JP3473062B2 - Vehicle drive system - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive device having a motor connected to a wheel via a drive shaft extending substantially in the width direction of the vehicle and configured to rotate the wheel by the motor. Is.

[0002]

2. Description of the Related Art Conventionally, a vehicle drive device using a hydraulic motor or an electric motor as an auxiliary driving force source other than an engine has been known. For example, JP-A-4-24362
Japanese Patent Publication 7 discloses a vehicle drive device including an electric motor as the auxiliary drive force source.

In such a vehicle drive device, one of the front and rear wheels is driven by the engine and the other is driven by the motor. The motor is generally provided for each of the left and right wheels, and drives each wheel in rotation via a drive shaft extending in the vehicle width direction.

[0004]

Each of the above motors is supported by the vehicle body, but it is necessary to secure sufficient supporting rigidity. On the other hand, since a suspension link supporting the wheels is arranged between the wheels and the vehicle body,
If it is attempted to further dispose the motor and drive shaft in such a space, the degree of freedom in layout of the suspension link or the exhaust system member or the like may be sacrificed, or the supporting rigidity of the suspension link may be reduced. There was a problem.

The present invention has been made in view of the above circumstances, and in a vehicle drive device equipped with a motor, the supporting rigidity of the motor is ensured, the flexibility of layout of suspension links, exhaust system members, etc. is ensured. It is an object of the present invention to provide a vehicle drive device that can achieve at least one of securing the support rigidity of a suspension link.

[0006]

A vehicle drive device according to the present invention is provided with a device such as an arrangement position of a motor.
The above-mentioned purpose is achieved.

That is, the present invention is premised on a vehicle drive device including a motor connected to a wheel via a drive shaft extending substantially in the vehicle width direction, and configured to drive the wheel to rotate by the motor. According to the invention of claim 1, the wheel and the vehicle body are connected via a plurality of suspension links extending substantially in the vehicle width direction, and at least two suspension link points on the vehicle body side. The suspension cross member in which is set includes a pair of lateral members arranged in front and rear and extending in the vehicle width direction, and a vertical member that extends in the vehicle longitudinal direction and connects the lateral members to each other. At least two motors are provided. Is disposed in a space surrounded by the suspension link and is attached to the vertical member. In the invention according to Item 5, a suspension cross member, in which a vehicle body side connection point of a suspension link supporting the wheels is set, connects a pair of lateral members extending in the vehicle width direction before and after the motor and these lateral members to each other. So that the left wheel driving motor and the right wheel driving motor are both disposed on either the left or right side of the vertical member. The invention according to claim 9 is characterized in that the motor for driving the left wheel is disposed on the right side with respect to the center of the vehicle body in the vehicle width direction, and the motor for driving the right wheel is on the left side. And each of the wheels and the vehicle body extend substantially in the vehicle width direction.
Connected via multiple suspension links.
The drive shafts are
Are each constituting one of Yonrinku, it is characterized in, the invention of claim 1 1, wherein the suspension cross member body side coupling point is set in the suspension link for supporting the wheel Has a U-shaped cross section extending in the vehicle width direction, and the motor is disposed within the U-shaped cross section of the suspension cross member.

The "motor" may be a hydraulic motor or an electric motor.

[0009]

As described above, according to the first aspect of the invention, a plurality of the plurality of vehicles extending substantially in the vehicle width direction are provided.
Suspension of at least two of the suspension links
Suspension with connection points on the vehicle body side
The cross member extends in the vehicle width direction before and after the motor.
A pair of horizontal members and the horizontal members are connected to each other.
In this way, it consists of a vertical member extending in the front-back direction of the vehicle body,
And a space surrounded by said at least two, i.e. when the motor is arranged in a space which is a normally dead space DOO
In particular, since the motor is attached to the vertical member, it is not necessary to newly set a space for disposing the motor, and therefore, the layout flexibility of the suspension link or the exhaust system member can be secured. You can

In addition to the above construction, as described in claim 2.
If the motor for driving the left wheel and the motor for driving the right wheel are attached to the vertical member in a state where they are distributed to the left and right with the vertical member as a boundary, the dead space is effectively used. be able to.

In addition to the above construction, as described in claim 3, the pair of motors are attached to the vertical member so that the two motors are connected to each other at their vehicle width direction inner ends. If it is carried out via, the motors can be easily attached to the vertical member.

In addition to the above structure, as described in claim 4, if the motor mount bracket is rubber-mounted on the vertical member, a shock is transmitted to each motor and a drive vibration transmission amount from each motor to the vehicle body is transmitted. Can be reduced.

According to the fifth aspect of the present invention, the suspension cross member in which the vehicle body side connection point of the suspension link supporting the wheels is set is a pair of lateral members extending in the vehicle width direction before and after the motor and these lateral members. And a vertical member extending in the front-rear direction of the vehicle body so as to connect them to each other, and a motor for driving the left wheel and a motor for driving the right wheel are both arranged on one of the left and right sides of the vertical member. Therefore, the space on the side opposite to the space where the pair of motors is arranged with respect to the vertical member (usually a dead space) is used to secure the supporting rigidity of the motor, the exhaust system member, etc. It is possible to secure the degree of freedom in layout.

For example, when the vertical member is formed to have a large cross-sectional shape so as to project into the space on the opposite side, the rigidity of the vertical member and thus the suspension cross member can be improved. Therefore, it is possible to secure the support rigidity of the suspension link, and further,
When the pair of motors are attached to the suspension cross member, the supporting rigidity of the motor can be ensured.

Further, for example, as described in claim 7 or 8, the space on the opposite side can be utilized as an exhaust system member or a tank (fuel tank etc.) installation space.

According to the present invention, the motor for driving the left wheel is arranged on the right side and the motor for driving the right wheel is arranged on the left side with respect to the center of the vehicle body in the vehicle width direction. As a result, each drive shaft can be formed in a long size.
It is possible to secure the supporting rigidity of the motor by reducing the axial load input to the drive shaft along with the rebound. And, a plurality of suspenders extending in the vehicle width direction
One of the drive links to each drive shaft above
The drive shaft mounting space
Suspension because you no longer need to set the pace
Securing flexibility of layout of links or exhaust system members
Can be planned.

[0017]

[0018] In addition to the above-described structure, as described in claim 1 0, a wheel-side connecting points of the drive shaft is displaced in the radial direction of the wheel relative to the wheel of the wheel center connected to the drive shaft Then, if each drive shaft and each wheel are connected via a gear,
It is possible to easily realize the structure of the claim 9 Symbol mounting.

[0019] The invention of claim 1 1, wherein the suspension cross member body side coupling point of the suspension link is set to support the wheel, it has a U-shaped cross section extending in the vehicle width direction, and this Since the motor is arranged within the U-shaped cross section, it is not necessary to newly set a space for arranging the motor. Therefore, it is possible to secure the layout flexibility of the suspension link or the exhaust system member. You can

[0020] For example, it can be utilized as described in claim 1 2, as an exhaust system member installation space a space between the motor for the motor and the right wheel drive for driving the left wheel.

Further, in addition to the configuration of claim 1 1 or 1 2, wherein, as described in claims 1 to 3, between the motor for the motor and the right wheel drive for driving the left wheel, the suspension cross member By disposing the vertical member extending in the vehicle front-rear direction so as to connect the front surface portion and the rear surface portion, it is possible to improve the rigidity of the suspension cross member and thus the support rigidity of the suspension link.

The "U-shaped cross section" is a concept including not only a literal U-shaped cross section but also an inverted U-shaped cross section.

[0023]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is an overall configuration diagram showing a first embodiment of a vehicle drive device according to the present invention.

As shown in the figure, in the vehicle drive system according to this embodiment, the front wheels 1FL, 1FR are driven by the engine 2 as main drive wheels, and the rear wheels 1RL, 1RR are hydraulic motors M.
A device that is driven by L and MR as auxiliary drive wheels, and is characterized by the layout of the hydraulic motors ML and MR and its peripheral members. Before describing this, first, referring to FIGS. The drive control system of the hydraulic motors ML and MR will be described based on the following.

Description of hydraulic system, etc. (FIG. 1) In FIG. 1, 1FL is the left front wheel, 1FR is the right front wheel, 1R
L is the left rear wheel, and 1RR is the right rear wheel. An engine 2 is arranged in front of the vehicle body, and a driving force of the engine 2, that is, a generated torque, is transmitted to a differential device 5 via a clutch 3 and a manual transmission 4 having five forward gears and one reverse gear. Then, from the differential device 5 via the drive shaft 6L, the left front wheel 1F
The engine driving force is transmitted to L, and the drive shaft 6R
The engine driving force is transmitted to the right front wheel 1FR via.

The left and right front wheels 1FL and 1FR, which are the steered wheels, are linked by a steering link 7 such as a tie rod, and the steering link 7 and the handle 8 are linked via a rack and pinion mechanism 9.

The left and right rear wheels 1RL, 1RR are the engine 2
Separately independently of, a pair of left and right hydraulic motors ML, MR
It is designed to be driven by rotation. That is,
The left rear wheel 1RL is rotationally driven by a hydraulic motor ML via a drive shaft 11L, and the right rear wheel 1RR is rotationally driven by a hydraulic motor MR via a drive shaft 11R.

The hydraulic motor ML (MR) is of a turbine type (impeller type) and has a first connecting port La (Ra) and a second connecting port La (Ra).
It has a connection port Lb (Rb), from La (Ra) to Lb
When the high-pressure oil liquid flows to (Rb), the rotation is in the forward direction, and when the high-pressure oil liquid flows in the opposite direction, the rotation is in the backward direction. And the hydraulic motors ML and MR
Have the same specifications as each other, and the total value of the maximum generated torque is 1/3 to 1/2 of the maximum generated torque of the engine 2.
It is considered as a degree.

In this embodiment, the hydraulic motors ML, M
The rear wheel drive by R is executed only under a predetermined condition described later. That is, even when the left and right front wheels 1FL and 1FR are driven by the engine 2, the left and right rear wheels 1RL and 1RR may not be driven by the hydraulic motors ML and MR.

P is a pump as a hydraulic pressure generation source, and this pump P is of a variable capacity type and is used as an output shaft 2 of the engine 2.
It is driven by a via the drive pulley 13, the belt 14, and the rear wheel pulley 15. The high-pressure oil liquid pumped up from the reservoir tank 16 by the pump P is discharged to the high-pressure line 18 to which the check valve 17 is connected. From the high-pressure line 18, first and second hydraulic pressure supply lines 31A and 31B connected to the check valve 10 or 32 and parallel to each other are led out. Further, a release line 23 is led out from the reservoir tank 16.
Further, each connection port La, Lb of the hydraulic motor ML (MR)
From (Ra, Rb), parallel lines 20L, 2
1L (20R, 21R) has been derived.

The lines 20L and 21L of the hydraulic motor ML are parallel to the switching valve VVA and the lines 19 and 19L are parallel to each other.
And lines 22 and 22L and switching valves VVB / L and VVE
-By using L, it is possible to selectively connect to the first supply line 31A and the release line 23. Similarly, the lines 20R and 21R of the hydraulic motor MR use the switching valve VVA, the lines 19 and 19R and the lines 22 and 22R which are parallel to each other, and the switching valves VVB · R and VVE · R to make the first line. The supply line 31A and the release line 23 can be selectively connected.

To the second common supply line 31B, a switching valve VVI is connected downstream of the check valve 32, and a flow dividing valve 34 is connected further downstream. Shunt valve 3
One branch supply line 33L branched into two by 4
Is connected to the line 19L and the other branch supply line 33
R is connected to line 19R.

An accumulator 41 for storing high pressure oil pressure is connected to the high pressure line 18. For this high-pressure line 18, line 20L (20R)
Are connected by a passage 42L (42R). In this passage 42L (42R), a check valve 43L (43
R) and the switching valve VVF · L (VVF · R) are connected. The passages 42L and 42R are parallel to each other, and each of the valves VVA, VVB · L (VVB · R), VVE · L (V
VE / R), VVI, the shunt valve 34, etc. are bypassed.

The above line 20L (20R) and line 21
The L (21R) is communicated with the communication passage 51L (51R), and the variable orifice VVC · L (VVC · R) is connected to the communication passage 51L (51R).

The left and right hydraulic motors ML and MR are connected to each other by a communication passage 71, and an on-off valve VVD is connected to the communication passage 71.

The release line 23 is connected to the high-pressure line 18 on the upstream side (pump P side) of the check valve 17 via the load / unload valve VVH and on the downstream side of the check valve 17. At the safety valve VVG.

Description of Control Modes (Table 1) In this embodiment, there are a total of seven control modes as will be described later, and the operating states of the above-mentioned valves when each mode is executed are summarized below. Are shown in Table 1. In this table, the symbols "L" and "R" for identifying the left and right are omitted. The load / unload valve VVH not shown in Table 1 is controlled to be opened / closed so that the pressure in the high pressure line 18 falls within a predetermined pressure range between a lower limit value and an upper limit value.

[0039]

[Table 1]

In the respective control modes shown in Table 1, the operating states of the valve, which plays a major role, will be specifically described as follows.

(1) Independent mode In the independent mode, as will be described later in detail, the drive control of the hydraulic motors ML and MR is performed so that the left and right rear wheels 1RL and 1RR have target rotational speeds independently set. There are two types: forward drive (drive assistance) and reverse drive (braking). In this independent mode, the switching valve VVE ・ L,
Although the differential mode of VVE · R is set to the state shown in FIG. 1, the switching valve VVA is set to the central switching position and the first supply line 31 is used.
A is cut off. The switching valve VVI is set to the open position and the second
The hydraulic pressure is supplied using the supply line 31B. In this state, control the switching valves VVB / L and VVB / R,
Switching of the hydraulic pressure supply direction according to forward drive or reverse drive (setting of forward and reverse directions of the hydraulic motors ML and MR) and the supply flow rate to the hydraulic motors ML and MR are controlled.

In the reverse drive, a larger deceleration is obtained than in the hydraulic lock mode described later, but it goes without saying that the rear wheels 1RL, 1RR rotate in the opposite direction to the traveling direction of the vehicle. It does not give a great driving force.

(2) LSD mode In the LSD mode, the operation limiting function is obtained, and the switching valve V
VB / L (VVB / R) is line 20L, 21L (20
R and 21R) are both closed to completely cut off the supply and discharge of hydraulic pressure to and from the hydraulic motor ML (MR). Then, the on-off valve VVD is opened, and both hydraulic motors ML and MR are
And the closed left and right hydraulic paths are communicated with each other to prevent a large rotation difference between the left and right hydraulic motors ML and MR. In this LSD mode, the variable orifice VVC.L (VVC.R) is fully closed.

(3) Hydraulic lock mode The hydraulic lock mode uses the passage resistance, that is, the variable orifice V.
The deceleration force is obtained by using the throttle resistance of VC · L (VVC · R). In this hydraulic lock mode, the switching valve V
VB.L (VVB.R) is in the central switching position, lines 20L, 21L (20R, 21R) are shut off, and the on-off valve VVD is closed. Then, the variable orifice VVC · L (VVC · R) is opened. In this state, the oil liquid changes according to the rotation of the hydraulic motor ML (MR).
The variable orifice VVC · L (VVC · R) is circulated in a closed closed hydraulic circuit formed including the variable orifice VVC · L (VVC · R).
The throttle resistance of (VVC · R) gives a deceleration force to the vehicle. Then, the variable orifice VVC · L (VV
The opening degree of C / R is controlled so as to decrease as the deceleration of the vehicle increases (the variable orifice V corresponding to the deceleration V
Set the opening of VC / L and VVC / R by step E in FIG.
37).

(4) Accumulation mode In the pressure accumulation mode, the hydraulic motors ML and MR are driven by the rotation of the rear wheels 1RL and 1RR as the vehicle travels, these hydraulic motors ML and MR function as pumps, and the accumulator 41 accumulates pressure. It is what makes me. In this pressure accumulation mode, the line 21L (21R) is communicated with the reservoir tank 16, while the opening / closing valve VVF · L (VVF · R) is opened and the oil liquid in the reservoir tank 16 is transferred to the motor ML (M).
It is pumped up by R) and accumulated in the accumulator 41.

(5) Stopping mode In the stopping mode, the hydraulic motor ML is used to stop the vehicle when the parking brake is not operating.
The drive control of the MR is performed (the drive of the hydraulic motors ML and MR is controlled so that the vehicle speed becomes the target vehicle speed 0).
In this case, the second supply line 31B is used as the hydraulic pressure supply line, and the hydraulic pressure supply / discharge control is performed by the switching valve VVB · L (VV
B ・ R) is used.

(6) Parking Mode The parking mode enhances the action of maintaining the parking state when the parking brake is operated. That is, in the parking mode, the switching valve VVB · L
(VVB · R) is set to the closed position of the central switching position, and the hydraulic pressure supply / discharge line is cut off.

(7) F / S mode The F / S mode is a fail-safe mode, and when there is some abnormality, for example, when the high pressure line 18 becomes abnormally high, the hydraulic motors ML and MR are normal. The safety valve VVG is opened to release the hydraulic pressure in the high pressure line 18 when the valve is no longer driven, when a certain valve is stuck, or when the oil temperature rises above a predetermined temperature. It

Description of Control System (FIG. 2) FIG. 2 shows a control system according to the present invention. In the figure, U1, U2 and U3 are control units each configured by using a microcomputer.
Is a main control unit for controlling the above-mentioned valves VVA and the like. The control unit U2 is for ABS control (antilock brake control), and the control unit U3 is for traction control. Further, S1 to S13 are sensors or switches, respectively.

The sensors S1 to S4 are used for the wheels 1FL to 1R, respectively.
The rotation speed of R, that is, the wheel speed is independently detected, and the wheel speed detected by each of the sensors S1 to S4 is transmitted from the control unit U2 to the control units U1 and U3. The sensor S5 detects the vehicle speed, and in the embodiment, detects the ground vehicle speed (absolute vehicle speed detection). The sensor S6 detects the shift position of the transmission 4, that is, the gear position. The sensor S7 detects the engine speed. The sensor S8 detects the steering angle of the steering wheel. The sensor S9 detects the accelerator opening. The sensor S10 detects the amount of depression of the brake pedal. The switch S11 is an ignition switch. The switch S12 is for detecting whether or not the parking brake is operated.

The sensor S13 detects a bad road (uneven road). For the rough road detection, for example, the sensor S13 detects the vertical stroke of the suspension,
The control unit U1 determines that a bad road is generated when a stroke of a predetermined amount or more occurs a predetermined number of times within a predetermined time. In addition, the control unit U determines that the sensor S13 detects up and down G (acceleration) acting on the vehicle body and that when the up and down G above a predetermined number occurs a predetermined number of times within a predetermined time, it is a bad road.
It may be configured such that 1 determines. The determination of the degree of rough road may be made by changing one or more of the threshold values for the rough road determination.

The signals from the sensors or switches S5 to S13 are input to the control unit U1, and the control unit U1 controls the above-mentioned valves VVA to VVJ. Of course, the control unit U2 is for preventing the wheels from being locked at the time of braking, and the control unit U2 controls the brake fluid pressure adjusting means 81 for independently adjusting the brake of each wheel. . In addition, the control unit U3 uses the left and right front wheels 1FL, which are constantly driven wheels during acceleration,
When the slip on the road surface of 1FR becomes excessive,
At least the engine output (torque generated by the engine 2) is reduced, and for example, the torque adjusting means 82 for adjusting the opening of the throttle valve of the engine 2, the ignition timing, the fuel injection amount, etc. is controlled.

From the control unit U2 to the control unit U1, in addition to the wheel speed signals detected by the sensors S1 to S4, A
The ABS signal indicating that the BS control is being executed and the μ signal indicating the road surface μ (friction coefficient) are transmitted. Further, a wheel speed signal is transmitted from the control unit U2 to the control unit U3. Further, from the control unit U3 to the control unit U1, a TRC signal indicating that the traction control is being executed, a torque reduction amount signal indicating a reduction amount of the engine torque performed by the traction control, and a road surface μ signal are transmitted. It The detection of the road surface μ can be performed by the control unit U1, and the sensors S1 to S can be used.
Each wheel speed detected in 4 may be directly input to the control unit U1.

Description of Flowchart (FIG. 3) Next, the control contents of the control unit U1 will be described with reference to the flowcharts in FIG. In the following description, D, E, W, and Z indicate steps.

First, in the main flow chart of FIG. 3, after signals from the respective sensors are input at D1, it is determined at D1 whether or not the ignition switch is ON. When the determination in D2 is NO, the safety valve VVG is opened and the pressure in the high pressure line 18 is released in D3. On the other hand, when the determination in D2 is YES, the safety valve VVG is closed and the high pressure hydraulic pressure is supplied to the high pressure line 18 in D4.

At D5, it is judged if the vehicle speed (ground vehicle speed) is substantially zero. If YES in the determination of D5, it is determined in D6 whether or not the gear position of the transmission 4 is neutral. If YES in the determination of D6, it is determined in D7 whether or not the parking brake is operated. When the determination in D7 is YES, the parking mode control is executed in D8. D
When the determination in No. 7 is NO, the control in the vehicle stop mode is executed in D9.

If NO in D5 and NO in D6, the transmission 4 is selected in D10.
It is determined whether or not the gear position of is the reverse position. D1
When the determination result in 0 is NO, in D11, it is determined whether or not the stack is currently in progress. Whether or not this is the stack is determined to be the stack, for example, when the accelerator is stepped on, the vehicle speed is almost 0, and the rotation speeds of the front left and right wheels 1FL, 1FR are sufficiently higher than the vehicle speed. Can be determined. When the determination in D11 is NO, in D12, as will be described later, it is determined whether or not to execute a control mode other than the parking mode and the stop mode.

When the result of the determination in D10 is YES, the drive assist utilizing the hydraulic motors ML and MR is executed in D15. In this case, reverse drive is performed in the independent mode (rear wheel in the backward direction). Drive 1RL, 1RR). If YES in the determination of D11, in D14,
Drive assist using the hydraulic motors ML and MR is executed, but in this case, normal drive is performed in the independent mode described later in which the target vehicle speed is set to a low vehicle speed (for example, about 10 km / h which is a stack release condition). Be seen.

Description of Flowchart (FIGS. 4 to 9) Details of D12 in FIG. 3 are shown in the flowcharts of FIGS. First, at E23 in FIG.
It is determined whether or not the traction control by the control unit U3 is being performed. When the determination in E23 is NO, in E24, it is determined whether or not the vehicle is currently traveling on a rough road.
When the determination in E24 is NO, in E25, it is determined whether or not the road surface is low μ. N in the judgment of E25
When it is O, it is determined in E26 whether or not the vehicle is currently traveling straight ahead. In the present embodiment, whether or not the vehicle is going straight is determined by calculating the lateral G based on the steering angle and the vehicle speed.
When the lateral G is less than or equal to a predetermined value, it is determined that the vehicle is traveling straight ahead.

When the result of E26 is YES, E27-
The processing of E39 is performed, but this processing is premised on a good road, a high μ road, and a straight road. And finally, whether the control conditions for performing the positive drive (E28) in the independent mode, the reverse drive (E35) in the independent mode, the pressure accumulation mode (E33, E39) or the hydraulic lock mode (E31, E37) are satisfied. It is determined whether or not.

The degree of acceleration and the degree of deceleration can be made by various known methods. For example, the degree of acceleration is
It can be known by any one or a plurality of combinations of the accelerator pedal depression speed, the accelerator pedal depression amount, the vehicle body acceleration obtained by differentiating the vehicle speed, and the like. Further, the degree of deceleration is, for example, one or any of an accelerator release speed, a brake depression speed, an increase amount of the brake depression amount, a vehicle deceleration obtained by differentiating the vehicle speed, and the like. It can be known by the combination of. However, in the embodiment, at least when the accelerator return speed is fast (the accelerator release speed is fast), it is determined that the deceleration is not less than the slow deceleration for setting the hydraulic lock mode.

If NO in the determination at E26 in FIG.
5 is performed, but FIG. 5 is premised on a good road, a high μ road, and during turning. Then, finally, it is determined whether or not the control conditions for performing the forward drive (E42) and the reverse drive (E44) in the independent mode or the LSD mode (E45) are satisfied.

When the determination of E25 in FIG. 4 is YES, the processing shown in FIG. 6 is performed. In FIG. 6, first, E5
At 1, it is determined whether or not the vehicle is traveling straight ahead. This E
When the result of the determination in step 51 is YES, the processes of E52 to E59 are performed, but this is a process on the assumption that the road is a good road, a low μ road, and is straight ahead. Then, finally, it is determined whether or not the control conditions for performing the forward drive (E55) and the reverse drive (E57) in the independent mode, the hydraulic lock mode (E54), and the LSD mode (E59) are satisfied.

If NO in the determination at E51 in FIG.
The process shown in (1) is performed, but this process is performed on a good road, a low μ road, and on the assumption that the vehicle is turning. Then, finally, it is determined whether or not the control conditions for performing the positive drive (E62) in the independent mode, the hydraulic lock mode (E65), and the LSD mode (E66) are satisfied.

If YES in the determination at E24 in FIG. 4, it is determined at E71 in FIG. 8 whether or not the road is a bad road. When the determination in E71 is NO, E71 to E86
However, this is the determination of the control mode on a slow road. Further, when the determination in E71 is YES, the processes after E91 in FIG. 9 are performed, but this is the determination of the control mode on a bad road.

Description of Flowchart (FIG. 10) FIG. 10 shows the details of the positive drive control in the independent mode.

First, after the data is input in Z1, the target vehicle speed VTR is set in Z2 using the accelerator opening and the shift position of the transmission 4 as parameters.

Next, at Z3, it is judged if the value obtained by subtracting the actual wheel speed VBL of the left rear wheel 1RL from the target vehicle speed VTR is greater than the predetermined speed V1. If the determination of Z3 is NO, it is determined that the drive assistance by the normal drive is not necessary, and the normal drive of the left rear wheel is stopped at Z14. The processes of Z3 and Z14 are performed independently for the right rear wheel 1RR and separately for the left rear wheel 1RL. The predetermined speed V1 is set to a speed indicating a slip amount sufficient for acceleration, but may be a constant value, or may be set to a variable value so that the vehicle speed VA increases as the vehicle speed VA increases.

When the determination of Z3 is YES, it is determined whether or not the accelerator is fully open at Z4. Even when the determination of Z4 is YES, the drive assistance using the hydraulic motors ML and MR is not necessary. Then, the process proceeds to Z14 (in this case, the right and left rear wheels 1RL, 1RR are simultaneously stopped for normal driving).

If NO in Z4, the lateral G acting on the vehicle body is calculated in Z5 based on the vehicle speed VA and the steering angle of the steering wheel. After that, the correction coefficients K1 and K2 are set in Z6. Then, at Z7, it is determined whether or not the vehicle is making a right turn. YE by this Z7 discrimination
At S, the target wheel speed VTRL of the left rear wheel 1RL is calculated at Z9 by multiplying the target vehicle speed VTR determined at Z2 by the correction coefficient K1, and similarly, at the right rear wheel 1RR. The target wheel speed VTRR is the target vehicle speed V
It is calculated by multiplying TR by the correction coefficient K2.

If the determination in Z7 is NO, the target wheel speeds of the left and right rear wheels 1RL, 1RR are calculated in Z8. After all, the processing of Z6 to Z9 corresponds to the processing of increasing the target wheel speed on the outer wheel turning side and slowing the target wheel speed on the inner wheel turning side. However, when going straight, the determination in Z7 is NO and the process moves to Z8. At this time, since the correction coefficient is 1 (lateral G is 0 or almost 0), the left and right rear wheels 1RL, The target wheel speeds of 1RR are equal to each other).

After Z8 or Z9, in Z10, the rear wheel 1RL is changed from the target wheel speed VTRL (VTRR).
The amount Q of oil supplied to the hydraulic motor ML (MR) is determined according to the value obtained by subtracting the actual wheel speed VBL (VBR) of (1RR). The oil liquid amount Q is independently determined for the left and right hydraulic motors ML and MR. Then, at Z11, the switching valves VVB · L and VVB · R are independently controlled so that the determined oil liquid amount Q is realized.

At Z12, it is judged if the value obtained by subtracting the actual wheel speed VBL of the left rear wheel 1RL from the vehicle speed VA is smaller than the predetermined speed "-V2". This Z
The determination of 12 is that the actual wheel speed VBL of the left rear wheel 1RL is
It is determined whether the vehicle speed is too high compared to the vehicle speed VA. If YES in Z12, in Z13,
Correction is performed to reduce the supply flow rate Q so that the rear wheels maintain the predetermined slip value. The processing of Z12 and Z13 is similarly performed for the right rear wheel 1RR. Z12
When the determination is NO, the routine returns without passing through Z13.

Description of Flowchart (FIG. 11) FIG. 11 shows details of reverse driving in the independent mode.

First, after the data is input in Z21, it is determined in Z22 whether the reverse drive flag is 1 or not. If NO in this determination of Z22, Z30
At, in the area set with the steering wheel steering angle and the vehicle speed VA as parameters, it is confirmed where the current state is. Then, in Z31, the current state is Z30.
It is determined whether or not the area C is in the hatched area C. If YES in the determination of Z31, Z3
After the reverse drive flag is set to 1 in 2
If NO in the determination of Z31, the process returns to Z21 without passing through Z32.

After passing through Z32, the determination of Z22 is YE.
At S23, it is determined at Z23 whether ABS control is currently being performed. N is judged by this Z23
When it is O, it is determined in Z24 whether or not the brake depression amount is large. When the determination in Z25 is NO, it is determined in Z25 whether the vehicle speed VA is at a low vehicle speed equal to or lower than the predetermined value V3.

When the determination in Z25 is NO, the supply flow rate Q to the hydraulic motors ML and MR is determined in Z26 using the vehicle speed VA and the shift position of the transmission 4 as parameters. After that, in Z27, the switching valves VVB · L and VVB · R are controlled so that the flow rate Q determined in Z26 is supplied to the left and right hydraulic motors ML and MR. Z2
After 7, the processing of Z28 and Z29 is performed. This processing corresponds to the processing of Z12 and Z13 of FIG. 10, and is processing for correcting the reverse driving force becoming too large.

When YES is determined in any of Z23, Z24, and Z25, the reverse drive control is stopped in Z33, and the reverse drive flag is reset to 0 in Z34.

Flowchart (FIG. 12) FIG. 12 is executed when the determination in E23 of FIG. 4 is YES, and the drive using the hydraulic motors ML and MR when the traction control is executed by the control unit U3. Auxiliary (right and left independent positive drive) control.

First, after data is input in Z41,
At Z42, the reduction amount of the torque applied to the front wheels 1FL, 1FR caused by the traction control of the control unit U3, that is, the generation torque reduction amount TF of the engine 2 is increased.
Are read based on the signal from the control unit U3. After that, in Z43, the vehicle speed reduction amount VC corresponding to the torque reduction amount TF is determined.

At Z44, the supply liquid amount Q to be supplied to the hydraulic motors ML and MR is determined according to the vehicle speed reduction amount VC. The supply flow rate Q is determined so that the total generated torque of the hydraulic motors ML and MR becomes the same as the generated torque reduction amount of the engine 2. After that, in Z45, it is determined whether or not the traction control is stopped. If NO in Z45, the processes of Z46 to Z52 are performed. The processing of Z46 to Z52 is performed by the correction coefficients F1 and F2.
Supply flow rate QTRL, QTR to the left and right rear wheels
R, that is, the torque distribution ratio is determined. More specifically, during turning, the torque distribution amount on the turning outer wheel side is made larger than the torque distribution amount on the turning inner wheel side (Z49, Z5).
1) At the time of going straight, the torque distribution ratio to the left and right rear wheels is made equal (Z52).

After Z49, Z51 or Z52, Z
The process of shifting to 53 is performed, and this process is performed by Z in FIG.
Since it corresponds to 11 to Z13, the duplicated description will be omitted.

Description of Flowchart (FIG. 13) FIG. 13 shows the control contents of the stop mode in D9 of FIG. First, after the data is input in Z61, it is determined in Z62 whether or not the accelerator is depressed. In the case of NO in this determination of Z62, after the target vehicle speed VTR is set to 0 in Z63, the actual wheel speeds VBL, VBR of the left and right rear wheels 1RL, 1RR become the target vehicle speed VTR in Z64. , The supply flow rates to the hydraulic motors ML and MR are feedback-controlled (right and left independent control).

By the way, when the transmission 4 is an automatic transmission (in this case, the clutch 3 is a torque converter), as is called creep, even when the accelerator is not stepped on, it is operated at an extremely low speed. The operation is designed to be performed. To obtain this creep, target vehicle speed VTR
If, for example, is set to 5 km / h, the creep speed can always be kept constant regardless of the inclination of the road surface while the vehicle is stopped. Then, the target vehicle speed VTR can be manually selected, for example, in the range of 0 to 15 km / h in a continuously variable manner or in a stepless manner (when the target vehicle speed is 0, no creep occurs).

Layout of Hydraulic Motors and Their Peripheral Members FIGS. 14 and 15 are plan sectional views (shown in FIG. 15) showing the layouts of the hydraulic motors ML and MR and their peripheral members in the vehicle drive device according to the first embodiment. XIV-XIV line cross-sectional view) and a cross-sectional view showing the same from the rear (of FIG.
XV-XV line sectional view).

As shown in these figures, the floor panel 1
A rear side frame 106 is extended in the vehicle front-rear direction on the lower surface of the joint between the wheel apron 104 and the wheel apron 104 at both ends in the vehicle width direction. A cross member 108 that supports 102 is provided. Both the rear side frame 106 and the cross member 108 have a closed cross-section structure.

A suspension cross member 112 is attached to the rear side frame 106 via a support plate 110 having a closed cross section structure. The suspension cross member 112 has a drive shaft 11
A pair of front and rear lateral members 114, 116 extending in the vehicle width direction before and after L, 11R and a vertical member 118 extending in the vehicle front-rear direction so as to connect these lateral members to each other are provided at both ends of the lateral members 114, 116. Attached to the rear side frame 106.

The suspension cross member 112
As shown as a single item in FIG. 16, each lateral member 114, 1
16 has a tapered closed cross-section structure, and the vertical member 118 has a closed cross-section structure in which a central portion is constricted. In the closed cross-section, as shown in FIG. 15, a cylindrical shape inscribed in the constricted part is formed. A member 120 is provided.

A pair of front and rear left suspension links 122L and 124L and right suspension links 122R and 124R extending substantially in the vehicle width direction are disposed inside the respective lateral members 114 and 116 in the front-rear direction. The inner end of the link in the vehicle width direction is connected to the front end and the rear end of the vertical member 118. The outer ends of the left suspension links 122L and 124L in the vehicle width direction are connected to the front and rear of the wheel center Cw of the wheel support (not shown) of the left rear wheel 1RL, and the vehicle width of the right suspension links 122R and 124R. The outer end in the direction is connected to the front and rear of a wheel center Cw (not shown) of the wheel support of the right rear wheel 1RR.

A pair of left and right drive shafts 11L, 11
R is the rear wheels 1RL, 1RR and the hydraulic motors ML, MR
Are connected with a universal joint.

Further, the hydraulic motors ML and MR are arranged so as to be distributed to the left and right with the vertical member 118 as a boundary.
It is attached to 18. These hydraulic motors ML, M
The R is attached to the vertical member 118 via the pair of motor mount brackets 126L and 126R.
It is done for the constricted part of 8. That is, each of the motor mount brackets 126L and 126R is shown in FIG.
As shown in FIG. 7, U-shaped recesses are formed on the surface opposite to the mounting surfaces of the hydraulic motors ML and MR, and the surfaces having these U-shaped recesses are butted so as to sandwich the constricted part of the vertical member 118. By tightening the bolts
The hydraulic motors ML and MR are attached to the vertical member 118. At that time, as shown in FIG. 15, a pair of motor mount brackets 126L, 126L
A rubber 128 is interposed between the R and the vertical member 118, and the motor mount brackets 126L and 126R are rubber-mounted on the vertical member 118.

An exhaust pipe 130 is arranged immediately below the vertical member 118 of the suspension cross member 112 so as to extend in the front-rear direction. The exhaust pipe 130 is connected to a muffler 132 attached to the rear side frame 106 on the left side behind the suspension cross member 112.

As described above in detail, in the present embodiment, the hydraulic motor is provided in the space between the pair of front and rear suspension links 122L, 124L / 122R, 124R extending in the vehicle width direction, that is, the space which is usually the dead space. Since the ML and MR are arranged, it is not necessary to newly set a space for arranging the motor, and therefore, the suspension links 122L and 124L / 122.
It is possible to secure the freedom of layout of the R, 124R, the exhaust pipe 130, and the like.

Further, in this embodiment, the suspension cross member 112 has a pair of lateral members 114, 11 extending in the vehicle width direction before and after the hydraulic motors ML, MR.
6 and a vertical member 118 extending in the vehicle front-rear direction so as to connect these lateral members to each other, and the left wheel driving hydraulic motor ML and the right wheel driving hydraulic motor MR form the vertical member 118. Since it is attached to the vertical member 118 in a state where the dead space is distributed right and left at the boundary, the dead space can be effectively used.

Further, in this embodiment, the hydraulic motors ML and MR are mounted on the vertical member 118 by mounting the motor mount brackets 126L and 126R with the hydraulic motors ML and MR connected to each other at their inner ends in the vehicle width direction. The hydraulic motors ML and MR can be easily attached to the vertical member 118. Moreover, the motor mount brackets 126L, 126R
However, since it is designed to be rubber-mounted on the vertical member 118, it is possible to reduce the amount of drive vibration transmitted from the hydraulic motors ML and MR to the vehicle body by buffering the hydraulic motors ML and MR.

Next, a second embodiment of the present invention will be described.

18 and 19 are plan sectional views (XVIII- in FIG. 19) showing the layout of the hydraulic motors ML, MR and their peripheral members in the vehicle drive device according to the present embodiment.
FIG. 19 is a cross-sectional view taken along line XVIII) and a cross-sectional view showing the same when viewed from the rear (cross-sectional view taken along line XIX-XIX in FIG. 18).

As shown in these figures, this embodiment is the first
Unlike the embodiment, the hydraulic motors ML and MR are both arranged on the left side of the vertical member 118 of the suspension cross member 112, and the structure associated therewith is different, but other configurations are the first embodiment. Similar to the example.

The hydraulic motors ML and MR are attached to the suspension cross member 112 in a state where their inner end surfaces in the vehicle width direction are butted against each other. Each of the hydraulic motors ML, MR has a pair of front and rear mounting bushes 142L,
144L / 142R, 144R are integrally formed,
The attachment bushes 142L and 142R are attached to a pair of brackets 146 and 148 provided on the lateral member 114, and the attachment bushes 144L and 144R are attached to the lateral member 1.
The bracket 16 is attached to a pair of brackets 150 and 152 provided on the 16.

The hydraulic motor MR for driving the right wheel is connected to the drive shaft 11R via the intermediate shaft 154. Further, although the vertical member 118 of the suspension cross member 112 has a uniform closed cross-section structure,
Through hole 15 for inserting the intermediate shaft 154
6 is formed in the vehicle width direction.

A large diameter cylindrical canister 158 is provided above the intermediate shaft 154 in the right space of the vertical member 118.
Is provided. The canister 158 is attached to the support plate 110. Further, in this embodiment, the exhaust pipe 130 is arranged immediately below the canister 158 so as to extend in the front-rear direction.

As described in detail above, in this embodiment, the suspension cross member 112 connects the pair of lateral members 114 and 116 extending in the vehicle width direction before and after the hydraulic motors ML and MR to each other. As described above, the vertical member 118 extends in the front-rear direction of the vehicle body, and the left wheel driving hydraulic motor ML and the right wheel driving hydraulic motor MR are both arranged on the left side of the vertical member 118. , The space on the right side of the vertical member 118 (usually a dead space),
8 can be effectively used as a space for arrangement.

Instead of using the space on the right side of the vertical member 118 as the space for disposing the canister 158 as in this embodiment, it is also possible to use it as the space for disposing the exhaust pipe 130, the fuel tank and the like. . Alternatively, the vertical member 118
May be formed to have a large cross-sectional shape so as to project to the space on the right side of the suspension member. Since this makes it possible to improve the rigidity of the vertical member 118, the suspension links 122L, 124L / 122R, The support rigidity of 124R can be secured.

Next, a third embodiment of the present invention will be described.

20 and 21 are plan sectional views (XX-XX in FIG. 21) showing the layout of the hydraulic motors ML, MR and their peripheral members in the vehicle drive device according to the present embodiment.
Line sectional view) and a sectional view showing the same when viewed from the rear (FIG. 2).
0 is a sectional view taken along line XXI-XXI).

In this embodiment, the hydraulic motor ML for driving the left wheel is arranged on the right side and the hydraulic motor MR for driving the right wheel is arranged on the left side with respect to the center line of the vehicle body in the vehicle width direction. The drive shafts 11L and 11R are also formed to be long. Then, a pair of front and rear suspension links 122L, 124L / 1
Of the 22R and 124R, the left front suspension link 122L is configured by the drive shaft 11L, and the right rear suspension link 124R is configured by the drive shaft 11R. That is, the drive shaft 11L and the suspension link 124L
Are formed to have the same length, the drive shaft 11R and the suspension link 122R are formed to have the same length, and both wheel-side connecting points and vehicle-body-side connecting points are set at the same position in the vehicle width direction. Has been done.
The suspension link and the drive shaft are arranged in the order of the drive shaft 11L, the suspension link 122R, the suspension link 124L, and the drive shaft 11R from the front.

The wheel-side connecting points of the drive shafts 11L and 11R are displaced in the front-rear direction with respect to the wheel centers Cw of the wheel supports (not shown) of the left rear wheel 1RL and the right rear wheel 1RR. . The drive shafts 11L and 11R are connected to the wheels 1RL and 1RR via a pair of gears 162.

The suspension cross member 112 in the present embodiment is formed in an inverted U-shaped section extending in the vehicle width direction, and the hydraulic motor ML,
MR, suspension links 124L and 122R, and drive shafts 11L and 11R are arranged. A pair of front and rear mounting bushes 142L, 144L / 142R, 144R are integrally formed on each of the hydraulic motors ML, MR.
Brackets 164 provided on the suspension cross member 112 via 144L / 142R, 144R,
466 attached to each. These hydraulic motors M
In order to allow the L and MR to be attached, a part of the suspension cross member 112 is formed in the vicinity of the brackets 168 and 170 with a cutout.

Further, each suspension link 124L,
The vehicle body side connection point of 122R is set on the suspension cross member 112. That is, the vehicle width direction inner ends of the suspension links 124L and 122R are attached to the brackets 168 and 170 provided on the suspension cross member 112R.

An exhaust pipe 130 is arranged immediately below the suspension cross member 112 in the vehicle widthwise direction so as to extend in the front-rear direction.

As described in detail above, in this embodiment, the hydraulic motor ML for driving the left wheel is on the right side of the center line of the vehicle body in the vehicle width direction, and the hydraulic motor MR for driving the right wheel is.
Is located on the left side, each drive shaft 11
It is possible to form L and 11R in a long length, which allows
It is possible to secure the support rigidity of the hydraulic motors ML and MR by reducing the axial forward direction to which the drive shafts 11L and 11R are input in accordance with the bump rebound of the wheels 1RL and 1RR.

Moreover, in this embodiment, each pair of left and right suspension links 122L, 124L / 122 is used.
Since one of R and 124R is composed of the drive shafts 11L and 11R, it is not necessary to set a space for disposing the drive shaft, and as a result, the suspension links 122L (11L), 1L
24L / 122R, 124R (11R), the exhaust pipe 130, or the like can be secured in layout flexibility.

In this case, in this embodiment,
At the wheel side connection points of the drive shafts 11L and 11R,
The drive shafts 11L and 11R and the wheels 1RL and 1RR are displaced forward and backward with respect to the wheel center Cw of the wheels connected to the drive shaft, and the gear 16
Since they are connected via 2, the above configuration can be easily realized.

Further, in the present embodiment, the suspension cross member 112 has an inverted U-shaped section extending in the vehicle width direction, and the hydraulic motors ML, MR and the suspension are arranged in the inverted U-shaped section. Links 124L, 122
Since the R and the drive shafts 11L and 11R are provided, it is not necessary to newly set a space for installing the motor. Therefore, also in this respect, the suspension links 122L (11L), 124L / 122R, and 124
The degree of freedom in layout of the R (11R) or the exhaust pipe 130 can be secured.

Next, a fourth embodiment of the present invention will be described.

22 and 23 are plan sectional views (XXIII- in FIG. 22) showing the layout of the hydraulic motors ML and MR and their peripheral members in the vehicle drive device according to the present embodiment.
FIG. 23 is a cross-sectional view taken along line XXIII) and a cross-sectional view of the same taken from the rear (XXII-XXII cross-sectional view in FIG. 23).

As shown in these figures, this embodiment is the first
Unlike the embodiment, the suspension type is different, and the vertical member of the suspension cross member 112 is composed of a pair of left and right vertical members 118L and 118R. The hydraulic motor ML is provided in the vertical member 118L and the hydraulic motor MR (not shown) is provided. The structure is the same as that of the first embodiment, except that the structure is attached to each of the vertical members 118R and the structure associated therewith.

The suspension cross member 112 in this embodiment has a suspension cross member body 172 formed in an inverted U-shaped section extending in the vehicle width direction, and a suspension cross member 112 extending in the vehicle width direction at the bottom of the inverted U-shaped section. A bottom member 174 connected to the front surface portion and the rear surface portion of the cross member main body 172, and the vertical member 118L arranged at a position apart from the center position in the vehicle width direction in the reverse U-shaped cross section by a predetermined dimension. 118R (see FIG. 24). Further, the exhaust pipe 1 disposed in the front-rear direction is provided at the center position in the vehicle width direction on the front surface portion and the rear surface portion of the suspension cross member 112 (that is, between the pair of left and right vertical members 118L and 118R).
An exhaust pipe insertion hole 176 for inserting 30 is formed.

The hydraulic motors ML and MR are arranged in the inverted U-shaped cross section of the suspension cross member 112 (bottom member 1).
It is arranged in a closed cross section if 74 is considered together.

Each hydraulic motor ML (MR) has front and rear 1
A pair of mounting bushes 178L (178R) are integrally formed. These mounting bushes 178L (178R)
Via a pair of front and rear brackets 180 and vertical members 118 provided on the suspension cross member 112.
It is attached to L (118R).

The suspension link in this embodiment is the lateral link 182 and the trailing link 1.
The lateral link 182 has a vehicle body side connection point set on a bracket 186 provided on the bottom member 174, and the trailing link 180 has a vehicle body side connection point set on the rear side frame 106.

As described above in detail, in this embodiment, the suspension cross member 112 has an inverted U-shaped cross section extending in the vehicle width direction, and the hydraulic motor is located in this inverted U-shaped cross section. ML, MR, drive shaft 11
Since L, 11R and the lateral link 182 are arranged, it is not necessary to newly set a space for installing a motor, and a pair of vertical members 118L, 118R is arranged between the hydraulic motors ML and MR. Therefore, it is possible to improve the rigidity of the suspension cross member 112 and thus the supporting rigidity of the lateral link 182. Further, since the rigidity of the suspension cross member 112 is improved in this way, the pair of vertical members 118 is
Even if the exhaust pipe insertion hole 176 is formed in the suspension cross member 112 between L and 118R, the rigidity of the suspension cross member 112 will be sufficiently secured. Since the exhaust pipe 130 is arranged so as to penetrate the exhaust pipe insertion holes 176, the exhaust pipe 1
There is no need to secure a new installation space for 30.

Next, a fifth embodiment of the present invention will be described.

25, 26 and 27 are plan sectional views (shown in FIG. 26) showing the layout of the hydraulic motors ML and MR and their peripheral members in the vehicle drive device according to the present embodiment.
XXV-XXV cross-sectional view), a cross-sectional view showing this from the rear (XXVI-XXVI cross-sectional view of FIG. 25), and a cross-sectional view showing this from the left (XXVII-XXVII cross-sectional view of FIG. 25).

As shown in these figures, this embodiment is the first
The suspension type is different from that of the embodiment, and a pair of vertical members of the suspension cross member 112 are not present and the structure associated therewith is different, but the other configurations are the same as those of the first embodiment.

The suspension cross member 112 in this embodiment includes a pair of front and rear lateral members 186 extending in the vehicle width direction in front of and behind the drive shafts 11L and 11R.
188 and the lateral members 186 and 188 below the drive shafts 11L and 11R are connected at their bottoms, and the lateral members 186 and 188 form a U-shaped cross section extending in the vehicle width direction; The lateral members 186, 188 are formed of a pair of side members 192L, 192R connecting the lateral members 186, 188 at both ends in the vehicle width direction, and are attached to the rear side frame 106 at the front and rear ends of the side members 192L, 192R. The lateral members 186 and 188 and the side members 192L and 192R each have a closed cross-section structure, and the bottom member 190 has a closed cross-section structure at the center portion in the vehicle width direction and a plate-like structure on both sides thereof ( See FIG. 28).

The hydraulic motors ML, MR have their lateral members 186, 18 in a state where the inner ends of the hydraulic motors ML, MR in the vehicle width direction are abutted to each other at the center of the vehicle body in the vehicle width direction.
It is attached to 8. That is, each hydraulic motor ML (MR) has a pair of front and rear mounting bushes 142L,
144L (142R, 144R) are integrally formed, and these mounting bushes 142L and 142R, 14R are formed integrally.
Lateral member 18 with 4R and 144L butted together
It is attached to each pair of partition walls 194 and 196 formed in a node shape in the closed cross section of 6, 188. Service holes 198 for mounting the hydraulic motor are formed on both sides of the pair of partition walls 194, 196 on the front surface of the horizontal member 186 and the rear surface of the horizontal member 188, respectively.

The suspension link in this embodiment is composed of a pair of front and rear lateral links 200 and 202 and a trailing link 204.
The vehicle body side connection points of 0 and 202 are respectively set on the bracket 206 provided on the lateral member 188 and the bracket 208 provided on the bottom member 190, and the vehicle body side connection point of the trailing link 204 is set on the rear side frame 106. Is set to.

As described in detail above, in this embodiment, the suspension cross member 112 has a U-shaped cross section extending in the vehicle width direction, and the hydraulic motor ML is provided in this U-shaped cross section. MR and drive shaft 11
Since L and 11R are provided, it is not necessary to newly set a space for installing the motor, and the hydraulic motors ML and M are
In the vicinity of R, the lateral members 186, 188 and the bottom member 190 themselves forming the above U-shaped cross section are each formed in a closed cross section, so that the rigidity of the suspension cross member 112 is improved and the lateral links 200, 2 are also formed.
It is possible to improve the support rigidity of No. 02. Further, the bottom member 190 is not formed to have a closed cross-section over the entire surface thereof, but the suspension cross member 11 is formed.
Only the peripheral portions of the hydraulic motors ML and MR, which are sufficient for ensuring the rigidity of No. 2, are formed in a closed cross section and are formed in a plate shape on both sides thereof. By forming such a plate shape, the exhaust gas is discharged below the suspension cross member 112. A space for arranging the tube 130 can be secured.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram showing a first embodiment of a vehicle drive device according to the present invention.

FIG. 2 is a block diagram showing a control system in the first embodiment.

3 to 13 are flowcharts showing contents of hydraulic motor drive control in the first embodiment.

FIG. 14 is a plan sectional view showing the layout of the hydraulic motor and its peripheral members in the first embodiment.

FIG. 15 is a cross-sectional view showing the layout of the hydraulic motor and its peripheral members as seen from the rear in the first embodiment.

FIG. 16 is a perspective view showing a suspension cross member as a single item in the first embodiment.

FIG. 17 is a perspective view showing a single motor mount bracket in the first embodiment.

FIG. 18 is a view similar to FIG. 14 showing a second embodiment of the vehicle drive device according to the present invention.

FIG. 19 is a view similar to FIG. 15, showing a second embodiment.

FIG. 20 is a view similar to FIG. 14, showing a third embodiment of the vehicle drive device according to the present invention.

FIG. 21 is a view similar to FIG. 15, showing a third embodiment.

FIG. 22 is a view similar to FIG. 14, showing a fourth embodiment of the vehicle drive device according to the present invention.

FIG. 23 is a view similar to FIG. 15, showing a fourth embodiment.

FIG. 24 is a perspective view showing a suspension cross member as a single item according to the fourth embodiment.

FIG. 25 is a view similar to FIG. 14 showing a fifth embodiment of the vehicle drive device according to the present invention.

FIG. 26 is a view similar to FIG. 15, showing a fifth embodiment.

FIG. 27 is a sectional view showing a layout of a hydraulic motor and its peripheral members in a fifth embodiment as viewed from the left.

FIG. 28 is a perspective view showing a suspension cross member as a single item according to the fifth embodiment.

[Explanation of symbols]

1RL Left rear wheel 1RR Right rear wheel ML, MR Hydraulic motors 11L, 11R Drive shaft 112 Suspension cross members 122L, 124L, 122R, 124R Suspension links 114, 116 Horizontal members 118 Vertical members 126L, 126R Motor mount bracket 130 Exhaust pipe (exhaust pipe (exhaust System member) 162 gear

─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) B60K 17/04 B60K 17/356

Claims (13)

(57) [Claims] 1. A vehicle drive device comprising a motor connected to a wheel via a drive shaft extending substantially in the vehicle width direction, the vehicle drive device configured to rotationally drive the wheel by the motor. The vehicle body is connected via a plurality of suspension links extending substantially in the vehicle width direction, the vehicle body side connection points of the at least two suspension links are set to suspension cross members, and the suspension cross members are arranged in front and rear directions. A pair of lateral members extending side by side in the vehicle width direction and extending in the vehicle body front-rear direction,
A vertical member connecting the horizontal members to each other, wherein the motor is disposed between the horizontal members in a space surrounded by the at least two suspension links and is attached to the vertical member. Is
A vehicle drive device characterized by the above. 2. The motor comprises a motor for driving a left wheel and a motor for driving a right wheel, and both motors are attached to the vertical member in a state of being distributed to the left and right with the vertical member as a boundary. The vehicle drive device according to claim 1, wherein 3. The mounting of the pair of motors to the vertical member is performed via a motor mount bracket in a state where both the motors are connected to each other at an inner end portion in the vehicle width direction. The vehicle drive device according to claim 2. 4. The vehicle drive device according to claim 3, wherein the motor mount bracket is rubber-mounted on the vertical member. 5. A vehicle drive device comprising a motor connected to a wheel via a drive shaft extending substantially in the vehicle width direction, the vehicle drive device being configured to rotationally drive the wheel by the motor. A suspension cross member having a vehicle-body-side connecting point of a suspension link to be supported is provided with a pair of lateral members extending in the vehicle width direction before and after the motor and a vertical member extending in the vehicle longitudinal direction so as to connect these lateral members to each other. And a motor for driving the left wheel and the motor for driving the right wheel, both of which are arranged on one of the left and right sides of the vertical member. 6. The vertical member is formed in a large cross-sectional shape so as to project to a space opposite to a space where the pair of motors are arranged with respect to the vertical member. The vehicle drive device according to claim 5, wherein the drive device is a vehicle drive device. 7. The exhaust system member is arranged in a space opposite to a space in which the pair of motors are arranged with respect to the vertical member. The vehicle drive device described. 8. The tank according to claim 5 or 6, wherein a tank is arranged in a space opposite to a space in which the pair of motors are arranged with respect to the vertical member. Vehicle drive unit. 9. A vehicle drive device comprising a motor connected to a wheel via a drive shaft extending substantially in the vehicle width direction, the vehicle drive device being configured to rotationally drive the wheel by the motor. to the width direction center, the motor for the right wheel drive together with the motor for driving the left wheel is disposed on the right side is disposed on the left side, the each wheel and the vehicle body are each Ryakusha width direction Extending to
A plurality of suspension links, each drive shaft being connected to the plurality of suspension links.
A vehicle drive device, characterized in that each of the links constitutes one of the links . 10. The wheel-side connection point of each drive shaft is displaced in the radial direction of the wheel with respect to the wheel center of the wheel connected to the drive shaft, and each drive shaft and each wheel are connected to each other. There are connected via a gear, vehicle driving apparatus according to claim 9 Symbol mounting, characterized in that. 11. A vehicle drive device comprising a motor connected to a wheel through a drive shaft extending substantially in the vehicle width direction, the vehicle drive device configured to rotationally drive the wheel by the motor. A suspension cross member, in which a vehicle body side connection point of a suspension link to be supported is set, has a U-shaped cross section extending in the vehicle width direction, and the motor is arranged in the U-shaped cross section of the suspension cross member. A drive device for a vehicle, wherein the drive device is provided. 12. The exhaust system member is disposed, a vehicle driving apparatus according to claim 1 1, wherein the between said motor for said motor and the right wheel drive for driving the left wheel. 13. A vertical member extending in the vehicle front-rear direction is arranged between the motor for driving the left wheel and the motor for driving the right wheel so as to connect a front surface portion and a rear surface portion of the suspension cross member. is set, that the vehicle driving apparatus according to claim 1 1 or 1 2, wherein.