JP2011038544A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a vehicle which can realize both effective utilization of kinetic energy of a wheel and stabilization of behavior of a vehicle by gyro moment. <P>SOLUTION: A vehicle is equipped with a rotary shaft coupled to an axle shaft 10 of a rear wheel RW1 through the medium of a stepless continuous transmission 11 and a rotor discharging or accumulating kinetic energy at acceleration/deceleration of a vehicle. The rotor contains a first flywheel 15 assembled in a first rotary shaft 12 and a second flywheel 16 assembled in the second rotary shaft 14. The control device of a vehicle includes a differential gear 13 for reversing the rotating directions of the first flywheel 15 and second flywheel 16 and an angular momentum control device 20 for controlling the sum At of a first angular momentum A1 which is the production of an angular speed ω1 of the first flywheel 15 and inertia moment I1 and a second angular momentum A2 which is the production of an angular speed ω2 of the second flywheel 16 and inertia moment I2, to a target angular momentum Ata set in accordance with the behavior of a vehicle. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device that is applied to a vehicle including a rotating body capable of storing or releasing kinetic energy and controls a rotating state of the rotating body.

  This type of vehicle control device is described, for example, in Non-Patent Document 1 below. A vehicle control apparatus described in Non-Patent Document 1 below includes a rotary shaft that is rotatably connected to a wheel axle via a continuously variable transmission (CVT), and can rotate integrally with the rotary shaft. The present invention is applied to a vehicle including a flywheel (rotating body) that is assembled and can accumulate kinetic energy from a wheel when the vehicle is decelerated and can release kinetic energy to the wheel when the vehicle is accelerated.

  In the vehicle control device described in Non-Patent Document 1 below, when the vehicle is decelerated, the rotational axis is increased and kinetic energy is accumulated in the flywheel. On the other hand, when the vehicle is accelerated, the rotating shaft is decelerated, and the kinetic energy accumulated in the flywheel is released to the wheels. Thereby, it is possible to assist the rotation of the wheel when the vehicle is accelerated. For this reason, in the vehicle control apparatus described in Non-Patent Document 1 below, it is possible to effectively use the kinetic energy of the wheels by accumulating or releasing the kinetic energy using the flywheel.

`` Mechanical Hybrid System Comprising a Flywheel and CVT for Motorsportand Mainstream Automotive Applicions '' by DouglasCross (Flybird System LLP) by ChrisBrockbank (Torotrak (Developmet) Ltd.)

JP 2008-236958 A JP-A-10-281050

  On the other hand, in Patent Document 1, a rotating body supported rotatably around a first rotating shaft extending in the left-right direction of the vehicle, and rotating body rotating means for rotating the rotating body around the first rotating shaft, And a gyro rotating means for rotating a rotating body and a rotating body rotating means (gyro) around a second rotating shaft extending in the vertical direction of the vehicle. This vehicle apparatus can generate a gyro moment in the rotating body based on the behavior of the vehicle.

  The gyro moment is generated when a rotating body rotating around a rotation axis rotates around an axis orthogonal to the rotation axis. The magnitude of the gyro moment is obtained by multiplying the angular momentum, which is the product of the angular velocity around the rotating shaft of the rotating body and the moment of inertia around the rotating shaft of the rotating body, by the angular velocity around the axis orthogonal to the rotating shaft. . That is, when the magnitude of the gyro moment is M, the angular velocity around the rotation axis of the rotating body is ω, the inertia moment of the rotating body is I, and the angular velocity around the axis orthogonal to the rotation axis of the rotating body is Ω, the gyro The magnitude M of the moment is represented by the product of the angular velocity ω, the moment of inertia I, and the angular velocity Ω. Note that the magnitude M of the gyro moment is expressed by the product of the angular momentum A and the angular velocity Ω when the angular momentum A that is the product of the angular velocity ω and the inertia moment I is used.

  In the vehicle device described in Patent Document 1, the rotating body is rotated around the first rotation axis extending in the left-right direction of the vehicle by the rotating body rotating means based on the behavior of the vehicle. Then, the rotating rotating body and the rotating body rotating means are rotated around the second rotating shaft extending in the vertical direction of the vehicle by the gyro rotating means. As a result, a gyro moment around an axis extending in the longitudinal direction of the vehicle is generated in the rotating body. Therefore, in the vehicle device described in Patent Document 1, the generated gyro moment is caused to act as an anti-roll moment so that the vehicle roll axis (the axis extending in the longitudinal direction of the vehicle and passing through the center of gravity of the vehicle) is around. It is possible to stabilize the behavior.

  Patent Document 2 discloses a support shaft (rotary shaft), two flywheels (rotating bodies) that are arranged around the support shaft and have the same moment of inertia, and the flywheel and the support shaft. A vehicle apparatus is described that includes a motor generator that is provided in between and capable of increasing or decreasing the speed of rotation around the support shaft of each flywheel. This vehicle device is an electric vehicle that can be driven by a vehicle driving motor, and a motor generator rotates two flywheels in the opposite direction at the same speed.

  In the vehicle device described in Patent Document 2, a generator connected to a vehicle driving motor generates power when the vehicle decelerates, and electric power generated by the power generation is sent to the motor generator. At this time, rotation around the support shaft of each flywheel is accelerated by the motor generator, and kinetic energy can be accumulated in each flywheel. On the other hand, when the vehicle is accelerated, the rotation of each flywheel around the support shaft is decelerated, and the kinetic energy accumulated in each flywheel is converted into electrical energy by the motor generator and extracted. At this time, the electric power taken out by the motor generator can be sent to the vehicle drive motor to assist the drive of the vehicle drive motor.

  Moreover, in the vehicle apparatus described in the said patent document 2, two flywheels which have an equal moment of inertia rotate to a reverse direction by the motor generator at the same magnitude | size speed | rate. For this reason, even if a gyro moment is generated in each flywheel, these gyro moments are generated in the opposite direction with the same magnitude, and are therefore canceled (zero). Therefore, it is possible to prevent the gyro moment generated by the flywheel during traveling of the vehicle from affecting the motion performance of the vehicle, and to prevent the motion performance of the vehicle from deteriorating.

  By the way, if the vehicle control device described in Non-Patent Document 1 is applied to the vehicle device described in Patent Document 1, one flywheel (rotary body) accumulates or releases kinetic energy. To do. As a result, the angular velocity of the flywheel changes greatly, and the angular momentum that is the product of the angular velocity of the flywheel and the moment of inertia changes greatly. Therefore, when one flywheel stores or releases kinetic energy, it is difficult to control the angular momentum of the flywheel to the target angular momentum set based on the behavior of the vehicle. That is, it is difficult to achieve both the accumulation or release of kinetic energy and the generation of the target gyro moment according to the target angular momentum with one flywheel.

  Moreover, in the vehicle apparatus described in the said patent document 2, the kinetic energy of a wheel can be utilized effectively by accumulation | storage or discharge | release of the kinetic energy using two flywheels. However, in the vehicle device described in Patent Document 2, the gyro moment generated by each flywheel is offset, and the behavior of the vehicle is not stabilized by using the gyro moment generated by each flywheel. .

  In short, the problem to be solved by the present invention is that the kinetic energy of the wheel is effectively utilized by the accumulation or release of the kinetic energy using the rotating body, and the gyro moment generated according to the target angular momentum of the rotating body. Thus, it is an object of the present invention to provide a vehicle control device capable of achieving both the stabilization of the behavior of the vehicle.

  The present invention has been made to cope with the above-described problems, and a rotating shaft that is rotatably connected to a wheel axle via a continuously variable transmission, and an assembly that can be integrally rotated with the rotating shaft. Vehicle that is applied to a vehicle having a rotating body that can store kinetic energy from the wheel during deceleration of the vehicle and that can release kinetic energy to the wheel during acceleration of the vehicle, and that controls the rotational state of the rotating body The rotary shaft is connected to the continuously variable continuous transmission, and the first rotary shaft rotates at an increased or decreased speed by increasing or decreasing the speed ratio of the continuously variable continuous transmission. A second rotating shaft extending in the same direction as the rotating shaft, and the rotating body includes a first rotating body assembled to the first rotating shaft and a second rotating shaft assembled to the second rotating shaft. Two rotating bodies, the first rotating shaft and the second rotating body. A reverse rotation device that reverses the rotation direction of the first rotation body and the rotation direction of the second rotation body between the rotation axes, and the angular velocity and the moment of inertia of the first rotation body (around the first rotation axis). A target angular momentum set in accordance with the behavior of the vehicle, the sum of the first angular momentum, which is the product, and the second angular momentum, which is the product of the angular velocity (around the second rotational axis) of the second rotating body and the moment of inertia And an angular momentum control means for controlling the motor.

  In the vehicle control device according to the present invention, when the vehicle is decelerated, the first rotating shaft that is rotatably connected to the axle via a continuously variable transmission is increased in speed and reverse to the first rotating shaft. The second rotating shaft connected through the rotating device is increased in speed. At this time, kinetic energy is accumulated in the first rotating body and the second rotating body. On the other hand, the first rotating shaft and the second rotating shaft are decelerated during acceleration of the wheel. At this time, the kinetic energy accumulated in the first rotating body and the second rotating body is transmitted (released) to the wheel, and the rotation of the wheel is assisted. For this reason, it is possible to effectively use the kinetic energy of the wheel by accumulating or releasing the kinetic energy using the first rotating body and the second rotating body.

  By the way, in the vehicle control apparatus according to the present invention, the reverse rotation device reverses the rotation direction of the first rotation body and the rotation direction of the second rotation body. Therefore, one of the first angular momentum, which is the product of the angular velocity of the first rotating body and the moment of inertia, and the second angular momentum, which is the product of the angular velocity of the second rotating body, and the moment of inertia, is positive, and either one is negative. Become. As a result, the angular momentum control means uses the difference between the magnitude (absolute value) of the first angular momentum of the first rotating body and the magnitude (absolute value) of the second angular momentum of the second rotating body. The sum of the first angular momentum and the second angular momentum is controlled to the target angular momentum.

  For this reason, as described above, even if the angular velocities of the first rotating body and the second rotating body increase or decrease due to the accumulation or release of kinetic energy using the first rotating body and the second rotating body, It is possible to easily control the sum of the first angular momentum of the rotating body and the second angular momentum of the second rotating body to the target angular momentum. The target angular momentum described above is set to an angular momentum according to the target gyro moment that stabilizes the behavior of the vehicle. For this reason, the behavior of the vehicle can be stabilized by the gyro moment generated by the first rotating body and the second rotating body. Therefore, the behavior of the vehicle is stabilized by effectively using the kinetic energy of the wheel by storing or releasing the kinetic energy using the first rotating body and the second rotating body and by the gyro moment generated according to the target angular momentum. It is possible to make it compatible.

  In carrying out the present invention, the reverse rotation device includes a first side gear connected to the first rotation shaft, a second side gear connected to the second rotation shaft, the first side gear, and the second side gear. A ring gear coaxially rotatable with a side gear; and the first and second rotary shafts, which are assembled to the ring gear and can rotate integrally with the ring gear and mesh with the first side gear and the second side gear; It is a differential device provided with a pinion gear that can rotate around an orthogonal axis, and the angular momentum amount control means may include an angular velocity increasing / decreasing device capable of increasing / decreasing the angular velocity of the ring gear. In this case, the angular velocity increasing / decreasing device may include an electric motor that applies a driving force to the rotation of the ring gear, and a brake device that applies a braking force to the rotation of the ring gear.

  In these cases, due to the function of the differential device, the difference between the angular velocity of the first rotating body (absolute value) and the angular velocity of the second rotating body (absolute value) as the angular speed of the ring gear approaches zero. Becomes smaller. On the other hand, the difference between the angular velocity of the first rotating body and the angular velocity of the second rotating body increases as the angular speed (absolute value) of the ring gear increases due to the function of the differential gear. Therefore, by operating the angular velocity increasing / decreasing device to increase / decrease the angular velocity of the ring gear, the difference between the angular velocity of the first rotating body and the angular velocity of the second rotating body can be easily increased / decreased. Therefore, the sum of the first angular momentum of the first rotating body and the second angular momentum of the second rotating body (the first angular momentum) using the difference between the angular velocity of the first rotating body and the angular velocity of the second rotating body. The difference between the magnitude of the first angular momentum and the magnitude of the second angular momentum) can be easily controlled to the target angular momentum.

  In carrying out the present invention, the moment of inertia (around the first rotation axis) of the first rotating body and the moment of inertia (around the second rotation axis) of the second rotating body have the same predetermined value. Good. In this case, the moment of inertia of the first rotating body and the moment of inertia of the second rotating body are equal to each other, and the angular speed of the ring gear is set to the angular speed of the first rotating body and the second rotating body by the function of the differential device. Is the average of the angular velocities. Therefore, the sum of the first angular momentum, which is the product of the angular velocity of the first rotating body and the moment of inertia, and the second angular momentum, which is the product of the angular velocity of the second rotating body and the moment of inertia, is determined only by the angular velocity of the ring gear. Therefore, for example, it is possible to provide only the angular velocity sensor capable of detecting the angular velocity of the ring gear without providing the angular velocity sensor capable of detecting the angular velocity of the first rotating body and the second rotating body.

  In the implementation of the present invention, the reverse rotation device makes the magnitude of the angular velocity of the first rotating body equal to the magnitude of the angular velocity of the second rotating body, and the first rotating body and the second rotating body. Either one of the bodies is configured to be able to increase or decrease the moment of inertia, and the angular momentum control means includes an inertia moment increasing / decreasing device capable of increasing or decreasing the inertia moment of either the first rotating body or the second rotating body. It is good to have.

  In this case, the inertia moment increasing / decreasing device is operated to increase or decrease the inertia moment of either the first rotating body or the second rotating body, thereby increasing the magnitude of the inertia moment of the first rotating body and the inertia of the second rotating body. It is possible to increase or decrease the difference in the magnitude of the moment. Therefore, the difference between the magnitude of the moment of inertia of the first rotating body and the magnitude of the moment of inertia of the second rotating body is used to calculate the first angular momentum of the first rotating body and the second angular momentum of the second rotating body. The sum (the difference between the magnitude of the first angular momentum and the magnitude of the second angular momentum) can be easily controlled to the target angular momentum.

  In implementing the present invention, the target angular momentum may be set to zero when the vehicle behavior is small, and set to a value other than zero when the vehicle behavior is large. In this case, when the behavior of the vehicle is large, the target angular momentum is set to a value other than zero, so that the first rotating body and the second rotating body generate a gyro moment according to the target angular momentum. For this reason, when the behavior of the vehicle is large, the behavior of the vehicle can be stabilized using the gyro moment. On the other hand, when the behavior of the vehicle is small, the target angular momentum is set to zero, so that the first rotating body and the second rotating body do not generate a gyro moment. For this reason, when the behavior of the vehicle is small, the gyro moment generated by the first rotating body and the second rotating body can be prevented from affecting the motion performance of the vehicle and the motion performance of the vehicle can be prevented from deteriorating. Is possible.

  In implementing the present invention, the first rotating shaft and the second rotating shaft may extend in the same direction as the axle. In this case, when the first rotating body and the second rotating body rotating around the first rotating shaft and the second rotating shaft rotate around the axis extending in the vertical direction of the vehicle when the vehicle turns left and right. A gyro moment is generated in the first rotating body and the second rotating body. This gyro moment is a moment around an axis extending in the longitudinal direction of the vehicle. Accordingly, by causing the generated gyro moment to act as an anti-roll moment, it is possible to stabilize the behavior around the roll axis of the vehicle when the vehicle turns left and right.

1 is an overall configuration diagram schematically illustrating a first embodiment in which a vehicle control device according to the present invention is applied to a vehicle. FIG. 2 is a front view schematically showing a configuration on a right rear wheel side of FIG. 1. FIG. 3 is a schematic operation explanatory diagram when the first flywheel and the second flywheel of FIG. 2 generate a gyro moment when the vehicle turns. It is a flowchart which shows the angular momentum control program which the electronic controller of FIG. 2 performs. It is a flowchart which shows the target angular momentum determination routine of FIG. 6 is a flowchart showing an angular velocity control routine of FIG. It is the front view equivalent to FIG. 2 which showed the deformation | transformation embodiment of 1st Embodiment. It is a flowchart which shows the target angular momentum determination routine in the deformation | transformation embodiment of 1st Embodiment. It is the front view equivalent to FIG. 2 which showed 2nd Embodiment in this invention. It is a flowchart which shows the angular momentum control program which the electronic controller of FIG. 9 performs. It is a flowchart which shows the inertia moment control routine of FIG.

a. First Embodiment Hereinafter, embodiments of the present invention will be described with reference to FIGS. FIGS. 1-8 has shown 1st Embodiment of the control apparatus of the vehicle in this invention. FIG. 1 schematically shows a vehicle to which the vehicle control device of the present invention is applied. This vehicle includes a steering handle SH that is turned by an occupant, left and right front wheels FW1 and FW2 as drive wheels, and left and right rear wheels RW1 and RW2 as driven wheels. Here, as shown in FIG. 1, the configuration of the right rear wheel RW1 side and the configuration of the left rear wheel RW2 side are the same. For this reason, the configuration on the right rear wheel RW1 side will be described as a representative.

  The right rear wheel RW1 is connected to the axle 10 as shown in FIG. The axle 10 is connected to the first rotating shaft 12 via a continuously variable transmission 11. Here, the axle 10 extends in the left-right direction of the vehicle, and can rotate integrally with the right rear wheel RW1. The axle 10 includes an arm 10a connected to the right rear wheel RW1, an arm 10b connected to the continuously variable transmission 11, and a constant velocity joint JO that connects the arm 10a and the arm 10b. Yes.

  The continuously variable transmission 11 is used to continuously increase or decrease the speed ratio α, which is the ratio of the angular speed (number of revolutions) of the first rotating shaft 12 to the angular speed (number of revolutions) of the axle 10 in a stepless manner. This continuously variable transmission 11 includes, for example, a CVT and a clutch. When the CVT gear ratio α changes from −∞ to + ∞, the CVT can be implemented without providing the clutch of the continuously variable transmission 11. Further, the continuously variable transmission 11 is connected to an electronic control device 23 described later via a drive circuit C1.

  The first rotating shaft 12 extends in the same direction as the axle 10 (the left-right direction of the vehicle), and is connected to the second rotating shaft 14 via the differential device 13. Here, since the first rotating shaft 12 is connected to the continuously variable transmission 11, the first rotating shaft 12 can be rotated at an increased speed or decelerated by increasing or decreasing the speed ratio α. A first flywheel 15 (first rotary body) is assembled to the first rotary shaft 12 so as to be integrally rotatable, and a second flywheel 16 (second rotary body) is attached to the second rotary shaft 14. However, it is assembled | attached so that integral rotation is possible. The stepless continuous transmission 11, the first rotating shaft 12, the differential device 13, the second rotating shaft 14, the first flywheel 15 and the second flywheel 16 described above are installed on the vehicle body (body) side.

  The differential device 13 reversely rotates the rotation direction of the first flywheel 15 and the rotation direction of the second flywheel 16 by reversing the rotation direction of the first rotation shaft 12 and the rotation direction of the second rotation shaft 14. Device. As schematically shown in FIG. 2, the differential device 13 includes a first side gear 13a, a second side gear 13b, a ring gear 13c that can rotate coaxially with the first side gear 13a and the second side gear 13b, Pinion gears 13d and 13e are provided in a case (not shown) fixed to the ring gear 13c.

  The first side gear 13 a is connected to the left end of the first rotating shaft 12 so as to be integrally rotatable. The second side gear 13b is connected to the right end of the second rotating shaft 14 so as to be integrally rotatable. The ring gear 13c has a flange-like disk portion 13c1 that protrudes radially outward at the left end of the outer periphery. The pinion gears 13d and 13e are arranged to face each other and mesh with the first side gear 13a and the second side gear 13b. The pinion gears 13 d and 13 e can rotate (revolve) integrally with the ring gear 13 c and can rotate (spin) around an axis orthogonal to the first rotating shaft 12 and the second rotating shaft 14.

  The second rotating shaft 14 extends in the same direction as the axle 10 (the left-right direction of the vehicle) and extends coaxially with the first rotating shaft 12. The first flywheel 15 is formed by winding a carbon fiber on a steel hub (not shown) and press-molding. For example, the first flywheel 15 rotates clockwise as viewed from the right side (right side of the vehicle) in FIG. The first flywheel 15 can accumulate kinetic energy by rotating at an increased speed and can release kinetic energy by rotating at a reduced speed. In the first flywheel 15, the moment of inertia around the first rotation shaft 12 is I1 having a predetermined value (a constant value). Here, the product of the angular velocity ω1 around the first rotation axis 12 of the first flywheel 15 and the moment of inertia I1 is represented as a first angular momentum A1.

  The second flywheel 16 is press-molded by winding carbon fiber on a steel hub (not shown), and, for example, rotates counterclockwise when viewed from the right side of FIG. The second flywheel 16 can accumulate kinetic energy by rotating at an increased speed and can release kinetic energy by rotating at a reduced speed. In the second flywheel 16, the moment of inertia around the second rotation shaft 14 is I2 having a predetermined value (constant value). The inertia moment I2 of the second flywheel 16 and the inertia moment I1 of the first flywheel 15 are different values. Here, the product of the angular velocity ω2 and the moment of inertia I2 around the second rotation axis 14 of the second flywheel 16 is represented as a second angular momentum A2. Since the first flywheel 15 and the second flywheel 16 rotate in opposite directions, the first angular momentum A1 of the first flywheel 15 is expressed as a positive value, and the second angular momentum A2 of the second flywheel 16 is expressed. Is expressed as a negative value.

  By the way, in the first embodiment, the angular momentum control device 20 as the angular momentum control means 20 that controls the sum At of the first angular momentum A1 of the first flywheel 15 and the second angular momentum A2 of the second flywheel 16. Is provided. As shown in FIGS. 1 and 2, the angular momentum control device 20 includes an electric motor 21 that applies a driving force to the rotation of the ring gear 13c, a brake device 22 that applies a braking force to the rotation of the ring gear 13c, and an electric motor. 21, an electronic control device 23 that controls the operation of the brake device 22 and the continuously variable transmission 11 is provided.

  The electric motor 21 has a known configuration including an output rotation shaft 21a. The gear 21b and the ring gear 13c assembled at the tip of the output rotating shaft 21a mesh with each other. Further, the electric motor 21 can increase or decrease the angular velocity ω0 of the ring gear 13c by rotating the output rotation shaft 21a in the forward direction or the reverse direction. The electric motor 21 is connected to the electronic control unit 23 via the drive circuit C2. A predetermined load (load) is applied to the second rotating shaft 14 in advance so that the rotation of the ring gear 13c by the electric motor 21 is not transmitted to the second side gear 13b (second rotating shaft 14). For this reason, when the angular velocity ω0 of the ring gear 13c is increased by the electric motor 21, the rate of increase of the angular velocity ω1 of the first flywheel 15 and the rate of increase of the angular velocity ω2 of the second flywheel 16 are set in advance to a predetermined rate. Yes.

  The brake device 22 has a known configuration including a brake pad 22a. The brake pad 22a can pinch the disk portion 13c1 of the ring gear 13c to reduce (or make zero) the angular velocity ω0 of the ring gear 13c. The brake device 22 is connected to the electronic control device 23 via the drive circuit C3. When the angular velocity ω0 of the ring gear 13c approaches 0 (the magnitude of the angular velocity ω0 is reduced) by the brake device 22, the magnitude of the angular velocity ω1 of the first flywheel 15 and the angular velocity ω2 of the second flywheel 16 are increased. The magnitude approaches an equal value. When the angular speed ω of the ring gear 13c becomes 0 by the brake device 22, the magnitude of the angular speed ω1 of the first flywheel 15 and the magnitude of the angular speed ω2 of the second flywheel 16 become equal.

  The electronic control unit 23 includes a microcomputer including a CPU, a ROM, a RAM, a timer, and the like as main components. The electronic control unit 23 can increase or decrease the speed ratio α of the continuously variable transmission 11 and can control the operation of the electric motor 21 and the brake device 22. As shown in FIGS. 1 and 2, the steering angle sensor 31, the vehicle speed sensor 32, the roll angle sensor 33, the yaw rate sensor 34, the acceleration sensor 35, the ring gear angular velocity sensor 36, the first fly A wheel angular velocity sensor 37 is connected. In addition, drive circuits C1, C2, and C3 are connected to the output side of the electronic control unit 23.

  The steering angle sensor 31 detects the steering angle θ from the neutral position of the steering wheel SH and outputs it to the electronic control unit 23. Note that the steering angle θ represents the steering angle in the counterclockwise direction from the neutral position of the steering wheel SH as a positive value, and represents the steering angle in the clockwise direction from the neutral position of the steering wheel SH as a negative value. The vehicle speed sensor 32 detects the vehicle speed V of the vehicle and outputs it to the electronic control unit 23. Note that the vehicle speed V represents a vehicle speed during forward travel as a positive value, and a vehicle speed during reverse travel as a negative value.

  The roll angle sensor 33 detects the roll angle φ and outputs it to the electronic control unit 23. The roll angle φ represents a counterclockwise rotation angle around the roll axis (an axis extending in the longitudinal direction of the vehicle and passing through the center of gravity of the vehicle) as viewed from the rear of the vehicle as a positive value. The clockwise rotation angle of is represented by a negative value. The yaw rate sensor 34 detects the yaw rate γ and outputs it to the electronic control unit 23. The yaw rate γ represents a counterclockwise angular velocity around the yaw axis (an axis extending in the vertical direction of the vehicle and passing through the center of gravity of the vehicle) as a positive value when viewed from above the vehicle. The angular velocity in the direction is expressed as a negative value.

  The acceleration sensor 35 detects the longitudinal acceleration G generated in the vehicle and outputs it to the electronic control unit 23. Note that the acceleration G represents a positive value for acceleration toward the rear of the vehicle (acceleration generated when the vehicle is accelerated), and a negative value for acceleration toward the front of the vehicle (acceleration generated when the vehicle is decelerated). As shown in FIG. 2, the ring gear angular velocity sensor 36 detects the angular velocity ω0 of the ring gear 13 c and outputs it to the electronic control unit 23. The first flywheel angular velocity sensor 37 detects the angular velocity ω1 of the first flywheel 15 and outputs it to the electronic control unit 23. Angular velocities ω0 and ω1 are expressed as clockwise angular velocities around the first rotation axis 12 as positive values when viewed from the right side in FIG. 2, and counterclockwise angular velocities around the first rotation axis 12 as negative values. To express. Further, also in the angular velocity ω <b> 2 of the second flywheel 16, when viewed from the right side in FIG. 2, the clockwise angular velocity around the second rotation shaft 14 is a positive value, and the counterclockwise rotation around the second rotation shaft 14 is positive. Angular velocity is a negative value. The ring gear angular velocity sensor 36 and the first flywheel angular velocity sensor 37 may detect an angle and output a value obtained by differentiating the detected angle with time.

  Here, the gyro moment generated by the first flywheel 15 and the second flywheel 16 will be described. The first flywheel 15 that rotates around the first rotation axis 12 and the second flywheel 16 that rotates around the second rotation axis 14 rotate around an axis orthogonal to the first rotation axis 12 and the second rotation axis 14. When a gyro moment is generated. At this time, the magnitude of the gyro moment is equal to the sum At of the first angular momentum A1 of the first flywheel 15 and the second angular momentum A2 of the second flywheel 16, and the first rotary shaft 12 and the second rotary shaft 14 Multiply by the angular velocities around the orthogonal axes.

  Next, the action of gyro moments (hereinafter referred to as gyro moment M) generated by the first flywheel 15 and the second flywheel 16 on the behavior of the vehicle will be described. When the vehicle turns leftward, as shown in FIG. 3A, the first flywheel 15 and the second flywheel 16 are opposite to each other when viewed from above the vehicle around an axis O1 extending in the vertical direction of the vehicle. Rotate clockwise. At this time, if the magnitude of the second angular momentum A2 of the second flywheel 16 is greater than the magnitude of the first angular momentum A1 of the first flywheel 15, that is, the first angular momentum A1 and the second angular momentum A2. If the sum At is negative, the direction of the gyro moment M is counterclockwise as viewed from the rear of the vehicle around the axis O2 extending in the longitudinal direction of the vehicle. As a result, the gyro moment M acts as an anti-roll moment on the behavior of the vehicle (vehicle body) around the roll axis when the vehicle turns leftward. Therefore, by making the magnitude of the second angular momentum A2 of the second flywheel 16 larger than the magnitude of the first angular momentum A1 of the first flywheel 15, the gyro moment M is generated in a situation where the vehicle turns leftward. It is possible to stabilize the behavior around the roll axis of the vehicle.

  On the other hand, when the vehicle turns to the right, as shown in FIG. 3B, the first flywheel 15 and the second flywheel 16 are viewed from above the vehicle around an axis O1 extending in the vertical direction of the vehicle. Turn clockwise (opposite to the direction of rotation when the vehicle turns left). At this time, if the second angular momentum A2 of the second flywheel 16 is larger than the first angular momentum A2 of the first flywheel 16, the direction of the gyro moment M extends in the longitudinal direction of the vehicle. When viewed from the rear of the vehicle, the rotation is clockwise (opposite to the rotation direction when the vehicle turns left). Thereby, this gyro moment M acts as an anti-roll moment on the behavior around the roll axis of the vehicle when the vehicle turns rightward. Therefore, by making the angular momentum A2 of the second flywheel 16 larger than the angular momentum A1 of the first flywheel 15, the gyro moment M can cause the vehicle to roll in a situation where the vehicle turns to the right. It is possible to stabilize the behavior around the axis. That is, when the behavior around the roll axis of the vehicle is stabilized, the second angular momentum A2 of the second flywheel 16 is obtained both when the vehicle is turning left and when the vehicle is turning right. Is larger than the first angular momentum A2 of the first flywheel 16, the gyro moment M can be applied as an anti-roll moment to the behavior around the roll axis of the vehicle.

  Since the first rotary shaft 12, the second rotary shaft 14, the first flywheel 15 and the second flywheel 16 are installed on the vehicle body (body) side, as shown in FIGS. In addition, when the vehicle body is rolling, the first rotating shaft 12, the second rotating shaft 14, the first flywheel 15 and the second flywheel 16 are also rolled. Therefore, the gyro moment M generated by the first flywheel 15 and the second flywheel 16 can be applied to the vehicle body, and the behavior around the roll axis of the vehicle (vehicle body) can be stabilized.

  Next, the relationship between the angular velocity ω1 of the first flywheel and the angular velocity ω0 of the ring gear 13c when the behavior around the roll axis of the vehicle is stabilized by the gyro moment M will be described. First, the value of the gyro moment M that stabilizes the behavior of the vehicle around the roll axis is set as a target gyro moment Ma. Next, the target angular momentum Ata for generating the target gyro moment Ma is determined from the angular velocity around the axis O1 (see FIG. 3) extending in the vertical direction of the vehicle, and the target gyro moment Ma that stabilizes the behavior of the vehicle. Determined by.

The target angular momentum Ata determined as described above is the sum At of the first angular momentum A1 and the second momentum A2, that is, the product of the angular velocity ω1 and the inertia moment I1, as shown in the following [Equation 1]: It is represented by the sum of products of angular velocity ω2 and moment of inertia I2.
[Formula 1] Ata = A1 + A2 = ω1 × I1 + ω2 × I2
On the other hand, since the differential gear 13 is provided between the first rotating shaft 12 and the second rotating shaft 14, the angular speed ω0 of the ring gear 13c is expressed by the first flywheel 15 as shown in the following [Equation 2]. Is expressed as an average of the angular velocity ω1 of the second flywheel 16 and the angular velocity ω2 of the second flywheel 16.
[Formula 2] ω0 = (ω1 + ω2) / 2
Therefore, when [Equation 1] and [Equation 2] are solved for ω0, the following [Equation 3] is obtained.
[Formula 3] ω0 = {Ata− (I1−I2) × ω1} / (2 × I2)
As described above, when the target gyro moment Ma that stabilizes the behavior around the roll axis of the vehicle is generated, the angular velocity ω0 of the ring gear 13c and the angular velocity ω1 of the first flywheel 15 must satisfy the above-mentioned [Equation 3]. There is. In other words, if the angular velocity ω0 of the ring gear 13c and the angular velocity ω1 of the first flywheel 15 satisfy the above-mentioned [Equation 3], the sum At of the first angular momentum A1 and the second momentum A2 becomes the target angular momentum Ata. This is a condition for generating the target gyro moment Ma that stabilizes the behavior around the roll axis of the vehicle.

  Next, the operation of the electric motor 21 and the brake device 22 of the angular momentum control device 20 will be specifically described. When the target gyro moment Ma that stabilizes the behavior around the roll axis of the vehicle is generated, the ring gear 13c and the first flywheel 15 rotate so as to satisfy the above [Equation 3]. As described with reference to FIGS. 3A and 3B, the second angular momentum A2 is larger than the first angular momentum A1. At this time, the angular velocity ω1 is positive and the angular velocity ω2 is negative. In this situation, a description will be given separately when the vehicle travels at a constant speed, when the vehicle decelerates, and when the vehicle accelerates.

  When the vehicle travels at a constant speed, the gear ratio α of the continuously variable transmission 11 is maintained, and the rotational speed of the first rotary shaft 12 is maintained. For this reason, the angular velocity ω1 of the first flywheel 15 and the angular velocity ω0 of the ring gear 13c are maintained and satisfy the above-described [Equation 3] (the sum At of the first angular momentum A1 and the second angular momentum A2 is the target angle). The state of the momentum Ata) is maintained. Therefore, at this time, the electric motor 21 and the brake device 22 do not operate.

  Further, when the vehicle is decelerated, the speed ratio α of the continuously variable transmission 11 is increased, and the rotational speed of the first rotary shaft 12 is increased. At this time, the angular velocity ω <b> 1 of the first flywheel 15 increases and kinetic energy is accumulated in the first flywheel 15. When the angular velocity ω0 of the ring gear 13c increases due to the increase in the angular velocity ω1, the brake device 22 applies a braking force to the rotation of the ring gear 13c, and the magnitude of the angular velocity ω1 of the first flywheel 15 and the second flywheel 16 The difference in the magnitude of the angular velocity ω2 is adjusted. By the operation of the brake device 22, the state in which the angular velocity ω1 and the angular velocity ω0 satisfy the above-described [Equation 3] is maintained, and the state where the sum At of the first angular momentum A1 and the second angular momentum A2 is the target angular momentum Ata. Maintained.

  On the other hand, when the vehicle is decelerating, when the angular velocity ω0 of the ring gear 13c decreases due to the increase in the angular velocity ω1, the electric motor 21 applies driving force to the rotation of the ring gear 13c, and the magnitude of the angular velocity ω1 of the first flywheel 15 is increased. The difference in the magnitude of the angular velocity ω2 of the second flywheel 16 is adjusted. By the operation of the electric motor 21, the state where the angular velocity ω1 and the angular velocity ω0 satisfy the above-described [Equation 3] is maintained, and the state where the sum At of the first angular momentum A1 and the second angular momentum A2 is the target angular momentum Ata. Maintained. Here, when the angular velocity ω1 increases in a state where the angular velocity ω1 (positive value) is larger than the angular velocity ω2 (negative value), the angular velocity ω0 of the ring gear 13c increases. Further, when the angular velocity ω1 increases in a state where the angular velocity ω1 (positive value) is smaller than the angular velocity ω2 (negative value), the angular velocity ω0 of the ring gear 13c decreases.

  Further, at the time of acceleration of the vehicle, the transmission gear ratio α of the continuously variable transmission 11 is reduced, and the rotational speed of the first rotary shaft 12 is reduced. At this time, the angular velocity ω <b> 1 of the first flywheel 15 decreases and kinetic energy is released from the first flywheel 15. When the angular speed ω0 of the ring gear 13c decreases due to the decrease in the angular speed ω1, the electric motor 21 applies a driving force to the rotation of the ring gear 13c, and the magnitude of the angular speed ω1 of the first flywheel 15 and the second flywheel 16 The difference in the magnitude of the angular velocity ω2 is adjusted. By the operation of the electric motor 21, the state where the angular velocity ω1 and the angular velocity ω0 satisfy the above-described [Equation 3] is maintained, and the state where the sum At of the first angular momentum A1 and the second angular momentum A2 is the target angular momentum Ata. Maintained.

  On the other hand, when the angular speed ω0 of the ring gear 13c increases due to a decrease in the angular speed ω1 during vehicle acceleration, the brake device 22 applies a braking force to the rotation of the ring gear 13c, and the magnitude of the angular speed ω1 of the first flywheel 15 2 The difference in the magnitude of the angular velocity ω2 of the flywheel 16 is adjusted. By the operation of the brake device 22, the state in which the angular velocity ω1 and the angular velocity ω0 satisfy the above-described [Equation 3] is maintained, and the state where the sum At of the first angular momentum A1 and the second angular momentum A2 is the target angular momentum Ata. Maintained. Here, when the angular velocity ω1 decreases in a state where the angular velocity ω1 (positive value) is larger than the angular velocity ω2 (negative value), the angular velocity ω0 of the ring gear 13c decreases. Further, when the angular velocity ω1 increases in a state where the angular velocity ω1 (positive value) is smaller than the angular velocity ω2 (negative value), the angular velocity ω0 of the ring gear 13c increases.

  Here, in order to make the above-described operation explanation easier to understand, the control executed by the electronic control unit 23 will be described based on the flowcharts of FIGS. 4, 5, and 6. The electronic control unit 23 executes a predetermined initialization program when the ignition switch is turned on by the driver. Then, the electronic control unit 23 repeatedly executes the angular momentum control program of FIG. 4 at step S10 every predetermined short time Δt.

  In step S11, the electronic control unit 23 inputs the detected values θ, V, φ, γ, G, ω0, and ω1 detected by the sensors 31 to 37, and proceeds to step S12. The electronic control unit 23 temporarily stores the input detected values θ, ω, φ, γ, G, ω0, and ω1 in a predetermined storage position of a RAM (not shown).

  Then, the electronic control unit 23 executes a target angular momentum determination routine in step S12. Hereinafter, this routine will be specifically described with reference to FIG. As shown in FIG. 5, the electronic control unit 23 starts a target angular momentum determination routine in step S120, and in subsequent step S121, whether the magnitude (absolute value) of the roll angle φ is larger than the set value φ0. Determine whether or not. The set value φ0 is a value set in advance to determine whether or not the behavior around the roll axis of the vehicle is large.

  Specifically, if the roll angle φ is greater than the set value φ0, the electronic control unit 23 determines “Yes” because the behavior around the roll axis of the vehicle is large, and proceeds to step S122. On the other hand, if the roll angle φ is less than or equal to the set value φ0, the electronic control unit 23 determines “No” and proceeds to step S125 because the behavior around the roll axis of the vehicle is small.

  In step S122, the electronic control unit 23 determines the target gyro moment Ma based on the steering angle θ, the vehicle speed V, and the roll angle φ. The target gyro moment Ma is a gyro moment generated by the first flywheel 15 and the second flywheel 16, and as described above, the anti-roll moment is used to stabilize the behavior around the roll axis of the vehicle. It is the target moment that acts. The determined target gyro moment Ma is a moment that increases as the roll angle φ increases.

  When the target gyro moment Ma is determined in step S122, the electronic control unit 23 uses the yaw rate γ in step S123, and the shafts of the first flywheel 15 and the second flywheel 16 extending in the vehicle vertical direction. An angular velocity β around O1 (see FIG. 3) is determined.

When the angular velocity β is determined in step S123, the electronic control unit 23 calculates the target angular momentum Ata using the following [Equation 4] in step S124, and proceeds to step S126. The target angular momentum Ata calculated by the following [Equation 4] is a value excluding “0”.
[Formula 4] Ata = Ma / β

  On the other hand, if “No” is determined in step S121, the electronic control unit 23 sets the target angular momentum Ata to “0” in step S125, and proceeds to step S126. Here, the target angular momentum Ata of “0” means that the sum At of the first angular momentum A1 and the second angular momentum A2 is “0”, and the first flywheel 15 and the second flywheel 16 are gyroscopic. This means that no moment is generated.

  And if the electronic control apparatus 23 progresses to step S126, it will complete | finish a target angular momentum determination routine, and will perform a return. Thereby, the electronic control unit 23 returns to step S13 of the angular momentum control program.

  As described above, when the target angular momentum Ata is determined by the target angular momentum determination routine, the electronic control unit 23 executes the angular velocity control routine in step S13. Hereinafter, this routine will be specifically described with reference to FIG. As shown in FIG. 6, the electronic control unit 23 starts an angular velocity control routine in step S <b> 130, and determines whether the acceleration G is “0” in subsequent step S <b> 131.

  Specifically, if the acceleration G is not “0”, the electronic control unit 23 determines “Yes” because the vehicle is accelerating / decelerating and proceeds to step S132. On the other hand, if the acceleration G is “0”, the electronic control unit 23 determines “No” because the vehicle is traveling at a constant speed or the vehicle is stopped, and proceeds to step S134. When the vehicle is traveling at a constant speed or when the vehicle is stopped, there is no accumulation or release of kinetic energy using the first flywheel 15 and the second flywheel 16. Accordingly, at this time, the angular velocities ω1, ω2, and ω0 do not change.

  If it is determined in step S131 that the acceleration G is not “0”, the electronic control unit 23 determines the target speed ratio αa of the continuously variable transmission 11 based on the acceleration G in step S132. Here, the target gear ratio αa is a target gear ratio for controlling the gear ratio α of the continuously variable transmission 11. The determined target gear ratio αa is a large value when the acceleration G is a negative value (when the vehicle is decelerating), and a small value when the acceleration G is a positive value (when the vehicle is accelerating). .

  Here, when the target speed ratio αa is determined, the electronic control unit 23 determines the stepless continuous transmission 11 based on the difference αa−α between the determined target speed ratio αa and the speed ratio α in step S133. Control the operation of For this reason, when the vehicle decelerates, the gear ratio α increases. Thereby, the rotation of the first rotating shaft 12 and the second rotating shaft 14 is increased, and kinetic energy is accumulated in the first flywheel 15 and the second flywheel 16. On the other hand, when the vehicle is accelerated, the gear ratio α is small. For this reason, the rotation of the first rotating shaft 12 and the second rotating shaft 14 is decelerated, and kinetic energy is released from the first flywheel 15 and the second flywheel 16. Therefore, when the vehicle is decelerating or accelerating, that is, when kinetic energy is accumulated in the first flywheel 15 and the second flywheel 16 or kinetic energy is released from the first flywheel 15 and the second flywheel 16, the ring gear. The angular velocity ω0 of 13c, the angular velocity ω1 of the first flywheel, and the angular velocity ω2 of the second flywheel 16 change.

Subsequently, in step S134, the electronic control unit 23 calculates the target angular velocity ω0a based on the target angular momentum Ata determined by the angular momentum determination routine. The target angular velocity ω0a is a target angular velocity for controlling the angular velocity ω0 of the ring gear 13c. Incidentally, in order to set the sum At of the first angular momentum A1 and the second angular momentum A2 to the target angular momentum Ata, as described above, the relationship between the angular velocity ω0 of the ring gear 13c and the angular velocity ω1 of the first flywheel 15 is as described above. [Equation 3] must be satisfied. Therefore, the electronic control unit 23 calculates the target angular velocity ω0a of the ring gear 13c according to the following [Equation 5] in which the value on the right side of the above [Equation 3] is the target angular velocity ω0a, and the process proceeds to step S135.
[Formula 5] ω0a = {Ata− (I1−I2) × ω1} / (2 × I2)
However, the above-described angular velocity ω1 of [Equation 5] is the angular velocity ω1 of the first flywheel 15 input in step S11.

  In step S135, the electronic control unit 23 controls the operation of the electric motor 21 and the brake device 22 based on the difference between the target angular velocity ω0a calculated in step S134 and the actual (detected) angular velocity ω0. More specifically, the electronic control unit 23 described above while feeding back the value of the angular velocity ω0 input in step S11 so that the difference ω0a−ω0 between the target angular velocity ω0a and the angular velocity ω0 becomes “0”. Feedback control is performed using equation (5).

  When the feedback control described above is performed in step S135, the electronic control unit 23 proceeds to step S136 and ends the angular velocity control routine. Then, the electronic control unit 23 returns to step S14 of the angular momentum control program, and temporarily ends the execution of the angular momentum control program. Then, the electronic control unit 23 starts executing the angular momentum control program again in step S10 after a predetermined short time Δt has elapsed.

  It is a case where kinetic energy is accumulated in the first flywheel 15 and the second flywheel 16 or kinetic energy is released from the first flywheel 15 and the second flywheel 16 by the execution of the angular momentum control program described above. That is, even when the angular speed ω0 of the ring gear 13c, the angular speed ω1 of the first flywheel 15 and the angular speed ω2 of the second flywheel 16 change (increase / decrease), the angular speed ω0 of the ring gear 13c and the first flywheel 15 Is controlled so as to satisfy the relationship of [Equation 3] described above. In other words, by controlling the angular speed ω0 of the ring gear 13c to the target angular speed ω0a, the difference between the magnitude of the angular speed ω1 of the first flywheel 15 and the magnitude of the angular speed ω2 of the second flywheel 16 is changed or maintained. can do. As a result, even if kinetic energy is accumulated in the first flywheel 15 and the second flywheel 16 or kinetic energy is released from the first flywheel 15 and the second flywheel 16, the first angular momentum A1. And the sum At of the second angular momentum A2 can be maintained at the target angular momentum Ata.

  The operation and effect of the first embodiment configured as described above will be described. It should be noted that the operation and effect on the right rear wheel RW1 side are the same as those on the left rear wheel RW2 side. For this reason, the operation and effect of the right rear wheel RW2 side will be described as a representative.

  In the first embodiment, the speed ratio α of the continuously variable transmission 11 is increased by the electronic control unit 23 when the vehicle is decelerated. Thereby, the 1st rotating shaft 12 and the 2nd rotating shaft 14 are accelerated. For this reason, it is possible to accumulate kinetic energy in the first flywheel 15 and the second flywheel 16 from the right rear wheel RW via the continuously variable transmission 11. On the other hand, the speed ratio α of the continuously variable transmission 11 is reduced by the electronic control unit 23 when the vehicle is accelerated. Thereby, the 1st rotating shaft 12 and the 2nd rotating shaft 14 are decelerated. Therefore, the kinetic energy accumulated in the first flywheel 15 and the second flywheel 16 is transmitted (released) to the right rear wheel RW via the continuously variable transmission 11, and the right rear wheel RW1 rotates. It is possible to assist. Therefore, it is possible to effectively use the kinetic energy of the right rear wheel RW1 by storing or releasing the kinetic energy using the first flywheel 15 and the second flywheel 16.

  On the other hand, in the first embodiment, the differential device 13 reverses the rotation direction of the first flywheel 15 and the rotation direction of the second flywheel 16. Thereby, the first angular momentum A1 of the first flywheel 15 is positive, and the second angular momentum A2 of the second flywheel 16 is negative. For this reason, the angular momentum control device 20 calculates the difference between the magnitude (absolute value) of the first angular momentum A1 of the first flywheel 15 and the magnitude (absolute value) of the second angular momentum A2 of the second flywheel 16. Utilizing this, the sum At of the first angular momentum A1 and the second angular momentum A2 is controlled to the target angular momentum Ata.

  More specifically, the angular velocities ω1, ω2, and ω0 change due to the accumulation or release of kinetic energy using the first flywheel 15 and the second flywheel 16. However, even in this case, the electronic control unit 23 performs control so that the angular velocity ω0 of the ring gear 13c becomes the target angular velocity ω0a. As a result, the sum At of the first angular momentum A1 and the second angular momentum A2 is maintained at the target angular momentum Ata. The target angular momentum Ata is an angular momentum set according to the target gyro moment Ma. Therefore, the first flywheel 15 and the second flywheel 16 can generate a gyro moment corresponding to the target gyro moment Ma.

  Therefore, even when the angular velocities ω1, ω2, and ω0 change due to the accumulation or release of kinetic energy using the first flywheel 15 and the second flywheel 16, the angular velocity ω0 of the ring gear 13c is controlled, The sum At of the first angular momentum A1 and the second angular momentum A2 can be easily maintained (controlled) at the target angular momentum Ata. The behavior around the roll axis of the vehicle can be stabilized by the gyro moment M corresponding to the target gyro moment Ma. Therefore, it is possible to achieve both effective use of the kinetic energy of the right rear wheel RW1 and stabilization of the behavior around the roll axis of the vehicle using the first flywheel 15 and the second flywheel 16.

  Specifically, in the first embodiment, the first rotating shaft 12 and the second rotating shaft 14 extend in the same direction as the axle 10 (the left-right direction of the vehicle). Therefore, as shown in FIGS. 3A and 3B, the first flywheel 15 rotating around the first rotation shaft 12 and the second flywheel 16 rotating around the second rotation shaft 14 are When turning left and right, the vehicle rotates about an axis O1 extending in the vertical direction of the vehicle. As a result, a gyro moment M around the axis O2 extending in the front-rear direction of the vehicle is generated. Therefore, it is possible to stabilize the behavior around the roll axis of the vehicle by using this gyro moment M as an anti-roll moment.

  In the first embodiment, when the behavior of the vehicle is large, the target angular momentum Ata is set to a value other than “0”. At this time, the first flywheel 15 and the second flywheel 16 generate a gyro moment M corresponding to the target angular momentum Ata, that is, the target gyro moment Ma. For this reason, when the behavior of the vehicle is large, the gyro moment M can be used to stabilize the behavior around the roll axis of the vehicle. On the other hand, when the behavior of the vehicle is small, the target angular momentum Ata is set to “0”. At this time, the first flywheel 15 and the second flywheel 16 do not generate the gyro moment M. Therefore, when the behavior of the vehicle is small, the gyro moment M generated by the first flywheel 15 and the second flywheel 16 even if the first flywheel 15 and the second flywheel 16 are used to store or release kinetic energy. Can prevent the movement performance of the vehicle from being affected, and the movement performance of the vehicle can be prevented from deteriorating.

  Further, in the first embodiment, due to the function of the differential device 13, as the angular velocity ω0 of the ring gear 13c approaches 0, the magnitude of the angular velocity ω1 of the first flywheel 15 and the angular velocity ω2 of the second flywheel 16 increase. The difference in height is reduced. On the other hand, the difference between the magnitude of the angular speed ω1 of the first flywheel 15 and the magnitude of the angular speed ω2 of the second flywheel 16 increases as the angular speed ω0 of the ring gear 13c increases due to the function of the differential gear 13. Therefore, by operating the electric motor 21 and the brake device 22 to increase or decrease the angular speed ω0 of the ring gear 13c, the difference between the magnitude of the angular speed ω1 of the first flywheel 15 and the magnitude of the angular speed ω2 of the second flywheel 16 is obtained. It can be easily increased or decreased. Therefore, the sum of the angular momentum A1 of the first flywheel 15 and the angular momentum A2 of the second flywheel 16 is easily controlled to the target angular momentum Ata using the difference between the magnitude of the angular velocity ω1 and the magnitude of the angular velocity ω2. It is possible.

b. Modified Embodiment of First Embodiment In the first embodiment described above, the inertia moment I1 around the first rotation axis 12 of the first flywheel 15 and the inertia moment I2 around the second rotation axis 14 of the second flywheel 16 are described. Were configured to be different. However, as in the modified embodiment shown in FIGS. 7 and 8, the moment of inertia around the first rotational axis 12 of the first flywheel 15 and the moment of inertia around the second rotational axis 14 of the second flywheel 16 are: It is also possible to configure and implement such that it is equal to a predetermined value (constant value) I3.

  In the above-described modified embodiment, as shown in FIG. 7, the configuration except that the first flywheel angular velocity sensor 37 is not provided is the same as the configuration of the above-described first embodiment. For this reason, the same code | symbol is attached | subjected to a corresponding site | part and the description is abbreviate | omitted. The operation of the electronic control device 23 of the modified embodiment is the same as the operation of the electronic control device 23 of the first embodiment, except that step S134 ′ in FIG. 8 and step S134 in FIG. 6 are different. Therefore, step S134 ′ in FIG. 8 will be described.

First, the target angular velocity ω0a in step S134 ′ will be described. In the first embodiment described above, the target angular velocity ω0a is calculated using the following [Equation 5].
[Formula 5] ω0a = {Ata− (I1−I2) × ω1} / (2 × I2)
However, in this modified embodiment, the inertia moment I3 of the first flywheel 15 and the inertia moment I3 of the second flywheel 16 are equal to each other, and therefore, I3 is substituted for I1 and I2 in the above [Equation 5]. Then, the following [Formula 6] is obtained.
[Formula 6] ω0a = Ata / (2 × I3)
Therefore, in this modified embodiment, the electronic control unit 23 calculates the target angular velocity ω0a of the ring gear 13c using [Formula 6] described above in step S134 ′. Since the first flywheel angular velocity sensor 37 is not provided, it goes without saying that the electronic controller 23 does not input the angular velocity ω1 of the first flywheel 15 in the angular momentum control program.

  In the modified embodiment configured as described above, the target angular velocity ω0a of the ring gear 13c is determined only by the target angular momentum Ata and the inertia moment I3 which is a predetermined value, as is apparent from the above [Equation 6]. That is, the target angular velocity ω0a of the ring gear 13c does not depend on the angular velocity ω1 of the first flywheel 15. For this reason, the electronic control unit 23 does not need to control the operation of the electric motor 21 and the brake device 22 by inputting the value of the angular velocity ω1. Therefore, in this modified embodiment, without providing the first flywheel angular velocity sensor 37 that can detect the angular velocity ω1 of the first flywheel 15, only the ring gear angular velocity sensor 36 that can detect the angular velocity ω0 of the ring gear 13c is provided. It is possible to implement. Since the operational effects in the other modified embodiments are the same as the operational effects in the first embodiment described above, description thereof is omitted.

c. Second embodiment

  In the first embodiment described above, the first flywheel 15 whose inertia moment is the predetermined value I1 and the second flywheel 16 whose inertia moment is the predetermined value I2 are provided. However, as in the second embodiment shown in FIGS. 9 to 11, the first rotating body 215 whose inertia moment is a predetermined value I1 and the second rotating body 216 configured to be able to increase and decrease the inertia moment are provided. It is also possible to implement. Here, the value (variable) of the moment of inertia around the second rotation axis 214 of the second rotating body 216 is set to I4.

  In the second embodiment, as shown in FIG. 9, the ring gear 213c of the differential device 213 is fixed to a vehicle body side member (not shown). Thereby, the angular velocity ω0 of the ring gear 213c is zero. For this reason, the ring gear angular velocity sensor for detecting the angular velocity ω0 of the ring gear 213c is not provided. Since the 1st rotary body 215 is the same as the 1st flywheel 15 of above-described 1st Embodiment, the description is abbreviate | omitted.

  The second rotator 216 includes two spheres 216a and four supports 216b that support the spheres 216a. The second rotating body 216 includes a fixing ring 216c on the outer side in the vehicle width direction (right side in FIG. 9) and a cylindrical body 216d on the inner side in the vehicle width direction (left side in FIG. 9). The fixing ring 216c fixes the two support bodies 216b on the outer side in the vehicle width direction to the second rotating shaft 214 so as to be integrally rotatable. The cylindrical body 216d supports two support bodies 216b on the inner side in the vehicle width direction, and is movable in the vehicle width direction (the left-right direction of the vehicle) with respect to the second rotation shaft 214.

  The moment of inertia I4 around the second rotation axis 214 of the second rotator 216 increases as each sphere 216a moves radially outward relative to the second rotation axis 214. Further, the inertia moment I4 around the second rotation axis 214 of the second rotator 216 decreases as each sphere 216a moves inwardly with respect to the second rotation axis 214.

  As shown in FIG. 9, the angular momentum control device 220 includes an electromagnetic solenoid 221 (inertia moment increasing / decreasing device) that can increase or decrease the inertia moment I4 of the second rotating body 216. The electromagnetic solenoid 221 includes a solenoid body 221a fixed to a vehicle body side member (not shown), and a solenoid pin 221b assembled in the solenoid body 221a so as to be able to advance and retract.

  The solenoid body 221a has a spring (not shown) that urges the solenoid pin 221b in the advancing direction (vehicle width direction outside) and a direction that retracts the solenoid pin 221b against the urging force of the spring (vehicle width direction inside). Is provided with a coil (not shown) for suction. The solenoid body 221a is connected to an electronic control unit 223 via a drive circuit C4 and is controlled for operation.

  The solenoid pin 221b has a U-shaped holding portion at the tip. The holding portion rotatably holds the flange portion of the cylindrical body 216d in the second rotating body 216 and can move the flange portion in the vehicle width direction. When the solenoid pin 221b moves outward in the vehicle width direction, each sphere 216a moves radially outward with respect to the second rotation shaft 214, and the moment of inertia I4 increases. On the other hand, when the solenoid pin 221b moves inward in the vehicle width direction, each sphere 216a moves inwardly with respect to the second rotation shaft 214, and the moment of inertia I4 decreases. For this reason, the electromagnetic solenoid 221 can increase or decrease the moment of inertia I4 of the second rotating body 216 by moving the solenoid pin 221b in the vehicle width direction.

  In the second embodiment, a position detection sensor 238 is connected to the input side of the electronic control unit 223 as shown in FIG. On the other hand, a drive circuit C4 is connected to the output side of the electronic control unit 223. The position detection sensor 238 detects the position x in the vehicle width direction of the solenoid pin 221b of the electromagnetic solenoid 221 and outputs it to the electronic control unit 223. The position x increases as the solenoid pin 221b moves outward in the vehicle width direction, and is represented by a positive value. The electronic control unit 223 can obtain the moment of inertia I4 of the second rotating body 216 based on the position x of the solenoid pin 221b in the vehicle width direction. The configuration other than the configuration of the second embodiment described above is the same as the configuration of the first embodiment described above. For this reason, the corresponding parts are denoted by reference numerals in the 200s and the description thereof is omitted.

Here, the relationship among the target angular momentum Ata (target angular momentum Ata determined in the same manner as in the first embodiment described above), the angular velocity ω1 of the first rotating body 215, and the inertia moment I4 of the second rotating body 216 will be described. To do. The determined target angular momentum Ata is the sum At of the first angular momentum A1 of the first rotating body 215 and the second momentum A2 of the second rotating body 216, that is, the angular velocity ω1 as shown in the following [Equation 7]. And the product of the moment of inertia I1 and the product of the angular velocity ω2 and the moment of inertia I4.
[Formula 7] Ata = A1 + A2 = ω1 × I1 + ω2 × I4
Further, as described above, since the angular speed ω0 of the ring gear 213c is set to “0”, the angular speed ω1 of the first rotating body 215 and the angular speed ω2 of the second rotating body 216 are represented by the following [Equation 8]. Is the sum of “0”.
[Formula 8] 0 = ω1 + ω2
Therefore, when [Expression 7] and [Expression 8] are solved for I4, the following [Expression 9] is obtained.
[Formula 9] I4 = I1- (Ata / ω1)
Therefore, satisfying the above [Equation 9] stabilizes the condition for the sum At of the first angular momentum A1 and the second momentum A2 to be the target angular momentum Ata, that is, the behavior around the roll axis of the vehicle. This is a condition for generating the target gyro moment Ma.

  Next, the operation of the electromagnetic solenoid 221 of the angular momentum control device 220 will be specifically described. When the target gyro moment Ma that stabilizes the behavior around the roll axis of the vehicle is generated, the first rotator 215 and the second rotator 216 rotate so as to satisfy the above [Equation 7]. At this time, as described in the first embodiment, the second angular momentum A2 is larger than the first angular momentum A1. Since the angular speed ω0 of the ring gear 213c is “0”, the magnitude of the angular speed ω1 is always equal to the magnitude of the angular speed ω2. For this reason, in the second embodiment, when the target gyro moment Ma is generated, the magnitude of the inertia moment I4 of the second rotator 216 is larger than the inertia moment I1 of the first rotator 216. In this situation, a description will be given separately when the vehicle travels at a constant speed, when the vehicle decelerates, and when the vehicle accelerates.

  When the vehicle travels at a constant speed, the speed ratio α of the continuously variable transmission 211 is maintained, and the rotational speed of the first rotating shaft 212 is maintained. Therefore, the angular velocity ω1 of the first rotator 215 and the angular velocity ω2 of the second rotator 216 are maintained, and satisfy the above [Expression 7] (the sum At of the first angular momentum A1 and the second angular momentum A2 At Is the target angular momentum Ata). Therefore, at this time, the electromagnetic solenoid 221 does not operate.

  Further, when the vehicle is decelerated, the transmission gear ratio α of the continuously variable transmission 211 is increased, and the rotation speed of the first rotary shaft 212 is increased. As a result, the angular velocity ω1 of the first rotator 215 and the angular velocity ω2 of the second rotator 216 increase equally, and kinetic energy is accumulated in the first rotator 215 and the second rotator 216. Here, since the magnitude of the inertia moment I4 is larger than the inertia moment I1, as described above, when the angular velocity ω1 and the angular velocity ω2 increase equally, the increase amount of the second angular momentum A2 (negative value) of the second rotating body 216. Is larger than the increase amount of the first angular momentum A1 (positive value) of the first rotating body 215. For this reason, as shown in [Expression 7], the sum At of the first angular momentum A1 (positive value) and the second angular momentum A2 (negative value) is smaller than the target angular momentum Ata. Therefore, at this time, the electromagnetic solenoid 221 operates so that the second angular momentum A2 (negative value) decreases and the sum At of the first angular momentum A1 and the second angular momentum A2 becomes the target angular momentum Ata. . Specifically, the electromagnetic solenoid 221 moves the solenoid pin 221b inward in the vehicle width direction, and decreases the inertia moment I4 of the second rotating body 216.

  On the other hand, at the time of acceleration of the vehicle, the transmission gear ratio α of the continuously variable transmission 211 is decreased, and the rotation speed of the first rotating shaft 212 is decreased. As a result, the angular velocity ω1 of the first rotator 215 and the angular velocity ω2 of the second rotator 216 decrease equally, and kinetic energy is released from the first rotator 215 and the second rotator 216. Here, since the magnitude of the inertia moment I4 is larger than the inertia moment I1, when the angular velocity ω1 and the angular velocity ω2 decrease equally, the decrease amount of the second angular momentum A2 (negative value) of the second rotating body 216 becomes the first amount. It becomes larger than the amount of decrease of the first angular momentum A1 (positive value) of the rotating body 215. Therefore, as shown in [Expression 7], the sum At of the first angular momentum A1 (positive value) and the second angular momentum A2 (negative value) is larger than the target angular momentum Ata. Therefore, at this time, the electromagnetic solenoid 221 operates so that the second angular momentum A2 (negative value) increases and the sum At of the first angular momentum A1 and the second angular momentum A2 becomes the target angular momentum Ata. . Specifically, the electromagnetic solenoid 221 moves the solenoid pin 221b outward in the vehicle width direction to increase the moment of inertia I4 of the second rotating body 216.

  Here, in order to make the above description of the operation easier to understand, the control executed by the electronic control unit 223 will be described based on the flowcharts of FIGS. 10 and 11. When the ignition switch is turned on by the driver, the electronic control device 223 executes a predetermined initialization program. Then, the electronic control unit 223 repeatedly executes the angular momentum control program of FIG. 10 every predetermined short time Δt in step S210.

  Subsequently, in step S211, the electronic control unit 223 inputs the detection values θ, V, φ, γ, G, and ω1 detected by the sensors, and sets the position x detected by the position detection sensor 238. input. Then, when the electronic control unit 223 proceeds to step S212, it executes a target angular momentum determination routine. Since this target angular momentum determination routine is the same as the target angular momentum determination routine described in the first embodiment, the description thereof is omitted.

  When the target angular momentum Ata is determined in step S212, the electronic control unit 223 executes an inertia moment control routine in step S213. Hereinafter, this routine will be specifically described with reference to FIG. As shown in FIG. 11, the electronic control unit 223 starts an inertia moment control routine in step S230. Subsequent steps S231 to S233 are the same as steps S131 to S133 of the angular velocity control routine of the first embodiment, and a description thereof will be omitted.

  In step S234, the electronic control unit 223 obtains the value of the inertia moment I4 around the second rotation axis 214 of the second rotating body 216 based on the position x. The inertia moment I4 is a larger moment of inertia as the position x is larger, and is a smaller moment of inertia as the position x is smaller. When the moment of inertia I4 is obtained in step S234, the electronic control unit 223 proceeds to step S235.

In step S235, the electronic control unit 223 calculates the target inertia moment I4a. The target inertia moment I4a is a target inertia moment for controlling the inertia moment I4 of the second rotating body 216. By the way, in order to set the sum At of the angular momentum A1 and the angular momentum A2 to the target angular momentum Ata, as described above, the relationship between the inertia moment I4 of the second rotating body 216 and the angular velocity ω1 of the first rotating body 215 is as described above. [Equation 9] must be satisfied. Therefore, the electronic control unit 223 calculates the target inertia moment I4a of the second rotating body 216 according to the following [Expression 10] in which the value on the right side of the above [Expression 9] is the target angular inertia moment I4a, and the process proceeds to step S236. move on.
[Formula 10] I4a = I1- (Ata / ω1)
However, the angular velocity ω <b> 1 in the above [Equation 10] is the angular velocity ω <b> 1 of the first rotating body 215 input in step S <b> 211.

  In step S236, the electronic control unit 223 controls the operation of the electromagnetic solenoid 221 based on the difference between the target inertia moment I4a calculated in step S235 and the actual inertia moment I4. Specifically, the electronic control unit 223 feeds back the value of the position x input in step S211 so that the difference I4a-I4 between the target moment of inertia I4a and the moment of inertia I4 becomes “0”. The feedback control is performed using [Equation 10].

  When the feedback control described above is performed in step S236, the electronic control unit 223 proceeds to step S237 and ends the moment of inertia control routine. Then, the electronic control unit 223 returns to step S214 of the angular momentum control program, and temporarily ends the execution of the angular momentum control program.

  It is a case where kinetic energy is accumulated in the first rotator 215 and the second rotator 216 or kinetic energy is released from the first rotator 215 and the second rotator 216 by executing the angular momentum control program described above. That is, even if the angular velocity ω1 of the first rotating body 215 and the angular velocity ω2 of the second rotating body 216 change (increase / decrease), the inertia moment I4 of the second rotating body 216 and the angular velocity of the first rotating body 215 ω1 is controlled so as to satisfy the relationship of [Equation 9] described above. In other words, by controlling the inertia moment I4 of the second rotating body 216 to the target inertia moment I4a, the difference between the inertia moment I1 of the first rotating body 215 and the inertia moment I4 of the second rotating body 216 can be changed. . As a result, even if kinetic energy is accumulated in the first rotator 215 and the second rotator 216 or kinetic energy is released from the first rotator 215 and the second rotator 216, the first angular momentum A1. And the sum At of the second angular momentum A2 can be maintained at the target angular momentum Ata.

  In the second embodiment configured as described above, the electromagnetic solenoid 221 is operated, and the inertia moment I4 of the second rotating body 216 is increased or decreased. Thereby, it is possible to increase or decrease the difference between the inertia moment I1 of the first rotator 215 and the inertia moment I4 of the second rotator 216. For this reason, the angular momentum A1 of the first rotating body 215 and the angular momentum of the second rotating body 216 are utilized by utilizing the difference between the magnitude of the inertia moment I1 of the first rotating body 215 and the inertia moment I4 of the second rotating body 216. It is possible to easily control the sum At of A2 to the target angular momentum Ata. Since the operational effects other than the operational effects of the second embodiment described above are the same as the operational effects of the first embodiment described above, description thereof will be omitted.

  In carrying out the present invention, the present invention is not limited to the first embodiment, the modified embodiment of the first embodiment, and the second embodiment, and various modifications can be made without departing from the object of the present invention. is there.

  For example, in the first embodiment described above, the first flywheel angular velocity sensor 37 is provided. However, instead of the first flywheel angular velocity sensor 37, the second flywheel 16 detects the angular velocity ω2 of the second flywheel 16. It is also possible to provide a wheel angular velocity sensor. In this case, the electronic control unit inputs the value of the angular velocity ω2 of the second flywheel 16 and controls the angular velocity ω0 of the ring gear 13c.

  In the second embodiment described above, the second rotator 216 is configured to increase or decrease the inertia moment I4, and the electromagnetic solenoid 221 (inertia moment increase / decrease device) that can increase or decrease the inertia moment I4 of the second rotator 216. ). However, the first rotating body 215 can be configured to increase or decrease the inertia moment, and an inertia moment increasing / decreasing device capable of increasing or decreasing the inertia moment of the first rotating body 215 can be provided.

  In the second embodiment described above, the ring gear 213c of the operating device 213 is fixed, and the differential device 213 determines the magnitude of the angular velocity ω1 of the first rotating body 215 and the magnitude of the angular velocity ω2 of the second rotating body 216. The configuration was made to be equal. In this case, the reverse rotation device that equalizes the angular velocity ω1 of the first rotator 215 and the angular velocity ω2 of the second rotator 216 is not limited to the differential device. For example, a bevel gear mechanism is used. It is also possible to implement using.

  Moreover, in each above-mentioned embodiment, it comprised and comprised so that the 1st rotating shaft and the 2nd rotating shaft might extend in the same direction (left-right direction of a vehicle) as an axle shaft. However, the extending direction of the first rotating shaft and the second rotating shaft is not limited to the same direction as the axle, and for example, the first rotating shaft and the second rotating shaft can be configured to be in the front-rear direction of the vehicle. In this case, the first flywheel and the second flywheel rotate around an axis extending in the front-rear direction of the vehicle. When the rotating first flywheel and second flywheel rotate around the axis extending in the vertical direction of the vehicle, for example, when the vehicle turns left and right, the axis around the axis extending in the horizontal direction of the vehicle A gyro moment is generated. Therefore, it is possible to stabilize the behavior around the pitch axis of the vehicle (the axis extending in the left-right direction of the vehicle and passing through the center of gravity of the vehicle) by using this gyro moment as an anti-pitch moment.

  In each of the above-described embodiments, the vehicle control device according to the present invention is applied to the left and right rear wheels RW1 and RW2 as driven wheels. However, it is also possible to apply the vehicle control device according to the present invention to the left and right front wheels FW1, FW2 as drive wheels. In this case, it can be implemented by providing a clutch (interrupting device) between the axle and the continuously variable transmission.

  Moreover, in each above-mentioned embodiment, it comprised and comprised so that the 1st rotating shaft and the 2nd rotating shaft might extend coaxially. However, the arrangement of the first rotating shaft and the second rotating shaft is not limited to be coaxial, and for example, the first rotating shaft and the second rotating shaft are separated in the front-rear direction of the vehicle and arranged in parallel. It can also be configured and implemented. In this case, a rigid body that rotatably supports the first rotation shaft and rotatably supports the second rotation shaft is installed in the vehicle body. Thereby, it is possible to cancel the gyro moment generated by the first rotating body and the gyro moment generated by the second rotating body in the rigid body, thereby generating a gyro moment corresponding to the target gyro moment.

  In each of the above-described embodiments, the rotating shaft has two rotating shafts, the first rotating shaft and the second rotating shaft, and the rotating body is the first rotating body (first flywheel) and the second rotating shaft. It was configured to have two rotating bodies of the body (second flywheel). However, the number of rotating shafts and rotating bodies is not limited to two. For example, three rotating shafts and rotating bodies may be provided. Even in this case, the angular momentum control means can control the sum of the angular momentums of the rotating bodies to the target angular momentum, so that the same effects as those of the above-described embodiments can be expected.

DESCRIPTION OF SYMBOLS 10 ... Axle, 11 ... Continuously variable transmission, 12 ... First rotating shaft, 13 ... Differential gear, 13c ... Ring gear, 14 ... Second rotating shaft, 15 ... First flywheel, 16 ... Second flywheel, DESCRIPTION OF SYMBOLS 20 ... Angular momentum control device, 21 ... Electric motor, 22 ... Brake device, 23 ... Electronic control device, 31 ... Steering angle sensor, 32 ... Vehicle speed sensor, 33 ... Roll angle sensor, 34 ... Yaw rate sensor, 35 ... Acceleration sensor, 36 ... Ring gear angular velocity sensor, 37 ... First flywheel angular velocity sensor, RW1, RW2 ... Left and right rear wheels, 215 ... First rotating body, 216 ... Second rotating body, 221 ... Electromagnetic solenoid, ω0, ω1, ω2 ... Angular velocity, ω0a ... target angular velocity, I1, I2, I3, I4 ... inertia moment, I4a ... target inertia moment, A1 ... first angular momentum, A2 ... second angular momentum, Ata ... eye Angular momentum, Ma ... target gyro moment,

Claims (7)

A rotating shaft that is rotatably connected to a wheel axle via a continuously variable transmission, and a vehicle that is assembled to the rotating shaft so as to be integrally rotatable, and can store kinetic energy from the wheel when the vehicle decelerates. A vehicle control device that is applied to a vehicle including a rotating body capable of releasing kinetic energy to the wheel during acceleration of the vehicle, and controls a rotation state of the rotating body,
The rotating shaft is connected to the continuously variable continuous transmission and extends in the same direction as the first rotating shaft, and a first rotating shaft that rotates at a speed increasing or decreasing speed by increasing or decreasing a speed ratio of the continuously variable continuous transmission. A second rotating shaft,
The rotating body includes a first rotating body assembled to the first rotating shaft, and a second rotating body assembled to the second rotating shaft,
A reverse rotation device that reverses the rotation direction of the first rotation body and the rotation direction of the second rotation body between the first rotation shaft and the second rotation shaft;
A target set according to the behavior of the vehicle, the sum of the first angular momentum, which is the product of the angular velocity of the first rotating body and the moment of inertia, and the second angular momentum, which is the product of the angular velocity of the second rotating body and the moment of inertia. An angular momentum control means for controlling the angular momentum is provided.   2. The vehicle control device according to claim 1, wherein the reverse rotation device includes a first side gear connected to the first rotation shaft, a second side gear connected to the second rotation shaft, and the first side gear. And a ring gear rotatable coaxially with the second side gear, the ring gear assembled to the ring gear and rotatable integrally with the ring gear, and meshed with the first side gear and the second side gear, and the first rotating shaft and the second side gear. A differential device comprising a pinion gear rotatable around an axis orthogonal to two rotation axes, wherein the angular momentum control means comprises an angular velocity increasing / decreasing device capable of increasing / decreasing the angular velocity of the ring gear. A vehicle control device.   2. The vehicle control device according to claim 1, wherein the reverse rotation device is configured such that an angular velocity of the first rotating body is equal to an angular velocity of the second rotating body, and the first rotating body and Either one of the second rotating bodies is configured to be able to increase or decrease its moment of inertia, and the angular momentum control means can be used to increase or decrease the moment of inertia of either the first rotating body or the second rotating body. A vehicle control device comprising an increase / decrease device.   3. The vehicle control device according to claim 2, wherein the moment of inertia of the first rotating body and the moment of inertia of the second rotating body are equal predetermined values.   3. The vehicle control device according to claim 2, wherein the angular velocity increasing / decreasing device includes an electric motor that applies a driving force to the rotation of the ring gear, and a brake device that applies a braking force to the rotation of the ring gear. A vehicle control device characterized by the above.   6. The vehicle control apparatus according to claim 1, wherein the target angular momentum is set to zero when the vehicle behavior is small and set to a value other than zero when the vehicle behavior is large. The vehicle control apparatus characterized by the above-mentioned.   The vehicle control device according to any one of claims 1 to 6, wherein the first rotation shaft and the second rotation shaft extend in the same direction as the axle. .

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