JP6111108B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device that includes a kinetic energy storage device that is mechanically connected to a motor generator and stores kinetic energy.

  In Patent Document 1, as shown in FIG. 17, a flywheel drive generator 113 that rotationally drives or generates power by the flywheel 112, an axle drive generator 116 that generates power by rotationally driving or braking the axle DS, A battery 115 for storing electrical energy at start-up, a power generator 111 (preferably a fuel cell) for generating driving electricity, a power controller 117 for controlling the flywheel-driven generator 113 and the axle-driven generator 116, When the vehicle driving power is larger than the power generation output of the power generation device 111 by the power controller 117, the flywheel driving power generator 113 generates power, and the vehicle driving power is smaller than the power generation output. Sometimes the flywheel 112 is caused by surplus power and generated power during braking. Discloses that storing Nerugi.

  Further, in Patent Document 2, as shown in FIG. 18, in a hybrid fuel cell vehicle including a fuel cell 211 and a flywheel 212, an electric motor 216 and a flywheel are stored in order to store the braking energy of the vehicle in the flywheel 212. 212 includes a main transmission 214 and a main clutch 213 provided between 212, a battery 215 for storing electrical energy for starting a fuel cell vehicle, and a flywheel control device 217 for controlling them. The flywheel control device 217 includes: The flywheel 212, the main transmission so as to convert the electrical energy from the fuel cell 211 and the battery 215 into mechanical energy via the electric motor 216, transmit this mechanical energy to the axle DS, and store excess mechanical energy. 214 and controlling the main clutch 213 are described. There. Reference numeral 222 is a slave clutch, reference numeral 223 is a slave reduction gear, and reference numeral 224 is a differential gear.

JP-A-10-108305 JP-A-10-75504

  However, in the hybrid type vehicle described in Patent Document 1, the flywheel drive generator 113 is not mechanically connected to an axle different from the axle DS, Other motor generators are required. Further, when the energy storage state of the flywheel 112 is greater than or equal to a predetermined value, there is a problem that regeneration can be performed only by the axle drive generator 116.

  Further, in the hybrid fuel cell vehicle described in Patent Document 2, when recovering kinetic energy during braking, the main transmission 214 is controlled so that the rotational speed of the motor side is higher than the rotational speed of the flywheel 212. Then, it is described that the kinetic energy is stored in the flywheel 212 by turning on (turning on) the main clutch 213, and the regenerative electric power of the electric motor 216 is not stored in the flywheel 212, but mechanical energy is Since it is stored in the wheel 212, there is a problem that the main transmission 214 for adjusting the rotational speed is required.

  The present invention has been made in view of the above problems, and provides a vehicle drive device that includes a kinetic energy storage device and can increase drive wheels and regenerative braking wheels without increasing the number of motor generators. The purpose is to do.

In order to achieve the above object, the invention described in claim 1
A first motor generator (for example, a first motor generator M / G1 in an embodiment described later) mechanically connected to a vehicle wheel (for example, a front wheel Wf or a rear wheel Wr in an embodiment described later);
A second motor generator electrically connected to the first motor generator (for example, a second motor generator M / G2 in an embodiment described later);
A kinetic energy storage device (for example, a flywheel FW or a first flywheel FW1 in an embodiment described later) that is mechanically connected to the second motor generator and stores kinetic energy, and the second motor generator Is a vehicle drive device (for example, the vehicle drive device 1 of the embodiment described later, for example) mechanically connected to another wheel (for example, a rear wheel Wr or a front wheel Wf of the embodiment described later) different from the wheel. 1A, 1B),
It is provided on a power transmission path between the second motor generator and the kinetic energy storage device, and the second motor generator side and the kinetic energy storage device side are cut off or connected by being released or fastened. First connecting / disconnecting means (for example, a first clutch CL1 in an embodiment described later);
The second motor generator is provided on a power transmission path between the second motor generator and the other wheel, and the second motor generator side and the other wheel side are disconnected or connected by releasing or fastening. 2 connecting / disconnecting means (for example, a second clutch CL2 in an embodiment described later),
A connection / disconnection means control device for controlling the first connection / disconnection means and the second connection / disconnection means (for example, a control device C / U of an embodiment described later),
The connection / disconnection means control device includes a simultaneous fastening prohibiting means for prohibiting simultaneous fastening of the first connection / disconnection means and the second connection / disconnection means.

Moreover, in addition to the structure of Claim 1, the invention of Claim 2 is
The connection / disconnection means control device includes a failure detection means for detecting a fastening maintenance failure of the first connection / disconnection means and the second connection / disconnection means,
The simultaneous fastening prohibiting means prohibits the other fastening when the failure detecting means detects a fastening maintenance failure of one of the first connecting / disconnecting means and the second connecting / disconnecting means. .

The invention according to claim 3
A first motor generator (for example, a first motor generator M / G1 in an embodiment described later) mechanically connected to a vehicle wheel (for example, a front wheel Wf or a rear wheel Wr in an embodiment described later);
A second motor generator electrically connected to the first motor generator (for example, a second motor generator M / G2 in an embodiment described later);
A kinetic energy storage device (for example, a flywheel FW or a first flywheel FW1 in an embodiment described later) that is mechanically connected to the second motor generator and stores kinetic energy, and the second motor generator Is a vehicle drive device (for example, the vehicle drive device 1 of the embodiment described later, for example) mechanically connected to another wheel (for example, a rear wheel Wr or a front wheel Wf of the embodiment described later) different from the wheel. 1A, 1B),
It is provided on a power transmission path between the second motor generator and the kinetic energy storage device, and the second motor generator side and the kinetic energy storage device side are cut off or connected by being released or fastened. First connecting / disconnecting means (for example, a first clutch CL1 in an embodiment described later);
The second motor generator is provided on a power transmission path between the second motor generator and the other wheel, and the second motor generator side and the other wheel side are disconnected or connected by releasing or fastening. 2 connecting / disconnecting means (for example, a second clutch CL2 in an embodiment described later),
A connection / disconnection means control device for controlling the first connection / disconnection means and the second connection / disconnection means (for example, a control device C / U of an embodiment described later),
The connection / disconnection means control device releases one of the first connection / disconnection means and the second connection / disconnection means from a state in which one of the first connection / disconnection means and the second connection / disconnection means is fastened and the other is released. And when switching to the state which fastens the other, it controls so that it may pass through the state which releases the said 2nd connection / disconnection means while releasing the said 1st connection / disconnection means.

The invention according to claim 4
A first motor generator (for example, a first motor generator M / G1 in an embodiment described later) mechanically connected to a vehicle wheel (for example, a front wheel Wf or a rear wheel Wr in an embodiment described later);
A second motor generator electrically connected to the first motor generator (for example, a second motor generator M / G2 in an embodiment described later);
A kinetic energy storage device (for example, a flywheel FW or a first flywheel FW1 in an embodiment described later) that is mechanically connected to the second motor generator and stores kinetic energy, and the second motor generator Is a vehicle drive device (for example, the vehicle drive device 1 of the embodiment described later, for example) mechanically connected to another wheel (for example, a rear wheel Wr or a front wheel Wf of the embodiment described later) different from the wheel. 1A, 1B),
It is provided on a power transmission path between the second motor generator and the kinetic energy storage device, and the second motor generator side and the kinetic energy storage device side are cut off or connected by being released or fastened. First connecting / disconnecting means (for example, a first clutch CL1 in an embodiment described later);
The second motor generator is provided on a power transmission path between the second motor generator and the other wheel, and the second motor generator side and the other wheel side are disconnected or connected by releasing or fastening. 2 connecting / disconnecting means (for example, a second clutch CL2 in an embodiment described later),
A connection / disconnection means control device for controlling the first connection / disconnection means and the second connection / disconnection means (for example, a control device C / U of an embodiment described later),
The connection / disconnection means control device releases one of the first connection / disconnection means and the second connection / disconnection means from a state in which one of the first connection / disconnection means and the second connection / disconnection means is fastened and the other is released. When switching to the state of fastening the other,
Releasing one of the first connecting / disconnecting means and the second connecting / disconnecting means;
Time sufficient for obtaining that both the first connecting / disconnecting means and the second connecting / disconnecting means are in a released state, or for allowing both the first connecting / disconnecting means and the second connecting / disconnecting means to be in a released state. Wait, step, and
Fastening the other of the first connecting / disconnecting means and the second connecting / disconnecting means.

Moreover, in addition to the structure of any one of Claims 1-3 , the invention of Claim 5 is provided ,
The torque transmission capacity when the first connection / disconnection means is fastened is the first capacity (for example, the transmission torque capacity TCL1 of the embodiment described later), and the torque transmission capacity when the second connection / disconnection means is fastened is the second capacity. The first connecting / disconnecting means and the second connecting / disconnecting means are configured so that the second capacity is larger than the first capacity when the capacity (for example, the transmission torque capacity TCL2 of the embodiment described later) is used. It is characterized by being.

Moreover, in addition to the structure of Claim 5, the invention of Claim 6 is
The vehicle drive device is more frequently generated in the second driving state in which the other motor generator drives the other wheels than in the first driving state in which the wheels are driven by the first motor generator. It is comprised so that it may become.

Moreover, in addition to the structure of any one of Claims 1-3 , invention of Claim 7 is provided ,
The torque transmission capacity when the first connection / disconnection means is fastened is the first capacity (for example, the transmission torque capacity TCL1 of the embodiment described later), and the torque transmission capacity when the second connection / disconnection means is fastened is the second capacity. The first connecting / disconnecting means and the second connecting / disconnecting means are configured so that the first capacity is larger than the second capacity when the capacity (for example, the transmission torque capacity TCL2 of the embodiment described later) is used. It is characterized by being.

Moreover, in addition to the structure of Claim 7, invention of Claim 8 is added to the structure of Claim 7,
The vehicle drive device is more frequently generated in the first driving state in which the wheels are driven by the first motor generator than in the second driving state in which the other wheels are driven by the second motor generator. Is configured to be high.

Moreover, in addition to the structure of any one of Claims 5-8, invention of Claim 9 is provided,
The first capacity is based on the kinetic energy storage device input / output shaft torque (for example, flywheel input / output shaft torque TY1 in an embodiment described later) required for storing and releasing kinetic energy in the kinetic energy storage device. Is also configured to be large.

Moreover, in addition to the structure of any one of Claims 5-9, the invention of Claim 10 is
The first capacity is a vehicle stability limit torque (for example, a vehicle stability limit torque of an embodiment described later) obtained based on a vehicle stability limit acceleration / deceleration of the vehicle (for example, a vehicle stability limit acceleration / deceleration a1 of the embodiment described later). TZ1) and a lock limit torque (for example, lock limit torque TZ2 in an embodiment described later) that causes any one of the wheels to be locked, whichever is lower (for example, stability limit torque TX1 in an embodiment described later) It is characterized by being comprised so that it may become smaller.

Moreover, in addition to the structure of any one of Claims 5-10, the invention of Claim 11 is
The second capacity is an acceleration / deceleration torque (for example, an acceleration / deceleration torque TZ3 in an embodiment described later) obtained based on the generated maximum acceleration / deceleration of the vehicle (e.g., an generated maximum acceleration / deceleration a2 in an embodiment described later), Of the maximum rated output torque of the second motor generator (for example, the maximum rated output torque TZ4 of the embodiment described later), it becomes larger than any lower torque (for example, the required transmission torque TY2 of the embodiment described later). It is comprised so that it may be comprised.

Moreover, in addition to the structure of any one of Claims 5-11, the invention of Claim 12 is
The second capacity is configured to be smaller than the damage torque of the weakest portion on the power transmission path between the second motor generator and the other wheels.

Moreover, in addition to the structure of any one of Claims 1-12, invention of Claim 13 is provided,
An electrical energy storage device (for example, a battery BATT according to an embodiment to be described later) electrically connected to the first motor generator and the second motor generator is provided.

Moreover, in addition to the structure of any one of Claims 1-13, the invention of Claim 14 is
Third connecting / disconnecting means provided on a power transmission path between the wheel and the first motor generator to release or fasten the wheel side and the first motor generator side to be disconnected or connected. (For example, a third clutch CL3 of an embodiment described later) is further provided.

Moreover, in addition to the structure of Claim 14, the invention of Claim 15 is
The first motor generator is further mechanically connected to the kinetic energy storage device.

Moreover, in addition to the structure of Claim 15, this invention of Claim 16
It is provided on a power transmission path between the first motor generator and the kinetic energy storage device, and the first motor generator side and the kinetic energy storage device side are cut off or connected by releasing or fastening. 4th connection / disconnection means (for example, 4th clutch CL4 of the below-mentioned embodiment).

Moreover, in addition to the structure of Claim 15 or 16, the invention of Claim 17 is
The rotation shafts of the first motor generator, the second motor generator, and the kinetic energy storage device are arranged on the same straight line.

Moreover, in addition to the structure of any one of Claims 1-14, the invention of Claim 18 is
A kinetic energy storage device different from the kinetic energy storage device (for example, a second flywheel FW2 in an embodiment described later),
The first motor generator is further mechanically connected to the other kinetic energy storage device.

In addition to the configuration described in claim 18, the invention described in claim 19 includes
Provided on a power transmission path between the first motor generator and the other kinetic energy storage device, and disconnecting the first motor generator side and the other kinetic energy storage device side by releasing or fastening. Alternatively, a fourth connecting / disconnecting means (for example, a fourth clutch CL4 in the embodiment described later) is provided.

In addition to the configuration described in claim 18 or 19, the invention described in claim 20 includes
The rotation axis of the kinetic energy storage device and the rotation axis of the other kinetic energy storage device are arranged on different straight lines.

  According to the first aspect of the present invention, the driving wheels and the regenerative braking can be performed without increasing the number of motor generators by using the motor generator that has been used for storing energy in the conventional kinetic energy storage device. You can increase the number of wheels. That is, since the first and second motor generators connected to different wheels can be controlled independently, the traveling performance and efficiency of the vehicle can be improved. Further, the simultaneous fastening prohibiting means prohibits the first connecting / disconnecting means and the second connecting / disconnecting means from being simultaneously engaged, so that the vehicle travel energy of other wheels mechanically connected to the second motor generator is reduced. The unstable vehicle behavior and power that can be generated by the mutual influence of the inertial force according to the inertial force and the inertial force according to the stored energy of the kinetic energy storage device mechanically connected to the second motor generator Damage to the transmission path can be suppressed.

  According to invention of Claim 2, even if it is a case where a 1st connection / disconnection means or a 2nd connection / disconnection means carries out fastening maintenance failure, it can suppress unstable vehicle behavior and damage to a power transmission path. it can.

  According to the third aspect of the present invention, the drive wheels and the regenerative braking can be performed without increasing the number of motor generators by using the motor generator that has been used for storing energy in the conventional kinetic energy storage device. You can increase the number of wheels. That is, since the first and second motor generators connected to different wheels can be controlled independently, the traveling performance and efficiency of the vehicle can be improved. Further, when the first connecting / disconnecting means and the second connecting / disconnecting means are switched, the first motor connecting / disconnecting means is released and the second connecting / disconnecting means is released to pass through the second motor / generator. The inertial force according to the vehicle running energy of the other wheels connected to each other and the inertial force according to the stored energy of the kinetic energy storage device mechanically connected to the second motor generator influence each other. It is possible to suppress unstable vehicle behavior and power transmission path damage that may occur due to the above.

  According to the fourth aspect of the present invention, by using the motor generator that has been used to store energy in the conventional kinetic energy storage device, the driving wheels and regenerative braking can be performed without increasing the number of motor generators. You can increase the number of wheels. That is, since the first and second motor generators connected to different wheels can be controlled independently, the traveling performance and efficiency of the vehicle can be improved. In addition, when the first connecting / disconnecting means and the second connecting / disconnecting means are connected, it is acquired that the first connecting / disconnecting means and the second connecting / disconnecting means are in the released state, or the released state is entered. By waiting for a sufficient time, inertial force according to vehicle running energy of other wheels mechanically connected to the second motor generator and kinetic energy storage device mechanically connected to the second motor generator It is possible to suppress unstable vehicle behavior and damage to the power transmission path, which may be caused by the mutual influence of the inertial force according to the stored energy. In this specification, “acquisition” is a concept including detection, estimation, and the like.

According to the invention described in claim 5, since the second capacity is larger than the first capacity, a larger torque can be transmitted between the second motor generator and the other wheels. Larger and more responsive vehicle torque can be obtained.

  According to invention of Claim 6, another wheel can be utilized as a main drive wheel.

According to the seventh aspect of the present invention, since the first capacity is larger than the second capacity, it is possible to transmit a larger torque between the first motor generator and the wheel, and the wheel provides a greater response. High vehicle torque can be obtained.

  According to invention of Claim 8, a wheel can be utilized as a main drive wheel.

  According to the ninth aspect of the present invention, the performance of the kinetic energy storage device can be fully utilized.

  According to the tenth aspect of the present invention, it is possible to avoid unstable behavior even when both the first connecting / disconnecting means and the second connecting / disconnecting means are in a fastening state.

  According to the eleventh aspect, the power performance of the vehicle can be ensured.

  According to the twelfth aspect of the present invention, since the second connecting / disconnecting device slides faster than the weakest portion, the weakest portion can be prevented from being damaged.

  According to the invention described in claim 13, the energy storage destination options regenerated by the first motor generator and / or the second motor generator are increased in addition to the kinetic energy storage device, and the kinetic energy storage is increased. Since it becomes a complementary supply source when the energy of the apparatus is insufficient, the recovery of energy can be increased while the energy shortage can be reduced.

  According to the invention described in claim 14, by reducing the third connecting / disconnecting means when the first motor generator is not driven, the accompanying loss of the first motor generator transmitted to the wheels is reduced. can do.

  According to the invention described in claim 15, the role of the motor generator that contributes to the recovery of vehicle energy by regenerative drive and the motor generator that contributes to the accumulation of kinetic energy by power running drive according to the vehicle, road surface condition, etc. Can be reversed.

  According to the invention described in claim 16, according to the situation, the first motor generator and the second motor generator can be disconnected and connected to the wheels or other wheels and the kinetic energy storage device, It is possible to appropriately regenerate vehicle energy by the first motor generator and the second motor generator and to store kinetic energy in the kinetic energy storage device.

  According to the invention of claim 17, the radial direction can be reduced.

  According to the invention described in claim 18, the role of the motor generator that contributes to the recovery of vehicle energy by regenerative driving and the motor generator that contributes to the accumulation of kinetic energy by power running drive according to the vehicle, the road surface condition, etc. Can be reversed.

  According to the nineteenth aspect of the present invention, the first motor generator and the second motor generator can be disconnected / connected to the wheels or other wheels and the kinetic energy storage device according to the situation, In addition, vehicle energy can be regenerated by the first motor generator and the second motor generator, and kinetic energy can be stored in the kinetic energy storage device.

  According to the twentieth aspect, the degree of freedom of arrangement of the kinetic energy storage device and the motor generator is improved.

1 is a block diagram showing a schematic configuration of a vehicle drive device according to a first embodiment of the present invention. It is a block diagram explaining the clutch state and torque flow at the time of normal driving in the first embodiment, (a) at the time of front wheel drive (2WD), (b) at the time of rear wheel drive (2WD), (c). Is during four-wheel drive (4WD). FIG. 3 is a block diagram for explaining the clutch state and torque flow during braking regeneration in the first embodiment, where (a) is for FW accumulation (regeneration amount ≦ FW accumulation capacity), and (b) is for BATT charge (regeneration amount). > FW storage capacity). It is a block diagram explaining the clutch state at the time of energy discharge | release of the flywheel FW, and the flow of torque in 1st Embodiment. It is a timing chart in a certain travel mode in the vehicle carrying the vehicle drive device of 1st Embodiment. It is a timing chart in other driving modes in the vehicle carrying the vehicle drive device of the first embodiment. It is a figure explaining the change of the 1st clutch and the 2nd clutch. (A) It is a figure which shows the fastening maintenance failure state of a 1st clutch, (b) It is a figure which shows the fastening maintenance failure state of a 2nd clutch, (c) The fastening maintenance failure state of a 1st and 2nd clutch is shown. FIG. It is a block diagram which shows schematic structure of the vehicle drive device of 2nd Embodiment which concerns on this invention. It is a block diagram explaining the clutch state at the time of normal driving | running | working and the flow of torque in 2nd Embodiment, (a) at the time of front-wheel drive (2WD), (b) at the time of rear-wheel drive (2WD), (c). Is during four-wheel drive (4WD). FIG. 10 is a block diagram for explaining the clutch state and torque flow during braking regeneration in the second embodiment, where (a) is when FW is accumulated {(regeneration amount ≦ FW accumulation capacity) + (DS1 predicted regeneration amount> DS2 predicted regeneration). Amount)}, (b) during FW accumulation {(regeneration amount ≦ FW accumulation capacity) + (DS1 predicted regeneration amount <DS2 predicted regeneration amount)}, (c) during BATT charging (regeneration amount> FW accumulation capacity) is there. It is a block diagram explaining the clutch state and torque flow at the time of energy release of the flywheel FW in the second embodiment, (a) DS1 predicted slip amount <DS2 predicted slip amount, (b) DS1 predicted slip amount. > DS2 predicted slip amount. It is a block diagram which shows schematic structure of the vehicle drive device of 3rd Embodiment which concerns on this invention. It is a block diagram explaining the clutch state at the time of normal driving | running | working and the flow of torque in 3rd Embodiment, (a) at the time of front-wheel drive (2WD), (b) at the time of rear-wheel drive (2WD), (c). Is during four-wheel drive (4WD). FIG. 10 is a block diagram for explaining the clutch state and torque flow during braking regeneration in the third embodiment, where (a) is during FW accumulation {(regeneration amount ≦ FW accumulation capacity) + (DS1 predicted regeneration amount> DS2 predicted regeneration). Amount)}, (b) during FW accumulation {(regeneration amount ≦ FW accumulation capacity) + (DS1 predicted regeneration amount <DS2 predicted regeneration amount)}, (c) during BATT charging (regeneration amount> FW accumulation capacity) is there. It is a block diagram explaining the clutch state and torque flow at the time of energy release of the flywheel FW in the third embodiment, (a) DS1 predicted slip amount <DS2 predicted slip amount, (b) DS1 predicted slip amount. > DS2 predicted slip amount. 2 is a block diagram of a hybrid vehicle described in Patent Document 1. FIG. FIG. 10 is a block diagram of a hybrid vehicle described in Patent Document 2.

First, embodiments of a vehicle drive device according to the present invention will be described with reference to the drawings.
<First Embodiment>
FIG. 1 is a block diagram showing a schematic configuration of a vehicle drive device according to a first embodiment of the present invention.
In the vehicle drive device 1 of the present embodiment, the first motor generator M / G1 is mechanically connected to the axle DS1 connected to one wheel of the front wheel Wf and the rear wheel Wr, and is connected to the other wheel. The second motor generator M / G2 is mechanically connected to the axle DS2. The second motor generator M / G2 is also mechanically connected to a flywheel FW that stores kinetic energy, and the rotation axes of the second motor generator M / G2 and the flywheel FW are the same in the vehicle longitudinal direction. They are arranged in a straight line. In the present embodiment and the embodiments described later, the description will be made assuming that the axle DS1 is connected to the front wheel Wf and the axle DS2 is connected to the rear wheel Wr. However, the axle DS1 is connected to the rear wheel Wr and the axle DS2 is It may be connected to the front wheel Wf.

  A first clutch CL1 is provided on the power transmission path between the second motor generator M / G2 and the flywheel FW, and on the power transmission path between the second motor generator M / G2 and the axle DS2. The second clutch CL2 is provided, and the third clutch CL3 is provided on the power transmission path between the first motor generator M / G1 and the axle DS1. In the present embodiment, the third clutch CL3 is not necessarily required, and the first motor generator M / G1 and the axle DS1 may be directly connected.

  Therefore, by releasing or engaging the first clutch CL1, the second motor generator M / G2 and the flywheel FW are disconnected or connected, and by releasing or engaging the second clutch CL2, the second electric motor The generator M / G2 and the axle DS2 are disconnected or connected, and the first motor generator M / G1 and the axle DS1 are disconnected or connected by releasing or engaging the third clutch CL3.

  In the vehicle drive device 1 thus mechanically connected, the electric energy transmitted to the second motor generator M / G2 is stored as kinetic energy in the flywheel FW by engaging the first clutch CL1. The kinetic energy accumulated in the flywheel FW can be converted into electric energy by the second motor generator M / G2.

  Further, since the second motor generator M / G2 is connected to the axle DS2 via the second clutch CL2, the axle is obtained by engaging the second clutch CL2 and driving the second motor generator M / G2 to power running. The driving force can be transmitted to the rear wheel Wr connected to the DS2, and the braking force can be applied to the rear wheel Wr connected to the axle DS2 by regeneratively driving the second motor generator M / G2.

  Further, since the first motor generator M / G1 is connected to the axle DS1 via the third clutch CL3, the axle is obtained by engaging the third clutch CL3 and driving the first motor generator M / G1. A driving force can be transmitted to the front wheels Wf connected to the DS1, and a braking force can be applied to the front wheels Wf connected to the axle DS1 by regeneratively driving the first motor generator M / G1.

  Furthermore, the first motor generator M / G1 and the second motor generator M / G2 are electrically connected via the control device C / U. Further, a battery BATT is mounted on the vehicle drive device 1 and is controlled by the control device C / U. The battery BATT may be a storage battery (secondary battery) or may include both a storage battery and a fuel cell. Accordingly, the first motor generator M / G1, the second motor generator M / G2, and the battery BATT are electrically connected via the control device C / U, so that electric energy can be transferred between them. .

  As a result, the electric energy of the first motor generator M / G1 can be supplied to the second motor generator M / G2 or stored in the battery BATT, and the electric energy of the second motor generator M / G2 can be stored in the second motor generator M / G2. 1 can be supplied to the motor generator M / G1, or can be stored in the battery BATT. The electric energy stored in the battery BATT can be supplied to the first motor generator M / G1, or the second motor generator M / G1. Can be supplied to G2. When both the storage battery and the fuel cell are provided, the power generated by the fuel cell can be stored in the storage battery. Since the battery BATT is provided, the number of options for storing energy regenerated by the first motor generator M / G1 and / or the second motor generator M / G2 increases in addition to the flywheel FW, and the flywheel Since it becomes a complementary supply source when the energy of FW is insufficient, it is possible to reduce the energy recovery while reducing the energy recovery. In the following description, the battery BATT is described as a storage battery that can be charged by power feeding from an external charging device (not shown).

  The control device C / U controls the first to third clutches CL1, CL2, CL3 in addition to the control of the electric system of the first motor generator M / G1, the second motor generator M / G2, and the battery BATT. It also has a function as a connection / disconnection means control device. The control device C / U switches between a first state in which the first clutch CL1 is released and the second clutch CL2 is engaged, and a second state in which the first clutch CL1 is engaged and the second clutch CL2 is released. Here, the control device C / U does not take a state of simultaneously engaging both the first clutch CL1 and the second clutch CL2. That is, as will be described in detail later, the control device C / U also functions as a simultaneous fastening prohibiting unit. Therefore, since the axle DS2 and the flywheel FW are not connected so as to be able to transmit power, a transmission for rotational alignment is provided on the power transmission path between the second motor generator M / G2 and the flywheel FW. There is no need. Further, when the second motor generator M / G2 is driven or regenerated with the second clutch CL2 engaged, the first clutch CL1 is released so that the flywheel FW is not dragged. When the second motor generator M / G2 is driven by power running or regeneratively driven with the first clutch CL1 engaged, the second clutch CL2 is released so that the axle DS2 is not dragged. Thereby, energy can be transmitted and stored efficiently.

Next, control during travel of the vehicle drive device 1 will be described.
FIG. 2 is a block diagram for explaining the clutch state and torque flow during normal driving. (A) is for front wheel drive (2WD), (b) is for rear wheel drive (2WD), and (c) is for four wheels. It is during driving (4WD). In the figure, a thick arrow with hatching indicates the power running torque of the motor generator, a thick arrow without hatching indicates the regenerative torque of the motor generator, and a thin arrow indicates the flow of electric power. The same applies to FIGS. 3, 4, 10 to 12, and 14 to 16.

  During front wheel drive (2WD), as shown in FIG. 2 (a), the first clutch CL1 and the second clutch CL2 are disengaged and the third clutch CL3 is engaged, and the power energy from the battery BATT is used. By powering the one motor generator M / G1, the power running torque from the first motor generator M / G1 is transmitted to the axle DS1.

  At the time of rear wheel drive (2WD), as shown in FIG. 2 (b), the first clutch CL1 and the third clutch CL3 are disengaged and the second clutch CL2 is engaged, and the electric energy from the battery BATT is used. By powering the second motor generator M / G2, the power running torque from the second motor generator M / G2 is transmitted to the axle DS2.

  At the time of four-wheel drive (4WD), as shown in FIG. 2 (c), the first clutch CL1 is disengaged and the second clutch CL2 and the third clutch CL3 are engaged with the electric energy from the battery BATT. By powering the first motor generator M / G1 and the second motor generator M / G2, the power running torque from the first motor generator M / G1 is transmitted to the axle DS1 and the second motor generator. Power running torque from M / G2 is transmitted to axle DS2.

  As described above, during normal traveling, the first clutch CL1 provided on the power transmission path between the second motor generator M / G2 and the flywheel FW is released, particularly during rear wheel drive (2WD). At the time of four-wheel drive (4WD), the drag loss of the flywheel FW with respect to the second motor generator M / G2 driven by power running can be reduced, and energy can be efficiently transmitted.

  FIG. 3 is a block diagram for explaining the clutch state and torque flow during braking regeneration, where (a) is for FW accumulation (regeneration amount ≦ FW accumulation capacity), and (b) is for BATT charging (regeneration amount> FW). Storage capacity).

  During braking regeneration, if the regeneration amount is less than or equal to the storage capacity of the flywheel FW, regeneration energy is stored as kinetic energy in the flywheel FW, and if the regeneration amount exceeds the storage capacity of the flywheel FW, the regeneration energy is stored in the battery BATT. Stored as electrical energy. For example, the storage capacity of the flywheel FW is set to a value equal to the regeneration amount when the vehicle traveling at a vehicle speed of V1 (for example, 60 km / hour) decelerates and stops. V1 can be arbitrarily set.

  When the regenerative amount is equal to or less than the accumulated capacity of the flywheel FW, as shown in FIG. 3A, the second clutch CL2 is released and the first clutch CL1 and the third clutch CL3 are engaged. By regeneratively driving the motor generator M / G1 and powering the second motor generator M / G2, the kinetic energy of the axle DS1 is converted into electrical energy as regenerative energy of the first motor generator M / G1, The second motor generator M / G2 is driven by the electric energy, and the kinetic energy of the second motor generator M / G2 is accumulated in the flywheel FW. Accordingly, the kinetic energy of the vehicle is flywheeled mechanically or electrically via the front wheel Wf, the third clutch CL3, the first motor generator M / G1, the second motor generator M / G2, and the first clutch CL1. Can be stored in FW. In addition, the regenerative power of the first motor generator M / G1 is released by releasing the second clutch CL2 provided on the power transmission path between the second motor generator M / G2 and the axle DS2. Accordingly, the second motor generator M / G2 that is driven by power running is not disturbed by the drag of the axle DS2, so that energy can be more efficiently stored in the flywheel FW.

  When the regenerative amount exceeds the storage capacity of the flywheel FW, as shown in FIG. 3B, the first clutch CL1 is released, and the first clutch CL2 and the third clutch CL3 are engaged, Regenerative energy from the first motor generator M / G1 and the second motor generator M / G2 is generated by regeneratively driving the motor generator M / G1 and regeneratively driving the second motor generator M / G2. It is converted to energy and stored in battery BATT. As described above, when the energy storage state of the flywheel FW is greater than or equal to the predetermined value, the regenerative energy is stored in the battery BATT, so that the vehicle can be braked stably, and the vehicle energy recovery leakage is reduced. Can do. Further, by separating the flywheel FW, the drag loss of the flywheel FW with respect to the second motor generator M / G2 that is regeneratively driven is reduced, and energy can be efficiently recovered.

FIG. 4 is a block diagram for explaining the clutch state and torque flow when the energy of the flywheel FW is released.
When releasing energy from the state where energy is accumulated in the flywheel FW, the second motor generator M / G2 is released with the second clutch CL2 disengaged and the first clutch CL1 and the third clutch CL3 engaged. Is regeneratively driven and the first motor generator M / G1 is power-driven to convert the kinetic energy of the flywheel FW into electric energy as regenerative energy of the second motor generator M / G2, and the electric energy causes the first One motor generator M / G1 is driven to power, and the kinetic energy of the first motor generator M / G1 is transmitted to the axle DS1. As a result, the accumulated energy of the flywheel FW is transmitted to the front wheels Wf via the first clutch CL1, the second motor generator M / G2, the first motor generator M / G1, and the third clutch CL3 mechanically or electrically. can do. Further, the second motor generator M / G2 that is regeneratively driven is thus released by releasing the second clutch CL2 provided on the power transmission path between the second motor generator M / G2 and the axle DS2. However, it is not disturbed by the drag of the axle DS2.

Next, two different travel modes will be described as examples of specific control during travel of a vehicle on which the vehicle drive device 1 is mounted.
FIG. 5 is a timing chart in a certain travel mode.
In this driving mode, after a so-called rough road such as a low friction surface road, the vehicle is stopped once, and through external power feeding, the vehicle starts to accelerate, cruises at a vehicle speed V1 (for example, 60 km / hour), decelerates, and restarts. A case was assumed. 5 and 6, the FW accumulation amount is a schematic representation of the energy accumulation amount of the flywheel FW, and the battery SOC is a schematic representation of the storage amount SOC (State Of Charge) of the battery BATT. It is.

  The rough road traveling is four-wheel drive (4WD), and as described above, the first clutch CL1 is released, the second clutch CL2 and the third clutch CL3 are engaged, and the electric energy from the battery BATT is used. By powering the first motor generator M / G1 and the second motor generator M / G2, the power running torque from the first motor generator M / G1 is transmitted to the axle DS1 and the second motor generator. Power running torque from M / G2 is transmitted to axle DS2. At this time, the battery SOC decreases. On the other hand, since the first clutch CL1 is released, the flywheel FW is stationary and energy is not accumulated.

  Subsequently, by performing external power supply when the vehicle is stopped, it is possible to recover the battery SOC that has been consumed on a rough road. Even in this state, the flywheel FW is stationary and no energy is accumulated.

  During start-up and rapid acceleration, four-wheel drive (4WD) is used, and when the vehicle speed reaches V1, cruise travel is performed. During cruise traveling, for example, rear wheel drive (2WD) is performed, and during rear wheel drive (2WD), as shown in FIG. 2B, the first clutch CL1 and the third clutch CL3 are released, and the second With the clutch CL2 engaged, the power running torque from the second motor generator M / G2 is transmitted to the axle DS2 by driving the second motor generator M / G2 with the power energy from the battery BATT.

  When the vehicle is decelerated from the cruise traveling state at the vehicle speed V1, the second clutch CL2 is released and the first clutch CL1 and the third clutch CL3 are engaged as shown in FIG. Regenerative drive of the first motor generator M / G1 and power running of the second motor generator M / G2 convert the kinetic energy of the axle DS1 into electrical energy as regenerative energy of the first motor generator M / G1. Then, the second motor generator M / G2 is driven by the electric energy, and the kinetic energy of the second motor generator M / G2 is accumulated in the flywheel FW. At this time, since the storage capacity of the flywheel FW is equal to the regeneration amount when the vehicle running at the vehicle speed V1 is stopped, the kinetic energy of the vehicle is stored in the flywheel FW, and no power is stored in the battery BATT. Therefore, the FW accumulation amount increases and the battery SOC is maintained in a constant state.

  When the vehicle restarts from this state, the accumulated energy of the flywheel FW is used. That is, as described in FIG. 4, the second motor generator M / G2 is regeneratively driven and the first electric motor is driven with the second clutch CL2 disengaged and the first clutch CL1 and the third clutch CL3 engaged. By motively driving the generator M / G1, the kinetic energy of the flywheel FW is converted into electric energy as regenerative energy of the second motor generator M / G2, and the first motor generator M / G1 is converted by the electric energy. Power running is performed, and the kinetic energy of the first motor generator M / G1 is transmitted to the axle DS1. Thus, by using the energy accumulated in the flywheel FW, the vehicle can be started while the battery SOC remains constant. The flywheel FW that has released the energy gradually drops in rotation and then stops.

  Thereafter, when the stored energy of the flywheel FW becomes less than a predetermined value, the above-described four-wheel drive (4WD), front-wheel drive (2WD), or rear-wheel drive (2WD) is driven by receiving power from the battery BATT. It is selected according to the road surface condition (not shown).

FIG. 6 is a timing chart in another travel mode.
In this driving mode, after driving on a so-called bad road such as a low-friction surface road, the vehicle is stopped once, and through external power feeding, starting sudden acceleration, vehicle speed V1 (for example, 60 km / hour) to slow acceleration, vehicle speed V2 (for example, 100 km) Assuming the case of cruise driving, slowing down and re-starting.

In the other travel modes of FIG. 6, the operations in the cruise travel region and the deceleration region at the vehicle speed V1 in the travel mode of FIG. 5 are different, and this point will be described.
From the vehicle speed V1 (for example, 60 km / hour) to the slow acceleration region and the cruise traveling region from the vehicle speed V2 (for example, 100 km) is front wheel drive (2WD) or rear wheel drive (2WD), and front wheel drive (2WD in FIG. 5). ) Or rear wheel drive (2WD).

  When the vehicle is decelerated from the cruise traveling state at the vehicle speed V2, as shown in FIG. 3A, the second clutch CL2 is released, and the first clutch CL1 and the third clutch CL3 are engaged, Regenerative drive of the first motor generator M / G1 and power running of the second motor generator M / G2 convert the kinetic energy of the axle DS1 into electrical energy as regenerative energy of the first motor generator M / G1. Then, the second motor generator M / G2 is driven by the electric energy, and the kinetic energy of the second motor generator M / G2 is accumulated in the flywheel FW. At this time, since the storage capacity of the flywheel FW is equal to the regeneration amount when the vehicle running at the vehicle speed V1 is stopped, the storage amount of the flywheel FW is halfway through the deceleration from the vehicle speed V2. Will be exceeded. Therefore, regenerative energy is accumulated in the battery BATT when the accumulated amount of the flywheel FW reaches the accumulated capacity of the flywheel FW.

  When the accumulated amount of the flywheel FW reaches the accumulated capacity of the flywheel FW, as shown in FIG. 3B, the first clutch CL1 is released and the second clutch CL2 and the third clutch CL3 are engaged. The first motor generator M / G1 is regeneratively driven and the second motor generator M / G2 is regeneratively driven to regenerate from the first motor generator M / G1 and the second motor generator M / G2. Energy is converted to electrical energy and stored in battery BATT. In this way, when the accumulated amount of the flywheel FW reaches the accumulated capacity of the flywheel FW, the kinetic energy of the vehicle is accumulated in the flywheel FW by changing the energy accumulation destination from the flywheel FW to the battery BATT. In addition, the battery SOC increases, and the leakage of vehicle energy recovery can be reduced. In the above description, when the accumulated amount of the flywheel FW reaches the accumulated capacity of the flywheel FW, the first motor power generation is performed with the first clutch CL1 released and the second clutch CL2 and the third clutch CL3 engaged. The machine M / G1 and the second motor generator M / G2 are regeneratively driven, but only the first motor generator M / G1 is regeneratively driven with the first clutch CL1 released and the second clutch CL2 released. May be. At this time, the second motor generator M / G2 may stop the power running drive or reduce the power running drive more than when kinetic energy is accumulated in the flywheel FW.

Here, the function as the simultaneous fastening prohibiting means of the control device C / U will be described in detail.
When the vehicle is braked (FW accumulation) from the state where the vehicle is driven by the rear wheel drive (2WD) in FIGS. 5 and 6, and when the vehicle of FIG. 6 is braked (BATT accumulation) and the vehicle restarts. The first clutch CL1 and the second clutch CL2 are released from the state in which the first clutch CL1 is released and the second clutch CL2 is engaged to the state in which the first clutch CL1 is engaged and the second clutch CL2 is released. Need to be reconnected.

  At this time, the control device C / U releases the first clutch CL1 after the OFF command, which is a command to release the second clutch CL2, and before the ON command, which is a command to fasten the first clutch CL1. Control is performed via a state in which the second clutch CL2 is released. Specifically, as shown in FIG. 7, after an OFF command for the second clutch CL2, a response delay time T1 at which the clutch transmission torque (CL transmission torque) of the second clutch CL2 is actually released becomes zero. After elapses, the system further waits for a margin T2 and then issues an ON command for the first clutch CL1. The margin margin T2 can be set by a timer or the like, for example.

  That is, the controller C / U releases the second clutch CL2, waits for a time sufficient for both the first clutch CL1 and the second clutch CL2 to be released by the timer, and the first clutch CL1. The first clutch CL1 and the second clutch CL2 are changed over through the step of engaging.

  In addition to the timer, a sensor that can detect the released state of both the first clutch CL1 and the second clutch CL2 may be used. In this case, the control device C / U releases the second clutch CL2, acquires from the sensor that the first clutch CL1 and the second clutch CL2 are both released, and engages the first clutch CL1. And switching the first clutch CL1 and the second clutch CL2.

  In the above example, the first clutch CL1 is changed from the state in which the first clutch CL1 is released and the second clutch CL2 is engaged to the state in which the first clutch CL1 is engaged and the second clutch CL2 is released. In the above description, the first clutch CL1 is engaged as in the case of braking the vehicle (BATT accumulation) from the state where the vehicle is braked (FW accumulation) in FIG. Also, when the first clutch CL1 and the second clutch CL2 are switched from the state in which the second clutch CL2 is released to the state in which the first clutch CL1 is released and the second clutch CL2 is engaged, Similar control is performed so as to go through a state in which the first clutch CL1 is released and the second clutch CL2 is released.

  As described above, according to the present embodiment, the first motor generator M / G1 mechanically connected to the front wheel Wf via the axle DS1 and the first motor generator M / G1 are electrically connected. A second motor generator M / G2 and a flywheel FW that is mechanically connected to the second motor generator M / G2 and stores kinetic energy. The second motor generator M / G2 Since it is mechanically connected to the wheel Wr via the axle DS2, by using the motor generator that has been used to store energy in the conventional kinetic energy storage device, without increasing the number of motor generators, Drive wheels and regenerative braking wheels can be increased. That is, four-wheel drive traveling can be performed by the first and second motor generators M / G1 and M / G2, and regeneration can be performed by the front wheels Wf and the rear wheels Wr.

  Moreover, it is provided on the power transmission path between the second motor generator M / G2 and the flywheel FW, and is disconnected or connected between the second motor generator M / G2 side and the flywheel FW side by releasing or fastening. Provided on the power transmission path of the first clutch CL1, the second motor generator M / G2 and the rear wheel Wr to be put into a state, and the second motor generator M / G2 side and the rear wheel Wr by releasing or fastening. Since the second clutch CL2 is placed in a disconnected or connected state, the second motor generator M / G2 can be disconnected and connected to the rear wheel Wr and the flywheel FW depending on the situation. Thus, it is possible to appropriately regenerate vehicle energy by the second motor generator M / G2 and accumulate kinetic energy in the flywheel FW.

  Further, the control device C / U as the connection / disconnection means control device also functions as simultaneous engagement prohibiting means for prohibiting simultaneous engagement of the first clutch CL1 and the second clutch CL2, and the first clutch CL1 and the second clutch When the clutch CL2 is switched, the first clutch CL1 is released and the second clutch CL2 is controlled to be released. After mechanically connected to the second motor generator M / G2, The inertial force according to the vehicle running energy of the wheel Wr and the inertial force according to the stored energy of the flywheel FW mechanically connected to the second motor generator M / G2 can be caused by mutual influence. Unstable vehicle behavior and damage to the power transmission path can be suppressed.

  Moreover, it is preferable that the vehicle drive device 1 has a failure detection unit that detects a fastening maintenance failure when the first clutch CL1 and the second clutch CL2 fail in a fastening maintenance state in which the first clutch CL1 and the second clutch CL2 fail. As the failure detection means, the above-described timer, sensor, or the like may be used in combination. Alternatively, a sensor or the like that detects a fastening maintenance failure may be used. In this case, when the control device C / U detects a failure of one of the first clutch CL1 and the second clutch CL2, the control device C / U prohibits engagement of the other. Thereby, even if it is a case where the 1st clutch CL1 or the 2nd clutch CL2 carries out a fastening maintenance failure, it can control unstable vehicle behavior and damage to a power transmission path.

The first clutch CL1 and the second clutch CL2 are friction clutches, and the transmission torque capacity TCL1 of the first clutch CL1 and the transmission torque capacity TCL2 of the second clutch CL2 satisfy the following expressions (1) and (2): It is preferable that it is set.
TY1 <TCL1 <TX1 (1)
TY2 <TCL2 <TX2 (2)

  TX1 is a vehicle stability limit torque TZ1 expressed by the following equation (3) at the time of vehicle stability limit acceleration / deceleration a1 of the vehicle when the first clutch CL1 and the second clutch CL2 are simultaneously engaged and maintained in failure. This is the lower of the lock limit torque TZ2 expressed by the following formula (4) that causes the rear wheel Wr to lock (hereinafter referred to as the stability limit torque).

TZ1 = vehicle weight × a1 × wheel radius × axle DS2 reduction ratio (3)
TZ2 = vehicle weight × friction coefficient × wheel radius × reduction ratio of axle DS2 (4)

  TY1 is a flywheel input / output shaft torque required for storing and releasing kinetic energy in the flywheel FW, which is expressed by the following equation (5).

TY1 = FW inertia moment × FW angular acceleration (5)
The FW moment of inertia is the inertia moment of the flywheel FW, and the FW angular acceleration is the maximum angular acceleration of the flywheel FW expressed by the following equation (6).

FW angular acceleration = FW speed / time required for storage and release of kinetic energy (6)
The FW rotation speed is the rotation speed of the flywheel FW. The FW rotation speed is maximum when the rotation speed is in accordance with the set energy storage capacity, and the required time is the shortest when energy regeneration is performed at the maximum power set by the vehicle. When both are satisfied, the FW angular acceleration is maximum. It becomes acceleration.

  Thus, by making the transmission torque capacity TCL1 of the first clutch CL1 larger than the flywheel input / output shaft torque TY1, the performance of the flywheel FW can be utilized to the maximum, and is made smaller than the stability limit torque TX1. As a result, even if both the first clutch CL1 and the second clutch CL2 fail to maintain the engagement, the unstable behavior of the vehicle can be avoided.

  TX2 is the damage torque at the weakest part in the second motor generator M / G2, the second clutch CL2, the axle DS2, the rear wheel Wr, and the path for transmitting torque between these elements.

  TY2 is one of the acceleration / deceleration torque TZ3 expressed by the equation (7) and the maximum rated output torque TZ4 of the second motor generator M / G2 obtained based on the maximum generated acceleration / deceleration a2 of the vehicle. Low torque (hereinafter referred to as transmission required torque).

  TZ3 = vehicle weight × a2 × wheel radius × axle DS2 reduction ratio (7)

  Thus, the power performance of the vehicle can be ensured by making the transmission torque capacity TCL2 of the second clutch CL2 larger than the necessary torque TY2, and by making it smaller than the damage torque TX2 of the weakest part, The second clutch CL2 can slide faster than damage, and damage to the weakest part can be avoided.

  The relationship between the transmission torque capacity TCL1 of the first clutch CL1 and the transmission torque capacity TCL2 of the second clutch CL2 can be set in the following three ways.

<TCL1 = TCL2 = TCL>
When the transmission torque capacity TCL1 of the first clutch CL1 and the transmission torque capacity TCL2 of the second clutch CL2 are made equal, the above equations (1) and (2) can be rewritten as the following equations (8) and (9): Can do.

TY1 <TCL (= TCL1) <TX1 (8)
TY2 <TCL (= TCL2) <TX2 (9)

  In this case, since the relationship of TY2 <TX1 is inevitably due to the inequality, it is necessary to set the required transmission torque TY2 lower than the stability limit torque TX1, and as a result, the power performance of the vehicle is sacrificed.

  Similarly, since the relationship of TY1 <TX2 is inevitably caused by the inequality, it is necessary to set the flywheel input / output shaft torque TY1 lower than the weakest damage torque TX2, resulting in the energy storage of the flywheel FW. Performance is sacrificed.

  Therefore, the relationship between the transmission torque capacity TCL1 of the first clutch CL1 and the transmission torque capacity TCL2 of the second clutch CL2 is preferably set so that one of the following is set higher than the other.

<TCL1 <TCL2>
When the transmission torque capacity TCL1 of the first clutch CL1 is made lower than the transmission torque capacity TCL2 of the second clutch CL2, the above expressions (1) and (2) are expressed by the following expressions (10) or (11): Can be rewritten as:

TY1 <TCL1 <TX1 ≦ TY2 <TCL2 <TX2 (10)
TY1 <TCL1 <TY2 ≦ TX1 <TCL2 <TX2 (11)

  In this case, since the necessary torque TY2 can be set higher than the flywheel input / output shaft torque TY1, priority is given to the traveling performance of the axle DS2 over the energy storage performance of the flywheel FW. Axle so that the generation frequency is higher in the rear wheel drive (2WD) in which the rear wheel Wr is driven by the second motor generator M / G1 than in the front wheel drive (2WD) in which the front wheel Wf is driven by the generator M / G1. This is advantageous when DS2 is set as the main drive shaft.

  Regarding the operation at the time of failure of the first clutch CL1 and the second clutch CL2 when set in this way, (a) at the time of engagement maintenance failure of the first clutch CL1, (b) at the time of ON engagement maintenance failure of the second clutch CL2, (C) The case will be described separately when the first and second clutches CL1 and CL2 are in the engagement maintenance failure.

(A) Engagement maintenance failure (ON failure) of the first clutch CL1
As shown in FIG. 8A, when the failure detection means detects the ON failure of the first clutch CL1, the control device C / U constituting the simultaneous engagement prohibiting means forcibly sets the release state of the second clutch CL2. maintain. As a result, the axle DS2 can be disconnected from the flywheel FW, and torque that can cause the vehicle to behave in an unstable manner can be prevented from being transmitted to the axle DS2. At the same time, the torque from the second motor generator M / G2 is also cut off.

(B) Engagement maintenance failure of second clutch CL2 (ON failure)
As shown in FIG. 8B, when the failure detection means detects the ON failure of the second clutch CL2, the control device C / U constituting the simultaneous engagement prohibiting means forcibly sets the release state of the first clutch CL1. maintain. As a result, the axle DS2 can be disconnected from the flywheel FW, and torque that can cause the vehicle to behave in an unstable manner can be prevented from being transmitted to the axle DS2. Further, since the transmission torque capacity TCL2 of the second clutch CL2 is smaller than the weakest damage torque TX2, the second clutch CL2 functions as a torque limiter, and even if the second clutch CL2 fails, the second motor generator The impact torque that damages the elements constituting the transmission path of the rear wheel Wr from the M / G2 does not occur.

(C) Engagement maintenance failure (ON failure) of the first and second clutches CL1 and CL2
As shown in FIG. 8C, when the failure detecting means detects both ON failures of the first clutch CL1 and the second clutch CL2, the transmission path from the second motor generator M / G2 to the rear wheel Wr Since the transfer torque capacity TCL2 of the second clutch CL2 is smaller than the weakest damage torque TX2, the second clutch CL2 functions as a torque limiter, and even if the second clutch CL2 fails, the second motor generator M The impact torque that damages the elements constituting the transmission path of the rear wheel Wr from / G2 does not occur.
Further, in the transmission path from the flywheel FW to the second motor generator M / G2, the transmission torque capacity TCL1 of the first clutch CL1 is lower than the stability limit torque TX1, and the flywheel FW to the axle DS2 from the relationship of TCL1 <TCL2. Since the first clutch CL1 serves as a torque limiter in the transmission path up to this point, it is prevented that the torque affecting the vehicle behavior due to the inertial force of the flywheel FW exceeding the transmission torque capacity TCL1 is transmitted to the axle DS2. can do.

<TCL2 <TCL1>
When the transmission torque capacity TCL1 of the first clutch CL1 is made lower than the transmission torque capacity TCL2 of the second clutch CL2, the above expressions (1) and (2) can be expressed by the following expressions (12) or (13): Can be rewritten as:

TY2 <TCL2 <TX2 ≦ TY1 <TCL1 <TX1 (12)
TY2 <TCL2 <TY1 ≦ TX2 <TCL1 <TX1 (13)

  In this case, the flywheel input / output shaft torque TY1 can be set higher than the transmission required torque TY2, so that the energy storage performance of the flywheel FW has priority over the travel performance of the axle DS2, that is, the second electric motor Axle so that the front wheel drive (2WD) driving the front wheels Wf by the first motor generator M / G1 has a higher occurrence frequency than the rear wheel drive (2WD) driving the rear wheels Wr by the generator M / G2. This is advantageous when DS2 is set as a driven shaft.

  Regarding the operation at the time of failure of the first clutch CL1 and the second clutch CL2 when set in this way, (a) at the time of engagement maintenance failure of the first clutch CL1, (b) at the time of ON engagement maintenance failure of the second clutch CL2, (C) The case will be described separately when the first and second clutches CL1 and CL2 are in the engagement maintenance failure.

(A) Engagement maintenance failure (ON failure) of the first clutch CL1
As shown in FIG. 8A, when the failure detection means detects the ON failure of the first clutch CL1, the control device C / U constituting the simultaneous engagement prohibiting means forcibly sets the release state of the second clutch CL2. maintain. As a result, the axle DS2 can be disconnected from the flywheel FW, and torque that can cause the vehicle to behave in an unstable manner can be prevented from being transmitted to the axle DS2. At the same time, the torque from the second motor generator M / G2 is also cut off.

(B) Engagement maintenance failure of second clutch CL2 (ON failure)
As shown in FIG. 8B, when the failure detection means detects the ON failure of the second clutch CL2, the control device C / U constituting the simultaneous engagement prohibiting means forcibly sets the release state of the first clutch CL1. maintain. As a result, the axle DS2 can be disconnected from the flywheel FW, and torque that can cause the vehicle to behave in an unstable manner can be prevented from being transmitted to the axle DS2. Further, since the transmission torque capacity TCL2 of the second clutch CL2 is smaller than the weakest damage torque TX2, the second clutch CL2 functions as a torque limiter, and even if the second clutch CL2 fails, the second motor generator The impact torque that damages the elements constituting the transmission path of the rear wheel Wr from the M / G2 does not occur.

(C) Engagement maintenance failure (ON failure) of the first and second clutches CL1 and CL2
As shown in FIG. 8C, when the failure detecting means detects both ON failures of the first clutch CL1 and the second clutch CL2, the transmission path from the second motor generator M / G2 to the rear wheel Wr Since the transfer torque capacity TCL2 of the second clutch CL2 is smaller than the weakest damage torque TX2, the second clutch CL2 functions as a torque limiter, and even if the second clutch CL2 fails, the second motor generator M The impact torque that damages the elements constituting the transmission path of the rear wheel Wr from / G2 does not occur.
Further, in the transmission path from the flywheel FW to the second motor generator M / G2, the transmission torque capacity TCL2 of the second clutch CL2 is lower than the transmission torque capacity TCL1 of the first clutch CL1, so that the input exceeds the transmission torque capacity TCL2. Rather, it is possible to prevent the torque that affects the vehicle behavior from being transmitted to the axle DS2 by the inertial force of the flywheel FW.

Next, a second embodiment of the vehicle drive device according to the present invention will be described with reference to the drawings.
Second Embodiment
FIG. 9 is a block diagram showing a schematic configuration of the vehicle drive device according to the second embodiment of the present invention.
In the vehicle drive device 1A of the present embodiment, the first motor generator M / G1 is mechanically connected to the axle DS1 connected to one wheel of the front wheel Wf and the rear wheel Wr, and is connected to the other wheel. The second motor generator M / G2 is mechanically connected to the axle DS2. Further, the first motor generator M / G and the second motor generator M / G2 are also mechanically connected to the flywheel FW, and the first motor generator M / G and the second motor generator M are connected. / G2 and the rotational axis of the flywheel FW are arranged in the same straight line in the vehicle longitudinal direction.

  A first clutch CL1 is provided on the power transmission path between the second motor generator M / G2 and the flywheel FW, and on the power transmission path between the second motor generator M / G2 and the axle DS2. The second clutch CL2 is provided, and the third clutch CL3 is provided on the power transmission path between the first motor generator M / G1 and the axle DS1, and the first motor generator M / G1 A fourth clutch CL4 is provided on the power transmission path with the flywheel FW. In the present embodiment, the third clutch CL3 is not always necessary, and the first motor generator M / G1 and the axle DS1 may be directly connected.

  Therefore, by releasing or engaging the first clutch CL1, the second motor generator M / G2 and the flywheel FW are disconnected or connected, and by releasing or engaging the second clutch CL2, the second electric motor The generator M / G2 and the axle DS2 are in a disconnected state or connected state, and by releasing or fastening the third clutch CL3, the first motor generator M / G1 and the axle DS1 are in a disconnected state or connected state, By releasing or engaging the four clutch CL4, the first motor generator M / G1 and the flywheel FW are in a disconnected state or a connected state.

  In the vehicle drive device 1 thus mechanically connected, the electric energy transmitted to the second motor generator M / G2 is stored as kinetic energy in the flywheel FW by engaging the first clutch CL1. The kinetic energy accumulated in the flywheel FW can be converted into electric energy by the second motor generator M / G2.

  Further, since the second motor generator M / G2 is connected to the axle DS2 via the second clutch CL2, the axle is obtained by engaging the second clutch CL2 and driving the second motor generator M / G2 to power running. The driving force can be transmitted to the rear wheel Wr connected to the DS2, and the braking force can be applied to the rear wheel Wr connected to the axle DS2 by regeneratively driving the second motor generator M / G2.

  Further, since the first motor generator M / G1 is connected to the axle DS1 via the third clutch CL3, the axle is obtained by engaging the third clutch CL3 and driving the first motor generator M / G1. A driving force can be transmitted to the front wheels Wf connected to the DS1, and a braking force can be applied to the front wheels Wf connected to the axle DS1 by regeneratively driving the first motor generator M / G1.

  Further, by engaging the fourth clutch CL4, the electric energy transmitted to the first motor generator M / G1 can be accumulated as kinetic energy in the flywheel FW, and the kinetic energy accumulated in the flywheel FW. Can be converted into electric energy by the first motor generator M / G1.

  Further, the first motor generator M / G1 and the second motor generator M / G2 are electrically connected via the control device C / U, and the vehicle drive device 1 is equipped with a battery BATT. The point being controlled by the control device C / U is the same as in the first embodiment. Also in the present embodiment, the control device C / U that functions as the simultaneous engagement prohibiting unit does not take a state of simultaneously engaging both the first clutch CL1 and the second clutch CL2. Thereby, it is not necessary to provide a transmission for rotational alignment on the power transmission path between the second motor generator M / G2 and the flywheel FW. Further, when the second motor generator M / G2 is driven or regenerated with the second clutch CL2 engaged, the first clutch CL1 is released so that the flywheel FW is not dragged. When the second motor generator M / G2 is driven by power running or regeneratively driven with the first clutch CL1 engaged, the second clutch CL2 is released so that the axle DS2 is not dragged. Thereby, energy can be transmitted and stored efficiently.

  Further, the control device C / U does not take a state in which both the third clutch CL3 and the fourth clutch CL4 are simultaneously engaged. Thereby, it is not necessary to provide a transmission for rotational alignment also on the power transmission path between the first motor generator M / G1 and the flywheel FW. Further, when the first motor / generator M / G1 is driven or regeneratively driven with the third clutch CL3 engaged, the fourth clutch CL4 is released, so that the flywheel FW is not dragged. When the first motor generator M / G1 is driven by power running or regeneratively driven with the fourth clutch CL4 engaged, the third clutch CL3 is released so that the axle DS1 is not dragged. Thereby, energy can be transmitted and stored efficiently.

  That is, the control device C / U changes from a state where one of the first clutch CL1 and the second clutch CL2 is engaged and the other is released to a state where one of the first clutch CL1 and the second clutch CL2 is released and the other is engaged. When switching, control is performed so that the first clutch CL1 is released and the second clutch CL2 is released. Similarly, the control device C / U releases one of the third clutch CL3 and the fourth clutch CL4 and engages the other from the state in which one of the third clutch CL3 and the fourth clutch CL4 is engaged and the other is released. When switching to, control is performed so that the third clutch CL3 is released and the fourth clutch CL4 is released.

  Therefore, the inertial force according to the vehicle running energy of the rear wheel Wr mechanically connected to the second motor generator M / G2, and the flywheel FW mechanically connected to the second motor generator M / G2. It is possible to suppress unstable vehicle behavior and damage to the power transmission path, which can be caused by the mutual influence of the inertial force according to the stored energy, and mechanically affect the first motor generator M / G1. The inertial force according to the vehicle running energy of the connected front wheel Wf and the inertial force according to the stored energy of the flywheel FW mechanically connected to the first motor generator M / G1 influence each other. It is possible to suppress unstable vehicle behavior and damage to the power transmission path that may occur.

  Note that the relationship between the transmission torque capacity TCL3 of the third clutch CL3 and the transmission torque capacity TCL4 of the fourth clutch CL4 is the same as that of the first embodiment in that the transmission torque capacity TCL2 of the second clutch CL2 is changed to the transmission torque capacity TCL3 of the third clutch CL3. Then, the transmission torque capacity TCL1 of the first clutch CL1 may be read as the transmission torque capacity TCL4 of the fourth clutch CL4, and the description is omitted here.

Next, control during travel of the vehicle drive device 1A will be described.
FIG. 10 is a block diagram for explaining the clutch state and torque flow during normal running, where (a) is for front wheel drive (2WD), (b) is for rear wheel drive (2WD), and (c) is for four wheels. It is during driving (4WD).

  During front wheel drive (2WD), as shown in FIG. 10A, the first clutch CL1, the second clutch CL2, and the fourth clutch CL4 are disengaged and the third clutch CL3 is engaged, and the battery BATT The power running torque from the first motor generator M / G1 is transmitted to the axle DS1 by driving the first motor generator M / G1 with the electric power energy.

  During rear wheel drive (2WD), as shown in FIG. 10 (b), the first clutch CL1, the third clutch CL3, and the fourth clutch CL4 are disengaged and the second clutch CL2 is engaged. By powering the second motor generator M / G2 with the power energy from the BATT, the power running torque from the second motor generator M / G2 is transmitted to the axle DS2.

  At the time of four-wheel drive (4WD), as shown in FIG. 10C, the first clutch CL1 and the fourth clutch CL4 are released, and the second clutch CL2 and the third clutch CL3 are engaged, The power running torque from the first motor generator M / G1 is transmitted to the axle DS1 by driving the first motor generator M / G1 and the second motor generator M / G2 with power energy from the BATT. At the same time, the power running torque from the second motor generator M / G2 is transmitted to the axle DS2.

  Thus, during normal travel, the power of the first clutch CL1 provided on the power transmission path between the second motor generator M / G2 and the flywheel FW, and the power of the first motor generator M / G1 and the flywheel FW. By dragging the fourth clutch CL4 provided on the transmission path, drag loss of the flywheel FW with respect to the first motor generator M / G1 and / or the second motor generator M / G2 driven by power running And energy can be transmitted efficiently.

  FIG. 11 is a block diagram for explaining the clutch state and torque flow during braking regeneration. FIG. 11A shows FW accumulation {(regeneration amount ≦ FW accumulation capacity) + (DS1 predicted regeneration amount> DS2 predicted regeneration amount). }, (B) is during FW accumulation {(regeneration amount ≦ FW accumulation capacity) + (DS1 predicted regeneration amount <DS2 predicted regeneration amount)}, and (c) is during BATT charging (regeneration amount> FW accumulation capacity).

  During braking regeneration, if the regeneration amount is less than or equal to the storage capacity of the flywheel FW, regeneration energy is stored as kinetic energy in the flywheel FW, and if the regeneration amount exceeds the storage capacity of the flywheel FW, the regeneration energy is stored in the battery BATT. Stored as electrical energy. In addition, when the regenerative amount is less than or equal to the storage capacity of the flywheel FW, the predicted regenerative amount on the axle DS1 is compared with the predicted regenerative amount on the axle DS2, and the motor generator connected to the axle with the large predicted regenerative amount regenerates. I do. As a result, even when the vehicle energy is recovered from either the first motor generator M / G1 or the second motor generator M / G2, the energy can be appropriately stored in the flywheel FW. In addition to being able to regenerate, it can be regenerated by the one of the first motor generator M / G1 and the second motor generator M / G2 that can regenerate more and recover more kinetic energy of the vehicle. can do.

  When the regenerative amount is equal to or less than the storage capacity of the flywheel FW and the predicted regenerative amount on the axle DS1 is larger than the predicted regenerative amount on the axle DS2, as shown in FIG. 11 (a), the second clutch CL2 and the fourth clutch In a state where the clutch is released and the first clutch CL1 and the third clutch CL3 are engaged, the first motor generator M / G1 is regeneratively driven and the second motor generator M / G2 is driven by power running. The kinetic energy of the axle DS1 is converted into electric energy as regenerative energy of the first motor generator M / G1, and the second motor generator M / G2 is power-driven by the electric energy, and the second motor generator M / G2 Kinetic energy is accumulated in the flywheel FW (first vehicle energy recovery control). Accordingly, the kinetic energy of the vehicle is flywheeled mechanically or electrically via the front wheel Wf, the third clutch CL3, the first motor generator M / G1, the second motor generator M / G2, and the first clutch CL1. Can be stored in FW. In addition, the regenerative power of the first motor generator M / G1 is released by releasing the second clutch CL2 provided on the power transmission path between the second motor generator M / G2 and the axle DS2. Accordingly, the second motor generator M / G2 that is driven by power running is not disturbed by the drag of the axle DS2, so that energy can be more efficiently stored in the flywheel FW. Further, by releasing the fourth clutch CL4 provided on the power transmission path between the first motor generator M / G1 and the flywheel FW, the first motor generator M / G1 to be driven regeneratively It will not be disturbed by the drag of the wheel FW.

  When the regenerative amount is equal to or less than the storage capacity of the flywheel FW and the predicted regenerative amount on the axle DS2 is larger than the predicted regenerative amount on the axle DS1, as shown in FIG. 11 (b), the first clutch CL1 and the third clutch With the clutch CL3 disengaged and the second clutch CL2 and the fourth clutch CL4 engaged, the second motor generator M / G2 is regeneratively driven and the first motor generator M / G1 is power driven. The kinetic energy of the axle DS2 is converted into electric energy as regenerative energy of the second motor generator M / G2, and the first motor generator M / G1 is power-driven by the electric energy, and the first motor generator M / G1. Is stored in the flywheel FW (second vehicle energy recovery control). Therefore, the kinetic energy of the vehicle is fly fly mechanically or electrically via the rear wheel Wr, the second clutch CL2, the second motor generator M / G2, the first motor generator M / G1, and the fourth clutch CL4. It can be accumulated in the wheel FW. Further, the regenerative power of the second motor generator M / G2 is released by releasing the third clutch CL3 provided on the power transmission path between the first motor generator M / G1 and the axle DS1 in this way. Accordingly, the first motor generator M / G1 that is driven by power running is not disturbed by the drag of the axle DS1, so that energy can be more efficiently stored in the flywheel FW. Further, by releasing the first clutch CL1 provided on the power transmission path between the second motor generator M / G2 and the flywheel FW, the second motor generator M / G2 to be regeneratively driven can fly. It will not be disturbed by the drag of the wheel FW.

  When the regenerative amount exceeds the storage capacity of the flywheel FW, as shown in FIG. 11C, the first clutch CL1 and the fourth clutch CL4 are released, and the second clutch CL2 and the third clutch CL3 are engaged. In this state, the first motor generator M / G1 and the second motor generator M / G2 are driven by regeneratively driving the first motor generator M / G1 and the second motor generator M / G2. Is converted into electric energy and stored in the battery BATT (third vehicle energy recovery control). As described above, when the energy storage state of the flywheel FW is greater than or equal to the predetermined value, the regenerative energy is stored in the battery BATT, so that the vehicle can be braked stably, and the vehicle energy recovery leakage is reduced. Can do. Further, drag loss between the flywheel FW with respect to the first motor generator M / G1 and the second motor generator M / G2 that are regeneratively driven by separating the flywheel FW is reduced, and energy is efficiently recovered. Can do.

  FIG. 12 is a block diagram for explaining the clutch state and torque flow when the energy of the flywheel FW is released. (A) is DS1 predicted slip amount <DS2 predicted slip amount, and (b) is DS1 predicted slip amount> DS2. The predicted slip amount.

  When the flywheel FW releases energy, if the predicted slip amount of the axle DS1 is smaller than the predicted slip amount of the axle DS2, that is, if the axle DS2 is more slippery than the axle DS1, the first electric motor connected to the axle DS1 is used. When the vehicle is driven by the generator M / G1, and the predicted slip amount of the axle DS1 is larger than the predicted slip amount of the axle DS2, that is, when the axle DS1 is more slippery than the axle DS2, the first connected to the axle DS2 2 The vehicle is driven by the motor generator M / G2. Accordingly, when the vehicle is driven with either of the first motor generator M / G1 and the second motor generator M / G2, the energy of the flywheel FW can be appropriately supplied. In addition to being able to drive, the vehicle is driven by a motor generator connected to the axle that is less likely to slip, thereby improving the running stability and running performance of the vehicle.

  When the predicted slip amount of the axle DS1 is smaller than the predicted slip amount of the axle DS2, that is, when the axle DS2 is more slippery than the axle DS1, as shown in FIG. 12A, the second clutch CL2 and the fourth clutch By releasing CL4 and fastening the first clutch CL1 and the third clutch CL3, the second motor generator M / G2 is regeneratively driven and the first motor generator M / G1 is driven by power running. The kinetic energy of the flywheel FW is converted into electric energy as regenerative energy of the second motor generator M / G2, and the first motor generator M / G1 is power-driven by the electric energy, and the first motor generator M / G1. Is transmitted to the axle DS1 (first vehicle drive control). As a result, the accumulated energy of the flywheel FW is transmitted to the front wheels Wf via the first clutch CL1, the second motor generator M / G2, the first motor generator M / G1, and the third clutch CL3 mechanically or electrically. can do. Further, the second motor generator M / G2 that is regeneratively driven is thus released by releasing the second clutch CL2 provided on the power transmission path between the second motor generator M / G2 and the axle DS2. However, it is not disturbed by the drag of the axle DS2. Further, by releasing the fourth clutch CL4 provided on the power transmission path between the first motor generator M / G1 and the flywheel FW, the regenerative power of the second motor generator M / G2 is received. Since the first motor generator M / G1 that is driven by power running is not disturbed by the drag of the flywheel FW, the vehicle can be driven more efficiently.

  When the predicted slip amount of the axle DS1 is larger than the predicted slip amount of the axle DS2, that is, when the axle DS1 is more slippery than the axle DS2, as shown in FIG. 12 (b), the first clutch CL1 and the third clutch By releasing CL3 and fastening the second clutch CL2 and the fourth clutch CL4, the first motor generator M / G1 is regeneratively driven and the second motor generator M / G2 is driven by power running. The kinetic energy of the flywheel FW is converted into electric energy as regenerative energy of the first motor generator M / G1, and the second motor generator M / G2 is driven by the electric energy, and the second motor generator M / G2 is driven. Is transmitted to the axle DS2 (second vehicle drive control). As a result, the energy stored in the flywheel FW is transferred mechanically or electrically to the rear wheel Wr via the fourth clutch CL4, the first motor generator M / G1, the second motor generator M / G2, and the second clutch CL2. Can communicate. Further, the first motor generator M / G1 that is regeneratively driven by releasing the third clutch CL3 provided on the power transmission path between the first motor generator M / G1 and the axle DS1 in this way. Is not disturbed by the drag of the axle DS1. Further, by releasing the first clutch CL1 provided on the power transmission path between the second motor generator M / G2 and the flywheel FW, the regenerative power of the first motor generator M / G1 is received. Since the second motor generator M / G2 that is driven by power running is not disturbed by the drag of the flywheel FW, the vehicle can be driven more efficiently.

  As described above, according to the present embodiment, in addition to the effects of the first embodiment, the first motor generator M / G1 and the second motor generator M / G2 are connected to one flywheel FW. Depending on the vehicle and the road surface condition, the roles of the motor generator that contributes to the recovery of vehicle energy by regenerative drive and the motor generator that contributes to the accumulation of kinetic energy by power running drive are reversed depending on the vehicle and road conditions Can do. Therefore, regenerative braking can be performed with the motor generator connected to the axle with a large amount of regeneration, and power running can be performed with the motor generator connected to the axle with less slip.

Moreover, it is provided on the power transmission path between the second motor generator M / G2 and the flywheel FW, and is disconnected or connected between the second motor generator M / G2 side and the flywheel FW side by releasing or fastening. Provided on the power transmission path of the first clutch CL1, the second motor generator M / G2 and the rear wheel Wr to be put into a state, and the second motor generator M / G2 side and the rear wheel Wr by releasing or fastening. The front wheel Wf side and the first electric motor are provided on the power transmission path of the second clutch CL2 that shuts off or connects the front side, the front wheel Wf and the first motor generator M / G1, and is released or fastened. It is provided on the power transmission path between the third clutch CL3 that makes the generator M / G1 side disconnected or connected, and the first motor generator M / G1 and the flywheel FW. Generator M / Since the first clutch generator M / G1 and the second motor generator M / G2 are provided in accordance with the situation, the fourth clutch CL4 is provided in which the first side and the flywheel FW side are disconnected or connected. The front wheel Wf or the rear wheel Wr and the flywheel FW can be cut off and connected, and the vehicle energy can be properly regenerated by the first motor generator M / G1 and the second motor generator M / G2 or to the flywheel FW. Kinetic energy can be accumulated.

  In addition, since the first motor generator M / G, the second motor generator M / G2, and the rotation shafts of the flywheel FW are arranged in the same straight line in the vehicle front-rear direction, the radial size can be reduced. is there.

Next, a third embodiment of the vehicle drive device according to the present invention will be described with reference to the drawings.
<Third Embodiment>
FIG. 13: is a block diagram which shows schematic structure of the vehicle drive device of 3rd Embodiment which concerns on this invention.
The vehicle drive device 1B of the present embodiment is provided with two flywheels. If the flywheel FW in the vehicle drive device 1 of the first embodiment is the first flywheel FW1, the first motor generator M is provided. / G1 is different from the vehicle drive device 1 of the first embodiment in that / G1 is also mechanically connected to the added second flywheel FW2. In the present embodiment, the rotation axes of the second motor generator M / G2 and the first flywheel FW1 are collinearly arranged, and in addition, the first motor generator M / G1 and the second flywheel are arranged. The rotation shafts of the wheel FW2 are arranged in the same straight line, and both the rotation shafts are arranged in parallel to the vehicle width direction. Hereinafter, differences from the vehicle drive device 1 of the first embodiment will be described in detail, and the same portions will be denoted by the same reference numerals and description thereof will be omitted.

  A fourth clutch CL4 is provided on the power transmission path between the first motor generator M / G1 and the second flywheel FW2, and the first motor generator is released by releasing or fastening the fourth clutch CL4. M / G1 and 2nd flywheel FW2 will be in the interruption | blocking state or a connection state. Therefore, by engaging the fourth clutch CL4, the electric energy transmitted to the first motor generator M / G1 can be stored as kinetic energy in the second flywheel FW2 and stored in the second flywheel FW2. The kinetic energy thus generated can be converted into electric energy by the first motor generator M / G1.

  The control device C / U functioning as the simultaneous engagement prohibiting means does not take a state in which both the first clutch CL1 and the second clutch CL2 are simultaneously engaged, and both the third clutch CL3 and the fourth clutch CL4. Do not take the state of fastening at the same time. Thereby, it is not necessary to provide a transmission for rotational alignment also on the power transmission path between the first motor generator M / G1 and the second flywheel FW2. Furthermore, when the first motor generator M / G1 is driven or regeneratively driven with the third clutch CL3 engaged, the fourth clutch CL4 is released so that the second flywheel FW2 is not dragged. On the other hand, when the first motor generator M / G1 is driven by power or regeneratively driven with the fourth clutch CL4 engaged, the third clutch CL3 is released, so that the axle DS1 is not dragged. Thereby, energy can be transmitted and stored efficiently.

  That is, the control device C / U changes from a state where one of the first clutch CL1 and the second clutch CL2 is engaged and the other is released to a state where one of the first clutch CL1 and the second clutch CL2 is released and the other is engaged. When switching, control is performed so that the first clutch CL1 is released and the second clutch CL2 is released. Similarly, the control device C / U releases one of the third clutch CL3 and the fourth clutch CL4 and engages the other from the state in which one of the third clutch CL3 and the fourth clutch CL4 is engaged and the other is released. When switching to, control is performed so that the third clutch CL3 is released and the fourth clutch CL4 is released.

  Therefore, the inertia force according to the vehicle travel energy of the rear wheel Wr mechanically connected to the second motor generator M / G2, and the first flywheel mechanically connected to the second motor generator M / G2. It is possible to suppress unstable vehicle behavior and damage to the power transmission path that can be caused by the mutual influence of the inertial force according to the stored energy of the FW1, and to prevent the first motor generator M / G1 from The inertial force according to the vehicle travel energy of the front wheel Wf that is connected to the vehicle and the inertial force according to the stored energy of the second flywheel FW2 mechanically connected to the first motor generator M / G1 influence each other. It is possible to suppress unstable vehicle behavior and damage to the power transmission path, which can be caused by applying

  Note that the relationship between the transmission torque capacity TCL3 of the third clutch CL3 and the transmission torque capacity TCL4 of the fourth clutch CL4 is the same as that of the first embodiment in that the transmission torque capacity TCL2 of the second clutch CL2 is changed to the transmission torque capacity TCL3 of the third clutch CL3. Then, the transmission torque capacity TCL1 of the first clutch CL1 may be read as the transmission torque capacity TCL4 of the fourth clutch CL4, and the description is omitted here.

Next, control during travel of the vehicle drive device 1B will be described.
FIG. 14 is a block diagram for explaining the clutch state and torque flow during normal running, where (a) is for front wheel drive (2WD), (b) is for rear wheel drive (2WD), and (c) is for four wheels. It is during driving (4WD).

  During front wheel drive (2WD), as shown in FIG. 14 (a), the first clutch CL1, the second clutch CL2, and the fourth clutch CL4 are disengaged and the third clutch CL3 is engaged. The power running torque from the first motor generator M / G1 is transmitted to the axle DS1 by driving the first motor generator M / G1 with the electric power energy.

  During rear wheel drive (2WD), as shown in FIG. 14B, the first clutch CL1, the third clutch CL3, and the fourth clutch CL4 are disengaged and the second clutch CL2 is engaged. By powering the second motor generator M / G2 with the power energy from the BATT, the power running torque from the second motor generator M / G2 is transmitted to the axle DS2.

  During four-wheel drive (4WD), as shown in FIG. 14C, the first clutch CL1 and the fourth clutch CL4 are disengaged and the second clutch CL2 and the third clutch CL3 are engaged, The power running torque from the first motor generator M / G1 is transmitted to the axle DS1 by driving the first motor generator M / G1 and the second motor generator M / G2 with power energy from the BATT. At the same time, the power running torque from the second motor generator M / G2 is transmitted to the axle DS2.

  Thus, during normal travel, the first clutch CL1 provided on the power transmission path between the second motor generator M / G2 and the first flywheel FW1, the first motor generator M / G1, and the second flywheel. The second clutch with respect to the first motor generator M / G1 and / or the second motor generator M / G2 driven by power running by releasing the fourth clutch CL4 provided on the power transmission path with the FW2. The drag loss of the flywheel FW2 and / or the first flywheel FW1 can be reduced and energy can be efficiently transmitted.

  FIG. 15 is a block diagram for explaining the clutch state and torque flow during braking regeneration. FIG. 15A shows FW accumulation {(regeneration amount ≦ FW accumulation capacity) + (DS1 predicted regeneration amount> DS2 predicted regeneration amount). }, (B) is during FW accumulation {(regeneration amount ≦ FW accumulation capacity) + (DS1 predicted regeneration amount <DS2 predicted regeneration amount)}, and (c) is during BATT charging (regeneration amount> FW accumulation capacity).

During braking regeneration, when the regeneration amount is less than or equal to the storage capacity of the flywheel FW, the regeneration energy is stored as kinetic energy in the first flywheel FW1 or the second flywheel FW2, and the regeneration amount is the second flywheel FW1 and the second flywheel FW1. When the storage capacity with the flywheel FW2 is exceeded, regenerative energy is stored as electric energy in the battery BATT. In addition, when the regenerative amount is equal to or less than the storage capacity of the first flywheel FW1 and the second flywheel FW2, the predicted regenerative amount on the axle DS1 and the predicted regenerative amount on the axle DS2 are compared, and the axle having a large predicted regenerative amount Regeneration is performed with a motor generator connected to the. Accordingly, even when the vehicle energy is recovered by either the first motor generator M / G1 or the second motor generator M / G2, the first flywheel FW1 or the second flywheel FW2 In addition to being able to store energy appropriately, it can be regenerated by the motor generator that can take much regeneration out of the first motor generator M / G1 and the second motor generator M / G2. More kinetic energy of the vehicle can be recovered.

  When the regenerative amount is equal to or less than the storage capacity of the flywheel FW and the predicted regenerative amount on the axle DS1 is larger than the predicted regenerative amount on the axle DS2, as shown in FIG. 15 (a), the second clutch CL2 and the fourth clutch In a state where the clutch is released and the first clutch CL1 and the third clutch CL3 are engaged, the first motor generator M / G1 is regeneratively driven and the second motor generator M / G2 is driven by power running. The kinetic energy of the axle DS1 is converted into electric energy as regenerative energy of the first motor generator M / G1, and the second motor generator M / G2 is power-driven by the electric energy, and the second motor generator M / G2 Kinetic energy is accumulated in the first flywheel FW1 (first vehicle energy recovery control). Accordingly, the kinetic energy of the vehicle is first transmitted mechanically or electrically via the front wheel Wf, the third clutch CL3, the first motor generator M / G1, the second motor generator M / G2, and the first clutch CL1. It can be accumulated in the flywheel FW1. In addition, the regenerative power of the first motor generator M / G1 is released by releasing the second clutch CL2 provided on the power transmission path between the second motor generator M / G2 and the axle DS2. Accordingly, the second motor generator M / G2 that is driven by power running is not disturbed by the drag of the axle DS2, so that energy can be more efficiently stored in the first flywheel FW1. Further, by releasing the fourth clutch CL4 provided on the power transmission path between the first motor generator M / G1 and the second flywheel FW2, the first motor generator M / G1 that is driven to regenerate is The second flywheel FW2 is not disturbed by the drag.

  When the regenerative amount is equal to or less than the storage capacity of the flywheel FW and the predicted regenerative amount on the axle DS2 is larger than the predicted regenerative amount on the axle DS1, as shown in FIG. 15 (b), the first clutch CL1 and the third clutch With the clutch CL3 disengaged and the second clutch CL2 and the fourth clutch CL4 engaged, the second motor generator M / G2 is regeneratively driven and the first motor generator M / G1 is power driven. The kinetic energy of the axle DS2 is converted into electric energy as regenerative energy of the second motor generator M / G2, and the first motor generator M / G1 is power-driven by the electric energy, and the first motor generator M / G1. Is stored in the second flywheel FW2 (second vehicle energy recovery control). Accordingly, the kinetic energy of the vehicle is increased mechanically or electrically via the rear wheel Wr, the second clutch CL2, the second motor generator M / G2, the first motor generator M / G1, and the fourth clutch CL4. 2 can be stored in the flywheel FW2. Further, the regenerative power of the second motor generator M / G2 is released by releasing the third clutch CL3 provided on the power transmission path between the first motor generator M / G1 and the axle DS1 in this way. Accordingly, the first motor generator M / G1 that is driven by power running is not disturbed by the drag of the axle DS1, so that energy can be more efficiently stored in the second flywheel FW2. Further, by releasing the first clutch CL1 provided on the power transmission path between the second motor generator M / G2 and the first flywheel FW1, the second motor generator M / G2 that is driven to regenerate is provided. The first flywheel FW1 is not disturbed by the drag.

  When the regenerative amount exceeds the storage capacity of the flywheel FW, as shown in FIG. 15C, the first clutch CL1 and the fourth clutch CL4 are released, and the second clutch CL2 and the third clutch CL3 are engaged. In this state, the first motor generator M / G1 and the second motor generator M / G2 are driven by regeneratively driving the first motor generator M / G1 and the second motor generator M / G2. Is converted into electric energy and stored in the battery BATT (third vehicle energy recovery control). As described above, when the energy accumulation state of the first flywheel FW1 and the second flywheel FW2 is equal to or greater than a predetermined value, the vehicle can be stably braked by accumulating the regenerative energy in the battery BATT. Energy recovery leakage can be reduced. Also, the second flywheel FW2 and the first flywheel FW1 for the first motor generator M / G1 and the second motor generator M / G2 that are regeneratively driven by separating the first flywheel FW1 and the second flywheel FW2. Drag loss and energy can be efficiently recovered.

  FIG. 16 is a block diagram for explaining the clutch state and torque flow when the energy of the first flywheel FW1 or the second flywheel FW2 is released. (A) is DS1 predicted slip amount <DS2 predicted slip amount, (b ) DS1 predicted slip amount> DS2 predicted slip amount.

  When the energy of the first flywheel FW1 or the second flywheel FW2 is released, if the predicted slip amount of the axle DS1 is smaller than the predicted slip amount of the axle DS2, that is, if the axle DS2 is more slippery than the axle DS1, the axle When the vehicle is driven by the first motor generator M / G1 connected to DS1, and the predicted slip amount of the axle DS1 is larger than the predicted slip amount of the axle DS2, that is, when the axle DS1 is more slippery than the axle DS2. The vehicle is driven by the second motor generator M / G2 connected to the axle DS2. As a result, the first flywheel FW1 or the second flywheel FW2 can be used when the vehicle is driven by either one of the first motor generator M / G1 and the second motor generator M / G2. In addition to being able to supply energy appropriately, driving stability and traveling performance of the vehicle are improved by driving the vehicle with a motor generator connected to the axle that is less likely to slip.

  When the predicted slip amount of the axle DS1 is smaller than the predicted slip amount of the axle DS2, that is, when the axle DS2 is more slippery than the axle DS1, as shown in FIG. 16A, the second clutch CL2 and the fourth clutch By releasing CL4 and fastening the first clutch CL1 and the third clutch CL3, the second motor generator M / G2 is regeneratively driven and the first motor generator M / G1 is driven by power running. The kinetic energy of the first flywheel FW1 is converted into electric energy as regenerative energy of the second motor generator M / G2, and the first motor generator M / G1 is power-driven by the electric energy, and the first motor generator M / G1 kinetic energy is transmitted to axle DS1 (first vehicle drive control). As a result, the energy stored in the first flywheel FW1 is mechanically or electrically passed through the first clutch CL1, the second motor generator M / G2, the first motor generator M / G1, and the third clutch CL3, so that the front wheel Wf is obtained. Can be communicated to. Further, the second motor generator M / G2 that is regeneratively driven is thus released by releasing the second clutch CL2 provided on the power transmission path between the second motor generator M / G2 and the axle DS2. However, it is not disturbed by the drag of the axle DS2. Further, by releasing the fourth clutch CL4 provided on the power transmission path between the first motor generator M / G1 and the second flywheel FW2, the regenerative power of the second motor generator M / G2 is reduced. Since the first motor generator M / G1 that receives and power-drives is not disturbed by the drag of the second flywheel FW2, the vehicle can be driven more efficiently.

  When the predicted slip amount of the axle DS1 is larger than the predicted slip amount of the axle DS2, that is, when the axle DS1 is more slippery than the axle DS2, as shown in FIG. 16 (b), the first clutch CL1 and the third clutch By releasing CL3 and fastening the second clutch CL2 and the fourth clutch CL4, the first motor generator M / G1 is regeneratively driven and the second motor generator M / G2 is driven by power running. The kinetic energy of the second flywheel FW2 is converted into electric energy as regenerative energy of the first motor generator M / G1, and the second motor generator M / G2 is power-driven by the electric energy, and the second motor generator M / G2 kinetic energy is transmitted to axle DS2 (second vehicle drive control). Thus, the stored energy of the second flywheel FW2 is mechanically or electrically passed through the fourth clutch CL4, the first motor generator M / G1, the second motor generator M / G2, and the second clutch CL2. Can be transmitted to Wr. Further, the first motor generator M / G1 that is regeneratively driven by releasing the third clutch CL3 provided on the power transmission path between the first motor generator M / G1 and the axle DS1 in this way. Is not disturbed by the drag of the axle DS1. Further, by releasing the first clutch CL1 provided on the power transmission path between the second motor generator M / G2 and the first flywheel FW1, the regenerative power of the first motor generator M / G1 is reduced. Since the second motor generator M / G2 that receives and power-drives is not disturbed by the drag of the first flywheel FW1, the vehicle can be driven more efficiently.

  As described above, according to the present embodiment, in addition to the first flywheel FW1, the second flywheel FW2 is provided, and the first motor generator M / G1 further includes the second flywheel in addition to the axle DS1. Since it is mechanically connected to the FW 2, in addition to the effects of the first embodiment, a motor generator that contributes to the recovery of vehicle energy by regenerative driving and kinetic energy by power running driving according to the vehicle and road surface conditions, etc. The role of the motor generator that contributes to accumulation can be reversed. Therefore, regenerative braking can be performed with the motor generator connected to the axle with a large amount of regeneration, and power running can be performed with the motor generator connected to the axle with less slip.

  Moreover, it is provided on the power transmission path between the second motor generator M / G2 and the first flywheel FW1, and the second motor generator M / G2 side and the first flywheel FW1 side are connected by releasing or fastening. Provided on the power transmission path between the first clutch CL1, the second motor generator M / G2, and the rear wheel Wr to be disconnected or connected, and the second motor generator M / G2 side by releasing or fastening And the rear wheel Wr side are provided on the power transmission path between the second clutch CL2 for cutting off or connecting the front wheel Wf and the first motor generator M / G1, and the front wheel Wf side is released or fastened. And the first motor generator M / G1 side are provided on the power transmission path between the third clutch CL3 that shuts off or connects the first motor generator M / G1 and the second flywheel FW2, and is released. Or to conclude Since the fourth clutch CL4 that makes the motor generator M / G1 side and the second flywheel FW2 side disconnected or connected is provided, the first motor generator M / G1 and the second clutch The motor generator M / G2 can be disconnected and connected to the front wheel Wf or the rear wheel Wr and the first or second flywheel FW1, FW2, and the first motor generator M / G1 and the second motor are appropriately connected. The vehicle energy can be regenerated by the generator M / G2, and the kinetic energy can be accumulated in the first or second flywheel FW1, FW2.

  Further, since the rotation axis of the first flywheel FW1 and the rotation axis of the second flywheel FW2 are arranged on different axes, the degree of freedom of arrangement is improved, the mechanism can be simplified and the weight can be reduced.

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
For example, the vehicle drive device can be applied to a hybrid vehicle in which an internal combustion engine such as an engine is connected to the axle DS1 or DS2 and the motor generator and the internal combustion engine can run in parallel. In addition, a prime mover may be used regardless of the internal combustion engine.
In the above embodiment, the first motor generator M / G1 and the second motor generator M / G2 are connected to the wheels via the axle DS1 and the axle DS2, respectively. Good.
Moreover, in the said embodiment, although the battery BATT was illustrated as an electrical energy storage device, not only this but other storage devices, such as a capacitor, may be used.

Wf Front wheel Wr Rear wheel M / G1 First motor generator M / G2 Second motor generator FW Flywheel (kinetic energy storage device)
FW1 First flywheel (kinetic energy storage device)
FW2 2nd flywheel (other kinetic energy storage device)
1, 1A, 1B Vehicle drive device CL1 First clutch (first connecting / disconnecting means)
CL2 second clutch (second connecting / disconnecting means)
CL3 3rd clutch (3rd connection / disconnection means)
CL4 4th clutch (4th connecting / disconnecting means)
BATT battery (electric energy storage device)
C / U control device (connection / disconnection means control device, simultaneous fastening prohibition means)

Claims (20)

A first motor generator mechanically connected to the wheels of the vehicle;
A second motor generator electrically connected to the first motor generator;
A kinetic energy storage device that is mechanically connected to the second motor generator and stores kinetic energy, and the second motor generator is mechanically connected to another wheel different from the wheel. Drive device for
It is provided on a power transmission path between the second motor generator and the kinetic energy storage device, and the second motor generator side and the kinetic energy storage device side are cut off or connected by being released or fastened. First connecting / disconnecting means,
The second motor generator is provided on a power transmission path between the second motor generator and the other wheel, and the second motor generator side and the other wheel side are disconnected or connected by releasing or fastening. Two connection means;
A connection / disconnection means control device for controlling the first connection / disconnection means and the second connection / disconnection means;
The connecting / disconnecting means control device includes a simultaneous fastening prohibiting means for prohibiting simultaneous fastening of the first connecting / disconnecting means and the second connecting / disconnecting means. The connection / disconnection means control device includes a failure detection means for detecting a fastening maintenance failure of the first connection / disconnection means and the second connection / disconnection means,
The simultaneous fastening prohibiting means prohibits the other fastening when the failure detecting means detects a fastening maintenance failure of one of the first connecting / disconnecting means and the second connecting / disconnecting means. The vehicle drive device according to claim 1. A first motor generator mechanically connected to the wheels of the vehicle;
A second motor generator electrically connected to the first motor generator;
A kinetic energy storage device that is mechanically connected to the second motor generator and stores kinetic energy, and the second motor generator is mechanically connected to another wheel different from the wheel. Drive device for
It is provided on a power transmission path between the second motor generator and the kinetic energy storage device, and the second motor generator side and the kinetic energy storage device side are cut off or connected by being released or fastened. First connecting / disconnecting means,
The second motor generator is provided on a power transmission path between the second motor generator and the other wheel, and the second motor generator side and the other wheel side are disconnected or connected by releasing or fastening. Two connection means;
A connection / disconnection means control device for controlling the first connection / disconnection means and the second connection / disconnection means;
The connection / disconnection means control device releases one of the first connection / disconnection means and the second connection / disconnection means from a state in which one of the first connection / disconnection means and the second connection / disconnection means is fastened and the other is released. And when switching to the state which fastens the other, it controls so that it may pass through the state which releases the said 2nd connection / disconnection means while releasing the said 1st connection / disconnection means. A first motor generator mechanically connected to the wheels of the vehicle;
A second motor generator electrically connected to the first motor generator;
A kinetic energy storage device that is mechanically connected to the second motor generator and stores kinetic energy, and the second motor generator is mechanically connected to another wheel different from the wheel. Drive device for
It is provided on a power transmission path between the second motor generator and the kinetic energy storage device, and the second motor generator side and the kinetic energy storage device side are cut off or connected by being released or fastened. First connecting / disconnecting means,
The second motor generator is provided on a power transmission path between the second motor generator and the other wheel, and the second motor generator side and the other wheel side are disconnected or connected by releasing or fastening. Two connection means;
A connection / disconnection means control device for controlling the first connection / disconnection means and the second connection / disconnection means;
The connection / disconnection means control device releases one of the first connection / disconnection means and the second connection / disconnection means from a state in which one of the first connection / disconnection means and the second connection / disconnection means is fastened and the other is released. When switching to the state of fastening the other,
Releasing one of the first connecting / disconnecting means and the second connecting / disconnecting means;
Time sufficient for obtaining that both the first connecting / disconnecting means and the second connecting / disconnecting means are in a released state, or for allowing both the first connecting / disconnecting means and the second connecting / disconnecting means to be in a released state. Wait, step, and
And a step of fastening the other of the first connecting / disconnecting means and the second connecting / disconnecting means. The torque transmission capacity when entered into before Symbol first engaging and disengaging means to the first capacitor, when the torque transmission capacity when entered into the second disengaging means is a second capacitor, the than the first capacitor The vehicle drive device according to any one of claims 1 to 3 , wherein the first connecting / disconnecting means and the second connecting / disconnecting means are configured such that the second capacity is larger.   The vehicle drive device is more frequently generated in the second driving state in which the other motor generator drives the other wheels than in the first driving state in which the wheels are driven by the first motor generator. The vehicle drive device according to claim 5, wherein the vehicle drive device is configured as follows. The torque transmission capacity when entered into before Symbol first engaging and disengaging means to the first capacitor, when the torque transmission capacity when entered into the second disengaging means is a second capacitor, the than the second capacitance The vehicle drive device according to any one of claims 1 to 3 , wherein the first connecting / disconnecting means and the second connecting / disconnecting means are configured such that the first capacity is larger.   The vehicle drive device is more frequently generated in the first driving state in which the wheels are driven by the first motor generator than in the second driving state in which the other wheels are driven by the second motor generator. The vehicle drive device according to claim 7, wherein the vehicle drive device is configured to be high.   6. The first capacity is configured to be larger than a torque on an input / output shaft of a kinetic energy storage device required for storing and releasing kinetic energy in the kinetic energy storage device. The vehicle drive device according to any one of 8.   The first capacity is smaller than a lower one of a vehicle stability limit torque obtained based on a vehicle stability limit acceleration / deceleration of the vehicle and a lock limit torque causing one of the wheels to lock. The vehicle drive device according to claim 5, wherein the vehicle drive device is configured as follows.   The second capacity is configured to be larger than any lower one of an acceleration / deceleration torque obtained based on the generated maximum acceleration / deceleration of the vehicle and a maximum rated output torque of the second motor generator. The vehicle drive device according to any one of claims 5 to 10, wherein:   The said 2nd capacity | capacitance is comprised so that it may become smaller than the damage torque of the weakest part on the power transmission path | route of a said 2nd motor generator and said other wheel. The vehicle drive device according to any one of the above.   The vehicle drive device according to any one of claims 1 to 12, further comprising an electrical energy storage device electrically connected to the first motor generator and the second motor generator.   Third connecting / disconnecting means provided on a power transmission path between the wheel and the first motor generator to release or fasten the wheel side and the first motor generator side to be disconnected or connected. The vehicle drive device according to claim 1, further comprising:   15. The vehicle drive device according to claim 14, wherein the first motor generator is further mechanically connected to the kinetic energy storage device.   It is provided on a power transmission path between the first motor generator and the kinetic energy storage device, and the first motor generator side and the kinetic energy storage device side are cut off or connected by releasing or fastening. The vehicle drive device according to claim 15, further comprising: fourth connecting / disconnecting means.   The vehicle drive device according to claim 15 or 16, wherein rotation axes of the first motor generator, the second motor generator, and the kinetic energy storage device are arranged on the same straight line. Another kinetic energy storage device different from the kinetic energy storage device,
The vehicle drive device according to any one of claims 1 to 14, wherein the first motor generator is further mechanically connected to the other kinetic energy storage device.   Provided on a power transmission path between the first motor generator and the other kinetic energy storage device, and disconnecting the first motor generator side and the other kinetic energy storage device side by releasing or fastening. The vehicle drive device according to claim 18, further comprising a fourth connecting / disconnecting unit configured to be in a connected state.   20. The vehicle drive device according to claim 18, wherein the rotation shaft of the kinetic energy storage device and the rotation shaft of the other kinetic energy storage device are arranged on a different straight line.

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