JP2009133426A - Driving force distribution device, control device of driving force distribution device, control method, program for realizing its method by computer and recording medium for recording its program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain cost increase by improving operation efficiency. <P>SOLUTION: This driving force distribution device includes an input shaft 34 for transmitting driving force transmitted from a driving source to a differential mechanism 40 and a planetary gear mechanism 20, the differential mechanism 40 connected to an input shaft 34 by a set of first gear pairs and transmitting the driving force from the input shaft 34 to driving wheels in response to a rotating speed difference between right-left driving wheels 50 and 52, the planetary gear mechanism 20 connecting a carrier 28 and the input shaft 34 by a set of second gear pairs, a motor generator 10 connected to a ring gear 26, and a drive shaft 42 connecting the differential mechanism 40 and the driving wheel 50 and connecting a sun gear 22 between the differential mechanism 40 and the driving wheel 50. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a configuration of a driving force distribution device and driving force distribution control using the driving force distribution device, and more particularly to a structure and control of a driving force distribution device configured by combining a rotary motor and a planetary gear mechanism.

  2. Description of the Related Art Conventionally, a driving force distribution device that controls driving force of a vehicle when turning on a road surface and a low friction coefficient is known. For example, Japanese Patent Application Laid-Open No. 2007-40523 (Patent Document 1) differs in a vehicle having a vehicle driving force distribution device that distributes torque (driving force) between left and right wheel axles with a simple structure and control. Disclosed is a vehicle driving force distribution device that exhibits a dynamic limiting function. In this vehicle driving force distribution device, a torque distribution mechanism having a planetary gear mechanism is arranged between the axles of the left and right wheels, and any two of the three elements of the planetary gear mechanism are each provided with a torque distribution clutch. The torque is distributed between the axles of the left and right wheels. The vehicle driving force distribution device is characterized in that a differential limiting clutch that restricts relative rotation of any two of the three elements of the planetary gear mechanism is provided.

According to the vehicle driving force distribution device disclosed in the above-mentioned publication, it is possible to perform differential limitation with simple control compared to the case where differential limitation is performed by controlling the fastening force of the left and right torque distribution clutches. In addition, control responsiveness is improved.
JP 2007-40523 A

  However, in the driving force distribution device disclosed in the above-mentioned publication, since a friction engagement element such as a clutch or a brake is used for the distribution of the driving force, slip always occurs when the driving force distribution device is operated. Thus, there is a problem that the degree of loss of the driving force transmitted from the driving source as heat increases. Therefore, fuel consumption may be deteriorated. Further, when the degree of distribution of the left and right driving forces is increased in order to cope with various traveling conditions, there is a possibility that the loss in the frictional engagement element during the operation of the driving force distribution device further increases.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a driving force distribution device that has high operating efficiency and suppresses an increase in cost. A further object of the present invention is to provide a control device for a driving force distribution device that accurately controls the running state of a vehicle, a control method, a program for realizing the method by a computer, and a recording medium on which the program is recorded. .

  A driving force distribution device according to a first aspect of the present invention is a driving force distribution device that distributes driving force from a driving source to left and right driving wheels. The driving force distribution device is connected to an input shaft that transmits a driving force transmitted from a driving source to components related to transmission of driving force on the driving wheel side, and the input shaft and a pair of first gear pairs, It consists of a plurality of rotating elements including a differential mechanism that transmits the driving force from the shaft to the driving wheels according to the rotational speed difference between the left and right driving wheels, a sun gear, a ring gear, and a carrier. A planetary gear mechanism that connects any of the first rotating elements and the input shaft by a pair of second gear pairs, a rotary electric motor that is connected to a second rotating element different from the first rotating element, and a difference And a drive shaft that connects the moving mechanism and the driving wheel, and a third rotating element different from the first rotating element and the second rotating element between the differential mechanism and the driving wheel.

  According to the first invention, the driving force is transmitted from the input shaft to the first rotating element of the planetary gear mechanism. A driving force is transmitted from the rotary motor to the second rotating element. Therefore, power corresponding to the degree of power transmitted to the first rotating element and the second rotating element is transmitted to the third rotating element. The power transmitted to the third rotating element is transmitted to the drive shaft. Therefore, the degree of driving force transmitted from the third rotating element to the drive shaft can be changed by controlling the power generated in the rotary motor. More specifically, the power generated by the operation of the rotary motor and the reaction force thereof act on the planetary gear mechanism, the input shaft, and the differential mechanism, thereby making it possible to make a difference in the driving force transmitted to the left and right wheels. . By generating the driving force difference, it is possible to improve the turning performance by generating a yaw moment, or to improve the traveling performance by increasing the other driving force when one of the driving wheels is idling. Further, the degree of heat loss when the driving force is distributed by the operation of the rotary motor is smaller than the heat loss when the friction engagement element is used because the friction engagement element does not slip and the like. Therefore, a driving force distribution device with high operating efficiency can be provided.

  In the driving force distribution device according to the second invention, in addition to the configuration of the first invention, the planetary gear mechanism is a double pinion planetary gear mechanism. The first rotating element is a carrier. The second rotating element is a ring gear. The third rotating element is a sun gear.

  According to the second invention, the driving force is transmitted from the input shaft to the carrier of the double pinion gear planetary gear mechanism. A driving force is transmitted to the ring gear from the rotary electric motor. Therefore, power corresponding to the degree of power transmitted to the carrier and the ring gear is transmitted to the sun gear. The power transmitted to the sun gear is transmitted to the drive shaft. Therefore, the degree of the driving force transmitted from the sun gear to the drive shaft can be changed by controlling the power generated in the rotary motor. Thereby, a difference can be produced in the driving force transmitted to the left and right wheels.

  In the driving force distribution device according to the third aspect of the invention, in addition to the configuration of the first aspect of the invention, the planetary gear mechanism is a double pinion planetary gear mechanism. The first rotating element is a sun gear. The second rotating element is a ring gear. The third rotating element is a carrier.

  According to the third invention, the driving force is transmitted from the input shaft to the sun gear of the double pinion planetary gear mechanism. A driving force is transmitted to the ring gear from the rotary electric motor. Therefore, power corresponding to the degree of power transmitted to the sun gear and the ring gear is transmitted to the carrier. The power transmitted to the carrier is transmitted to the drive shaft. Therefore, the degree of the driving force transmitted from the carrier to the drive shaft can be changed by controlling the power generated in the rotary motor. Thereby, a difference can be produced in the driving force transmitted to the left and right wheels.

  In the driving force distribution device according to the fourth invention, in addition to the configuration of any one of the first to third inventions, the input shaft side gear in the first gear pair is the input shaft side in the second gear pair. It is the same gear as this gear.

  According to the fourth aspect of the invention, the gear on the input shaft side is used as a common gear, and the gear on the differential mechanism side and the gear on the planetary gear side are separately engaged with the gear on the input shaft side. Therefore, it is not necessary to separately provide gears corresponding to the gear on the differential mechanism side and the gear on the planetary gear side. Therefore, it is possible to realize a driving force distribution device having a simple structure by reducing the number of parts. Therefore, it is possible to provide a driving force distribution device that suppresses an increase in cost.

  In the driving force distribution device according to the fifth invention, in addition to the configuration of any one of the first to third inventions, the gear on the input shaft side in the first gear pair is the input shaft side in the second gear pair. This is a different gear.

  According to the fifth aspect, by providing the first gear pair side gear and the second gear pair side gear separately on the input shaft, the degree of freedom in design can be improved.

  In the driving force distribution device according to the sixth invention, in addition to the configuration of any one of the first to fifth inventions, the gear on the differential mechanism side in the first gear pair is a planetary gear in the second gear pair. The gear has the same number of teeth as the gear on the mechanism side.

  According to the sixth invention, the number of parts can be reduced by using gears of the same parts having the same number of teeth. Thereby, an increase in cost can be suppressed.

  In the driving force distribution device according to the seventh invention, in addition to the configuration of the first invention, the planetary gear mechanism is a single pinion planetary gear mechanism. The first rotating element is a ring gear. The second rotating element is a carrier. The third rotating element is a sun gear.

  According to the seventh invention, the driving force is transmitted from the input shaft to the ring gear of the single pinion planetary gear mechanism. A driving force is transmitted to the carrier from the rotary electric motor. Therefore, power corresponding to the degree of power transmitted to the ring gear and the carrier is transmitted to the sun gear. The power transmitted to the sun gear is transmitted to the drive shaft. Therefore, the degree of the driving force transmitted from the sun gear to the drive shaft can be changed by controlling the power generated in the rotary motor. Thereby, a difference can be produced in the driving force transmitted to the left and right wheels.

  In the driving force distribution device according to the eighth invention, in addition to the configuration of the first invention, the planetary gear mechanism is a single pinion planetary gear mechanism. The first rotating element is a sun gear. The second rotating element is a carrier. The third rotating element is a ring gear.

  According to the eighth invention, the driving force is transmitted from the input shaft to the sun gear of the single pinion planetary gear mechanism. A driving force is transmitted to the carrier from the rotary electric motor. Therefore, power corresponding to the degree of power transmitted to the sun gear and the carrier is transmitted to the ring gear. The power transmitted to the ring gear is transmitted to the drive shaft. Therefore, the degree of the driving force transmitted from the ring gear to the drive shaft can be changed by controlling the power generated in the rotary motor. Thereby, a difference can be produced in the driving force transmitted to the left and right wheels.

  In the driving force distribution device according to the ninth aspect of the invention, in addition to the configuration of the seventh or eighth aspect of the invention, the input shaft side gear in the first gear pair is the same as the input shaft side gear in the second gear pair. It is a different gear.

  According to the ninth aspect, by providing the first gear pair-side gear and the second gear pair-side gear separately on the input shaft, the degree of freedom in design can be increased.

  In the driving force distribution device according to the tenth invention, in addition to the configuration of any one of the first to ninth inventions, the gear ratio in the differential mechanism and the planetary gear mechanism is when the rotary motor is inactive, When there is no difference in rotational speed between the left and right drive wheels, the rotation of the second rotation element is set to be stopped by the rotation of the first rotation element and the third rotation element.

  According to the tenth invention, it is possible to prevent the rotating motor from rotating unnecessarily when the rotating motor is not operated. Therefore, energy loss due to inertia caused by rotation of the rotary motor can be prevented. Furthermore, it is possible to prevent the heat generated by unnecessary rotation of the rotary motor or the generation of frictional heat at the support portion of the rotary motor. Further, when the rotary motor is operated, it is only necessary to change the sign corresponding to the rotation direction of the rotary motor according to the turning direction, and it is necessary to separately set the control mode of the rotary motor according to the degree of turning according to the turning direction. Absent.

  In the driving force distribution device according to the eleventh invention, in addition to the configuration of any one of the first to tenth inventions, the difference between the rotation speed of the first rotation element and the rotation speed of the third rotation element is large. The ratio of the magnitude of the difference between the rotation speed of the first rotation element and the rotation speed of the second rotation element with respect to the height is the difference between the number of gear teeth on the carrier side of the second gear pair and the difference between the first gear pair. It is the same as the ratio of the number of gear teeth on the differential mechanism side to the sum of the number of gear teeth on the mechanism side.

  According to the eleventh invention, the ratio of the rotation speed of the first rotation element to the difference between the rotation speed of the first rotation element and the rotation speed of the third rotation element, and the gear on the carrier side of the second gear pair The ratio of the number of teeth of the differential mechanism side to the sum of the number of teeth of the first gear pair and the number of teeth of the differential mechanism side of the first gear pair is made the same, so that the rotation motor is not operating. Thus, when there is no rotational speed difference between the left and right drive wheels, the rotation of the second rotating element can be stopped when the first rotating element and the third rotating element rotate. Thereby, it can suppress that a rotary motor rotates unnecessarily at the time of non-operation of a rotary motor.

  A control device for a driving force distribution device according to a twelfth aspect is a control device for a driving force distribution device that distributes a driving force from a driving source mounted on a vehicle to left and right driving wheels. The driving force distribution device is connected to an input shaft for transmitting a driving force transmitted from a driving source to a component related to transmission of driving force on the driving wheel side, and the input shaft and a pair of first gear pairs, and the input shaft And a plurality of rotating elements including a sun gear, a ring gear, and a carrier, and a differential mechanism that transmits the driving force from the left and right driving wheels to the driving wheels according to the difference in rotational speed between the left and right driving wheels. A planetary gear mechanism that connects the first rotating element and the input shaft by a pair of second gear pairs, a rotary motor that is connected to a second rotating element different from the first rotating element, and a differential And a drive shaft that connects the mechanism and the drive wheel, and that connects the first rotation element and a third rotation element different from the second rotation element between the differential mechanism and the drive wheel. The control device is configured to detect a physical quantity detected by a detection unit for detecting a physical quantity related to a traveling state of the vehicle and a driving force in the third rotating element due to the rotation of the second rotating element. And a control means for controlling the rotary electric motor so as to be a reference value set based on the traveling state of the motor. The control method for the driving force distribution device according to the seventeenth aspect of the invention has the same configuration as the control device for the driving force distribution device according to the twelfth aspect of the invention.

  According to the twelfth invention, the driving force is transmitted from the input shaft to the first rotating element of the planetary gear mechanism. A driving force is transmitted from the rotary motor to the second rotating element. Therefore, power corresponding to the degree of power transmitted to the first rotating element and the second rotating element is transmitted to the third rotating element. The power transmitted to the third rotating element is transmitted to the drive shaft. Therefore, the degree of driving force transmitted from the third rotating element to the drive shaft can be changed by controlling the power generated in the rotary motor. Thereby, a difference can be produced in the driving force transmitted to the left and right wheels. Therefore, the desired physical quantity corresponding to the turning or the idling of the driving wheel is generated by controlling the rotating electric motor so that the detected physical quantity becomes a standard value set based on the running state of the vehicle to generate a driving force difference. It can be in the running state. Therefore, it is possible to provide a control device and a control method for a driving force distribution device that accurately control the running state of the vehicle.

  In the control device for the driving force distribution device according to the thirteenth invention, in addition to the configuration of the twelfth invention, the control means moves the rotary motor out of the normal rotation direction and the reverse rotation direction according to the detected physical quantity. Means for controlling the rotary motor to rotate to either. The control method of the driving force distribution device according to the eighteenth aspect of the invention has the same configuration as the control device of the driving force distribution device of the thirteenth aspect of the invention.

  According to the thirteenth invention, the driving force transmitted to the left and right wheels by controlling the rotating motor to rotate the rotating motor in either the forward rotation direction or the reverse rotation direction according to the detected physical quantity. Thus, it is possible to achieve a desired traveling state corresponding to turning or driving wheel idling.

  In the control device for the driving force distribution device according to the fourteenth aspect, in addition to the configuration of the twelfth aspect, the control means includes means for regeneratively controlling the rotary motor in accordance with the detected physical quantity. . The control method for the driving force distribution device according to the nineteenth aspect of the invention has the same configuration as the control device for the driving force distribution device according to the fourteenth aspect of the invention.

  According to the fourteenth aspect of the invention, for example, when the rotational speed increases due to slippage in one of the left and right drive wheels, the rotational speed of the rotary motor may increase. In such a case, the regenerative control of the rotary electric motor can move the driving force to the drive wheel where the slip at a low rotational speed is not generated. Therefore, the vehicle can be brought into a desired traveling state.

  In the control device for the driving force distribution apparatus according to the fifteenth aspect of the invention, in addition to the configuration of any of the twelfth to fourteenth aspects, the detection means includes means for detecting the speed of the vehicle, and the steering angle of the vehicle. And means for detecting the angular velocity of the vehicle in the yaw direction. The control means is a means for setting a reference value for the angular velocity in the yaw direction based on at least one of the detected vehicle speed and steering angle, and the detected angular velocity is a set reference value. Means for controlling the rotary motor. The control method for the driving force distribution device according to the twentieth invention has the same configuration as the control device for the driving force distribution device according to the fifteenth invention.

  According to the fifteenth aspect, by controlling the rotary electric motor so that the angular velocity in the yaw direction becomes the reference value, it is possible to achieve a desired traveling state when the vehicle turns.

  In the driving force distribution device according to the sixteenth aspect of the invention, in addition to the configuration of any of the twelfth to fourteenth aspects, the detection means detects means for detecting the speed of the vehicle and the steering angle of the vehicle. And means for detecting the speed difference between the left and right wheels of the vehicle. The control means has means for setting a reference value for the speed difference between the left and right wheels based on at least one of the detected vehicle speed and steering angle, and the detected speed difference between the left and right wheels. And a means for controlling the rotary electric motor so as to obtain a standard value. The control method of the driving force distribution device according to the twenty-first aspect has the same configuration as the control device of the driving force distribution device according to the sixteenth aspect.

  According to the sixteenth aspect, by controlling the rotary electric motor so that the speed difference between the left and right wheels becomes a reference value, it is possible to achieve a desired traveling state corresponding to the idling of the drive wheels of the vehicle.

  A program according to a twenty-second invention is a program for realizing the control method of the driving force distribution device according to any of the seventeenth to twenty-first inventions by a computer, and the recording medium according to the twenty-third invention is the seventeenth invention. A medium having recorded thereon a computer-implemented method for controlling a driving force distribution apparatus according to any one of the inventions -21.

  According to the twenty-second or twenty-third invention, the control method of the driving force distribution device according to any of the seventeenth to twenty-first inventions can be realized using a computer (which may be general purpose or dedicated).

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
As shown in FIG. 1, the driving force distribution device according to the present embodiment includes a motor generator 10, a planetary gear mechanism 20, a differential mechanism 40, an input shaft 34, drive shafts 42 and 44, and driving wheels. 50, 52. The driving force distribution device is provided between the drive shafts 42 and 44 of the driving wheels 50 and 52 and the input shaft 34. Therefore, the driving force distribution device is provided on the front wheel side if the vehicle is a front wheel drive vehicle, provided on the rear wheel side if the vehicle is a rear wheel drive vehicle, and on the front wheel side if the vehicle is a four wheel drive vehicle. And at least one of the rear wheel side.

  The differential mechanism 40 and the input shaft 34 are connected by a set of gear pairs. Specifically, the differential mechanism 40 includes a first output gear 46 that is a bevel gear that meshes with a tooth portion of the final input gear 32 that is integrally provided at an end portion of the input shaft 34, and a first output gear 46. A differential case 142 that is fixed, a pinion gear 48 that is rotatably supported in the differential case 142 by a pinion shaft (not shown), and a pair of side gears 144 and 146 that mesh with the pinion gear 48 are configured.

  One end of the drive shaft 42 is spline-fitted to the side gear 144, and one end of the drive shaft 44 is spline-fitted to the side gear 146. Therefore, the rotational force of the side gear 144 is transmitted to the drive wheel 50 connected to the other end of the drive shaft 42 via the drive shaft 42. Further, the rotational force of the side gear 146 is connected to the drive wheel 52 connected to the other end of the drive shaft 44 via the drive shaft 44.

  The first output gear 46 converts the rotational force of the input shaft 34 into rotational force in the rotational direction of the drive shafts 42 and 44.

  The motor generator 10 is a rotary electric motor composed of a rotor 16 and a stator 12. A plurality of coils 14 are wound around the teeth formed along the circumferential direction of the hollow cylindrical stator core of the stator 12. Stator 12 is fixed to a housing (not shown) of motor generator 10. The housing of the motor generator 10 is fixed to the vehicle body or the chassis. The rotor 16 is provided with a plurality of members that generate magnetic force such as permanent magnets along the circumferential direction. The rotor 16 is rotatably supported on the inner peripheral side of the stator 12 by a support portion such as a bearing (not shown) provided in the housing. The rotor 16 is supported such that the center of rotation coincides with the center of rotation of the drive shaft 42. When electric power is supplied to the coil 14, a magnetic flux is generated in the stator 12, and the rotor 16 obtains a rotational force around the rotation axis by the generated magnetic flux.

  The planetary gear mechanism 20 is composed of a plurality of rotating elements. The plurality of rotating elements include a carrier 28 and a ring gear 26 that rotatably support the sun gear 22 and the plurality of pinion gears 24.

  Further, in the present embodiment, the planetary gear mechanism 20 is provided with at least one pair of pinion gear sets including two pinion gears 24 that mesh with each other between the sun gear 22 and the ring gear 26, and of the two pinion gears 24 in the pinion gear set. One of these is a double pinion planetary gear mechanism that meshes with the sun gear 22 and the other meshes with the ring gear 26.

  The sun gear 22 is connected to the drive shaft 42 and rotates integrally with the drive shaft 42. The ring gear 26 is connected to the rotor 16 and rotates integrally with the rotor 16. Further, the carrier 28 is connected to a second output gear 30 that is a bevel gear so that the centers of rotation coincide with each other.

  Therefore, in the planetary gear mechanism 20, power is transmitted from the drive source to the carrier 28 via the input shaft 34, power is transmitted from the motor generator 10 to the ring gear 26, and power transmitted to the carrier 28 and the ring gear 26 is transmitted. Power corresponding to the degree is transmitted to the sun gear 22.

  The planetary gear mechanism 20 and the input shaft 34 are connected by a set of gear pairs. Specifically, the teeth of the second output gear 30 mesh with the teeth of the final input gear 32 provided at the end of the input shaft 34. The second output gear 30 converts the rotational force of the input shaft 34 into rotational force in the rotational direction of the drive shafts 42 and 44. Further, the second output gear 30 is provided so that the rotation axis coincides with a position facing the first output gear 46.

  The sun gear 22 of the planetary gear mechanism 20 may be connected to the drive shaft 44, but preferably the sun gear 22 of the planetary gear mechanism 20 is a final input gear provided at the end of the input shaft 34. 32 is a gear that meshes in common, and when the second output gear is provided at a position facing the first output gear 46, it is preferably provided on the drive shaft that passes through the second output gear. If it does in this way, expansion of the physique of a driving force distribution device can be controlled.

  In the driving force distribution device configured as described above, as shown in FIG. 2, when driving force is input to the input shaft 34 from a driving source (not shown) such as an engine or a rotary electric motor, The rotational force is transmitted to the first output gear 46 of the differential mechanism 40 and the second output gear 30 connected to the carrier 28 of the planetary gear mechanism 20.

  Since the first output gear 46 and the second output gear 30 are provided at positions facing each other, the driving wheels 50 and 52 are moved in the traveling direction of the vehicle in the first output gear 46 by the power transmitted from the input shaft 34. A rotational force is transmitted in the direction of rotation, and in the second output gear 30, a rotational force in the direction opposite to the rotational direction of the rotational force transmitted to the first output gear 46 is transmitted.

  FIG. 3 shows changes in the rotational speeds of the drive wheels 50, 52, the planetary gear mechanism 20 and the differential mechanism 40 when the vehicle goes straight.

  In the alignment chart shown in FIG. 3, “LW” indicates the rotational speed of the driving wheel 50, and “RW” indicates the rotational speed of the driving wheel 52. The driving direction of the drive wheels 50 and 52 toward the forward side of the vehicle is positive, and the upward direction in the drawing corresponds to the positive direction. 3 indicates the rotational speed of the sun gear 22 of the planetary gear mechanism 20, “R” indicates the rotational speed of the ring gear 26, and “C” indicates the rotational speed of the carrier 28. Also, “RG (1)” shown in FIG. 3 indicates the rotational speed of the first output gear 46, and “RG (2)” indicates the rotational speed of the second output gear 30.

  In addition, since the drive wheel 50 and the sun gear 22 are fixed to the drive shaft 42 and rotate together, the rotation speed is the same. Moreover, since the 2nd output gear 30 rotates integrally with the carrier 28, it becomes the same rotational speed.

  Further, “DC” in the center of the alignment chart indicates the rotation speed of the differential case 142. Since the differential case 142 is provided with the first output gear 46, DC and RG (1) have the same rotational speed.

  Here, the rotational speed of the differential case 142 becomes an average value of the rotational speeds of the left and right drive wheels 50 and 52 by the differential mechanism 40. That is, the relationship between the rotation speeds of the LW, the differential case 142, and the RW is such that the LW rotation speed, the rotation speed of the differential case 142, and the rotation speed of the RW are connected by a single straight line as shown in FIG. It is. In addition, when a difference arises in the rotational speed of LW and RW at the time of turning of a vehicle etc., it changes so that a straight line may rotate centering on the position corresponding to the rotational speed of the differential case 142.

  When the vehicle is traveling straight, as shown in FIG. 3, the differential case 142 (RG (1)) is rotated in the direction toward the forward side of the vehicle by the drive torque Tin transmitted from the input shaft 34. The drive torque Tin input from the input shaft 34 is evenly distributed to the left and right drive wheels 50 and 52. Therefore, a driving force is expressed in the left and right driving wheels 50 and 52 (LW and RW) by the driving torque of Tin / 2.

  In the planetary gear mechanism 20, the relationship between the rotational speeds of the sun gear 22, the ring gear 26, and the carrier 28 is that the rotational speed of the sun gear 22, the rotational speed of the ring gear 26, and the rotational speed of the carrier 28 are represented by a single straight line. The connection is maintained. Therefore, when a rotational force is applied to the ring gear 26 by the motor generator 10, the relationship between the rotational speeds of the rotating elements of the planetary gear mechanism 20 changes in the vertical direction in FIG. 3 while maintaining a straight line.

  In the driving force distribution device according to the present embodiment, when the motor generator 10 is not in operation and there is no rotational speed difference between the left and right drive wheels 50 and 52, the input shaft 34 is set by a pair of gears. The differential mechanism 40 and the planetary gear mechanism so that the rotation of the rotating element connected to the motor generator 10 is stopped by the rotation of the rotating element of the connected planetary gear mechanism 20 and the rotating element connected to the drive shaft 42. A gear ratio of 20 is set.

  In the present embodiment, the rotating element connected to the input shaft 34 by a pair of gear pairs is the carrier 28, and the rotating element connected to the drive shaft 42 is the sun gear 20, and is connected to the motor generator 10. The connected rotary element is a ring gear 26.

  Therefore, the ratio of the difference between the rotational speed of the carrier 28 and the rotational speed of the ring gear 26 to the difference between the rotational speed of the carrier 28 and the rotational speed of the sun gear 20 is the number of teeth of the second output gear 30 and the first output gear 46. The gear ratio of the differential mechanism 40 and the planetary gear mechanism 20 is set to be the same as the ratio of the number of teeth of the first output gear 46 to the sum of the number of teeth.

  In the present embodiment, the number of teeth ZR (1) of the first output gear 46 and the number of teeth ZR (2) of the second output gear 30 are the same. In the present embodiment, the first output gear 46 and the second output gear 30 are described as being the same part having the same shape, but any gear having at least the same number of teeth may be used.

  Since the first output gear 46 and the second output gear 30 have the same number of teeth, (the number of teeth of the first output gear 46 (ZR (1)) + the number of teeth of the second output gear 30 (ZR ( 2))) The gear ratio ρ calculated from the equation / ZR (1) is “2.0”.

  In the planetary gear mechanism 20 according to the present embodiment, the gear ratio ρ ′ calculated from the equation ρ ′ = the number of teeth of the ring gear 26 (ZR) / the number of teeth of the sun gear 22 (ZS) is the same as the gear ratio ρ. (That is, ρ ′ = ρ). Therefore, the gear ratio ρ ′ is also “2.0”.

  During traveling of the vehicle, the first output gear 46 and the second output gear 30 are gears having the same number of teeth. Therefore, as shown in FIG. 3, the rotational speed of the second output gear 30 and the first output gear 46 are the same. The rotation direction is opposite to the rotation speed and has the same magnitude. Therefore, the relationship between the rotational speeds of the first output gear 46 and the second output gear 30 is maintained as a single straight line (broken line in FIG. 3) passing through the point A in FIG.

  Further, the ratio between the rotational speed difference between the sun gear 22 and the carrier 28 and the rotational speed difference between the ring gear 26 and the carrier 28 is “ρ ′: 1”, and the gear ratio ρ ′ is “2.0” as described above. Is. Further, since the rotation directions of the first output gear 46 and the second output gear 30 are opposite and the rotation speeds are the same, the rotation directions of the sun gear 22 and the carrier 28 are opposite. The rotational speed is the same. Therefore, as shown in FIG. 3, when the vehicle is traveling straight and the motor generator 10 is not operating, the rotation of the ring gear 26 is stopped, so the rotation of the output shaft of the motor generator 10 is also stopped. It becomes a state.

  As shown in FIG. 4, a steering angle sensor 102, a vehicle speed sensor 104, and a yaw rate sensor 108 are connected to an ECU (Electronic Control Unit) 100 that is a control device of the driving force distribution device according to the present embodiment. The

  The steering angle sensor 102 detects a physical quantity related to the steering angle of the steered wheels. For example, the steering angle sensor 102 may detect the amount of rotation of the steering wheel, or when an electric power steering mechanism that changes the steering angle of the steered wheels using the rotational force of the rotating motor is mounted. You may make it detect the rotation amount of a rotary electric motor. The steering angle sensor 102 transmits a signal corresponding to the detected steering angle of the steering wheel to the ECU 100.

  The vehicle speed sensor 104 detects a physical quantity related to the vehicle speed. The physical quantity related to the vehicle speed may be, for example, the rotational speed of at least one of the four wheels or the rotational speed of the output shaft of the transmission. The vehicle speed sensor 104 transmits a signal corresponding to the detected vehicle speed to the ECU 100.

  The yaw rate sensor 106 detects an angular velocity in the yaw (turning) direction of the vehicle. The yaw rate sensor 106 transmits a signal corresponding to the detected angular velocity in the yaw direction to the ECU 100. Note that the yaw rate sensor 106 may detect the angular velocity in the yaw direction of the vehicle using a known technique, and a detailed description thereof will not be given here.

  The motor generator 10 is supplied after the DC power of the battery 110 is converted into AC power by the inverter 108. Inverter 108 controls electric power supplied to motor generator 10 based on a control signal from ECU 100.

  The battery 110 is, for example, a secondary battery, but is not limited to a secondary battery as long as it is a power storage mechanism. For example, a capacitor may be used instead of the battery 110.

  In the configuration of the driving force distribution device as described above, the ECU 100 that is the control device of the driving force distribution device according to the present embodiment uses the reference value of the angular velocity in the yaw direction (hereinafter referred to as the following) based on the vehicle speed and the steering angle. The motor generator 10 is controlled so that the detected angular velocity in the yaw direction becomes the set reference value.

  FIG. 5 shows a functional block diagram of ECU 100 that is a control device of the driving force distribution device according to the present embodiment. ECU 100 includes an input interface (hereinafter referred to as an input I / F) 300, an arithmetic processing unit 400, a storage unit 500, and an output interface (hereinafter referred to as an output I / F) 600.

  The input I / F 300 receives the steering angle signal from the steering angle sensor 102, the vehicle speed signal from the vehicle speed sensor 104, and the yaw rate signal from the yaw rate sensor 106, and transmits them to the arithmetic processing unit 400.

  Arithmetic processor 400 includes a normative value calculator 402, a deviation calculator 404, a deviation determiner 406, and a motor generator controller 408.

  The reference value calculation unit 402 calculates a reference value of the angular velocity in the yaw direction based on the steering angle and the vehicle speed. The normative value calculation unit 402 calculates a normative angular velocity using, for example, a map, a mathematical expression, a table, or the like set experimentally and / or designally. For example, the reference angular velocity is set in consideration of the degree of slip angle based on the steering angle and the vehicle speed.

  The deviation calculation unit 404 calculates a deviation between the actual angular velocity in the yaw direction based on the yaw rate signal and the reference angular velocity in the yaw direction set in the reference value calculation unit 402.

  The deviation determination unit 406 determines whether the calculated absolute value of the deviation is larger than a standard value of deviation (hereinafter referred to as a standard deviation). The reference deviation may be a predetermined value or a value corresponding to at least one of the steering angle, the vehicle speed, and the angular velocity in the yaw direction. For example, the deviation determination unit 406 may turn on the deviation determination flag when the absolute value of the calculated deviation is larger than the standard deviation.

  The motor generator control unit 408 performs feedback control according to the calculated deviation. Specifically, the motor generator control unit 408 sets a target motor torque corresponding to the calculated deviation when it is determined that the absolute value of the deviation calculated by the deviation determination unit 406 is larger than the standard deviation. The motor generator control unit 408 generates a motor generator control signal based on the set target motor torque, and transmits it to the inverter 108 via the output I / F 600. For example, the motor generator control unit 408 calculates a target motor torque by multiplying the calculated deviation by a gain, and generates a motor generator control signal so that the calculated target motor torque is expressed. As long as the motor generator 10 can be controlled such that the absolute value of the calculated deviation is equal to or less than the standard deviation, the applied control mode is not limited to the feedback control mode described above.

  Further, when the absolute value of the calculated deviation is smaller than the standard deviation, the motor generator control unit 408 generates a motor generator control signal with the target motor torque set to zero.

  For example, the motor generator control unit 408 may generate a motor generator control signal based on the deviation calculated that the deviation determination flag is on. If the deviation determination flag is off, the motor generator control unit 408 generates the target motor torque. The motor generator control signal may be generated as zero.

  In the present embodiment, the reference value calculation unit 402, the deviation calculation unit 404, the deviation determination unit 406, and the motor generator control unit 408 are all stored in the storage unit 500 by the CPU that is the calculation processing unit 400. Although the description will be made assuming that the program functions as software, which is realized by executing the program, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  Various information, programs, threshold values, maps, and the like are stored in the storage unit 500, and data is read or stored from the arithmetic processing unit 400 as necessary.

  Hereinafter, with reference to FIG. 6, a control structure of a program executed by ECU 100 that is the control device of the driving force distribution device according to the present embodiment will be described.

  In step (hereinafter, step is referred to as S) 100, ECU 100 calculates a reference value (reference angular velocity) of angular velocity in the yaw direction based on the traveling state of the vehicle such as the steering angle and the vehicle speed. In the present embodiment, for example, the counterclockwise direction when viewed from above the vehicle is the positive direction, but the present invention is not particularly limited to this.

  In S102, ECU 100 calculates a deviation between the detected actual angular velocity in the yaw direction and the calculated reference angular velocity. The deviation is calculated from the reference angular velocity-actual angular velocity.

  In S104, ECU 100 determines whether or not the absolute value of the calculated deviation is larger than the standard deviation. If the absolute value of the deviation is larger than the standard deviation (YES in S104), the process proceeds to S106. If not (NO in S104), the process proceeds to S108.

  In S106, ECU 100 sets a target motor torque according to the calculated deviation. The target motor torque is calculated by, for example, a formula of −1 × gain × deviation. In S108, ECU 100 sets the target motor torque to zero. After S106 or S108, the process proceeds to S110. In S110, ECU 100 controls motor generator 10 based on the set target motor torque.

  The operation of the driving force distribution device according to the present embodiment based on the structure and the flowchart as described above and the operation of ECU 100 as the control device of the driving force distribution device will be described using the collinear charts shown in FIGS. I will explain.

<When the vehicle goes straight>
For example, assume that the vehicle is traveling straight. The alignment chart at this time corresponds to FIG. If the steering angle is zero, the reference value of the angular velocity in the yaw direction is zero (S100). Further, since the vehicle is traveling straight, the actual angular velocity in the yaw direction is also zero. Therefore, the deviation is calculated as zero (S102). Since the absolute value of the deviation is zero, it is equal to or less than the standard deviation (zero) (NO in S104). At this time, the target motor torque is set to zero (S108), and the motor generator 10 is controlled (S110).

  When the vehicle is traveling straight, the drive torque Tin input from the input shaft 34 to the first output gear 46 is distributed to the left and right drive wheels 50 and 52, respectively. Therefore, when it is assumed that the reaction force from the road surface and the driving force of the driving wheels 50 and 52 are balanced while the vehicle is running, the driving torque Tin transmitted from the input shaft 34 to the differential case 142 is evenly distributed to the left and right. .

  At this time, the reaction force from the road surface in the drive wheel 50 and the drive wheel 52 is −Tin / 2. The magnitude of the reaction force from the road surface in the driving wheel 50 is equal to the driving torque TLW, and the magnitude of the reaction force from the road surface in the driving wheel 52 is equal to the driving torque TRW. Therefore, the drive torque TLW on the drive wheel 50 side and the drive torque TRW on the drive wheel 52 side are both Tin / 2.

<Torque movement control when vehicle turns right>
When the steering wheel is rotated by the driver so that the vehicle turns to the right, the traveling direction of the steering wheel changes to the right side of the vehicle. The vehicle turns to the right according to the change in the steering angle of the steered wheels.

  At this time, the reference angular velocity is calculated based on the vehicle speed and the steering angle (S100). For example, when the slip angle of the front wheel of the vehicle becomes larger than the slip angle of the rear wheel of the vehicle, understeer occurs in which the traveling direction of the vehicle body is shifted outward in the turning direction with respect to the steering angle. In such a case, the deviation between the reference angular velocity and the actual angular velocity is increased. When the absolute value of the deviation becomes larger than the standard deviation (YES in S104), a target motor torque is set based on the deviation (S106), and motor generator 10 is controlled (S110).

  As shown in the nomograph of FIG. 7, in a state where the vehicle turns to the right, the rotational speed of the driving wheel 50 outside the turning center of the vehicle is the speed of the driving wheel 52 inside the turning center. It becomes larger than the rotation speed. At this time, a motor torque Tm is generated in the motor generator 10 so that the ring gear 26 rotates in the positive direction according to the set target motor torque.

  Here, it is assumed that the driving force from the input shaft 34, the reaction force from the road surface on which the driving wheels 50 and 52 are grounded, and the motor torque Tm of the motor generator 10 are balanced.

  First, the balance of torque in the planetary gear mechanism 20 is considered. The motor torque Tm transmitted to the ring gear 26 maintains the linear relationship of one-step movement connecting the rotation speed of the sun gear 22 and the rotation speed of the carrier 28 in FIG. The state is balanced by Ta (1) and Ta (2).

  The ratio of the difference between the rotation speed of the sun gear 22 and the rotation speed of the carrier 28 and the difference between the rotation speed of the ring gear 26 and the rotation speed of the carrier 28 is “ρ ′: 1”, which is described above. As described above, since “ρ ′ = ρ”, Ta (1) is represented by −Tm / ρ, and Ta (2) is represented by − (ρ−1) Tm / ρ. Here, when ρ = 2.0, Ta (1) and Ta (2) are each represented by -Tm / 2.

  Next, the balance of torque between the carrier 28 and the differential case 142 is considered. The relationship between the rotational speed of the carrier 28 and the differential case 142 is that of the straight line centered on the point A in FIG. 7 (broken line in FIG. 7) because the rotational direction is the reverse direction and the magnitude of the rotational speed is the same. Is preserved.

  The rotation speed of the carrier 28 is maintained by a reaction force Tb (1) acting in the reverse direction (upward in the drawing in FIG. 7) with respect to Ta (2) generated by the motor torque Tm.

  At this time, assuming that the torque is balanced between the second output gear 30 and the differential case 142, a straight line connecting the rotational speed of the carrier 28 and the rotational speed of the differential case 142 with the point A as the rotation center is obtained. Therefore, when a reaction force of Tb (1) is generated in the carrier 28, a reaction force of Tb (2) is generated in the differential case 142 so as to suppress linear rotation. At this time, a force Tb (3) that balances the sum of Tb (1) and Tb (2) is applied to the input shaft 34 corresponding to the point A.

  Since Tb (1) has the same size as Ta (2) and acts in the opposite direction, Tb (1) = (ρ−1) Tm / ρ. Here, if the ratio between the rotational speed of the carrier 28 and the rotational speed of the differential case 142 and the rotational speed of the carrier 28 is “ρ: 1”, Tb (2) is Tm / ρ. Tb (3) is shown as -Tm. Assuming that ρ = 2.0, both Tb (1) and Tb (2) are represented by Tm / 2.

  Tb (2) applied to the differential case 142 is evenly distributed via the drive shafts 42 and 44. Therefore, the reaction force from the road surface in the drive wheel 50 is −Tin / 2 + Ta (1) + Tb (2) / 2, and is calculated from the equation −Tin / 2−Tm / 2ρ. Therefore, the drive torque TLW on the drive wheel 50 side is calculated from the formula TLW = Tin / 2 + Tm / 2ρ. If ρ = 2.0, then TLW = Tin / 2 + Tm / 4.

  Similarly, the reaction force from the road surface in the drive wheel 52 is −Tin / 2 + Tb (2) / 2, and is calculated from the equation −Tin / 2 + Tm / 2ρ. Therefore, the drive torque TRW on the drive wheel 52 side is calculated from the formula TRW = Tin / 2−Tm / 2ρ. If ρ = 2.0, then TRW = Tin / 2−Tm / 4.

  Therefore, the drive torque TLW of the left drive wheel 50 having a high rotational speed increases during the right turn by the torque movement control of the drive force distribution device according to the present embodiment, and the left and right drive torque difference ΔTW (= TRW−TLW). = −Tm / ρ) is generated. If ρ = 2.0, then ΔTW = −Tm / 2.

  A difference in driving force between the left and right driving wheels 50 and 52 causes a yaw moment in the vehicle. The drive torque TLW of the left drive wheel 50 of the vehicle increases and the drive torque TRW of the right drive wheel 52 decreases, so that a yaw moment in the right turn direction is generated in the vehicle. As described above, when the vehicle turns right, a difference in driving force is generated between the drive wheels 50 and 52 to generate a yaw moment in the turning direction, thereby improving the turning ability of the vehicle.

<Torque movement control when vehicle turns left>
When the steering wheel is rotated by the driver so that the vehicle turns leftward, the traveling direction of the steering wheel changes to the left side of the vehicle. The vehicle turns to the left according to the change in the steering angle of the steered wheels.

  As shown in the nomograph of FIG. 8, in a state where the vehicle turns leftward, the rotational speed of the driving wheel 52 outside the turning center of the vehicle is the speed of the driving wheel 50 inside the turning center. It becomes larger than the rotation speed. At this time, a motor torque Tm is generated in the motor generator 10 so that the ring gear 26 rotates in the negative direction according to the set target motor torque.

  Here, it is assumed that the driving force from the input shaft 34, the reaction force from the road surface on which the driving wheels 50 and 52 are grounded, and the motor torque -Tm of the motor generator 10 are balanced.

  First, the balance of torque in the planetary gear mechanism 20 is considered. The motor torque -Tm transmitted to the ring gear 26 maintains a linear relationship between the rotational speed of the sun gear 22 and the rotational speed of the carrier 28 in FIG. A balanced state is achieved by the forces Ta (1) and Ta (2).

  The ratio of the difference between the rotation speed of the sun gear 22 and the rotation speed of the carrier 28 and the difference between the rotation speed of the ring gear 26 and the rotation speed of the carrier 28 is “ρ ′: 1”, which is described above. As described above, since “ρ ′ = ρ”, Ta (1) is represented by Tm / ρ, and Ta (2) is represented by (ρ−1) Tm / ρ. Here, when ρ = 2.0, Ta (1) and Ta (2) are each represented by Tm / 2.

  Next, the balance of torque between the carrier 28 and the differential case 142 is considered. The relationship between the rotational speeds of the carrier 28 and the differential case 142 is that of a straight line centered on point A in FIG. 8 (broken line in FIG. 8) because the rotational direction is the reverse direction and the magnitude of the rotational speed is the same. Is preserved.

  The rotation speed of the carrier 28 is maintained by a reaction force Tb (1) acting in the reverse direction (downward in the drawing in FIG. 8) with respect to Ta (2) generated by the motor torque -Tm.

  At this time, assuming that the torque is balanced between the second output gear 30 and the differential case 142, a straight line connecting the rotational speed of the carrier 28 and the rotational speed of the differential case 142 with the point A as the rotation center is obtained. Therefore, when a reaction force of Tb (1) is generated in the carrier 28, a reaction force of Tb (2) is generated in the differential case 142 so as to suppress linear rotation. At this time, Tb (3) that balances the sum of Tb (1) and Tb (2) is added to the input shaft 34 corresponding to the point A.

  Since Tb (1) has the same size as Ta (2) and acts in the opposite direction, Tb (1) = − (ρ−1) Tm / ρ. Here, if the ratio of the difference between the rotation speed of the carrier 28 and the rotation speed of the differential case 142 and the rotation speed of the carrier 28 is “ρ: 1”, Tb (2) is −Tm / ρ. Tb (3) is denoted by Tm. Assuming that ρ = 2.0, both Tb (1) and Tb (2) are represented by -Tm / 2.

  Tb (2) applied to the differential case 142 is evenly distributed via the drive shafts 42 and 44. Therefore, the reaction force from the road surface in the drive wheel 50 is −Tin / 2 + Ta (1) + Tb (2) / 2, and is calculated from the equation −Tin / 2 + Tm / 2ρ. Therefore, the drive torque TLW on the drive wheel 50 side is calculated from the formula TLW = Tin / 2−Tm / 2ρ. If ρ = 2.0, then TLW = Tin / 2−Tm / 4.

  Similarly, the reaction force from the road surface in the drive wheels 52 is −Tin / 2 + Tb (2) / 2, and thus is calculated from the equation −Tin / 2−Tm / 2ρ. Therefore, the drive torque TRW on the drive wheel 52 side is calculated from the formula TRW = Tin / 2 + Tm / 2ρ. If ρ = 2.0, then TRW = Tin / 2 + Tm / 4.

  Therefore, the drive torque TRW of the right drive wheel 52 having a high rotational speed increases during left turn by the torque movement control of the drive force distribution device according to the present embodiment, and the drive torque difference ΔTW (= TRW−TLW) between the left and right wheels. = Tm / ρ) is generated. If ρ = 2.0, then ΔTW = Tm / 2.

  A difference in driving force between the left and right driving wheels 50 and 52 causes a yaw moment in the vehicle. As the drive torque TRW of the right drive wheel 52 of the vehicle increases and the drive torque TLW of the left drive wheel 50 decreases, a yaw moment in the left turn direction is generated in the vehicle. As described above, when the vehicle turns left, a driving force difference is generated between the driving wheels 50 and 52 to generate a yaw moment in the turning direction, thereby improving the turning ability of the vehicle.

  As described above, according to the driving force distribution device according to the present embodiment, the power generated by the operation of the motor generator and the reaction force act on the planetary gear mechanism, the input shaft, and the differential mechanism, thereby driving the left and right drives. A difference can be made in the driving force transmitted to the wheel. By generating the driving force difference, it is possible to improve the turning performance by generating a yaw moment, or to improve the traveling performance by increasing the other driving force when one of the driving wheels is idling. In addition, the degree of heat loss when the driving force is distributed by the operation of the motor generator is smaller than the heat loss when the friction engagement element is used because the friction engagement element does not slip or the like. Therefore, a driving force distribution device with high operating efficiency can be provided.

  In addition, since the gear on the input shaft side is a common gear, the gear on the differential mechanism side and the gear on the planetary gear side are separately meshed with the gear on the input shaft side, so the gears on the differential mechanism side and the planetary gear side are There is no need to separately provide a gear corresponding to each gear. Therefore, it is possible to realize a driving force distribution device having a simple structure by reducing the number of parts. Therefore, it is possible to provide a driving force distribution device that suppresses an increase in cost.

  Furthermore, unnecessary rotation of the motor generator when the motor generator is not operating can be suppressed. Therefore, energy loss due to inertia caused by rotation of the motor generator can be prevented. Furthermore, it is possible to prevent the heat generated by unnecessary rotation of the motor generator or the generation of frictional heat at the motor generator support. Further, when the motor generator is operated, it is only necessary to change the sign corresponding to the rotation direction of the motor generator according to the turning direction, and it is necessary to separately set the control mode of the motor generator according to the turning degree according to the turning direction. Absent.

  Furthermore, the number of parts can be reduced by using the same gear for the first output gear and the second output gear.

  Then, the motor generator is controlled so that the detected angular velocity in the yaw direction becomes a reference value set based on the traveling state (steering angle and vehicle speed) of the vehicle, and a driving force difference is generated between the left and right driving wheels. Thus, it is possible to achieve a desired traveling state corresponding to the turning. Therefore, it is possible to provide a control device and a control method for a driving force distribution device that accurately control the running state of the vehicle, a program that realizes the method using a computer, and a recording medium that records the program.

  In the present embodiment, the driving force distribution device is configured so that the second output gear 30 and the first output gear 46 mesh with the final input gear 32 using the final input gear 32 of the input shaft 34 as a common gear. Although described, it is not particularly limited to such an embodiment. For example, as shown in FIG. 9, instead of the second output gear 30, the rotation center coincides with the second output gear 30 and is provided on the input shaft 34 separately from the final input gear 32. The second output gear 80, which is a face gear meshing with the input gear 82 that matches, may be used.

  By providing separately the gear pair that connects the input shaft and the planetary gear mechanism and the gear pair that connects the input shaft and the differential mechanism, the degree of freedom in design can be improved.

<Modification of First Embodiment>
Hereinafter, the control device of the driving force distribution device according to the modification of the first embodiment will be described. The control device for the driving force distribution device according to the present modification is compared with the configuration of the control device for the driving force distribution device according to the first embodiment described above. The difference is that a wheel speed sensor for detecting the motor generator 10 is included and the motor generator 10 is controlled based on the wheel speed difference between the left and right drive wheels. Other configurations are the same as the configurations of the driving force distribution device and the control device thereof according to the first embodiment described above. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  The wheel speed sensor is a sensor that is provided in each of the left and right drive wheels and detects the wheel speed. Wheel speed sensors respectively provided on the left and right drive wheels transmit the detected wheel speed to the ECU 100.

  The ECU 100, which is a control device for the driving force distribution device according to this modification, determines a reference value for the speed difference between the left and right drive wheels based on the vehicle speed and the steering angle (hereinafter also referred to as a reference speed difference). The motor generator 10 is controlled so that the speed difference between the wheel speeds of the left and right drive wheels detected by the wheel speed sensor becomes the set reference value.

  The functional block diagram of the ECU 100 that is the control device of the driving force distribution device according to the present modification is a functional block diagram of the ECU 100 that is the control device of the driving force distribution device according to the first embodiment described above with reference to FIG. Compared with the functional block diagram, the left and right wheel speed signals are used as input signals instead of the yaw rate signal, the reference speed difference is calculated by the reference value calculation unit 402, and the actual wheel speed difference is calculated by the deviation calculation unit 404. And the difference between the reference speed difference is calculated. Other configurations are the same as the functional block diagram of ECU 100 shown in FIG. Therefore, detailed description thereof will not be repeated.

  Hereinafter, with reference to FIG. 10, a control structure of a program executed by ECU 100 that is the control device of the driving force distribution device according to the present modification will be described.

  In S200, ECU 100 calculates a reference value (reference speed difference) of the speed difference between the wheel speeds based on the traveling state of the vehicle such as the steering angle and the vehicle speed. In this modification, the speed difference between the wheel speeds is positive when, for example, the wheel speed of the right drive wheel 52 is larger than the wheel speed of the left drive wheel 50, but is particularly limited thereto. is not.

  In S202, ECU 100 calculates a deviation between the detected speed difference between the left and right wheel speeds and the calculated reference speed difference. The deviation is calculated from the reference speed difference minus the actual speed difference.

  In S204, ECU 100 determines whether or not the absolute value of the calculated deviation is larger than the standard deviation. In this modification, the normative deviation is a normative value of the deviation between the actual speed difference and the normative speed difference, and may be a predetermined value, or a difference between the steering angle, the vehicle speed, and the wheel speed. It may be a value corresponding to at least one of them. If the absolute value of the calculated deviation is larger than the standard deviation (YES in S204), the process proceeds to S206. If not (NO in S204), the process proceeds to S208.

  In S206, ECU 100 sets a target motor torque according to the calculated deviation. The target motor torque is calculated by, for example, a formula of −1 × gain × deviation. In S208, ECU 100 sets the target motor torque to zero. After S206 or S208, the process proceeds to S210. In S210, ECU 100 controls motor generator 10 based on the set target motor torque.

  The operation of the driving force distribution device and the operation of the ECU 100 that is the control device of the driving force distribution device according to this modification based on the structure and flowchart as described above will be described with reference to the alignment chart shown in FIG.

<When the vehicle goes straight (no slip on the drive wheels)>
For example, assume that the vehicle is traveling straight. The alignment chart at this time corresponds to FIG. If the steering angle is zero, the normative value of the wheel speed difference is zero (S200). Further, since the vehicle is traveling straight, the actual speed difference is zero when the left and right drive wheels 50 and 52 are not slipping. Therefore, the deviation is calculated as zero (S202). Since the absolute value of the deviation is zero, it is equal to or less than the standard deviation (zero) (NO in S204). At this time, the target motor torque is set to zero (S208), and the motor generator 10 is controlled (S210).

  When the vehicle is traveling straight, the drive torque Tin input from the input shaft 34 to the first output gear 46 is distributed to the left and right drive wheels 50 and 52, respectively. Therefore, assuming that the reaction force from the road surface and the drive torque are balanced while the vehicle is traveling, the drive torque Tin transmitted from the input shaft 34 to the differential case 142 is evenly distributed to the left and right. At this time, the reaction force from the road surface in the drive wheel 50 and the drive wheel 52 is −Tin / 2. The magnitude of the reaction force from the road surface in the driving wheel 50 is equal to the driving torque TLW, and the magnitude of the reaction force from the road surface in the driving wheel 52 is equal to the driving torque TRW. Therefore, the drive torque TLW on the drive wheel 50 side and the drive torque TRW on the drive wheel 52 side are both Tin / 2.

<Differential limiting control when slip occurs on the drive wheels>
For example, it is assumed that the vehicle travels straight on a split road surface with different road surface friction coefficients on the left and right. When the road friction coefficient of the left drive wheel 50 is low, the rotational speed of the drive wheel 50 increases when the left drive wheel 50 slips.

  At this time, the reference speed difference is calculated based on the vehicle speed and the steering angle (S200). As the rotational speed of the drive wheel 50 increases, the deviation between the reference speed difference and the actual speed difference increases. When the absolute value of the deviation is larger than the standard deviation (YES in S204), a target motor torque is set based on the deviation (S206), and motor generator 10 is controlled (S210).

  As shown in the nomograph of FIG. 11, it is assumed that the rotational speed of the drive wheels 50 increases while the vehicle is traveling straight ahead. The rotation speed of the carrier 28 is the same regardless of the increase in the rotation speed of the drive wheel 50. Further, a linear relationship connecting the rotation speed of the sun gear 20 and the rotation speed of the carrier 28 is maintained. Therefore, the rotational speed of the output shaft of motor generator 10 connected to ring gear 26 increases. At this time, according to the set target motor torque, the motor generator 10 is subjected to regenerative control and generates a motor torque Tm in the negative direction.

  At this time, the torque balance in each component of the driving force distribution device is the same as the torque balance during the torque movement control during the left turn in the first embodiment described above. Therefore, the drive torque TLW on the drive wheel 50 side is calculated from the formula TLW = Tin / 2−Tm / 2ρ. If ρ = 2.0, then TLW = Tin / 2−Tm / 4.

  On the other hand, the torque TRW on the drive wheel 52 side is calculated from the formula TRW = Tin / 2 + Tm / 2ρ. If ρ = 2.0, then TRW = Tin / 2 + Tm / 4.

  Since TLW and TRW can be calculated in the same manner as TLW and TRW during torque movement control during left turn in the first embodiment, detailed description thereof will not be repeated.

  Therefore, when the deviation between the wheel speed difference and the standard speed difference is larger than the standard deviation by the differential limiting control of the driving force distribution device according to this modification, the regeneration speed control is executed, thereby increasing the wheel speed difference. Is suppressed, and the torque TRW on the right side with a low rotational speed is increased, resulting in a drive torque difference ΔTW (= TRW−TLW = Tm / ρ) between the left and right wheels. If ρ = 2.0, then ΔTW = Tm / 2.

  Since the driving force of the drive wheel 52 on the non-idling side increases, it is possible to suppress a decrease in the running performance of the vehicle.

  As described above, according to the control device of the driving force distribution device according to the present modification, the motor generator is regeneratively controlled according to the detected speed difference of the wheel speed, and transmitted to the left and right driving wheels. The degree of decrease in the driving force difference can be suppressed. Therefore, for example, when one of the left and right drive wheels idles, the drive force of the other drive wheel having a low rotation speed is increased to perform differential limiting control, thereby responding to the idling of the drive wheels. A desired running state can be achieved.

  In addition, in this modification, although the aspect which feedback-controls a motor generator based on the speed difference of a wheel speed was demonstrated, as demonstrated in the above-mentioned 1st Embodiment in addition to the speed difference of a wheel speed, The motor generator may be feedback controlled based on the angular velocity in the yaw direction, or the motor generator control based on the speed difference between the wheel speeds and the motor generator control based on the angular velocity in the yaw direction according to the running state of the vehicle. May be selectively executed.

  In the present modification, the control of the motor generator based on the speed difference between the wheel speeds and the angular velocity in the yaw direction has been described. However, the driving force distribution device and the driving force distribution device according to the present modification are particularly limited to this. The control device is not applied, and the present invention can be applied to a configuration in which the motor generator is controlled so that a physical quantity related to the traveling state of the vehicle becomes a reference value set based on the traveling state of the vehicle.

  Furthermore, in this modification, the battery 110 may be charged using electric power generated by the regeneration control of the motor generator. In this way, fuel efficiency is improved.

<Second Embodiment>
Hereinafter, the driving force distribution device according to the second embodiment will be described. The driving force distribution device according to the present embodiment differs from the configuration of the driving force distribution device according to the first embodiment described above in that a planetary gear mechanism 60 is used instead of the planetary gear mechanism 20. . Other configurations are the same as the configurations of the driving force distribution device and the control device of the driving force distribution device according to the first embodiment described above. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  The planetary gear mechanism 60 is composed of a plurality of rotating elements. As shown in FIG. 12, the plurality of rotating elements include a carrier 68 and a ring gear 66 that rotatably support the sun gear 62 and the plurality of pinion gears 64.

  Further, in the present embodiment, the planetary gear mechanism 60 is provided with at least one pair of pinion gear sets including two pinion gears 64 meshing with each other between the sun gear 62 and the ring gear 66, and of the two pinion gears 64 in the pinion gear set. One of these is a double pinion planetary gear mechanism that meshes with the sun gear 62 and the other meshes with the ring gear 66.

  The carrier 68 is connected to the drive shaft 42 and rotates integrally with the drive shaft 42. The ring gear 66 is coupled to the rotor 16 and rotates integrally with the rotor 16. Further, the sun gear 62 is connected to the second output gear 30 that is a bevel gear so that the rotation centers thereof coincide with each other.

  Therefore, in planetary gear mechanism 60, power is transmitted from the drive source to sun gear 62 via input shaft 34, power is transmitted from motor generator 10 to ring gear 66, and the power transmitted to sun gear 62 and ring gear 66 is transmitted. Power corresponding to the degree is transmitted to the carrier 68. The planetary gear mechanism 60 and the input shaft 34 are connected by a pair of gear pairs (the final input gear 32 and the second output gear 30).

  In the driving force distribution device configured as described above, when driving force is input to the input shaft 34 from a driving source such as an engine or a rotary electric motor, the rotational force of the input shaft 34 is output from the first output of the differential mechanism 40. It is transmitted to the second output gear 30 connected to the gear 46 and the sun gear 62 of the planetary gear mechanism 60.

  FIG. 13 shows changes in the rotational speeds of the drive wheels 50 and 52, the planetary gear mechanism 60, and the differential mechanism 40 when the vehicle goes straight.

  In the alignment chart shown in FIG. 13, “R” indicates the rotational speed of the ring gear 66, and the position of “C” indicating the rotational speed of the carrier 68 is different from the position of “S” indicating the rotational speed of the sun gear 62. Is similar to the nomograph of FIG. Therefore, description of symbols in the drawing will not be repeated.

  Since the drive wheel 50 and the carrier 68 are fixed to the drive shaft 42 and rotate together, the rotation speed is the same. Further, since the second output gear 30 rotates integrally with the sun gear 62, the second output gear 30 has the same rotation speed.

  When the vehicle is traveling straight, as shown in FIG. 13, the differential case 142 (RG (1)) is rotated in the direction toward the forward side of the vehicle by the drive torque Tin transmitted from the input shaft 34. The drive torque Tin input from the input shaft 34 is evenly distributed to the left and right drive wheels 50 and 52. Therefore, the driving force of each of the left and right driving wheels 50 and 52 (LW, RW) is expressed by the driving torque of Tin / 2.

  In the planetary gear mechanism 60, the relationship between the rotational speeds of the sun gear 62, the ring gear 66, and the carrier 68 is that the rotational speed of the sun gear 62, the rotational speed of the ring gear 66, and the rotational speed of the carrier 68 are a single straight line. The connection is maintained. Therefore, when a rotational force is applied to the ring gear 66 by the motor generator 10, the relationship between the rotational speeds of the rotating elements of the planetary gear mechanism 60 changes in the vertical direction on the paper surface of FIG. 13 while maintaining a straight line.

  In the driving force distribution device according to the present embodiment, when the motor generator 10 is not in operation and there is no rotational speed difference between the left and right drive wheels 50 and 52, the input shaft 34 is set by a pair of gears. The differential mechanism 40 and the planetary gear mechanism so that the rotation of the rotating element connected to the motor generator 10 is stopped by the rotation of the rotating element connected to the planetary gear mechanism 60 and the rotating element connected to the drive shaft 42. A gear ratio of 60 is set.

  Specifically, the gear ratio between the differential mechanism 40 and the planetary gear mechanism 60 can be set similarly to the setting of the gear ratio between the differential mechanism 40 and the planetary gear mechanism 20 in the first embodiment described above. it can. Therefore, detailed description thereof will not be repeated.

  Further, a functional block diagram of ECU 100 that is a control device of the driving force distribution device according to the present embodiment and a control structure of a program executed by ECU 100 are a functional block diagram shown in FIG. 4 and a flowchart shown in FIG. It is the same. Therefore, detailed description thereof will not be repeated.

  An operation of the driving force distribution device according to the present embodiment based on the structure as described above and an operation of ECU 100 that is a control device of the driving force distribution device will be described.

<When the vehicle goes straight>
For example, assume that the vehicle is traveling straight. The alignment chart at this time corresponds to FIG. If the steering angle is zero, the reference value of the angular velocity in the yaw direction is zero (S100). Further, since the vehicle is traveling straight, the actual angular velocity in the yaw direction is also zero. Therefore, the deviation is calculated as zero (S102). Since the absolute value of the deviation is zero, it is equal to or less than the standard deviation (zero) (NO in S104). At this time, the target motor torque is set to zero (S108), and the motor generator 10 is controlled (S110).

  When the vehicle is traveling straight, the drive torque Tin input from the input shaft 34 to the first output gear 46 is distributed to the left and right drive wheels 50 and 52, respectively. Therefore, assuming that the reaction force from the road surface and the drive torque are balanced while the vehicle is traveling, the drive torque Tin transmitted from the input shaft 34 to the differential case 142 is evenly distributed to the left and right.

  At this time, the reaction force from the road surface in the drive wheel 50 and the drive wheel 52 is −Tin / 2. The magnitude of the reaction force from the road surface in the driving wheel 50 is equal to the driving torque TLW, and the magnitude of the reaction force from the road surface in the driving wheel 52 is equal to the driving torque TRW. Therefore, the drive torque TLW on the drive wheel 50 side and the drive torque TRW on the drive wheel 52 side are both Tin / 2.

<Torque movement control when vehicle turns right>
When the steering wheel is rotated by the driver so that the vehicle turns to the right, the traveling direction of the steering wheel changes to the right side of the vehicle. The vehicle turns to the right according to the change in the steering angle of the steered wheels.

  At this time, the reference angular velocity is calculated based on the vehicle speed and the steering angle (S100). If the absolute value of the deviation becomes larger than the standard deviation due to occurrence of understeer (YES in S104), a target motor torque is set based on the deviation (S106), and motor generator 10 is controlled (S110). .

  When motor torque Tm is generated in motor generator 10 so that ring gear 66 rotates in the forward direction, driving is performed by taking into account the torque balance in planetary gear mechanism 60 and the torque balance between sun gear 62 and differential case 142. The torque TLW on the wheel 50 side is calculated from the equation TL = Tin / 2 + Tm / 2ρ. If ρ = 2.0, then TLW = Tin / 2 + Tm / 4.

  On the other hand, the torque TRW on the drive wheel 52 side is calculated from the formula TRW = Tin / 2−Tm / 2ρ. If ρ = 2.0, then TRW = Tin / 2−Tm / 4.

  The driving torques TLW and TRW and the driving torque difference between the left and right driving wheels 50 and 52 based on the torque balance in the planetary gear mechanism 60 and the torque balance between the sun gear 62 and the differential case 142 are the same as those in the first embodiment. Can be calculated in the same manner as the TLW, TRW and drive torque difference based on the torque balance during torque movement control. Therefore, detailed description thereof will not be repeated.

  Therefore, the left driving torque TLW having a high rotational speed increases due to the torque movement control of the driving force distribution device according to the present embodiment, and the left and right driving torque difference ΔTW (= TRW−TLW = −Tm / ρ) is generated. If ρ = 2.0, then ΔTW = −Tm / 2.

  A difference in driving force between the left and right driving wheels 50 and 52 causes a yaw moment in the vehicle. The drive torque TLW of the left drive wheel 50 of the vehicle increases and the drive torque TRW of the right drive wheel 52 decreases, so that a yaw moment in the right turn direction is generated in the vehicle. As described above, when the vehicle turns right, a difference in driving force is generated between the drive wheels 50 and 52 to generate a yaw moment in the turning direction, thereby improving the turning ability of the vehicle.

<Torque movement control when vehicle turns left>
In a state where the vehicle turns leftward, motor torque Tm is generated in motor generator 10 so that ring gear 66 rotates in the negative direction according to the set target motor torque.

  When motor torque Tm is generated in motor generator 10 so that ring gear 66 rotates in the negative direction, driving is performed by considering the balance of torque in planetary gear mechanism 60 and the balance of torque between sun gear 62 and differential case 142. The torque TLW on the wheel 50 side is calculated from the formula TLW = Tin−Tm / 2ρ. If ρ = 2.0, then TLW = Tin−Tm / 4. On the other hand, the torque TRW on the drive wheel 52 side is calculated from the formula TRW = Tin / 2 + Tm / 2ρ. If ρ = 2.0, then TRW = Tin / 2 + Tm / 4.

  Therefore, the drive torque TRW of the right drive wheel 52 having a high rotational speed increases during left turn by the torque movement control of the drive force distribution device according to the present embodiment, and the drive torque difference ΔTW (= TRW−TLW) between the left and right wheels. = Tm / ρ) is generated. If ρ = 2.0, then ΔTW = Tm / 2.

  A difference in driving force between the left and right driving wheels 50 and 52 causes a yaw moment in the vehicle. As the drive torque TRW of the right drive wheel 52 of the vehicle increases and the drive torque TLW of the left drive wheel 50 decreases, a yaw moment in the left turn direction is generated in the vehicle. As described above, when the vehicle turns left, a difference in driving force is generated to generate a yaw moment in the turning direction, thereby improving the turning ability of the vehicle.

  As described above, according to the driving force distribution device according to the present embodiment, the same operational effects as the operational effects of the driving force distribution device described in the first embodiment can be obtained.

<Third Embodiment>
Hereinafter, a driving force distribution device according to a third embodiment will be described. The driving force distribution device according to the present embodiment is different from the configuration of the driving force distribution device according to the first embodiment described above in that a planetary gear mechanism 70 is used instead of the planetary gear mechanism 20. The difference is that the second output gear 80 is used instead of the two-output gear 30. Other configurations are the same as the configurations of the driving force distribution device and the control device of the driving force distribution device according to the first embodiment described above. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  The planetary gear mechanism 70 is composed of a plurality of rotating elements. As shown in FIG. 14, the plurality of rotating elements are a carrier 78 and a ring gear 76 that rotatably support the sun gear 72 and the plurality of pinion gears 74.

  In the present embodiment, the planetary gear mechanism 70 is a single pinion planetary gear mechanism in which at least one or more pinion gears 74 that mesh with both the sun gear 72 and the ring gear 76 are provided between the sun gear 72 and the ring gear 76.

  The sun gear 72 is connected to the drive shaft 42 and rotates integrally with the drive shaft 42. The carrier 78 is coupled to the rotor 16 and rotates integrally with the rotor 16. Further, the ring gear 76 is connected to a second output gear 80 which is a face gear so that the centers of rotation coincide with each other.

  Therefore, in the planetary gear mechanism 70, power is transmitted from the drive source to the ring gear 76 via the input shaft 34, power is transmitted from the motor generator 10 to the carrier 78, and power transmitted to the ring gear 76 and the carrier 78 is transmitted. Power corresponding to the degree is transmitted to the sun gear 72. The planetary gear mechanism 70 and the input shaft 34 are connected by a set of gear pairs. Further, the input shaft 34 and the differential mechanism 40 are connected by a set of gear pairs. Note that the gears on the input shaft 34 side in the above two pairs of gears are different gears. That is, the input shaft 34 is provided with an input gear 82 that meshes with the second output gear 80 in addition to the final input gear 32 that meshes with the first output gear 30.

  In the driving force distribution device configured as described above, when driving force is input to the input shaft 34 from a driving source such as an engine or a rotary electric motor, the rotational force of the input shaft 34 is output from the first output of the differential mechanism 40. This is transmitted to the gear 46 and the second output gear 80 connected to the ring gear 76 of the planetary gear mechanism 70.

  Since the first output gear 46 and the second output gear 80 are provided at positions facing each other, the driving wheels 50 and 52 are driven in the traveling direction of the vehicle in the first output gear 46 by the driving force transmitted from the input shaft 34. In the second output gear 80, a rotational force in the direction opposite to the rotational direction of the rotational force transmitted to the first output gear 46 is transmitted.

  FIG. 15 shows changes in the rotational speeds of the drive wheels 50 and 52, the planetary gear mechanism 70, and the differential mechanism 40 when the vehicle goes straight.

  In the alignment chart shown in FIG. 15, the position “S” indicating the rotational speed of the sun gear 72, the position “C” indicating the rotational speed of the carrier 78, and the position “R” indicating the rotational speed of the ring gear 76 are different. Except for this, it is the same as the alignment chart of FIG. Therefore, description of symbols in the drawing will not be repeated.

  Since the drive wheel 50 and the sun gear 72 are fixed to the drive shaft 42 and rotate together, the rotation speed is the same. Further, since the second output gear 80 rotates integrally with the ring gear 76, it has the same rotational speed.

  When the vehicle is traveling straight, as shown in FIG. 15, the differential case 142 (RG (1)) is rotated in the direction toward the forward side of the vehicle by the drive torque Tin transmitted from the input shaft 34. The drive torque Tin input from the input shaft 34 is evenly distributed to the left and right drive wheels 50 and 52. Therefore, a driving force is expressed in each of the left and right driving wheels 50 and 52 (LW, RW) by the driving torque of Tin / 2.

  In the planetary gear mechanism 70, the rotational speed relationship among the sun gear 72, the ring gear 76, and the carrier 78 is such that the rotational speed of the sun gear 72, the rotational speed of the ring gear 76, and the rotational speed of the carrier 78 are a single straight line. The connection is maintained. Therefore, when a rotational force is applied to the carrier 78 by the motor generator 10, the relationship between the rotational speeds of the rotating elements of the planetary gear mechanism 70 changes in the vertical direction on the paper surface of FIG. 15 while maintaining a straight line.

  In the driving force distribution device according to the present embodiment, when the motor generator 10 is not in operation and there is no rotational speed difference between the left and right drive wheels 50 and 52, the input shaft 34 is set by a pair of gears. The differential mechanism 40 and the planetary gear mechanism so that the rotation of the rotating element connected to the motor generator 10 is stopped by the rotation of the rotating element connected to the planetary gear mechanism 70 and the rotating element connected to the drive shaft 42. A gear ratio of 70 is set.

  In the present embodiment, the rotating element connected to the input shaft 34 by a pair of gear pairs is a ring gear 76, and the rotating element connected to the drive shaft 42 is a sun gear 72, which is connected to the motor generator 10. The coupled rotating element is a carrier 78.

  Therefore, the ratio of the difference between the rotational speed of the ring gear 76 and the carrier 78 to the magnitude of the difference between the rotational speed of the ring gear 76 and the rotational speed of the sun gear 72 is the number of teeth of the second output gear 80 and the first output gear. The gear ratio of the differential mechanism 40 and the planetary gear mechanism 70 is set to be the same as the ratio of the number of teeth of the first output gear 46 to the sum of the number of teeth 46.

  In the present embodiment, the gear ratio calculated from the equation (number of teeth of first output gear 46 (ZR (1)) + number of teeth of second output gear 80 (ZR (2))) / ZR (1). The number of teeth of the first output gear, the number of teeth of the second output gear 80, and the number of teeth of the final input gear 32 and the input gear 82 are set so that ρ becomes “2.0”.

  In the present embodiment, the gear ratio ρ ′ calculated from the equation ρ ′ = the number of teeth of the ring gear 76 (ZR) / the number of teeth of the sun gear 72 (ZS) is “ρ ′ = ρ”, that is, “ρ ′ = 2.0 ", the number of teeth of the ring gear 76 and the number of teeth of the sun gear 72 are set.

  While the vehicle is traveling, the first output gear 46 and the second output gear 80 satisfy ρ = ρ ′. Therefore, as shown in FIG. 15, the rotational speed of the first output gear 46 and the rotation of the second output gear 80 The speed is the same size. Therefore, the relationship between the rotational speeds of the first output gear 46 and the second output gear 80 is maintained as a single straight line (broken line in FIG. 15) passing through the point A.

  Further, the ratio of the difference in rotational speed between the sun gear 72 and the ring gear 76 and the difference in rotational speed between the ring gear 76 and the carrier 78 is “ρ ′: 1”, and the gear ratio ρ ′ is as described above. As shown, it is “2.0”. Further, since the rotation directions of the first output gear 46 and the second output gear 80 are opposite to each other and the rotation speed is the same, the rotation directions of the sun gear 72 and the ring gear 76 are opposite to each other. And the magnitude | size of rotational speed is the same. Therefore, as shown in FIG. 15, when the vehicle is traveling straight and the motor generator 10 is not in operation, the rotation of the carrier 78 is stopped, so the rotation of the output shaft of the motor generator 10 is also stopped. It becomes a state.

  The functional block diagram of ECU 100 that is the control device of the driving force distribution device according to the present embodiment and the control structure of the program executed by ECU 100 are the functional block diagram shown in FIG. 4 and the flowchart shown in FIG. It is the same. Therefore, detailed description thereof will not be repeated.

  An operation of the driving force distribution device according to the present embodiment based on the structure as described above and an operation of ECU 100 that is a control device of the driving force distribution device will be described.

<When the vehicle goes straight>
For example, assume that the vehicle is traveling straight. The alignment chart at this time corresponds to FIG. If the steering angle is zero, the reference value of the angular velocity in the yaw direction is zero (S100). Further, since the vehicle is traveling straight, the actual angular velocity in the yaw direction is also zero. Therefore, the deviation is calculated as zero (S102). Since the absolute value of the deviation is zero, it is equal to or less than the standard deviation (zero) (NO in S104). At this time, the target motor torque is set to zero (S108), and the motor generator 10 is controlled (S110).

  When the vehicle is traveling straight, the drive torque Tin input from the input shaft 34 to the first output gear 46 is distributed to the left and right drive wheels 50 and 52, respectively. Therefore, assuming that the reaction force from the road surface and the drive torque are balanced while the vehicle is traveling, the drive torque Tin transmitted from the input shaft 34 to the differential case 142 is evenly distributed to the left and right.

  At this time, the reaction force from the road surface in the drive wheel 50 and the drive wheel 52 is −Tin / 2. The magnitude of the reaction force from the road surface in the driving wheel 50 is equal to the driving torque TLW, and the magnitude of the reaction force from the road surface in the driving wheel 52 is equal to the driving torque TRW. Therefore, the drive torque TLW on the drive wheel 50 side and the drive torque TRW on the drive wheel 52 side are both Tin / 2.

<Torque movement control when vehicle turns right>
When the steering wheel is rotated by the driver so that the vehicle turns to the right, the traveling direction of the steering wheel changes to the right side of the vehicle. The vehicle turns to the right according to the change in the steering angle of the steered wheels.

  At this time, the reference angular velocity is calculated based on the vehicle speed and the steering angle (S100). If the absolute value of the deviation becomes larger than the standard deviation due to occurrence of understeer (YES in S104), a target motor torque is set based on the deviation (S106), and motor generator 10 is controlled (S110). .

  When the motor torque Tm is generated in the motor generator 10 so that the carrier 78 rotates in the positive direction, the torque balance in the planetary gear mechanism 70 and the torque balance between the ring gear 76 and the differential case 142 are taken into consideration. The driving torque TLW on the wheel 50 side is calculated from the equation TL = Tin / 2 + Tm / 2ρ. If ρ = 2.0, then TLW = Tin / 2 + Tm / 4.

  On the other hand, the drive torque TRW on the drive wheel 52 side is calculated from the formula TRW = Tin / 2−Tm / 2ρ. If ρ = 2.0, then TRW = Tin / 2−Tm / 4.

  Note that the driving torques TLW and TRW and the driving torque difference between the left and right driving wheels 50 and 52 based on the torque balance in the planetary gear mechanism 70 and the torque balance between the ring gear 76 and the differential case 142 are the first embodiment. Can be calculated in the same manner as the TLW, TRW and drive torque difference based on the torque balance during torque movement control. Therefore, detailed description thereof will not be repeated.

  Therefore, when turning right by the torque movement control of the driving force distribution device according to the present embodiment, the left driving torque TLW with a high rotational speed increases, and the driving torque difference ΔTW (= TRW−TLW = −Tm) between the left and right wheels. / Ρ) is generated. If ρ = 2.0, then ΔTW = −Tm / 2.

  A difference in driving force between the left and right driving wheels 50 and 52 causes a yaw moment in the vehicle. The drive torque TLW of the left drive wheel 50 of the vehicle increases and the drive torque TRW of the right drive wheel 52 decreases, so that a yaw moment in the right turn direction is generated in the vehicle. As described above, when the vehicle turns right, a difference in driving force is generated between the drive wheels 50 and 52 to generate a yaw moment in the turning direction, thereby improving the turning ability of the vehicle.

<Torque movement control when vehicle turns left>
When the vehicle turns leftward, motor torque Tm is generated in motor generator 10 so that carrier 78 rotates in the negative direction in accordance with the set target motor torque.

  When the motor torque Tm is generated in the motor generator 10 so that the carrier 78 rotates in the negative direction, driving is performed by considering the torque balance in the planetary gear mechanism 70 and the torque balance between the ring gear 76 and the differential case 142. The torque TLW on the wheel 50 side is calculated from the formula TLW = Tin−Tm / 2ρ. If ρ = 2.0, then TLW = Tin−Tm / 4. On the other hand, the torque TRW on the drive wheel 52 side is calculated from the formula TRW = Tin / 2 + Tm / 2ρ. If ρ = 2.0, then TRW = Tin / 2 + Tm / 4.

  Therefore, the drive torque TRW of the right drive wheel 52 having a high rotational speed increases during left turn by the torque movement control of the drive force distribution device according to the present embodiment, and the drive torque difference ΔTW (= TRW−TLW) between the left and right wheels. = Tm / ρ) is generated. If ρ = 2.0, then ΔTW = Tm / 2.

  A difference in driving force between the left and right driving wheels 50 and 52 causes a yaw moment in the vehicle. As the drive torque TRW of the right drive wheel 52 of the vehicle increases and the drive torque TLW of the left drive wheel 50 decreases, a yaw moment in the left turn direction is generated in the vehicle. As described above, when the vehicle turns left, a driving force difference is generated between the driving wheels 50 and 52 to generate a yaw moment in the turning direction, thereby improving the turning ability of the vehicle.

  As described above, according to the driving force distribution device according to the present embodiment, the same operational effects as the operational effects of the driving force distribution device described in the first embodiment can be obtained.

<Fourth embodiment>
The driving force distribution device according to the fourth embodiment will be described below. The driving force distribution device according to the present embodiment is different from the configuration of the driving force distribution device according to the third embodiment described above in that a planetary gear mechanism 90 is used instead of the planetary gear mechanism 70. . Other configurations are the same as the configurations of the driving force distribution device and the control device for the driving force distribution device according to the third embodiment described above. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  The planetary gear mechanism 90 is composed of a plurality of rotating elements. As shown in FIG. 16, the plurality of rotating elements are a carrier 98 and a ring gear 96 that rotatably support the sun gear 92 and the plurality of pinion gears 94.

  In the present embodiment, the planetary gear mechanism 90 is a single pinion planetary gear mechanism in which at least one or more pinion gears 94 that mesh with both the sun gear 92 and the ring gear 96 are provided between the sun gear 92 and the ring gear 96.

  The ring gear 96 is connected to the drive shaft 42 and rotates integrally with the drive shaft 42. The carrier 98 is connected to the rotor 16 and rotates integrally with the rotor 16. The sun gear 92 is connected to a second output gear 80 that is a face gear so that the rotation centers thereof coincide with each other.

  Therefore, in the planetary gear mechanism 90, power is transmitted from the drive source to the sun gear 92 via the input shaft 34, power is transmitted from the motor generator 10 to the carrier 98, and the power transmitted to the sun gear 92 and the carrier 98 is transmitted. Power corresponding to the degree is transmitted to the ring gear 96. The planetary gear mechanism 90 and the input shaft 34 are connected by a set of gear pairs including a second output gear 80 and an input gear 82.

  In the driving force distribution device configured as described above, when driving force is input to the input shaft 34 from a driving source such as an engine or a rotary electric motor, the rotational force of the input shaft 34 is output from the first output of the differential mechanism 40. The gear 46 is transmitted to the second output gear 80 connected to the sun gear 92 of the planetary gear mechanism 90.

  FIG. 17 shows changes in the rotational speeds of the drive wheels 50 and 52, the planetary gear mechanism 90, and the differential mechanism 40 when the vehicle goes straight.

  In the collinear chart shown in FIG. 17, “C” indicates the rotational speed of the carrier 98, and the position “R” indicating the rotational speed of the ring gear 96 is different from the position “S” indicating the rotational speed of the sun gear 92. Is the same as the alignment chart of FIG. Therefore, description of symbols in the drawing will not be repeated.

  In addition, since the drive wheel 50 and the ring gear 96 are fixed to the drive shaft 42 and rotate together, the rotation speed is the same. Further, since the second output gear 80 rotates integrally with the sun gear 92, the second output gear 80 has the same rotation speed.

  When the vehicle is traveling straight, as shown in FIG. 17, the differential case 142 (RG (1)) is rotated in the direction toward the forward side of the vehicle by the drive torque Tin transmitted from the input shaft 34. The drive torque Tin input from the input shaft 34 is evenly distributed to the left and right drive wheels 50 and 52. Therefore, a driving force of Tin / 2 is expressed in each of the left and right driving wheels 50 and 52 (LW, RW).

  In the planetary gear mechanism 90, the rotational speed relationship among the sun gear 92, the ring gear 96, and the carrier 98 is such that the rotational speed of the sun gear 92, the rotational speed of the ring gear 96, and the rotational speed of the carrier 98 are a single straight line. The connection is maintained. Therefore, when a rotational force is applied to the carrier 98 by the motor generator 10, the relationship between the rotational speeds of the rotating elements of the planetary gear mechanism 90 changes in the vertical direction on the paper surface of FIG. 17 while maintaining a straight line.

  In the driving force distribution device according to the present embodiment, when the motor generator 10 is not in operation and there is no rotational speed difference between the left and right drive wheels 50 and 52, the input shaft 34 is set by a pair of gears. The differential mechanism 40 and the planetary gear mechanism so that the rotation of the rotating element connected to the motor generator 10 is stopped by the rotation of the rotating element connected to the planetary gear mechanism 90 and the rotating element connected to the drive shaft 42. A gear ratio of 90 is set.

  Specifically, the mode of setting the gear ratio of the differential mechanism 40 and the planetary gear mechanism 90 is the same as the setting of the gear ratio of the differential mechanism 40 and the planetary gear mechanism 70 in the third embodiment described above. Can be set to Therefore, detailed description thereof will not be repeated.

  Further, a functional block diagram of ECU 100 that is a control device of the driving force distribution device according to the present embodiment and a control structure of a program executed by ECU 100 are a functional block diagram shown in FIG. 4 and a flowchart shown in FIG. It is the same. Therefore, detailed description thereof will not be repeated.

  An operation of the driving force distribution device according to the present embodiment based on the structure as described above and an operation of ECU 100 that is a control device of the driving force distribution device will be described.

<When the vehicle goes straight>
For example, assume that the vehicle is traveling straight. The alignment chart at this time corresponds to FIG. If the steering angle is zero, the reference value of the angular velocity in the yaw direction is zero (S100). Further, since the vehicle is traveling straight, the actual angular velocity in the yaw direction is also zero. Therefore, the deviation is calculated as zero (S102). Since the absolute value of the deviation is zero, it is equal to or less than the standard deviation (zero) (NO in S104). At this time, the target motor torque is set to zero (S108), and the motor generator 10 is controlled (S110).

  When the vehicle is traveling straight, the drive torque Tin input from the input shaft 34 to the first output gear 46 is distributed to the left and right drive wheels 50 and 52, respectively. Therefore, assuming that the reaction force from the road surface and the drive torque are balanced while the vehicle is traveling, the drive torque Tin transmitted from the input shaft 34 to the differential case 142 is evenly distributed to the left and right.

  At this time, the reaction force from the road surface in the drive wheel 50 and the drive wheel 52 is −Tin / 2. The magnitude of the reaction force from the road surface in the driving wheel 50 is equal to the driving torque TLW, and the magnitude of the reaction force from the road surface in the driving wheel 52 is equal to the driving torque TRW. Therefore, the drive torque TLW on the drive wheel 50 side and the drive torque TRW on the drive wheel 52 side are both Tin / 2.

<Torque movement control when vehicle turns right>
When the steering wheel is rotated by the driver so that the vehicle turns to the right, the traveling direction of the steering wheel changes to the right side of the vehicle. The vehicle turns to the right according to the change in the steering angle of the steered wheels.

  At this time, the reference angular velocity is calculated based on the vehicle speed and the steering angle (S100). If the absolute value of the deviation becomes larger than the standard deviation due to occurrence of understeer (YES in S104), a target motor torque is set based on the deviation (S106), and motor generator 10 is controlled (S110). .

  When the motor torque Tm is generated in the motor generator 10 so that the carrier 98 rotates in the positive direction, the driving is performed by considering the torque balance in the planetary gear mechanism 90 and the torque balance between the sun gear 92 and the differential case 142. The torque TLW on the wheel 50 side is calculated from the equation TL = Tin / 2 + Tm / 2ρ. If ρ = 2.0, then TLW = Tin / 2 + Tm / 4.

  On the other hand, the torque TRW on the drive wheel 52 side is calculated from the formula TRW = Tin / 2−Tm / 2ρ. If ρ = 2.0, then TRW = Tin / 2−Tm / 4.

  The driving torques TLW and TRW and the driving torque difference between the left and right driving wheels 50 and 52 based on the torque balance in the planetary gear mechanism 90 and the torque balance between the sun gear 92 and the differential case 142 are the same as those in the first embodiment. Can be calculated in the same manner as the TLW, TRW and drive torque difference based on the torque balance during torque movement control. Therefore, detailed description thereof will not be repeated.

  Therefore, when turning right by the torque movement control of the driving force distribution device according to the present embodiment, the left driving torque TLW with a high rotational speed increases, and the driving torque difference ΔTW (= TRW−TLW = −Tm) between the left and right wheels. / Ρ) is generated. If ρ = 2.0, then ΔTW = −Tm / 2.

  A difference in driving force between the left and right driving wheels 50 and 52 causes a yaw moment in the vehicle. The drive torque TLW of the left drive wheel 50 of the vehicle increases and the drive torque TRW of the right drive wheel 52 decreases, so that a yaw moment in the right turn direction is generated in the vehicle. As described above, when the vehicle turns right, a difference in driving force is generated between the drive wheels 50 and 52 to generate a yaw moment in the turning direction, thereby improving the turning ability of the vehicle.

<Torque movement control when vehicle turns left>
When the vehicle turns leftward, motor torque Tm is generated in motor generator 10 so that carrier 98 rotates in the negative direction according to the set target motor torque.

  When the motor torque Tm is generated in the motor generator 10 so that the carrier 98 rotates in the negative direction, the driving is performed by considering the torque balance between the planetary gear mechanism 90 and the torque balance between the sun gear 92 and the differential case 142. The torque TLW on the wheel 50 side is calculated from the formula TLW = Tin−Tm / 2ρ. If ρ = 2.0, then TLW = Tin−Tm / 4. On the other hand, the torque TRW on the drive wheel 52 side is calculated from the formula TRW = Tin / 2 + Tm / 2ρ. If ρ = 2.0, then TRW = Tin / 2 + Tm / 4.

  Therefore, when turning counterclockwise by the torque movement control of the driving force distribution device according to the present embodiment, the right torque TRW with a high rotational speed increases, and the left and right wheel driving torque difference ΔTW (= TRW−TLW = Tm / ρ). Will occur. If ρ = 2.0, then ΔTW = Tm / 2.

  A difference in driving force between the left and right driving wheels 50 and 52 causes a yaw moment in the vehicle. As the drive torque TRW of the right drive wheel 52 of the vehicle increases and the drive torque TLW of the left drive wheel 50 decreases, a yaw moment in the left turn direction is generated in the vehicle. As described above, when the vehicle turns left, a driving force difference is generated between the driving wheels 50 and 52 to generate a yaw moment in the turning direction, thereby improving the turning ability of the vehicle.

  As described above, according to the driving force distribution device according to the present embodiment, the same operational effects as the operational effects of the driving force distribution device described in the first embodiment can be obtained.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the driving force distribution apparatus which concerns on 1st Embodiment. It is a figure for demonstrating operation | movement of the driving force distribution apparatus which concerns on 1st Embodiment. It is a figure which shows operation | movement of the driving force distribution apparatus at the time of the vehicle going straight in 1st Embodiment. 1 is a schematic block diagram including an ECU that is a control device of a driving force distribution device according to a first embodiment, input elements to the ECU, and a control target. It is a functional block diagram of ECU which is a control apparatus of the driving force distribution apparatus which concerns on 1st Embodiment. It is a flowchart which shows the control structure of the program performed by ECU which is a control apparatus of the driving force distribution apparatus which concerns on 1st Embodiment. It is FIG. (1) which shows operation | movement of the driving force distribution apparatus at the time of torque movement control of a vehicle. FIG. 6 is a diagram (part 2) illustrating the operation of the driving force distribution device during torque movement control of the vehicle. It is a figure which shows the other structural example of a driving force distribution apparatus. It is a flowchart which shows the control structure of the program performed by ECU which is a control apparatus of the driving force distribution apparatus which concerns on the modification of 1st Embodiment. It is a figure which shows operation | movement of the driving force distribution apparatus at the time of the differential limitation control of a vehicle. It is a figure which shows the structure of the driving force distribution apparatus which concerns on 2nd Embodiment. It is a figure which shows operation | movement of the driving force distribution apparatus at the time of the vehicle going straight in 2nd Embodiment. It is a figure which shows the structure of the driving force distribution apparatus which concerns on 3rd Embodiment. It is a figure which shows operation | movement of the driving force distribution apparatus at the time of the vehicle going straight in 3rd Embodiment. It is a figure which shows the structure of the driving force distribution apparatus which concerns on 4th Embodiment. It is a figure which shows operation | movement of the driving force distribution apparatus at the time of the vehicle going straight in 4th Embodiment.

Explanation of symbols

  10 motor generator, 12 stator, 14 coil, 16 rotor, 20, 60, 70, 90, 150 planetary gear mechanism, 22, 62, 72, 92, 152 sun gear, 24, 48, 64, 74, 94, 154 pinion gear, 26, 66, 76, 96, 156 Ring gear, 28, 68, 78, 98, 158 Carrier, 30, 80 Second output gear, 32 Final input gear, 34 Input shaft, 40 Differential mechanism, 42, 44 Drive shaft, 46,80 1st output gear, 50,52 Drive wheel, 82 Input gear, 100 ECU, 102 Steering angle sensor, 104 Vehicle speed sensor, 106 Yaw rate sensor, 108 Inverter, 110 Battery, 142 differential case, 144 Side gear, 300 Input I / F, 400 arithmetic processing Department, 402 normative value calculating unit, 404 error calculator, 406 difference determination unit, 408 motor generator control unit, 500 storage unit, 600 output I / F.

Claims (23)

A driving force distribution device that distributes driving force from a driving source to left and right driving wheels,
An input shaft that transmits a driving force transmitted from the driving source to components related to transmission of driving force on the driving wheel side; and
A differential mechanism that is coupled to the input shaft by a pair of first gears, and that transmits a driving force from the input shaft to the driving wheels according to a difference in rotational speed between the left and right driving wheels;
A planetary gear comprising a plurality of rotating elements including a sun gear, a ring gear, and a carrier, wherein the first rotating element of the plurality of rotating elements and the input shaft are connected by a pair of second gear pairs. Mechanism,
A rotating electric motor coupled to a second rotating element different from the first rotating element;
The differential mechanism and the driving wheel are connected, and a third rotating element different from the first rotating element and the second rotating element is connected between the differential mechanism and the driving wheel. A driving force distribution device including a drive shaft. The planetary gear mechanism is a double pinion planetary gear mechanism,
The first rotating element is the carrier;
The second rotating element is the ring gear,
The driving force distribution device according to claim 1, wherein the third rotating element is the sun gear. The planetary gear mechanism is a double pinion planetary gear mechanism,
The first rotating element is the sun gear,
The second rotating element is the ring gear,
The driving force distribution device according to claim 1, wherein the third rotation element is the carrier.   The driving force distribution device according to any one of claims 1 to 3, wherein the gear on the input shaft side in the first gear pair is the same gear as the gear on the input shaft side in the second gear pair. .   4. The driving force distribution device according to claim 1, wherein the gear on the input shaft side in the first gear pair is a gear different from the gear on the input shaft side in the second gear pair. 5.   The gear on the differential mechanism side in the first gear pair is a gear having the same number of teeth as the gear on the planetary gear mechanism side in the second gear pair. Driving force distribution device. The planetary gear mechanism is a single pinion planetary gear mechanism,
The first rotating element is the ring gear,
The second rotating element is the carrier;
The driving force distribution device according to claim 1, wherein the third rotating element is the sun gear. The planetary gear mechanism is a single pinion planetary gear mechanism,
The first rotating element is the sun gear,
The second rotating element is the carrier;
The driving force distribution device according to claim 1, wherein the third rotating element is the ring gear.   The driving force distribution device according to claim 7 or 8, wherein the gear on the input shaft side in the first gear pair is a gear different from the gear on the input shaft side in the second gear pair.   The gear ratio in the differential mechanism and the planetary gear mechanism is such that when the rotary motor is not operating and no difference in rotational speed occurs between the left and right drive wheels, the first rotating element and the third rotating gear The driving force distribution device according to any one of claims 1 to 9, wherein the rotation force of the second rotation element is set to be stopped by rotation with the rotation element.   The magnitude of the difference between the rotation speed of the first rotation element and the rotation speed of the second rotation element with respect to the magnitude of the difference between the rotation speed of the first rotation element and the rotation speed of the third rotation element The ratio of the gears on the differential mechanism side to the sum of the number of gear teeth on the planetary gear mechanism side of the second gear pair and the number of gear teeth on the differential mechanism side of the first gear pair. The driving force distribution device according to claim 1, wherein the driving force distribution device has the same ratio as the number of teeth. A control device for a driving force distribution device that distributes a driving force from a driving source mounted on a vehicle to left and right driving wheels, wherein the driving force distribution device transmits a driving force transmitted from the driving source to a driving wheel side. An input shaft that transmits to a part related to transmission of driving force, and the input shaft are connected by a pair of first gear pairs, and the driving force from the input shaft is converted into a rotational speed difference between the left and right driving wheels. And a plurality of rotating elements including a differential mechanism for transmitting to the driving wheel, a sun gear, a ring gear, and a carrier, and the first rotating element of the plurality of rotating elements and the input shaft. A planetary gear mechanism connected by a pair of second gear pairs, a rotary motor connected to a second rotating element different from the first rotating element, the differential mechanism and the driving wheel; And the differential mechanism and the drive And a drive shaft third rotating element different from the first rotary element and the second rotary element in between the wheels is connected,
The controller is
Detecting means for detecting a physical quantity related to the running state of the vehicle;
The rotation is performed so that the detected physical quantity becomes a reference value set based on a running state of the vehicle due to increase / decrease in driving force in the third rotation element caused by rotation of the second rotation element. A control device for a driving force distribution device, including control means for controlling the electric motor.   The control means includes means for controlling the rotary electric motor to rotate the rotary electric motor in one of a normal rotation direction and a reverse rotation direction in accordance with the detected physical quantity. A control device of the described driving force distribution device.   The control device of the driving force distribution device according to claim 12, wherein the control means includes means for performing regenerative control of the rotary electric motor according to the detected physical quantity. The detection means includes
Means for detecting the speed of the vehicle;
Means for detecting a steering angle of the vehicle;
Means for detecting an angular velocity in a yaw direction of the vehicle,
The control means includes
Means for setting a reference value of angular velocity in the yaw direction based on at least one of the detected vehicle speed and steering angle;
The control device for a driving force distribution device according to any one of claims 12 to 14, further comprising means for controlling the rotary electric motor so that the detected angular velocity becomes the set reference value. The detection means includes
Means for detecting the speed of the vehicle;
Means for detecting a steering angle of the vehicle;
Means for detecting a speed difference between left and right wheels of the vehicle,
The control means includes
Means for setting a normative value of the speed difference between the left and right wheels based on at least one of the detected vehicle speed and steering angle;
The control device for a driving force distribution device according to any one of claims 12 to 14, further comprising means for controlling the rotary electric motor so that the detected speed difference becomes the set reference value. A driving force distribution device control method for distributing a driving force from a driving source mounted on a vehicle to left and right driving wheels, wherein the driving force distribution device transmits a driving force transmitted from the driving source to a driving wheel side. An input shaft that transmits to a part related to transmission of driving force, and the input shaft are connected by a pair of first gear pairs, and the driving force from the input shaft is converted into a rotational speed difference between the left and right driving wheels. And a plurality of rotating elements including a differential mechanism for transmitting to the driving wheel, a sun gear, a ring gear, and a carrier, and the first rotating element of the plurality of rotating elements and the input shaft. A planetary gear mechanism connected by a pair of second gear pairs, a rotary motor connected to a second rotating element different from the first rotating element, the differential mechanism and the driving wheel; And the differential mechanism and the drive And a drive shaft third rotating element different from the first rotary element and the second rotary element in between the wheels is connected,
The control method is:
A detection step of detecting a physical quantity related to the running state of the vehicle;
The rotation is performed so that the detected physical quantity becomes a reference value set based on a running state of the vehicle due to increase / decrease in driving force in the third rotation element caused by rotation of the second rotation element. And a control step for controlling the electric motor.   18. The control step according to claim 17, wherein the control step includes a step of controlling the rotary electric motor so as to rotate the rotary electric motor in one of a normal rotation direction and a reverse rotation direction in accordance with the detected physical quantity. Control method of driving force distribution device.   The control method of the driving force distribution device according to claim 17, wherein the control step includes a step of regeneratively controlling the rotary electric motor according to the detected physical quantity. The detecting step includes
Detecting the speed of the vehicle;
Detecting a steering angle of the vehicle;
Detecting an angular velocity in a yaw direction of the vehicle,
The control step includes
Setting a reference value for the angular velocity in the yaw direction based on at least one of the detected vehicle speed and steering angle;
The control method of the driving force distribution device according to any one of claims 17 to 19, further comprising the step of controlling the rotary electric motor so that the detected angular velocity becomes the set reference value. The detecting step includes
Detecting the speed of the vehicle;
Detecting a steering angle of the vehicle;
Detecting a speed difference between left and right wheels of the vehicle,
The control step includes
Setting a reference value for the speed difference between the left and right wheels based on at least one of the detected vehicle speed and steering angle;
The control method of the driving force distribution device according to any one of claims 17 to 19, further comprising the step of controlling the rotary electric motor so that the detected speed difference becomes the set reference value.   A program for realizing the control method of the driving force distribution device according to any one of claims 17 to 21 by a computer.   A recording medium recording a program for realizing the control method of the driving force distribution device according to any one of claims 17 to 21 by a computer.

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