JP2013204688A - Motive power device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a motive power device capable of suppressing loss, achieving downsizing, and improving mountability and further capable of enhancing behavior stability in a moving device by regulating a difference in rotation between two rotary shafts with ease and good responsiveness.SOLUTION: In a motive power device 1, numbers of rotations of third to first sun gears S3 to S1 and a carrier member 13 are mutually in collinear relationship and in a collinear chart showing the relevant relationship of the numbers of rotations, they appear in this order. The third sun gear S3 and carrier member 13 are respectively connected to the first and second torque generation devices 11, 12 which can generate a positive torque and a negative torque, the second and first sun gears S2, S1 are respectively connected to one and the another of two rotational shafts, and the third sun gear S3 and carrier member 13 are connected and disconnected via a rotation number difference-limiting mechanism 16.

Description

  The present invention relates to a power device that drives two rotating shafts configured to be capable of differential rotation with each other in order to move a moving device.

  Conventionally, what was disclosed by patent document 1, for example as this kind of power unit is known. This conventional power device is applied to a four-wheel vehicle, and includes an internal combustion engine as a power source, a differential device that distributes the torque of the internal combustion engine to left and right output shafts, a rotatable carrier member, A triple pinion gear rotatably supported by the carrier member, a hydraulic speed increasing clutch and a speed reducing clutch are provided. The left and right output shafts are connected to the left and right drive wheels, respectively. The triple pinion gear includes a first pinion gear, a second pinion gear, and a third pinion gear that have different pitch circles, and these first to third pinion gears are integrally formed. The first pinion gear meshes with the first sun gear integral with the right output shaft, and the second pinion gear meshes with the second sun gear integral with the left output shaft. The third pinion gear meshes with the rotatable third sun gear. Further, the speed increasing clutch connects / disconnects between the third sun gear and the stationary casing, and the speed reducing clutch connects / disconnects between the carrier member and the casing.

  In the conventional power unit configured as described above, when the vehicle travels straight, the third sun gear and the casing are disconnected by releasing the speed increasing clutch, and the carrier member and the casing are disconnected by releasing the speed reducing clutch. The torque of the internal combustion engine is distributed to the left and right output shafts via a differential. Along with this, the carrier member, the third sun gear, the speed increasing clutch, and the speed reducing clutch rotate idly with the rotation transmission from the internal combustion engine. Further, when the vehicle turns left and right, the torque distribution to the left and right output shafts is controlled by controlling the fastening force of the speed increasing and decelerating clutches. Specifically, when the vehicle turns right, the third sun gear and the casing are disconnected by releasing the speed increasing clutch, and the carrier member and the casing are connected by fastening the speed reducing clutch. Decelerate the member. Thereby, a part of the torque of the right output shaft is transmitted to the left output shaft through the first sun gear, the first pinion gear, the second pinion gear, and the second sun gear, so that the torque distributed to the left output shaft is Increases with respect to the right output shaft. In this case, the torque distributed to the left output shaft is controlled by controlling the degree of engagement of the deceleration clutch.

  On the other hand, when the vehicle turns left, the carrier member and the casing are disconnected by releasing the deceleration clutch, and the carrier member is accelerated by connecting the third sun gear and the casing by fastening the acceleration clutch. Let As a result, a part of the torque of the left output shaft is transmitted to the right output shaft via the second sun gear, the second pinion gear, the first pinion gear and the first sun gear, so that the torque distributed to the right output shaft is Increases with respect to the left output shaft. In this case, the torque distributed to the right output shaft is controlled by controlling the degree of engagement of the speed increasing clutch.

Japanese Patent No. 3104157

  As described above, in the conventional power unit, the speed increasing and speed reducing clutches are used for controlling the distribution of torque to the left and right output shafts. It idles with the transmission of rotation from the engine. For this reason, when a wet friction clutch is used as the speed increasing and decelerating clutch, a large drag loss occurs due to the shear resistance due to the viscosity of the lubricating oil.

  Further, when a hydraulic pump using an internal combustion engine as a power source is used to supply hydraulic pressure to the hydraulic speed increasing and deceleration clutches, the torque to the left and right output shafts is reduced during operation of the internal combustion engine. Regardless of the distribution control, the hydraulic pump is always driven, and accordingly, the torque of the internal combustion engine is wasted. Furthermore, since a spool valve, a solenoid, a strainer, and the like for driving the speed increasing and decelerating clutches are required, the size of the apparatus and the mountability are reduced accordingly.

  Further, in the conventional power unit, for example, when the vehicle is traveling straight ahead at a high speed, in order to limit the differential rotation between the left and right output shafts in order to improve the straight running stability, both detected output shafts The torque distributed to the left and right output shafts must be accurately controlled by controlling the degree of engagement of the speed increasing and decelerating clutches based on the number of rotations. For this reason, it is very difficult to control the torque, and it is impossible to obtain a high control response.

  The present invention has been made to solve the above-described problems, and can suppress loss, reduce the size of the apparatus and improve the mountability, and limit the differential rotation between the two rotating shafts. It is an object of the present invention to provide a power unit that can improve the behavioral stability of a moving device by performing it easily and with high responsiveness.

  In order to achieve the above object, the invention according to claim 1 is configured to be capable of differential rotation with each other in order to move a moving device (vehicle VFR, vehicle VAW in the embodiment (hereinafter, the same in this section)). Power units 1 and 1A to 1E for driving the two rotary shafts (left and right output shafts SRL and SRR, left and right output shafts SFL and SFR), and are provided integrally with a rotatable carrier member 13. A first pinion gear P1, a second pinion gear P2, and a third pinion gear P3, a triple pinion gear 14 rotatably supported by the carrier member 13, and a rotatable first sun gear S1 meshing with the first pinion gear P1; A rotatable second sun gear S2 meshing with the second pinion gear P2 and a rotatable third sun gear S3 meshing with the third pinion gear P3 are provided. The triple pinion gear 14 and the first to third sun gears S1 to S3 are configured such that when the triple pinion gear 14 rotates with the carrier member 13 fixed, the rotation speed of the second sun gear S2 is the first sun gear S1. And the third sun gear S3 is configured so that the rotation speed of the third sun gear S3 is higher than the rotation speed of the second sun gear S2, and is capable of generating positive torque and negative torque ( A first rotating electrical machine 11) and a second torque generating device (second rotating electrical machine 12) capable of generating a positive torque and a negative torque, and the third sun gear S3 is connected to the first torque generating device, The second sun gear S2 is connected to one of the two rotation shafts (left output shaft SRL, SFL), and the first sun gear S1 is connected to the other of the two rotation shafts (right output shaft SRR, SFR). In both cases, the carrier member 13 is connected to the second torque generator, is connected to the third sun gear S3 and the carrier member 13, and is connected to and disconnected from the third sun gear S3 and the carrier member 13 for two rotations. A differential limiting mechanism 16, 41 for limiting differential rotation between the shafts is further provided.

  According to this configuration, the triple pinion gear is rotatably supported by the rotatable carrier member, and the first to third pinion gears that are integral with each other constituting the triple pinion gear can be freely rotated. The sun gears are engaged with each other. In addition, the triple pinion gear and the first to third sun gears are configured such that when the triple pinion gear rotates with the carrier member fixed, the rotation speed of the second sun gear is higher than the rotation speed of the first sun gear. The rotational speed of the third sun gear is configured to be higher than the rotational speed of the second sun gear. With the above configuration, the four rotation elements whose rotation speeds are collinear with each other are configured by the third to first sun gears and the carrier member. Here, the collinear relationship is a relationship in which the rotation speeds are located on the same straight line in the collinear diagram. Further, in the nomographic chart, the third sun gear, the second sun gear, the first sun gear, and the carrier member are arranged in this order because of the relationship between the rotational speeds of the first to third sun gears.

  Further, the third sun gear is connected to the first torque generator, and the second and first sun gears are one of the two rotation shafts (hereinafter referred to as “one rotation shaft”) and the other (hereinafter referred to as “the other rotation shaft”). And the carrier member is connected to the second torque generator. As described above, the positive torque and the negative torque (load torque) generated by the first and second torque generators are transmitted to the two rotating shafts via the third to first sun gears and the carrier member, and both rotating shafts are appropriately used. Can be driven. In this case, since the rotation speeds of the third to first sun gears and the carrier member are collinear with each other as described above, by controlling the positive torque and the negative torque generated by the first and second torque generators, The torque distributed to the two rotating shafts can be appropriately controlled. The negative torque of the first and second torque generators is a torque that acts as a load on the third sun gear and the carrier member connected to the first and second torque generators, respectively.

  Also, unlike the conventional case described above, the first and second torques are generated in order to control the torque distributed to the two rotating shafts, not the speed-up and speed-down clutches configured by the wet friction clutch. Since the apparatus is used, a large drag loss does not occur, and therefore the loss can be suppressed. In addition, a hydraulic pump for supplying hydraulic pressure to the speed increasing and deceleration clutches is unnecessary. Further, a spool valve, a solenoid, a strainer, and the like for driving both clutches are unnecessary, and accordingly, the power device can be reduced in size and improved in mountability.

  Further, according to the configuration described above, among the four rotating elements including the third to first sun gears and the carrier member, the rotating elements located on both outer sides in the collinear diagram, that is, between the third sun gear and the carrier member, Connected / cut off by differential limiting mechanism. Since the rotation speeds of the third to first sun gears and the carrier member are collinear, the third and first sun gears and the carrier member are integrated with each other by the connection between the third sun gear and the carrier member by the differential limiting mechanism. Since it rotates, the differential rotation between the one rotating shaft to which the second sun gear is connected and the other rotating shaft to which the first sun gear is connected can be restricted, thereby making it possible to stabilize the behavior of the moving device. Can be increased. In this case, since it is only necessary to connect the differential limiting mechanism, it is possible to easily limit the differential rotation between the two rotating shafts and to obtain a high response.

  Further, FIG. 15 shows various rotation elements when the third sun gear and the carrier member are connected by the differential limiting mechanism when the rotation speed of the other rotation shaft is higher than the rotation speed of the one rotation shaft. It is a collinear diagram which shows an example of the relationship between the rotation speed between them, and the balance relationship of a torque. In FIG. 15, the distance from the horizontal line indicating the value 0 to the white circle on the vertical line corresponds to the number of rotations of each rotation element. The same applies to other nomographs described later. In FIG. 15, RC1 is a reaction torque that acts on the third sun gear from the differential restriction mechanism when the differential restriction mechanism is connected, and RLC1 and RRC1 have this reaction force torque RC1 acting on the third sun gear. Accordingly, the reaction torque acts on one of the rotating shafts and the other rotating shaft. RC2 is a reaction force torque that acts on the carrier member from the differential restriction mechanism as the differential restriction mechanism is connected, and RLC2 and RRC2 correspond to the reaction force torque RC2 acting on the carrier member. It is reaction force torque which acts on one rotating shaft and the other rotating shaft, respectively.

  In this case, the torque transmitted to one of the rotating shafts due to the connection of the differential limiting mechanism is represented by RLC1 + RLC2 = RC1 × (X + 1) + RC2 × Y, and the torque transmitted to the other rotating shaft is − { RRC1 + RRC2} = − {RC1 × X + RC2 × (Y + 1)}. As described above, the torque transmitted to one of the rotation shafts having a low rotation speed increases, and the braking torque acts on the other rotation shaft having a high rotation speed. As a result, the differential rotation between the two rotation shafts is reduced. Limited. As is clear from the connection between the third sun gear and the carrier member, the reaction force torques RC1 and RC2 acting on the third sun gear and the carrier member from the differential limiting mechanism are opposite in direction. Are just the same size as each other.

  From the above, the sum of the differential limiting torques acting on both rotary shafts so as to limit the differential rotation between the two rotary shafts by connecting the differential limiting mechanism (hereinafter referred to as “total differential limiting torque”) is When RC1 is used as a representative of these reaction torques RC1 and RC2, it is expressed as RC1 × (X + 1) + RC1 × Y + {RC1 × X + RC1 × (Y + 1)} = 2 × RC1 × (X + Y + 1).

  FIG. 16 is different from the above-described present invention in the case where the rotation speed of the other rotation shaft is higher than that of the one rotation shaft, and is connected to one rotation shaft among the four rotation elements described above. The relationship between the rotational speed and the torque balance between the various rotating elements when it is assumed that the second sun gear and the first sun gear connected to the other rotating shaft are connected by a differential limiting mechanism. It is an alignment chart which shows an example. In FIG. 16, RC1 and RC2 are reaction force torques acting on the second and first sun gears, respectively, from the differential limiting mechanism as the differential limiting mechanism is connected.

  In this case, the torque transmitted to one rotating shaft and the other rotating shaft in accordance with the connection of the differential limiting mechanism is represented by RC1 and -RC2, respectively. As described above, the torque transmitted to one of the rotation shafts having a low rotation speed increases, and the braking torque acts on the other rotation shaft having a high rotation speed. As a result, the differential rotation between the two rotation shafts is limited. The Further, as is apparent from the connection between the first and second sun gears, the reaction force torques RC1 and RC2 acting on the second and first sun gears from the differential limiting mechanism are opposite to each other. Are just the same size as each other.

  From the above, the total differential limiting torque acting by the connection of the differential limiting mechanism between the second and first sun gears is RC1 + RC1 = 2 × RC1 when RC1 is used as a representative of these reaction torques RC1 and RC2. It is represented by On the other hand, as described above, the total differential limiting torque of the present invention (FIG. 15) is expressed by 2 × RC1 × (X + Y + 1). It becomes larger than the case of connecting (FIG. 16).

  Further, FIG. 17 shows a difference between the third sun gear and the first sun gear among the four rotating elements when the rotation speed of the other rotation shaft is higher than the rotation speed of the one rotation shaft. It is a collinear diagram which shows an example of the relationship of the rotation speed between various rotation elements when it assumes that it connected by the dynamic limiting mechanism, and the balance relationship of a torque. In FIG. 17, RC1 is a reaction force torque that acts on the third sun gear from the differential restriction mechanism when the differential restriction mechanism is connected, and RLC1 and RRC1 have this reaction force torque RC1 act on the third sun gear. Accordingly, the reaction torque acts on one of the rotating shafts and the other rotating shaft. RC2 is a reaction force torque that acts on the other rotation shaft from the differential limit mechanism via the first sun gear as the differential limit mechanism is connected. RLC2 and RSC2 have the reaction torque RC2 This is the reaction torque that acts on one of the rotating shafts and the third sun gear as it acts on one sun gear.

  In this case, the torque transmitted to one of the rotating shafts due to the connection of the differential limiting mechanism is expressed as RLC1-RLC2 = RC1 × (X + 1) −RC2 × (X + 1) / X, and transmitted to the other rotating shaft. The torque to be applied is represented by − (RC2 + RRC1) = − (RC2 + RC1 × X). As described above, the torque transmitted to one of the rotation shafts having a low rotation speed increases, and the braking torque acts on the other rotation shaft having a high rotation speed. As a result, the differential rotation between the two rotation shafts is limited. The Further, as is apparent from the connection between the third and first sun gears, the reaction force torques RC1 and RC2 acting on the third sun gear and the first sun gear from the differential limiting mechanism are in opposite directions. They are just the same size.

  From the above, the total differential limiting torque acting on the two rotating shafts due to the connection of the differential limiting mechanism between the third and first sun gears, when RC1 is used to represent these reaction force torques RC1 and RC2, RC1 * (X + 1) -RC1 * (X + 1) / X + (RC1 + RC1 * X) = 2 * RC1 * {X + 1- (X + 1) / (2 * X)}. On the other hand, as is apparent from the fact that the total differential limiting torque in the present invention (FIG. 15) is expressed by 2 × RC1 × (X + Y + 1), a differential limiting mechanism is provided between the third and first sun gears. It becomes larger than the case of connecting with (FIG. 17). Although this is not shown, this means that two of the four rotating elements (the third to first sun gears and the carrier member) related to a combination other than the combination of the two rotating elements described so far are used. The same applies when connected by a differential limiting mechanism. FIGS. 15 to 17 are examples in which the rotation speed of the other rotation shaft is higher than the rotation speed of one rotation shaft. On the contrary, the rotation speed of one rotation shaft is the other rotation shaft. Even when the rotational speed of the rotary shaft is higher, the total differential limiting torque in the present invention becomes larger.

  As described above, the largest total differential limiting torque can be obtained by connecting the third sun gear, which is the rotating element located on both outer sides in the nomographic chart, and the carrier member among the four rotating elements. it can. Thereby, since the reaction force torque required for the differential limiting mechanism to limit the differential rotation between the two rotating shafts can be reduced, the differential limiting mechanism can be reduced in size. The power device can be further reduced in size and mounted.

  In addition, according to the present invention, in order to constitute four rotating elements whose rotational speeds are collinear with each other, a gear device including a triple pinion gear, first to third sun gears, and a carrier member is used. For this reason, for example, in order to configure these four rotating elements, the number of parts can be reduced and a ring gear is provided compared to the case where a combination of two planetary gear devices of a single pinion type is used. Accordingly, the radial dimension of the gear device can be reduced.

  According to a second aspect of the present invention, in the power plant 1 </ b> A, 1 </ b> D according to the first aspect, a third power transmission path between the third sun gear S <b> 3 and the differential limiting mechanism 41 is provided. A first power transmission mechanism (gear 51, gear 52) that transmits the reaction torque of the differential limiting mechanism 41 generated by the connection between the sun gear S3 and the carrier member 13 to the third sun gear S3 in an increased state. And a differential limiting mechanism 41 that is provided on the power transmission path between the carrier member 13 and the differential limiting mechanism 41 and that is generated when the third sun gear S3 and the carrier member 13 are connected by the differential limiting mechanism 41. And a second power transmission mechanism (gear 53, gear 54) for transmitting the reaction torque to the carrier member 13 in an increased state.

  As is apparent from the description of the invention according to claim 1 using FIG. 15, the larger the reaction torque of the differential limiting mechanism generated by the connection between the third sun gear and the carrier member by the differential limiting mechanism is, the larger the reaction torque is. The above-mentioned total differential limiting torque (torque limiting the differential rotation between the two rotating shafts) becomes larger. According to the above-described configuration, the reaction force torque of the differential limiting mechanism is transmitted to the third sun gear while being increased by the first power transmission mechanism, and is transmitted to the carrier member while being increased by the second power transmission mechanism. Communicated. Therefore, since the total differential limiting torque can be increased, the reaction force torque required for the differential limiting mechanism to limit the differential rotation between the two rotating shafts can be further reduced. Thus, further miniaturization of the differential limiting mechanism can be achieved. In this case, for example, when a relatively small mechanism such as a gear is adopted as the first and second power transmission mechanisms, the space required for providing both is reduced by downsizing the differential limiting mechanism. It is smaller than the space. Therefore, the miniaturization of the differential limiting mechanism can further reduce the size of the power unit and improve the mountability.

  According to a third aspect of the present invention, in the power plant 1C-1E according to the first or second aspect, the first rotating body (sun gear SD), the second rotating body (carrier CD) and the third rotation capable of differential rotation with each other. A differential device D having a body (ring gear RD) and a torque generator (engine 3) capable of generating a positive torque and provided separately from the first and second torque generators; The one rotating body is connected to the second sun gear S2, the second rotating body is provided on the power transmission path between the first sun gear S1 and the other of the two rotating shafts, and the third rotating body is a torque generator. It is connected to.

  According to this configuration, the first to third rotating bodies of the differential device are configured to be capable of differential rotation with each other. The first rotating body is connected to the above-described second sun gear, and is connected to one rotating shaft via the second sun gear. The second rotating body is provided on a power transmission path between the first sun gear and the other rotating shaft, and the third rotating body is connected to a torque generator. Furthermore, this torque generator is provided separately from the first and second torque generators. As described above, the positive torque from the torque generator is transmitted to the two rotating shafts in addition to the positive torque from the first and second torque generators, which is necessary for the first and second torque generators. Torque can be reduced, thereby reducing the size of both devices.

  According to a fourth aspect of the present invention, in the power unit 1, 1A to 1E according to any one of the first to third aspects, the first and second torque generators are rotating electrical machines.

  According to this configuration, since a general rotating electric machine is used as the first and second torque generators, the power unit can be easily and cheaply configured without using a special device. Further, as described above, when the distribution of torque to the two rotating shafts is controlled, the motive power can be converted into electric power by the rotating electrical machine when the first and second torque generating devices generate negative torque. For this reason, for example, when the power unit is applied to a vehicle, the operation load and the operation frequency of the generator for charging the power source of the auxiliary machine are reduced by supplying the converted electric power to the auxiliary machine for the vehicle. Can be made.

  In order to achieve the above object, the invention according to claim 5 is configured to be capable of differential rotation with each other in order to move the moving device (vehicle VFR, vehicle VAW in the embodiment (hereinafter the same in this section)). Power units 1 and 1A to 1E for driving two rotating shafts (left and right output shafts SRL and SRR, left and right output shafts SFL and SFR), and a first element (first 3 sun gear S3), second element (second sun gear S2), third element (first sun gear S1), and fourth element (carrier member 13), and the rotational speeds of the first to fourth elements are collinear. When the second to fourth elements are rotated with the first element fixed, the second to fourth elements rotate in the same direction. And the rotation speed of the fourth element is the second and third A gear device GS configured to be higher than the prime rotation speed, a first torque generator (first rotating electrical machine 11) capable of generating positive torque and negative torque, and capable of generating positive torque and negative torque. A second torque generator (second rotating electrical machine 12), the first element is connected to the first torque generator, and the second element is one of the two rotating shafts (left output shafts SRL, SFL). The third element is connected to the other of the two rotating shafts (right output shafts SRR, SFR), and the fourth element is connected to the second torque generator, and the first and fourth And a differential limiting mechanism (16, 41) connected to the element and configured to limit differential rotation between the two rotating shafts by connecting / disconnecting between the first element and the fourth element. .

  According to this structure, the 1st-4th element of a gear apparatus can transmit motive power between each other. Further, the rotation speeds of the first to fourth elements are in a predetermined collinear relationship located on the same straight line in the collinear diagram, and the second to fourth elements are rotated with the first element fixed. When this is done, the second to fourth elements rotate in the same direction, and the rotational speed of the fourth element becomes higher than the rotational speeds of the second and third elements. Further, the first element is connected to the first torque generator, and the second and third elements are one of the two rotation shafts (hereinafter referred to as “one rotation shaft”) and the other (hereinafter referred to as “the other rotation shaft”). And the fourth element is connected to the second torque generator.

  As described above, the positive torque and the negative torque generated by the first and second torque generating devices can be transmitted to the two rotating shafts via the gear device, and both rotating shafts can be appropriately driven. In this case, since the rotation speeds of the first to fourth elements are collinear with each other as described above, two rotations can be achieved by controlling the positive torque and the negative torque generated by the first and second torque generators. The torque distributed to the shaft can be appropriately controlled. The negative torque of the first and second torque generators is a torque that acts as a load on the first element and the fourth element connected to the first and second torque generators, respectively.

  Also, unlike the conventional case described above, the first and second torques are generated in order to control the torque distributed to the two rotating shafts, not the speed-up and speed-down clutches configured by the wet friction clutch. Since the apparatus is used, a large drag loss does not occur, and therefore the loss can be suppressed. In addition, a hydraulic pump for supplying hydraulic pressure to the speed increasing and deceleration clutches is unnecessary. Further, a spool valve, a solenoid, a strainer, and the like for driving both clutches are unnecessary, and accordingly, the power device can be reduced in size and improved in mountability.

  Moreover, according to the structure mentioned above, between the 1st element of the 1st-4th elements in which rotation speed is a collinear relation, and a 4th element are connected and interrupted | blocked by a differential limiting mechanism. As a result, the first to fourth elements rotate integrally, so that the differential rotation between the one rotation shaft connected to the second element and the other rotation shaft connected to the third element is limited. This can improve the behavioral stability of the mobile device. In this case, since it is only necessary to connect the differential limiting mechanism, it is possible to easily limit the differential rotation between the two rotating shafts and to obtain a high response.

  Further, when the rotation speeds of the first to fourth elements are in a collinear relationship, and when the second to fourth elements are rotated with the first element fixed as described above, the second to fourth elements are rotated. As the element rotates in the same direction and the rotational speed of the fourth element is higher than the rotational speeds of the second and third elements, it is common to express the relationship between the rotational speeds of the first to fourth elements. In the diagram, the first element and the fourth element are located on both outer sides. Therefore, by connecting the first element and the fourth element with the differential limiting mechanism, as is apparent from the description of the operation and effect of the invention according to claim 1, the total differential limiting torque ( The sum of the differential limiting torques acting on both rotary shafts so as to limit the differential rotation between the two rotary shafts can be maximized. Thereby, since the reaction force torque required for the differential limiting mechanism to limit the differential rotation between the two rotating shafts can be reduced, the differential limiting mechanism can be reduced in size. The power device can be further reduced in size and mounted.

  According to a sixth aspect of the present invention, in the power plant 1A, 1D according to the fifth aspect, the first element by the differential limiting mechanism 41 is provided on the power transmission path between the first element and the differential limiting mechanism 41. A first power transmission mechanism (gear 51, gear 52) for transmitting the reaction torque of the differential limiting mechanism 41 generated by the connection between the first element and the fourth element to the first element in an increased state; Reaction force torque of the differential limiting mechanism 41 that is provided on the power transmission path between the four elements and the differential limiting mechanism 41 and is generated when the differential limiting mechanism 41 connects between the first element and the fourth element. Is further provided with a second power transmission mechanism (gear 53, gear 54) for transmitting to the fourth element in an increased state.

  The invention according to claim 5 is obtained by superposing the third to first sun gears and the carrier member of the invention according to claim 1 into first to fourth elements, respectively. Therefore, as in the invention according to claim 1, the total differential limiting torque increases as the reaction torque of the differential limiting mechanism generated by the connection between the first element and the fourth element by the differential limiting mechanism increases. Becomes bigger. According to the configuration described above, the reaction force torque of the differential limiting mechanism is transmitted to the first element while being increased by the first power transmission mechanism, and is increased by the second power transmission mechanism. Is transmitted to. Therefore, since the total differential limiting torque can be increased, the reaction force torque required for the differential limiting mechanism to limit the differential rotation between the two rotating shafts can be further reduced. Thus, further miniaturization of the differential limiting mechanism can be achieved. In this case, for example, when a relatively small mechanism such as a gear is adopted as the first and second power transmission mechanisms, the space required for providing both is reduced by downsizing the differential limiting mechanism. It is smaller than the space. Therefore, the miniaturization of the differential limiting mechanism can further reduce the size of the power unit and improve the mountability.

  The invention according to claim 7 is the power unit 1C to 1E according to claim 5 or 6, wherein the fifth element (sun gear SD), the sixth element (carrier CD) and the seventh element (ring gear) capable of differential rotation with each other. RD) and a torque generator (engine 3) capable of generating a positive torque and provided separately from the first and second torque generators, the fifth element being The sixth element is provided on the power transmission path between the third element and the other of the two rotation shafts, and the seventh element is connected to the torque generator. Features.

  According to this configuration, the fifth to seventh elements of the differential device are configured to be capable of differential rotation. The fifth element is connected to the second element of the gear device described above, and is connected to one of the rotating shafts via the second element. The sixth element is provided on the power transmission path between the third element of the gear device and the other rotating shaft, and the seventh element is connected to the torque generator. Furthermore, this torque generator is provided separately from the first and second torque generators. As described above, the positive torque from the torque generator is transmitted to the two rotating shafts in addition to the positive torque from the first and second torque generators, which is necessary for the first and second torque generators. Torque can be reduced, thereby reducing the size of both devices.

  The invention according to claim 8 is characterized in that, in the power unit 1, 1A to 1E according to any one of claims 5 to 7, the first and second torque generators are rotating electrical machines.

  According to this configuration, since a general rotating electric machine is used as the first and second torque generators, the power unit can be easily and cheaply configured without using a special device. Further, as described above, when the distribution of torque to the two rotating shafts is controlled, the motive power can be converted into electric power by the rotating electrical machine when the first and second torque generating devices generate negative torque. For this reason, for example, when the power unit is applied to a vehicle, the operation load and the operation frequency of the generator for charging the power source of the auxiliary machine are reduced by supplying the converted electric power to the auxiliary machine for the vehicle. Can be made.

1 is a diagram schematically showing a power unit according to a first embodiment of the present invention together with a rear wheel of a vehicle to which the power unit is applied. It is a block diagram which shows ECU etc. of the power plant shown in FIG. FIG. 2 is a collinear diagram showing a rotational speed relationship and a torque balance relationship between various types of rotary elements in the power plant shown in FIG. 1 in a traveling state other than the deceleration traveling when the vehicle is traveling straight ahead. FIG. 2 is a collinear diagram showing a rotational speed relationship and a torque balance relationship between various types of rotary elements in the power plant shown in FIG. 1 when the vehicle is traveling straight ahead and during deceleration travel. FIG. 7 is a collinear diagram showing a rotational speed relationship and a torque balance relationship between various types of rotary elements in the power plant shown in FIG. 1 during the third yaw moment increase control for turning right. FIG. 7 is a collinear diagram showing a rotational speed relationship and a torque balance relationship between various types of rotary elements in the power plant shown in FIG. 1 during the third yaw moment reduction control for turning right. It is a figure which shows schematically the power plant by 2nd Embodiment of this invention with the left and right rear wheels of the vehicle to which this is applied. It is a figure which shows schematically the power plant by 3rd Embodiment of this invention with the left and right rear wheels of the vehicle to which this is applied. It is a figure which shows roughly the power plant by 4th Embodiment of this invention with the left and right front wheels of the vehicle to which this is applied. FIG. 10 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the power plant shown in FIG. 9, as to third yaw moment increase control for turning right. It is a figure which shows roughly the power plant by 5th Embodiment of this invention with the left and right front wheels of the vehicle to which this is applied. It is a figure which shows roughly the power plant by 6th Embodiment of this invention with the left and right front wheels of the vehicle to which this is applied. It is a figure which shows roughly the FR type vehicle to which the power plant by the 1st modification of 4th-6th embodiment of this invention is applied. It is a figure which shows roughly the vehicle of all-wheel drive type to which the power plant by the 2nd modification of 4th-6th embodiment of this invention is applied. It is a collinear diagram which shows an example of the relationship of the rotation speed between the various rotation elements in this invention, and the balance relationship of a torque. It is a collinear diagram which shows an example of the relationship of the rotation speed between the various rotation elements in the comparative example contrasted with this invention, and the balance relationship of a torque. FIG. 17 is a collinear diagram illustrating an example of a rotational speed relationship and a torque balance relationship between various types of rotary elements in a comparative example different from FIG. 16.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. A power plant 1 according to the first embodiment shown in FIG. 1 is for driving left and right output shafts SRL and SRR of a four-wheeled vehicle (not shown), and is mounted on the rear part of the vehicle. These left and right output shafts SRL and SRR are arranged coaxially with each other and are connected to left and right rear wheels WRL and WRR, respectively. Further, an internal combustion engine (hereinafter referred to as “engine”, not shown) as a power source is mounted on the front portion of the vehicle. This engine is a gasoline engine and is connected to the left and right front wheels of the vehicle via a transmission (both not shown) and drives the left and right front wheels.

  The power unit 1 includes a gear unit GS, a first rotating electrical machine 11 and a second rotating electrical machine 12 as power sources. The gear device GS is for transmitting torque between the first and second rotating electrical machines 11 and 12 and the left and right output shafts SRL and SRR, and includes a carrier member 13, a triple pinion gear 14, and a first sun gear S1. The second sun gear S2 and the third sun gear S3 are configured.

  The carrier member 13 includes a donut plate-like base portion 13a and four support shafts 13b (only two are shown) for supporting the triple pinion gear 14. The carrier member 13 is rotatably supported by a bearing (not shown), and is disposed around the left and right output shafts SRL and SRR. Each spindle 13b is integrally attached to the base portion 13a and extends in the axial direction from the base portion 13a. The four support shafts 13b are arranged at equal intervals in the circumferential direction of the base portion 13a.

  The triple pinion gear 14 includes a first pinion gear P1, a second pinion gear P2, and a third pinion gear P3 that are integrally formed with each other. The number N of the triple pinion gears 14 is a value of 4 (only two are shown), and each triple pinion gear 14 is rotatably supported by the support shaft 13b. The first to third pinion gears P1 to P3 are arranged in this order from the right side on the same axis parallel to the axis of the carrier member 13. The number N of the triple pinion gears 14 and the number of the support shafts 13b are not limited to the value 4, and are arbitrary.

  The first to third pinion gears P1 to P3 have different pitch circle diameters. The number of teeth of the first pinion gear P1 (hereinafter referred to as “first pinion tooth number”) ZP1 and the number of teeth of the second pinion gear P2 ( The number of teeth ZP2 (hereinafter referred to as “second pinion tooth number”) and the number of teeth of the third pinion gear P3 (hereinafter referred to as “third pinion tooth number”) ZP3 is a value obtained by multiplying the minimum number of teeth M by a positive integer (M 2M, 3M...). Specifically, the first and second pinion tooth numbers ZP1, ZP2 are set to the minimum tooth number M = 17, and the third pinion tooth number ZP3 is set to 2M = 34. Thereby, the phase of the teeth of the first to third pinion gears P1 to P3 can be aligned with each other in the circumferential direction. Thus, when the triple pinion gear 14 is assembled, when the first to third pinion gears P1, P2, and P3 are engaged with the first sun gear S1, the second sun gear S2, and the third sun gear S3, which will be described later, respectively, Positioning in the circumferential direction (rotation direction) of the pinion gear 14 is not necessary, and the assemblability can be improved.

  The first sun gear S1, the second sun gear S2, and the third sun gear S3 are engaged with the first to third pinion gears P1, P2, and P3, respectively, and the first to third sun gears S1 to S3 are different from each other. It has a pitch circle diameter. The first sun gear S1 is integrally attached to the right output shaft SRR, the second sun gear S2 is integrally attached to the left output shaft SRL, and the third sun gear S3 is integrally attached to the rotary shaft 15. The rotating shaft 15 is rotatably supported by a bearing (not shown), and the left output shaft SRL is relatively rotatably disposed inside the rotating shaft 15.

  The number of teeth of the first sun gear S1 (hereinafter referred to as “first sun gear teeth number”) ZS1, the number of teeth of the second sun gear S2 (hereinafter referred to as “second sun gear teeth number”) ZS2, and the number of teeth of the third sun gear S3. ZS3 (hereinafter referred to as “the third sun gear tooth number”) is obtained by multiplying a value (any one of N, 2N, 3N...) Obtained by multiplying the number N of triple pinion gears 14 (a value of 4 in this embodiment) by a positive integer. Is set. Specifically, the first and third sun gear tooth numbers ZS1, ZS3 are set to 8N = 32, and the second sun gear tooth number ZS2 is set to 7N = 28. Thereby, the phase of the teeth of the first to third sun gears S <b> 1 to S <b> 3 can be made to coincide with each other at a position where they mesh with the four triple pinion gears 14. Thereby, since it is not necessary to make the tooth phases of the first to third pinion gears P1 to P3 different from each other, the manufacturing cost of the triple pinion gear 14 can be reduced.

  The first pinion gear P1 and the first sun gear S1 that mesh with each other are matched with each other, the modules of the second pinion gear P2 and the second sun gear S2 are matched with each other, and the modules of the third pinion gear P3 and the third sun gear S3 are set with each other. If they match, it is not necessary to match all the modules of the first to third pinion gears P1 to P3 and the first to third sun gears S1 to S3.

  The first rotating electrical machine 11 is an AC motor, and includes a first stator 11a composed of a plurality of iron cores and coils, and a first rotor 11b composed of a plurality of magnets. The first stator 11a is fixed to a stationary case CA. The first rotor 11b is disposed so as to face the first stator 11a, is integrally attached to the rotary shaft 15 described above, and is rotatable together with the rotary shaft 15 and the third sun gear S3. In the first rotating electrical machine 11, when electric power is supplied to the first stator 11a, the supplied electric power is converted into motive power and output to the first rotor 11b (powering). When power is input to the first rotor 11b, the power is converted into electric power and output to the first stator 11a (regeneration).

  Furthermore, the first stator 11 a is electrically connected to a chargeable / dischargeable battery 23 via a first power drive unit (hereinafter referred to as “first PDU”) 21, and the first stator 11 a transfers electric energy to and from the battery 23. Can be exchanged. The first PDU 21 is configured by an electric circuit such as an inverter. As shown in FIG. 2, the ECU 2 described later is electrically connected to the first PDU 21. The ECU 2 controls the first PDU 21 to control the power supplied to the first stator 11a, the power generated by the first stator 11a, and the rotation speed of the first rotor 11b.

  Similarly to the first rotating electrical machine 11, the second rotating electrical machine 12 is an AC motor and includes a second stator 12a and a second rotor 12b. The second stator 12a and the second rotor 12b are configured similarly to the first stator 11a and the first rotor 11b, respectively. Further, the second rotor 12 b is integrally attached to the base portion 13 a of the carrier member 13 described above, and is rotatable together with the carrier member 13. Further, like the first rotating electrical machine 11, the second rotating electrical machine 12 can convert the electric power supplied to the second stator 12a into motive power and output it to the second rotor 12b, and is input to the second rotor 12b. Power can be converted into electric power and output to the second stator 12a.

  The second stator 12 a is electrically connected to the battery 23 via a second power drive unit (hereinafter referred to as “second PDU”) 22, and can transmit and receive electrical energy to and from the battery 23. Similar to the first PDU 21, the second PDU 22 is configured by an electric circuit such as an inverter, and the ECU 2 is electrically connected to the second PDU 22. The ECU 2 controls the second PDU 22 to control the power supplied to the second stator 12a, the power generated by the second stator 12a, and the rotation speed of the second rotor 12b.

  Hereinafter, converting the electric power supplied to the first stator 11a (second stator 12a) into motive power and outputting it from the first rotor 11b (second rotor 12b) is referred to as “powering” as appropriate. Moreover, using the motive power input into the 1st rotor 11b (2nd rotor 12b), it produces electric power with the 1st stator 11a (2nd stator 12a), and converts the said motive power into electric power is suitably called "regeneration".

  In the power unit 1 having the above configuration, the first to third sun gears S1 to S3 are meshed with the first to third pinion gears P1 to P3 of the triple pinion gear 14 rotatably supported by the carrier member 13, respectively. Since the first to third pinion tooth numbers ZP1 to ZP3 and the first to third sun gear tooth numbers ZS1 to ZS3 are set as described above, the carrier member 13 and the first to third sun gear S1 to S3 can transmit power between each other, and the rotational speeds thereof are collinear with each other. Here, the collinear relationship is a relationship in which the rotation speeds are located on the same straight line in the collinear diagram. When the triple pinion gear 14 is rotated with the carrier member 13 fixed, all of the first to third sun gears S1 to S3 rotate in a direction opposite to the rotation direction of the triple pinion gear 14, and The rotation speed of the 3 sun gear S3 is higher than the rotation speed of the second sun gear S2, and the rotation speed of the second sun gear S2 is higher than the rotation speed of the first sun gear S1. Therefore, in the nomograph, the third to first sun gears S3 to S1 and the carrier member 13 are arranged in this order.

  Further, the first rotor 11b and the third sun gear S3 are connected to each other via the rotating shaft 15. Therefore, the rotation speeds of the first rotor 11b and the third sun gear S3 are equal to each other. Further, since the second sun gear S2 is directly connected to the left output shaft SRL, the rotational speeds of both S1 and SRL are equal to each other, and since the first sun gear S1 is directly connected to the right output shaft SRR, both S1, The rotational speeds of the SRRs are equal to each other. Further, since the carrier member 13 and the second rotor 12b are directly connected to each other, the rotational speeds of both the members 13 and 12b are equal to each other.

  From the above, the relationship among the rotational speeds between the third to first sun gears S3 to S1, the carrier member 13, the left and right output shafts SRL and SRR, and the first and second rotors 11b and 12b is, for example, the same as shown in FIG. It is represented as a diagram. As is clear from FIG. 3, the left and right output shafts SRL and SRR can be differentially rotated with respect to each other.

Further, α and β in FIG. 3 are the first lever ratio and the second lever ratio, respectively, and are expressed by the following equations (1) and (2).
α = {1- (ZP2 / ZS2) × (ZS3 / ZP3)} / {(ZP2 / ZS2) × (ZS3 / ZP3)-(ZP1 / ZS1) × (ZS3 / ZP3)} (1)
β = (ZP1 × ZS2) / (ZS1 × ZP2-ZP1 × ZS2) (2)

  Further, the power unit 1 is provided with a differential limiting mechanism 16 for limiting the differential rotation between the left and right output shafts SRL and SRR. The differential limiting mechanism 16 is configured by a hydraulic friction clutch, and has a donut plate-like inner 16a and outer 16b. The inner 16a and the outer 16b are arranged coaxially with the carrier member 13 and the first to third sun gears S1 to S3. The inner 16a is provided on the rotary shaft 15 described above, and the outer 16b is provided on the carrier member 13. Each of them is integrally attached to the support shaft 13b. The degree of engagement of the differential limiting mechanism 16 is controlled by the ECU 2, whereby the rotation shaft 15 and the carrier member 13, that is, the third sun gear S 3 and the carrier member 13 are connected and disconnected.

  As shown in FIG. 2, the ECU 2 receives a detection signal representing the steering angle θ of the vehicle handle (not shown) from the steering angle sensor 31 and a detection signal representing the vehicle speed VP of the vehicle from the vehicle speed sensor 32. A detection signal representing an operation amount (hereinafter referred to as “accelerator opening”) AP of an accelerator pedal (not shown) of the vehicle is input from the accelerator opening sensor 33. Further, a detection signal representing a current / voltage value input / output to / from the battery 23 is input from the current / voltage sensor 34 to the ECU 2. The ECU 2 calculates the state of charge of the battery 23 based on the detection signal from the current / voltage sensor 34.

  The ECU 2 is composed of a microcomputer including an I / O interface, CPU, RAM, ROM, and the like. The ECU 2 controls the differential limiting mechanism 16 and the first and second rotating electrical machines 11 and 12 according to the control program stored in the ROM in accordance with the detection signals from the various sensors 31 to 34 described above. Thereby, various operations of the power unit 1 are performed. Hereinafter, the operation of the power unit 1 when the vehicle goes straight and when turning left and right will be described.

When the vehicle is traveling straight, and while traveling at a constant speed or during acceleration, both the first and second rotating electrical machines 11 and 12 perform power running, and from the battery 23, the first and second stators 11a, The electric power supplied to 12a is controlled. FIG. 3 shows the rotational speed relationship and torque balance relationship between the various types of rotary elements in this case. In the figure, TM1 and TM2 are output torques (hereinafter referred to as “first motor output torques” respectively) generated in the first and second rotors 11b and 12b in accordance with power running in the first and second rotating electric machines 11 and 12, respectively. "Second motor output torque"). RLM1 and RRM1 are reaction force torques acting on the left output shaft SRL and the right output shaft SRR in accordance with powering in the first rotating electrical machine 11, and RLM2 and RRM2 are respectively in the second rotating electrical machine 12. This is a reaction torque that acts on the left output shaft SRL and the right output shaft SRR along with the power running.

  In this case, torque transmitted to the left output shaft SRL (hereinafter referred to as “left output shaft transmission torque”) is represented by RLM1-RLM2 (RLM1> RLM2), and torque transmitted to the right output shaft SRR (hereinafter referred to as “RLM1> RLM2”). "Right output shaft transmission torque") is represented by RRM2-RRM1 (RRM2> RRM1), and the left and right output shafts SRL, SRR are driven in the forward direction together with the left and right rear wheels WRL, WRR. Further, the electric power supplied to the first and second stators 11a and 12a is controlled so that the left and right output shaft transmission torques have the same required torque. This required torque is calculated by searching a predetermined map (not shown) according to the detected accelerator pedal opening AP. Furthermore, as an execution condition for executing the power running of the first and second rotating electrical machines 11 and 12 described above, for example, during engine assist by the first and second rotating electrical machines 11 and 12 (hereinafter referred to as “motor assisting”) ), Or the vehicle is being driven only by the first and second rotating electrical machines 11 and 12 without using the engine (hereinafter referred to as “EV traveling”), and the calculated state of charge of the battery 23 is the lower limit value. Is used. In this case, the fact that the state of charge of the battery 23 is larger than the lower limit value means that the battery 23 can be discharged.

  Further, when the vehicle is traveling straight forward and during decelerating traveling, both the first and second rotating electrical machines 11 and 12 perform regeneration, charge the regenerated power to the battery 23, and control the regenerative power. FIG. 4 shows the rotational speed relationship and the torque balance relationship between the various types of rotary elements in this case. In the figure, TG1 and TG2 are braking torques (hereinafter referred to as “first motor braking torques” respectively) generated in the first and second rotors 11b and 12b due to regeneration in the first and second rotating electric machines 11 and 12, respectively. "Second motor braking torque"). RLG1 and RRG1 are reaction torques acting on the left output shaft SRL and the right output shaft SRR as the first rotating electrical machine 11 is regenerated, and RLG2 and RRG2 are respectively applied to the second rotating electrical machine 12. This is the reaction force torque that acts on the left output shaft SRL and the right output shaft SRR with regeneration.

  In this case, the left output shaft transmission torque is represented by -RLG1 + RLG2 (RLG1> RLG2), and the right output shaft transmission torque is represented by -RRG2 + RRG1 (RRG2> RRG1), and braking is applied to the left and right output shafts SRL and SRR. Torque acts and the vehicle is decelerated. Further, the electric power regenerated by the first and second rotating electrical machines 11 and 12 is controlled so that the braking torques acting on the left and right output shafts SRL and SRR are the same. Furthermore, as an execution condition for executing the regeneration of the first and second rotating electrical machines 11 and 12 described above, for example, a condition that the state of charge of the battery 23 is smaller than an upper limit value is used. In this case, the fact that the state of charge of the battery 23 is smaller than the upper limit value indicates that the battery 23 can be charged.

・ When turning the vehicle clockwise, when increasing the clockwise yaw moment for turning the vehicle to the right, the yaw moment increasing control for turning right is executed. 1st-4th yaw moment increase control is prepared. Hereinafter, these first to fourth yaw moment increase controls will be described in order. First, during the first yaw moment increase control, both the first and second rotating electrical machines 11 and 12 perform power running, and the first motor output torque TM1 is larger than the second motor output torque TM2. The power supplied to the first and second stators 11a and 12a is controlled.

  As a result, as is apparent from the torque balance relationship shown in FIG. 3 described above, the left output shaft transmission torque becomes larger than the right output shaft transmission torque, and as a result, the clockwise yaw moment of the vehicle increases. In this case, the electric power supplied to the first and second stators 11a and 12a is controlled according to the detected steering angle θ, vehicle speed VP, and accelerator pedal opening AP. The execution condition for executing the first yaw moment increase control is, for example, during motor assist (during engine assist by the first and second rotating electrical machines 11 and 12) or during EV travel (first and second rotations). The vehicle is being driven only by the electric machines 11 and 12, and the condition that the state of charge of the battery 23 is larger than the lower limit value is used.

  During the second yaw moment increase control, the first and second rotating electric machines 11 and 12 perform regeneration, and the first motor braking torque TG2 is larger than the first motor braking torque TG1. The electric power regenerated by the second rotating electrical machines 11 and 12 is controlled.

  As a result, as is apparent from the torque balance relationship shown in FIG. 4 described above, the braking torque acting on the right output shaft SRR becomes larger than that of the left output shaft SRL, resulting in an increase in the clockwise yaw moment of the vehicle. To do. In this case, the electric power regenerated by the first and second rotating electrical machines 11 and 12 is controlled according to the steering angle θ, the vehicle speed VP, and the like. As an execution condition for executing the second yaw moment increase control, for example, a condition that the vehicle is traveling at a reduced speed and the state of charge of the battery 23 is smaller than the upper limit value is used.

  During the third yaw moment increase control, the first rotating electrical machine 11 performs power running and the second rotating electrical machine 12 performs regeneration. FIG. 5 shows the rotational speed relationship and the torque balance relationship between the various rotary elements in this case. As described above with reference to FIG. 3, TM <b> 1 in FIG. 5 is the first motor output torque, and RLM <b> 1 and RRM <b> 1 are respectively the left output shaft SRL and the right output shaft SRR with the power running in the first rotating electrical machine 11. It is the reaction force torque acting on. Further, as described above with reference to FIG. 4, TG2 in FIG. 5 is the second motor braking torque, and RLG2 and RRG2 are the left output shaft SRL and the right output in accordance with the regeneration in the second rotating electrical machine 12, respectively. This is the reaction torque acting on the shaft SRR.

  In this case, the left output shaft transmission torque is represented by RLM1 + RLG2, and the right output shaft transmission torque is represented by-(RRM1 + RRG2). As described above, the left output shaft transmission torque increases and the braking torque acts on the right output shaft SRR. As a result, the clockwise yaw moment of the vehicle increases. Also in this case, the power supplied to the first stator 11a and the power regenerated by the second rotating electrical machine 12 are controlled according to the steering angle θ, the vehicle speed VP, and the accelerator pedal opening AP.

For example, the following first increase condition or second increase condition is used as an execution condition for executing the third yaw moment increase control.
First increasing condition: The vehicle is being driven by the engine, and the state of charge of the battery 23 is not less than the upper limit value.
Second increasing condition: The vehicle is being driven by the engine, the state of charge is smaller than the upper limit value, and the braking torque required for the second rotating electrical machine 12 is greater than or equal to the predetermined first upper limit torque.

  In this case, when the first increase condition is satisfied and when the state of charge of the battery 23 is equal to or higher than the upper limit value, the battery 23 cannot be charged, so that all the electric power regenerated by the second rotating electrical machine 12 is not charged to the battery 23. Then, it is supplied to the first stator 11a. On the other hand, when the second increase condition is satisfied, a part of the electric power regenerated by the second rotating electrical machine 12 is charged to the battery 23 and the rest is supplied to the first stator 11a. In this case, the first motor output torque TM1 is controlled so as to compensate for the shortage of the second motor braking torque TG2 with respect to the required braking torque.

  During the fourth yaw moment increase control, zero torque control is performed on the first rotating electrical machine 11, and regeneration is performed by the second rotating electrical machine 12, and the regenerated power is charged in the battery 23. This zero torque control is for avoiding the occurrence of drag loss due to regeneration in the first rotating electrical machine 11. In this case, since only the second motor braking torque TG2 is generated, the left output shaft transmission torque is represented by RLG2 and the right output shaft transmission torque is represented by -RRG2, as is apparent from FIG. As described above, the left output shaft transmission torque increases and the braking torque acts on the right output shaft SRR. As a result, the clockwise yaw moment of the vehicle increases. In other words, a part of the torque of the right output shaft SRR is transmitted to the left output shaft SRL using the second motor braking torque TG2 as a reaction force. Also in this case, the electric power regenerated by the second rotating electrical machine 12 is controlled according to the steering angle θ, the vehicle speed VP, and the accelerator pedal opening AP. As an execution condition for executing the fourth yaw moment increase control, for example, the vehicle is being driven by the engine, the state of charge of the battery 23 is smaller than the upper limit value, and the second rotating electrical machine 12 is required. The condition that the braking torque is smaller than the first upper limit torque is used.

  Further, when reducing the clockwise yaw moment for turning the vehicle to the right when the vehicle is turning right, yaw moment reduction control for turning right is executed. 4-yaw moment reduction control is provided. Hereinafter, these first to fourth yaw moment reduction controls will be described in order. First, during the first yaw moment reduction control, both the first and second rotating electrical machines 11 and 12 perform power running, and the second motor output torque TM2 is larger than the first motor output torque TM1. The power supplied to the first and second stators 11a and 12a is controlled.

  Accordingly, as is apparent from the torque balance relationship shown in FIG. 3 described above, the right output shaft transmission torque becomes larger than the left output shaft transmission torque, and as a result, the clockwise yaw moment of the vehicle is reduced. In this case, the electric power supplied to the first and second stators 11a and 12a is controlled according to the steering angle θ, the vehicle speed VP, and the accelerator pedal opening AP. As an execution condition for executing the first yaw moment reduction control, for example, a condition that the motor is being assisted or EV is running and the state of charge of the battery 23 is larger than the lower limit value is used.

  During the second yaw moment reduction control, both the first and second rotating electric machines 11 and 12 perform regeneration, and the battery 23 is charged with the electric power regenerated by both the rotating electric machines 11 and 12. In this case, the electric power regenerated by the first and second rotating electrical machines 11 and 12 is controlled so that the first motor braking torque TG1 is larger than the second motor braking torque TG2.

  As a result, as is apparent from the torque balance relationship shown in FIG. 4 described above, the braking torque acting on the left output shaft SRL becomes larger than the braking torque acting on the right output shaft SRR. The moment is reduced. In this case, the electric power regenerated by the first and second rotating electrical machines 11 and 12 is controlled according to the steering angle θ and the vehicle speed VP. As an execution condition for executing the second yaw moment reduction control, for example, a condition that the vehicle is traveling at a reduced speed and the state of charge of the battery 23 is smaller than the upper limit value is used.

  During the third yaw moment reduction control, the first rotating electrical machine 11 performs regeneration and the second rotating electrical machine 12 performs power running. FIG. 6 shows the rotational speed relationship and the torque balance relationship between the various types of rotary elements in this case. As described above with reference to FIG. 4, TG1 in FIG. 6 is the first motor braking torque, and RLG1 and RRG1 are respectively the left output shaft SRL and the right output shaft SRR with regeneration in the first rotating electrical machine 11. It is the reaction force torque acting on. Further, as described above with reference to FIG. 3, TM2 in FIG. 6 is the second motor output torque, and RLM2 and RRM2 are the left output shaft SRL and the right output in accordance with the power running in the second rotating electrical machine 12, respectively. This is the reaction torque acting on the shaft SRR.

  In this case, the left output shaft transmission torque is represented by − (RLG1 + RLM2), and the right output shaft transmission torque is represented by RRG1 + RRM2. As described above, the braking torque acts on the left output shaft SRL and the right output shaft transmission torque increases. As a result, the clockwise yaw moment of the vehicle is reduced. Also in this case, the electric power regenerated by the first rotating electrical machine 11 and the electric power supplied to the second stator 12a are controlled according to the steering angle θ and the vehicle speed VP.

For example, the following first reduction condition or second reduction condition is used as an execution condition for executing the third yaw moment reduction control.
First reduction condition: The vehicle is traveling at a reduced speed and the state of charge of the battery 23 is equal to or greater than the upper limit value.
Second reduction condition: The vehicle is traveling at a reduced speed, the state of charge is smaller than the upper limit value, and the braking torque required for the first rotating electrical machine 11 is greater than or equal to a predetermined second upper limit torque.

  In this case, when the first reduction condition is satisfied and the state of charge of the battery 23 is equal to or higher than the upper limit value, the battery 23 cannot be charged, so that all the power regenerated by the first rotating electrical machine 11 is not charged to the battery 23. , And supplied to the second stator 12a. On the other hand, when the second reduction condition is satisfied, a part of the electric power regenerated by the first rotating electrical machine 11 is charged to the battery 23 and the rest is supplied to the second stator 12a. In this case, the second motor output torque TM2 is controlled so as to compensate for the shortage of the first motor braking torque TG1 with respect to the required braking torque.

  During the fourth yaw moment reduction control, regeneration is performed by the first rotating electrical machine 11 and zero torque control is performed on the second rotating electrical machine 12. In this case, since only the first motor braking torque TG1 is generated, as apparent from FIG. 6, the left output shaft transmission torque is represented by -RLG1, and the right output shaft transmission torque is represented by RRG1. As described above, the braking torque acts on the left output shaft SRL and the right output shaft transmission torque increases. As a result, the clockwise yaw moment of the vehicle is reduced. In other words, a part of the torque of the left output shaft SRL is transmitted to the right output shaft SRR using the first motor braking torque TG1 as a reaction force. Also in this case, the electric power regenerated by the first rotating electrical machine 11 is controlled according to the steering angle θ and the vehicle speed VP. As an execution condition for executing the fourth yaw moment reduction control, for example, the vehicle is running at a reduced speed, the state of charge of the battery 23 is smaller than the upper limit value, and braking required for the first rotating electrical machine 11 is required. The condition that the torque is smaller than the second upper limit torque is used.

  When the vehicle is turning counterclockwise, when the counterclockwise yaw moment that increases the counterclockwise rotation of the vehicle is increased, the counterclockwise yaw moment increase control is executed. When the counterclockwise yaw moment is decreased, the counterclockwise yaw moment is increased. Moment reduction control is executed. These left turn yaw moment increase control and yaw moment reduction control are executed in substantially the same manner as the right turn yaw moment increase control and yaw moment reduction control described above, respectively. Omitted.

  In addition, when the vehicle is traveling straight and turning left and right, the differential limiting mechanism 16 basically holds the third sun gear S3 and the carrier member 13 in a disconnected state. Thus, as is apparent from the collinear diagram shown in FIG. 3, the third sun gear S3 and the carrier member 13 are held so as to be differentially rotatable with respect to each other within a range satisfying the collinear relationship shown in FIG. The output shafts SRL and SRR are also held so as to be differentially rotatable.

  On the other hand, for example, when the vehicle is turning sharply or traveling straight at high speed, the third sun gear S3 and the carrier member are used to limit the differential rotation between the left and right output shafts SRL and SRR in order to increase the behavior stability of the vehicle. The differential limiting mechanism 16 is controlled so as to connect the terminals 13 and 13. As shown in FIG. 3 and the like, the rotation speeds of the third to first sun gears S3 to S1 and the carrier member 13 are in a collinear relationship. The reaction force torques acting on the three sun gear S3 and the carrier member 13 act so as to rotate the third to first sun gears S3 to S1 and the carrier member 13 together, and the left and right output shafts SRL and SRR are It acts to limit the differential rotation between the output shafts SRL and SRR. As a result, since the differential rotation between the left and right output shafts SRL and SRR is limited, oversteer is suppressed when the vehicle is turning sharply, and straightness is improved when the vehicle is traveling straight at high speed, thereby stabilizing the behavior of the vehicle. Sexuality is enhanced.

  In this case, as is clear from the description of the present invention using FIG. 15 described above, the left and right output shafts SRL, as the reaction torque acting on the third sun gear S3 and the carrier member 13 from the differential limiting mechanism 16 increases. The sum of differential limiting torques acting on both output shafts SRL and SRR so as to limit differential rotation between SRRs (hereinafter referred to as “total differential limiting torque”) becomes larger. Therefore, the total differential limiting torque can be controlled by adjusting the reaction force torque of the differential limiting mechanism 16 by controlling the degree of engagement of the differential limiting mechanism 16, and therefore the left and right output shafts SRL, SRR can be controlled. It is possible to control the degree of restriction of differential rotation between the two.

  Moreover, the correspondence between the various elements in the first embodiment and the various elements in the present invention is as follows. That is, the left and right output shafts SRL and SRR in the first embodiment correspond to one and the other of the two rotating shafts in the present invention, respectively, and the first and second rotating electrical machines 11 and 12 in the first embodiment are It corresponds to the first and second torque generators in the present invention, respectively. Further, the third to first sun gears S3 to S1 and the carrier member 13 in the first embodiment correspond to the first to fourth elements of the gear device according to the present invention. Furthermore, the first and second motor torques TM1 and TM2 in the first embodiment correspond to the positive torque in the present invention, and the first and second motor braking torques TG1 and TG2 in the first embodiment are in the present invention. Corresponds to negative torque.

  As described above, according to the first embodiment, the triple pinion gear 14 is rotatably supported by the rotatable carrier member 13, and the first to third pinion gears that are integral with each other and constitute the triple pinion gear 14. First to third rotatable sun gears S1 to S3 mesh with P1 to P3, respectively. Further, the third to first sun gears S3 to S1 and the carrier member 13 are in a collinear relationship with each other, and are arranged in this order in the collinear diagram (see FIG. 3 and the like).

  Further, the third sun gear S3 is coupled to the first rotating electrical machine 11, the second and first sun gears S2, S1 are coupled to the left and right output shafts SRL, SRR, respectively, and the carrier member 13 is coupled to the second rotation. It is connected to the electric machine 12. As described above, the first and second motor output torques TM1 and TM2 and the first and second motor braking torques TG1 and TG2 are transferred to the left and right output shafts SRL via the third to first sun gears S3 to S1 and the carrier member 13, respectively. It is transmitted to the SRR, and both the output shafts SRL and SRR can be appropriately driven. In this case, since the rotation speeds of the third to first sun gears S3 to S1 and the carrier member 13 are collinear with each other, as described with reference to FIGS. 3 to 6, the first and second motor output torque TM1. , TM2 and the first and second motor braking torques TG1 and TG2 can be controlled to appropriately control the torque distributed to the left and right output shafts SRL and SRR.

  Further, unlike the above-described conventional case, the first and first clutches are not the speed increasing and decelerating clutches configured by the wet friction clutches, in order to control the torque distributed to the left and right output shafts SRL and SRR. Since the two-rotating electrical machines 11 and 12 are used, a large drag loss is not generated by the above-described zero torque control, and therefore the loss can be suppressed. In addition, a hydraulic pump for supplying hydraulic pressure to the speed increasing and deceleration clutches is unnecessary. Further, a spool valve, a solenoid, a strainer and the like for driving both clutches are unnecessary, and accordingly, the power unit 1 can be reduced in size and improved in mountability.

  Further, among the third to first sun gears S3 to S1 and the carrier member 13 whose rotation speeds are collinear with each other, the third sun gear S3 and the carrier member 13 are connected and disconnected by the differential limiting mechanism 16. . As a result, the third to first sun gears S3 to S1 and the carrier member 13 rotate integrally, so the left output shaft SRL to which the second sun gear S2 is connected and the right output to which the first sun gear S1 is connected. The differential rotation with respect to the shaft SRR can be limited, and thereby the behavior stability of the vehicle can be enhanced. In this case, since only the differential limiting mechanism 16 needs to be connected, it is possible to easily limit the differential rotation between the left and right output shafts SRL and SRR and to obtain a high responsiveness thereof.

  Further, among the third to first sun gears S3 to S1 and the carrier member 13, the third sun gear S3 located on both outer sides in the collinear diagram and the carrier member 13 are connected, so that the largest total differential limiting torque is obtained. Can be obtained. As a result, the reaction torque required for the differential limiting mechanism 16 to limit the differential rotation between the left and right output shafts SRL and SRR can be reduced, so that the differential limiting mechanism 16 can be downsized. Accordingly, the power device 1 can be further reduced in size and mounted.

  Further, in order to constitute four rotating elements whose rotational speeds are collinear with each other, a gear device GS including the carrier member 13, the triple pinion gear 14, and the first to third sun gears S1 to S3 is used. For this reason, for example, in order to configure these four rotating elements, the number of parts can be reduced and the ring gear can be reduced compared to the case where a gear device is configured by combining two planetary gear devices of a single pinion type. The dimension in the radial direction of the gear device GS can be reduced by the amount not provided.

  Furthermore, since the first and second rotating electric machines 11 and 12 are used, the power unit 1 can be configured easily and at a lower cost without using a special device. Furthermore, when the torque distribution to the left and right output shafts SRL and SRR is controlled as described above, the first and second rotating electrical machines 11 and 12 are used to generate the first and second motor braking torques TG1 and TG2. Thus, power can be converted into electric power. For this reason, for example, by supplying the converted electric power to the vehicular auxiliary machine, the operating load and the operating frequency of the generator for charging the power supply of the auxiliary machine can be reduced.

  Next, a power plant 1A according to a second embodiment of the present invention will be described with reference to FIG. Compared with the first embodiment, the power plant 1A includes a power transmission path between the first rotor 11b and the differential limiting mechanism 41 and the third sun gear S3, and the second rotor 12b and the differential limiting mechanism 41. The only difference is that a speed reducer is provided in the power transmission path between the carrier member 13 and the carrier member 13. In FIG. 7, the same components as those in the first embodiment are denoted by the same reference numerals. Hereinafter, a description will be given focusing on differences from the first embodiment.

  The first rotor 11b is not attached to the rotary shaft 15 described above, and a gear 51 and a gear 52 are integrally attached to the first rotor 11b and the rotary shaft 15, respectively. Are engaged with each other. The number of teeth of the gear 51 is set to a value smaller than the number of teeth of the gear 52. The power of the first rotating electrical machine 11 is transmitted to the third sun gear S3 while being decelerated by the two gears 51 and 52. The second rotor 12b is not attached to the carrier member 13, and a gear 53 and a gear 54 are integrally attached to the second rotor 12b and the base portion 13a of the carrier member 13, respectively. 53 and 54 mesh with each other. The number of teeth of the gear 53 is set to a value smaller than the number of teeth of the gear 54. The power of the second rotating electrical machine 12 is transmitted to the carrier member 13 while being decelerated by both gears 53 and 54. The gear ratio of the gears 51 and 52 and the gear ratio of the gears 53 and 54 are set to the same value.

  Similarly to the first embodiment, the differential limiting mechanism 41 is constituted by a friction clutch, and has an inner 41a and an outer 41b. Unlike the first embodiment, the inner 41a is integrally attached to the first rotor 11b, not the rotating shaft 15, and the outer 41b is not the four support shafts 13b of the carrier member 13, but the second rotor 12b. It is attached to the unit.

  Further, the degree of fastening of the differential limiting mechanism 41 is controlled by the above-described ECU, whereby the first and second rotors 11b and 12b are connected and disconnected. In this case, the first rotor 11b is connected to the third sun gear S3 via the gear 51, the gear 52 and the rotating shaft 15, and the second rotor 12b is connected to the carrier member 13 via the gear 53 and the gear 54. As is apparent from the fact that the first and second rotors 11b and 12b are connected and disconnected by the differential limiting mechanism 41, the third sun gear S3 and the carrier member 13 are The connection is interrupted.

  Moreover, the correspondence between the various elements in the second embodiment and the various elements in the present invention is as follows. That is, the gears 51 and 52 in the second embodiment correspond to the first power transmission mechanism in the present invention, and the gears 53 and 54 in the second embodiment correspond to the second power transmission mechanism in the present invention. Other correspondences are the same as in the first embodiment.

  As described above, according to the second embodiment, the first rotating electrical machine 11 is connected to the third sun gear S3 via the reduction gear including the gear 51 and the gear 52, and the second rotating electrical machine 12 is connected to the gear. The carrier member 13 is connected to the carrier member 13 through a reduction gear including 53 and a gear 54. Accordingly, the first and second motor output torques TM1 and TM2 and the first and second motor braking torques TG1 and TG2 can be transmitted to the third sun gear S3 and the carrier member 13 in an increased state, respectively. The second rotating electrical machines 11 and 12 can be downsized.

  Further, as in the first embodiment, for example, when the vehicle is turning sharply or traveling straight at a high speed, the third sun gear S3 and the carrier member 13 are connected to limit the differential rotation between the left and right output shafts SRL and SRR. The differential limiting mechanism 41 is controlled so as to connect them. Accordingly, the reaction force torque from the differential limiting mechanism 41 acts to rotate the third to first sun gears S3 to S1 and the carrier member 13 together, and both the output shafts SRL and SRR on the left and right sides. This acts to limit the differential rotation between the output shafts SRL and SRR. Therefore, the differential rotation between the left and right output shafts SRL and SRR can be limited, and as a result, the behavior stability of the vehicle can be improved. Also in this case, as in the first embodiment, by controlling the degree of engagement of the differential limiting mechanism 41, the total differential limiting torque (acts so as to limit the differential rotation between the left and right output shafts SRL and SRR). Therefore, it is possible to control the degree of limitation of differential rotation between the output shafts SRL and SRR.

  Further, unlike the first embodiment, the differential limiting mechanism 41 is connected to the third sun gear S3 via gears 51 and 52 and to the carrier member 13 via gears 53 and 54. As described in the description of the first embodiment, the total differential limiting torque increases as the reaction force torque acting on the third sun gear S3 and the carrier member 13 from the differential limiting mechanism 41 increases. According to the second embodiment, these gears 51 to 54 can transmit the reaction force torque from the differential limiting mechanism 41 to the third sun gear S3 and the carrier member 13 in an increased state, so that the left and right output shafts SRL The reaction force torque required for the differential limiting mechanism 41 to limit the differential rotation between the SRRs can be reduced, whereby the differential limiting mechanism 41 can be further reduced in size. In this case, the space required for providing the gears 51 to 54 is smaller than the space reduced by downsizing the differential limiting mechanism 41 described above. Therefore, the miniaturization of the differential limiting mechanism 41 can further reduce the size and mountability of the power unit 1A. In addition, the effects according to the first embodiment, that is, the effects such as the suppression of loss can be obtained similarly.

  Next, a power plant 1B according to a third embodiment of the present invention will be described with reference to FIG. Compared with the first embodiment, the power plant 1B includes planetary power transmission paths between the first rotor 11b and the third sun gear S3 and a power transmission path between the second rotor 12b and the carrier member 13. The only difference is that gear-type first reduction gear RG1 and second reduction gear RG2 are provided. In FIG. 8, the same components as those in the first embodiment are denoted by the same reference numerals. Hereinafter, a description will be given focusing on differences from the first embodiment.

  The first reduction gear device RG1 is a single pinion type planetary gear device, and includes a first sun gear SR1, a first ring gear RR1 provided on the outer periphery of the first sun gear SR1, and a plurality of first gears meshed with both gears SR1, RR1. The first pinion gear PR1 and the first carrier CR1 that rotatably supports the first pinion gear PR1 are provided.

  The first sun gear SR1 is integrally attached to the hollow rotary shaft 17. The rotating shaft 17 is rotatably supported by a bearing (not shown), and a left output shaft SRL is relatively rotatably disposed inside the rotating shaft 17. The first rotor 11b is integrally attached to the rotary shaft 17 instead of the rotary shaft 15 described above, and is rotatable together with the rotary shaft 17 and the first sun gear SR1. Further, the first ring gear RR1 is fixed to the case CA. The first carrier CR1 is integrally attached to the rotary shaft 15 described above, and is rotatable together with the rotary shaft 15 and the third sun gear S3. By the first reduction gear RG1 having the above configuration, the power of the first rotating electrical machine 11 is transmitted to the third sun gear S3 in a decelerated state.

  Like the first reduction gear RG1, the second reduction gear RG2 is a single pinion type planetary gear device, and includes a second sun gear SR2, a second ring gear RR2 provided on the outer periphery of the second sun gear SR2, and both gears. A second pinion gear PR2 that meshes with SR2 and RR2 is provided.

  The second sun gear SR2 is integrally attached to the hollow rotary shaft 18. The rotating shaft 18 is rotatably supported by a bearing (not shown), and the right output shaft SRR is relatively rotatably disposed inside the rotating shaft 18. The second rotor 12b is integrally attached to the rotating shaft 18 instead of the carrier member 13, and is rotatable together with the rotating shaft 18 and the second sun gear SR2. Further, the second ring gear RR2 is fixed to the case CA. The second pinion gear PR2 is the same number (four, only two shown) as the triple pinion gear 14, and is rotatably supported on the support shaft 13b of the carrier member 13. By the second reduction gear RG2 configured as described above, the power of the second rotating electrical machine 12 is transmitted to the carrier member 13 while being decelerated.

  As described above, in the third embodiment, the first rotating electrical machine 11 is connected to the third sun gear S3 via the first reduction gear RG1, and the second rotating electrical machine 12 is connected via the second reduction gear RG2. Are connected to the carrier member 13. Thus, as in the second embodiment, the first and second motor output torques TM1 and TM2 and the first and second motor braking torques TG1 and TG2 are increased and applied to the third sun gear S3 and the carrier member 13, respectively. Since it can transmit, size reduction of the 1st and 2nd rotary electric machines 11 and 12 can be achieved. In addition, the effect by 1st Embodiment can be acquired similarly.

  Further, since the carrier member 13 that supports the triple pinion gear 14 and the second pinion gear PR2 is shared, it is possible to reduce the size of the power unit 1B and improve the mountability.

  In the first to third embodiments, the left and right front wheels are driven by the engine, and the left and right rear wheels WRL, WRR (left and right output shafts SRL, SRR) are driven by the power units 1, 1A, 1B. Contrary to this, the vehicle is configured such that the left and right output shafts connected to the left and right front wheels are driven by the power unit and the left and right rear wheels WRL and WRR are driven by the engine. May be configured. Moreover, although 1st-3rd embodiment is an example which applied the power unit 1, 1A, 1B by this invention to the vehicle by which the engine was mounted, this invention is not restricted to this but an engine is mounted. It is also applicable to vehicles that are not.

  Next, a power plant 1C according to a fourth embodiment of the present invention will be described with reference to FIG. Unlike the first embodiment, this power unit 1C is not the left and right output shafts SRL and SRR connected to the left and right rear wheels WRL and WRR, but the left and right output shafts connected to the left and right front wheels WFL and WFR, respectively. Compared with the first embodiment, in addition to the gear device GS described above, the engine 3 as a power source, the transmission 4 and the differential device D are further provided for driving the SFL and SFR. But it is mainly different. In FIG. 9, the same components as those in the first embodiment are denoted by the same reference numerals. Hereinafter, a description will be given focusing on differences from the first embodiment.

  The engine 3 is a gasoline engine and is mounted on the front of a four-wheel vehicle. A transmission 4 is connected to a crankshaft (not shown) of the engine 3. The transmission 4 is a stepped automatic transmission, and its operation is controlled by the ECU 2 described above, whereby the power of the engine 3 is output to the output shaft 4a while being shifted.

  The differential device D is a so-called double pinion type planetary gear device, and includes a sun gear SD, a ring gear RD provided on the outer periphery of the sun gear SD, a plurality of first pinion gears PD1 meshing with the sun gear SD, a first pinion gear PD1, and A plurality of second pinion gears PD2 meshing with the ring gear RD, and a carrier CD that rotatably supports the first and second pinion gears PD1 and PD2. The differential device D, the second rotating electrical machine 12, the gear device GS, and the first rotating electrical machine 11 are arranged coaxially with the left and right output shafts SFL, SFR, and this is viewed from the right between the left and right front wheels WFL, WFR. They are in order.

  Further, an external gear G is formed on the outer peripheral portion of the ring gear RD of the differential device D, and this external gear G meshes with a gear 4b attached integrally to the output shaft 4a of the transmission 4. Yes. Thus, the ring gear RD is connected to the engine 3 via the transmission 4. The sun gear SD of the differential device D is connected to the second sun gear S2 of the gear device GS via a rotating shaft 61 that is rotatably supported by a bearing (not shown). The second sun gear S2 is integrally attached to the left output shaft SFL.

  Further, the right end portion of the carrier CD of the differential device D is integrally attached to the right output shaft SFR, and the left end portion of the carrier CD is integrally attached to the right end portion of the hollow rotating shaft 62. A first sun gear S <b> 1 is integrally attached to the left end portion of the rotating shaft 62. The rotating shaft 62 is rotatably supported by a bearing (not shown), and the rotating shaft 61 is relatively rotatably disposed inside the rotating shaft 62. Thus, the carrier CD is provided on the power transmission path between the first sun gear S1 and the right output shaft SFR.

  In the differential device D having the above configuration, when the engine torque is transmitted to the ring gear RD via the transmission 4, the torque transmitted to the ring gear RD is transmitted via the second and first pinion gears PD2 and PD1. The sun gear SD and the carrier CD are distributed at a torque distribution ratio of 1: 1. The torque distributed to the sun gear SD is transmitted to the left front wheel WFL via the left output shaft SFL, and the torque distributed to the carrier CD is transmitted to the right front wheel WFR via the right output shaft SFR.

  As described above, in the power unit 1C, the second sun gear S2 and the sun gear SD are connected to each other via the rotating shaft 61, and the second sun gear S2 is directly connected to the left output shaft SFL. Therefore, the rotation speeds of second sun gear S2, sun gear SD, and left output shaft SFL are equal to each other. Further, the first sun gear S1 and the carrier CD are connected to each other via a rotating shaft 62, and the carrier CD is directly connected to the right output shaft SFR. Therefore, the rotation speeds of the first sun gear S1, the carrier CD, and the right output shaft SFR are equal to each other.

  Further, the rotational speed relationship among the third to first sun gears S3 to S1, the carrier member 13, the first and second rotors 11b and 12b of the gear device GS is the same as that of the first embodiment. Further, as apparent from the fact that the differential device D is a double pinion type planetary gear device, the sun gear SD, the ring gear RD, and the carrier CD are capable of differential rotation with respect to each other. Are in a collinear relationship and are arranged in this order.

  From the above, the relationship between the rotational speeds of the various rotary elements in the power unit 1C is expressed as in the alignment chart shown in FIG. 10, for example. As shown in the figure, the rotational speed is collinear with each other by the sun gear SD, the ring gear RD, the carrier CD, the third to first sun gears S3 to S1 of the gear device GS, and the carrier member 13. Five rotating elements are configured. Further, as is apparent from FIG. 10, the left and right output shafts SFL and SFR can be differentially rotated.

  Further, FIG. 10 shows the rotational speed relationship and the torque balance relationship between various types of rotary elements in the third yaw moment increase control for turning right. In the figure, TE is a torque transmitted from the engine 3 to the ring gear RD via the transmission 4, and RLE and RRE are the left output shaft SFL and the right as the torque is transmitted from the engine 3 to the ring gear RD. It is the reaction force torque which acts on each output shaft SFR. Other parameters (such as the first motor output torque TM1) are the same as in the first embodiment. As is apparent from the fact that the torque transmitted to the ring gear RD is distributed to the sun gear SD and the carrier CD at a torque distribution ratio of 1: 1 as described above, the reaction torques RLE and RRE are equal to each other.

  In this case, the torque transmitted to the left output shaft SFL is represented by RLE + RLM1 + RLG2, and the torque transmitted to the right output shaft SFR is represented by RRE− (RRM1 + RRG2). Thus, the torque transmitted to the left output shaft SFL (left front wheel WFL) is larger than the torque transmitted to the right output shaft SFR (right front wheel WFR), thereby increasing the clockwise yaw moment of the vehicle. To do.

  As is apparent from a comparison between this FIG. 10 and FIG. 5 showing the torque balance relationship and the like in the third yaw moment increasing control for right turn of the first embodiment described above, the operation in the third yaw moment increasing control. Is different from the first embodiment only in that the torque of the engine 3 shifted by the transmission 4 is distributed to the left and right output shafts SFL and SFR by the differential device D. This is the same for various operations during straight traveling, first yaw moment increase control, and the like, and a description of the operation of the power unit 1C is omitted.

  Moreover, the correspondence between the various elements in the fourth embodiment and the various elements in the present invention is as follows. That is, the left and right output shafts SFL and SFR in the fourth embodiment correspond to one and the other of the two rotation shafts in the present invention, respectively, and the sun gear SD, the carrier CD, and the ring gear RD in the fourth embodiment are in the present invention. While corresponding to the first to third rotating bodies or the fifth to seventh elements of the differential device, the engine 3 in the fourth embodiment corresponds to the torque generator in the present invention. Other correspondences are the same as in the first embodiment.

  As described above, according to the fourth embodiment, the sun gear SD of the differential device D is connected to the second sun gear S2, and the carrier CD is on the power transmission path between the first sun gear S1 and the right output shaft SFR. The ring gear RD is connected to the engine 3. As a result, the torque of the engine 3 is transmitted to the left and right output shafts SFL and SFR in addition to the first and second motor output torques TM1 and TM2, which is necessary for the first and second rotating electrical machines 11 and 12. Torque can be reduced, so that both 11 and 12 can be miniaturized. In addition, the effects of the first embodiment, that is, the effects of suppressing loss and improving the behavior stability of the vehicle can be obtained in the same manner.

  Next, a power plant 1D according to a fifth embodiment of the present invention will be described with reference to FIG. Compared with the fourth embodiment shown in FIG. 9, the power plant 1D includes a power transmission path between the first rotor 11b and the differential limiting mechanism 41 and the third sun gear S3, and the second rotor 12b and the difference. The only difference is that the speed reducer described in the second embodiment is provided in the power transmission path between the movement limiting mechanism 41 and the carrier member 13. In FIG. 11, the same components as those in the second and fourth embodiments are denoted by the same reference numerals.

  With the above configuration, according to the fifth embodiment, the reaction force torque from the differential limiting mechanism 41, the first and second motor output torques are reduced by the reduction gear, that is, the gears 51 to 54, as in the second embodiment. TM1, TM2, and the first and second motor braking torques TG1, TG2 can be transmitted to the third sun gear S3 and the carrier member 13 in an increased state. Therefore, it is possible to reduce the size of the differential limiting mechanism 41 and the first and second rotating electrical machines 11 and 12, and consequently, it is possible to reduce the size of the power unit 1D and improve the mountability. In addition, the effect by 4th Embodiment can be acquired similarly.

  Note that the correspondence between the various elements in the fifth embodiment and the various elements in the present invention is the same as in the second and fourth embodiments.

  Next, a power plant 1E according to a sixth embodiment of the present invention will be described with reference to FIG. Compared with the fourth embodiment shown in FIG. 9, the power unit 1 </ b> E has a power transmission path between the first rotor 11 b and the third sun gear S <b> 3 and a power transmission between the second rotor 12 b and the carrier member 13. The only difference is that the path is provided with the first reduction gear RG1 and the second reduction gear RG2 described in the third embodiment. In FIG. 12, the same components as those in the third and fourth embodiments are denoted by the same reference numerals.

  With the above configuration, according to the sixth embodiment, as in the third embodiment, the first and second motor output torques TM1 and TM2 and the first and second motor output torques TM1 and TM2 are performed by the first and second reduction gears RG1 and RG2. Since the motor braking torques TG1 and TG2 can be transmitted to the third sun gear S3 and the carrier member 13, respectively, the first and second rotating electrical machines 11 and 12 can be reduced in size. In addition, the effect by 4th Embodiment can be acquired similarly.

  FIG. 13 shows a first modification of the above-described fourth to sixth embodiments. In the first modification, the power unit is applied to an FR (front engine-rear drive) type vehicle VFR. It is an example. In this vehicle VFR, the differential device D, the gear device GS, the differential limiting mechanism, and the first and second rotating electric machines (none of which are shown) are disposed at the rear of the vehicle VFR. The ring gear (not shown) described above is connected to the transmission 4 via the propeller shaft PS. Further, the connection relationship between the left and right output shafts SRL, SRR, the differential device D, the gear device GS, the differential limiting mechanism, and the first and second rotating electrical machines is compared with the fourth to sixth embodiments, The only difference is that the left and right output shafts SFL and SFR on the front side are replaced with the left and right output shafts SRL and SRR on the rear side, and the others are the same.

  With the above configuration, the torque of the engine 3 is transmitted to the left and right output shafts SRL and SRR via the transmission 4, the propeller shaft PS, and the differential device D, and further transmitted to the left and right rear wheels WRL and WRR. . Further, the first and second motor output torques and the first and second motor braking torques are transmitted to the left and right output shafts SRL and SRR via the gear device GS and the differential device D, and the left and right rear wheels WRL, Is transmitted to the WRR. Further, the differential rotation between the left and right output shafts SRL and SRR is limited by the connection between the third sun gear and the carrier member (both not shown) by the differential limiting mechanism. Therefore, also in the first modification, the effects according to the fourth to sixth embodiments can be obtained similarly.

  Further, FIG. 14 shows a second modification of the fourth to sixth embodiments, and this second modification is an example in which the power plant is applied to an all-wheel drive vehicle VAW. In this vehicle VAW, the left and right output shafts SFL, SFR on the front side are connected to the engine 3 via a front differential DF, a center differential DC, and a transmission 4. Further, the differential device D, the gear device GS, the differential limiting mechanism, and the first and second rotating electric machines (both not shown) are arranged at the rear part of the vehicle VAW, and the ring gear (see FIG. (Not shown) is connected to the transmission 4 via a propeller shaft PS and a center differential DC. Furthermore, the connection relationship between the left and right output shafts SRL and SRR, the differential device D, the gear device GS, and the first and second rotating electric machines is the same as that in the first modification described above.

  With the above configuration, the torque of the engine 3 is transmitted to the center differential DC via the transmission 4 and distributed to the front differential DF and the propeller shaft PS. The torque distributed to the front differential DF is transmitted to the left and right output shafts SFL and SFR, and further transmitted to the left and right front wheels WFL and WFR. Torque distributed to the propeller shaft PS is transmitted to the left and right output shafts SRL and SRR via the differential device D, and is further transmitted to the left and right rear wheels WRL and WRR. Further, the first and second motor output torques and the first and second motor braking torques are transmitted to the left and right output shafts SRL and SRR via the gear device GS and the differential device D, and the left and right rear wheels WRL, Is transmitted to the WRR. Further, the differential rotation between the left and right output shafts SRL and SRR is limited by the connection between the third sun gear and the carrier member (both not shown) by the differential limiting mechanism. Therefore, also in this second modification, the effects of the fourth to sixth embodiments can be obtained similarly.

  The vehicles VFR and VAW of the first and second modifications of the fourth to sixth embodiments correspond to the moving device according to the present invention. In these first and second modifications, the engine 3 and the transmission 4 are arranged at the front part of the vehicles VFR and VAW, but may be arranged at the rear part of the vehicle.

  In addition, this invention can be implemented in various aspects, without being limited to the first to sixth embodiments described (including modifications, hereinafter collectively referred to as “embodiments”). For example, in the embodiment, the first sun gear S1 is connected to the right output shaft SRR (SFR) and the second sun gear S2 is connected to the left output shaft SRL (SFL), but conversely, the first sun gear is connected. S1 may be connected to the left output shaft SRL (SFL), and the second sun gear S2 may be connected to the right output shaft SRR (SFR). In this case, the carrier CD of the differential device D described in the fourth to sixth embodiments is provided on the power transmission path between the first sun gear S1 and the left output shaft SRL (SFL). In the embodiment, the first to third pinion gears P1 to P3 are integrally formed with each other, but may be integrally formed after being formed separately.

  Further, in the embodiment, as the first to fourth elements in the present invention, the third to first sun gears S3 to S1 and the carrier member 13 are used, but the other four rotations whose rotational speeds are collinear with each other. Elements may be used. For example, any two rotating elements of a sun gear, a carrier, and a ring gear of a planetary gear device and any two rotating elements of a sun gear, a carrier, and a ring gear of another planetary gear device are connected to each other. However, four rotating elements constituted thereby may be used. The planetary gear device in this case may be either a single pinion type or a double pinion type. Alternatively, four rotating elements of a so-called Ravigneaux type planetary gear device (single pinion type and double pinion type planetary gear devices in which a carrier and a ring gear are shared) may be used.

  Alternatively, four rotating elements configured as follows may be used. A rotatable first sun gear and a first ring gear that are rotatably supported by a rotatable carrier member and mesh with the first pinion gear; Four rotating elements in which three rotating elements are selected from four rotating elements consisting of a rotatable second sun gear and second ring gear meshing with the second pinion gear, and the carrier member is added to the three rotating elements. May be used. In this case, the remaining rotation elements not selected can be omitted. Further, the first sun gear or the first ring gear may be meshed via another pinion gear without directly meshing with the first pinion gear. The same applies to the second sun gear and the second ring gear.

  In the embodiment, the first and second torque generating devices in the present invention are the first and second rotating electric machines 11 and 12, but other devices capable of generating positive torque and negative torque, for example, hydraulic motors. Etc. Furthermore, in the embodiment, AC motors are used as the first and second rotating electrical machines 11 and 12, but other devices capable of converting energy between rotational energy and electrical energy, for example, DC motors are used. Also good. In the embodiment, the differential limiting mechanisms 16 and 41 are constituted by hydraulic clutches. However, the third sun gear S3 (first element) and the carrier member 13 (fourth element) are connected and disconnected. You may comprise with other mechanisms which have the function to perform, for example, an electromagnetic clutch.

  Furthermore, in the embodiment, the battery 23 is shared by the first and second rotating electrical machines 11 and 12, but the battery may be provided separately. In the embodiment, the electric power regenerated by the first and second rotating electrical machines 11 and 12 is charged in the battery 23, but the capacitor may be charged. Alternatively, electric power regenerated by the first and second rotating electrical machines 11 and 12 using another rotating electrical machine different from the first and second rotating electrical machines 11 and 12 and a flywheel connected to the other rotating electrical machines. May be converted into power by another rotating electrical machine, and the converted power may be stored in the flywheel as kinetic energy. Alternatively, the electric power regenerated by the first and second rotating electric machines 11 and 12 may be directly supplied to other rotating electric machines and actuators. Alternatively, instead of using the first and second rotating electric machines 11 and 12, as described above, a hydraulic motor capable of converting rotational energy into pressure energy is used, and the pressure energy converted by the hydraulic motor is accumulated in an accumulator. Also good.

  Further, in the embodiment, the gears 51 and 52 are used as the first power transmission mechanism and the gears 53 and 54 are used as the second power transmission mechanism in the present invention, respectively, but the reaction force from the differential limiting mechanism is increased. Other mechanisms that can be transmitted in a state, for example, a power transmission mechanism including a pair of pulleys and a belt wound around both of them, or a power transmission mechanism including a pair of sprockets and a chain wound around both may be used. . Moreover, in embodiment, although the differential gear D which is a double pinion type planetary gear apparatus is used, the other which has the 1st-3rd rotary body (5th-7th element) which can carry out differential rotation mutually. A device such as a single pinion type planetary gear device or a differential device of the following type may be used. That is, it has a pair of side gears, a plurality of pinion gears meshed with both side gears, and a carrier that rotatably supports these pinion gears, and the torque transmitted to the carriers is distributed to each of the pair of side gears at a distribution ratio of 1: 1. A distributing type differential may be used.

  Further, in the embodiment, the engine (3) which is a gasoline engine is used as the energy output device in the present invention, but other devices capable of generating a positive torque, for example, a diesel engine, an LPG engine, a CNG (Compressed) Natural Gas) engine, external combustion engine, rotating electric machine, hydraulic motor, etc. may be used. In the embodiment, the power units 1, 1A to 1E according to the present invention are configured to drive the left and right output shafts SRL, SRR (SFL, SFR), but are connected to the front and rear drive wheels of the vehicle. Alternatively, the front and rear output shafts may be driven. Furthermore, although embodiment is an example which applied this invention to the vehicle, this invention is not limited to this, For example, it is applicable also to a ship, an aircraft, etc. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

VFR vehicle (mobile device)
VAW vehicle (mobile device)
SRL Left output shaft (one of two rotating shafts)
SRR Right output shaft (the other of the two rotating shafts)
SFL Left output shaft (one of the two rotating shafts)
SFR Right output shaft (the other of the two rotating shafts)
DESCRIPTION OF SYMBOLS 1 Power device 1A Power device 1B Power device 1C Power device 1D Power device 1E Power device 3 Engine (torque generator)
11 First rotating electrical machine (first torque generator)
12 Second rotating electrical machine (second torque generator)
GS gear unit 13 Carrier member (fourth element)
14 Triple Pinion Gear P1 First Pinion Gear P2 Second Pinion Gear P3 Third Pinion Gear S1 First Sun Gear (Third Element)
S2 Second sun gear (second element)
S3 Third sun gear (first element)
16 differential limiting mechanism 41 differential limiting mechanism 51 gear (first power transmission mechanism)
52 Gear (first power transmission mechanism)
53 Gear (second power transmission mechanism)
54 Gear (second power transmission mechanism)
D Differential device SD Sun gear (first rotating body, fifth element)
CD carrier (second rotating body, sixth element)
RD ring gear (3rd rotating body, 7th element)
TM1 1st motor torque (positive torque)
TG1 First motor braking torque (negative torque)
TM2 Second motor torque (positive torque)
TG2 Second motor braking torque (negative torque)

Claims (8)

A power device for driving two rotating shafts configured to be capable of differential rotation with each other in order to move the moving device,
A rotatable carrier member;
A triple pinion gear which is constituted by a first pinion gear, a second pinion gear and a third pinion gear which are provided integrally with each other, and is rotatably supported by the carrier member;
A rotatable first sun gear meshing with the first pinion gear;
A rotatable second sun gear meshing with the second pinion gear;
A rotatable third sun gear meshing with the third pinion gear,
In the triple pinion gear and the first to third sun gears, when the triple pinion gear rotates with the carrier member fixed, the rotation speed of the second sun gear is the rotation speed of the first sun gear. And the rotational speed of the third sun gear is configured to be higher than the rotational speed of the second sun gear,
A first torque generator capable of generating a positive torque and a negative torque;
A second torque generator capable of generating a positive torque and a negative torque, and
The third sun gear is connected to the first torque generator, the second sun gear is connected to one of the two rotating shafts, and the first sun gear is connected to the other of the two rotating shafts. And the carrier member is connected to the second torque generator,
A differential limiting mechanism coupled to the third sun gear and the carrier member, for limiting a differential rotation between the two rotating shafts by connecting and blocking between the third sun gear and the carrier member; A power device characterized by comprising. The differential limiting mechanism is provided on a power transmission path between the third sun gear and the differential limiting mechanism, and is generated by the connection between the third sun gear and the carrier member by the differential limiting mechanism. A first power transmission mechanism for transmitting reaction force torque to the third sun gear in an increased state;
Provided on a power transmission path between the carrier member and the differential limiting mechanism, and the reaction of the differential limiting mechanism generated by the connection between the third sun gear and the carrier member by the differential limiting mechanism. The power plant according to claim 1, further comprising a second power transmission mechanism that transmits force torque to the carrier member in an increased state. A differential having a first rotating body, a second rotating body and a third rotating body capable of differential rotation with each other;
A torque generating device capable of generating a positive torque and provided separately from the first and second torque generating devices,
The first rotating body is coupled to the second sun gear, and the second rotating body is provided on a power transmission path between the first sun gear and the other of the two rotating shafts, and the third rotating gear. The power unit according to claim 1, wherein the rotating body is connected to the torque generator.   4. The power plant according to claim 1, wherein the first and second torque generators are rotating electric machines. 5. A power device for driving two rotating shafts configured to be capable of differential rotation with each other in order to move the moving device,
1st element, 2nd element, 3rd element, and 4th element which can transmit motive power between each other, The rotation speed of the said 1st-4th element is on the same straight line mutually in a nomograph When the second to fourth elements are rotated in the predetermined collinear relationship and the first element is fixed, the second to fourth elements rotate in the same direction, and the first element A gear device configured such that the rotational speed of the four elements is higher than the rotational speed of the second and third elements;
A first torque generator capable of generating a positive torque and a negative torque;
A second torque generator capable of generating a positive torque and a negative torque,
The first element is connected to the first torque generator, the second element is connected to one of the two rotating shafts, and the third element is connected to the other of the two rotating shafts. And the fourth element is connected to the second torque generator,
A differential limiting mechanism coupled to the first and fourth elements and configured to limit differential rotation between the two rotating shafts by connecting and blocking between the first element and the fourth element; A power device characterized by comprising. The differential limiting mechanism that is provided on the power transmission path between the first element and the differential limiting mechanism and that is generated when the first limiting element is connected to the fourth element by the differential limiting mechanism. A first power transmission mechanism for transmitting the reaction torque of the first torque to the first element in an increased state;
The differential limiting mechanism that is provided on the power transmission path between the fourth element and the differential limiting mechanism, and is generated when the differential limiting mechanism is connected between the first element and the fourth element. The power unit according to claim 5, further comprising a second power transmission mechanism that transmits the reaction torque of the second torque to the fourth element in an increased state. A differential having a fifth element, a sixth element and a seventh element capable of differential rotation with respect to each other;
A torque generating device capable of generating a positive torque and provided separately from the first and second torque generating devices,
The fifth element is coupled to the second element, and the sixth element is provided on a power transmission path between the third element and the other of the two rotating shafts, and the seventh element The power unit according to claim 5, wherein the power unit is connected to the torque generator.   The power plant according to any one of claims 5 to 7, wherein the first and second torque generators are rotating electrical machines.

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