Driving device of electric motor type four-wheel drive vehicle

Abstract

The present invention relates to and provides a driving device for an electric motor type four-wheel drive vehicle that can realize efficient transmission of driving force of an electric motor and improve maneuverability. The driving device for an electric motor type four-wheel drive vehicle comprises two electric motors, two differential mechanisms, first to eighth disconnecting mechanisms and a sprocket mechanism, and independently distributes and transmits the driving force from the electric motor to the front and rear wheels via the disconnecting mechanisms, the sprocket mechanisms and the differential mechanisms that control the disconnecting states, thereby exerting the differential function on the front and rear wheels and realizing torque vector distribution on the left and right.

Description

Technical Field

[0001] The present invention relates to a driving system technology of an electric vehicle driven by an electric motor, and more particularly to a driving device of an electric motor type four-wheel drive vehicle in which front wheels and rear wheels are driven by a plurality of electric motors. Background Art

[0002] In electric vehicles driven by electric motors, a four-wheel drive system is known in which all four wheels are used as drive wheels (for example, Patent Document 1 or Patent Document 2).

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application No. 2015-506862

[0006] Patent Document 2: Japanese Patent Application Publication No. 2016-93020 Summary of the invention

[0007] Problems to be solved by the invention

[0008] In the technology described in the above-mentioned Patent Document 1, the driving force from the electric motor is transmitted to the front and rear wheels using a drive shaft, which requires a space in the center of the vehicle cabin, thus compressing the space inside the vehicle. Furthermore, when torque vector distribution between the left and right wheels is performed as a factor to improve maneuverability, the structure of Patent Document 1 is limited to either the front wheel or the rear wheel.

[0009] In addition, in the technology described in the above-mentioned patent document 2, although it is also recorded that the electromagnetic clutch is set at the connection part of the wheel and the axle, and only the front wheel or the rear wheel is driven, it cannot be said that the driving force is efficiently transmitted from the electric motor to the drive wheel while improving the maneuverability.

[0010] The present invention has been made in view of the above-mentioned problems and aims to provide a driving device for an electric motor type four-wheel drive vehicle as an example, which can efficiently transmit the driving force from the electric motor to the drive wheels and also improve the maneuverability.

[0011] Technical solutions to solve problems

[0012] In order to solve the above-mentioned problems, the drive device of an electric motor type four-wheel drive vehicle in one embodiment of the present invention comprises: (1) a first motor, which can transmit power to the left front wheel and the left rear wheel; a second motor, which can transmit power to the right front wheel and the right rear wheel; a first differential mechanism, which is connected to the first motor and distributes the power from the first motor to the left front wheel and the left rear wheel; a second differential mechanism, which is connected to the second motor and distributes the power from the second motor to the right front wheel and the right rear wheel; a first disconnect mechanism (disconnection mechanism) which is arranged between the first differential mechanism and the left front wheel; a second disconnect mechanism which is arranged between the first differential mechanism and the left rear wheel; and a third disconnect mechanism which is a fourth disconnect mechanism, which is disposed between the first motor and the second disconnect mechanism and is capable of directly connecting the first motor and the left front wheel; a fifth disconnect mechanism, which is disposed between the second differential mechanism and the right front wheel; a sixth disconnect mechanism, which is disposed between the second differential mechanism and the right rear wheel; a seventh disconnect mechanism, which is disposed between the second motor and the fifth disconnect mechanism and is capable of directly connecting the second motor and the right front wheel; and an eighth disconnect mechanism, which is disposed between the second motor and the sixth disconnect mechanism and is capable of directly connecting the second motor and the right rear wheel.

[0013] In addition, in the drive device of the electric motor four-wheel drive vehicle described in (1) above, it is preferred that (2) the first motor and the second motor are arranged between the drive shafts of the left front wheel and the right front wheel and the drive shafts of the left rear wheel and the right rear wheel.

[0014] In addition, in the drive device of the electric motor four-wheel drive vehicle described in (1) or (2) above, preferably, (3) the output shafts of the first motor and the second motor are respectively configured to be parallel to the drive shafts of the left front wheel and the right front wheel.

[0015] In addition, in the drive device of the electric motor four-wheel drive vehicle described in any one of (1) to (3) above, it is preferred that (4) a first intermediate shaft capable of transmitting the driving force from the first motor is provided between the first motor and the left front wheel and the left rear wheel, and the first differential mechanism is arranged on the first intermediate shaft.

[0016] In addition, in the drive device of the electric motor four-wheel drive vehicle described in (4) above, it is preferred that (5) a first sprocket mechanism is respectively provided between the first intermediate shaft and the left front wheel and between the first intermediate shaft and the left rear wheel, so that the driving force from the first motor is transmitted to the left front wheel and the left rear wheel via the first sprocket mechanism.

[0017] In addition, in the drive device of the electric motor four-wheel drive vehicle described in any one of (1) to (5) above, it is preferred that (6) a second intermediate shaft capable of transmitting the driving force from the second motor is provided between the second motor and the right front wheel and the right rear wheel, and the second differential mechanism is arranged on the second intermediate shaft.

[0018] In addition, in the drive device of the electric motor four-wheel drive vehicle described in (6) above, it is preferred that (7) a second sprocket mechanism is respectively provided between the second intermediate shaft and the right front wheel and between the second intermediate shaft and the right rear wheel, so that the driving force from the second motor is transmitted to the right front wheel and the right rear wheel via the second sprocket mechanism.

[0019] In addition, in the drive device of the electric motor four-wheel drive vehicle described in any one of (1) to (7) above, it is preferred that (8) also has a ninth disconnecting mechanism, which connects or disconnects the left wheel side drive shaft that drives the left front wheel and the left rear wheel and the right wheel side drive shaft that drives the right front wheel and the right rear wheel, and transmits the driving force from the first motor to the right front wheel and the right rear wheel via the ninth disconnecting mechanism, and transmits the driving force from the second motor to the left front wheel and the left rear wheel.

[0020] In the driving device for an electric motor type four-wheel drive vehicle described in any one of (1) to (8) above, preferably, (9) the maximum output of the first motor and the maximum output of the second motor are equal to each other.

[0021] In addition, in the driving device of the electric motor four-wheel drive vehicle described in any one of (1) to (9) above, it is preferred that (10) also includes a control device, which controls the disconnection of the first disconnecting mechanism, the second disconnecting mechanism, the third disconnecting mechanism, the fourth disconnecting mechanism, the fifth disconnecting mechanism, the sixth disconnecting mechanism, the seventh disconnecting mechanism and the eighth disconnecting mechanism, and the control device controls the output state of the first motor and the second motor and the disconnection in each disconnecting mechanism.

[0022] Effects of the Invention

[0023] According to the present invention, it is possible to realize efficient transmission of driving force from the electric motor to the drive wheels while maintaining high running performance (runaway performance) and steering stability on various road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a block diagram showing a driving force transmission system in the electric motor type four-wheel drive vehicle according to the first embodiment.

[0025] Figure 2 It is a state comparison diagram showing the control states of each electric motor and each disconnection mechanism set by the control unit.

[0026] Figure 3 This is a schematic diagram schematically showing a state in which the driving force of the electric motor is transmitted to the drive wheels in the first state.

[0027] Figure 4 This is a schematic diagram schematically showing a state in which the driving force of the electric motor is transmitted to the drive wheels in the second state.

[0028] Figure 5 This is a schematic diagram schematically showing a state in which the driving force of the electric motor is transmitted to the drive wheels in the third state.

[0029] Figure 6 This is a schematic diagram schematically showing a state in which the driving force of the electric motor is transmitted to the drive wheels in the fourth state.

[0030] Figure 7 This is a schematic diagram schematically showing a state in which the driving force of the electric motor is transmitted to the drive wheels in the fifth state.

[0031] Figure 8 This is a flowchart showing a drive control method in the electric motor type four-wheel drive vehicle according to the first embodiment.

[0032] Fig. 9 This is a block diagram showing a driving force transmission system in an electric motor type four-wheel drive vehicle according to a second embodiment.

[0033] Fig.10 This is a schematic diagram schematically showing a state in which the driving force of the electric motor is transmitted to the drive wheels in the sixth state.

[0034] Explanation of symbols

[0035] 100, 110: Electric motor four-wheel drive vehicle

[0036] 10: First differential mechanism

[0037] 20: Second differential mechanism

[0038] D / C1: First disconnect mechanism

[0039] D / C2: Second disconnect mechanism

[0040] D / C3: The third disconnect mechanism

[0041] D / C4: Fourth disconnect mechanism

[0042] D / C5: Fifth disconnect mechanism

[0043] D / C6: Sixth disconnect mechanism

[0044] D / C7: Seventh disconnect mechanism

[0045] D / C8: Eighth disconnect mechanism

[0046] MG1: First Motor

[0047] MG2: Second Motor

[0048] ECU: control unit DETAILED DESCRIPTION

[0049] Next, a preferred embodiment for implementing the present invention will be described. In addition, in the following description, for the convenience of description, the vehicle height direction of the electric motor four-wheel drive vehicle 100 is set as the Z direction, the vehicle length direction is set as the Y direction, and the vehicle width direction orthogonal to these Z direction and Y direction is set as the X direction for definition and description. However, the present invention is not limited to the provisions of the above directions, and of course does not inappropriately narrow the scope of the claims. In addition, structures other than those described in detail below can also appropriately supplement the known technologies including the above patent documents.

[0050] <<First Implementation Method>>

[0051] <Electric motor four-wheel drive vehicle 100>

[0052] First, refer to Figure 1 The structure of the electric motor type four-wheel drive vehicle 100 in a preferred embodiment of the present invention will be described.

[0053] As shown in the figure, the electric motor four-wheel drive vehicle 100 of the present embodiment is an electric vehicle that drives the drive wheel 1 by the electric motor MG, and is composed of a first motor MG1, a second motor MG2, a first differential mechanism 10, a second differential mechanism 20, a disconnect mechanism D / C (a first disconnect mechanism D / C1, a second disconnect mechanism D / C2, a third disconnect mechanism D / C3, a fourth disconnect mechanism D / C4, a fifth disconnect mechanism D / C5, a sixth disconnect mechanism D / C6, a seventh disconnect mechanism D / C7 and an eighth disconnect mechanism D / C8) and a control unit ECU.

[0054] The drive wheels 1 in the present embodiment include a right front wheel 1RF and a left front wheel 1LF constituting the front wheel side, and a right rear wheel 1RR and a left rear wheel 1LR constituting the rear wheel side.

[0055] like Figure 1As shown, regarding the front wheel side, the left front wheel 1LF is connected to the left front axle 31L described later, and is connected to the first intermediate shaft 33a via the left front axle 31L and the first sprocket mechanism 40F. In addition, the right front wheel 1RF is connected to the right front axle 31R described later, and is connected to the second intermediate shaft 34a via the right front axle 31R and the second sprocket mechanism 50F.

[0056] As shown in the figure, on the rear wheel side, the left rear wheel 1LR is connected to the left rear axle 32L described later, and is connected to the first intermediate shaft 33b via the left rear axle 32L and the first sprocket mechanism 40R. In addition, the right rear wheel 1RR is connected to the right rear axle 32R described later, and is connected to the second intermediate shaft 34b via the right rear axle 32R and the second sprocket mechanism 50R.

[0057] The first motor MG1 is configured to be able to transmit power to the left front wheel 1LF and the left rear wheel 1LR. As a specific example of such a first motor MG1, a known synchronous motor controlled via an inverter (not shown) or the like may be applied.

[0058] The second motor MG2 is configured to be able to transmit power to the right front wheel 1RF and the right rear wheel 1RR. As a specific example of the second motor MG2, for example, a well-known synchronous motor may be applied similarly to the first motor MG1.

[0059] Here, from Figure 1 As can be clearly seen from the above, it is preferred that the first motor MG1 and the second motor MG2 in this embodiment are arranged between the drive shafts (31L and 31R) of the left front wheel 1LF and the right front wheel 1RF and the drive shafts (32L and 32R) of the left rear wheel 1LR and the right rear wheel 1RR. By thus arranging the electric motors in a mid-mounted arrangement (mid-seat arrangement), maneuverability can be further improved.

[0060] Furthermore, in the present embodiment, it is preferred that the output shafts (OS1, OS2) of the first motor MG1 and the second motor MG2 are arranged in parallel with the drive shafts (31L, 31R) of the left front wheel 1LF and the right front wheel 1RF. In other words, it can be said that the output shafts (OS1, OS2) are arranged in parallel with the drive shafts (32L, 32R) of the left rear wheel 1LR and the right rear wheel 1RR. Thus, the driving force generated by each motor can be efficiently transmitted by using spur gears without using orthogonal gears.

[0061] In addition, in the present embodiment, the output shafts ( OS1 , OS2 ) are arranged on a straight line so as to be parallel to each other.

[0062] In addition, in the present embodiment, the first motor MG1 is configured to drive the left wheel side, while the second motor MG2 is configured to drive the right wheel side, thereby being able to exert a torque vectoring function between the left and right wheels by adjusting the output of each motor. At this time, it is preferable that the maximum output (rated output) of the second motor MG2 is the same as the maximum output (rated output) of the first motor MG1 in terms of balance. In addition, the maximum outputs of the first motor MG1 and the second motor MG2 are not necessarily the same, and may be different.

[0063] The first differential mechanism 10 in the present embodiment is connected to the first motor MG1, and distributes the power from the first motor MG1 to the left front wheel 1LF and the left rear wheel 1LR.

[0064] The first differential mechanism 10 has a function of imparting differential rotation to the front and rear wheels on the left wheel side, thereby being able to impart a rotation speed difference to the left front wheel 1LF and the left rear wheel 1LR when turning, etc. More specifically, the first differential mechanism 10 of the present embodiment is arranged inside a hollow cylindrical member 11 having a ring gear g3 provided on the outer peripheral surface in a known differential case (not shown). In addition, in the differential case, a side gear (not shown) is arranged on the left and right, which is connected to the first intermediate shaft 33a connected to the first sprocket mechanism 40F on the front wheel side and the first intermediate shaft 33b connected to the first sprocket mechanism 40R on the rear wheel side, respectively, and two pinions (not shown) are arranged in a form of meshing with the gears of both parties.

[0065] In this embodiment, the third disconnecting and connecting mechanism D / C3 and the fourth disconnecting and connecting mechanism D / C4 described later are provided on the hollow cylindrical member 11. The ring gear g3 is located between the third disconnecting and connecting mechanism D / C3 and the fourth disconnecting and connecting mechanism D / C4. In addition, the end of the hollow cylindrical member 11 on the third disconnecting and connecting mechanism D / C3 side is connected to the first intermediate shaft 33a. In addition, the end of the hollow cylindrical member 11 on the fourth disconnecting and connecting mechanism D / C4 side is connected to the first intermediate shaft 33b.

[0066] The ring gear g3 provided on the outer peripheral surface of the hollow cylindrical member 11 is arranged to mesh with the first gear g1 which is interlocked with the output shaft OS1 of the first motor MG1.

[0067] The second differential mechanism 20 in the present embodiment is connected to the second motor MG2, and distributes the power from the second motor MG2 to the right front wheel 1RF and the right rear wheel 1RR.

[0068] The second differential mechanism 20 has a function of imparting differential rotation to the front and rear wheels on the right wheel side, thereby being able to impart a rotation speed difference to the right front wheel 1RF and the right rear wheel 1RR when turning, etc. More specifically, the second differential mechanism 20 of the present embodiment is arranged inside a hollow cylindrical member 12 having a ring gear g4 provided on the outer peripheral surface in a known differential case (not shown), similarly to the first differential mechanism 10. Furthermore, in the differential case, a side gear (not shown) is arranged on the left and right, respectively, connected to the second intermediate shaft 34a connected to the second sprocket mechanism 50F on the front wheel side and the second intermediate shaft 34b connected to the second sprocket mechanism 50R on the rear wheel side, and two pinions (not shown) are arranged in a form of meshing with the gears of both parties.

[0069] In this embodiment, the seventh disconnection mechanism D / C7 and the eighth disconnection mechanism D / C8 described later are provided on the hollow cylindrical member 12. The ring gear g4 is located between the seventh disconnection mechanism D / C7 and the eighth disconnection mechanism D / C8. The end of the hollow cylindrical member 12 on the seventh disconnection mechanism D / C7 side is connected to the second intermediate shaft 34a. The end of the hollow cylindrical member 12 on the eighth disconnection mechanism D / C8 side is connected to the second intermediate shaft 34b.

[0070] The ring gear g4 provided on the outer peripheral surface of the hollow cylindrical member 12 is arranged to mesh with the second gear g2 which is interlocked with the output shaft OS2 of the second motor MG2.

[0071] The first disconnecting and connecting mechanism D / C1 is provided on the first intermediate shaft 33a disposed between the first differential mechanism 10 and the left front wheel 1LF. More specifically, the first disconnecting and connecting mechanism D / C1 of the present embodiment can be controlled by the control unit ECU described later to establish two states: a connected state in which the first differential mechanism 10 or the hollow cylindrical member 11 and the left front wheel 1LF are connected to transmit the driving force, and a disconnected state in which these connections are disconnected and the driving force is not transmitted.

[0072] As a specific structure of such a first disconnecting mechanism D / C1, for example, a well-known clutch mechanism such as a dog clutch or a disconnecting mechanism exemplified in Japanese Patent Application Laid-Open No. 2018-17354 may be adopted.

[0073] The second disconnecting mechanism D / C2 is provided on the first intermediate shaft 33b disposed between the first differential mechanism 10 and the left rear wheel 1LR. More specifically, the second disconnecting mechanism D / C2 of the present embodiment can be controlled by the control unit ECU described later to establish two states: a connected state in which the first differential mechanism 10 or the hollow cylindrical member 11 and the left rear wheel 1LR are connected to transmit the driving force, and a disconnected state in which these connections are disconnected and the driving force is not transmitted.

[0074] As a specific structure of the second connecting / disconnecting mechanism D / C2, a known clutch mechanism or the like similar to the first connecting / disconnecting mechanism D / C1 may be adopted.

[0075] The third connecting / disconnecting mechanism D / C3 is provided between the first motor MG1 and the first connecting / disconnecting mechanism D / C1, and is configured to be able to directly connect the first motor MG1 and the left front wheel 1LF.

[0076] More specifically, the third disconnecting mechanism D / C3 of this embodiment is disposed in the hollow cylindrical member 11 and can limit the differential function of the first differential mechanism 10 and directly transmit the driving force from the first motor MG1 to the left front wheel 1LF under the control of the control unit ECU described later.

[0077] As a specific structure of the third connecting / disconnecting mechanism D / C3, a known clutch mechanism or the like similar to the first connecting / disconnecting mechanism D / C1 or the like may be adopted.

[0078] The fourth disconnecting mechanism D / C4 is provided between the first motor MG1 and the second disconnecting mechanism D / C2, and is configured to be able to directly connect the first motor MG1 and the left rear wheel 1LR.

[0079] More specifically, the fourth disconnecting mechanism D / C4 of this embodiment is disposed in the hollow cylindrical member 11 and can limit the differential function of the first differential mechanism 10 and directly transmit the driving force from the first motor MG1 to the left rear wheel 1LR under the control of the control unit ECU described later.

[0080] As a specific structure of such fourth connecting / disconnecting mechanism D / C4, a known clutch mechanism or the like similar to the above-mentioned first connecting / disconnecting mechanism D / C1 or the like can be adopted.

[0081] In a state where the left front wheel 1LF and the left rear wheel 1LR are directly coupled to the first motor MG1, the same torque is transmitted from the electric motor to the front and rear wheels on the left wheel side.

[0082] The fifth disconnecting mechanism D / C5 is provided on the second intermediate shaft 34a disposed between the second differential mechanism 20 and the right front wheel 1RF. More specifically, the fifth disconnecting mechanism D / C5 of the present embodiment can be controlled by the control unit ECU described later to establish two states: a connected state in which the second differential mechanism 20 or the hollow cylindrical member 12 and the right front wheel 1RF are connected to each other so that the driving force can be transmitted, and a disconnected state in which these connections are disconnected and the driving force is not transmitted.

[0083] As a specific structure of such a fifth disconnecting mechanism D / C5, for example, a well-known clutch mechanism such as a dog clutch or a disconnecting mechanism exemplified in Japanese Patent Application Laid-Open No. 2018-17354 may be adopted.

[0084] The sixth disconnecting mechanism D / C6 is provided on the second intermediate shaft 34b disposed between the second differential mechanism 20 and the right rear wheel 1RR. More specifically, the sixth disconnecting mechanism D / C6 of the present embodiment can be controlled by the control unit ECU described later to establish two states: a connected state in which the second differential mechanism 20 or the hollow cylindrical member 12 and the right rear wheel 1RR are connected to each other so that the driving force can be transmitted, and a disconnected state in which these connections are disconnected so that the driving force cannot be transmitted.

[0085] As a specific structure of such sixth connecting / disconnecting mechanism D / C6, a known clutch mechanism or the like similar to the first connecting / disconnecting mechanism D / C1 may be adopted.

[0086] The seventh disconnecting mechanism D / C7 is provided between the second motor MG2 and the fifth disconnecting mechanism D / C5, and is configured to be able to directly connect the second motor MG2 and the right front wheel 1RF.

[0087] More specifically, the seventh disconnecting mechanism D / C7 of this embodiment is disposed in the hollow cylindrical member 12 and can limit the differential function of the second differential mechanism 20 and directly transmit the driving force from the second motor MG2 to the right front wheel 1RF under the control of the control unit ECU described later.

[0088] As a specific structure of the seventh disconnecting mechanism D / C7, a known clutch mechanism or the like similar to the first disconnecting mechanism D / C1 or the like may be adopted.

[0089] The eighth connecting and disconnecting mechanism D / C8 is provided between the second motor MG2 and the sixth connecting and disconnecting mechanism D / C6, and is configured to be able to directly connect the second motor MG2 and the right rear wheel 1RR.

[0090] More specifically, the eighth connecting / disconnecting mechanism D / C8 of this embodiment is disposed in the hollow cylindrical member 12 and can limit the differential function of the second differential mechanism 20 and directly transmit the driving force from the second motor MG2 to the right rear wheel 1RR under the control of the control unit ECU described later.

[0091] As a specific structure of such an eighth connecting and disconnecting mechanism D / C8, a known clutch mechanism or the like similar to the first connecting and disconnecting mechanism D / C1 or the like may be adopted.

[0092] In a state where the right front wheel 1RF and the right rear wheel 1RR are directly coupled to the second motor MG2, the same torque is transmitted from the electric motor to the front and rear wheels on the right wheel side.

[0093] The first intermediate shaft 33 (specifically, the above-mentioned 33a, 33b) is provided between the first motor MG1 and the left front wheel 1LF and the left rear wheel 1LR. The first intermediate shaft 33 transfers the driving force from the first motor MG1 to the left front wheel 1LF and the left rear wheel 1LR. One end side of the first intermediate shaft 33a is connected to one of the side gears of the above-mentioned first differential mechanism 10, and the other end side of the first intermediate shaft 33a is connected to the first sprocket mechanism 40F described later. In addition, another one of the side gears of the above-mentioned first differential mechanism 10 is connected to one end side of the first intermediate shaft 33b, and the other end side of the first intermediate shaft 33b is connected to the first sprocket mechanism 40R described later.

[0094] The second intermediate shaft 34 (specifically, the above-mentioned 34a, 34b) is provided between the second motor MG2 and the right front wheel 1RF and the right rear wheel 1RR. The second intermediate shaft 34 transfers the driving force from the second motor MG2 to the right front wheel 1RF and the right rear wheel 1RR. One end of the second intermediate shaft 34a is connected to one of the side gears of the above-mentioned second differential mechanism 20, and the second sprocket mechanism 50F described later is connected to the other end of the second intermediate shaft 34a. In addition, another of the side gears of the above-mentioned second differential mechanism 20 is connected to one end of the second intermediate shaft 34b, and the second sprocket mechanism 50R described later is connected to the other end of the second intermediate shaft 34b.

[0095] The first sprocket mechanism 40 includes a first sprocket mechanism 40F provided between the first intermediate shaft 33a and the left front wheel 1LF and a first sprocket mechanism 40R provided between the first intermediate shaft 33b and the left rear wheel 1LR. More specifically, the first sprocket mechanism 40 of the present embodiment is composed of a well-known chain-sprocket mechanism including a chain 41 and a sprocket not shown. In addition, in the present embodiment, a chain is used as a power transmission component of the first sprocket mechanism 40, but other well-known power transmission components such as a transmission belt may be used instead.

[0096] The driving force from the first motor MG1 is transmitted to the left front wheel 1LF and the left rear wheel 1LR via the first sprocket mechanism 40 .

[0097] The second sprocket mechanism 50 includes a second sprocket mechanism 50F provided between the second intermediate shaft 34a and the right front wheel 1RF and a second sprocket mechanism 50R provided between the second intermediate shaft 34b and the right rear wheel 1RR. More specifically, the second sprocket mechanism 50 of the present embodiment is composed of a well-known chain-sprocket mechanism including a chain 51 and a sprocket not shown, similar to the first sprocket mechanism 40. In addition, in the present embodiment, a chain is used as a power transmission component of the second sprocket mechanism 50, but other well-known power transmission components such as a transmission belt may be used instead.

[0098] The driving force from the second motor MG2 is transmitted to the right front wheel 1RF and the right rear wheel 1RR via the second sprocket mechanism 50 .

[0099] In addition, if Figure 1 As shown, it is preferable that the length L1 of the first sprocket mechanism 40F in the vehicle length direction is configured to be greater than the length L2 of the first sprocket mechanism 40R in the vehicle length direction. This allows the electric motor and the like to be arranged at the rear side of the vehicle, and the space in the vehicle cabin can be efficiently secured.

[0100] In addition, regarding the left front and rear wheels, in this embodiment, a structure is adopted in which the driving force is transmitted from the first intermediate shaft 33 via a sprocket mechanism, but the present invention is not limited thereto. For example, a structure in which at least one of the wheels is a sprocket mechanism, such as applying the first sprocket mechanism 40F to the left front wheel 1LF and transmitting the driving force to the left rear wheel 1LR using a known gear mechanism, may be adopted.

[0101] Likewise, it is preferable that the length L1 of the second sprocket mechanism 50F in the vehicle length direction is greater than the length L2 of the second sprocket mechanism 50R in the vehicle length direction. This allows the electric motor and the like to be disposed at the rear of the vehicle, and the space in the vehicle cabin can be efficiently secured.

[0102] Similarly, regarding the front and rear wheels on the right side, in the present embodiment, a structure is adopted in which the driving force is received from the second intermediate shaft 34 via a sprocket mechanism respectively. However, a structure in which at least one of the wheels is a sprocket mechanism may be adopted, for example, by applying a second sprocket mechanism 50F to the right front wheel 1RF and using a known gear mechanism to transmit the driving force to the right rear wheel 1RR.

[0103] <Detailed structure of driving force transmission system>

[0104] like Figure 1 As shown, in this embodiment, a first gear g1 composed of a spur gear is provided on the output shaft OS1 in the first motor MG1. The first gear g1 meshes with the ring gear g3 of the hollow cylindrical member 11. Moreover, the hollow cylindrical member 11 is configured to be integral with the first intermediate shafts 33a and 33b and rotatable. Therefore, when the driving force from the first motor MG1 is transmitted to the ring gear g3 via the first gear g1, the hollow cylindrical member 11 rotates together with the first intermediate shaft 33.

[0105] As described above, since the first sprocket mechanism 40F is connected to the other end of the first intermediate shaft 33a, the drive shaft of the left front wheel 1LF (the left front axle 31L) also rotates via the first sprocket mechanism 40F following the rotation of the first intermediate shaft 33a.

[0106] With the above configuration, the driving force from the first motor MG1 can be transmitted to the left front wheel 1LF via the first sprocket mechanism 40F.

[0107] As described above, since the first sprocket mechanism 40R is connected to the other end of the first intermediate shaft 33b, the drive shaft of the left rear wheel 1LR (left rear axle 32L) also rotates via the first sprocket mechanism 40R following the rotation of the first intermediate shaft 33b.

[0108] With the above configuration, the driving force from the first motor MG1 can be transmitted to the left rear wheel 1LR via the first sprocket mechanism 40R.

[0109] Moreover, if Figure 1 As shown, in this embodiment, since the first differential mechanism 10 is provided on the first intermediate shaft 33, differential rotation between the left front wheel 1LF and the left rear wheel 1LR is allowed, and the driving force from the first motor MG1 is transmitted to the left front wheel 1LF and the left rear wheel 1LR via the first sprocket mechanisms 40F and 40R, respectively.

[0110] In addition, since the above description is the same for the right driving wheel, the detailed description of the driving force transmission system in the right driving wheel will be omitted.

[0111] In this embodiment, since the second differential mechanism 20 is provided on the second intermediate shaft 34, differential rotation between the right front wheel 1RF and the right rear wheel 1RR is allowed, and the driving force from the second motor MG2 is transmitted to the right front wheel 1RF and the right rear wheel 1RR via the second sprocket mechanisms 50F and 50R, respectively.

[0112] In addition, if Figure 1 As shown, in this embodiment, the driving force is transmitted from the first motor MG1 to the left front wheel 1LF and the left rear wheel 1LR, and the driving force is transmitted from the second motor MG2 to the right front wheel 1RF and the right rear wheel 1RR independently of these left wheels.

[0113] Therefore, the control unit ECU described later can realize torque vector distribution between the left and right wheels by adjusting the magnitude of the torque (driving force) from the first motor MG1 and the second motor MG2.

[0114] <Torque distribution control by the control unit ECU>

[0115] Next, use Figure 2 The torque distribution control performed by the control unit ECU in the present embodiment will be described in detail.

[0116] The control unit ECU of this embodiment is composed of a processor or circuit such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit), and a storage element such as a RAM (Random Access Memory) or a ROM (Read Only Memory). In addition, the control unit ECU includes a known vehicle dynamics control (VDC) unit that controls the first motor MG1 or the second motor MG2 via an inverter not shown and controls the vehicle's behavior. Various control units exchange control information such as various calculation values ​​or control parameter information detected by various sensors such as a vehicle speed sensor via an in-vehicle network (CAN, etc.) formed by a communication bus, and perform motor driving force control or vehicle behavior control.

[0117] Furthermore, the control unit ECU has a function of performing optimal torque distribution on the front and rear drive wheels 1 by controlling the above-mentioned driving force transmission system. More specifically, the control unit ECU in this embodiment has a function of controlling the disconnection state or connection state of the above-mentioned first disconnection mechanism D / C1, second disconnection mechanism D / C2, third disconnection mechanism D / C3, fourth disconnection mechanism D / C4, fifth disconnection mechanism D / C5, sixth disconnection mechanism D / C6, seventh disconnection mechanism D / C7 and eighth disconnection mechanism D / C8.

[0118] exist Figure 2 An example of control performed by such a control unit ECU is shown in FIG.

[0119] As shown in the figure, the control unit ECU is configured to control the output states of the first motor MG1 and the second motor MG2 and the disconnection and connection of the first disconnection mechanism D / C1 to the eighth disconnection mechanism D / C8.

[0120] Below, use Figure 3 to Figure 7 An example of control under a specific driving condition or driving state will be described.

[0121] [First state]

[0122] like Figure 2 As shown in FIG. 1 , as the first state, an example of all-wheel drive (AWD) driving in which all the drive wheels 1 in the electric motor type four-wheel drive vehicle 100 are directly connected can be shown. Figure 3 2 shows the state of transmission of driving force from the electric motor and torque distribution in the first state.

[0123] As is clear from these figures, the control device ECU sets all the first to eighth disconnecting mechanisms D / C1 to D / C8 to the connected state. At the same time, the control device ECU controls the transmission of driving force from the first motor MG1 and the second motor MG2 to each driving wheel 1 via an inverter (not shown).

[0124] At this time, the first motor MG1 and the left front wheel 1LF and the left rear wheel 1LR are directly connected, and the second motor MG2 and the right front wheel 1RF and the right rear wheel 1RR are also directly connected.

[0125] Therefore, if the control device ECU performs control in such a manner that the same torque is generated by the first motor MG1 and the second motor MG2, the same driving force is distributed and transmitted to all driving wheels.

[0126] Furthermore, if the control unit ECU performs control so that the first motor MG1 and the second motor MG2 generate torques different from each other, it is possible to perform left-right torque vector distribution on the left wheel side and the right wheel side.

[0127] The control based on the first state is suitable for traveling on a difficult road, for example, and can particularly further improve the vehicle's passability.

[0128] [Second state]

[0129] like Figure 2 As shown in FIG. 1 , as the second state, an all-wheel drive (AWD) driving that can exert a differential function between the front and rear wheels in the electric motor type four-wheel drive vehicle 100 can be exemplified. Figure 4 2 shows the state of transmission of driving force from the electric motor and torque distribution in the second state.

[0130] As is clear from these figures, the control unit ECU controls the first disconnection mechanism D / C1, the second disconnection mechanism D / C2, the fifth disconnection mechanism D / C5, and the sixth disconnection mechanism D / C6 to be in the connected state. In addition, the control unit ECU controls the third disconnection mechanism D / C3, the fourth disconnection mechanism D / C4, the seventh disconnection mechanism D / C7, and the eighth disconnection mechanism D / C8 to be in the disconnected state.

[0131] At the same time, the control unit ECU controls the transmission of driving force from the first motor MG1 and the second motor MG2 to the drive wheels 1 via an inverter (not shown).

[0132] At this time, the left front wheel 1LF and the left rear wheel 1LR receive the driving force from the first motor MG1 via the first differential mechanism 10 to rotate in a state allowing differential rotation in the left wheels. In addition, the right front wheel 1RF and the right rear wheel 1RR receive the driving force from the second motor MG2 via the second differential mechanism 20 to rotate in a state allowing differential rotation in the right wheels.

[0133] Therefore, if the control device ECU controls the first motor MG1 and the second motor MG2 to generate the same torque, the total torque of each left and right motors becomes the same, but all the drive wheels rotate while further allowing the front and rear differential rotation.

[0134] Furthermore, if the control unit ECU controls the first motor MG1 and the second motor MG2 to generate different torques, it is possible to perform left and right torque vector distribution on the left and right wheels while allowing differential rotation between the front and rear wheels.

[0135] The control based on the second state is suitable for driving the vehicle when turning on a snowy road, for example, and can further improve the maneuverability and driving performance of the vehicle.

[0136] [Third state]

[0137] like Figure 2 As shown in FIG. 1 , as the third state, rear-wheel drive travel in the electric motor type four-wheel drive vehicle 100 can be exemplified. Figure 5 2 shows the state of transmission of driving force from the electric motor and torque distribution in the third state.

[0138] As is also clear from these figures, the control unit ECU performs control to set the second disconnection mechanism D / C2 and the sixth disconnection mechanism D / C6 to the connected state. In addition, the control unit ECU performs control to set the first disconnection mechanism D / C1 and the fifth disconnection mechanism D / C5 to the disconnected state. At this time, the control unit ECU may also set the third disconnection mechanism D / C3, the fourth disconnection mechanism D / C4, the seventh disconnection mechanism D / C7, and the eighth disconnection mechanism D / C8 to either the disconnected state or the connected state.

[0139] At the same time, the control unit ECU controls the transmission of driving force from the first motor MG1 and the second motor MG2 to the drive wheel 1 via an inverter (not shown).

[0140] At this time, the left rear wheel 1LR receives the driving force from the first motor MG1 via the first intermediate shaft 33b, and the right rear wheel 1RR receives the driving force from the second motor MG2 via the second intermediate shaft 34b.

[0141] Therefore, if the control unit ECU controls the first motor MG1 and the second motor MG2 so as to generate the same torque, rear-wheel drive traveling with the same torque on the left and right sides is achieved.

[0142] Furthermore, if the control unit ECU controls the first motor MG1 and the second motor MG2 so as to generate torques different from each other, it is possible to perform left-right torque vector distribution between the left rear wheel 1LR and the right rear wheel 1RR.

[0143] The control based on the third state is suitable for example during sport driving or high-speed cornering, and can further improve the maneuverability of the vehicle during high-speed driving.

[0144] [Fourth State]

[0145] like Figure 2 As shown in FIG. 1 , as the fourth state, the front-wheel drive driving in the electric motor type four-wheel drive vehicle 100 can be exemplified. Figure 6 2 shows the state of transmission of driving force from the electric motor and torque distribution in the fourth state.

[0146] As is also clear from these figures, the control unit ECU performs control to set the first disconnection mechanism D / C1 and the fifth disconnection mechanism D / C5 to the connected state. In addition, the control unit ECU performs control to set the second disconnection mechanism D / C2 and the sixth disconnection mechanism D / C6 to the disconnected state. At this time, the control unit ECU may also set the third disconnection mechanism D / C3, the fourth disconnection mechanism D / C4, the seventh disconnection mechanism D / C7, and the eighth disconnection mechanism D / C8 to any state of the disconnected state and the connected state.

[0147] At the same time, the control unit ECU controls the transmission of driving force from the first motor MG1 and the second motor MG2 to the drive wheel 1 via an inverter (not shown).

[0148] At this time, the left front wheel 1LF receives the driving force from the first motor MG1 via the first intermediate shaft 33a, and the right front wheel 1RF receives the driving force from the second motor MG2 via the second intermediate shaft 34a.

[0149] Therefore, if the control unit ECU controls the first motor MG1 and the second motor MG2 so as to generate the same torque, front-wheel drive traveling with the same torque on the left and right sides is achieved.

[0150] Furthermore, if the control unit ECU controls the first motor MG1 and the second motor MG2 so as to generate torques different from each other, it is possible to perform left-right torque vector distribution between the left front wheel 1LF and the right front wheel 1RF.

[0151] The control based on the fourth state is suitable for example when the vehicle is traveling at a constant speed or when turning a curve on a general road, and can particularly further improve the driving stability of the vehicle during normal traveling.

[0152] [Fifth State]

[0153] like Figure 2 As shown in FIG. 1 , as the fifth state, the two-wheel (cross) drive travel in the electric motor type four-wheel drive vehicle 100 can be exemplified. Figure 7 2 shows the state of transmission of driving force from the electric motor and torque distribution in the fifth state.

[0154] As is also clear from these figures, the control unit ECU controls the first disconnection mechanism D / C1 and the sixth disconnection mechanism D / C6 to be in the connected state. In addition, the control unit ECU controls the second disconnection mechanism D / C2 and the fifth disconnection mechanism D / C5 to be in the disconnected state. At this time, the control unit ECU may also set the third disconnection mechanism D / C3, the fourth disconnection mechanism D / C4, the seventh disconnection mechanism D / C7, and the eighth disconnection mechanism D / C8 to either the disconnected state or the connected state.

[0155] At the same time, the control unit ECU controls the transmission of driving force from the first motor MG1 and the second motor MG2 to the drive wheel 1 via an inverter (not shown).

[0156] At this time, the left front wheel 1LF receives the driving force from the first motor MG1 via the first intermediate shaft 33a, and the right rear wheel 1RR receives the driving force from the second motor MG2 via the second intermediate shaft 34b.

[0157] Therefore, if the control unit ECU controls the first motor MG1 and the second motor MG2 so as to generate the same torque, two-wheel drive traveling with the same torque on the left and right sides is achieved.

[0158] Furthermore, if the control unit ECU controls the first motor MG1 and the second motor MG2 so as to generate torques different from each other, it is possible to perform left-right torque vector distribution between the left front wheel 1LF and the right rear wheel 1RR.

[0159] The control based on the fifth state is suitable for when the right front wheel 1RF and the left rear wheel 1LR enter a slipping state due to a bumpy road, and can further improve the vehicle's passability in the above special environment.

[0160] In addition, in the fifth state described above, an example is shown in which the left front wheel 1LF and the right rear wheel 1RR are driven by two electric motors, but the present invention is not limited thereto, and a structure in which the right front wheel 1RF and the left rear wheel 1LR are driven may be used. In this case, the control unit ECU performs the following control: the second disconnection mechanism D / C2 and the fifth disconnection mechanism D / C5 are set to the connected state, and the first disconnection mechanism D / C1 and the sixth disconnection mechanism D / C6 are set to the disconnected state.

[0161] <Drive control method for electric motor type four-wheel drive vehicle>

[0162] Next, refer to Figure 8 , the drive control method of the electric motor type four-wheel drive vehicle 100 performed by the control unit ECU of this embodiment is described. In addition, in the following description, as an example of the torque distribution control performed by the control unit ECU, an example of appropriately selecting the above-mentioned first state to fifth state is described. However, the first state to fifth state are illustrative, for example, the sixth state described later can be added, and states other than these can also be used.

[0163] After the driver of the electric motor type four-wheel drive vehicle 100 starts the electric motor, first, in step 1, the control unit ECU determines whether the automatic mode is set. Then, if the automatic mode is set in step 1, the process proceeds to step 2-1, and if the automatic mode is not set, the process proceeds to step 2-2.

[0164] In step 2-1 in which the automatic mode is set, various information is obtained from various sensors such as a speed / acceleration sensor or a gyro sensor or a vehicle-mounted device such as a vehicle-mounted camera or a navigation system, etc., which are provided in the electric motor type four-wheel drive vehicle 100, under the control of the control unit ECU. In addition, for example, speed, acceleration, angular acceleration, vehicle speed pulse, image information, position information, or map information can be exemplified as an example of the information obtained in this step 2-2.

[0165] Next, in step 3-1, under the control of the control unit ECU, the optimal state is determined based on the various information obtained above. More specifically, when the control unit ECU determines that the electric motor type four-wheel drive vehicle 100 is starting based on the acceleration information obtained, for example, the control unit ECU controls each electric motor or each disconnection mechanism in a manner such as to change to the first state described above. In addition, during driving after a period of time has passed since the start, when it is determined that the electric motor type four-wheel drive vehicle 100 is climbing a slope based on the map information, for example, the control unit ECU controls each electric motor or each disconnection mechanism in a manner such as to change to the second state described above.

[0166] Thus, in this embodiment, the driving condition of the electric motor type four-wheel drive vehicle 100 is determined according to the information from various sensors or vehicle-mounted devices, and each electric motor or each disconnection mechanism is controlled in such a way that the torque distribution becomes the best based on the determination result. As a result, the operation that is particularly annoying to the driver is omitted, and at the same time, high passing performance and steering stability for various road conditions can be achieved. In addition, because the driving condition of the electric motor type four-wheel drive vehicle 100 can be determined by the information from various sensors or vehicle-mounted devices and the torque distribution can be optimally performed, the transmission of efficient driving force to the drive wheels is realized using two electric motors.

[0167] In the subsequent step 4-1, it is determined whether there is a mode change from the driver or other passengers. More specifically, under the control of the control unit ECU, it is determined whether there is a switch from the automatic mode to the manual mode. If there is a switch to the manual mode, the process proceeds to step 2-2. On the other hand, if there is no mode change, it is determined in the subsequent step 5-1 whether the power of the electric motor is turned off. And, in step 5-1, if the power of the electric motor is not turned off, the process returns to step 2-1 and the control of continuing the subsequent processing is executed again.

[0168] Next, an example of starting in manual mode is described.

[0169] That is, if the manual mode is determined in step 1, control is started in the current state in step 2-2. Usually, when the electric motor is powered on and started, it is the start time, so when transferring from step 1, each electric motor or each disconnection mechanism is controlled so as to be in the first state, for example. On the other hand, when transferring from step 4-1, the control is continued while maintaining the current state.

[0170] Then, in the subsequent step 3 - 2 , it is determined whether or not there is a mode change, and control is executed such that if there is a change, the process proceeds to the above-mentioned step 2 - 1 , and if there is no change, the process proceeds to step 4 - 2 .

[0171] In step 4-2, which is continued if there is no mode change, it is determined whether there is a change in state by the driver or other passengers. If there is a change in state, each electric motor or each disconnection mechanism is controlled in a manner such that it becomes a reselected state in step 5-2. On the other hand, if there is no state change in step 4-2, the control returns to step 2-2 and the subsequent control is continued.

[0172] After starting control in a new state in step 5-2, it is determined whether the electric motor has stopped in step 6. If the electric motor has not stopped in step 6, the process returns to step 2-2 and the subsequent control is continued.

[0173] Thus, according to the drive control method in the electric motor four-wheel drive vehicle in this embodiment, since the optimal state is set based on various information from the vehicle-mounted sensors or equipment when the automatic mode is selected, it is possible to maintain high passability and handling stability for various road conditions while achieving efficient transmission of driving force to the drive wheels.

[0174] According to the driving device of the electric motor four-wheel drive vehicle 100 in the first embodiment described above, by appropriately selecting the above-mentioned states, it is possible to maintain high passability and handling stability for various road conditions while achieving efficient transmission of driving force from the electric motor to the drive wheels.

[0175] Furthermore, the control unit ECU may select the disconnecting state of the first disconnecting mechanism D / C1 to the eighth disconnecting mechanism D / C8 to perform regenerative charging of a battery (not shown).

[0176] Second Implementation Method

[0177] <Electric motor four-wheel drive vehicle 110>

[0178] Next, refer to Fig. 9 The structure of the electric motor type four-wheel drive vehicle 110 in the preferred second embodiment of the present invention is described. The main features of the electric motor type four-wheel drive vehicle 110 in this embodiment are: it is composed of a ninth disconnection mechanism D / C9 that can connect or disconnect the left wheel side and the right wheel side, and the electric motor is arranged on the front wheel side compared with the first embodiment, etc.

[0179] Therefore, the same reference numerals as those in the first embodiment are given to the same structures as those described in the first embodiment, and the description thereof will be appropriately omitted.

[0180] like Fig. 9 As shown, the electric motor type four-wheel drive vehicle 110 of the present embodiment is configured to include a ninth connecting / disconnecting mechanism D / C9.

[0181] The ninth connecting / disconnecting mechanism D / C9 has the function of connecting or disconnecting the left wheel drive shaft for driving the left front wheel 1LF and the left rear wheel 1LR and the right wheel drive shaft for driving the right front wheel 1RF and the right rear wheel 1RR.

[0182] Moreover, as shown in the figure, in the present embodiment, the first intermediate shaft 33b is used as the left wheel side drive shaft, and the second intermediate shaft 34b is used as the right wheel side drive shaft. In addition, the combination of the left wheel side drive shaft and the right wheel side drive shaft is not limited to the above, and for example, it may be a combination of the left front axle 31L and the right front axle 31R or a combination of the left rear axle 32L and the right rear axle 32R.

[0183] In addition, in the present embodiment, as is clear from the figure, the ninth connecting / disconnecting mechanism D / C9 is disposed on the connecting shaft 35. The connecting shaft 35 may be formed integrally with the first intermediate shaft 33b and the second intermediate shaft 34b.

[0184] In the electric motor four-wheel drive vehicle 110 of this embodiment, the driving force from the first motor MG1 is transmitted to the right front wheel 1RF and the right rear wheel 1RR via the ninth disconnecting mechanism D / C9, and the driving force from the second motor MG2 is transmitted to the left front wheel 1LF and the left rear wheel 1LR.

[0185] In addition, if Fig. 9 As shown, the length L3 of the first sprocket mechanism 40F in the vehicle length direction of this embodiment may be configured to be smaller than the length L4 of the first sprocket mechanism 40R in the vehicle length direction. Alternatively, L3 may be configured to be larger than L4 as in the first embodiment.

[0186] Likewise, the length L3 of the second sprocket mechanism 50F in the vehicle length direction of the present embodiment may be smaller than the length L4 of the second sprocket mechanism 50R in the vehicle length direction. Alternatively, L3 may be larger than L4 as in the first embodiment.

[0187] In addition, in the present embodiment, the front and rear wheels are configured to receive the transmission of driving force from the first intermediate shaft 33 via a sprocket mechanism, but the present invention is not limited thereto. For example, a known gear mechanism may be applied to the left front wheel 1LF, and the first sprocket mechanism 40R may be used to transmit the driving force to the left rear wheel 1LR, and at least one of the two may be configured as a sprocket mechanism.

[0188] [Sixth State]

[0189] As the sixth state, for example, limp home driving can be exemplified in the electric motor type four-wheel drive vehicle 110. That is, the electric motor type four-wheel drive vehicle 110 is equipped with two electric motors, but it can also be assumed that one of the electric motors fails due to some factors (in this example, the second motor MG2 stops due to a failure).

[0190] exist Fig.10 2 shows the state of transmission of driving force from the electric motor and torque distribution in the sixth state.

[0191] From this Fig.10 As is also clear, the control unit ECU controls all of the first to ninth disconnecting mechanisms D / C1 to D / C9 to be in the connected state, and controls the transmission of driving force from the first motor MG1 to the drive wheels 1 via the inverter (not shown).

[0192] At this time, the left front wheel 1LF and the left rear wheel 1LR receive the driving force from the first motor MG1, but the right front wheel 1RF and the right rear wheel 1RR may also receive the driving force from the first motor MG1 via the ninth disconnecting mechanism D / C9.

[0193] Therefore, even if the second motor MG2 stops due to unexpected factors, the driving force can be transmitted from the first motor MG1 to all four wheels, so that the vehicle can travel to a repair shop or the like more safely.

[0194] In this example, the second motor MG2 is stopped, but it goes without saying that even when the first motor MG1 is stopped, the driving force can be transmitted from the second motor MG2 to all four wheels.

[0195] In addition, each of the above-mentioned embodiments is a preferred example of the present invention, and each element of the embodiment may be appropriately combined to realize a new structure or control without departing from the gist of the present invention.

[0196] For example, in the above-mentioned embodiment, a mode in which a speed reducer or a transmission is not provided between the first motor MG1 and the second motor MG2 is described, but the present invention is not limited thereto, and a speed reducer or a transmission may be provided between at least one of the electric motors.

Claims

1. A driving device for an electric motor type four-wheel drive vehicle, comprising: a first motor capable of transmitting power to the left front wheel and the left rear wheel; a second motor capable of transmitting power to the right front wheel and the right rear wheel; a first differential mechanism connected to the first motor to distribute power from the first motor to the left front wheel and the left rear wheel; a second differential mechanism connected to the second motor to distribute power from the second motor to the right front wheel and the right rear wheel; a first disconnect mechanism, which is disposed between the first differential mechanism and the left front wheel; a second disconnect mechanism, which is disposed between the first differential mechanism and the left rear wheel; a third disconnecting mechanism, which is disposed between the first motor and the first disconnecting mechanism and is capable of directly connecting the first motor and the left front wheel; a fourth disconnecting mechanism, which is disposed between the first motor and the second disconnecting mechanism and is capable of directly connecting the first motor and the left rear wheel; a fifth disconnect mechanism, which is arranged between the second differential mechanism and the right front wheel, a sixth disconnect mechanism, which is arranged between the second differential mechanism and the right rear wheel, a seventh disconnecting mechanism, which is disposed between the second motor and the fifth disconnecting mechanism and is capable of directly connecting the second motor and the right front wheel; as well as An eighth disconnecting mechanism is disposed between the second motor and the sixth disconnecting mechanism, and is capable of directly connecting the second motor and the right rear wheel.

2. The driving device for an electric motor type four-wheel drive vehicle according to claim 1, wherein: The first motor and the second motor are disposed between the drive shafts of the left front wheel and the right front wheel and the drive shafts of the left rear wheel and the right rear wheel.

3. The driving device for an electric motor type four-wheel drive vehicle according to claim 1 or 2, wherein: The output shafts of the first motor and the second motor are arranged in parallel with the drive shafts of the left front wheel and the right front wheel.

4. The driving device for an electric motor type four-wheel drive vehicle according to claim 1 or 2, wherein: A first intermediate shaft capable of transmitting driving force from the first motor is provided between the first motor and the left front wheel and the left rear wheel, and the first differential mechanism is arranged on the first intermediate shaft.

5. The driving device for an electric motor type four-wheel drive vehicle according to claim 4, wherein: A first sprocket mechanism is provided between the first intermediate shaft and the left front wheel and between the first intermediate shaft and the left rear wheel, respectively. The driving force from the first motor is transmitted to the left front wheel and the left rear wheel via the first sprocket mechanism.

6. The driving device for an electric motor type four-wheel drive vehicle according to claim 1 or 2, wherein: A second intermediate shaft capable of transmitting driving force from the second motor is provided between the second motor and the right front wheel and the right rear wheel, and the second differential mechanism is arranged on the second intermediate shaft.

7. The driving device for an electric motor type four-wheel drive vehicle according to claim 6, wherein: A second sprocket mechanism is provided between the second intermediate shaft and the right front wheel and between the second intermediate shaft and the right rear wheel, respectively. The driving force from the second motor is transmitted to the right front wheel and the right rear wheel via the second sprocket mechanism.

8. The driving device for an electric motor type four-wheel drive vehicle according to claim 1 or 2, wherein: The vehicle further comprises a ninth disconnection mechanism for connecting or disconnecting the left wheel side drive shaft for driving the left front wheel and the left rear wheel and the right wheel side drive shaft for driving the right front wheel and the right rear wheel. The driving force from the first motor is transmitted to the right front wheel and the right rear wheel, and the driving force from the second motor is transmitted to the left front wheel and the left rear wheel via the ninth disconnecting mechanism.

9. The driving device for an electric motor type four-wheel drive vehicle according to claim 1 or 2, wherein: The maximum output of the first motor and the maximum output of the second motor are equal to each other.

10. The driving device for an electric motor type four-wheel drive vehicle according to claim 1 or 2, wherein: It also includes a control device, which controls the disconnection of the first disconnection mechanism, the second disconnection mechanism, the third disconnection mechanism, the fourth disconnection mechanism, the fifth disconnection mechanism, the sixth disconnection mechanism, the seventh disconnection mechanism and the eighth disconnection mechanism, The control device controls the output states of the first motor and the second motor and the disconnection of each disconnection mechanism.

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