated. Thus, when the forward torque on the rear wheel Wr side is input to the first and second motors 2A and 2B, the ring gears 24A and 24B are locked by the mechanical engagement of the second one-way clutch OWC2. Therefore, energy loss can be reduced as compared with the conventional case where the hydraulic brake is engaged in such a situation.

  During reverse, as shown in FIG. 11, the first and second motors 2A, 2B are rotated so that the first and second motors 2A, 2B rotate in the opposite direction while the switching means SLC is in the non-operating state (OPEN). When reverse driving is performed, torque in the reverse direction is applied to the sun gears 21A and 21B, which are power points, and the forward direction is applied to the ring gears 24A and 24B, which are action points, using the planetary carriers 23A and 23B connected to the rear wheel Wr as fulcrums. Torque acts. As a result, forward torque 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 solid arrow in FIG. 5A) (FIG. 5A). At this time, although the first one-way clutch OWC1 is disengaged, 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 in reverse. The running resistances from the axles 10A and 10B act on the planetary carriers 23A and 23B in the forward direction, and the reaction force by the second one-way clutch OWC2 acts on the ring gears 24A and 24B in the reverse direction. Thus, when the torque in the reverse direction of the first and second electric motors 2A and 2B is input to the rear wheel Wr side, the mechanical engagement of the second one-way clutch OWC2 causes the first and second electric motors 2A to 2B and the rear wheel Wr side are connected, and the counteracting torque of the first and second motors 2A and 2B is transmitted to the rear wheel Wr, so the hydraulic brake is conventionally engaged in such a situation Energy loss can be reduced compared to

[Hydraulic drive mechanism]
Next, the hydraulic pressure drive mechanism 71 of the rear wheel drive system 1 will be described with reference to FIGS. 12, 13A, 13B and 13C.

  As shown in FIG. 12, the hydraulic drive mechanism 71 includes a hydraulic actuator 58 for switching the selector plate 54 (switching means SLC) between the operating state (CLOSE) and the non-operating state (OPEN). An oil passage connecting the electric oil pump 70 and the actuator 58 with the electric oil pump 70 (referred to as "EOP" as appropriate in the drawing as needed) for supplying the oil taken in from the arranged suction port 70a to the actuator 58 as a hydraulic pressure. (The first line oil passage 75A, the second line oil passage 75B, the first switching oil passage 77A, the second switching oil passage 77B) and the oil discharged from the electric oil pump 70 are decompressed to produce the first and second electric motors Regulator valve 73 for supplying to the lubrication and cooling units such as 2A, 2B and the first and second planetary gear type reduction gears 12A, 12B, and the line oil passage 75A The open / close shift valve 81 and the switch shift valve 74 provided in order from the upstream side on 75 B, and the first line oil passage 75 A upstream of the open / close shift valve 81 when power is not supplied In order to switch the selector plate 54 to the operating state via the actuator 58 when the power is not supplied and the first electromagnetic valve 88 (referred to as "HL-SOL" in the drawing as appropriate) which puts the 1-line oil passage 75A into the high pressure state. A second solenoid valve 83 (also referred to as “SLC-SOL” as appropriate in the drawing) acting on the switching shift valve 74 and acting on the switching shift valve 74 so that the selector plate 54 is switched to the non-operating state via the actuator 58 at the time of power supply. To describe). The first line oil passage 75A connects the electric oil pump 70 and the on-off shift valve 81, and the second line oil passage 75B connects the on-off shift valve 81 to the switching shift valve 74, and the first switching oil The passage 77A and the second switching oil passage 77B connect the switching shift valve 74 and the actuator 58.

  The regulator valve 73 is a valve body 73a slidably accommodated in the valve accommodating chamber, and an annular supply port 73b formed on an inner peripheral surface of a substantially central portion of the valve accommodating chamber and communicating with the first line oil passage 75A. And an annular discharge port 73c formed at a position adjacent to the supply port 73b and communicating with the lubrication and cooling unit via the lubrication and cooling oil passage 76, and on the opposite side of the discharge port 73c from the supply port 73b. An annular line pressure introducing port 73d formed and communicating with the first line oil passage 75A, and disposed at one end side (left side in the drawing) of the valve storage chamber, with the valve body 73a attached to the other end side (right side in the drawing) And a valve body control port 73f provided at the other end of the valve storage chamber and to which the line pressure of the first line oil passage 75A is selectively introduced by the first electromagnetic valve 88. .

  The first solenoid valve 88 is a two-position three-port switching valve having a valve body (ball) operated by on (power supply) / off (power non-supply) of the solenoid, and the first line oil passage 75A A line side port 88a connected to the valve side, a valve side port 88b connected to a first valve body control oil passage 78 connected to the valve body control port 73f of the regulator valve 73, and a drain port 88c connected to the drain passage Have. The first electromagnetic valve 88 is on / off controlled by the control device CTR, and shuts off the line side port 88a and the valve side port 88b and connects the valve side port 88b and the drain port 88c at the time of on control. Supplying the line pressure of the first line oil passage 75A to the control port 73f is shut off, and at the time of off control, the line side port 88a and the valve side port 88b are connected and the valve side port 88b and the drain port 88c are shut off. The line pressure of the first line oil passage 75A is applied to the tip end surface 73a1 of the valve body 73a through the valve body control port 73f.

  On the regulator valve 73 side, when the first solenoid valve 88 is turned off (OFF), the line pressure of the first line oil passage 75A acts on the tip surface 73a1 of the valve body 73a through the valve body control port 73f. The line pressure of the line oil passage 75 acts on the annular groove 73a2 of the valve body 73a through the pressure introducing port 73d. The valve body 73a balances the wall surface of the valve storage chamber and the constricted portion 73a3 of the valve body 73a by balancing the hydraulic load acting on the valve body 73a through the valve body control port 73f and the line pressure introduction port 73d and the spring load of the spring 73e. Is stopped at a position (first position) where a large gap is formed between the supply port 73 b and the discharge port 73 c via the large gap.

  On the other hand, when the first solenoid valve 88 is controlled to be on (ON), the supply of the line pressure of the first line oil passage 75A to the valve body control port 73f is cut off, and the line pressure inlet port 73d passes through the valve body 73a. The line pressure of the first line oil passage 75A acts on the annular groove 73a2. The valve body 73a has a small gap between the wall surface of the valve chamber and the constricted portion 73a3 of the valve body 73a by the balance between the hydraulic load acting on the valve body 73a through the line pressure introduction port 73d and the spring load of the spring 73e. It stops at the formed position (second position), and the supply port 73 b and the discharge port 73 c are connected via a small gap.

  Thus, the pressure receiving area of the valve body 73a to which the hydraulic pressure is applied in a direction to resist the spring load of the spring 73e changes depending on whether the first electromagnetic valve 88 is controlled off (OFF) or on (ON). The pressure receiving area when the first electromagnetic valve 88 is turned off (OFF) is larger than the pressure receiving area when the on control (ON) is performed. In addition, the gap between the wall surface of the valve chamber and the constricted portion 73a3 of the valve body 73a changes due to the change of the pressure receiving area due to the switching of the first electromagnetic valve 88 off and on, the first electromagnetic The gap when the first solenoid valve 88 is turned on (ON) is smaller than the gap when the valve 88 is turned off (OFF). Then, the pressure at the upstream side of the regulator valve 73 increases and the line pressure of the first line oil passage 75A increases because the gap when the first solenoid valve 88 is turned on becomes smaller. That is, when the first solenoid valve 88 is turned on (ON), the line pressure of the first line oil passage 75A becomes high (Hi), and when the first solenoid valve 88 is turned off (off) the first line The line pressure of the oil passage 75A becomes low (Lo).

  The open / close shift valve 81 is slidably accommodated in the valve accommodating chamber and is switchable between a first operating position (right end in the drawing) and a second operating position (left end in the drawing) An annular supply port 81b formed on the inner peripheral surface of the central portion and in communication with the first line oil passage 75A, and an annular discharge port formed at a position adjacent to the supply port 81b and in communication with the second line oil passage 75B. 81c, a spring 81d disposed at one end (left end in the drawing) of the valve storage chamber to bias the valve body 81a from the second operating position to the first operating position, and the other end (right end in the drawing) A first valve control chamber 81e is provided to urge the valve 81a from the first operating position to the second operating position by introducing the line pressure of the first line oil passage 75A, and one end of the valve storage chamber (see FIG. Provided at the middle left end) and the first solenoid valve 8 And a second valve control chamber 81f for urging the valve 81a from the second operation position to the first operation position by selectively introducing the line pressure of the first line oil passage 75A, and the drain passage connected to the second valve control chamber 81f. And a drain port 81g.

  In the open / close shift valve 81, when the first solenoid valve 88 is turned off (OFF), the line pressure of the first line oil passage 75A is applied to both ends of the valve 81a through the first valve control chamber 81e and the second valve control chamber 81f. Acts to move the valve body 81a to the first operating position at the other end (right end in the figure) of the valve storage chamber by the spring load of the spring 81d. When the valve body 81a is in the first operation position, the on-off shift valve 81 is closed, and the valve body 81a shuts off the supply port 81b and the discharge port 81c.

  On the other hand, when the first solenoid valve 88 is turned on (ON), the line pressure (Hi) of the first line oil passage 75A is supplied to the first valve control chamber 81e, and the first valve control chamber 81f is subjected to the first control. When the supply of the line pressure in the line oil passage 75A is cut off, the valve body 81a moves to the second operating position at one end (the left end in the drawing) of the valve storage chamber against the spring load of the spring 81d. When the valve body 81a is in the second operation position, the open / close shift valve 81 is opened, and the valve body 81a brings the supply port 81b into communication with the discharge port 81c.

  As described above, the first solenoid valve 88 brings the first line oil passage 75A into a low pressure state at the time of off control (power non-supply). On the other hand, at the time of on control (power supply), the first line oil passage 75A is brought into a high pressure state. Further, when the first line oil passage 75A is in the low pressure state, the open / close shift valve 81 causes the valve 81a to shut off the supply port 81b and the discharge port 81c so that the first line oil passage 75A and the second line oil passage 75B. When the first line oil passage 75A is in a high pressure state, the valve 81a connects the supply port 81b and the discharge port 81c to connect the first line oil passage 75A and the second line oil passage 75B. Allow the communication of

  The switching shift valve 74 is slidably accommodated in the valve accommodating chamber and is switchable between a first operating position (right end in the drawing) and a second operating position (left end in the drawing); An annular supply port 74b formed on the inner peripheral surface of the central portion and in communication with the second line oil passage 75B, and a position adjacent to one (left side in the drawing) of the supply port 74b form the first switching oil passage 77A. And an annular second exhaust port 74d formed at a position adjacent to the other (right side in the drawing) of the supply port 74b and in communication with the second switching oil passage 77B; A spring 74e disposed at one end (left end in the drawing) of the chamber to bias the valve body 74a from the second operating position to the first operating position, and provided at the other end (right end in the drawing) of the valve storage chamber The solenoid valve 83 selectively allows the first line to Adjacent to one of the first control port 74c and the first discharge port 74c (left side in the drawing), which brings the valve body 74a from the first operating position to the second operating position by introducing the line pressure of the oil passage 75A. A first drain port 74g formed at a position and connected to the drain passage, and a second drain port 74h formed at a position adjacent to the other (right side in the figure) of the second discharge port 74d and connected to the drain passage And.

  The second solenoid valve 83 is a 2-position 3-port switching valve including a valve body (ball) operated by on (power supply) / off (power non-supply) of the solenoid, and the first line oil passage 75A A line side port 83a connected to the valve side, a valve side port 83b connected to a second valve body control oil passage 79 connected to the valve body control chamber 74f of the switching shift valve 74, and a drain port 83c connected to the drain passage Have. The second solenoid valve 83 is on / off controlled by the control device CTR, and connects the line port 83a and the valve port 83b and shuts off the valve port 83b and the drain port 83c during on control. The line pressure of the first line oil passage 75A is applied to the tip end face of the valve body 74a through the control chamber 74f, and the line side port 83a and the valve side port 83b are shut off during the off control, and the valve side port 83b and the drain port 83c It connects and interrupts | blocks supply of the line pressure of the 1st line oil path 75A to the valve body control room 74f.

  In the switching shift valve 74, when the second solenoid valve 83 is turned off (OFF), the supply of the line pressure of the first line oil passage 75A to the valve control chamber 74f is cut off, and the spring load of the spring 74e causes the valve 74a moves to the first operating position of the other end (right end in the figure) of the valve storage chamber. When the valve body 74a is in the first operation position, the switching shift valve 74 establishes communication between the supply port 74b and the first discharge port 74c and establishes communication between the second discharge port 74d and the second drain port 74h. At this time, if the first solenoid valve 88 is controlled to be on (ON), the high-pressure oil is first switched from the second line oil passage 75B through the supply port 74b and the first discharge port 74c of the switching shift valve 74. The oil passage 77A is supplied, and the actuator 58 switches the selector plate 54 to the operating state (CLOSE).

  On the other hand, when the second solenoid valve 83 is turned on (ON), the line pressure of the first line oil passage 75A acts on the valve body 74a through the valve body control chamber 74f, and the valve body resists the spring load of the spring 74e. 74a moves to the second operating position on one end side (left side in the drawing) of the valve storage chamber. When the valve body 74a is in the second operating position, the switching shift valve 74 establishes communication between the supply port 74b and the second discharge port 74d and establishes communication between the first discharge port 74c and the first drain port 74g. At this time, if the first solenoid valve 88 is controlled to be on (ON), the high pressure oil is switched from the second line oil passage 75B to the second switch via the supply port 74b and the second discharge port 74d of the switching shift valve 74. The oil passage 77B is supplied, and the actuator 58 switches the selector plate 54 to the OFF state (OPEN).

  When the controller CTR controls the actuator 58 via the hydraulic drive mechanism 71, a control signal for controlling the electric oil pump 70 and a control signal for controlling on / off of the first electromagnetic valve 88 and the second electromagnetic valve 83. And output. By means of the control device CTR, the hydraulic drive mechanism 71 of the rear wheel drive 1 can assume the three states described below.

FIG. 13A is a hydraulic circuit diagram showing a hydraulic pressure drive mechanism when the selector plate is not switched (at low vehicle speed, high vehicle speed, etc.).
When the switching of the selector plate 54 is not performed, the control device CTR drives the electric oil pump 70 to control both the first solenoid valve 88 and the second solenoid valve 83 to be off. By turning off the first solenoid valve 88, the line pressure of the first line oil passage 75A becomes a low pressure state (Lo), and the open / close shift valve 81 is closed, so that the first line oil passage 75A and the second line oil passage 75B is shut off. Therefore, the actuator 58 does not operate, and the selector plate 54 maintains the operating state or the non-operating state.

FIG. 13B is a hydraulic circuit diagram showing a hydraulic pressure drive mechanism when the selector plate 54 is switched from the inoperative state (OPEN) to the operative state (CLOSE).
The control device CTR turns on the first solenoid valve 88 and turns off the second solenoid valve 83 while driving the electric oil pump 70 when the selector plate 54 is switched from the non-operation state to the operation state. . By turning on the first solenoid valve 88, the line pressure of the first line oil passage 75A becomes high (Hi), and the open / close shift valve 81 is opened, so that the first line oil passage 75A and the second line oil passage It communicates with 75B. Further, by controlling the second solenoid valve 83 to be off, the switching shift valve 74 brings the supply port 74b into communication with the first discharge port 74c, and switches the high line pressure from the second line oil passage 75B to the first The oil is supplied to the oil passage 77A. Thus, the actuator 58 operates to switch the selector plate 54 from the inoperative state to the operative state.

FIG. 13C is a hydraulic circuit diagram showing a hydraulic pressure drive mechanism when the selector plate 54 is switched from the actuated state (CLOSE) to the non-actuated state (OPEN).
The control device CTR turns on both the first electromagnetic valve 88 and the second electromagnetic valve 83 while driving the electric oil pump 70 when switching the selector plate 54 from the operating state to the non-operating state. By turning on the first solenoid valve 88, the line pressure of the first line oil passage 75A becomes high (Hi), and the open / close shift valve 81 is opened, thereby the first line oil passage 75A and the second line oil passage 75B. And are communicated. Further, by turning on the second solenoid valve 83, the switching shift valve 74 brings the supply port 74b and the second discharge port 74d into communication with each other, and switches the high line pressure from the second line oil passage 75B to the second The oil is supplied to the oil passage 77B. Thus, the actuator 58 operates in the direction to switch the selector plate 54 from the actuated state to the non-actuated state.

  According to such a fluid pressure drive mechanism 71, power is supplied to the first solenoid valve 88 only when switching between the operating state and the non-operating state of the selector plate 54, and the first line oil passage 75A is brought into a high pressure state. The power consumption of the hydraulic drive mechanism 71 can be reduced. Furthermore, the second electromagnetic valve 83 does not require power when the selector plate 54 is switched from the non-operation state to the operation state via the actuator 58, and when the selector plate 54 is switched from the operation state to the non-operation state via the actuator 58. The power consumption of the hydraulic drive mechanism 71 can be further reduced.

[operation]
Next, an example of control of the hydraulic pressure drive mechanism 71 by the control device CTR according to each vehicle state and transition of the vehicle state associated therewith will be described with reference to FIGS. 14 to 18. However, since the operation of the two-way clutch 50 in each vehicle state has been described using FIGS. 5 to 11, the operation state of the two-way clutch 50 in each vehicle state is illustrated and detailed description will be omitted.

  FIG. 14 shows the first solenoid valve 88 (HL-SOL), the second solenoid valve 83 (SLC-SOL), the electric oil pump 70 (EOP), the first line oil passage 75A (oil pressure), and the selector plate in each vehicle state. It is a table | surface which described the operating state of 54 (SLC). 15 is a timing chart of the rear wheel drive unit 1 and the hydraulic drive mechanism 71 in a series of travel modes including the vehicle state of FIG. 14, and FIG. 16 is a timing chart of the hydraulic drive mechanism 71 in the travel mode of FIG. It is a flowchart which shows operation | movement. FIG. 17 is a timing chart showing the transition from low vehicle speed to high vehicle speed in FIG. 15, and FIG. 18 is a timing chart showing the transition from high vehicle speed to regeneration in FIG.

  As shown in FIG. 14, in the vehicle state, the vehicle stop state (RDS stop state), the low vehicle speed state (RWD) by the rear wheel drive device 1 (RDS), and the high vehicle speed state by the front wheel drive device FDS from the low vehicle speed state SLC_CLOSE switching state in which the selector plate 54 is switched from the non-operating state (OPEN) to the operating state (CLOSE) to prevent the co-rotation of the first and second motors 2A, 2B prior to the transition to the front wheel drive FDS The SLC_OPEN switching state, in which the selector plate 54 is switched from the operating state (CLOSE) to the non-operating state (OPEN) prior to the transition from the high speed state to the regenerative state, The regeneration state according to RDS) and the reverse state (RVS) are included.

  In the stop state, the selector plate 54 is in the non-operation state (OPEN) by stopping after passing through the low vehicle speed state in the previous vehicle traveling, and the electric oil pump 70 is stopped, and the first electromagnetic valve 88 and the second electromagnetic valve Both 83 are controlled off. Therefore, the first line oil passage 75A is in the non-pressure state, and the selector plate 54 maintains the non-operation state (OPEN).

  In the low vehicle speed state, the first electromagnetic valve 88 and the second electromagnetic valve 83 are both turned off while driving the electric oil pump 70. Therefore, the first line oil passage 75A is in the low pressure state, and the selector plate 54 maintains the inoperative state (OPEN).

  In the SLC_CLOSE switching state, while the electric oil pump 70 is driven, the first solenoid valve 88 is controlled to be on, and the second solenoid valve 83 is controlled to be off. Therefore, the first line oil passage 75A is in the high pressure state, and the selector plate 54 is switched from the non-operating state (OPEN) to the operating state (CLOSE).

  In the high vehicle speed state, both the first solenoid valve 88 and the second solenoid valve 83 are controlled to be off while driving the electric oil pump 70. Therefore, the first line oil passage 75A is in the low pressure state, and the selector plate 54 maintains the operating state (CLOSE).

  In the SLC_OPEN switching state, the first electromagnetic valve 88 and the second electromagnetic valve 83 are both controlled to be on while driving the electric oil pump 70. Therefore, the first line oil passage 75A is in the high pressure state, and the selector plate 54 is switched from the operating state (CLOSE) to the non-operating state (OPEN).

  In the regeneration state, both the first solenoid valve 88 and the second solenoid valve 83 are controlled to be off while driving the electric oil pump 70. Therefore, the first line oil passage 75A is in the low pressure state, and the selector plate 54 maintains the inoperative state (OPEN). The same applies to the reverse state.

  According to such control of the hydraulic pressure drive mechanism 71, the first electromagnetic valve 88 and the second electromagnetic valve 83 are ON-controlled only when the selector plate 54 is switched, so that the power consumption of the hydraulic pressure drive mechanism 71 can be suppressed.

  Next, a torque down instruction and an SLC_CLOSE instruction, which are issued when the controller CTR switches the selector plate 54 from the inactive state (OPEN) to the active state (CLOSE), the controller CTR takes the selector plate 54 from the active state (CLOSE) The rotation alignment, the SLC_OPEN instruction and the torque application performed when switching to the open state (OPEN) will be described with reference to FIGS.

  As shown in FIG. 16, in the stopped state of the rear wheel drive device 1 (RDS), the control device CTR stops the electric oil pump 70 and performs off control of both the first solenoid valve 88 and the second solenoid valve 83. The selector plate 54 maintains the non-operation state (OPEN) (S1).

  When the control device CTR determines that the rear wheel drive device 1 (RDS) is activated, the control device CTR turns off both the first solenoid valve 88 and the second solenoid valve 83 while driving the electric oil pump 70, so that the selector plate 54 is not The operating state (OPEN) is maintained (S2). In this state, the vehicle V travels at low speed such as start and acceleration by the rear wheel drive device 1 (RDS).

  When the vehicle speed becomes equal to or higher than a predetermined vehicle speed (high vehicle speed determination value: CLOSE vehicle speed), control device CTR issues a torque reduction instruction prior to switching selector plate 54 from the inactive state (OPEN) to the active state (CLOSE). Do. The torque down instruction is a process for smoothly switching the selector plate 54, and in a state where both the first solenoid valve 88 and the second solenoid valve 83 are controlled to be off while driving the electric oil pump 70, as shown in FIG. As shown in FIG. 5, the driving torque (total torque of the first and second electric motors 2A and 2B) of the rear wheel driving device 1 (RDS) is decreased to 0 Nm (S3).

  When the torque down is completed, the controller CTR issues an SLC_CLOSE instruction. The SLC_CLOSE command turns on the first solenoid valve 88 while driving the electric oil pump 70, and turns off the second solenoid valve 83, thereby operating the selector plate 54 from the non-operating state (OPEN) (CLOSE Switching to)) (S4).

  The control device CTR monitors the switching operation stroke of the selector plate 54 via a stroke sensor (not shown), and drives the electric oil pump 70 when the switching operation stroke of the selector plate 54 reaches a predetermined value. The solenoid valve 88 and the second solenoid valve 83 are both turned off (S5). In this state, the vehicle V travels at a high speed by the front wheel drive device FDS.

  When the vehicle speed becomes equal to or less than a predetermined vehicle speed (low vehicle speed determination value: OPEN vehicle speed), the control device CTR performs rotation alignment prior to switching from the operating state (CLOSE) of the selector plate 54 to the non-operating state (OPEN). The rotation alignment is a process for smoothly switching the selector plate 54, and in a state where the first electromagnetic valve 88 and the second electromagnetic valve 83 are both controlled to be off while driving the electric oil pump 70, as shown in FIG. As shown, the rotation on the rear wheel drive device 1 (RDS) side (foot-axis converted rotational speed of the first and second motors 2A, 2B) is adjusted to the rotation (foot shaft rotational speed) on the rear wheel Wr side (S6) .

  When determining that the differential rotation between the rear wheel drive device 1 (RDS) side and the rear wheel Wr side has become equal to or less than a predetermined value, the control device CTR issues an SLC_OPEN instruction. The SLC_OPEN command switches the selector plate 54 from the operating state (CLOSE) to the non-operating state (OPEN) by turning on both the first solenoid valve 88 and the second solenoid valve 83 while driving the electric oil pump 70. (S7).

  The control device CTR monitors the switching operation stroke of the selector plate 54 via a stroke sensor (not shown), and performs torque input when the switching operation stroke of the selector plate 54 reaches a predetermined value. The torque is applied by driving the electric oil pump 70 in response to the regeneration request while the first solenoid valve 88 and the second solenoid valve 83 are both turned off, the first and second motors 2A and 2B are driven to regenerate. (S8). When the torque application is completed, the control device CTR shifts to the state of step S2 described above.

[Pump control]
Next, rotational speed control of the electric oil pump 70 will be described with reference to FIGS. 15 and 19. FIG. 19 is a flowchart showing rotation speed control of the electric oil pump.

  As shown in FIG. 15, the control device CTR controls the number of revolutions of the electric oil pump 70 (EOP) when power is supplied to the first solenoid valve 88 (HL-SOL), and the motor CTR is powered when power is supplied to the first solenoid valve 88. Make it higher than the rotation speed of the oil pump 70. That is, the rotational speed of the electric oil pump 70 is set to a high rotational speed only in the traveling state where the selector plate 54 needs to be switched, and in the other traveling states, the rotational speed of the electric oil pump 70 is set to a low rotational speed. According to such pump control, by setting the rotational speed of the electric oil pump 70 to a high rotational speed only in the traveling state where the selector plate 54 needs to be switched, the first line oil passage 75A can be more reliably in the high pressure state. The power consumption of the hydraulic drive mechanism 71 can be suppressed by setting the number of revolutions of the electric oil pump 70 to a low number of revolutions in other traveling states.

  Further, as shown in FIG. 15, the control device CTR controls the rotational speed of the electric oil pump 70 prior to the power supply of the first solenoid valve 88 at the time of the non-power supply of the first solenoid valve 88. Make it higher than the rotation speed of. In this way, when power is supplied to the first electromagnetic valve 88, that is, when the selector plate 54 is switched, the pressure in the first line oil passage 75A can be reliably increased, and a decrease in responsiveness can be avoided.

  The rotational speed control of the electric oil pump 70 as described above can be realized by a control procedure as shown in FIG. As shown in FIG. 19, the control device CTR determines whether the vehicle speed is equal to or higher than the vehicle speed (high vehicle speed determination value: CLOSE vehicle speed) at which the selector plate 54 is switched from the inoperative state (OPEN) to the operative state (CLOSE). If the determination result is NO, it is determined whether the selector plate 54 is in the operating state (CLOSE) (S12). When the determination result is NO, the control device CTR determines that switching of the selector plate 54 is unnecessary, and controls the rotational speed of the electric oil pump 70 to a low rotational speed (Lo) (S13).

  Further, when the determination result in step S11 is YES, the control device CTR determines whether the selector plate 54 is in the non-operating state (OPEN) (S14). When the determination result is NO, the control device CTR selects the selector It is determined that switching of the plate 54 is unnecessary, and the rotational speed of the electric oil pump 70 is controlled to a low rotational speed (S13), but if the determination result is YES, the selector plate 54 is switched from the inoperative state (OPEN) Prior to switching to the operating state (CLOSE) (prior to the on control of the first solenoid valve 88), the rotational speed of the electric oil pump 70 is controlled to a high rotational speed (S15).

  When the determination result in step S12 is YES, control device CTR has a vehicle speed equal to or less than the vehicle speed (low vehicle speed determination value: OPEN vehicle speed) at which selector plate 54 switches selector plate 54 from the actuated state (CLOSE) to the inactive state (OPEN). (S16). If the result of this determination is NO, it is determined that switching of the selector plate 54 is unnecessary, and the rotational speed of the electric oil pump 70 is controlled to a low rotational speed (S13). And, if the determination result is YES, prior to switching the selector plate 54 from the operating state (CLOSE) to the non-operating state (OPEN) (prior to the on control of the first solenoid valve 88 and the second solenoid valve 83 ), The rotational speed of the electric oil pump 70 is controlled to a high rotational speed (S15). The OPEN vehicle speed is smaller than the CLOSE vehicle speed.

The present invention is not limited to the embodiments described above, and appropriate modifications, improvements, etc. are possible.
For example, although the case where the drive device of the present invention is used for driving the rear wheel of a vehicle is described as an example in the above embodiment, it may be used for driving the front wheel of the vehicle.
Moreover, it can be used as a propeller drive apparatus, a screw drive apparatus, etc. not only in the wheel drive apparatus of a vehicle but in transport bodies, such as an aircraft and a ship.
In the above embodiment, the planetary gear mechanism is used as the transmission, but a gear type transmission mechanism (for example, bevel gear type differential mechanism) other than the planetary gear mechanism or a transmission mechanism that does not use a gear may be used. .

  At least the following matters are described in the present specification. In addition, although the corresponding component etc. are shown in above-described embodiment in parenthesis, it is not limited to this.

(1) Drive source (first motor 2A, second motor 2B),
A driven part (rear wheel Wr) which is driven by the driving source and which propels a transport engine (vehicle V);
It is provided on the power transmission path between the drive source and the driven portion, and is engaged when rotational power on one side of the drive source is input to the driven portion, and the other side of the drive source is also provided. When the rotational power in the direction is input to the driven part side, it is in the disengaged state, and when the rotational power in one direction of the driven part is input to the drive source side, it is in the disengaged state. First one-way power transmission means (first one-way clutch OWC1) that is engaged when rotational power in the other direction on the drive unit side is 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 brought into a non-engaging state when rotational power on one side of the drive source is input to the driven portion side, and the drive source When the rotational power in the other direction on the side is input to the driven part, the engagement state is established, and when the rotational power in the one direction of the driven part is input to the drive source, the engagement state is established. A second one-way power transmission unit (second one-way clutch OWC2) which is disengaged when rotational power in the other direction on the driven part side is input to the drive source side,
A first state (non-operation state) and a second state (operation state) are provided on the power transmission path in parallel with the first one-way power transmission means and in series with the second one-way power transmission means And a switching unit (switching unit SLC) that brings the second one-way power transmission unit into the enabled state or the disabled state by switching the switch.
The switching means is controlled by a hydraulic drive mechanism (a hydraulic drive mechanism 71),
The hydraulic drive mechanism
A hydraulic actuator (actuator 58) for switching the switching means between the first state and the second state;
Hydraulic pressure supply means (electric oil pump 70) for supplying hydraulic pressure to the hydraulic actuator;
A hydraulic circuit (a first line oil passage 75A, a second line oil passage 75B, a first switching oil passage 77A, and a second switching oil passage 77B) for communicating the fluid pressure supply means with the hydraulic actuator;
An opening / closing shift valve (opening / closing shift valve 81) and a switching shift valve (switching shift valve 74) sequentially provided from the upstream side on the hydraulic circuit;
A first solenoid valve that brings the first hydraulic circuit (first line oil passage 75A) upstream of the open / close shift valve into a low pressure state when power is not supplied, and places the first hydraulic circuit into a high pressure state when power is supplied. (The first solenoid valve 88),
While acting on the switching shift valve so that the switching means switches to either one of the first state and the second state (operating state) via the hydraulic actuator at the time of power non-supply, the liquid at the time of power supply A second solenoid valve (second solenoid valve 83) acting on the switching shift valve so that the switching means switches to the other of the first state and the second state (non-operating state) via a pressure type actuator; Equipped
When the first hydraulic pressure circuit is in a low pressure state, the open / close shift valve communicates with the first hydraulic pressure circuit and a second hydraulic pressure circuit (second line oil passage 75B) downstream of the open / close shift valve. And interrupting the communication between the first hydraulic circuit and the second hydraulic circuit when the first hydraulic circuit is in a high pressure state,
The switching shift valve supplies fluid pressure to the fluid pressure actuator when the second fluid pressure circuit is in a high pressure state.

According to (1), since the second one-way power transmission means capable of mechanically transmitting the rotational power in the other direction of the drive source side to the driven portion side is provided, conventionally, the rotational power of the drive source side in the other direction Can be reduced in the fastening energy of the brake means, which has been required when transmitting to the driven portion (for example, during reverse travel). Further, since the second one-way power transmission means can mechanically transmit the rotational power in one direction on the driven part side to the drive source side, conventionally, the rotational power on one side of the driven part is on the drive source side It is possible to reduce the fastening energy of the brake means, which has been required for transmission (for example, during deceleration regeneration). Further, in the power transmission path where the second one-way power transmission means is provided, the switching means for making the second one-way power transmission means active or invalid is provided in series. The mechanical power transmission by the second one-way power transmission means can be cut off in a situation where it is not desired to transmit the rotational power in the direction (for example, when traveling at high vehicle speeds).
The hydraulic drive mechanism for controlling the switching means supplies power to the first solenoid valve only when switching between the first state and the second state of the switching means to bring the first hydraulic circuit into the high pressure state. As it is good, power consumption of the hydraulic drive mechanism can be reduced.
Further, the second electromagnetic valve does not require power when the switching means is switched to either the first state or the second state via the hydraulic actuator, and the switching means has the first state and the first state via the hydraulic actuator. Since it is only necessary to supply power when switching to the other of the two states, power consumption of the hydraulic drive mechanism can be further reduced.

(2) The driving device according to (1), wherein
The fluid pressure supply means is an electric oil pump (electric oil pump 70),
The rotation speed of the electric oil pump is set to be higher than the rotation speed of the electric oil pump at the time of non-electric power supply of the first electromagnetic valve at the time of the electric power supply of the first electromagnetic valve.

  According to (2), the first hydraulic circuit can be brought into the high pressure state more reliably.

(3) The driving device according to (2),
Prior to the power supply of the first solenoid valve, the rotational speed of the electric oil pump is set higher than the rotational speed of the electric oil pump at the time of non-power supply of the first solenoid valve.

  According to (3), the responsiveness of the hydraulic drive mechanism can be improved.

(4) The driving device according to any one of (1) to (3), wherein
The rotational power in one direction on the drive source side is rotational power in the direction of advancing the transport engine,
When the vehicle speed of the transport engine exceeds a predetermined value, power is supplied to the first solenoid valve, and the second one-way power transmission unit is switched from the valid state to the invalid state.

  According to (4), when the speed of the transport engine exceeds the predetermined value, the electric power is supplied to the first electromagnetic valve, and the second one-way power transmission unit is switched from the enabled state to the disabled state. It is possible to prevent the rotation of the drive source due to the input of the rotational power of one direction to the drive source.

1 Rear wheel drive (drive)
2A 1st motor (drive source)
2B 2nd motor (drive source)
58 Actuator (hydraulic actuator)
70 Electric oil pump (hydraulic pressure supply means)
71 hydraulic drive mechanism 74 switching shift valve 75A first line oil path (first hydraulic circuit)
75B second line oil path (second hydraulic circuit)
81 Open / close shift valve 83 second solenoid valve 88 first solenoid valve OWC1 first one-way clutch OWC2 second one-way clutch SLC switching means V vehicle (transportation vehicle)
Wr Rear wheel (driven part)

Claims (4)

Driving source,
A driven part driven by the driving source and propelling a transport engine;
It is provided on the power transmission path between the drive source and the driven portion, and is engaged when rotational power on one side of the drive source is input to the driven portion, and the other side of the drive source is also provided. When the rotational power in the direction is input to the driven part side, it is in the disengaged state, and when the rotational power in one direction of the driven part is input to the drive source side, it is in the disengaged state. First one-way power transmission means that is engaged when rotational power in the other direction on the drive unit side is 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 brought into a non-engaging state when rotational power on one side of the drive source is input to the driven portion side, and the drive source When the rotational power in the other direction on the side is input to the driven part, the engagement state is established, and when the rotational power in the one direction of the driven part is input to the drive source, the engagement state is established. Second one-way power transmission means which is disengaged when rotational power in the other direction on the driven part side is input to the drive source side;
It is provided on the power transmission path in parallel with the first one-way power transmission means and in series with the second one-way power transmission means, and switches the first state and the second state to switch the second one-way state. And a switching unit that brings the power transmission unit into an effective state or an invalid state, the driving device comprising:
The switching means is controlled by a hydraulic drive mechanism.
The hydraulic drive mechanism
A hydraulic actuator for switching the switching means between the first state and the second state;
Hydraulic pressure supply means for supplying hydraulic pressure to the hydraulic actuator;
A hydraulic circuit connecting the hydraulic pressure supply means with the hydraulic actuator;
Opening and closing shift valves and switching shift valves provided in order from the upstream side on the hydraulic circuit;
A first solenoid valve that brings the first hydraulic pressure circuit upstream of the open / close shift valve into a low pressure state when power is not supplied, and brings the first hydraulic pressure circuit into a high pressure state when electric power is supplied;
While acting on the switching shift valve so that the switching means switches to either one of the first state and the second state via the hydraulic actuator when power is not supplied, and also when the power is supplied via the hydraulic actuator A second solenoid valve acting on the switching shift valve so that the switching means switches to the other of the first state and the second state;
The open / close shift valve blocks communication between the first hydraulic pressure circuit and a second hydraulic pressure circuit downstream of the open / close shift valve when the first hydraulic pressure circuit is in a low pressure state, and the first liquid Allowing communication between the first hydraulic circuit and the second hydraulic circuit when the pressure circuit is in a high pressure state;
The switching shift valve is a drive device that supplies fluid pressure to the fluid pressure actuator when the second fluid pressure circuit is in a high pressure state. The driving device according to claim 1,
The fluid pressure supply means is an electric oil pump,
A driving device, wherein the number of revolutions of the electric oil pump is set higher than the number of revolutions of the electric oil pump at the time of non-power supply of the first solenoid valve at the time of power supply of the first solenoid valve. The driving device according to claim 2,
The drive device, wherein the number of revolutions of the electric oil pump is made higher than the number of revolutions of the electric oil pump at the time of non-power supply of the first solenoid valve prior to the power supply of the first solenoid valve. The driving device according to any one of claims 1 to 3, wherein
The rotational power in one direction on the drive source side is rotational power in the direction of advancing the transport engine,
A driving device for supplying electric power to the first solenoid valve and changing the second one-way power transmission unit from the valid state to the invalid state when the vehicle speed of the transport engine exceeds a predetermined value;

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