JP5153587B2 - Power equipment - Google Patents

Description

  The present invention relates to a power unit that drives left and right driven parts for propelling a straight and turnable transportation system.

  Conventionally, what was disclosed by patent document 1, for example as this kind of power unit is known. This power unit is for driving left and right drive wheels of a vehicle, both of which are general one-rotor type first and second rotating machines, and each of which is a general single-pinion type first. And a second planetary gear device and a generator. The first sun gear of the first planetary gear device and the second sun gear of the second planetary gear device are connected to the output shaft of the first rotating machine and the output shaft of the second rotating machine, respectively. The first carrier and the second carrier of the second planetary gear device are connected to the left driving wheel and the right driving wheel, respectively. The first ring gear of the first planetary gear device and the second ring gear of the second planetary gear device are directly connected to each other and connected to the generator.

  In the conventional power unit configured as described above, the left and right drive wheels are driven as follows. That is, by supplying electric power to the first and second rotating machines, the output shafts of the first and second rotating machines are rotated in the forward direction and power is generated in the third rotating machine. As a result, the torques of the first and second rotating machines are transmitted to the first and second sun gears, respectively, and braking is applied to the first and second ring gears along with power generation in the third rotating machine. Torque is transmitted as reaction force to the first and second carriers, and further to the left and right drive wheels. As a result, the left and right drive wheels rotate forward and the vehicle travels.

  In addition, when the vehicle turns right, by rotating the first rotating machine in the forward direction, the forward rotating torque is transmitted to the first sun gear and the first carrier, and the reverse rotating torque is transmitted to the first ring gear. The Further, by rotating the second rotating machine in the reverse direction, the reverse rotation torque is transmitted to the second sun gear and the second carrier, and the forward rotation torque is transmitted to the second ring gear. In this case, since the first and second ring gears are connected to each other, the torque that reversely rotates the first ring gear and the torque that normally rotates the second ring gear cancel each other. In addition, the forward rotation torque is transmitted to the left driving wheel via the first carrier, and the reverse rotation torque is transmitted to the right driving wheel via the second carrier. As a result, when the vehicle turns right, the left drive wheel is accelerated and the right drive wheel is decelerated, thereby assisting the vehicle to turn right. Even when the vehicle is turning left, the vehicle is assisted to turn left by the reverse operation.

  However, since the conventional power unit described above is configured such that the first and second carriers rotate independently of each other, the rotation (torque / rotation speed) of the left and right drive wheels can be accurately controlled. This is very difficult, and it may not be possible to ensure good drivability.

  The present invention has been made to solve the above-described problems, and provides a power device that can easily and accurately control the rotation of left and right driven parts, thereby improving drivability. The purpose is to do.

JP-A-11-240348

  In order to achieve the above object, the invention according to claim 1 is directed to a left and right driven part (left and right) for propelling a straight forward / turnable transport (vehicle V in the embodiment (hereinafter the same in this section)). Power unit 1 and 1A for driving the front wheels WFL, WFR), a motor (engine 3) having an output part (crankshaft 3a) and outputting power from the output part, and a first rotor (rotor 13) A first rotating machine 11 capable of converting the supplied electric power into power and outputting from the first rotor, and a second rotor (rotor 23), converting the supplied electric power into power, A second rotating machine 21 that can output from two rotors, a third rotor (rotor 33), a third rotating machine 31 that can convert power input to the third rotor into electric power, and power between each other Can be transmitted. A first element (first sun gear S1) and a second element (first carrier C1, third ring gear R3) configured to rotate while maintaining a linear relationship and to be arranged in order in a collinear diagram showing the relationship of the rotational speed. , A third gear (first ring gear R1, second ring gear R2, third carrier C3), a fourth element (second carrier C2, third sun gear S3) and a fifth element (second sun gear S2). (First planetary gear unit PS1, second planetary gear unit PS2, third planetary gear unit PS3), and the first element is mechanically coupled to the first rotor of the first rotating machine 11, and the second The element is mechanically connected to one of the left and right driven parts, the third element is mechanically connected to the output part of the prime mover, and the fourth element is mechanically connected to the other of the left and right driven parts. The fifth element is the second of the second rotating machine 21. The third rotor of the third rotating machine 31 is mechanically connected to the output unit of the prime mover, and the first rotating machine 11, the third rotating machine 31, and the second rotating machine 21 are mechanically connected to the motor. The third rotating machine 31 is electrically connected to each other.

  According to this power device, the first to fifth elements of the differential gear can transmit power between each other, and rotate while maintaining a collinear relationship with respect to the number of rotations between each other during power transmission. At the same time, they are arranged in order in a collinear diagram showing the relationship between their rotational speeds. The first to fifth elements are respectively the first rotor of the first rotating machine, one of the left and right driven parts, the output part of the prime mover, the other of the left and right driven parts, and the second rotating machine. It is mechanically connected to the second rotor. Further, the first rotating machine and the third rotating machine, and the second rotating machine and the third rotating machine are electrically connected to each other.

  With the power unit configured as described above, the left and right driven parts are driven, for example, as follows. That is, a part of the power of the prime mover is converted into electric power in the third rotating machine, and this electric power is supplied to the first and second rotating machines. As a result, the remaining power of the prime mover and the power of the first and second rotating machines generated as a result of the supply of power are transmitted to the left and right driven parts via the differential, and as a result The drive unit is driven. In this case, when the second and fourth elements are respectively connected to the left and right driven parts, the rotational speed relationship and the torque relationship between the various rotating elements are expressed as shown in FIG. The

  As shown in FIG. 102, the rotational speeds of the second and fourth elements are correlated with the rotational speeds of the left and right driven parts, respectively, based on the connection relationship between the various rotary elements described above. The number of revolutions of the fifth element is correlated with the number of revolutions of the first and second rotors (hereinafter referred to as “the number of revolutions of the first rotating machine” and “the number of revolutions of the second rotating machine”, respectively). In FIG. 102, TM1 and TM2 are output torques of the first and second rotating machines (hereinafter referred to as “first rotating machine torque” and “second rotating machine torque”, respectively), and T3T is This is the torque transmitted to the three elements. Further, TLT and TRT are torques transmitted to the left and right driven parts (hereinafter referred to as “left driven part transmission torque” and “right driven part transmission torque”, respectively). In this figure and other velocity collinear charts to be described later, as is well known, the vertical line intersecting the horizontal line indicating the value 0 is for indicating the number of rotations of each parameter. The distance to the white circle corresponds to the rotation speed of each parameter.

In FIG. 102, the distance between the vertical lines for indicating the rotational speeds of the first and second elements is A, and the distance between the vertical lines for indicating the rotational speeds of the second and third elements, respectively. B is the distance, C is the distance between the vertical lines for indicating the rotational speeds of the third and fourth elements, and C is the distance between the vertical lines for indicating the rotational speeds of the fourth and fifth elements. Assuming D, left and right driven portion transmission torques TLT and TRT are expressed by the following equations (1) and (2), respectively.
TLT =-{(C + B + A) TM1 + C.T3T-D.TM2} / (C + B)
...... (1)
TRT =-{(B + C + D) TM2 + B.T3T-A.TM1} / (B + C)
(2)

  As is clear from these equations (1) and (2), the collinear relationship regarding the rotation speeds of the first to fifth elements is satisfied by controlling the first and second rotating machine torques TM1 and TM2. As long as it is possible, the magnitude relationship between the left and right driven portion transmission torques TLT and TRT can be arbitrarily controlled. Further, as is apparent from FIG. 102, the left and right driven parts are controlled as long as the collinear relationship regarding the rotational speeds of the first to fifth elements is satisfied by controlling the rotational speeds of the first and second rotating machines. It is possible to arbitrarily control the magnitude relationship between the rotational speeds of the parts.

  In this case, as described above, the first and second rotating machines are supplied with the electric power generated by the third rotating machine using a part of the power of the prime mover. The ability to arbitrarily control the magnitude relationship between the part transmission torques TLT, TRT and the rotation speed of the left and right driven parts means that the power of the prime mover can be arbitrarily distributed to the left and right driven parts. Therefore, according to the power plant according to the present invention, it is possible to assist the left and right turning of the transportation system. Also, during the distribution of the power of the prime mover to the left and right driven parts as described above, the second and fourth elements respectively connected to the left and right driven parts are different from each other unlike the conventional case described above. Since the rotation is performed while maintaining the collinear relationship with respect to the number of rotations, the rotation of the left and right driven parts can be easily and accurately controlled, thereby improving the drivability.

  The operation examples described so far are examples in which the second and fourth elements are connected to the left and right driven parts, respectively, but on the contrary, the fourth and second elements Of course, the same operation is also performed when each is connected to the left and right driven parts. Moreover, the power plant according to the present invention can drive the left and right driven parts not only with the operations described so far but also with various other operations.

  According to a second aspect of the present invention, in the power unit 1, 1A according to the first aspect, the differential units can transmit power between each other, and the collinearity with respect to the number of rotations between each other during power transmission. The first member (first sun gear S1), the second member (first carrier C1), and the third member (first member) are configured to rotate while maintaining the relationship and to be arranged in order in the collinear diagram showing the relationship of the rotational speed. It is possible to transmit power between the first differential device (first planetary gear device PS1) having one ring gear R1) and to rotate while maintaining a collinear relationship with respect to the number of rotations during transmission of power. In addition, a fourth member (third ring gear R3), a fifth member (third carrier C3), and a sixth member (third sun gear S3) that are arranged in order in a nomographic chart showing the relationship between the rotational speeds. Second differential device having The third planetary gear unit PS3) can transmit power between each other and rotates while maintaining a collinear relationship with respect to the number of rotations during transmission of the power, and also shows a relationship between the number of rotations. , A third differential device (second planetary gear device) having a seventh member (second ring gear R2), an eighth member (second carrier C2), and a ninth member (second sun gear S2) arranged in order. PS2), the first element is composed of the first member, the second element is composed of the second and fourth members, and the third element is the third, fifth and seventh members It is composed of members, the fourth element is composed of sixth and eighth members, and the fifth element is composed of a ninth member.

  According to this configuration, the first to third members of the first differential device, the fourth to sixth members of the second differential device, and the seventh to ninth members of the third differential device are respectively It is possible to transmit power between each other, and while transmitting power, rotate while maintaining a collinear relationship with respect to the rotational speed between each other, and are arranged in order in a collinear diagram showing the relationship between these rotational speeds Has been. FIG. 103 (a) shows the rotational speed relationship between the first to third members, the rotational speed relationship between the fourth to sixth members, and the rotational speed between the seventh to ninth members. One example of the relationship is shown.

  In the present invention, the first element of the differential device is the first member, the second element is the second and fourth members, and the third element is the third, fifth and seventh members, respectively. The fourth element is the sixth and eighth members, and the fifth element is the ninth member. Therefore, as is apparent from the velocity alignment chart of FIG. 103 (b), the first to fifth members can be appropriately configured by the first to ninth members.

  The invention according to claim 3 is the power plant 1 according to claim 1 or 2, wherein power can be transmitted between each other, and the power rotates while maintaining a collinear relationship with respect to the number of rotations during transmission of the power. In addition, the tenth member (fourth ring gear R4), the eleventh member (fourth carrier C4), and the twelfth member (fourth sun gear S4), which are arranged in order in the nomographic chart showing the relationship between the rotational speeds, are arranged. And a third differential device (fourth planetary gear device PS4), the third element being mechanically coupled to the output of the prime mover via the tenth and eleventh members, and the third rotation. The third rotor of the machine is mechanically connected to the output part of the prime mover via the twelfth and eleventh members.

  According to this configuration, the tenth to twelfth members of the fourth differential gear can transmit power between each other and rotate while maintaining a collinear relationship with respect to the rotational speed between the power transmissions. At the same time, they are arranged in order in a nomographic chart showing the relationship between the rotational speeds. The third element of the differential device is connected to the output unit of the prime mover via the tenth and eleventh members, and the third rotor of the third rotating machine is connected to the output unit of the prime mover via the twelfth and eleventh members. Connected.

  With the power unit configured as described above, the left and right driven parts are driven, for example, as follows. That is, a part of the power of the prime mover is converted into electric power in the third rotating machine, and this electric power is supplied to the first and second rotating machines. In this case, when the second and fourth elements are respectively connected to the left and right driven parts, the rotational speed relationship and torque relationship between the various rotating elements are expressed as shown in FIG. 104, for example. The

  As shown in FIG. 104, the rotational speed of the third element is correlated with the rotational speed of the tenth member, and the rotational speed of the eleventh member is The rotational speed of the output section (hereinafter referred to as “the rotational speed of the prime mover”) and the rotational speed of the twelfth member are the rotational speed of the third rotor of the third rotating machine (hereinafter referred to as “the rotational speed of the third rotating machine”). Are correlated. In FIG. 104, TPM is the output torque of the prime mover (hereinafter referred to as “prime motor torque”), and TG3 is the braking that acts on the twelfth member from the third rotary machine in accordance with the power generation by the third rotary machine. Torque (hereinafter referred to as “third rotating machine power generation torque”), and T10T is torque transmitted to the tenth member. Other parameters are the same as in FIG.

  As is apparent from FIG. 104, a part of the prime mover torque TPM is transmitted to the third rotating machine, and the rest is transmitted to the tenth member using the third rotating machine power generation torque TG3 as a reaction force. To the third element of the device. As described above, a part of the power of the prime mover is transmitted to the third rotating machine, and the rest is transmitted to the differential device. Further, the power of the first and second rotating machines generated with the supply of electric power from the third rotating machine is transmitted to the differential device. Further, the power transmitted from the prime mover and the first and second rotating machines to the differential device is transmitted to the left and right driven parts, and the left and right driven parts are driven. As is clear from the comparison of the rotational speed relationship and the torque relationship between the various rotary elements shown in FIG. 104 and FIG. 102 described above, the power plant according to the present invention is the same as in the case of claim 1. Further, drivability can be improved by assisting the left and right turning of the transportation facility and in addition to easily and accurately controlling the rotation of the left and right driven parts.

  Further, when the left and right driven parts are driven as described above, the rotational speed of the third rotating machine is reduced with respect to the rotational speed of the prime mover, as is apparent from the speed alignment chart shown by the one-dot chain line in FIG. And increasing the rotational speeds of the first and second rotating machines and decreasing the first and second rotating machine torques TM1 and TM2 to increase the power of the prime mover steplessly. It can be transmitted to the driven part. Conversely, as is apparent from the speed alignment chart shown by the broken line in FIG. 104, the rotational speed of the third rotating machine is increased relative to the rotational speed of the prime mover, and the rotational speeds of the first and second rotating machines are increased. The power of the prime mover can be decelerated steplessly and transmitted to the left and right driven parts by decreasing and increasing the first and second rotating machine torques TM1 and TM2. For this reason, for example, when the prime mover is a heat engine, the number of revolutions of the prime mover can be controlled so that better fuel consumption can be obtained, so that the efficiency of the power plant can be increased. The operation examples described so far are examples in which the second and fourth elements are connected to the left and right driven parts, respectively, but on the contrary, the fourth and second elements Of course, the same operation is also performed when each is connected to the left and right driven parts.

  According to a fourth aspect of the present invention, in the power unit 1A according to the first or second aspect of the present invention, the power unit 1A further includes a transmission 71 for shifting the power from the prime mover and transmitting it to the third element.

  According to this configuration, the power from the prime mover is transmitted to the third element while being shifted by the transmission, and is transmitted to the left and right driven parts. For this reason, for example, when the prime mover is a heat engine, it is possible to control the rotational speed of the prime mover so as to obtain better fuel efficiency by controlling the transmission gear ratio of the transmission device, thereby increasing the efficiency of the power plant. be able to.

  According to a fifth aspect of the present invention, in the power plant 1, 1A according to any one of the first to fourth aspects, the power unit 1, 1A is configured to be able to be charged and discharged, and is electrically connected to the first to third rotating machines 11, 21, 31. It further has a power storage device (battery 44) connected to.

  According to this configuration, the chargeable and dischargeable power storage device is electrically connected to the first to third rotating machines. For this reason, for example, when the prime mover is a heat engine, the power required to drive the left and right driven parts is smaller than the power that provides the best fuel efficiency (hereinafter referred to as “best fuel efficiency”) of the prime mover. Sometimes, it is possible to control the power of the prime mover so as to obtain the best fuel consumption, and to charge the power storage device with the surplus power of the prime mover as electric power. Conversely, when the power required to drive the left and right driven parts is large relative to the power that provides the best fuel efficiency of the prime mover, the power of the prime mover is controlled so that the best fuel consumption is obtained, and the lack of power is reduced. It becomes possible to compensate by supplying the electric power charged in the power storage device to the first and second rotating machines. As described above, the best fuel efficiency of the prime mover can be obtained, and therefore the efficiency of the power plant can be increased.

  In order to achieve the above object, the invention according to claim 6 is directed to a left and right driven part (right and left) for propelling a straight forward / turnable transportation system (vehicle V in the embodiment (hereinafter, the same applies in this section)). Power wheels 1B and 1C for driving the front wheels WFL, WFR), a motor (engine 3) having an output part (crankshaft 3a) and outputting power from the output part, and a first rotor (rotor 13) A first rotating machine 11 capable of converting the supplied electric power into power and outputting from the first rotor, and a second rotor (rotor 23), converting the supplied electric power into power, It is composed of a second rotating machine 21 capable of outputting from two rotors, stationary stators 82 and 93 for generating a rotating magnetic field, and magnets (permanent magnet 81a and permanent magnet 94a) so as to face the stators 82 and 93. 3rd rotor provided in A first rotor 81, a first rotor 94) and a soft magnetic material (first core 83a, second core 83b, core 95a), and a fourth rotor provided between the stators 82, 93 and the third rotor. (Second rotor 83, second rotor 95). Energy is input / output between the stators 82, 93, the third rotor, and the fourth rotor as the rotating magnetic field is generated, and energy is input / output. Accordingly, the rotating magnetic field, the fourth and third rotors rotate while maintaining a collinear relationship with respect to the rotational speed between them, and are arranged in order in a collinear diagram showing the rotational speed relationship. In the collinear diagram showing the relationship between the rotational speeds of the three-rotary machines 80 and 91, while being able to transmit power between each other and rotating while maintaining a collinear relationship with respect to the rotational speed between each other during transmission of the power. It is configured to line up in order First element (first sun gear S1), second element (first carrier C1, third ring gear R3), third element (first ring gear R1, second ring gear R2, third carrier C3), fourth element (first A differential device (first planetary gear unit PS1, second planetary gear unit PS2, third planetary gear unit PS3) having two carriers C2, third sun gear S3) and a fifth element (second sun gear S2). The first element is mechanically connected to the first rotor of the first rotating machine 11, the second element is mechanically connected to one of the left and right driven parts, and the third element is the third rotating machine. 80, 91 is mechanically connected to the third rotor, the fourth element is mechanically connected to the other of the left and right driven parts, and the fifth element is mechanically connected to the second rotor of the second rotating machine 21. The fourth rotor of the third rotating machines 80 and 91 is connected to the output unit of the prime mover The first rotating machine 11 and the third rotating machines 80 and 91, and the second rotating machine 21 and the third rotating machines 80 and 91 are electrically connected to each other, respectively. And

  According to this power device, the first to fifth elements of the differential gear can transmit power between each other, and rotate while maintaining a collinear relationship with respect to the number of rotations between each other during power transmission. At the same time, they are arranged in order in a collinear diagram showing the relationship between their rotational speeds. In addition, the stator, the third rotor, and the fourth rotor of the third rotating machine input and output energy between the three along with the generation of the rotating magnetic field in the stator. The third rotor is configured to rotate while maintaining a collinear relationship with respect to the rotational speed between them, and to be arranged in order in a collinear diagram showing the relationship between the rotational speeds. Such a rotational magnetic field and the relationship between the rotational speeds of the third and fourth rotors are such that one of the sun gear and the ring gear of the planetary gear device, the other, and the carrier (hereinafter referred to as “three elements”). Corresponds to the rotational speed relationship. Therefore, the energy input / output relationship between the stator and the third and fourth rotors is the same as the energy input / output relationship between the three elements of the planetary gear device.

  Furthermore, these first to fifth elements are respectively the first rotor of the first rotating machine, one of the left and right driven parts, the third rotor of the third rotating machine, the other of the left and right driven parts, and the first It is mechanically connected to the second rotor of the two-rotor machine. The fourth rotor of the third rotating machine is mechanically connected to the output unit of the prime mover, and the first rotating machine and the third rotating machine, and the second rotating machine and the third rotating machine are respectively Electrically connected.

  With the power unit configured as described above, the left and right driven parts are driven, for example, as follows. That is, a part of the power transmitted from the prime mover to the fourth rotor is used to generate power in the stator and supply the generated power to the first and second rotating machines. In this case, when the second and fourth elements are respectively connected to the left and right driven parts, the rotational speed relationship and torque relationship between the various rotary elements are expressed as shown in FIG. 105, for example. The

  As shown in FIG. 105, the rotational speed of the third element is the rotational speed of the third rotor of the third rotating machine and the rotation of the fourth rotor of the third rotating machine from the connection relationship between the various rotating elements described above. The number correlates with the rotational speed of the prime mover. In FIG. 105, TG is a torque equivalent to the electric power generated by the stator and the rotational speed of the rotating magnetic field (hereinafter referred to as “equivalent torque for power generation”), and TR3 is a torque transmitted to the third rotor. . Other parameters are the same as in FIG.

  As is apparent from FIG. 105, a part of the prime mover torque TPM is transmitted as electric energy to the stator, and the rest is transmitted to the third rotor by using the power generation equivalent torque TG as a reaction force. Is transmitted to the third element. As described above, a part of the power of the prime mover is transmitted as electric power to the stator, and the rest is transmitted to the differential device. Further, the power of the first and second rotating machines generated with the supply of electric power from the stator is transmitted to the differential device. Further, the power transmitted from the prime mover and the first and second rotating machines to the differential device is transmitted to the left and right driven parts, and the left and right driven parts are driven.

  As is apparent from a comparison between the rotational speed relationship and the torque relationship between the various rotary elements shown in FIG. 105 and FIG. 102 described above, the power plant according to the present invention is the same as in the case of claim 1. As long as the collinear relationship regarding the rotation speeds of the first to fifth elements is satisfied, the power of the prime mover can be arbitrarily distributed to the left and right driven parts, thereby assisting the left and right turning of the transportation system. . Also, during the distribution of the power of the prime mover to the left and right driven parts as described above, the second and fourth elements respectively connected to the left and right driven parts are different from each other unlike the conventional case described above. Since the rotation is performed while maintaining the collinear relationship with respect to the number of rotations, the rotation of the left and right driven parts can be easily and accurately controlled, thereby improving the drivability.

  Further, when driving the left and right driven parts as described above, as is apparent from the speed alignment chart shown by the one-dot chain line in FIG. 105, the rotational speed of the rotating magnetic field is reduced with respect to the rotational speed of the prime mover, By increasing the rotation speed of the first and second rotating machines and decreasing the first and second rotating machine torques TM1 and TM2, the power of the prime mover is increased steplessly to drive the left and right driven Can be transmitted to the part. Conversely, as is apparent from the speed collinear diagram shown by the broken line in FIG. 105, the rotational speed of the rotating magnetic field is increased with respect to the rotational speed of the prime mover, and the rotational speeds of the first and second rotating machines are decreased. At the same time, by increasing the first and second rotating machine torques TM1 and TM2, the power of the prime mover can be decelerated steplessly and transmitted to the left and right driven parts. For this reason, for example, when the prime mover is a heat engine, the number of revolutions of the prime mover can be controlled so that better fuel consumption can be obtained, so that the efficiency of the power plant can be increased.

  The operation examples described so far are examples in which the second and fourth elements are connected to the left and right driven parts, respectively, but on the contrary, the fourth and second elements Of course, the same operation is also performed when each is connected to the left and right driven parts. Moreover, the power plant according to the present invention can drive the left and right driven parts not only with the operations described so far but also with various other operations.

  According to a seventh aspect of the present invention, in the power plant 1B, 1C according to the sixth aspect, the differential gears can transmit power between each other, and the collinearity with respect to the rotational speed between each other during power transmission. The first member (first sun gear S1), the second member (first carrier C1), and the third member (first member) are configured to rotate while maintaining the relationship and to be arranged in order in the collinear diagram showing the relationship of the rotational speed. It is possible to transmit power between the first differential device (first planetary gear device PS1) having one ring gear R1) and to rotate while maintaining a collinear relationship with respect to the number of rotations during transmission of power. In addition, a fourth member (third ring gear R3), a fifth member (third carrier C3), and a sixth member (third sun gear S3) that are arranged in order in a nomographic chart showing the relationship between the rotational speeds. Second differential device having (Third planetary gear unit PS3) can transmit power between each other and rotate while maintaining a collinear relationship with respect to each other during the transmission of power and a collinear indicating the relationship between the rotations A third differential (second planetary gear) having a seventh member (second ring gear R2), an eighth member (second carrier C2), and a ninth member (second sun gear S2) arranged in order in the figure. Device PS2), the first element is composed of a first member, the second element is composed of second and fourth members, and the third element is third, fifth and seventh The fourth element is composed of the sixth and eighth members, and the fifth element is composed of the ninth member.

  According to this configuration, similarly to the second aspect, the first to fifth elements of the differential device can be appropriately configured by the first to ninth members of the first to third differential devices. .

  The invention according to claim 8 is configured to be able to be charged and discharged in the power plant 1B, 1C according to claim 6 or 7, and electrically connected to the first to third rotating machines 11, 21, 80, 91. It further includes a connected power storage device (battery 44).

  According to this configuration, the chargeable and dischargeable power storage device is electrically connected to the first to third rotating machines. For this reason, for example, when the power required for driving the left and right driven parts is small relative to the power that provides the best fuel consumption of the prime mover, the power of the prime mover is controlled so as to obtain the best fuel consumption. It is possible to charge the power storage device using surplus power as electric power. Conversely, when the power required to drive the left and right driven parts is large relative to the power that provides the best fuel efficiency of the prime mover, the power of the prime mover is controlled so that the best fuel consumption is obtained, and the lack of power is reduced. It becomes possible to compensate by supplying the electric power charged in the power storage device to the first and second rotating machines. As described above, the best fuel efficiency of the prime mover can be obtained, and therefore the efficiency of the power plant can be further improved.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 schematically shows a power plant 1 according to a first embodiment of the present invention together with a vehicle V to which the power plant 1 is applied. This vehicle V has left and right front wheels WFL and WFR as driving wheels and left and right rear wheels WRL and WRR as driven wheels. In the vehicle V, the left and right wheels are rotated in accordance with the rotation of a handle (not shown). When the direction of the front wheels WFL, WFR changes, the vehicle turns in the left-right direction.

  This power unit 1 is for driving these left and right front wheels WFL, WFR, and as shown in FIGS. 2 and 4, an internal combustion engine (hereinafter referred to as “engine”) 3 as a drive source, a first Rotating machine 11, second rotating machine 21, third rotating machine 31, first planetary gear unit PS1, second planetary gear unit PS2, third planetary gear unit PS3, and fourth planetary gear for transmitting power A device PS4 and an ECU 2 for controlling operations of the engine 3 and the first to third rotating machines 11 to 31 are provided. The engine 3 is a gasoline engine and has a crankshaft 3a for outputting power. In FIG. 2 and other drawings to be described later, hatching of a section showing a cross section is appropriately omitted.

  The first rotating machine 11 is a general one-rotor type three-phase brushless DC motor, and includes a stator 12 composed of a plurality of iron cores and coils, a rotor 13 composed of a plurality of magnets, and the like. have. The stator 12 is configured to generate a rotating magnetic field, and is fixed to a stationary case CA. The rotor 13 is disposed so as to face the stator 12 and is rotatable. In the first rotating machine 11 having the above configuration, when electric power is supplied to the stator 12, a rotating magnetic field is generated, and the supplied electric power is converted into motive power and output to the rotor 13. When power is input to the rotor 13, this power is converted into electric power (power generation) and output to the stator 12, and a rotating magnetic field is generated.

  The rotor 13 is integrally provided with a hollow rotating shaft 14 coaxially. Further, as shown in FIG. 3, the stator 12 is electrically connected to a chargeable / dischargeable battery 44 via a first power drive unit (hereinafter referred to as “first PDU”) 41. The first PDU 41 is configured by an electric circuit such as an inverter. Further, as shown in FIG. 4, the ECU 2 is electrically connected to the first PDU 41. The ECU 2 controls the first PDU 41 to control the power supplied to the stator 12 of the first rotating machine 11, the power generated by the stator 12, and the rotational speed of the rotor 13 of the first rotating machine 11 (hereinafter referred to as “first rotation”). NM1) is controlled.

  Similarly to the first rotating machine 11, the second and third rotating machines 21 and 31 are general one-rotor type three-phase brushless DC motors. The former 21 includes the stator 22 and the rotor 23, and the latter 31. Each has a stator 32 and a rotor 33. The stators 22 and 32 and the rotors 23 and 33 are configured in the same manner as that of the first rotating machine 11. Further, like the first rotating machine 11, the second rotating machine 21 converts the power supplied to the stator 22 into power and outputs it to the rotor 23, and converts the power input to the rotor 23 into power. And has a function of outputting to the stator 22. Similarly to the first rotating machine 11, the third rotating machine 31 also converts the power supplied to the stator 32 into power and outputs it to the rotor 33, and converts the power input to the rotor 33 into power. And has a function of outputting to the stator 32.

  Further, the rotor 23 is arranged coaxially with the rotor 13 of the first rotating machine 11, and the rotor 23 is integrally provided with a rotating shaft 24 coaxially. The rotor 33 is disposed coaxially with the crankshaft 3a, and the rotor 33 is integrally provided with a hollow rotating shaft 34 coaxially. Further, the stators 22 and 32 are electrically connected to the battery 44 via a second power drive unit (hereinafter referred to as “second PDU”) 42 and a third power drive unit (hereinafter referred to as “third PDU”) 43, respectively. . These 2nd and 3rd PDU42,43 is comprised with electric circuits, such as an inverter, like the 1st PDU41. Further, the ECU 2 is electrically connected to the second PDU 42. The ECU 2 controls the second PDU 42 so as to supply electric power to the stator 22 of the second rotating machine 21, electric power generated by the stator 22, and the rotational speed of the rotor 23 of the second rotating machine 21 (hereinafter “second rotation”). NM2) (referred to as machine speed).

  In addition, the first and second PDUs 41 and 42 and the ECU 2 are electrically connected to the third PDU 43. That is, the stator 12 of the first rotating machine 11 and the stator 32 of the third rotating machine 31 are electrically connected to each other, and the stator 22 of the second rotating machine 21 and the stator 32 of the third rotating machine 31 are mutually connected. Electrically connected. The ECU 2 controls the third PDU 43 to thereby supply electric power to the stator 32 of the third rotating machine 31, electric power generated by the stator 32, and the rotational speed of the rotor 33 of the third rotating machine 31 (hereinafter “third rotation”). NM3 is controlled.

  The first planetary gear device PS1 described above is of a general single pinion type, and meshes with the first sun gear S1, the first ring gear R1 provided on the outer periphery of the first sun gear S1, and both the gears S1, R1. A plurality of first planetary gears P1 and a first carrier C1 that rotatably supports these first planetary gears P1 are provided. The ratio of the number of teeth of the first ring gear R1 to the number of teeth of the first sun gear S1 (the number of teeth of the first ring gear R1 / the number of teeth of the first sun gear S1, hereinafter referred to as “first gear ratio G1”) is set to a predetermined value. Has been. As is well known, the first sun gear S1, the first carrier C1, and the first ring gear R1 can transmit power to each other and rotate while maintaining a collinear relationship with respect to the rotational speed during power transmission. These are arranged in order in a collinear diagram showing the relationship between their rotational speeds.

  Further, the first sun gear S1, the first ring gear R1, and the first carrier C1 are arranged coaxially with the rotary shaft 14 described above. The first sun gear S <b> 1 is provided integrally with the rotating shaft 14, and is thereby mechanically directly connected to the rotor 13 of the first rotating machine 11, and is rotatable integrally with the rotor 13. The first carrier C1 is provided integrally with the left drive shaft DSL, and is mechanically coupled to the left front wheel WFL via the left drive shaft DSL and a reduction gear (not shown). Further, the left drive shaft DSL is disposed coaxially with the rotary shaft 14 and is rotatably fitted to the rotary shaft 14. In the present specification, “direct connection” means that various elements are connected without using a speed change mechanism such as a gear.

  The second planetary gear device PS2 is configured in the same manner as the first planetary gear device PS1, and includes a second sun gear S2, a second ring gear R2, a plurality of second planetary gears P2 meshing with both gears S2 and R2, and these The second planetary gear P2 has a second carrier C2 that rotatably supports the second planetary gear P2. The third planetary gear unit PS3 is also configured in the same manner as the first planetary gear unit PS1, and includes a third sun gear S3, a third ring gear R3, and a plurality of third planetary gears P3 that mesh with both gears S3 and R3. The third planetary gear P3 has a third carrier C3 that rotatably supports the third planetary gear P3. Further, the fourth planetary gear unit PS4 is configured in the same manner as the first planetary gear unit PS1, and includes a fourth sun gear S4, a fourth ring gear R4, and a plurality of fourth planetary gears P4 meshing with both the gears S4 and R4. The fourth planetary gear P4 has a fourth carrier C4 that rotatably supports the fourth planetary gear P4.

  These second to fourth planetary gear devices PS2 to PS4 have the same functions as the first planetary gear device PS1. The ratio of the number of teeth of the second ring gear R2 to the number of teeth of the second sun gear S2 (the number of teeth of the second ring gear R2 / the number of teeth of the second sun gear S2, hereinafter referred to as “second gear ratio G2”) is Like the first gear ratio G1 of the planetary gear device PS1, it is set to a predetermined value, and this is the same for the third and fourth planetary gear devices PS3 and PS4. Hereinafter, the ratio of the number of teeth of the third ring gear R3 to the number of teeth of the third sun gear S3 (the number of teeth of the third ring gear R3 / the number of teeth of the third sun gear S3) is referred to as “third gear ratio G3”. The ratio of the number of teeth of the fourth ring gear R4 to the number of teeth of the sun gear S4 (number of teeth of the fourth ring gear R4 / number of teeth of the fourth sun gear S4) is referred to as “fourth gear ratio G4”.

  The second and third sun gears S2 and S3, the second and third ring gears R2 and R3, and the second and third carriers C2 and C3 are arranged coaxially with the rotary shaft 24 described above. Yes. The second sun gear S <b> 2 is provided integrally with the rotating shaft 24, and is thereby mechanically directly connected to the rotor 23 of the second rotating machine 21, and is rotatable together with the rotor 23. The second carrier C2 is provided integrally with the right drive shaft DSR, and is mechanically coupled to the right front wheel WFR via the right drive shaft DSR and a reduction gear (not shown). Further, the right drive shaft DSR is arranged coaxially with the rotation shaft 24 and is rotatably fitted to the rotation shaft 24.

  Further, the second carrier C2 and the third sun gear S3 are provided integrally with the rotary shaft 5, and are rotatable together. The first ring gear R1 and the third carrier C3 are provided integrally with the cylindrical connecting portion 6, and the second ring gear R2 and the third carrier C3 are provided integrally with the cylindrical connecting portion 7. As a result, the first and second ring gears R1, R2 and the third carrier C3 are integrally rotatable. Further, a gear 7 a is formed on the outer peripheral surface of the connecting portion 7, and the gear 7 a meshes with a rotatable idler gear 8. The first carrier C1 and the third ring gear R3 are provided integrally with the cylindrical connecting portion 9.

  The fourth sun gear S4 is coaxially and integrally provided on the rotary shaft 34 described above, and is thereby mechanically directly connected to the rotor 33 of the third rotating machine 31, so that it can rotate integrally with the rotor 33. It has become. The fourth carrier C4 is directly connected coaxially to the crankshaft 3a of the engine 3 via a flywheel (not shown), and is rotatable integrally with the crankshaft 3a. Further, a gear RG is formed on the outer peripheral surface of the fourth ring gear R4, and this gear RG meshes with the idler gear 8 described above. As described above, the fourth ring gear R4 is mechanically coupled to the first and second ring gears R1, R2 and the third carrier C3.

  As shown in FIG. 4, the ECU 2 outputs a detection signal representing the crank angle position of the crankshaft 3 a from the crank angle sensor 51. The ECU 2 calculates the engine speed (hereinafter referred to as “engine speed”) NE of the engine 3 based on the crank angle position. Further, the ECU 2 includes the rotors 13 and 23 of the first, second, and third rotating machines 11, 21, 31 from the first rotation angle sensor 52, the second rotation angle sensor 53, and the third rotation angle sensor 54, respectively. , 33 is output as a detection signal representing the rotational angle position. The ECU 2 calculates first to third rotating machine rotational speeds NM1, NM2, and NM3 based on the detected rotational angular positions of the rotors 11, 23, and 33, respectively.

  Further, the ECU 2 receives the rotation speeds of the left and right front wheels WFL and WFR from the left front wheel rotation speed sensor 55 and the right front wheel rotation speed sensor 56 (hereinafter referred to as “left front wheel rotation speed NWFL” and “right front wheel rotation speed NWFR”, respectively). ) Is output. Further, the ECU 2 receives from the left rear wheel rotational speed sensor 57 and the right rear wheel rotational speed sensor 58 respectively the rotational speeds of the left and right rear wheels WRL and WRR (hereinafter referred to as “left rear wheel rotational speed NWRL”, “right rear wheel respectively”, respectively). A detection signal indicating the “rotation speed NWRR” is output. The ECU 2 calculates the speed of the vehicle V (hereinafter referred to as “vehicle speed”) based on the detected left and right rear wheel rotation speeds NWRL and NWRR.

  Further, the ECU 2 outputs a detection signal representing the steering angle θst of the steering wheel of the vehicle V from the steering angle sensor 59 and a detection signal representing the yaw rate γ of the vehicle V from the yaw rate sensor 60. Further, the ECU 2 outputs a detection signal representing a current / voltage value input / output to / from the battery 44 from the current / voltage sensor 61. The ECU 2 calculates the state of charge of the battery 44 based on this detection signal. Further, the ECU 2 receives a detection signal from the accelerator opening sensor 62 indicating the accelerator opening AP, which is the depression amount of the accelerator pedal (not shown) of the vehicle V, from the brake sensor 63 to the brake pedal (see FIG. A detection signal indicating a brake pedal depression amount BP that is a depression amount (not shown) is output.

  The ECU 2 is composed of a microcomputer including an I / O interface, a CPU, a RAM, a ROM, and the like. The operation of 11 to 31 is controlled. Thereby, various operations of the power unit 1 are performed.

  FIG. 5A shows an example of the rotational speed relationship among the first sun gear S1, the first carrier C1 and the first ring gear R1 described above, between the third sun gear S3, the third carrier C3 and the third ring gear R3. It shows with an example of the relationship of the rotation speed of. The rotational speed relationship between these rotating elements is, for example, one speed collinear diagram shown in FIG. 5B from the connection relationship between the first and third planetary gear devices PS1 and PS3. expressed. As shown in the figure, the connection between the first and third planetary gear devices PS1 and PS3 constitutes four rotating elements whose rotational speeds are collinear with each other.

  FIG. 6A shows an example of the rotational speed relationship between the four rotating elements, together with an exemplary rotational speed relationship between the second sun gear S2, the second carrier C2, and the second ring gear R2. Show. The rotational speed relationship between these rotating elements is, for example, one speed collinear diagram shown in FIG. 6B from the connection relationship between the first to third planetary gear devices PS1 to PS3 described above. expressed. As shown in the figure, five rotating elements whose rotational speeds are collinear with each other are configured by connection between the first to third planetary gear devices PS1 to PS3. With the above configuration, these five rotating elements can transmit power to each other, and rotate while maintaining a collinear relationship with respect to the rotational speed between the powers during transmission. Hereinafter, among these five rotating elements, the rotating element constituted by the first sun gear S1 is referred to as “first element”, and the rotating element constituted by the first carrier C1 and the third ring gear R3 is referred to as “second element”. A rotation element constituted by the first ring gear R1, the second ring gear R2, and the third carrier C3 is referred to as a “third element”. Further, the rotating element constituted by the second carrier C2 and the third sun gear S3 is referred to as “fourth element”, and the rotating element constituted by the second sun gear S2 is referred to as “fifth element”.

  Furthermore, as described above, the first sun gear S1, that is, the first element is directly connected to the rotor 12 of the first rotating machine 11, and the rotation speed of the first element and the first rotating machine rotation speed NM1 are equal to each other. Further, the first carrier C1 and the third ring gear R3, that is, the second element are connected to the left front wheel WFL, and the rotation speed of the second element and the left front wheel rotation speed NWFL are neglected from the speed change by the reduction gear described above. Are equal to each other. Further, the first ring gear R1, the third carrier C3 and the second ring gear R2, that is, the third element, is connected to the fourth ring gear R4, and the rotational speed of the third element and the rotational speed of the fourth ring gear R4 are the same as those described above. If the shifts by the gears RG and 7a are ignored, they are equal to each other. Further, the second carrier C2 and the third sun gear S3, that is, the fourth element is connected to the right front wheel WFR, and the rotation speed of the fourth element and the right front wheel rotation speed NWFR are neglected by the shift by the reduction gear described above. Are equal to each other. Further, the second sun gear S2, that is, the fifth element is directly connected to the rotor 22 of the second rotating machine 21, and the rotation speed of the fifth element and the second rotating machine rotation speed NM2 are equal to each other.

  The fourth sun gear S4 is directly connected to the rotor 33 of the third rotating machine 31, and the rotation speed of the fourth sun gear S4 and the third rotating machine rotation speed NM3 are equal to each other. Further, the fourth carrier C4 is directly connected to the crankshaft 3a, and the rotational speed of the fourth carrier C4 and the engine rotational speed NE are equal to each other. As described above, the third element is mechanically connected to the crankshaft 3a via the fourth ring gear R4 and the fourth carrier C4. The rotor 33 of the third rotating machine 31 is mechanically coupled to the crankshaft 3a via the fourth sun gear S4 and the fourth carrier C4.

  From the above, the rotational speeds of the first to fifth elements, the rotational speeds of the fourth sun gear S4, the fourth carrier C4 and the fourth ring gear R4, the left and right front wheel rotational speeds NWFL, NWFR, and the first to third The relationship between the rotating machine speeds NM1 to NM3 and the engine speed NE is expressed as shown in FIG. 7, for example. Hereinafter, the operation of the power unit 1 will be described with reference to a speed alignment chart as shown in FIG. In this figure and other speed collinear charts described later, as in the speed collinear chart shown in FIG. 102 described above, the vertical line intersecting the horizontal line indicating the value 0 is for representing the rotation speed of each parameter. Yes, the distance from the horizontal line to the white circle on the vertical line corresponds to the rotation speed of each parameter. In this figure and other velocity collinear charts to be described later, for convenience, the sign of the rotation speed of each parameter is indicated near the white circle, the forward rotation direction is “+”, and the reverse rotation direction is “−”. It is written. In the following description, it is assumed that there is no speed change by the above-described reduction gear, gears RG and 7a, and loss in each gear.

  The operation mode of the power unit 1 includes “stopped ENG start mode” “ENG start mode” “ENG straight drive mode” “ENG turning mode” “ENG reverse drive mode” “deceleration operation mode” “EV start mode” “EV drive” “ENG start mode” and “EV reverse mode” are included. Hereinafter, these operation modes will be described in order from the stopped ENG start mode.

-Stop ENG start mode This stop ENG start mode is an operation mode for starting the engine 3 while the vehicle V is stopped. The relationship between the rotational speed and the torque between the various rotary elements in the stopped ENG start mode is expressed as shown in FIG. 8, for example. In the stopped ENG start mode, in order to rotate the crankshaft 3a of the engine 3 in the normal direction, power is supplied from the battery 44 to the third rotating machine 31, and the rotor 33 is rotated in the normal direction together with the fourth sun gear S4.

  In this case, as is apparent from FIG. 8, the output torque TM3 of the third rotating machine 31 (hereinafter referred to as “third rotating machine torque”) TM3 generated along with the power supply is generated by the engine 3 acting on the fourth carrier C4. Using the friction as a reaction force, the fourth ring gear R4, the first element, the third element, the fifth element, and the left and right front wheels WFL, WFR act to reverse. For this reason, as shown in FIG. 8, in order to prevent such reverse rotation of the left and right front wheels WFL, WFR, the first and second from the battery 44 are held in order to keep the left and right front wheels WFL, WFR stationary. Electric power is supplied to the rotating machines 11 and 21, and output torques of the first and second rotating machines 11 and 21 (hereinafter referred to as “first rotating machine torque” and “second rotating machine torque”, respectively) TM1 and TM2, Generated to prevent reversal of the first and fifth elements.

  Thus, the first and second rotating machine torques TM1 and TM2 are transmitted to the first and fifth elements, respectively, and further transmitted to the fourth ring gear R4 via the third element, and the fourth ring gear R4 Acts to prevent reversal. The third rotating machine torque TM3 is transmitted to the crankshaft 3a using the torque (hereinafter referred to as "fourth ring gear transmission torque") TR4 transmitted to the fourth ring gear R4 as a reaction force, and as a result, the crankshaft 3a rotates forward. To do. In FIG. 8, T3T is torque transmitted to the third element (hereinafter referred to as “third element transmission torque”), and TCRK is torque transmitted to the crankshaft 3a.

In the stopped ENG start mode, the third rotating machine speed NM3 is controlled so that the engine speed NE becomes a predetermined start speed NST suitable for starting the engine 3. Specifically, in this case, the rotation speed of the fourth sun gear S4 is equal to the third rotation machine rotation speed NM3, the rotation speed of the fourth carrier C4 is equal to the engine rotation speed NE, and the fourth ring gear R4 Since the rotation speed becomes 0, the third rotating machine rotation speed NM3 is controlled so that the following expression (3) is established.
NM3 = (G4 + 1) NST (3)

  As described above, in the stopped ENG start mode, the left and right front wheel speeds NWFL and NWFR are controlled to the value 0, and the engine speed NE is controlled to the start speed NST. In this state, the engine 3 is started by controlling the ignition operation of a fuel injection valve and a spark plug (both not shown) of the engine 3 according to the detected crank angle position. Thus, in the stopped ENG start mode, the engine 3 can be started in a state where the engine speed NE is controlled to the start speed NST suitable for starting. Can be prevented, and merchantability can be improved. Further, as the engine 3 is started, the left and right front wheels WFL, WFR are not driven, and both WFL, WFR can be held stationary.

ENG start mode This ENG start mode is an operation mode in which the stopped vehicle V is started using the power of the engine 3. In the ENG start mode, the power of the engine 3 is increased by controlling the air-fuel mixture sucked into the engine 3 by controlling the throttle valve and the fuel injection valve of the engine 3. In addition, a part of the power of the engine 3 is used to generate power with the third rotating machine 31, and the generated power is supplied to the first and second rotating machines 11, 21 and the rotors 13, 23 thereof. Rotate forward. The relationship between the rotational speed and the torque between the various rotary elements at the start of the ENG start mode is expressed as shown in FIG. 9, for example. In the figure, TWLT and TWRT are torques transmitted to the left and right front wheels WFL and WFR (hereinafter referred to as “left front wheel transmission torque TWLT” and “right front wheel transmission torque TWRT”, respectively).

  As shown in FIG. 9, since the friction of the left and right front wheels WFL, WFR is larger than the friction of the third rotating machine 31 at the start of the ENG start mode, the rotation speed of the fourth ring gear R4 is the left and right front wheel rotation speeds NWFL, Along with NWFR, the value becomes zero, and the rotor 33 of the third rotating machine 31 rotates forward. For this reason, the braking torque (hereinafter referred to as “third rotating machine power generation torque”) TG3 of the third rotating machine 31 generated along with the power generation by the third rotating machine 31 is the fourth sun gear that rotates forward together with the rotor 33. It acts to reduce the rotational speed of S4.

  Further, torque (hereinafter referred to as “fourth carrier transmission torque”) TC4 transmitted from the engine 3 to the fourth carrier C4 is transmitted to the fourth ring gear R4 using the third rotating machine power generation torque TG3 as a reaction force, Is transmitted to the third element. In other words, the fourth carrier transmission torque TC4 is distributed to the third rotating machine 31 and the fourth ring gear R4. Further, with the power supply to the first and second rotating machines 11 and 21, the first and second rotating machine torques TM1 and TM2 are transmitted to the first and fifth elements, respectively. Further, the third element transmission torque T3T transmitted from the engine 3 to the third element as described above, together with the first and second rotating machine torques TM1 and TM2 respectively transmitted to the first and fifth elements, It is transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively.

  In this case, by controlling the electric power generated by the third rotating machine 31, the third rotating machine power generation torque TG3 is gradually increased and the third rotating machine rotation speed NM3 is decreased. As is apparent from the function of the fourth planetary gear unit PS4, by gradually increasing the third rotating machine power generation torque TG3 as described above, the torque is transmitted from the engine 3 to the left and right front wheels WFL, WFR via the fourth ring gear R4. The left and right front wheel transmission torques TWLT and TWRT gradually increase. Further, by reducing the third rotating machine speed NM3 as described above, the power transmitted from the engine 3 to the third rotating machine 31 is reduced, and the left and right front wheels WFL, WFR are transferred to the left and right front wheels WFL, WFR via the fourth ring gear R4. The transmitted power increases.

  As a result, as shown in FIG. 10, the left and right front wheels WFL, WFR are driven, the left and right front wheel rotational speeds NWFL, NWFR rise in the forward rotation direction, and the vehicle V starts forward. As described above, in the ENG start mode, the torque transmitted from the engine 3 to the left and right front wheels WFL and WFR can be gradually increased by controlling the electric power generated by the third rotating machine 31. It is possible to prevent a large load from acting abruptly on the engine 3 from WFL, WFR, and to start the vehicle V without causing an engine stall. Therefore, a starting clutch for starting the vehicle V is not necessary.

  Further, during the ENG start mode, the first and second rotating machine rotational speeds NM1, NM2 are controlled so that the left and right front wheel rotating speeds NWFL, NWFR are equal to each other, and the first and second rotating machines 11 , 21 is controlled such that the left and right front wheel transmission torques TWLT, TWRT are each ½ of the required torque TREQ. The required torque TREQ is a torque required for the vehicle V, and is calculated by searching a predetermined map (not shown) according to the calculated vehicle speed and the detected accelerator opening AP. As described above, it is possible to obtain good straightness of the vehicle V during the ENG start mode. Further, the third rotating machine speed NM3 is controlled according to the engine speed NE. Hereinafter, the control of the first to third rotating machines 11 to 31 in this case will be specifically described.

As described above, the left and right front wheel rotation speeds NWFL and NWFR are controlled to be equal to each other. Therefore, if the left front wheel rotation speed NWFL is used as a representative of both, the first and second rotating machine rotation speeds NM1 and NM2 are used. Is in a collinear relationship with the left and right front wheel rotational speeds NWFL and NWFR, and is controlled so that the following expression (4) is established.
NM1 = NM2 = NWFL (4)

As is clear from FIG. 10, the relationship among the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the following equation (5).
(G2 · G3 + G3 + 1 + G1) TM1 + (G2 · G3 + G3 + 1) TWLT
+ (G2 / G3 + G3) T3T + G2 / G3 / TWRT = 0 (5)

In this case, as described above, since the left and right front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ, the following equation (6) is obtained.
TWLT = TWRT = TREQ / 2 (6)
Further, since the fourth ring gear transmission torque TR4 is transmitted to the third element and the third rotating machine power generation torque TG3 is transmitted to the fourth sun gear S4, the third element transmission torque T3T is expressed by the following equation (7). It is represented by
T3T = −TR4 = −G4 · TG3 (7)

From these formulas (5) to (7), the first rotating machine torque TM1 is expressed by the following formula (8). Accordingly, the electric power supplied to the first rotating machine 11 is controlled so that this equation (8) is established.
TM1 =-{(2, G2, G3 + G3 + 1) TREQ / 2- (G2, G3 + G3) G4, TG3} / (G2, G3 + G3 + 1 + G1)
...... (8)

Further, as is apparent from FIG. 10, the relationship among the second rotating machine torque TM2, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the following equation (9).
(G1 + 1 + G3 + G2 · G3) TM2 + (G1 + 1 + G3) TWRT
+ (G1 + 1) T3T + G1 · TWLT = 0 (9)
From the above formulas (6), (7) and (9), the second rotating machine torque TM2 is expressed by the following formula (10). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (10) is established.
TM2 =-{(2 ・ G1 + 1 + G3) TREQ / 2- (G1 + 1) G4 ・ TG3} / (G1 + 1 + G3 + G2 ・ G3) …… （10）

Further, the rotation speed of the fourth ring gear R4 is equal to the left front wheel rotation speed NWFL, the rotation speed of the fourth carrier C4 is equal to the engine rotation speed NE, and the rotation speed of the fourth sun gear S4 is equal to the third rotation machine rotation speed NM3. Therefore, the third rotating machine speed NM3 is expressed by the following equation (11). Therefore, the third rotating machine rotation speed NM3 is controlled so that this equation (11) is established.
NM3 = (G4 + 1) NE-G4 · NWFL (11)

  In addition, during the ENG start mode, when the vehicle V starts slowly or starts on a downhill, the required torque TREQ is small, so that a part of the power generated by the third rotating machine 31 is used for the first and second rotating machines 11 , 21 and the remaining battery 44 is charged. On the other hand, when the vehicle V starts abruptly or starts uphill, the required torque TREQ is large, so that the electric power generated by the third rotating machine 31 is supplied to the first and second rotating machines 11 and 21 as they are.

ENG straight travel mode This ENG straight travel mode is an operation mode in which the power of the engine 3 is used to cause the vehicle V to travel straight forward, and is selected following the ENG start mode described above and the ENG start mode during EV travel described later. The In the ENG straight travel mode, the normal straight travel mode, the charge straight travel mode, and the assist straight travel mode are selected according to the required power. This required power is determined by the aforementioned required torque TREQ and the vehicle speed. Hereinafter, these operation modes will be described in order from the normal straight-ahead mode.

Normal straight-ahead mode The normal straight-ahead mode is selected when the required power is within a predetermined best fuel consumption range (power range in which the best fuel consumption of the engine 3 can be obtained). Further, in the normal straight traveling mode, the power of the engine 3 is controlled to the required power by controlling the throttle valve and the fuel injection valve of the engine 3. Further, as in the ENG start mode, power is generated using a part of the power transmitted from the engine 3 to the third rotating machine 31, and the generated electric power is directly supplied to the first and second rotating machines 11 and 21 as they are. Then, the rotors 13 and 23 are rotated forward.

  The relationship between the rotational speed and the torque between the various types of rotating elements in the normal straight traveling mode is expressed as shown in FIG. 11, for example. As can be seen from the figure, the output torque (hereinafter referred to as “engine torque”) TENG of the engine 3 is all transmitted to the fourth carrier C4, and a part of the engine torque TENG transmitted to the fourth carrier C4 is The third rotating machine power generation torque TG3 is transmitted to the fourth ring gear R4 as a reaction force. In other words, all the engine torque TENG is distributed to the third rotating machine 31 and the fourth ring gear R4. Further, the fourth ring gear transmission torque TR4 transmitted from the engine 3 to the fourth ring gear R4 is transmitted to the third element. Further, the first and second rotating machine torques TM1 and TM2 are, together with the third element transmission torque T3T transmitted from the engine 3 to the third element as described above, as in the ENG start mode, the left and right front wheels WFL, WFR. Is transmitted to. As a result, the left and right front wheels WFL, WFR are continuously driven and rotate forward.

  Further, in the normal straight traveling mode, the engine speed NE is controlled to be the target engine speed NEOBJ by controlling the first to third rotating machines 11 to 31 as described later. The target engine speed NEOBJ is calculated by searching a predetermined map (not shown) according to the calculated vehicle speed and the required torque TREQ. In this map, the target engine speed NEOBJ is set to a value such that the best fuel consumption of the engine 3 can be obtained. Further, by controlling the first to third rotating machines 11 to 31, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the left and right front wheel transmission torques TWLT and TWRT are respectively set to the required torque TREQ. Control to 1/2. Thereby, the favorable straightness of the vehicle V can be obtained. The sum of the power transmitted to the left and right front wheels WFL, WFR (hereinafter referred to as “left and right front wheel transmission power”) is equal to the power of the engine 3.

  In this case, the first to third rotating machines 11 to 31 and the fourth planetary gear unit PS4 function as a continuously variable transmission, continuously changing the power of the engine 3 to the left and right front wheels WFL and WFR. introduce. Hereinafter, the control of the first to third rotating machines 11 to 31 will be specifically described.

  In the normal straight mode, as in the ENG start mode, the left and right front wheel rotation speeds NWFL and NWFR are controlled to be equal to each other as described above. Therefore, if the left front wheel rotation speed NWFL is used as a representative of both, And 2nd rotary machine rotation speed NM1, NM2 is controlled so that said Formula (4) may be materialized.

As is clear from FIG. 11, the relationship among the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (5). Further, as in the ENG start mode, the left and right front wheel transmission torques TWLT and TWRT are controlled so as to be ½ of the required torque TREQ, respectively, as described above, thereby obtaining the equation (6). Further, since the fourth ring gear transmission torque TR4 is transmitted to the third element and all the engine torque TENG is distributed to the fourth sun gear S4 and the fourth ring gear R4, the third element transmission torque T3T is given by It is represented by (12).
T3T = -TR4 = G4.TENG / (1 + G4) (12)
Furthermore, since the power of the engine 3 and the left and right front wheel transmission power are equal to each other, the relationship between the engine torque TENG and the target engine speed NEOBJ, the required torque TREQ and the left front wheel speed NWFL is expressed by the following equation (13). .
TENG = -TREQ / NWFL / NEOBJ (13)

From these formulas (5), (6), (12) and (13), the first rotating machine torque TM1 is represented by the following formula (14). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (14) is established.
TM1 = -TREQ {(2, G2, G3 + G3 + 1) / 2- (G2, G3 + G3) G4, NWFL / (1 + G4) NEOBJ}
/ (G2 / G3 + G3 + 1 + G1) ...... (14)

As is clear from FIG. 11, the relationship among the second rotating machine torque TM2, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (9). From the above formulas (6), (9), (12) and (13), the second rotating machine torque TM2 is represented by the following formula (15). Accordingly, the electric power supplied to the second rotating machine 21 is controlled so that this equation (15) is established.
TM2 = -TREQ {(2 ・ G1 + 1 + G3) / 2- (G1 + 1) G4 ・ NWFL / (1 + G4) NEOBJ} / (G1 + 1 + G3 + G2 ・ G3)
...... (15)

Further, the rotation speed of the fourth ring gear R4 is equal to the left front wheel rotation speed NWFL, the rotation speed of the fourth carrier C4 is equal to the engine rotation speed NE, and the rotation speed of the fourth sun gear S4 is equal to the third rotation machine rotation speed NM3. Since the engine speed NE is controlled to become the target engine speed NEOBJ as described above, the third rotating machine speed NM3 is expressed by the following equation (16). Therefore, the third rotating machine rotational speed NM3 is controlled so that this equation (16) is established.
NM3 = (G4 + 1) NEOBJ-G4 · NWFL (16)

Further, since all the engine torque TENG is distributed to the fourth sun gear S4 and the fourth ring gear R4, the relationship between the third rotating machine power generation torque TG3 and the engine torque TENG is expressed by the following equation (17).
TG3 = -TENG / (1 + G4) (17)
From this equation (17) and the above equation (13), the third rotating machine power generation torque TG3 is expressed by the following equation (18). Therefore, the electric power generated by the third rotating machine 31 is controlled so that this equation (18) is established.
TG3 = TREQ · NWFL / (1 + G4) NEOBJ (18)

  By the control of the first to third rotating machines 11 to 31 described above, the engine speed NE is controlled to be the target engine speed NEOBJ with respect to the left and right front wheel speeds NWFL and NWFR. Is continuously shifted and transmitted to the left and right front wheels WFL, WFR. In this case, the higher the left and right front wheel rotational speeds NWFL and NWFR are higher than the target engine rotational speed NEOBJ, that is, the greater the speed increase by the first to third rotating machines 11 to 31 and the fourth planetary gear unit PS4, As apparent from the equations (4) and (16), the first and second rotating machine rotation speeds NM1, NM2 are controlled to the higher speed side, and the third rotation speed NM3 is decreased to the lower speed side. Be controlled. Further, as apparent from the equations (14) and (15), as the left and right front wheel rotational speeds NWFL, NWFR are higher than the target engine rotational speed NEOBJ, the first and second rotating machine torques TM1, TM2 are: Controlled to a smaller value. As described above, as indicated by a one-dot chain line in FIG. 11, the left and right front wheel speeds NWFL and NWFR increase steplessly with respect to the engine speed NE controlled to the target engine speed NEOBJ, and the power of the engine 3 is increased. It is transmitted to the left and right front wheels WFL, WFR in a state where the speed is continuously increased.

  Contrary to the above, the lower the left and right front wheel rotational speeds NWFL and NWFR are lower than the target engine rotational speed NEOBJ, that is, the greater the deceleration by the first to third rotating machines 11 to 31 and the fourth planetary gear unit PS4. As apparent from the equations (4) and (16), the first and second rotating machine rotational speeds NM1 and NM2 are controlled to the lower speed side, and the third rotating rotational speed NM3 is higher. Controlled to the side. Further, as apparent from the equations (14) and (15), as the left and right front wheel rotational speeds NWFL, NWFR are lower than the target engine rotational speed NEOBJ, the first and second rotating machine torques TM1, TM2 are: Controlled to a larger value. As described above, as indicated by a broken line in FIG. 11, the left and right front wheel rotational speeds NWFL and NWFR decrease steplessly with respect to the engine rotational speed NE controlled to the target engine rotational speed NEOBJ, and the power of the engine 3 is reduced. The vehicle is transmitted to the left and right front wheels WFL and WFR while being decelerated in stages.

  The speed change operation using the first to third rotating machines 11 to 31 and the fourth planetary gear device PS4 described above is determined by the third rotation determined by the relationship between the left and right front wheel rotation speeds NWFL, NWFR and the target engine rotation speed NEOBJ. This is performed when the rotation direction of the rotor 33 of the machine 31 is the forward rotation direction, that is, when NM3 = (G4 + 1) NEOBJ−G4 · NWFL> 0 and NEOBJ> G4 · NWFL / (G4 + 1) is satisfied. .

  On the other hand, when NEOBJ <G4 · NWFL / (G4 + 1) and the rotational direction of the rotor 33 determined by the relationship between the left and right front wheel rotational speeds NWFL, NWFR and the target engine rotational speed NEOBJ is the reverse rotation direction, the first and second While generating electric power with the rotating machines 11 and 21, the generated electric power is supplied to the third rotating machine 31, and the rotor 33 is reversed. Also in this case, the engine is controlled by controlling the electric power generated by the first and second rotating machines 11, 21 and the first and second rotating machine rotation speeds NM1, NM2 and the third rotating machine rotation speed NM3. 3 can be shifted steplessly and transmitted to the left and right front wheels WFL, WFR. In this case, as is apparent from FIG. 11, the power of the engine 3 can be transmitted to the left and right front wheels WFL, WFR in a state where the power is greatly increased.

-Straight charge mode This straight charge mode is selected when the following conditions (a) and (b) are satisfied.
(A) When the calculated state of charge of the battery 44 is smaller than the first predetermined value (b) When the above-mentioned required power is on the side smaller than the best fuel consumption range. Is selected when the required power is smaller than the power at which the best fuel consumption of the engine 3 can be obtained (hereinafter referred to as “best fuel efficiency power”). Hereinafter, the operation in the straight charge mode will be described with a focus on differences from the normal straight mode.

  During the straight charge mode, the power of the engine 3 is controlled so that the best fuel consumption power is greater than the required power. In addition, a part of the power of the engine 3 is used to generate power with the third rotating machine 31, and a part of the generated power is charged to the battery 44, while the rest are the first and second rotating machines 11, 21. To supply. In this case, the surplus with respect to the required power of the power of the engine 3 controlled to the best fuel consumption power as described above is charged in the battery 44 as electric power. Further, by controlling the first to third rotating machines 11 to 31 as will be described later, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other in the same manner as in the normal straight traveling mode, and the left and right front wheel transmissions are controlled. The torques TWLT and TWRT are controlled to be ½ of the required torque TREQ, respectively, and the engine speed NE is controlled to be the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE as described above, the engine torque TENG is controlled to be the target engine torque TEOBJ. This target engine torque TEOBJ is a value obtained by dividing the best fuel efficiency power by the target engine speed NEOBJ.

  Thus, during the straight charge mode, the left and right front wheel transmission power (the sum of the power transmitted to the left and right front wheels WFL and WFR) is equal to the required power, and the left and right front wheel transmission power and the battery 44 are charged. Is equal to the power of the engine 3. Further, the rotational speed relationship and the torque relationship between the various rotary elements during the straight charge mode are the same as those in FIG. 11 described above.

Specifically, during the straight charge mode, the first to third rotating machines 11 to 31 are controlled as follows. Also in this case, as in the normal straight traveling mode, all the engine torque TENG is distributed to the fourth sun gear S4 and the fourth ring gear R4. Therefore, the relationship between the third rotating machine power generation torque TG3 and the engine torque TENG is expressed by the above equation. It is represented by (17). Since the engine torque TENG is controlled to become the target engine torque TEOBJ as described above, the third rotating machine power generation torque TG3 is expressed by the following equation (19). Therefore, the electric power generated by the third rotating machine 31 is controlled so that this equation (19) is established.
TG3 = −TEOBJ / (1 + G4) (19)
Further, since the engine speed NE is controlled so as to become the target engine speed NEOBJ as in the normal straight-ahead mode, the third rotating machine speed NM3 is controlled so that the above equation (16) is satisfied.

Further, assuming that the torque used for charging the battery 44 is the charging torque TG, a part of the electric power generated by the third rotating machine 31 is charged and the rest is supplied to the first and second rotating machines 11 and 21. From the following equation (20) is obtained.
(TG3-TG) NM3 =-(TM1 + TM2) NWFL (20)

Further, as in the normal straight-ahead mode, the torque relationship as shown in FIG. 11 is established between various rotating elements, and the left and right front wheel transmission torques TWLT and TWRT are set to ½ of the required torque TREQ. Since it controls, following Formula (21) is materialized.
TM1 + TM2 = −TREQ−T3T (21)
Further, in this case, since the fourth ring gear transmission torque TR4 is transmitted to the third element and all the engine torque TENG is distributed to the fourth sun gear S4 and the fourth ring gear R4, the third element transmission is performed. The torque T3T is expressed by the above equation (12). Since this and the engine torque TENG are controlled to be the target engine torque TEOBJ, the third element transmission torque T3T is expressed by the following equation (22).
T3T = -TR4 = G4.TEOBJ / (1 + G4) (22)
From these equations (21) and (22), the following equation (23) is obtained.
TM1 + TM2 = −TREQ−G4 · TEOBJ / (1 + G4) (23)

Further, from the above equations (16), (19), (20) and (23), the charging torque TG is expressed by the following equation (24). Therefore, the electric power charged in the battery 44 is controlled so that this equation (24) is established.
TG =-(TREQ / NWFL + TEOBJ / NEOBJ)
/ {(G4 + 1) NEOBJ-G4 · NWFL} (24)

Also in this case, since the torque relationship as shown in FIG. 11 is established between the various rotating elements, the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element The relationship of the transmission torque T3T is expressed by the above equation (5). Since this equation (5), the above equation (22) relating to the third element transmission torque T3T, and the left and right front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ, respectively, The rotating machine torque TM1 is expressed by the following equation (25). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (25) is established.
TM1 =-{(2, G2, G3 + G3 + 1) TREQ / 2 + (G2, G3 + G3) G4, TEOBJ / (1 + G4)} / (G2, G3 + G3 + 1 + G1)
...... (25)

Similarly, the relationship among the second rotating machine torque TM2, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (9). Since the equation (9), the equation (22) relating to the third element transmission torque T3T, and the left and right front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ, the second rotating machine The torque TM2 is expressed by the following equation (26). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (26) is established.
TM2 =-{(2 ・ G1 + 1 + G3) TREQ / 2 + (G1 + 1) G4 ・ TEOBJ / (1 + G4)} / (G1 + 1 + G3 + G2 ・ G3)
...... (26)
Further, the first and second rotating machine rotation speeds NM1, NM2 are controlled so that the above-described expression (4) is established, as in the normal straight traveling mode.

  Note that the control of the first to third rotating machines 11 to 31 during the above-described straight charge charging mode is performed by the rotor 33 of the third rotating machine 31 determined by the relationship between the left and right front wheel rotation speeds NWFL and NWFR and the target engine rotation speed NEOBJ. This is performed when the rotation direction is a forward rotation direction, that is, when NM3 = (G4 + 1) NEOBJ−G4 · NWFL> 0 and NEOBJ> G4 · NWFL / (G4 + 1).

  On the other hand, when NEOBJ <G4 · NWFL / (G4 + 1) and the rotational direction of the rotor 33 determined by the relationship between the left and right front wheel rotational speeds NWFL, NWFR and the target engine rotational speed NEOBJ is the reverse rotation direction, the first and second While generating electric power with the rotating machines 11 and 21, a part of the generated electric power is charged in the battery 44, the rest is supplied to the third rotating machine 31, and the rotor 33 is reversed. Also in this case, the power of the engine 3 is controlled to the best fuel efficiency power, and the surplus portion of the power of the engine 3 with respect to the required power is charged as electric power to the battery 44, and the same power as the required power is It is transmitted to the front wheels WFL and WFR.

Assist straight travel mode This assist straight travel mode is selected when the following conditions (c) and (d) are satisfied.
(C) When the state of charge of the battery 44 is larger than a second predetermined value (<first predetermined value) (d) When the required power is on the side larger than the best fuel consumption range. Is selected when there is sufficient electric power to prevent overdischarge and when the required power is greater than the best fuel efficiency power of the engine 3. Hereinafter, the operation in the assist straight traveling mode will be described focusing on differences from the normal straight traveling mode.

  During the assist straight-ahead mode, the power of the engine 3 is controlled so as to be the best fuel consumption power smaller than the required power. In addition, a part of the power of the engine 3 is used to generate power with the third rotating machine 31 and supply the power of the battery 44 to the first and second rotating machines 11 and 21 in addition to the generated power. . In this case, the shortage of the required power of the engine 3 controlled to the best fuel efficiency power as described above is compensated by the power supply from the battery 44 to the first and second rotating machines 11 and 21. Further, by controlling the first to third rotating machines 11 to 31 as described later, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the left and right front wheel transmission torques TWLT and TWRT are respectively set. In addition, the engine speed NE is controlled to be 1/2 of the required torque TREQ, and the engine speed NE is controlled to be the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE as described above, the engine torque TENG is controlled to be the target engine torque TEOBJ.

  As described above, in the assist straight traveling mode, the left and right front wheel transmission power is equal to the required power, and is equal to the sum of the electric power (energy) from the battery 44 and the power of the engine 3. Further, the rotational speed relationship and the torque relationship between the various rotary elements during the assist straight traveling mode are the same as those in FIG. 11 described above.

  Specifically, the first to third rotating machines 11 to 31 are controlled as follows during the assist straight-ahead mode. Also in this case, as in the straight charge mode, the relationship between the third rotating machine power generation torque TG3 and the engine torque TENG is expressed by the equation (17), and the engine torque TENG is set to the target engine torque TEOBJ. Since it controls, the electric power generated with the 3rd rotary machine 31 is controlled so that said Formula (19) may be materialized. Further, since the engine speed NE is controlled so as to become the target engine speed NEOBJ as in the normal straight-ahead mode, the third rotating machine speed NM3 is controlled so that the above equation (16) is satisfied.

  Further, during the assist straight traveling mode, the torque relationship as shown in FIG. 11 is established as in the charging straight traveling mode, and the left and right front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ, respectively. The engine torque TENG is controlled to be the target engine torque TEOBJ. From the above, the electric power supplied to the first and second rotating machines 11 and 21 is controlled so that the expressions (25) and (26) relating to the first and second rotating machine torques TM1 and TM2 are satisfied. The Further, the first and second rotating machine rotation speeds NM1, NM2 are controlled so that the above-described expression (4) is established, as in the normal straight traveling mode.

Further, of the required torque TREQ, the portion corresponding to the assist torque due to the power supply from the battery 44 is referred to as assist-corresponding torque TREQ_A, and the portion corresponding to the engine torque TENG is referred to as engine-corresponding torque TREQ_0. In addition, the following equation (27) is established.
TREQ = TREQ_0 + TREQ_A (27)

Further, by supplying the electric power generated by the third rotating machine 31 to the first and second rotating machines 11 and 12, the torques generated by the first and second rotating machines 11 and 21 are respectively the first torque TM1_0. And the second torque TM2_0, and the torque generated in the first and second rotating machines 11 and 21 by the supply of electric power from the battery 44 are the first assist torque TA1 and the second assist torque TA2, respectively. The following expression (28) is established between the first rotating machine torque TM1, the first torque TM1_0, and the first assist torque TA1, and between the second rotating machine torque TM2, the second torque TM2_0, and the second assist torque TA2. In addition, the following equation (29) is established.
TM1 = TM1_0 + TA1 (28)
TM2 = TM2_0 + TA2 (29)

Furthermore, if there is no power supply from the battery 44 to the first and second rotating machines 11 and 21, as is apparent from the above equation (25), the first torque TM1_0, the engine-corresponding torque TREQ_0, and the target engine torque The following equation (30) holds during TEOBJ. Further, if there is no power supply from the battery 44 to the first and second rotating machines 11, 21, the second torque TM2_0, the engine-corresponding torque TREQ_0, and the target engine torque, as is apparent from the equation (26). The following equation (31) is established during TEOBJ.
TM1_0 =-{(2, G2, G3 + G3 + 1) TREQ_0 / 2 + (G2, G3 + G3) G4, TEOBJ / (1 + G4)}
/ (G2 / G3 + G3 + 1 + G1) ...... (30)
TM2_0 =-{(2 ・ G1 + 1 + G3) TREQ_0 / 2 + (G1 + 1) G4 ・ TEOBJ / (1 + G4)} / (G1 + 1 + G3 + G2 ・ G3)
...... (31)

From the above equations (25), (27), (28) and (30), the following equation (32) is obtained, and from the equations (26), (27), (29) and (31), (33) is obtained. Moreover, assist corresponding | compatible torque TREQ_A is represented by following Formula (34).
TA1 =-(2 ・ G2 ・ G3 + G3 + 1) TREQ_A / 2 (G2 ・ G3 + G3 + 1 + G1) ...... (32)
TA2 =-(2 ・ G1 + 1 + G3) TREQ_A / 2 (G2 ・ G3 + G3 + 1 + G1) …… （33）
TREQ_A = TREQ + TEOBJ / NEOBJ / NWFL (34)

From the above equations (32) and (34), the first assist torque TA1 is expressed by the following equation (35), and from the equations (33) and (34), the second assist torque TA2 is expressed by the following equation (36). It is represented by Therefore, the electric power supplied from the battery 44 to the first and second rotating machines 11 and 21 is controlled so that these equations (35) and (36) are satisfied.
TA1 =-(2 ・ G2 ・ G3 + G3 + 1) (TREQ + TEOBJ ・ NEOBJ / NWFL) / 2 (G2 ・ G3 + G3 + 1 + G1)
...... (35)
TA2 =-(2 ・ G1 + 1 + G3) (TREQ + TEOBJ ・ NEOBJ / NWFL) / 2 (G2 ・ G3 + G3 + 1 + G1)
...... (36)

  Note that the control of the first to third rotating machines 11 to 31 during the assist straight traveling mode described above is performed by the rotor 33 of the third rotating machine 31 determined by the relationship between the left and right front wheel rotation speeds NWFL, NWFR and the target engine rotation speed NEOBJ. This is performed when the rotation direction is a normal rotation direction, that is, when NM3 = (G4 + 1) NEOBJ−G4 · NWFL> 0 and NEOBJ> G4 · NWFL / (G4 + 1).

  On the other hand, when the required torque TREQ is small when NEOBJ <G4 · NWFL / (G4 + 1) and the rotational direction of the rotor 33 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR and the target engine rotational speed NEOBJ is the reverse rotation direction, While generating electric power with the 1st and 2nd rotary machine 11 and 21, both the generated electric power and the electric power of the battery 44 are supplied to the 3rd rotary machine 31, and the rotor 33 is reversely rotated. When the required torque TREQ is large, electric power is supplied to the first to third rotating machines 11 to 31 to rotate the rotors 13 and 23 in the normal direction and reverse the rotor 33. Also in this case, the power of the engine 3 is controlled to the best fuel efficiency power, and the shortage of the required power of the engine 3 with respect to the required power is compensated by the power supply from the battery 44, and the power of the same magnitude as the required power is left and right. Are transmitted to the front wheels WFL, WFR.

ENG turning mode This ENG turning mode is an operation mode in which turning assistance is performed by applying a turning assist force to the left and right front wheels WFL and WFR during turning of the vehicle V using the power of the engine 3. Whether the vehicle V is turning is determined according to the steering angle θst and the yaw rate γ. In the ENG turning mode, the first right turning assist mode in which a small turning assist force is applied to the left and right front wheels WFL, WFR while the vehicle V is turning right, and the second right turning in which a large turning assist force is applied. Includes assist mode. First, the first right turn assist mode will be described.

First right turn assist mode During the first right turn assist mode, basically, the power of the engine 3 is controlled so as to be the best fuel consumption power. Further, by controlling the first to third rotating machines 11 to 31 as described later, the left and right front wheel transmission torques TWLT and TWRT are controlled to become the left and right front wheel required torques TLREQ and TRREQ, respectively. The engine speed NE is controlled to become the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE, the engine torque TENG is controlled to be the target engine torque TEOBJ. The left and right front wheel required torques TLREQ and TRREQ are calculated by searching a predetermined map (not shown) according to the vehicle speed, the accelerator opening AP, the steering angle θst, and the yaw rate γ. In this map, the left front wheel required torque TLREQ is basically set to a value larger than the right front wheel required torque TRREQ.

  As described above, during the first right turn assist mode, the left front wheel transmission torque TWLT is greater than the right front wheel transmission torque TWRT. As a result, a small turn assist force acts on the left and right front wheels WFL, WFR, and the right side of the vehicle V Turn assist is performed. Thereby, the direction of the vehicle V can be changed stably and rapidly. The left and right front wheel transmission power is the required power, and the required power in this case is determined by the left and right front wheel required torques TLREQ and TRREQ and the left and right front wheel rotational speeds NWFL and NWFR.

  Hereinafter, with regard to the operation during the first right turn assist mode, first, the operation during low vehicle speed traveling will be described. In this case, the rotational speed relationship between the various types of rotating elements is expressed as shown in FIG. 12, for example. As shown in the figure, normally, when turning right while traveling at low vehicle speeds, the rotational difference between the left and right front wheel rotational speeds NWFL and NWFR is relatively large, so that the first and second rotations determined by the relationship between them. The rotation directions of the rotors 13 and 23 of the machines 11 and 21 are the forward rotation direction and the reverse rotation direction, respectively. The rotational direction of the rotor 33 of the third rotating machine 31 determined by the relationship between the engine speed NE and the fourth ring gear R4 being higher than the engine speed NE Reverse direction.

  In such a case, electric power is supplied from the battery 44 to the first and third rotating machines 11 and 31, and the rotors 13 and 33 are rotated forward and reverse, respectively. The second rotating machine 21 generates power using power transmitted as described later, and further supplies the generated power to the first and third rotating machines 11 and 31. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 12, for example.

  As is apparent from FIG. 12, the engine torque TENG is transmitted to the fourth carrier C4, and a part of the engine torque TENG transmitted to the fourth carrier C4 is obtained by using the third rotating machine torque TM3 as a reaction force. It is transmitted to the ring gear R4 and further transmitted to the third element. That is, the power of the engine 3 and the power of the third rotating machine 31 are combined and transmitted to the third element. In addition, a part of the power transmitted from the engine 3 and the third rotating machine 31 to the third element and a part of the power transmitted from the first rotating machine 11 to the first element with the supply of electric power are It is transmitted to the second rotating machine 21 via the five elements, and as a result, the rotor 23 of the second rotating machine 21 is reversed. For this reason, the braking torque (hereinafter referred to as “second rotating machine power generation torque”) TG2 of the second rotating machine 21 generated along with the power generation in the second rotating machine 21 is the fifth element that reverses with the rotor 23. It acts to reduce the rotational speed.

  Further, the first rotating machine torque TM1 transmitted to the first element with the power supply to the first rotating machine 11, the third element transmitting torque T3T transmitted from the engine 3 to the third element, and the fifth element The second rotating machine power generation torque TG2 transmitted to is transmitted to the left and right front wheels WFL, WFR via the second and fourth elements, respectively. As a result, the left and right front wheels WFL, WFR are continuously driven and rotate forward.

Specifically, the first to third rotating machines 11 to 31 are controlled as follows during the first right turn assist mode and at the low vehicle speed. That is, in this case, as is apparent from FIG. 12, the relationship between the first rotating machine rotation speed NM1 and the left and right front wheel rotation speeds NWFL and NWFR is expressed by the following equation (37). Therefore, the first rotating machine rotational speed NM1 is controlled so that the equation (37) is established.
NM1 = {(G1 + 1 + G3) NWFL-G1 · NWFR} / (1 + G3)
...... (37)

As is clear from FIG. 12, the relationship among the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (5). In addition, in this case, as in the straight charge mode, the third element transmission torque T3T is expressed by the above equation (22), and the left and right front wheel transmission torques TWLT and TWRT are respectively determined as the left and right front wheel request torques TLREQ and TRREQ. Therefore, the first rotating machine torque TM1 is expressed by the following equation (38). Therefore, the power supplied to the first rotating machine 11 is controlled so that this equation (38) is established.
TM1 =-{(G2 ・ G3 + G3 + 1) TLREQ + (G2 ・ G3 + G3) G4 ・ TEOBJ / (1 + G4) + G2 ・ G3 ・ TRREQ}
/ (G2 / G3 + G3 + 1 + G1) ...... (38)

Further, as is apparent from FIG. 12, the relationship between the second rotating machine speed NM2 and the left and right front wheel speeds NWFL, NWFR is expressed by the following equation (39). Therefore, the second rotating machine rotational speed NM2 is controlled so that this equation (39) is established.
NM2 = {(G2, G3 + 1 + G3) NWFR-G2, G3, NWFL}
/ (1 + G3) ...... (39)

As is clear from FIG. 12, the relationship among the second rotating machine power generation torque TG2, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the following equation (40).
(G1 + 1 + G3 + G2 · G3) TG2 + (G1 + 1 + G3) TWRT
+ (G1 + 1) T3T + G1 · TWLT = 0 (40)
The expression (40) and the third element transmission torque T3T are expressed by the expression (22), and the left and right front wheel transmission torques TWLT and TWRT are controlled to become the left and right front wheel required torques TLREQ and TRREQ, respectively. Therefore, the second rotating machine power generation torque TG2 is expressed by the following equation (41). Therefore, the electric power generated by the second rotating machine 21 is controlled so that this equation (41) is established.
TG2 =-{(G1 + 1 + G3) TRREQ + (G1 + 1) G4 ・ TEOBJ / (1 + G4) + G1 ・ TLREQ} / (G1 + 1 + G3 + G2 ・ G3)
...... (41)

Further, as is apparent from FIG. 12, the relationship between the third rotating machine torque TM3 and the engine torque TENG is expressed by the following equation (42).
TM3 = -TENG / (1 + G4) (42)
In this case, since the engine torque TENG is controlled to be the target engine torque TEOBJ, the third rotating machine torque TM3 is expressed by the following equation (43). Therefore, the electric power supplied to the third rotating machine 31 is controlled so that this equation (43) is established.
TM3 = -TEOBJ / (1 + G4) (43)
Further, the third rotating machine rotation speed NM3 is controlled so that the expression (16) is established, as in the normal straight traveling mode.

  In addition, during the first right turn assist mode and at low vehicle speed, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR May also be in the forward direction. In that case, the electric power is supplied to the second rotating machine 21 to rotate the rotor 23 in the forward direction, and the electric power supplied to the second rotating machine 21 is the second rotating machine power generation torque TG2 in the equation (37). Control is performed so that the expression replaced with the second rotating machine torque TM2 is established.

  Further, during the first right turn assist mode and at the low vehicle speed, the rotation direction of the rotor 33 of the third rotating machine 31 determined by the relationship between the engine speed NE and the left and right front wheel speeds NWFL and NWFR is the forward rotation direction. It may become. In that case, the third rotating machine 31 generates power, and the generated power is sent to the first rotating machine 11 (if the rotor 23 of the second rotating machine 21 rotates forward, the first and second To the rotating machines 11 and 21). In this case, the electric power generated by the third rotating machine 31 is controlled so that the formula (19) regarding the third rotating machine power generation torque TG3 is satisfied.

  Next, the operation in the first right turn assist mode and at high vehicle speed will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 13, for example. As shown in the figure, in this case, since the rotation difference between the left and right front wheel rotation speeds NWFL and NWFR is relatively small, the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotation speeds NWFL and NWFR. The rotation directions of the rotors 13 and 23 are normal rotation directions. Further, since the engine speed NE is relatively high, the rotation direction of the rotor 33 of the third rotating machine 31 determined by the relationship between the rotation speed of the fourth ring gear R4 and the engine speed NE becomes the normal rotation direction.

  In such a case, a part of the power of the engine 3 is used to generate power with the third rotating machine 31, and basically the generated power is used as the first and second rotating machines 11 and 21. And the rotors 13 and 23 are rotated forward. Further, when the power of the engine 3 controlled to the best fuel consumption power is greater than the required power determined by the left and right front wheel required torques TLREQ and TRREQ and the left and right front wheel rotational speeds NWFL and NWFR, the surplus is the third rotation. It is consumed by charging the battery 44 as electric power by the power generation in the machine 31. On the contrary, when the shortage occurs, the shortage is compensated by supplying electric power from the battery 44 to the first and second rotating machines 11 and 21. As described above, the left and right front wheel transmission power is controlled to be the required power. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 13, for example. Further, in this case, transmission of torque (power) in various rotary elements is performed in the same manner as in the normal linear mode, as is apparent from the comparison between FIG. 13 and FIG. The front wheels WFL, WFR are continuously driven and rotate forward.

  Specifically, the first to third rotating machines 11 to 31 are controlled as follows during the first right turn assist mode and at the high vehicle speed. That is, as is clear from a comparison between FIG. 13 and FIG. 12 during the low vehicle speed described above, the first rotating machine rotational speed NM1 is controlled so that the expression (37) is established, and the first rotation The electric power supplied to the machine 11 is controlled so that the formula (38) relating to the first rotating machine torque TM1 is established.

Further, the second rotating machine speed NM2 is controlled so that the formula (39) is established. Furthermore, the electric power supplied to the second rotating machine 21 is controlled so that the following expression (44) in which the second rotating machine power generation torque TG2 in the expression (41) is replaced with the second rotating machine torque TM2 is established.
TM2 =-{(G1 + 1 + G3) TRREQ + (G1 + 1) G4 ・ TEOBJ / (1 + G4) + G1 ・ TLREQ} / (G1 + 1 + G3 + G2 ・ G3)
(44)
Further, the third rotating machine rotation speed NM3 is controlled so that the expression (16) is established, and the electric power generated by the third rotating machine 31 is the expression (19) related to the third rotating machine power generation torque TG3. Is controlled to hold.

  In the control of the first to third rotating machines 11 to 31 described above, the first and second rotating machines 11 and 21 are used without changing the electric power generated by the third rotating machine 31 using a part of the power of the engine 3. Is supplied to the left and right front wheels WFL and WFR via the first to fourth planetary gear units PS1 to PS4 and the first to third rotating machines 11 to 31. Thus, the power of the engine 3 distributed to the left front wheel WFL is larger than that of the right front wheel WFR.

Second right turn assist mode During the second right turn assist mode, the first right turn assist mode is used to generate a large turn assist force by generating a large torque difference between the left and right front wheels WFL, WFR. Unlike the mode, the braking force is applied to the right front wheel WFR without applying the driving force. Basically, similarly to the first right turn assist mode, the power of the engine 3 is controlled so as to be the best fuel consumption power.

  Further, during the second right turn assist mode, the first to third rotating machines 11 to 31 are controlled as will be described later, so that the left front wheel transmission torque TWLT is controlled to the aforementioned left front wheel required torque TLREQ. Then, the braking torque acting on the right front wheel WFR is controlled to be the right front wheel required braking torque BRREQ, and the engine speed NE is controlled to be the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE as described above, the engine torque TENG is controlled to be the target engine torque TEOBJ. Further, the right front wheel required braking torque BRREQ is calculated by searching a predetermined map (not shown) according to the vehicle speed, the accelerator opening AP, the steering angle θst, and the yaw rate γ.

  As described above, during the second right turn assist mode, the driving force acts on the left front wheel WFL and the braking force acts on the right front wheel WFR. As a result, a large turning assist force acts on the left and right front wheels WFL, WFR. Then, a right turn assist of the vehicle V is performed. Thereby, the direction of the vehicle V can be changed stably and rapidly. Further, the difference between the power transmitted to the left front wheel WFL and the braking force acting on the right front wheel WFR is the required power.

  Hereinafter, with regard to the operation in the second right turn assist mode, first, the operation during low vehicle speed traveling will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 14, for example. As shown in FIG. 12, as in the case of FIG. 12, the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR during a right turn while traveling at a low vehicle speed. The rotation directions of the rotors 13 and 23 are the forward rotation direction and the reverse rotation direction, respectively. Further, the rotational direction of the rotor 33 of the third rotating machine 31 determined by the relationship between the engine rotational speed NE and the rotational speed of the fourth ring gear R4 is the reverse direction.

  In such a case, electric power is supplied from the battery 44 to the first to third rotating machines 11 to 31 to cause the rotor 13 to rotate forward and to rotate both the rotors 23 and 33 in reverse. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 14, for example. In the figure, TWR is torque received from the right front wheel WFL (hereinafter referred to as “right front wheel torque”).

  As is clear from FIG. 14, as in the case of FIG. 12 described above, the engine torque TENG is transmitted to the fourth carrier C4, and a part of the engine torque TENG transmitted to the fourth carrier C4 is the third rotating machine. The torque TM3 is used as a reaction force and transmitted to the fourth ring gear R4 and further to the third element. That is, the power of the engine 3 and the power of the third rotating machine 31 are combined and transmitted to the third element. Further, the first rotating machine torque TM1 generated with the power supply to the first rotating machine 11 is transmitted to the first element, and the third element transmission torque T3T transmitted from the engine 3 to the third element is used as a reaction force. Is transmitted to the left front wheel WFL, and the left front wheel WFL is continuously rotated forward. That is, the driving force acts on the left front wheel WFL. Further, the second rotating machine torque TM2 generated with the power supply to the second rotating machine 21 is transmitted to the fifth element, and is transmitted to the right front wheel WFR using the traveling resistance acting on the left front wheel WFL as a reaction force. , Acts to reverse the right front wheel WFR. That is, the braking force acts on the right front wheel WFR.

  Specifically, the first to third rotating machines 11 to 31 are controlled as follows during the second right turn assist mode and at the low vehicle speed. That is, in this case, the first to third rotating machine rotation speeds NM1 to NM3 are controlled so that the expressions (37), (39), and (16) are established, respectively, as in the first right turn assist mode. Is done. Further, the electric power supplied to the third rotating machine 31 is also controlled so that the expression (43) is established, as in the first right turn assist mode.

Furthermore, as is clear from FIG. 14, the relationship among the first rotating machine torque TM1, the left front wheel transmission torque TWLT, the right front wheel torque TWR, and the third element transmission torque T3T is expressed by the following equation (45). .
(G2 · G3 + G3 + 1 + G1) TM1 + (G2 · G3 + G3 + 1) TWLT
+ (G2 / G3 + G3) T3T + G2 / G3 / TWR = 0 (45)

In this case, as described above, the left front wheel transmission torque TWLT is controlled to become the left front wheel required torque TLREQ, and the braking torque acting on the right front wheel WFR is controlled to become the right front wheel required braking torque BRREQ. Further, the right front wheel torque TWR is transmitted from the right front wheel WFR to the fourth element, which is the same as the braking force acting on the right front wheel WFR from the fourth element. Further, the third element transmission torque T3T is expressed by the above equation (22) as in the first right turn assist mode. From the above and the above equation (45), the first rotating machine torque TM1 is represented by the following equation (46). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (46) is established.
TM1 =-{(G2 ・ G3 + G3 + 1) TLREQ + G2 ・ G3 ・ BRREQ + (G2 ・ G3 + G3) G4 ・ TEOBJ / (1 + G4)}
/ (G2 / G3 + G3 + 1 + G1) ...... (46)

Similarly, the second rotating machine torque TM2 is expressed by the following equation (47). Therefore, the power supplied to the second rotating machine 21 is controlled so that the following expression (47) is established.
TM2 =-{(G1 + 1 + G3) BRREQ + G1 ・ TLREQ + (G1 + 1) G4 ・ TEOBJ / (1 + G4)} / (G1 + 1 + G3 + G2 ・ G3)
...... (47)

  In the second right turn assist mode and at low vehicle speed, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR May also be in the forward direction. In that case, the second rotating machine 21 generates power and the generated power is supplied to the first and third rotating machines 11 and 31. In this case, the electric power generated by the second rotating machine 21 is controlled so that an expression in which the second rotating machine torque TM2 in the above expression (47) is replaced with the second rotating machine generating torque TG2 is established.

  Further, during the second right turn assist mode and at the low vehicle speed, the rotation direction of the rotor 33 of the third rotating machine 31 determined by the relationship between the engine speed NE and the left and right front wheel speeds NWFL and NWFR is the forward rotation direction. It may become. In that case, while generating electric power with the 3rd rotary machine 31, the generated electric power is sent to the 1st and 2nd rotary machines 11 and 21 (when the rotor 23 of the 2nd rotary machine 21 carries out normal rotation, (Only to the first rotating machine 11). In this case, the electric power generated by the third rotating machine 31 is controlled so that the formula (19) is established.

  Next, the operation during the second right turn assist mode and at the high vehicle speed will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 15, for example. As shown in the figure, during a right turn while traveling at a high vehicle speed, the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR are the same as in the case of FIG. The rotation directions of the rotors 13 and 23 are both normal rotation directions. Further, the rotational direction of the rotor 33 of the third rotating machine 31 determined by the relationship between the engine rotational speed NE and the rotational speed of the fourth ring gear R4 is the forward rotation direction.

  In such a case, power is generated by the third rotating machine 31 using a part of the power of the engine 3. Moreover, in the 2nd rotary machine 21, electric power is generated using the motive power transmitted so that it may mention later. Furthermore, the electric power generated by the second and third rotating machines 21 and 31 is basically supplied to the first rotating machine 11 and the rotor 13 is normally rotated. Moreover, the relationship of the torque between the various rotation elements in this case is expressed as shown in FIG. 15, for example.

  As is clear from FIG. 15, the engine torque TENG is transmitted to the fourth carrier C4, and a part of the engine torque TENG transmitted to the fourth carrier C4 is similar to the case of the normal straight traveling mode shown in FIG. The third rotating machine power generation torque TG3 is transmitted as a reaction force to the fourth ring gear R4 and further to the third element. That is, the power of the engine 3 is distributed to the third rotating machine 31 and the third element. Further, a part of the power transmitted from the engine 3 to the third element is transmitted to the second rotating machine 21 via the fifth element, and as a result, the rotor 23 of the second rotating machine 21 rotates forward. For this reason, the second rotating machine power generation torque TG2 generated along with the power generation in the second rotating machine 21 acts to reduce the rotation speed of the fifth element that rotates forward together with the rotor 23.

  Further, the first rotating machine torque TM1 generated with the power supply to the first rotating machine 11 is transmitted to the first element, and the third element transmission torque T3T transmitted from the engine 3 to the third element is used as a reaction force. Is transmitted to the left front wheel WFL, and the left front wheel WFL is continuously rotated forward. That is, the driving force acts on the left front wheel WFL. Further, the second rotating machine power generation torque TG2 is transmitted to the fifth element, and is transmitted to the right front wheel WFR using the traveling resistance acting on the left front wheel WFL as a reaction force, and acts to reverse the right front wheel WFR. That is, the braking force acts on the right front wheel WFR.

Specifically, the first to third rotating machines 11 to 31 are controlled as follows during the second right turn assist mode and at the high vehicle speed. In this case, as is clear from the comparison between FIG. 15 and FIG. 14 described above, the above formulas (37), (39) and (16) are established for the first to third rotating machine rotation speeds NM1 to NM3, respectively. To be controlled. Further, the electric power supplied to the first rotating machine 11 is controlled so that the formula (46) relating to the first rotating machine torque TM1 is satisfied. Furthermore, the electric power generated by the second rotating machine 21 is controlled so that the following expression (48) is obtained by replacing the second rotating machine torque TM2 in the expression (47) with the second rotating machine power generation torque TG2.
TG2 =-{(G1 + 1 + G3) BRREQ + G1 ・ TLREQ + (G1 + 1) G4 ・ TEOBJ / (1 + G4)} / (G1 + 1 + G3 + G2 ・ G3)
...... (48)
In addition, the electric power generated by the third rotating machine 31 is controlled so that the formula (19) is established.

  Further, as described above, during the second right turn assist mode, a driving force is applied to the left front wheel WFL and a braking force is applied to the right front wheel WFR. For this reason, if the left front wheel required torque TLREQ is relatively large and the driving force acting on the left front wheel WFL is large, the vehicle V may be in an oversteer state. Times assist mode is not selected.

  On the other hand, during the left turn of the vehicle V, the first and second left turn assist modes for generating the left turn assist force are selected. Since the control in these first and second left turn assist modes and the operation obtained accordingly are performed in the same manner as in the first and second right turn assist modes described above, the detailed description thereof will be given. Omitted. In addition, since the battery 44 may be charged / discharged during the first and second left / right turning assist modes, whether or not each mode can be selected is determined in order to prevent the battery 44 from being overcharged / overdischarged. This is determined according to the state of charge of the battery 44.

ENG reverse drive mode This ENG reverse drive mode is an operation mode in which the vehicle V moves backward while the engine 3 is operating. During the ENG reverse mode, the vehicle V is basically moved backward using the power of the first and second rotating machines 11 and 21. The relationship between the rotational speed and the torque between the various types of rotary elements during the ENG reverse mode is expressed as shown in FIG. 16, for example. In this case, the power of the engine 3 is increased, and power is generated by the third rotating machine 31 using a part of the power of the engine 3. In addition, the electric power generated by the third rotating machine 31 is supplied to the first and second rotating machines 11 and 21, and the rotors 13 and 23 are reversed. Thus, as is apparent from FIG. 16, the first and second rotating machine torques TM1 and TM2 generated along with the supply of electric power are transmitted to the first and fifth elements, respectively, and the first element and the first element The torque transmitted to the five elements is transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively. As a result, the left and right front wheel rotational speeds NWFL and NWFR rise in the reverse direction, and the vehicle V starts to move backward.

  Further, during the ENG reverse mode, as shown in FIG. 16, the rotor 33 of the third rotating machine 31 rotates in the forward direction, so that a part of the engine torque TENG transmitted to the fourth carrier C4 is transferred to the third rotating machine 31. The third rotating machine power generation torque TG3 generated as a result of the power generation is transmitted to the fourth ring gear R4 as a reaction force and further transmitted to the third element, so that the left and right front wheels WFL, WFR are rotated forward. Works. For this reason, in order to perform the reverse drive of the vehicle V without any trouble, the electric power generated by the third rotating machine 31 is a third element in which the first and second rotating machine torques TM1 and TM2 are determined by the third rotating machine generating torque TG3. Control is performed to exceed the transmission torque T3T.

  Further, in this case, the first and second rotating machines 11 and 21 are controlled such that the left and right front wheel transmission torques TWLT and TWRT are each ½ of the required torque TREQ. Specifically, as is apparent from FIG. 16, the relationship among the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (5). . Further, as is apparent from the torque transmission in the various elements described above, the third element transmission torque T3T is expressed by the above equation (7).

  Since the expressions (5) and (7) and the left and right front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ, as described above, the first rotating machine torque TM1 is It is represented by the formula (8). Accordingly, the electric power supplied to the first rotating machine 11 is controlled so that this equation (8) is established. Similarly, the second rotating machine torque TM2 is expressed by the formula (10). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (10) is established.

  Further, during the ENG reverse drive mode, the first and second rotating machine rotational speeds NM1, NM2 are controlled so that the above equation (4) is established, as in the normal straight drive mode, when the vehicle V is going straight ahead, When the vehicle V is turning, the control is performed so that the expressions (37) and (39) are satisfied, respectively, as in the ENG turning mode. Further, the third rotating machine speed NM3 is controlled so that the formula (11) is established. In addition, when only the power generated by the third rotating machine 31 is insufficient, the power of the battery 44 is supplied to the first and second rotating machines 11 and 21.

  Furthermore, during the ENG reverse mode, as is apparent from the function of the fourth planetary gear unit PS4, the load acting on the engine 3 increases as the third rotating machine power generation torque TG3 increases. Therefore, when the stopped vehicle V is started backward, the third rotating machine power generation torque TG3 is gradually increased in order to prevent engine stall.

Deceleration operation mode This deceleration operation mode is an operation mode selected when the vehicle V is traveling at a reduced speed, that is, when the accelerator pedal opening AP is approximately 0 and the vehicle V is traveling inertially. During the deceleration operation mode, a fuel cut that stops the supply of fuel to the engine 3 is performed. Further, the deceleration operation mode includes a “deceleration straight travel mode” selected while the vehicle V is traveling straight and a “deceleration turn mode” selected while the vehicle V is turning. First, the straight deceleration mode will be described.

-Deceleration straight- ahead mode During this deceleration straight-ahead mode, the inertial energy of the vehicle V is used to generate power with the first to third rotating machines 11-31, and the generated power is charged into the battery 44. Further, the deceleration straight-ahead mode is selected when the state of charge of the battery 44 is smaller than the first predetermined value in order to prevent overcharging of the battery 44. The relationship between the rotational speed and the torque between the various types of rotary elements during the deceleration straight travel mode is expressed as shown in FIG. 17, for example. In the drawing, TWL is a torque received from the left front wheel WFL (hereinafter referred to as “left front wheel torque”), and TG1 is a braking torque of the first rotating machine 11 (according to the power generation in the first rotating machine 11). (Hereinafter referred to as “first rotating machine power generation torque”).

  As apparent from FIG. 17, during the deceleration straight-ahead mode, the first and second rotating machine power generation torques TG1 and TG2 are transmitted to the first and fifth elements, respectively, and the rotation speeds of the first and fifth elements are obtained. Acts to lower the The first and second rotating machine power generation torques TG1 and TG2 transmitted to the first and fifth elements, respectively, together with the third element transmission torque T3T transmitted to the third element as will be described later, And transmitted to the left and right front wheels WFL and WFR via the fourth element, respectively, and acts to reduce the left and right front wheel rotational speeds NWFL and NWFR. That is, the braking force acts on the left and right front wheels WFL, WFR.

  Further, in this case, a part of the power due to inertia received from the left and right front wheels WFL, WFR is transmitted to the third rotating machine 31 via the third element and the fourth planetary gear unit PS4, and the rotation of the fourth ring gear R4 is performed. The rotor 33 of the third rotating machine 31 rotates in reverse from the relationship between the number and the engine speed NE. For this reason, the third rotating machine power generation torque TG3 acts to reduce the rotational speed of the fourth ring gear R4 using the friction of the engine 3 acting on the fourth carrier C4 as a reaction force. As a result, a braking torque based on the third rotating machine power generation torque TG3 acts on the third element via the fourth ring gear R4.

  In addition, during the straight deceleration mode, the first to third rotating machines 11 to 31 are controlled as will be described later, so that the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the left and right front wheels WFL are controlled. , WFR is controlled so as to be the required braking torque BREQ. As a result, the vehicle V can be decelerated while ensuring good straightness. The required braking torque BREQ is calculated by searching a predetermined map (not shown) according to the detected brake pedal depression amount BP.

  Furthermore, during the deceleration straight-ahead mode, the engine speed NE is controlled to a very low predetermined speed NEL by the control of the first to third rotating machines 11 to 31. Thereby, since the loss by rotating the crankshaft 3a is suppressed, it is possible to generate power with the first to third rotating machines 11 to 31 and to charge the battery 44 with a large amount of power. In addition, if the engine speed NE is high during deceleration, a large amount of fresh air is introduced into the exhaust pipe of the engine 3 by the intake / exhaust operation of the engine 3, so that exhaust gas purification provided in the exhaust pipe is performed. The temperature of the catalyst (both not shown) rapidly decreases, and the catalyst becomes inactive. As a result, when the operation of the engine 3 immediately after deceleration is resumed, the exhaust gas cannot be sufficiently purified by the catalyst. On the other hand, according to the present embodiment, the engine speed NE is controlled to be the predetermined speed NEL as described above during the deceleration straight-ahead mode, so that introduction of fresh air into the exhaust pipe can be suppressed. Thus, the catalyst is maintained in an active state, and therefore the exhaust gas can be sufficiently purified by the catalyst when the operation of the engine 3 immediately after deceleration is resumed.

Specifically, the first to third rotating machines 11 to 31 are controlled as follows during the deceleration straight-ahead mode. That is, in this case, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expression (4) is established, as in the normal straight traveling mode. As is clear from FIG. 17, the relationship among the first rotating machine power generation torque TG1, the left and right front wheel torques TWL and TWR, and the third element transmission torque T3T is expressed by the following equation (49).
(G2 · G3 + G3 + 1 + G1) TG1 + (G2 · G3 + G3 + 1) TWL
+ (G2 / G3 + G3) T3T + G2 / G3 / TWR = 0 (49)

Further, as apparent from the transmission of torque in the various elements described above, the relationship between the third element transmission torque T3T and the third rotating machine power generation torque TG3 is expressed by the equation (7). Since these equations (7) and (49) and the braking torque acting on the left and right front wheels WFL and WFR as described above are controlled so as to become the required braking torque BREQ, the first rotating machine power generation torque TG1 is It is represented by the following formula (50). Therefore, the electric power generated by the first rotating machine 11 is controlled so that this equation (50) is established.
TG1 =-{(2, G2, G3 + G3 + 1) BREQ- (G2, G3 + G3) G4, TG3} / (G2, G3 + G3 + 1 + G1)
...... (50)

Similarly, the second rotating machine power generation torque TG2 is expressed by the following equation (51). Therefore, the electric power generated by the second rotating machine 21 is controlled so that this equation (51) is established.
TG2 =-{(2 ・ G1 + 1 + G3) BREQ- (G1 + 1) G4 ・ TG3} / (G1 + 1 + G3 + G2 ・ G3) ...... (51)

Further, as described above, the engine speed NE is controlled so as to become the predetermined speed NEL. Therefore, the electric power generated by the third rotating machine 31 and the third rotating machine speed NM3 are expressed by the following equation (52). It is controlled to be established.
NM3 = (G4 + 1) NEL-G4 · NWFL (52)

Decelerated turning mode This decelerating turning mode includes a “decelerated right turning mode” that is selected during a right turn while the vehicle V is decelerating and a “decelerated left turn mode” that is selected during a left turn. Since the operations in these modes are performed in the same manner, only the operations in the deceleration right turn mode will be described below as a representative of both.

Deceleration right turn mode During this decelerating right turn mode, the first to third rotating machines 11 to 31 are controlled as will be described later, thereby applying braking torque to the left and right front wheels WFL and WFR. The braking torques acting on WFL and WFR are controlled to be the left and right front wheel required braking torques BLREQ and BRREQ, respectively. In this case, the left and right front wheel required braking torques BLREQ and BRREQ are calculated by searching a predetermined map (not shown) according to the vehicle speed, the steering angle θst, the yaw rate γ, and the brake pedal depression amount BP, respectively. In these maps, the left front wheel required braking torque BLREQ is set to be larger than the right front wheel required braking torque BRREQ for the same vehicle speed, steering angle θst, yaw rate γ, and brake pedal depression amount BP. As described above, the vehicle V can be stably turned while suppressing oversteer during the deceleration right turn mode.

  Hereinafter, the operation in the deceleration right turn mode will be described first in the deceleration right turn mode and at low vehicle speed. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 18, for example. As shown in the figure, in this case, as in the case of FIG. 12 described above, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR. Respectively become the forward rotation direction and the reverse rotation direction. Further, the rotational direction of the rotor 33 of the third rotating machine 31 determined by the relationship between the engine rotational speed NE and the rotational speed of the fourth ring gear R4 is the reverse direction. In such a case, power is generated by the first and third rotating machines 11 and 31, a part of the generated power is charged to the battery 44, and the rest is supplied to the second rotating machine 21. The rotor 23 is reversed. In this case, the torque relationship between the various rotary elements is expressed as shown in FIG. 18, for example.

  As is apparent from FIG. 18, during the deceleration right turn mode and at the low vehicle speed, the first rotating machine power generation torque TG1 is transmitted to the first element and acts to reduce the rotational speed of the first element. The second rotating machine torque TM2 is transmitted to the fifth element and acts to increase the rotation speed of the fifth element in the reverse rotation direction. Further, the first rotating machine power generation torque TG1 and the second rotating machine torque TM2 transmitted to the first and fifth elements, respectively, together with the third element transmitting torque T3T transmitted to the third element as will be described later, It is transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively, and acts to reduce the left and right front wheel rotational speeds NWFL and NWFR. That is, the braking force acts on the left and right front wheels WFL, WFR, as in the straight deceleration mode.

  Further, in this case, as in the deceleration straight traveling mode, a part of the power due to inertia received from the left and right front wheels WFL, WFR is transmitted to the third rotating machine 31, and the rotor 33 of the third rotating machine 31 is reversed. For this reason, the third rotating machine power generation torque TG3 acts to reduce the rotational speed of the fourth ring gear R4 using the friction of the engine 3 acting on the fourth carrier C4 as a reaction force. As a result, a braking torque based on the third rotating machine power generation torque TG3 acts on the third element via the fourth ring gear R4.

Specifically, the first to third rotating machines 11 to 31 are controlled as follows during the deceleration right turn mode and the low vehicle speed traveling. In this case, as is clear from the comparison between FIG. 18 and FIG. 17, the relationship among the first rotating machine power generation torque TG1, the left and right front wheel torques TWL and TWR, and the third element transmission torque T3T is expressed by the above equation (49). expressed. Also in this case, the relationship between the third element transmission torque T3T and the third rotating machine power generation torque TG3 is expressed by the above equation (7). Since the equations (7) and (49) and the braking torque acting on the left and right front wheels WFL, WFR are controlled to become the left and right front wheel required braking torques BLREQ, BRREQ, respectively, as described above, the first The rotating machine power generation torque TG1 is expressed by the following equation (53). Therefore, the electric power generated by the first rotating machine 11 is controlled so that this equation (53) is established.
TG1 =-{(G2 ・ G3 + G3 + 1) BLREQ + G2 ・ G3 ・ BRREQ- (G2 ・ G3 + G3) G4 ・ TG3} / (G2 ・ G3 + G3 + 1 + G1)
...... (53)

Similarly, the second rotating machine torque TM2 is expressed by the following equation (54). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (54) is established.
TM2 =-{(G1 + 1 + G3) BRREQ + G1 ・ BLREQ- (G2 ・ G3 + G3) G4 ・ TG3} / (G1 + 1 + G3 + G2 ・ G3)
...... (54)
Further, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expressions (37) and (39) are established, as in the ENG turning mode.

  Further, as apparent from FIG. 18, the third rotating machine power generation torque TG3 acts to increase the engine speed NE, so that the electric power generated by the third rotating machine 31 and the third rotating machine speed NM3 are increased. Is controlled so that the engine speed NE is not increased in order to charge the battery 44 with a larger amount of electric power and maintain the catalyst in an active state. In this case, the electric power generated by the third rotating machine 31 and the third rotating machine rotation speed NM3 may be controlled so that the engine rotation speed NE becomes the predetermined rotation speed NEL, similarly to the deceleration straight travel mode.

  Next, the operation during the deceleration right turn mode and at the high vehicle speed will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 19, for example. As shown in the figure, in this case, as in the case of FIG. 13 described above, the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR are determined. All rotation directions are forward rotation directions. Further, the rotational direction of the rotor 33 of the third rotating machine 31 determined by the relationship between the engine rotational speed NE and the rotational speed of the fourth ring gear R4 is the forward rotation direction. In such a case, power is generated by the first and second rotating machines 11 and 21, a part of the generated power is charged to the battery 44, and the rest is supplied to the third rotating machine 31. Then, the rotor 33 is rotated forward. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 19, for example.

  As apparent from FIG. 19, during the deceleration right turn mode and the high vehicle speed traveling, the first and second rotating machine power generation torques TG1 and TG2 are transmitted to the first and fifth elements, respectively. And it acts to reduce the rotational speed of the fifth element. The first and second rotating machine power generation torques TG1 and TG2 transmitted to the first and fifth elements, respectively, together with the third element transmission torque T3T transmitted to the third element as will be described later, And transmitted to the left and right front wheels WFL and WFR via the fourth element, respectively, and acts to reduce the left and right front wheel rotational speeds NWFL and NWFR. That is, also in this case, the braking force acts on the left and right front wheels WFL, WFR.

  In this case, since the rotor 33 of the third rotating machine 31 rotates in the forward direction, the third rotating machine torque TM3 uses the friction of the engine 3 acting on the fourth carrier C4 as a reaction force, and the rotation speed of the fourth ring gear R4. Acts to lower the As a result, a braking torque based on the third rotating machine torque TM3 acts on the third element via the fourth ring gear R4.

Furthermore, the first to third rotating machines 11 to 31 are specifically controlled as follows during the deceleration right turn mode and the high vehicle speed traveling. That is, in this case, as is apparent from the comparison between FIG. 19 and FIG. 18, the electric power generated by the first rotating machine 11 is changed from the third rotating machine power generation torque TG3 to the third rotating machine torque TM3 in the equation (53). Control is performed so that the following expression (55) is satisfied.
TG1 =-{(G2 ・ G3 + G3 + 1) BLREQ + G2 ・ G3 ・ BRREQ- (G2 ・ G3 + G3) G4 ・ TM3} / (G2 ・ G3 + G3 + 1 + G1)
...... (55)

Similarly, the electric power generated by the second rotating machine 21 replaces the second rotating machine torque TM2 in the equation (54) with the second rotating machine generating torque TG2, and the third rotating machine generating torque TG3 is replaced by the third rotating machine. Control is performed so that the following equation (56) replaced with the torque TM3 is established.
TG2 =-{(G1 + 1 + G3) BRREQ + G1 ・ BLREQ- (G2 ・ G3 + G3) G4 ・ TM3} / (G1 + 1 + G3 + G2 ・ G3)
...... (56)
Further, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expressions (37) and (39) are established, as in the ENG turning mode.

  Further, as apparent from FIG. 19, since the third rotating machine torque TM3 acts to increase the engine speed NE, the power supplied to the third rotating machine 31 and the third rotating machine speed NM3 are The engine speed NE is controlled so as not to increase. In this case, the electric power supplied to the third rotating machine 31 and the third rotating machine speed NM3 may be controlled so that the engine speed NE becomes the predetermined speed NEL, as in the straight deceleration mode.

  Further, during the deceleration right turn mode and at the high vehicle speed, the rotation direction of the rotor 33 of the third rotating machine 31 determined by the relationship between the engine speed NE and the left and right front wheel speeds NWFL and NWFR is the reverse direction. There is. In that case, the third rotating machine 31 generates power, and the generated power is charged in the battery 44. In this case, the electric power generated by the third rotating machine 31 and the control of the third rotating machine speed NM3 are performed by the above-described method, and detailed description thereof is omitted.

EV start mode This EV start mode is an operation mode in which the vehicle V is started forward and traveled using the power of the first and second rotating machines 11 and 21 while the engine 3 is stopped. The EV start mode is selected when the state of charge of the battery 44 is greater than the second predetermined value described above and the battery 44 is not overdischarged. Further, the relationship between the rotational speed and the torque between the various types of rotary elements in the EV start mode is expressed as shown in FIG. 20, for example. During the EV start mode, electric power is supplied from the battery 44 to the first and second rotating machines 11 and 21, and the rotors 13 and 23 are rotated forward. In this case, as is apparent from FIG. 20, the first and second rotating machine torques TM1 and TM2 generated along with the supply of electric power are transmitted to the first and fifth elements, respectively. The torque transmitted to the five elements is transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively. As a result, the left and right front wheels WFL, WFR are driven, and as a result, the left and right front wheel rotation speeds NWFL, NWFR rise in the forward direction, and the vehicle V starts forward.

  As is apparent from FIG. 20, during the EV start mode, the power of the first and second rotating machines 11 and 21 is transmitted to the fourth ring gear R4 via the third element, and further, the fourth planetary gear. It is transmitted to the fourth sun gear S4 via P4. In this case, since the friction of the engine 3 is larger than that of the third rotating machine 31, the fourth sun gear S <b> 4 reverses with the rotor 33 of the third rotating machine 31 in accordance with the transmission of power as described above. Accordingly, a rotating magnetic field is generated in the stator 32 of the third rotating machine 31 even if the third rotating machine 31 is not generating power. In this case, the rotating resistance (hereinafter referred to as “third magnetic field rotating resistance”) is generated. DM3 acts on the fourth sun gear S4 via the rotor 33. In this case, the fourth ring gear transmission torque TR4 transmitted from the first and second rotating machines 11 and 21 to the fourth ring gear R4 using the third magnetic field rotation resistance DM3 as a reaction force is transmitted via the fourth carrier C4. There is a possibility that the engine speed NE is increased by being transmitted to the crankshaft 3a.

  Therefore, during the EV start mode, electric power is supplied to the third rotating machine 31 to reverse the rotor 33 so as to cancel the third magnetic field rotation resistance DM3. In this case, the power supplied to the third rotating machine 31 is controlled such that the third rotating machine torque TM3 is equal to the third magnetic field rotation resistance DM3.

  Further, when the vehicle V is running straight in the EV start mode, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other by controlling the first and second rotating machines 11 and 21. The front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ. Thereby, when the vehicle V is traveling straight in the EV start mode, it is possible to obtain a favorable straight traveling property of the vehicle V. In this case, the first and second rotating machines 11 and 21 are specifically controlled as follows.

That is, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expression (4) is established, as in the normal straight traveling mode. As is clear from FIG. 20, the relationship between the first rotating machine torque TM1 and the left and right front wheel transmission torques TWLT and TWRT is expressed by the following equation (57).
(G2 · G3 + G3 + 1 + G1) TM1 + (G2 · G3 + G3 + 1) TWLT
+ G2 / G3 / TWRT = 0 (57)

As described above, the left and right front wheel transmission torques TWLT and TWRT are each controlled to be ½ of the required torque TREQ, and from this equation (57), the first rotating machine torque TM1 is expressed by the following equation (58). expressed. Therefore, the power supplied to the first rotating machine 11 is controlled so that this equation (58) is established.
TM1 = − {(2 · G2 · G3 + G3 + 1) TREQ / 2}
/ (G2 / G3 + G3 + 1 + G1) (58)

Similarly, the relationship between the second rotating machine torque TM2 and the left and right front wheel transmission torques TWLT and TWRT is expressed by the following equation (59).
(G1 + 1 + G3 + G2 · G3) TM2 + (G1 + 1 + G3) TWRT
+ G1 · TWLT = 0 (59)
As described above, the left and right front wheel transmission torques TWLT and TWRT are each controlled to be ½ of the required torque TREQ, and from this equation (59), the second rotating machine torque TM2 is expressed by the following equation (60). expressed. Therefore, the power supplied to the second rotating machine 21 is controlled so that this equation (60) is established.
TM2 = − {(2 · G1 + 1 + G3) TREQ / 2}
/ (G1 + 1 + G3 + G2 ・ G3) (60)

  Further, when the vehicle V is turning in the EV start mode, the first and second rotating machine rotational speeds NM1 and NM2 are set so as to satisfy the expressions (37) and (39) as in the ENG turning mode. Be controlled. Furthermore, the electric power supplied to the first and second rotating machines 11 and 21 is basically controlled based on the above equations (58) and (60), respectively. In this case, turning assist force may be applied to the left and right front wheels WFL and WFR by controlling the first and second rotating machines 11 and 21 as in the ENG turning mode.

ENG start mode during EV travel This ENG start mode during EV travel is an operation mode in which the engine 3 is started when the vehicle V is traveling in the EV start mode, and the state of charge of the battery 44 is the same as that described above. 1 Selected when smaller than a predetermined value. The relationship between the rotational speed and the torque between the various rotary elements in the ENG start mode during EV traveling is expressed as shown in FIG. 21, for example. Hereinafter, the operation in the ENG start mode during EV traveling will be described focusing on differences from the EV start mode.

  As shown in FIG. 21, in the EV traveling ENG start mode, as in the EV start mode, power is transmitted from the first and second rotating machines 11 and 21 to the third rotating machine 31, and the rotor 33 rotates in the reverse direction. Using this power, the third rotating machine 31 generates power, and the generated power is supplied to the first and second rotating machines 11 and 21, so that the rotors 13 and 23 of both 11 and 21 are rotated forward. As a result, the fourth ring gear transmission torque TR4 transmitted from the first and second rotating machines 11 and 21 to the fourth ring gear R4 is transmitted to the fourth carrier C4 using the third rotating machine power generation torque TG3 as a reaction force. Further, it is transmitted to the crankshaft 3a. In other words, the power of the first and second rotating machines 11 and 21 transmitted to the fourth ring gear R4 is distributed to the crankshaft 3a and the third rotating machine 31. Further, the third rotating machine rotation speed NM3 is controlled to be 0, thereby reducing the power distributed from the first and second rotating machines 11 and 21 to the third rotating machine 31 and the crank. The power distributed to the shaft 3a is increased, whereby the crankshaft 3a is rotated forward. In this state, the engine 3 is started by controlling the ignition operation of the fuel injection valve and the spark plug of the engine 3.

Further, in the ENG start mode during EV travel, the third rotating machine speed NM3 is controlled so that the engine speed NE becomes the start speed NST, as in the above-described stopped ENG start mode. Specifically, the third rotating machine rotation speed NM3 is controlled so that the following expression (61) is established.
NM3 = (G4 + 1) NST-G4 · NWFL (61)

  In this case, when the left and right front wheel rotational speeds NWFL and NWFR are low, the rotational direction of the fourth sun gear S4 determined by the relationship between the rotational speed of the fourth ring gear R4 and the starting rotational speed NST may be the forward rotation direction. . In that case, power is supplied from the battery 44 to the third rotating machine 31, and the rotor 33 is rotated in the forward direction to control the third rotating machine speed NM3. Control to be several NST. Therefore, in the ENG start mode during EV traveling, the occurrence of vibrations and noise of the engine 3 can be prevented and the merchantability can be improved, as in the ENG start mode during stoppage.

  Further, as is apparent from FIG. 21, the third rotating machine power generation torque TG3 (or the third rotating machine torque TM3) acts as a braking torque on the left and right front wheels WFL, WFR. For this reason, in the ENG start mode during EV traveling, the electric power generated by the third rotating machine 31 (the third rotating machine 31) in order to prevent a rapid decrease in the left and right front wheel transmission torques TWLT and TWRT and ensure good drivability. Is controlled such that the third rotating machine power generation torque TG3 (third rotating machine torque TM3) gradually increases.

  When the vehicle V is traveling straight in the ENG start mode during EV traveling, the first and second rotating machines 11 and 21 are specifically controlled as follows. That is, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expression (4) is established, as in the normal straight traveling mode.

  Further, in this case, as is apparent from FIG. 21, the relationship among the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (5). . The relationship between the third element transmission torque T3T and the third rotating machine power generation torque TG3 is expressed by the above equation (7). Since these equations (5) and (7) and the EV start mode are controlled so that the left and right front wheel transmission torques TWLT and TWRT are each halved of the required torque TREQ, the first rotating machine torque TM1 Is represented by the formula (8). Accordingly, the electric power supplied to the first rotating machine 11 is controlled so that this equation (8) is established. Similarly, the second rotating machine torque TM2 is expressed by the formula (10). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (10) is established.

  Further, when the vehicle V is turning in the ENG start mode during EV traveling, the first and second rotating machine rotational speeds NM1 and NM2 are the same as in the ENG turning mode, respectively, in the above formulas (33) and (35). Is controlled to hold. Furthermore, the electric power supplied to the first and second rotating machines 11 and 21 is basically controlled based on the above equations (8) and (10). In this case, as in the ENG turning mode, the left and right turning assist forces may be applied to the left and right front wheels WFL and WFR by controlling the first and second rotating machines 11 and 21.

EV Reverse Mode This EV reverse mode is an operation mode in which the vehicle V is started backward by using the power of the first and second rotating machines 11 and 21 while the engine 3 is stopped. Similarly to the EV start mode, the EV reverse mode is selected when the state of charge of the battery 44 is larger than the second predetermined value described above and the battery 44 does not overdischarge. Further, the relationship between the rotational speed and the torque between the various types of rotary elements in the EV reverse mode is expressed as shown in FIG. 22, for example. The rotational directions and torque directions of the various rotary elements in the figure are merely opposite to those of the various rotary elements in FIG. 20 showing the EV start mode described above. Accordingly, during the EV reverse mode, the first to third rotating machines 11 to 31 are controlled in the same manner as the EV start mode except that the rotors 13 and 23 are reversed and the rotor 33 is rotated forward.

  The correspondence between various elements in the present embodiment and various elements of the present invention is as follows. That is, the vehicle V and the left and right front wheels WFL and WFR correspond to the transportation engine and the left and right driven parts in the present invention, respectively, and the engine 3 and the crankshaft 3a correspond to the prime mover and the output part in the present invention, respectively. Further, the rotors 13, 23, and 33 correspond to first to third rotors in the present invention, respectively. Further, the first to third planetary gear devices PS1 to PS3 correspond to the differential device in the present invention, the first sun gear S1 is the first element in the present invention, the first carrier C1 and the third ring gear R3 are Each corresponds to the second element in the present invention. The first ring gear R1, the second ring gear R2, and the third carrier C3 correspond to the third element in the present invention, and the second carrier C2 and the third sun gear S3 are the fourth element in the present invention. S2 corresponds to the fifth element in the present invention.

  Further, the first planetary gear device PS1 corresponds to the first differential device in the present invention, and the first sun gear S1, the first carrier C1, and the first ring gear R1 are the first to third members in the present invention. Each corresponds. Further, the third planetary gear device PS3 corresponds to the second differential device in the present invention, and the third ring gear R3, the third carrier C3 and the third sun gear S3 are the fourth to sixth members in the present invention, respectively. Equivalent to. Further, the second planetary gear device PS2 corresponds to the third differential device in the present invention, and the second ring gear R2, the second carrier C2, and the second sun gear S2 are respectively used as the seventh to ninth members in the present invention. Equivalent to. The fourth planetary gear device PS4 corresponds to the fourth differential device in the present invention, and the fourth sun gear S4, the fourth carrier C4, and the fourth ring gear R4 are the tenth to twelfth members in the present invention, respectively. Equivalent to. Further, the battery 44 corresponds to the power storage device in the present invention.

  As described above, according to the present embodiment, the first to fifth elements can transmit power between each other, and rotate while maintaining a collinear relationship with respect to the rotational speed between the power transmissions. At the same time, they are arranged in order in a nomographic chart showing the relationship between the rotational speeds. The first element is mechanically connected (directly connected) to the rotor 13 of the first rotating machine 11 and the second element is connected to the left front wheel WFL. Further, the third element is mechanically connected to the crankshaft 3a via the fourth ring gear R4 and the fourth carrier C4, the fourth element is connected to the right front wheel WFR, and the fifth element is connected to the second rotating machine 21. The rotor 23 is mechanically coupled (directly coupled) to each other. Further, the rotor 33 of the third rotating machine 31 is mechanically connected to the crankshaft 3a via the fourth sun gear S4 and the fourth carrier C4. Further, the stator 12 of the first rotating machine 11 and the stator 32 of the third rotating machine 31 and the stator 22 of the second rotating machine 21 and the stator 32 of the third rotating machine 31 are electrically connected to each other. .

  Further, as described with reference to FIGS. 12 to 15, the left and right front wheels WFL and WFR can be made to act on the turning assist force to perform the left and right turning assist of the vehicle V. In this case, the second and fourth elements connected to the left and right front wheels WFL, WFR do not rotate independently of each other, but rotate while maintaining a collinear relationship with respect to the rotational speed, unlike the conventional case described above. Therefore, the rotation (rotation speed / torque) of the left and right front wheels WFL and WFR can be easily and accurately controlled, thereby improving drivability. Moreover, the 1st-5th element can be comprised appropriately by the connection between 1st-3rd planetary gear apparatus PS1-PS3. Further, as described with reference to FIG. 11 and the like, the power of the engine 3 can be continuously shifted and transmitted to the left and right front wheels WFL and WFR, and the engine speed NE can be improved with better fuel efficiency. Since the target engine speed NEOBJ is controlled to be high, the efficiency of the power unit 1 can be increased.

  Further, a battery 44 that can be charged and discharged is electrically connected to the first to third rotating machines 11 to 31, and the power of the engine 3 is set to the best fuel consumption power as described in the charge straight-ahead mode or the like. While controlling, the surplus of the motive power of the engine 3 with respect to a required motive power is charged to the battery 44 as electric power. Further, as described in the assist straight traveling mode, the shortage of the power of the engine 3 relative to the required power is compensated by supplying the first and second rotating machines 11 and 21 with the electric power charged in the battery 44. As described above, the best fuel consumption of the engine 3 can be obtained, and therefore the efficiency of the power unit 1 can be further increased.

  In the first embodiment described above, the tenth and twelfth members of the present invention are the fourth ring gear R4 and the fourth sun gear S4, respectively, but on the contrary, the fourth sun gear S4 and the fourth ring gear. R4 may be used. That is, the fourth ring gear R4 is connected (directly connected) to the rotor 33 of the third rotating machine 31, and the fourth sun gear S4 is connected to the third element (first ring gear R1, second ring gear R2, third carrier C3). Also good.

  Next, a power plant 1A according to a second embodiment of the present invention will be described with reference to FIG. As shown in the figure, this power unit 1A is a transmission for shifting the power of the engine 3 and transmitting it to the third element in place of the fourth planetary gear unit PS4 as compared with the first embodiment. The main difference is that 71 is provided. Hereinafter, the power unit 1A will be described focusing on differences from the first embodiment.

  A transmission 71 shown in FIG. 23 is a gear-type stepped automatic transmission, and includes an input shaft (not shown) and an output shaft 72, and a plurality of planetary gear devices provided on the input shaft and the output shaft 72. And a friction clutch (not shown) for connecting / disconnecting between the input shaft and the output shaft 72. In the transmission device 71, a total of four shift speeds including a first shift speed, a second shift speed, a third shift speed, and one reverse shift speed are set, and the input shaft is connected to the input shaft while the clutch is engaged. The input power is output to the output shaft 72 while being shifted by one gear ratio of these four shift speeds. Further, as shown in FIG. 24, the transmission 71 is connected to the ECU 2, and the change of the gear stage and the connection / disconnection operation of the clutch are controlled by the ECU 2.

  Also, as shown in FIG. 23, in the power unit 1A, unlike the first embodiment, the rotor 33 of the third rotating machine 31 is mechanically directly connected to the crankshaft 3a via the flywheel. The input shaft 71 is integrated with the rotor 33 and mechanically directly connected to the crankshaft 3a. Further, a gear 73 is integrally provided on the output shaft 72 of the transmission 71, and this gear 73 is engaged with the idler gear 8 described above. As described above, the third element described above, that is, the first and second ring gears R1 and R2 and the third carrier C3 are connected to the crankshaft 3a via the gear 7a, the idler gear 8, the gear 73, and the transmission 71. The rotor 33 of the third rotating machine 31 is mechanically coupled directly to the crankshaft 3a.

  In the power unit 1A having the above configuration, as is apparent from a comparison between FIG. 23 and FIG. 2 described above, the first to third planetary gear units PS1 to PS3, the left and right front wheels WFL, WFR, The connection relationship between the second rotating machines 11 and 21 is exactly the same as in the first embodiment. On the other hand, unlike the first embodiment, the crankshaft 3a and the rotor 33 of the third rotating machine 31 are directly connected to each other, and the engine speed NE and the third rotating machine speed NM3 are equal to each other. The output shaft 72 of the transmission 71 is connected to the third element via the gear 73, the idler gear 8, and the gear 7a. The rotational speed of the third element and the rotational speed of the output shaft 72 of the transmission 71 are If shifting by these gears 73 and 7a is ignored, they are equal to each other. From the above, the rotational speed relationship between the various rotary elements in the power unit 1A is expressed as shown in FIG. 25, for example. Hereinafter, various operations of the power plant 1A will be described with reference to a speed alignment chart as shown in FIG.

  As in the first embodiment, the operation mode of the power unit 1A includes a stopped ENG start mode, an ENG start mode, an ENG straight drive mode, an ENG turn mode, an ENG reverse drive mode, a deceleration operation mode, an EV start mode, and an EV drive ENG. A start mode and an EV reverse mode are included. Various control operations in these operation modes are performed by the ECU 2 in accordance with the detection signals from the various sensors 51 to 63 described above, as in the first embodiment. Hereinafter, these operation modes will be described in order from the stationary ENG start mode, focusing on differences from the first embodiment.

-Stopped ENG start mode In the stopped ENG start mode, the clutch of the transmission 71 cuts off the connection between the input shaft and the output shaft 72. As a result, the crankshaft 3a and the rotor 33 and the third element of the third rotating machine 31 Block between. In this state, power is supplied to the third rotating machine 31, and the rotor 33 is rotated forward together with the crankshaft 3a. In this case, the third rotating machine speed NM3 is controlled so that the engine speed NE becomes the aforementioned starting speed NST, and in this state, the fuel injection valve and ignition of the engine 3 are controlled according to the crank angle position. The engine 3 is started by controlling the ignition operation of the plug. Therefore, as in the first embodiment, the vibration and noise of the engine 3 can be prevented and the merchantability can be improved.

  In this case, the power of the third rotating machine 31 is not transmitted to the left and right front wheels WFL and WFR due to the disconnection between the rotor 33 and the third element by the clutch described above. In addition, the first and second rotating machines 11 and 21 are short-circuited, for example, to generate a torque that keeps the rotors 13 and 23 of both the 11 and 21 stationary. WFL and WFR are held stationary. Thus, as shown in FIG. 25, the left and right front wheel rotational speeds NWFL and NWFR are held at the value 0, and the vehicle V is held stationary. When the engine 3 is operating while the vehicle is stopped, the clutch of the transmission 71 cuts off the connection between the crankshaft 3a and the left and right front wheels WFL, WFR, whereby the power of the engine 3 is changed to the left and right front wheels WFL, The left and right front wheels WFL and WFR are held stationary by the control of the first and second rotating machines 11 and 21 described above without being transmitted to the WFR.

· During the ENG mode ENG start mode, the increasing power of the engine 3, by using a part, electric power generation is performed by the third rotating machine 31. Further, the generated electric power is supplied to the first and second rotating machines 11 and 21, and the rotors 13 and 23 are rotated forward. Further, as described in the ENG start mode while the vehicle is stopped, the clutch of the transmission 71 that has been disconnected until then is gradually connected, so that the crankshaft 3a and the third element are gradually connected. In this case, the rotational speed relationship and the torque relationship between the various rotary elements are expressed as shown in FIG. 26, for example.

  As apparent from FIG. 26, during the ENG start mode, the third element transmission torque T3T transmitted from the engine 3 to the third element via the transmission 71 and the first and fifth elements respectively transmitted to the third element. The first and second rotating machine torques TM1 and TM2 are transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively. As a result, the left and right front wheels WFL, WFR are driven, and as a result, the left and right front wheel rotation speeds NWFL, NWFR rise in the forward direction, and the vehicle V starts forward. In this case, as described above, the crankshaft 3a and the third element are gradually connected by the clutch of the transmission 71, so the left and right front wheel transmission torque TWLT transmitted from the engine 3 to the left and right front wheels WFL, WFR. , TWRT can be gradually increased. Therefore, as in the first embodiment, it is possible to prevent a large load from acting on the engine 3 from the left and right front wheels WFL, WFR, and to start the vehicle V without causing an engine stall.

  Further, during the ENG start mode, as in the first embodiment, the first and second rotating machine rotation speeds NM1, NM2 are set so that the left and right front wheel rotation speeds NWFL, NWFR are equal to each other. Control to be established. Further, the power supplied to the first and second rotating machines 11 and 21 is controlled so that the left and right front wheel transmission torques TWLT and TWRT are each ½ of the required torque TREQ. As described above, it is possible to obtain good straightness of the vehicle V.

Hereinafter, the control of the first to third rotating machines 11 to 31 in this case will be specifically described. As is clear from a comparison between FIG. 26 and FIG. 10 described above, the relationship among the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (5). Therefore, the first rotating machine torque TM1 is expressed by the following equation (62).
TM1 =-{TREQ (2, G2, G3 + G3 + 1) / 2 + (G2, G3 + G3) T3T} / (G2, G3 + G3 + 1 + G1) ...... (62)
Further, as described above, since the clutch of the transmission 71 gradually connects the crankshaft 3a and the third element, the third element transmission torque T3T transmitted from the engine 3 to the third element gradually increases. To do. For this reason, while calculating 3rd element transmission torque T3T, according to the calculated 3rd element transmission torque T3T, the electric power supplied to the 1st rotary machine 11 is controlled so that said Formula (62) may be materialized. The third element transmission torque T3T is calculated by searching a predetermined map (not shown) according to the throttle valve opening of the engine 3, the transmission gear ratio of the transmission 71, and the degree of clutch engagement.

Further, since the relationship among the second rotating machine torque TM2, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (9), the second rotating machine torque TM2 is It is represented by Formula (63).
TM2 =-{TREQ (2 ・ G1 + 1 + G3) / 2 + (G1 + 1) T3T} / (G1 + 1 + G3 + G2 ・ G3) ...... (63)
Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (63) is established according to the calculated third element transmission torque T3T.

-ENG rectilinear mode In the ENG rectilinear mode, as in the first embodiment, the normal rectilinear mode, the charging rectilinear mode, and the assist rectilinear mode are selected according to the required power. Hereinafter, these operation modes will be described in order from the normal straight-ahead mode.

Normal straight-ahead mode In the normal straight-ahead mode, the power of the engine 3 is controlled so as to be the required power, and power generation is performed using a part of the power transmitted from the engine 3 to the third rotating machine 31 as in the ENG start mode. At the same time, the generated electric power is supplied to the first and second rotating machines 11 and 21 as they are, and the rotors 13 and 23 are rotated forward. In this case, the rotational speed relationship and the torque relationship between the various types of rotary elements are expressed in the same manner as in FIG. 26, for example. In this case as well, as in the ENG start mode, the third element transmission torque T3T transmitted from the engine 3 to the third element is transmitted to the first and fifth elements, respectively. Along with the machine torques TM1 and TM2, they are transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively. As a result, the left and right front wheels WFL, WFR are continuously driven and rotate forward.

  Further, in the normal straight-ahead mode, the gear ratio of the transmission 71 is controlled so that the engine speed NE becomes the target engine speed NEOBJ. In this case, the target engine speed NEOBJ is calculated by searching a predetermined map (not shown) different from the first embodiment according to the vehicle speed and the required torque TREQ. In this map, the relationship among the transmission ratio of the transmission device 71, the target engine speed NEOBJ, the vehicle speed, and the required torque TREQ is obtained in advance by experiment and mapped. Further, by controlling the first to third rotating machines 11 to 31, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the left and right front wheel transmission torques TWLT and TWRT are respectively set to the required torques. Control to be 1/2 of TREQ. Thereby, the favorable straightness of the vehicle V can be obtained. Further, the left and right front wheel transmission power (the sum of the power transmitted to the left and right front wheels WFL and WFR) is equal to the power of the engine 3.

-Charge straight running mode During the charge straight running mode, similarly to the first embodiment, the power of the engine 3 is controlled so as to be the best fuel consumption power larger than the required power. Further, the engine speed NE is controlled to be equal to the target engine speed NEOBJ by controlling the gear ratio of the transmission 71 in the same manner as in the normal straight traveling mode. As described above, the engine torque TENG is controlled to be the target engine torque TEOBJ. Further, a part of the power of the engine 3 is used to generate power with the third rotating machine 31, and a part of the generated power is charged to the battery 44, while the rest are the first and second rotating machines 11, 21. To supply. In this case, the surplus with respect to the required power of the power of the engine 3 controlled to the best fuel consumption power as described above is charged in the battery 44 as electric power. Further, by controlling the first to third rotating machines 11 to 31, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other and the left and right front wheel transmission torques TWLT, Each TWRT is controlled to be ½ of the required torque TREQ.

  As described above, during the straight charge mode, the left and right front wheel transmission power is equal to the required power, and the sum of the left and right front wheel transmission power and the electric power (energy) charged in the battery 44 is the power of the engine 3. Will be equal. Further, the rotational speed relationship and the torque relationship between the various rotary elements during the straight charge mode are the same as those in FIG. 26 described above.

Assist straight- ahead mode During the assist straight-ahead mode, the power of the engine 3 is controlled to be the best fuel efficiency power smaller than the required power, as in the first embodiment. Further, the engine speed NE is controlled to be equal to the target engine speed NEOBJ by controlling the gear ratio of the transmission 71 in the same manner as in the normal straight traveling mode. As described above, the engine torque TENG is controlled to be the target engine torque TEOBJ. Further, a part of the power of the engine 3 is used to generate power with the third rotating machine 31, and in addition to the generated power, the power of the battery 44 is supplied to the first and second rotating machines 11 and 21. . In this case, the shortage of the required power of the engine 3 controlled to the best fuel efficiency power as described above is compensated by the power supply from the battery 44 to the first and second rotating machines 11 and 21. Further, by controlling the first to third rotating machines 11 to 31, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the left and right front wheel transmission torques TWLT and TWRT are respectively set to the required torques. Control to be 1/2 of TREQ.

  As described above, in the assist straight traveling mode, the left and right front wheel transmission power is equal to the required power, and is equal to the sum of the electric power (energy) from the battery 44 and the power of the engine 3. Further, the rotational speed relationship and the torque relationship between the various rotary elements during the assist straight traveling mode are the same as those in FIG. 26 described above.

-ENG turning mode The ENG turning mode includes the first and second right turn assist modes as in the first embodiment. First, the first right turn assist mode will be described.

First right turn assist mode During the first right turn assist mode, basically, the power of the engine 3 is controlled so as to be the best fuel consumption power as in the first embodiment. Further, the engine speed NE is controlled to be equal to the target engine speed NEOBJ by controlling the gear ratio of the transmission 71 in the same manner as in the normal straight traveling mode. As described above, the engine torque TENG is controlled to be the target engine torque TEOBJ. Further, by controlling the first to third rotating machines 11 to 31, the left and right front wheel transmission torques TWLT and TWRT are controlled to become the left and right front wheel required torques TLREQ and TRREQ, respectively. As described above, the left front wheel required torque TLREQ is set to a value larger than the right front wheel required torque TRREQ.

  As described above, during the first right turn assist mode, as in the first embodiment, the left front wheel transmission torque TWLT is larger than the right front wheel transmission torque TWRT. As a result, a small turn assist force is applied to the left and right front wheels WFL, WFR. Acts to turn the vehicle V to the right. Thereby, the direction of the vehicle V can be changed stably and rapidly. Also, the left and right front wheel transmission power is the required power.

  Hereinafter, with regard to the operation during the first right turn assist mode, first, the operation during low vehicle speed traveling will be described. In this case, the rotational speed relationship between the various rotating elements is expressed as shown in FIG. 27, for example. As shown in FIG. 12, as in the case of FIG. 12, the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR during a right turn while traveling at a low vehicle speed. The rotation directions of the rotors 13 and 23 are the forward rotation direction and the reverse rotation direction, respectively.

  In such a case, basically, the second and third rotating machines 21 and 31 generate electric power, and the generated electric power is supplied to the first rotating machine 11 to rotate the rotor 13 in the normal direction. . In this case, when the power of the engine 3 controlled to the best fuel consumption power is greater than the required power determined by the left and right front wheel required torques TLREQ and TRREQ and the left and right front wheel rotational speeds NWFL and NWFR, the surplus is the second And it is consumed by charging the battery 44 with the electric power generated by the third rotating machines 21 and 31. On the contrary, when the shortage occurs, the shortage is compensated by further supplying power from the battery 44 to the first rotating machine 11. If the power is still insufficient, the shortage is compensated by outputting power from the third rotating machine 31 by supplying power from the battery 44 without generating power in the third rotating machine 31. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 27, for example.

  As is clear from FIG. 27, a part of the motive power transmitted from the engine 3 (and the third rotating machine 31) to the third element and the power supplied from the first rotating machine 11 to the first element are supplied. A part of the motive power is transmitted to the second rotating machine 21 via the fifth element, and as a result, the rotor 23 of the second rotating machine 21 is reversed. For this reason, as in the first embodiment, the second rotating machine power generation torque TG2 generated along with the power generation in the second rotating machine 21 described above decreases the rotational speed of the fifth element that reverses with the rotor 23. Works. Further, the first rotating machine torque TM1 transmitted to the first element, the third element transmitting torque T3T transmitted from the engine 3 to the third element, and the second rotating machine power generation torque TG2 transmitted to the fifth element are: , Transmitted to the left and right front wheels WFL, WFR via the second and fourth elements, respectively. As a result, the left and right front wheels WFL, WFR are continuously driven and rotate forward.

  In addition, during the first right turn assist mode and at low vehicle speed, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR May also be in the forward direction. In that case, electric power is supplied to the 2nd rotary machine 21, and the rotor 23 is rotated forward.

  Next, the operation in the first right turn assist mode and at high vehicle speed will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 28, for example. As shown in the figure, in this case, as in the case of FIG. 13 described above, since the rotational difference between the left and right front wheel rotational speeds NWFL and NWFR is relatively small, the first determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR. The rotation directions of the rotors 13 and 23 of the second rotating machines 11 and 21 are both normal rotation directions.

  In such a case, basically, a part of the power of the engine 3 is used to generate power with the third rotating machine 31, and the generated power is used as the first and second rotating machines 11 and 21. And the rotors 13 and 23 are rotated forward. Furthermore, when the power of the engine 3 controlled to the best fuel efficiency power surpasses the required power, the surplus is consumed by charging the battery 44 with the power generated by the third rotating machine 31. On the contrary, when the shortage occurs, the shortage is compensated by supplying electric power from the battery 44 to the first and second rotating machines 11 and 21. If the power is still insufficient, the shortage is compensated by outputting power from the third rotating machine 31 by supplying power from the battery 44 without generating power in the third rotating machine 31. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 28, for example.

  As apparent from FIG. 28, the third element transmission torque T3T transmitted from the engine 3 (and the third rotating machine 31) to the third element is transmitted to the first and fifth elements, respectively. The two rotating machine torques TM1 and TM2 are transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively. As a result, the left and right front wheels WFL, WFR are continuously driven and rotate forward.

  While in the first right turn assist mode and traveling at a high vehicle speed, the electric power generated by the third rotating machine 31 using a part of the power of the engine 3 is supplied to the first and second rotating machines 11 and 21 as they are. In this case, the power of the engine 3 is distributed to the left and right front wheels WFL, WFR via the first to third planetary gear devices PS1 to PS3 and the first to third rotating machines 11 to 31. The power of the engine 3 distributed to the left front wheel WFL is larger than that of the right front wheel WFR.

Second right turn assist mode During the second right turn assist mode, basically, the power of the engine 3 is controlled to be the best fuel consumption power, as in the first embodiment. Further, the transmission ratio of the transmission 71 is controlled in the same manner as in the normal straight-ahead mode, whereby the engine speed NE is controlled to become the target engine speed NEOBJ. As described above, the engine torque TENG is controlled to be the target engine torque TEOBJ. Further, by controlling the first to third rotating machines 11 to 31, the left front wheel transmission torque TWLT is controlled to become the left front wheel required torque TLREQ, and the braking torque acting on the right front wheel WFR is requested to the right front wheel request. Control is performed so that the braking torque BRREQ is obtained.

  As described above, during the second right turn assist mode, as in the first embodiment, the driving force is applied to the left front wheel WFL and the braking force is applied to the right front wheel WFR. Acting on the front wheels WFL and WFR of the vehicle V, and turning the vehicle V to the right. Thereby, the direction of the vehicle V can be changed stably and rapidly. Further, the difference between the power transmitted to the left front wheel WFL and the braking force acting on the right front wheel WFR is the required power.

  Hereinafter, with regard to the operation in the second right turn assist mode, first, the operation during low vehicle speed traveling will be described. In this case, the rotational speed relationship between the various rotary elements is expressed as shown in FIG. 29, for example. As shown in FIG. 14, as in the case of FIG. 14 described above, the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR when turning right during low vehicle speed traveling. The rotation directions of the rotors 13 and 23 are the forward rotation direction and the reverse rotation direction, respectively.

  In such a case, basically, a part of the power of the engine 3 is used to generate power with the third rotating machine 31, and the generated power is supplied to the first and second rotating machines 11 and 21. Then, the rotor 13 is rotated forward and the rotor 23 is rotated reversely. In this case, the torque relationship between the various types of rotating elements is expressed as shown in FIG. 29, for example.

  As is clear from FIG. 29, as in the case of FIG. 14, the first rotating machine torque TM1 generated along with the power supply to the first rotating machine 11 is transmitted to the first element, and the engine 3 outputs the third element. The third element transmission torque T3T transmitted to is transmitted to the left front wheel WFL as a reaction force, and the left front wheel WFL is continuously rotated forward. That is, the driving force acts on the left front wheel WFL. Further, the second rotating machine torque TM2 generated along with the power supply to the second rotating machine 21 is transmitted to the fifth element, and the front front wheel WFL acts as a reaction force acting on the second element from the left front wheel WFL. It is transmitted to WFR and acts to reverse the right front wheel WFR. That is, the braking force acts on the right front wheel WFR.

  In the second right turn assist mode and at low vehicle speed, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR May also be in the forward direction. In that case, the second rotating machine 21 generates power and the generated power is supplied to the first and third rotating machines 11 and 31.

  Next, the operation during the second right turn assist mode and at the high vehicle speed will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 30, for example. As shown in the figure, during a right turn while traveling at a high vehicle speed, the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR are the same as in the case of FIG. 15 described above. The rotation directions of the rotors 13 and 23 are both normal rotation directions.

  In such a case, basically, the third rotating machine 31 generates power using a part of the power of the engine 3. Moreover, in the 2nd rotary machine 21, electric power is generated using the motive power transmitted so that it may mention later. Furthermore, the electric power generated by the second and third rotating machines 21 and 31 is supplied to the first rotating machine 11 and the rotor 13 is rotated forward. Moreover, the relationship of the torque between the various rotation elements in this case is expressed as shown in FIG. 30, for example.

  As is clear from FIG. 30, as in the first embodiment, a part of the power transmitted from the engine 3 to the third element is transmitted to the second rotating machine 21 through the fifth element, and as a result, The rotor 23 of the second rotating machine 21 rotates forward. For this reason, the second rotating machine power generation torque TG2 generated along with the power generation in the second rotating machine 21 acts to reduce the rotation speed of the fifth element that rotates forward together with the rotor 23.

  Further, the first rotating machine torque TM1 generated with the power supply to the first rotating machine 11 is transmitted to the first element, and the third element transmission torque T3T transmitted from the engine 3 to the third element is used as a reaction force. Is transmitted to the left front wheel WFL, and the left front wheel WFL is continuously rotated forward. That is, the driving force acts on the left front wheel WFL. Further, the second rotating machine power generation torque TG2 is transmitted to the fifth element, and is transmitted from the left front wheel WFL to the right front wheel WFR using the traveling resistance acting on the second element as a reaction force so as to reverse the right front wheel WFR. Works. That is, the braking force acts on the right front wheel WFR.

  Further, as described above, during the second right turn assist mode, the driving force is applied to the left front wheel WFL and the braking force is applied to the right front wheel WFR. For this reason, if the left front wheel required torque TLREQ is relatively large and the driving force acting on the left front wheel WFL is large, the vehicle V may be in an oversteer state. Times assist mode is not selected.

  On the other hand, during the left turn of the vehicle V, the first and second left turn assist modes for generating the left turn assist force are selected. Since the operations in the first and second left turn assist modes are performed in the same manner as in the first and second right turn assist modes described above, detailed description thereof will be omitted.

· During the ENG backward mode ENG backward mode, the speed position of the transmission 71 is set to one gear for reverse, using part of the motive power of the engine 3, electric power generation is performed by the third rotating machine 31, The generated electric power is supplied to the first and second rotating machines 11 and 21, and the rotors 13 and 23 are reversed. The relationship between the rotational speed and the torque between the various types of rotary elements during the ENG reverse mode is expressed as shown in FIG. 31, for example.

  The rotational directions and torque directions of the various rotary elements in FIG. 31 are merely opposite to those of the various rotary elements in FIG. 26 showing the ENG start mode described above. Therefore, during the ENG reverse mode, the control of the first to third rotating machines 11 to 31 is performed in the same manner as the ENG straight-ahead mode and the ENG turning mode except that the rotors 13 and 23 are reversed. Further, when the ENG reverse mode is started while the vehicle V is stopped, the clutch of the transmission 71 is gradually connected in order to prevent engine stall.

Deceleration operation mode The deceleration operation mode includes a “deceleration rectilinear mode” and a “deceleration turn mode” that are selected during straight traveling and turning of the vehicle V, respectively, as in the first embodiment. First, the straight deceleration mode will be described.

-Deceleration straight- ahead mode During the deceleration straight-ahead mode, the clutch of the transmission 71 cuts off the input shaft and the output shaft 72, and consequently cuts off the crankshaft 3a and the rotor 33 from the third element. In this state, the inertial energy of the vehicle V is used to generate power with the first and second rotating machines 11 and 21 and the generated power is charged into the battery 44. The relationship between the rotational speed and the torque between the various types of rotary elements during the deceleration straight-ahead mode is expressed as shown in FIG. 32, for example.

  As is apparent from FIG. 32, in this case, the first and second rotating machine power generation torques TG1 and TG2 are transmitted to the first and fifth elements, respectively, to reduce the rotational speeds of the first and fifth elements. It works to let you. The first rotating machine power generation torque TG1 transmitted to the first element and the second rotating machine power generation torque TG2 transmitted to the fifth element are the left and right front wheels WFL, WFR via the second and fourth elements, respectively. And acts to lower the left and right front wheel rotational speeds NWFL and NWFR. That is, the braking force acts on the left and right front wheels WFL, WFR.

  Further, during the straight deceleration mode, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other and the left and right front wheels WFL are controlled by controlling the first and second rotating machines 11 and 21 as follows. , WFR is controlled so as to be the required braking torque BREQ. As a result, the vehicle V can be decelerated while ensuring good straightness. Further, as described above, the clutch 71 of the transmission 71 holds the crankshaft 3a and the rotor 33 between the third element and the third element, so that the power due to the inertia received from the left and right front wheels WFL, WFR is transmitted to the crankshaft 3a and the rotor. 33 can be prevented from being transferred to the battery 44, whereby a large amount of power can be charged in the battery 44.

Hereinafter, the control of the first and second rotating machines 11 and 21 during the deceleration straight-ahead mode will be specifically described. That is, the first and second rotating machine rotation speeds NM1 and NM2 are controlled so that the expression (4) is established, as in the first embodiment. As is clear from FIG. 32, the relationship between the first rotating machine power generation torque TG1 and the left and right front wheel torques TWL and TWR is expressed by the following equation (64).
(G2 · G3 + G3 + 1 + G1) TG1 + (G2 · G3 + G3 + 1) TWL
+ G2, G3, TWR = 0 (64)

In this case, as described above, since the braking torque acting on the left and right front wheels WFL, WFR is controlled to become the required braking torque BREQ, the first rotating machine power generation torque TG1 is expressed by the following equation (65). The Therefore, the electric power generated by the first rotating machine 11 is controlled so that this equation (65) is established.
TG1 = − (2 · G2 · G3 + G3 + 1) BREQ / (G2 · G3 + G3 + 1 + G1) (65)

Similarly, the second rotating machine power generation torque TG2 is expressed by the following equation (66). Therefore, the electric power generated by the second rotating machine 21 is controlled so that this equation (66) is established.
TG2 = − (2 · G1 + 1 + G3) BREQ / (G1 + 1 + G3 + G2 · G3) (66)

Deceleration turning mode This deceleration turning mode includes a deceleration right turn mode and a deceleration left turn mode, as in the first embodiment. Since the operations in these modes are performed in the same manner, only the operations in the deceleration right turn mode will be described below on behalf of both.

Deceleration right turn mode During the deceleration right turn mode, the clutch of the transmission 71 cuts off between the input shaft and the output shaft 72, and as a result, the crankshaft 3a and the rotor 33 Block between 3 elements. In this state, by controlling the first and second rotating machines 11 and 21 as described later, the braking torque is applied to the left and right front wheels WFL and WFR as in the first embodiment, and both WFL and WFR are applied. Is controlled so that the left and right front wheel required braking torques BLREQ and BRREQ are respectively applied. Accordingly, the vehicle V can be stably turned while suppressing oversteer during the deceleration right turn mode.

  Hereinafter, the operation in the deceleration right turn mode will be described first in the deceleration right turn mode and at low vehicle speed. In this case, the rotational speed relationship and the torque relationship between the various types of rotary elements are expressed as shown in FIG. 33, for example. As shown in the figure, in this case, as in the case of FIG. 18 described above, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR. Respectively become the forward rotation direction and the reverse rotation direction. In such a case, power is generated by the first rotating machine 11, a part of the generated power is charged to the battery 44, the rest is supplied to the second rotating machine 21, and the rotor 23 is reversed. Let In this case, as described above, the clutch of the transmission 71 holds the crankshaft 3a and the rotor 33 and the third element in a disconnected state, so that the power due to the inertia received from the left and right front wheels WFL, WFR is transmitted to the crankshaft 3a. And transmission to the rotor 33 can be prevented, so that the battery 44 can be charged with a large amount of electric power.

  Further, as is apparent from FIG. 33, the first rotating machine power generation torque TG1 is transmitted to the first element during the deceleration right turn mode and at the low vehicle speed so as to reduce the rotation speed of the first element. The second rotating machine torque TM2 is transmitted to the fifth element and acts to increase the rotation speed of the fifth element in the reverse direction. The first rotating machine power generation torque TG1 transmitted to the first element and the second rotating machine torque TM2 transmitted to the fifth element are transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively. It is transmitted and acts to lower the left and right front wheel rotational speeds NWFL and NWFR. That is, the braking force acts on the left and right front wheels WFL, WFR, as in the straight deceleration mode.

Specifically, the first to third rotating machines 11 to 31 are controlled as follows during the deceleration right turn mode and the low vehicle speed traveling. In this case, as is apparent from a comparison between FIG. 33 and FIG. 32 showing the case of the above-described deceleration straight travel mode, the relationship between the first rotating machine power generation torque TG1 and the left and right front wheel torques TWL and TWR is expressed by the above formula ( 64). Further, since this equation (64) and the braking torque acting on the left and right front wheels WFL, WFR are controlled to become the left and right front wheel required braking torques BLREQ, BRREQ, respectively, as described above, the first rotating machine power generation Torque TG1 is expressed by the following equation (67). Therefore, the electric power generated by the first rotating machine 11 is controlled so that this equation (67) is satisfied.
TG1 = − {(G2 · G3 + G3 + 1) BLREQ + G2 · G3 · BRREQ}
/ (G2 / G3 + G3 + 1 + G1) (67)

Similarly, the second rotating machine torque TM2 is expressed by the following equation (68). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (68) is established.
TM2 = − {(G1 + 1 + G3) BRREQ + G1 · BLREQ}
/ (G1 + 1 + G3 + G2 ・ G3) (68)
Further, the first and second rotating machine rotational speeds NM1, NM2 are controlled so that the expressions (37) and (39) are established, respectively, as in the first embodiment.

  Next, the operation during the deceleration right turn mode and at the high vehicle speed will be described. In this case, the rotational speed relationship and the torque relationship between the various types of rotary elements are expressed as shown in FIG. 34, for example. As shown in the figure, in this case, as in the case of FIG. 19, the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR are determined. All rotation directions are forward rotation directions. In such a case, the first and second rotating machines 11 and 21 generate electric power, and the generated electric power is charged in the battery 44.

  As is apparent from FIG. 34, the first and second rotating machine power generation torques TG1 and TG2 are the first and fifth elements, respectively, in the deceleration right turn mode and at the high vehicle speed, as in the deceleration straight travel mode. And acts to reduce the rotational speed of the first and fifth elements. The first rotating machine power generation torque TG1 transmitted to the first element and the second rotating machine power generation torque TG2 transmitted to the fifth element are the left and right front wheels WFL, WFR via the second and fourth elements, respectively. And acts to lower the left and right front wheel rotational speeds NWFL and NWFR. That is, also in this case, the braking force acts on the left and right front wheels WFL, WFR.

Specifically, the first and second rotating machines 11 and 21 are controlled as follows during the deceleration right turn mode and the high vehicle speed traveling. That is, in this case, as is clear from the comparison between FIG. 34 and FIG. 33, the electric power generated by the first rotating machine 11 is controlled so that the formula (67) is satisfied. Similarly, the electric power generated by the second rotating machine 21 is controlled so that the following expression (69) in which the second rotating machine torque TM2 in the expression (68) is replaced with the second rotating machine power generation torque TG2 is established. .
TG2 = − {(G1 + 1 + G3) BRREQ + G1 · BLREQ}
/ (G1 + 1 + G3 + G2 ・ G3) (69)
Further, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expressions (37) and (39) are established, respectively, as in the first embodiment.

  In addition, during the deceleration straight travel mode and the deceleration turning mode, the clutch of the transmission 71 is held in the connected state, and power is generated by the third rotating machine 31 using the power generated by the inertia received from the left and right front wheels WFL and WFR. Good.

EV Start Mode The relationship between the rotational speed and the torque between the various rotary elements during the EV start mode is expressed as shown in FIG. 35, for example. During the EV start mode, as in the first embodiment, power is supplied from the battery 44 to the first and second rotating machines 11 and 21, and the rotors 13 and 23 are rotated in the forward direction. Further, the clutch of the transmission 71 cuts off the input shaft and the output shaft 72, and consequently cuts off the crankshaft 3a and the rotor 33 and the third element.

  As is apparent from FIG. 35, in the EV start mode, as in the first embodiment, the first and second rotating machine torques TM1 and TM2 generated along with the supply of power are applied to the first and fifth elements. The torque transmitted to each of the first and fifth elements is transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively. As a result, the left and right front wheels WFL, WFR are driven, and as a result, the left and right front wheel rotation speeds NWFL, NWFR rise in the forward direction, and the vehicle V starts forward.

  Further, in this case, unlike the first embodiment, as described above, the crankshaft 3a and the rotor 33 and the third element are held in the disconnected state by the clutch, so that the first and second rotating machines 11, 21 can be prevented from being transmitted to the crankshaft 3a and the rotor 33, and therefore loss caused thereby can be prevented. Further, during the EV start mode, as is apparent from a comparison between FIG. 35 and FIG. 20 described above, the first and second rotating machine rotational speeds NM1, NM2 and the first and second rotating machines 11, 21 are used. The power supplied to is controlled in the same manner as in the first embodiment.

  Thus, when the vehicle V is traveling straight in the EV start mode, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the left and right front wheel transmission torques TWLT and TWRT are each set to 1 of the required torque TREQ. It is controlled to be / 2. As a result, when the vehicle V is traveling straight in the EV start mode, it is possible to obtain a favorable straight traveling property of the vehicle V. Also, during the EV start mode and when the vehicle V is turning, the turning assist force is applied to the left and right front wheels WFL and WFR by controlling the first and second rotating machines 11 and 21 as in the first embodiment. It is possible to make it.

-EV traveling ENG start mode In the EV traveling ENG start mode, the clutch of the transmission 71 that was disengaged during the EV start mode is continuously maintained in the disengaged state, and in this state, the third rotating machine 31 from the battery 44 is maintained. Is supplied with electric power, and the rotor 33 is rotated forward together with the crankshaft 3a. In this case, as in the case of the stopped ENG start mode, the third rotational speed NM3 is controlled so that the engine speed NE becomes the above-described start speed NST, and in that state, the crank angle position is set. Accordingly, the engine 3 is started by controlling the ignition operation of the fuel injection valve and the spark plug of the engine 3. Therefore, in the ENG start mode during EV traveling, as in the first embodiment, vibration of the engine 3 and generation of noise can be prevented, and the merchantability can be improved.

  Then, after the engine 3 is started, the input shaft and the output shaft 72 are connected by the clutch of the transmission device 71, and thus the crankshaft 3a and the third element are connected. Thereby, in addition to the power of the first and second rotating machines 11 and 21 transmitted to the first and fifth elements, the power of the engine 3 transmitted to the third element is changed to the second and fourth elements. Are transmitted to the left and right front wheels WFL and WFR, respectively. In the ENG start mode during EV traveling, as described above, the crankshaft 3a and the third element are held in the disconnected state by the clutch of the transmission device 71 as in the EV start mode. The second rotating machines 11 and 21 are controlled in the same manner as in the EV start mode described above.

EV Reverse Mode The relationship between the rotational speed and the torque between the various types of rotary elements during the EV reverse mode is expressed as shown in FIG. 36, for example. The rotational directions and torque directions of the various rotary elements in the figure are merely opposite to those of the various rotary elements in FIG. 35 showing the EV start mode described above. Therefore, during the EV reverse mode, the control of the first and second rotating machines 11 and 21 is performed in the same manner as the EV start mode except that the rotors 13 and 23 are reversed. During the EV reverse mode, the clutch of the transmission 71 is held in the connected state, and the shift stage of the transmission 71 is set to the reverse shift stage in order to prevent reverse rotation of the crankshaft 3a.

  As described above, according to the present embodiment, the first to fifth elements are configured in the same manner as in the first embodiment. Further, the first element is mechanically connected to the rotor 13 of the first rotating machine 11, and the second element is mechanically connected to the left front wheel WFL. Further, the third element is mechanically connected to the crankshaft 3a via the transmission 71, the fourth element is the right front wheel WFR, and the fifth element is the rotor 23 of the second rotating machine 21, respectively. Mechanically linked. Further, the rotor 33 of the third rotating machine 31 is mechanically connected to the crankshaft 3a. Further, as in the first embodiment, the stator 12 of the first rotating machine 11 and the stator 32 of the third rotating machine 31, and the stator 22 of the second rotating machine 21 and the stator 32 of the third rotating machine 31 are respectively mutually connected. Electrically connected.

  In addition, as described with reference to FIGS. 27 to 30, the left and right front wheels WFL and WFR can be made to act on the turning assist force to perform the left and right turning assist of the vehicle V. In this case, as in the first embodiment, the second and fourth elements connected to the left and right front wheels WFL, WFR do not rotate independently of each other, unlike the conventional case described above. Since it rotates while maintaining the linear relationship, the rotation (rotation speed / torque) of the left and right front wheels WFL, WFR can be easily and accurately controlled, thereby improving drivability. Further, as described in the normal straight traveling mode and the like, by controlling the speed ratio of the transmission 71, the engine speed NE is controlled so as to become the target engine speed NEOBJ that can obtain better fuel consumption. The efficiency of the power unit 1A can be increased.

  Similarly to the first embodiment, the chargeable / dischargeable battery 44 is electrically connected to the first to third rotating machines 11 to 31, and the engine 3 as described in the charge straight-ahead mode or the like. The surplus power of the engine 3 with respect to the required power is charged to the battery 44 as electric power. Further, as described in the assist straight traveling mode or the like, the first rotating machine 11, the second rotating machine 21, and the third rotating machine 31 use the power charged in the battery 44 due to the insufficient power of the engine 3 with respect to the required power. Supplemented by supplying As described above, the best fuel consumption of the engine 3 can be obtained, and therefore the efficiency of the power unit 1A can be further increased.

  In the second embodiment described above, the transmission 71 is a gear-type stepped automatic transmission, but may be any transmission that can shift the power from the engine 3 and transmit it to the third element. For example, a belt-type or toroidal-type continuously variable automatic transmission or a hydraulic automatic transmission may be used. Further, the transmission 71 may be omitted.

  Further, in the first and second embodiments, the third carrier C3 and the first and second ring gears R1 and R2 corresponding to the third element in the present invention are provided integrally with each other. As long as they are connected, they are not necessarily provided integrally with each other. In the first and second embodiments, the first and third members of the present invention are the first sun gear S1 and the first ring gear R1, respectively. On the contrary, the first ring gear R1 and the first ring gear R1 One sun gear S1 may be used. That is, the first ring gear R1 may be connected (directly connected) to the rotor 13 of the first rotating machine 11 and the first sun gear S1 may be connected to the crankshaft 3a. In the first and second embodiments, the seventh and ninth members in the present invention are the second ring gear R2 and the second sun gear S2, respectively. On the contrary, the second sun gear S2 and the second sun gear S2 A two-ring gear R2 may be used. That is, the second sun gear S2 may be connected (directly connected) to the crankshaft 3a and the second ring gear R2 may be connected to the rotor 23 of the second rotating machine 21.

  Next, a power plant 1B according to a third embodiment of the present invention will be described with reference to FIG. As shown in the figure, the power unit 1B is mainly different from the first embodiment in that a third rotating machine 80 is provided instead of the fourth planetary gear unit PS4 and the third rotating machine 31. ing. Hereinafter, the power unit 1B will be described focusing on differences from the first embodiment.

  As shown in FIGS. 37 and 40, the third rotating machine 80 is of a two-rotor type and is similar to the rotating machines disclosed in Japanese Patent Application Laid-Open No. 2008-067592 and Japanese Patent Application Laid-Open No. 2008-132971. It is configured. The configuration and operation will be briefly described below. The third rotating machine 80 includes a first rotor 81, a stator 82 disposed so as to face the first rotor 81, and a second rotor provided with a predetermined interval between the two 81, 82. 83. The first rotor 81, the second rotor 83, and the stator 82 are arranged in this order from the inside in the radial direction. In the following description, the left side of FIGS.

  The first rotor 81 has 2n permanent magnets 81a, and these permanent magnets 81a are arranged at equal intervals in the circumferential direction of the rotating shaft 84 (hereinafter simply referred to as “circumferential direction”). It is attached to the outer peripheral surface of the ring-shaped attachment part 81b. The rotation shaft 84 is disposed coaxially with the crankshaft 3a and is rotatable. A gear 85 is coaxially and integrally provided on the rotation shaft 84. The gear 85 meshes with the idler gear 8 described above. The mounting portion 81b is made of a soft magnetic material, such as iron, and the inner peripheral surface thereof is attached to the outer peripheral surface of the disc-shaped flange 81c. The flange 81 c is provided integrally with the rotation shaft 84. As described above, the first rotor 81 including the permanent magnet 81a is rotatable integrally with the rotating shaft 84, and is mechanically coupled to the above-described third element via the gear 85 and the idler gear 8.

  As shown in FIG. 41, the central angle formed by each of the two permanent magnets 81a adjacent to each other in the circumferential direction around the rotation shaft 84 is a predetermined angle θ. The polarities of the permanent magnets 81a are different from each other for each two adjacent in the circumferential direction. Hereinafter, the left and right magnetic poles of the permanent magnet 81a are referred to as “first magnetic pole” and “second magnetic pole”, respectively.

  The stator 82 generates a rotating magnetic field, and has 3n armatures 82a arranged at equal intervals in the circumferential direction. Each armature 82a includes an iron core 82b and a coil 82c wound around the iron core 82b by concentrated winding. A groove 82d extending in the circumferential direction is formed in the central portion of the inner peripheral surface of the iron core 82b in the axial direction. The 3n coils 82c constitute n sets of U-phase, V-phase, and W-phase three-phase coils (see FIG. 41). The armature 82a is fixed to the stationary case CA via the attachment portion 82e.

  Further, as shown in FIG. 38, the stator 82 is electrically connected to the battery 44 via the third PDU 43 described above. That is, the stator 12 of the first rotating machine 11 and the stator 82 of the third rotating machine 80 are electrically connected to each other, and the stator 22 of the second rotating machine 21 and the stator 82 of the third rotating machine 80 are mutually connected. Electrically connected. The stator 82 is configured such that magnetic poles having different polarities are generated at the left and right ends of the iron core 82b when electric power is supplied from the battery 44 or when power is generated as described later. ing. With the generation of these magnetic poles, the first and second rotating magnetic fields are generated between the left side (first magnetic pole side) portion of the first rotor 81 and the right side (second magnetic pole side) portion. Each occurs in a circumferential direction. Hereinafter, the magnetic poles generated at the left and right ends of the iron core 82b are referred to as “first armature magnetic pole” and “second armature magnetic pole”, respectively. The number of the first and second armature magnetic poles is the same as the number of the magnetic poles of the permanent magnet 81a, that is, 2n.

  The second rotor 83 has a plurality of first cores 83a and second cores 83b. The first and second cores 83a and 83b are arranged at equal intervals in the circumferential direction, and the number of both 83a and 83b is set to the same as that of the permanent magnet 81a, that is, 2n. Each first core 83a is a soft magnetic material, for example, a laminate of a plurality of steel plates, and extends in the axial direction with a length approximately half that of the permanent magnet 81a. Each second core 83b is configured in the same manner as the first core 83a.

  Further, in the axial direction, the first core 83a is disposed between the left side (first magnetic pole side) portion of the first rotor 81 and the left side (first armature magnetic pole side) portion of the stator 82, and the second The core 83b is disposed between a portion on the right side (second magnetic pole side) of the first rotor 81 and a portion on the right side (second armature magnetic pole side) of the stator 82. Further, the second cores 83b are alternately arranged in the circumferential direction with respect to the first cores 83a, and the centers thereof are shifted from the center of the first cores 83a by ½ of the predetermined angle θ described above. (See FIG. 41).

  Each of the first and second cores 83a and 83b is attached to the outer end portion of the flange 83c via a rod-like connecting portion 83d that extends slightly in the axial direction. The flange 83c is directly connected to the crankshaft 3a via a flywheel. Thus, the second rotor 83 including the first and second cores 83a and 83b is mechanically directly connected to the crankshaft 3a and is rotatable integrally with the crankshaft 3a.

  The third rotating machine 80 configured as described above can be regarded as a device having a function of combining a general single pinion type planetary gear device and a general one rotor type rotating machine. Hereinafter, this point will be briefly described based on the operation of the third rotating machine 80. Since the configuration of FIG. 41 can be shown as equivalent to that shown in FIG. 42, the operation of the third rotating machine 80 will be described below as the permanent magnet 81a, the armature 82a, the first and second cores 83a. , 83b are arranged as shown in FIG. In FIG. 42, for convenience, reference numerals of a plurality of components are omitted. The same applies to other drawings described later.

  For the sake of convenience, the movements of the first and second rotating magnetic fields are replaced with the physical movements of the equivalent 2n virtual permanent magnets (hereinafter referred to as “virtual magnets”) VM, which are equivalent to the permanent magnets 81a. I will explain. Further, the magnetic poles on the left side (first magnetic pole side) and the right side (second magnetic pole side) of the virtual magnet VM are respectively used as first and second armature magnetic poles on the left side (first magnetic pole side) of the first rotor 81. The rotating magnetic field generated between each part and the right side (second magnetic pole side) part will be described as the first and second rotating magnetic fields. Furthermore, the left part and the right part of the permanent magnet 81a are hereinafter referred to as “first magnet part” and “second magnet part”, respectively.

  First, as an operation of the third rotating machine 80, an operation in the case where the first and second rotating magnetic fields are generated by supplying power to the stator 82 in a state where the first rotor 81 cannot be rotated will be described.

  As shown in FIG. 43 (a), each first core 83a is opposed to each first magnet portion, and each second core 83b is positioned between each two adjacent second magnet portions. The first and second rotating magnetic fields are generated to rotate downward in the figure. At the start of the occurrence, the polarity of each first armature magnetic pole is made different from the polarity of each first magnetic pole opposed thereto, and the polarity of each second armature magnetic pole is changed to the polarity of each second magnetic pole opposed thereto. Same as.

  The first core 83a is magnetized by the first magnetic pole and the first armature magnetic pole, and between the first magnetic pole, the first core 83a and the first armature magnetic pole, a line of magnetic force (hereinafter referred to as “first magnetic field line”) L1. Will occur. Similarly, the second core 83b is magnetized by the second armature magnetic pole and the second magnetic pole, and between the second armature magnetic pole, the second core 83b and the second magnetic pole, the magnetic field lines (hereinafter referred to as “second magnetic field lines”). L2 occurs.

  As shown in FIGS. 43 (a) to 44 (c), as the virtual magnet VM rotates, the first and second cores 83a are generated by the magnetic force generated by the first and second magnetic lines L1 and L2. , 83b are driven in the rotation direction of the virtual magnet VM, that is, the rotation direction of the first and second rotating magnetic fields (hereinafter referred to as “magnetic field rotation direction”), and as a result, the second rotor 83 rotates in the magnetic field rotation direction. To do. 45 (a) and 45 (b) show magnetic circuits formed in the states shown in FIGS. 43 (a) and 43 (b), respectively. Further, when the first and second cores 83a and 83b are driven as shown in FIGS. 43A to 44C, the magnetic force acting on the first core 83a by the first magnetic lines of force L1 gradually increases. The driving force for driving the first core 83a in the direction of rotating the magnetic field gradually decreases. Further, the magnetic force acting on the second core 83b by the second magnetic line of force L2 gradually increases, and the driving force for driving the second core 83b in the magnetic field rotation direction gradually increases.

  Then, when the virtual magnet VM further rotates from the state shown in FIG. 44 (c), the first and second cores 83a and 83b are driven in the magnetic field rotation direction by the magnetic force generated by the first and second magnetic lines L1 and L2. Then, the second rotor 83 rotates in the magnetic field rotation direction. At this time, while the virtual magnet VM is rotated to the position shown in FIG. 43A, the magnetic force acting on the first core 83a by the first magnetic lines L1 becomes stronger and acts on the first core 83a. Driving force increases. On the contrary, the magnetic force acting on the second core 83b by the second magnetic field line L2 becomes weak, and the driving force acting on the second core 83b becomes small.

  As described above, with the rotation of the virtual magnet VM, that is, the rotation of the first and second rotating magnetic fields, the driving forces acting on the first and second cores 83a and 83b are alternately increased or decreased. The second rotor 83 rotates in the magnetic field rotation direction while repeating the state of becoming. In this case, assuming that torques transmitted through the first and second cores 83a and 83b are T83a and T83b, torque transmitted to the second rotor 83 (hereinafter referred to as “second rotor transmission torque”) TR2, The relationship between these two torques T83a and T83b is approximately as shown in FIG. As shown in the figure, the second rotor transmission torque TR2 is the sum of the two torques T83a and T83b that change as described above, and is substantially constant.

The first core 83a is positioned between the first magnetic pole connected by the first magnetic field line L1 and the first armature magnetic pole by the action of the magnetic force by the first and second magnetic field lines L1 and L2, and The second rotor 83 rotates while maintaining the state where the two cores 83b are positioned between the second magnetic pole and the second armature magnetic pole connected by the second magnetic field line L2. For this reason, the rotational speed of the first and second rotating magnetic fields (hereinafter referred to as “magnetic field rotational speed”) NMF, the rotational speed of the first rotor 81 (hereinafter referred to as “first rotor rotational speed”) NR1, and the second rotor Generally, the following equation (70) is established between the rotational speed of 83 (hereinafter referred to as “second rotor rotational speed”) NR2.
NR2 = (NMF + NR1) / 2 (70)
As is apparent from the equation (70), the magnetic field rotation speed NMF and the first and second rotor rotation speeds NR1 and NR2 are collinear with each other.

  From the above, when the first rotor rotational speed NR1 is 0, NR2 = NMF / 2 is established, and the relationship between the magnetic field rotational speed NMF and the first and second rotor rotational speeds NR1 and NR2 at this time. For example, a velocity collinear diagram showing is expressed as shown in FIG. As apparent from the above equation (70), in the velocity collinear chart shown in FIG. 47 (a), the distance between the vertical line representing the magnetic field rotational speed NMF and the vertical line representing the second rotor rotational speed NR2 The ratio of the distance between the vertical line representing the first rotor speed NR1 and the vertical line representing the second rotor speed NR2 is 1: 1. The same applies to the other collinear charts showing the relationship between the magnetic field rotation speed NMF and the first and second rotor rotation speeds NR1 and NR2.

In this case, the second rotor transmission torque TR2 is twice the driving equivalent torque TSE, assuming that the driving equivalent torque TSE is equivalent to the power supplied to the stator 82 and the magnetic field rotation speed NMF. That is, the following equation (71) is established.
TR2 = -2.TSE (71)
As described above, when electric power is supplied to the stator 82 with the first rotor 81 being unrotatable, all of this electric power is transmitted to the second rotor 83 as power.

  Next, an operation in the case where the first and second rotating magnetic fields are generated by supplying power to the stator 82 in a state where the second rotor 83 is made non-rotatable will be described.

  Also in this case, as shown in FIG. 49 (a), each first core 83a faces each first magnet portion, and each second core 83b is positioned between each two adjacent second magnet portions. In this state, the first and second rotating magnetic fields are generated to rotate downward in the figure. At the start of the occurrence, the polarity of each first armature magnetic pole is made different from the polarity of each first magnetic pole opposed thereto, and the polarity of each second armature magnetic pole is changed to the polarity of each second magnetic pole opposed thereto. Same as.

  As shown in FIG. 49A to FIG. 50C, as the virtual magnet VM rotates, the magnetic force generated by the first magnetic field line L1 between the first core 83a and the first magnetic pole, and the second core 83b The first and second magnet portions are driven in the direction of rotation of the virtual magnet VM, that is, in the direction opposite to the direction of rotation of the magnetic field (upward in FIG. 49) by the magnetic force generated by the second magnetic field line L2 between the second magnetic poles. The first rotor 81 rotates in the direction opposite to the magnetic field rotation direction. In this case, with the rotation of the first and second rotating magnetic fields, the magnetic force due to the first magnetic field line L1 between the first magnetic pole and the first core 83a, and the second magnetic field line L2 between the second core 83b and the second magnetic pole. And the magnetic force corresponding to the difference between these magnetic forces act alternately on the permanent magnet 81a, that is, on the first rotor 81, whereby the first rotor 81 rotates in the direction opposite to the magnetic field rotation direction. In addition, when the magnetic force, that is, the driving force acts alternately on the first rotor 81 as described above, the torque (hereinafter referred to as “first rotor transmission torque”) TR1 transmitted to the first rotor 81 becomes substantially constant.

Further, the relationship between the magnetic field rotation speed NMF and the first and second rotor rotation speeds NR1 and NR2 at this time is represented by NR1 = −NMF, for example, as illustrated in FIG. Thus, the first rotor 81 rotates in the opposite direction at the same speed as the first and second rotating magnetic fields. Further, in this case, the first rotor transmission torque TR1 is equal to the driving equivalent torque TSE, and the following expression (72) is established.
TR1 = TSE (72)

  In the third rotating machine 80, when the magnetic field rotation speed NMF and the first and second rotor rotation speeds NR1 and NR2 are not 0, for example, the first and / or second rotors 81 and 83 are powered. When the first and second rotating magnetic fields are generated in the state rotated by the above-described general formula (70) between the magnetic field rotational speed NMF and the first and second rotor rotational speeds NR1 and NR2. ) Is established as it is, and the speed relationship between the three parties is represented, for example, as shown in FIG.

  Further, when the second rotor 83 is rotated by power, and the magnetic field rotation speed NMF is controlled to a value of 0 by, for example, a phase short circuit in the stator 82, the power (energy) input to the second rotor 83 is the stator 82. Is transmitted to the first rotor 81 via the magnetic force generated by the first and second magnetic lines L1 and L2. Similarly, when the first rotor 81 is rotated by power and the magnetic field rotation speed NMF is controlled to a value of 0, the power (energy) input to the first rotor 81 is not transmitted to the stator 82, All are transmitted to the second rotor 83 via the magnetic force generated by the first and second magnetic lines L1 and L2.

Further, the relationship between the magnetic field rotation speed NMF and the first and second rotor rotation speeds NR1 and NR2 at this time is represented by NR1 = 2 · NR2, and is represented, for example, as shown in FIG. Further, the following equation (73) is established between the first and second rotor transmission torques TR1 and TR2.
TR1 = -TR2 / 2 (73)

  Further, in the third rotating machine 80, even when power is not supplied to the stator 82, the permanent magnet 81a is rotated by the input of power to the first rotor 81 with respect to the stator 82, or the second rotor When the first and second cores 83a and 83b are rotated by the input of power to 83, an induced electromotive force is generated in the stator 82, and power generation is performed. Even when the first and second rotating magnetic fields are generated along with the power generation, the equation (70) is established between the magnetic field rotation speed NMF and the first and second rotor rotation speeds NR1 and NR2. . Further, if the generated power and the torque equivalent to the magnetic field rotation speed NMF are defined as the power generation equivalent torque TGE, the above-described equation is generated between the power generation equivalent torque TGE and the first and second rotor transmission torques TR1 and TR2. A relationship such as (71) and (72) is established.

  Further, the relationship represented by the above formula (70) is always established between the magnetic field rotation speed NMF and the first and second rotor rotation speeds NR1 and NR2, and the rotation speed between these three parties is The relationship corresponds to the relationship between the number of rotations of the carrier that supports one or the other of the ring gear and the sun gear of the planetary gear device and the planetary gear. In addition, since such a relationship is obtained not only when power is supplied to the stator 82 but also when power is generated, the third rotating machine 80 has a general single-pinion type planetary gear device and a general one. It can be regarded as a device having a function of combining a single rotor type rotating machine.

  Further, the ECU 2 controls the third PDU 43 to control the electric power supplied to the stator 82 and the magnetic field rotation speed NMF of the first and second rotating magnetic fields generated along with the supply of electric power. Further, the ECU 2 controls the third PDU 43 to control the electric power generated by the stator 82 and the magnetic field rotation speed NMF of the first and second rotating magnetic fields generated along with the power generation.

  Further, as shown in FIG. 39, a third rotation angle sensor 64 is connected to the ECU 2, and the third rotation angle sensor 64 detects the rotation angle position of the first rotor 81 and outputs a detection signal thereof. It outputs to ECU2. The ECU 2 calculates the first rotor rotational speed NR1 based on the detected rotational angle position of the first rotor 81. Further, since the second rotor 83 is directly connected to the crankshaft 3a, the ECU 2 calculates the rotational angle position of the second rotor 83 based on the detected crank angle position, and calculates the second rotor rotational speed NR2. calculate.

  In the power unit 1B having the above configuration, as is apparent from a comparison between FIG. 37 and FIG. 2 described above, the first to third planetary gear units PS1 to PS3, the left and right front wheels WFL, WFR, The connection relationship between the second rotating machines 11 and 21 is the same as that in the first embodiment. On the other hand, unlike the first embodiment, the crankshaft 3a and the second rotor 83 are directly connected to each other, and the engine speed NE and the second rotor speed NR2 are equal to each other. The first rotor 81 is connected to the third element via the gear 85, the idler gear 8, and the gear 7a. If shifting by these gears 85 and 7a is ignored, the first rotor rotational speed NR1 and the first element The rotational speeds of the three elements are equal to each other. Further, in the third rotating machine 80, the magnetic field rotational speed NMF and the first and second rotor rotational speeds NR1 and NR2 are in a collinear relationship as described using the equation (70). From the above, the relationship between the rotational speeds of the various rotary elements in the power unit 1B is expressed as shown in FIG. 51, for example. Hereinafter, various operations of the power unit 1B will be described with reference to a speed alignment chart as shown in FIG.

  As in the first embodiment, the operation mode of the power unit 1B includes a stopped ENG start mode, an ENG start mode, an ENG straight drive mode, an ENG turn mode, an ENG reverse drive mode, a deceleration operation mode, an EV start mode, and an EV drive ENG. A start mode and an EV reverse mode are included. Various control operations in these operation modes are performed by the ECU 2 in accordance with detection signals from the various sensors 51 to 53 and 55 to 64 described above. Hereinafter, these operation modes will be described in order from the stationary ENG start mode, focusing on differences from the first embodiment.

-Stopping ENG Start Mode In the stop ENG start mode, electric power is supplied from the battery 44 to the stator 82 of the third rotating machine 80, and the first and second rotating magnetic fields are normally rotated. In this case, the rotational speed relationship and the torque relationship between the various types of rotary elements are expressed as shown in FIG. 52, for example. As can be seen from the figure, the driving equivalent torque TSE generated in the stator 82 is obtained by using the friction of the engine 3 acting on the second rotor 83 as a reaction force, the first rotor 81, the first element, the third element, The fifth element acts to reverse the left and right front wheels WFL, WFR. Therefore, as shown in FIG. 52, in order to keep the left and right front wheels WFL, WFR stationary in order to prevent such reverse rotation of the left and right front wheels WFL, WFR, as in the first embodiment, the battery 44 Power is supplied to the first and second rotating machines 11 and 21, and the first and second rotating machine torques TM1 and TM2 are generated so as to prevent the reverse rotation of the first and fifth elements.

  As a result, the first and second rotating machine torques TM1 and TM2 are transmitted to the first and fifth elements, respectively, and further transmitted to the first rotor 81 via the third element. Acts to prevent reversal. The driving equivalent torque TSE is transmitted to the crankshaft 3a using the first rotor transmission torque TR1 as a reaction force, and as a result, the crankshaft 3a rotates forward.

In the stopped ENG start mode, the magnetic field rotation speed NMF is controlled so that the engine rotation speed NE becomes a predetermined start rotation speed NST suitable for starting the engine 3. Specifically, in this case, from the fact that the second rotor speed NR2 is equal to the engine speed NE, the first rotor speed NR1 is 0, and the equation (70), the magnetic field speed NMF is The following equation (74) is controlled.
NMF = 2 ・ NST (74)

  As described above, in the stopped ENG start mode, the left and right front wheel rotational speeds NWFL and NWFR are controlled to the value 0, and the engine rotational speed NE is controlled to the starting rotational speed NST, as in the first embodiment. In this state, the engine 3 is started by controlling the ignition operation of the fuel injection valve and the spark plug of the engine 3 according to the detected crank angle position. Therefore, the vibration and noise of the engine 3 can be prevented and the merchantability can be improved. Further, as the engine 3 is started, the left and right front wheels WFL, WFR are not driven, and both WFL, WFR can be held stationary.

· During the ENG mode ENG start mode, using part of the motive power of the engine 3, electric power generation is performed by the third rotating machine 80, the power generated and supplied to the first and second rotating machines 11 and 21 Then, the rotors 13 and 23 are rotated forward. The relationship between the rotational speed and the torque between the various types of rotary elements at the start of the ENG start mode is expressed as shown in FIG. 53, for example. As shown in the figure, at the start of the ENG start mode, the first rotor rotational speed NR1 is in a state of value 0 together with the left and right front wheel rotational speeds NWFL and NWFR, so the rotational direction of the rotating magnetic field determined by the relationship between the two is Forward direction. For this reason, a part of the second rotor transmission torque TR2 transmitted from the engine 3 to the second rotor 83 uses the power generation equivalent torque TGE generated by the power generation in the third rotating machine 80 as a reaction force. It is transmitted to the first rotor 81 and further transmitted to the third element. In other words, the second rotor transmission torque TR <b> 2 is distributed to the stator 82 and the first rotor 81.

  Similarly to the first embodiment, the first and second rotating machine torques TM1 and TM2 are respectively applied to the first and fifth elements as power is supplied to the first and second rotating machines 11 and 21. Communicated. Further, the third element transmission torque T3T transmitted from the engine 3 to the third element as described above, together with the first and second rotating machine torques TM1 and TM2 respectively transmitted to the first and fifth elements, It is transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively.

  In this case, by controlling the power generated by the third rotating machine 80, the power generation equivalent torque TGE is gradually increased and the magnetic field rotation speed NMF is decreased. As is apparent from the function of the third rotating machine 80 described above, by gradually increasing the power generation equivalent torque TGE as described above, it is transmitted from the engine 3 to the left and right front wheels WFL, WFR via the first rotor 81. The left and right front wheel transmission torques TWLT and TWRT gradually increase. Further, by reducing the magnetic field rotational speed NMF as described above, the power transmitted from the engine 3 to the stator 82 in the form of electric power is reduced, and is transmitted to the left and right front wheels WFL, WFR via the first rotor 81. Power increases.

  As a result, as shown in FIG. 54, the left and right front wheels WFL, WFR are driven, the left and right front wheel rotational speeds NWFL, NWFR rise in the forward direction, and the vehicle V starts forward. As described above, in the ENG start mode, the torque transmitted from the engine 3 to the left and right front wheels WFL, WFR can be gradually increased by controlling the power generated by the third rotating machine 80. Similar to the configuration, it is possible to prevent a large load from acting on the engine 3 from the left and right front wheels WFL, WFR, and to start the vehicle V without causing an engine stall. Therefore, a starting clutch for starting the vehicle V is not necessary.

  Further, during the ENG start mode, the first and second rotating machine rotation speeds NM1, NM2 are controlled so that the left and right front wheel rotation speeds NWFL, NWFR are equal to each other, as in the first embodiment, and the first The electric power supplied to the second rotating machines 11 and 21 is controlled so that the left and right front wheel transmission torques TWLT and TWRT are each ½ of the required torque TREQ. As described above, it is possible to obtain good straightness of the vehicle V during the ENG start mode. Further, the magnetic field rotation speed NMF is controlled according to the engine rotation speed NE. Hereinafter, control of the 1st-3rd rotary machines 11-80 in this case is demonstrated concretely.

  As described above, since the left and right front wheel rotation speeds NWFL and NWFR are controlled to be equal to each other, the first and second rotating machine rotation speeds NM1 and NM2 are the same as those in the first embodiment. It is controlled to be established.

As is clear from FIG. 54, the relationship among the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (5). Also in this case, since the left and right front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ, the above equation (6) is obtained. Further, from the fact that the first rotor transmission torque TR1 is transmitted to the third element and the function of the third rotating machine 80 described above, the third element transmission torque T3T is expressed by the following equation (75).
T3T = -TR1 = -TGE (75)

From these formulas (5), (6) and (75), the first rotating machine torque TM1 is represented by the following formula (76). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (76) is established.
TM1 =-{(2, G2, G3 + G3 + 1) TREQ / 2- (G2, G3 + G3) TGE} / (G2, G3 + G3 + 1 + G1)
...... (76)

Further, as is apparent from FIG. 54, the relationship among the second rotating machine torque TM2, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the equation (9). From the above equations (6), (9) and (75), the second rotating machine torque TM2 is expressed by the following equation (77). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (77) is established.
TM2 =-{(2 ・ G1 + 1 + G3) TREQ / 2- (G1 + 1) TGE} / (G1 + 1 + G3 + G2 ・ G3) ...... (77)

Further, from the fact that the first rotor rotational speed NR1 is equal to the left front wheel rotational speed NWFL and the second rotor rotational speed NR2 is equal to the engine rotational speed NE, the magnetic field rotational speed NMF is expressed by the following formula (78 ). Therefore, the magnetic field rotation speed NMF is controlled so that this equation (78) is established.
NMF = 2 ・ NE-NWFL (78)

  In the ENG start mode, as in the first embodiment, when the vehicle V starts slowly or starts on a downhill, the required torque TREQ is small, so that a part of the electric power generated by the third rotating machine 80 is the first. And the second rotating machine 11, 21 is supplied, and the battery 44 is charged with the remainder. On the other hand, when the vehicle V starts suddenly or starts uphill, the required torque TREQ is large, so that the electric power generated by the third rotating machine 80 is supplied to the first and second rotating machines 11 and 21 as they are.

-ENG rectilinear mode In the ENG rectilinear mode, as in the first embodiment, the normal rectilinear mode, the charging rectilinear mode, and the assist rectilinear mode are selected according to the required power. Hereinafter, these operation modes will be described in order from the normal straight-ahead mode.

Normal straight-ahead mode In the normal straight-ahead mode, as in the ENG start mode, a part of the power transmitted from the engine 3 to the second rotor 83 is used to generate power with the third rotating machine 80 and the generated power is used as it is. The first and second rotating machines 11 and 21 are supplied to rotate the rotors 13 and 23 in the normal direction.

  The relationship between the rotational speed and the torque between the various types of rotary elements in the normal straight traveling mode is expressed as shown in FIG. 55, for example. As is clear from FIG. 55, the engine torque TENG is all transmitted to the second rotor 83, and a part of the engine torque TENG transmitted to the second rotor 83 is generated by using the power generation equivalent torque TGE as a reaction force. It is transmitted to the rotor 81. In other words, a part of the engine torque TENG is distributed to the stator 82 as electric energy, and the rest is distributed to the first rotor 81. The torque distribution ratio in this case is 1: 1 as is apparent from the function of the third rotating machine 80 described above. Further, the first rotor transmission torque TR1 transmitted from the engine 3 to the first rotor 81 is transmitted to the third element. Further, the first and second rotating machine torques TM1 and TM2 are, together with the third element transmission torque T3T transmitted from the engine 3 to the third element as described above, as in the ENG start mode, the left and right front wheels WFL, WFR. Is transmitted to. As a result, the left and right front wheels WFL, WFR are continuously driven and rotate forward. As a result, as in the first embodiment, in the normal straight traveling mode, the left and right front wheel transmission power (the sum of the power transmitted to the left and right front wheels WFL and WFR) is equal to the power of the engine 3.

  Further, in the normal straight traveling mode, similarly to the first embodiment, the first to third rotating machines 11 to 80 are controlled as will be described later, so that the engine speed NE is controlled to be the target engine speed NEOBJ. To do. Further, by controlling the first to third rotating machines 11 to 80, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the left and right front wheel transmission torques TWLT and TWRT are respectively set to the required torque TREQ. Control to 1/2. Therefore, it is possible to obtain a good straightness of the vehicle V.

  In this case, as in the first embodiment, the first to third rotating machines 11 to 80 function as a continuously variable transmission and continuously change the power of the engine 3 to the left and right front wheels WFL and WFR. introduce. Hereinafter, the control of the first to third rotating machines 11 to 80 will be specifically described.

  In the normal straight mode, as in the ENG start mode, the left and right front wheel rotation speeds NWFL and NWFR are controlled to be equal to each other as described above. Therefore, if the left front wheel rotation speed NWFL is used as a representative of both, And 2nd rotary machine rotation speed NM1, NM2 is controlled so that said Formula (4) may be materialized.

As is clear from FIG. 55, the relationship among the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (5). Further, as in the ENG start mode, since the left and right front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ as described above, the above equation (6) is established. Further, since the first rotor transmission torque TR1 is transmitted to the third element and the engine torque TENG is all distributed to the stator 82 and the first rotor 81 at a distribution ratio of 1: 1, the third element transmission Torque T3T is expressed by the following equation (79).
T3T = -TR1 = TENG / 2 (79)
Further, since the power of the engine 3 and the left and right front wheel transmission power are equal to each other, the relationship between the engine torque TENG and the target engine speed NEOBJ, the required torque TREQ and the left front wheel speed NWFL is expressed by the above equation (13). .

From these formulas (5), (6), (13) and (79), the first rotating machine torque TM1 is represented by the following formula (80). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (80) is established.
TM1 = -TREQ {(2, G2, G3 + G3 + 1) / 2- (G2, G3 + G3) NWFL / 2, NEOBJ} / (G2, G3 + G3 + 1 + G1)
...... (80)

Further, as is apparent from FIG. 55, the relationship among the second rotating machine torque TM2, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (9).
From the above equations (6), (9), (13) and (79), the second rotating machine torque TM2 is expressed by the following equation (81). Accordingly, the electric power supplied to the second rotating machine 21 is controlled so that this equation (81) is established.
TM2 = -TREQ {(2 ・ G1 + 1 + G3) / 2- (G1 + 1) NWFL / 2 ・ NEOBJ} / (G1 + 1 + G3 + G2 ・ G3) …… （81）

Further, the first rotor rotational speed NR1 is equal to the left front wheel rotational speed NWFL, the second rotor rotational speed NR2 is equal to the engine rotational speed NE, and the engine rotational speed NE is set to the target engine rotational speed NEOBJ as described above. From the above control and the equation (70), the magnetic field rotation speed NMF is expressed by the following equation (82). Therefore, the magnetic field rotation speed NMF is controlled so that this equation (82) is established.
NMF = 2 ・ NEOBJ-NWFL (82)

Further, since the engine torque TENG is distributed to the first rotor 81 and the stator 82 at a distribution ratio of 1: 1, the relationship between the power generation equivalent torque TGE and the engine torque TENG is expressed by the following equation (83). .
TGE = -TENG / 2 (83)
From this equation (83) and the above equation (13), the power generation equivalent torque TGE is expressed by the following equation (84). Therefore, the electric power generated by the third rotating machine 80 is controlled so that this equation (84) is established.
TGE = TREQ ・ NWFL / 2 ・ NEOBJ (84)

  Through the control of the first to third rotating machines 11 to 80 described above, the engine speed NE is controlled to be the target engine speed NEOBJ with respect to the left and right front wheel speeds NWFL and NWFR. Is continuously shifted and transmitted to the left and right front wheels WFL, WFR. In this case, as the left and right front wheel rotation speeds NWFL and NWFR are higher than the target engine rotation speed NEOBJ, that is, as the speed increase by the first to third rotating machines 11 to 80 is larger, the above formulas (4) and ( As is apparent from 82), the first and second rotating machine rotational speeds NM1, NM2 are controlled to the higher speed side, and the magnetic field rotational speed NMF is controlled to the lower speed side. As is clear from the equations (80) and (81), as the left and right front wheel rotational speeds NWFL, NWFR are higher than the target engine rotational speed NEOBJ, the first and second rotating machine torques TM1, TM2 are: Controlled to a smaller value. As described above, as indicated by a one-dot chain line in FIG. 55, the left and right front wheel speeds NWFL and NWFR increase steplessly with respect to the engine speed NE controlled by the target engine speed NEOBJ, and the power of the engine 3 is increased. It is transmitted to the left and right front wheels WFL, WFR in a state where the speed is continuously increased.

  Contrary to the above, as the left and right front wheel speeds NWFL, NWFR are lower than the target engine speed NEOBJ, that is, the degree of deceleration by the first to third rotating machines 11 to 80 is larger, the above equation (4). As is clear from (82), the first and second rotating machine rotational speeds NM1, NM2 are controlled to the lower speed side, and the magnetic field rotational speed NMF is controlled to the higher speed side. As is clear from the equations (80) and (81), as the left and right front wheel rotational speeds NWFL and NWFR are lower than the target engine rotational speed NEOBJ, the first and second rotating machine torques TM1 and TM2 are Controlled to a larger value. As described above, as indicated by a broken line in FIG. 55, the left and right front wheel rotational speeds NWFL and NWFR decrease steplessly with respect to the engine rotational speed NE controlled to the target engine rotational speed NEOBJ, and the power of the engine 3 is reduced. The vehicle is transmitted to the left and right front wheels WFL and WFR while being decelerated in stages.

  The shifting operation using the first to third rotating machines 11 to 80 described above is the first and second of the third rotating machine 80 determined by the relationship between the left and right front wheel rotation speeds NWFL and NWFR and the target engine rotation speed NEOBJ. This is performed when the rotation direction of the rotating magnetic field 2 is the forward rotation direction, that is, when NMF = 2 · NEOBJ−NWFL> 0 and NEOBJ> NWFL / 2.

  On the other hand, when NEOBJ <NWFL / 2 and the rotational directions of the first and second rotating magnetic fields determined by the relationship between the left and right front wheel rotational speeds NWFL, NWFR and the target engine rotational speed NEOBJ are the reverse rotation directions, the first and first The two rotating machines 11 and 21 generate electric power, and the generated electric power is supplied to the third rotating machine 80 to reverse the first and second rotating magnetic fields. Also in this case, the power of the engine 3 is controlled by controlling the electric power generated by the first and second rotating machines 11 and 21, the first and second rotating machine rotation speeds NM1 and NM2, and the magnetic field rotation speed NMF. Can be shifted steplessly and transmitted to the left and right front wheels WFL, WFR. In this case, as is apparent from FIG. 55, the power of the engine 3 can be transmitted to the left and right front wheels WFL, WFR in a state where the power is greatly increased.

-Charge straight running mode During the charge straight running mode, similarly to the first embodiment, the power of the engine 3 is controlled so as to be the best fuel consumption power larger than the required power. Further, a part of the motive power of the engine 3 is used to generate electric power with the third rotating machine 80, and a part of the generated electric power is charged to the battery 44, while the rest are the first and second rotating machines 11, 21. To supply. In this case, the surplus with respect to the required power of the power of the engine 3 controlled to the best fuel consumption power as described above is charged in the battery 44 as electric power. Further, by controlling the first to third rotating machines 11 to 80 as will be described later, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other as in the normal straight traveling mode, and the left and right front wheel transmissions are transmitted. Torques TWLT and TWRT are each controlled to be ½ of the required torque TREQ, and the engine speed NE is controlled to be the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE as described above, the engine torque TENG is controlled to be the target engine torque TEOBJ.

  As described above, during the straight charge mode, the left and right front wheel transmission power is equal to the required power, and the sum of the left and right front wheel transmission power and the electric power (energy) charged in the battery 44 is the power of the engine 3. Will be equal. Further, the rotational speed relationship and the torque relationship between the various rotary elements during the straight charge mode are the same as in FIG. 55 described above.

Specifically, during the straight charge mode, the first to third rotating machines 11 to 80 are controlled as follows. Also in this case, the engine torque TENG is all distributed to the stator 82 and the first rotor 81, as in the normal straight-ahead mode. Therefore, the relationship between the power generation equivalent torque TGE and the engine torque TENG is expressed by the equation (83). expressed. Since the engine torque TENG is controlled to become the target engine torque TEOBJ as described above, the power generation equivalent torque TGE is expressed by the following equation (85). Therefore, the electric power generated by the third rotating machine 80 is controlled so that this equation (85) is established.
TGE = -TEOBJ / 2 (85)
Further, since the engine speed NE is controlled to become the target engine speed NEOBJ, as in the normal straight-ahead mode, the magnetic field speed NMF is controlled so that the formula (82) is satisfied.

Further, assuming that the torque used for charging the battery 44 is the charging torque TG, a part of the electric power generated by the third rotating machine 80 is charged and the rest is supplied to the first and second rotating machines 11 and 21. Therefore, the following equation (86) is established.
(TGE-TG) NMF =-(TM1 + TM2) NWFL (86)

Further, as in the normal straight-ahead mode, the torque relationship shown in FIG. 55 is established between the various types of rotary elements, and the left and right front wheel transmission torques TWLT and TWRT are each halved of the required torque TREQ. Therefore, the expression (21) is established. Furthermore, also in this case, the first rotor transmission torque TR1 is transmitted to the third element, and the engine torque TENG is all distributed to the stator 82 and the first rotor 81 at a distribution ratio of 1: 1. The third element transmission torque T3T is expressed by the equation (79). Since this and the engine torque TENG are controlled to be the target engine torque TEOBJ, the third element transmission torque T3T is expressed by the following equation (87).
T3T = -TR1 = TEOBJ / 2 (87)
From these equations (21) and (87), the following equation (88) is obtained.
TM1 + TM2 = −TREQ−TEOBJ / 2 (88)

Further, from the above equations (82), (85), (86) and (88), the charging torque TG is expressed by the following equation (89). Therefore, the electric power charged in battery 44 is controlled so that this equation (89) is established.
TG =-(TREQ / NWFL + TEOBJ / NEOBJ)
/{2.NEOBJ-NWFL} (89)

Also in this case, since the torque relationship as shown in FIG. 55 is established between the various types of rotating elements, the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element The relationship of the transmission torque T3T is expressed by the above equation (5). Since the equation (5), the equation (87) relating to the third element transmission torque T3T, and the left and right front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ, the first The rotating machine torque TM1 is expressed by the following equation (90). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (90) is established.
TM1 =-{(2, G2, G3 + G3 + 1) TREQ / 2 + (G2, G3 + G3) TEOBJ / 2} / (G2, G3 + G3 + 1 + G1)
...... (90)

Similarly, the relationship among the second rotating machine torque TM2, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (9). Since the equation (9), the equation (87) relating to the third element transmission torque T3T, and the left and right front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ, the second rotating machine Torque TM2 is expressed by the following equation (91). Accordingly, the electric power supplied to the second rotating machine 21 is controlled so that this equation (91) is established.
TM2 =-{(2 ・ G1 + 1 + G3) TREQ / 2 + (G1 + 1) TEOBJ / 2} / (G1 + 1 + G3 + G2 ・ G3) …… (91)
Further, the first and second rotating machine rotation speeds NM1, NM2 are controlled so that the above-described expression (4) is established, as in the normal straight traveling mode.

  Note that the control of the first to third rotating machines 11 to 80 during the above-described straight charge mode is the first of the third rotating machine 80 determined by the relationship between the left and right front wheel rotation speeds NWFL, NWFR and the target engine rotation speed NEOBJ. And when the rotation direction of the second rotating magnetic field is the forward rotation direction, that is, when NMF = 2 · NEOBJ−NWFL> 0 and NEOBJ> NWFL / 2 is satisfied.

  On the other hand, when NEOBJ <NWFL / 2 and the rotational directions of the first and second rotating magnetic fields determined by the relationship between the left and right front wheel rotational speeds NWFL, NWFR and the target engine rotational speed NEOBJ are the reverse rotation directions, the first and first Power is generated by the two rotating machines 11 and 21, a part of the generated power is charged in the battery 44, the rest is supplied to the third rotating machine 80, and the first and second rotating magnetic fields are reversed. Also in this case, the power of the engine 3 is controlled to the best fuel efficiency power, and the surplus portion of the power of the engine 3 with respect to the required power is charged as electric power to the battery 44, and the same power as the required power is It is transmitted to the front wheels WFL and WFR.

Assist straight- ahead mode During the assist straight-ahead mode, the power of the engine 3 is controlled so as to be the best fuel efficiency power smaller than the required power as in the case of the straight charge mode. Further, a part of the power of the engine 3 is used to generate power with the third rotating machine 80, and in addition to the generated power, the power of the battery 44 is supplied to the first and second rotating machines 11 and 21. . In this case, the shortage of the required power of the engine 3 controlled to the best fuel efficiency power as described above is compensated by the power supply from the battery 44 to the first and second rotating machines 11 and 21. Further, by controlling the first to third rotating machines 11, 21, and 80 as described later, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the left and right front wheel transmission torques TWLT and TWRT are controlled. Are controlled to be ½ of the required torque TREQ, and the engine speed NE is controlled to be the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE as described above, the engine torque TENG is controlled to be the target engine torque TEOBJ.

  As described above, in the assist straight traveling mode, the left and right front wheel transmission power is equal to the required power, and is equal to the sum of the electric power (energy) from the battery 44 and the power of the engine 3. Further, the rotational speed relationship and the torque relationship between the various types of rotary elements during the assist straight traveling mode are the same as those in FIG. 55 described above.

  Specifically, the first to third rotating machines 11 to 80 are controlled as follows during the assist straight traveling mode. Also in this case, as in the straight charge mode, the relationship between the power generation equivalent torque TGE and the engine torque TENG is expressed by the above equation (83), and the engine torque TENG is controlled to become the target engine torque TEOBJ. Therefore, the electric power generated by the third rotating machine 80 is controlled so that the formula (85) is established. Further, since the engine speed NE is controlled to become the target engine speed NEOBJ, as in the normal straight-ahead mode, the magnetic field speed NMF is controlled so that the formula (82) is satisfied.

  Further, during the assist straight traveling mode, the torque relationship as shown in FIG. 55 is established as in the charge straight traveling mode, and the left and right front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ, respectively. The engine torque TENG is controlled to be the target engine torque TEOBJ. From the above, the electric power supplied to the first and second rotating machines 11 and 21 is controlled so that the expressions (90) and (91) relating to the first and second rotating machine torques TM1 and TM2 are satisfied. The Further, the first and second rotating machine rotation speeds NM1, NM2 are controlled so that the above-described expression (4) is established, as in the normal straight traveling mode.

  Further, as in the first embodiment, of the required torque TREQ, the portion corresponding to the assist torque due to the power supply from the battery 44 is referred to as assist corresponding torque TREQ_A, and the portion corresponding to the engine torque TENG is referred to as engine corresponding torque TREQ_0. Then, the equation (27) is established between these torques. Further, by supplying the electric power generated by the third rotating machine 80 to the first and second rotating machines 11 and 12, the torques generated by the first and second rotating machines 11 and 21 are respectively set to the first and second rotating machines 11 and 12, respectively. The torques TM1_0 and TM2_0 of 2 and the torques generated in the first and second rotating machines 11 and 21 by the power supply from the battery 44 are the first and second assist torques TA1 and TA2, respectively. The expression (28) is established between the first rotating machine torque TM1, the first torque TM1_0, and the first assist torque TA1, and between the second rotating machine torque TM2, the second torque TM2_0, and the second assist torque TA2. In addition, the equation (29) is established.

Further, if there is no power supply from the battery 44 to the first and second rotating machines 11 and 21, as is apparent from the above equation (90), the first torque TM1_0, the engine-corresponding torque TREQ_0, and the target engine torque The following equation (92) holds during TEOBJ. If there is no power supply from the battery 44 to the first and second rotating machines 11 and 21, as is apparent from the equation (91), the second torque TM2_0, the engine corresponding torque TREQ_0, and the target engine torque The following equation (93) is established during TEOBJ.
TM1_0 =-{(2, G2, G3 + G3 + 1) TREQ_0 + (G2, G3 + G3) TEOBJ} / 2 (G2, G3 + G3 + 1 + G1)
...... (92)
TM2_0 =-{(2 ・ G1 + 1 + G3) TREQ_0 + (G1 + 1) TEOBJ} / 2 (G1 + 1 + G3 + G2 ・ G3)
...... (93)

  From the above equations (27), (28), (90) and (92), the above equation (32) is obtained, and from the equations (27), (29), (91) and (93), the above equation is obtained. (33) is obtained. Further, the assist-corresponding torque TREQ_A is expressed by the equation (34). From these formulas (32) and (34), the first assist torque TA1 is expressed by the formula (35), and from the formulas (33) and (34), the second assist torque TA2 is calculated by the formula (36). It is represented by Therefore, the electric power supplied from the battery 44 to the first and second rotating machines 11 and 21 is controlled so that these equations (35) and (36) are satisfied.

  Note that the control of the first to third rotating machines 11 to 80 in the assist straight traveling mode described above is the first of the third rotating machine 80 determined by the relationship between the left and right front wheel rotation speeds NWFL and NWFR and the target engine rotation speed NEOBJ. And when the rotation direction of the second rotating magnetic field is the forward rotation direction, that is, when NMF = 2 · NEOBJ−NWFL> 0 and NEOBJ> NWFL / 2 is satisfied.

  On the other hand, when NEOBJ <NWFL / 2 and the rotational directions of the first and second rotating magnetic fields determined by the relationship between the left and right front wheel rotational speeds NWFL, NWFR and the target engine rotational speed NEOBJ are the reverse rotation directions, the required torque TREQ is small. Sometimes, the first and second rotating machines 11 and 21 generate electric power, and both the generated electric power and the power of the battery 44 are supplied to the third rotating machine 80 to reverse the first and second rotating magnetic fields. Let When the required torque TREQ is large, electric power is supplied to the first to third rotating machines 11 to 80 to rotate the rotors 13 and 23 in the normal direction and reverse the first and second rotating magnetic fields. Also in this case, the power of the engine 3 is controlled to the best fuel efficiency power, and the shortage of the required power of the engine 3 with respect to the required power is compensated by the power supply from the battery 44, and the power of the same magnitude as the required power is left and right. Are transmitted to the front wheels WFL, WFR.

-ENG turning mode The ENG turning mode includes the first and second right turn assist modes as in the first embodiment. First, the first right turn assist mode will be described.

First right turn assist mode During the first right turn assist mode, basically, the power of the engine 3 is controlled so as to be the best fuel consumption power. Further, by controlling the first to third rotating machines 11 to 80 as described later, the left and right front wheel transmission torques TWLT and TWRT are controlled to become the left and right front wheel required torques TLREQ and TRREQ, respectively. The engine speed NE is controlled to become the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE, the engine torque TENG is controlled to be the target engine torque TEOBJ.

  As described above, as in the first embodiment, during the first right turn assist mode, the left front wheel transmission torque TWLT is greater than the right front wheel transmission torque TWRT, and as a result, a small turn assist force is applied to the left and right front wheels WFL, WFR. Acts to turn the vehicle V to the right. Thereby, the direction of the vehicle V can be changed stably and rapidly.

  Hereinafter, with regard to the operation during the first right turn assist mode, first, the operation during low vehicle speed traveling will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 56, for example. As shown in the figure, when turning right during low vehicle speed driving, the rotational difference between the left and right front wheel rotational speeds NWFL and NWFR is relatively large, as in FIG. 12 described above, and is thus determined by the relationship between the two. The rotation directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 are a normal rotation direction and a reverse rotation direction, respectively. The first and second rotating magnetic fields of the third rotating machine 80 determined by the relationship between the engine speed NE being relatively low and the first rotor speed NR1 being higher than the engine speed NE. The direction of rotation is the reverse direction.

  In such a case, electric power is supplied from the battery 44 to the first and third rotating machines 11 and 80 to cause the rotor 13 to rotate forward and to reverse the first and second rotating magnetic fields. The second rotating machine 21 generates power using power transmitted as described later, and further supplies the generated power to the first and third rotating machines 11 and 80. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 56, for example.

  As is apparent from FIG. 56, the engine torque TENG is transmitted to the second rotor 83, transmitted to the first rotor 81 using the driving equivalent torque TSE as a reaction force, and further transmitted to the third element. That is, the electric power supplied to the third rotating machine 80 is converted into power, then combined with the power of the engine 3, and transmitted to the third element. Further, a part of the power transmitted from the engine 3 and the third rotating machine 80 to the third element and a part of the power transmitted from the first rotating machine 11 to the first element with the supply of electric power are It is transmitted to the second rotating machine 21 via the five elements, and as a result, the rotor 23 of the second rotating machine 21 is reversed. For this reason, as in the first embodiment, the second rotating machine power generation torque TG2 acts to reduce the rotational speed of the fifth element that rotates in reverse with the rotor 23.

  Further, the first rotating machine torque TM1 transmitted to the first element, the third element transmitting torque T3T transmitted from the engine 3 to the third element, and the second rotating machine power generation torque TG2 transmitted to the fifth element are: , Transmitted to the left and right front wheels WFL, WFR via the second and fourth elements, respectively. As a result, the left and right front wheels WFL, WFR are continuously driven and rotate forward.

  Specifically, the first to third rotating machines 11 to 80 are controlled as follows during the first right turn assist mode and the low vehicle speed traveling. In this case, as is apparent from FIG. 56, the relationship between the first rotating machine rotation speed NM1 and the left and right front wheel rotation speeds NWFL and NWFR is expressed by the equation (37). Therefore, the first rotating machine rotational speed NM1 is controlled so that the equation (37) is established.

As is clear from FIG. 56, the relationship among the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (5). In addition, in this case, as in the straight charge mode, the third element transmission torque T3T is expressed by the above equation (87), and the left and right front wheel transmission torques TWLT and TWRT are respectively determined as the left and right front wheel request torques TLREQ and TRREQ. Therefore, the first rotating machine torque TM1 is expressed by the following equation (94). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (94) is established.
TM1 =-{(G2 ・ G3 + G3 + 1) TLREQ + (G2 ・ G3 + G3) TEOBJ / 2 + G2 ・ G3 ・ TRREQ} / (G2 ・ G3 + G3 + 1 + G1)
...... (94)

  Further, as is apparent from FIG. 56, the relationship between the second rotating machine rotational speed NM2 and the left and right front wheel rotational speeds NWFL and NWFR is expressed by the equation (39). Therefore, the second rotating machine rotational speed NM2 is controlled so that this equation (39) is established.

As is clear from FIG. 56, the relationship among the second rotating machine power generation torque TG2, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (40). This equation (40), the third element transmission torque T3T is expressed by equation (87), and the left and right front wheel transmission torques TWLT and TWRT are controlled to become the left and right front wheel required torques TLREQ and TRREQ, respectively. Therefore, the second rotating machine power generation torque TG2 is expressed by the following equation (95). Therefore, the electric power generated by the second rotating machine 21 is controlled so that this equation (95) is established.
TG2 =-{(G1 + 1 + G3) TRREQ + (G1 + 1) TEOBJ / 2 + G1 ・ TLREQ} / (G1 + 1 + G3 + G2 ・ G3) …… (95)

As is clear from FIG. 56, the relationship between the driving equivalent torque TSE and the engine torque TENG is expressed by the following equation (96).
TSE = -TENG / 2 (96)
In this case, since the engine torque TENG is controlled to become the target engine torque TEOBJ, the driving equivalent torque TSE is expressed by the following equation (97). Accordingly, the electric power supplied to the third rotating machine 80 is controlled so that this equation (97) is established.
TSE = -TEOBJ / 2 (97)
Further, the magnetic field rotation speed NMF is controlled so that the above equation (82) is established, as in the normal straight-ahead mode.

  In addition, during the first right turn assist mode and at low vehicle speed, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR May also be in the forward direction. In that case, power is supplied to the second rotating machine 21 to rotate the rotor 23 in the forward direction, and the power supplied to the second rotating machine 21 is the second rotating machine power generation torque TG2 in the equation (95). Control is performed so that the expression replaced with the second rotating machine torque TM2 is established.

  Further, during the first right turn assist mode and at the low vehicle speed, the rotation of the first and second rotating magnetic fields of the third rotating machine 80 determined by the relationship between the engine speed NE and the left and right front wheel speeds NWFL and NWFR is determined. The direction may be the forward direction. In that case, the third rotating machine 80 generates power, and the generated power is sent to the first rotating machine 11 (if the rotor 23 of the second rotating machine 21 rotates in the forward direction, the first and second To the rotating machines 11 and 21). In this case, the electric power generated by the third rotating machine 80 is controlled so that the formula (85) regarding the power generation equivalent torque TGE is satisfied.

  Next, the operation in the first right turn assist mode and at high vehicle speed will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 57, for example. As shown in the figure, in this case, since the rotation difference between the left and right front wheel rotation speeds NWFL and NWFR is relatively small, the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotation speeds NWFL and NWFR. The rotation directions of the rotors 13 and 23 are normal rotation directions. Further, since the engine speed NE is relatively high, the rotation directions of the first and second rotating magnetic fields of the third rotating machine 80 determined by the relationship between the first rotor speed NR1 and the engine speed NE are the forward rotation directions. become.

  In such a case, a part of the power of the engine 3 is used to generate power with the third rotating machine 80, and basically the generated power is used as the first and second rotating machines 11 and 21. And the rotors 13 and 23 are rotated forward. Further, when the required power determined by the left and right front wheel required torques TLREQ, TRREQ and the left and right front wheel rotational speeds NWFL, NWFR is smaller than the power of the engine 3 controlled to the best fuel efficiency power, the surplus is the third rotating machine. The battery 44 is charged as electric power by power generation at 80, and conversely, when it is large, the shortage is supplemented by supplying electric power from the battery 44 to the first and second rotating machines 11 and 21. As described above, the left and right front wheel transmission power is controlled to be the required power. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 57, for example. In this case, transmission of torque (power) in the various rotary elements is performed in the same manner as in the normal linear mode, as is apparent from the comparison between FIG. 57 and FIG. 55 described above. The front wheels WFL, WFR are continuously driven and rotate forward.

  Specifically, the first to third rotating machines 11 to 80 are controlled in the following manner during the first right turn assist mode and at the high vehicle speed. That is, as is clear from a comparison between FIG. 57 and FIG. 56 during low vehicle speed travel, the first rotating machine rotational speed NM1 is controlled so that the expression (37) is established, and the first rotation The electric power supplied to the machine 11 is controlled so that the formula (94) relating to the first rotating machine torque TM1 is established.

Further, the second rotating machine speed NM2 is controlled so that the formula (39) is established. Further, the electric power supplied to the second rotating machine 21 is controlled so that the following expression (98) in which the second rotating machine power generation torque TG2 in the expression (95) is replaced with the second rotating machine torque TM2 is established.
TM2 =-{(G1 + 1 + G3) TRREQ + (G1 + 1) TEOBJ / 2 + G1 ・ TLREQ} / (G1 + 1 + G3 + G2 ・ G3) …… (98)
The magnetic field rotation speed NMF is controlled so that the formula (82) is satisfied, and the electric power generated by the third rotating machine 80 is controlled so that the formula (85) is satisfied.

  In the control of the first to third rotating machines 11 to 80 described above, the first and second rotating machines 11 and 21 are used without changing the electric power generated by the third rotating machine 80 using a part of the power of the engine 3. Is supplied to the left and right front wheels WFL and WFR via the first to third planetary gear units PS1 to PS3 and the first to third rotating machines 11 to 80. Thus, the power of the engine 3 distributed to the left front wheel WFL is larger than that of the right front wheel WFR.

Second right turn assist mode During the second right turn assist mode, basically, the power of the engine 3 is controlled so as to be the best fuel consumption power as in the first right turn assist mode. Further, during the second right turn assist mode, by controlling the first to third rotating machines 11 to 80 as described later, the left front wheel transmission torque TWLT is set to the left front wheel required torque TLREQ as in the first embodiment. The braking torque acting on the right front wheel WFR is controlled to be the right front wheel required braking torque BRREQ, and the engine speed NE is controlled to be the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE as described above, the engine torque TENG is controlled to become the target engine torque TEOBJ.

  As described above, during the second right turn assist mode, the driving force acts on the left front wheel WFL and the braking force acts on the right front wheel WFR. As a result, a large turning assist force acts on the left and right front wheels WFL, WFR. Then, a right turn assist of the vehicle V is performed. Thereby, the direction of the vehicle V can be changed stably and rapidly. Further, the difference between the power transmitted to the left front wheel WFL and the braking force acting on the right front wheel WFR is the required power.

  Hereinafter, with regard to the operation in the second right turn assist mode, first, the operation during low vehicle speed traveling will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 58, for example. As shown in the figure, as in the case of FIG. 56 described above, the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR when turning right during low vehicle speed traveling. The rotation directions of the rotors 13 and 23 are the forward rotation direction and the reverse rotation direction, respectively. Further, the rotational directions of the first and second rotating magnetic fields of the third rotating machine 80 determined by the relationship between the engine rotational speed NE and the first rotor rotational speed NR1 are reverse directions.

  In such a case, electric power is supplied from the battery 44 to the first to third rotating machines 11 to 80 to rotate the rotor 13 in the normal direction and reverse the rotor 23 and the first and second rotating magnetic fields. Let In this case, the torque relationship between the various types of rotating elements is expressed as shown in FIG. 58, for example.

  As is apparent from FIG. 58, the engine torque TENG is transmitted to the second rotor 83, and a part of the engine torque TENG transmitted to the second rotor 83 is equivalent to the driving equivalent torque, as in the case of FIG. TSE is transmitted as a reaction force to the first rotor 81 and further to the third element. That is, the electric power supplied to the third rotating machine 80 is converted into power, then combined with the power of the engine 3, and transmitted to the third element. Further, the first rotating machine torque TM1 generated with the power supply to the first rotating machine 11 is transmitted to the first element, and the third element transmission torque T3T transmitted from the engine 3 to the third element is used as a reaction force. Is transmitted to the left front wheel WFL, and the left front wheel WFL is continuously rotated forward. That is, the driving force acts on the left front wheel WFL. Further, the second rotating machine torque TM2 generated with the power supply to the second rotating machine 21 is transmitted to the fifth element, and is transmitted to the right front wheel WFR using the traveling resistance acting on the left front wheel WFL as a reaction force. , Acts to reverse the right front wheel WFR. That is, the braking force acts on the right front wheel WFR.

  Specifically, the first to third rotating machines 11 to 80 are controlled as follows during the second right turn assist mode and at the low vehicle speed. In this case, the first and second rotating machine rotational speeds NM1 and NM2 and the magnetic field rotational speed NMF satisfy the expressions (37), (39), and (82), respectively, as in the first right turn assist mode. To be controlled. Further, the electric power supplied to the third rotating machine 80 is also controlled so that the expression (97) is established, as in the first right turn assist mode.

  Further, as is apparent from FIG. 58, the relationship among the first rotating machine torque TM1, the left front wheel transmission torque TWLT, the right front wheel torque TWR, and the third element transmission torque T3T is expressed by the above equation (45). .

In this case, as described above, the left front wheel transmission torque TWLT is controlled to become the left front wheel required torque TLREQ, and the braking torque acting on the right front wheel WFR is controlled to become the right front wheel required braking torque BRREQ. Further, the right front wheel torque TWR is transmitted from the right front wheel WFR to the fourth element, which is the same as the braking force acting on the right front wheel WFR from the fourth element. Further, the third element transmission torque T3T is expressed by the above equation (87) as in the first right turn assist mode. From the above and the above equation (45), the first rotating machine torque TM1 is represented by the following equation (99). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (99) is established.
TM1 =-{(G2 ・ G3 + G3 + 1) TLREQ + G2 ・ G3 ・ BRREQ + (G2 ・ G3 + G3) TEOBJ / 2} / (G2 ・ G3 + G3 + 1 + G1)
...... (99)

Similarly, the second rotating machine torque TM2 is expressed by the following equation (100). Accordingly, the electric power supplied to the second rotating machine 21 is controlled so that this equation (100) is established.
TM2 =-{(G1 + 1 + G3) BRREQ + G1 ・ TLREQ + (G1 + 1) TEOBJ / 2} / (G1 + 1 + G3 + G2 ・ G3)
...... (100)

  In the second right turn assist mode and at low vehicle speed, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR May also be in the forward direction. In that case, power is generated by the second rotating machine 21 and the generated power is supplied to the first and third rotating machines 11 and 80. In this case, the electric power generated by the second rotating machine 21 is controlled so that an expression in which the second rotating machine torque TM2 in the above expression (100) is replaced with the second rotating machine generating torque TG2 is established.

  Further, during the second right turn assist mode and at the low vehicle speed, the rotation of the first and second rotating magnetic fields of the third rotating machine 80 determined by the relationship between the engine speed NE and the left and right front wheel speeds NWFL and NWFR is determined. The direction may be the forward direction. In that case, while generating electric power with the 3rd rotary machine 80, the generated electric power is sent to the 1st and 2nd rotary machines 11 and 21 (when the rotor 23 of the 2nd rotary machine 21 carries out normal rotation, (Only to the first rotating machine 11). In this case, the electric power generated by the third rotating machine 80 is controlled so that the formula (85) is established.

  Next, the operation during the second right turn assist mode and at the high vehicle speed will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 59, for example. As shown in the figure, during a right turn while traveling at a high vehicle speed, as in the case of FIG. 57 described above, the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR are used. The rotation directions of the rotors 13 and 23 are both normal rotation directions. Further, the rotation directions of the first and second rotating magnetic fields of the third rotating machine 80 determined by the relationship between the engine speed NE and the first rotor speed NR1 are forward rotation directions.

  In such a case, power is generated by the third rotating machine 80 using a part of the power of the engine 3. Moreover, in the 2nd rotary machine 21, electric power is generated using the motive power transmitted so that it may mention later. Furthermore, the electric power generated by the second and third rotating machines 21 and 80 is basically supplied to the first rotating machine 11 to rotate the rotor 13 in the normal direction. Moreover, the relationship of the torque between the various rotation elements in this case is expressed as shown in FIG. 59, for example.

  As apparent from FIG. 59, the engine torque TENG is transmitted to the second rotor 83, and a part of the engine torque TENG transmitted to the second rotor 83 is similar to the case of the normal straight traveling mode shown in FIG. The power generation equivalent torque TGE is transmitted to the first rotor 81 as a reaction force, and further transmitted to the third element. That is, the power of the engine 3 is distributed to the third rotating machine 80 and the third element. Further, a part of the power transmitted from the engine 3 to the third element is transmitted to the second rotating machine 21 via the fifth element, and as a result, the rotor 23 of the second rotating machine 21 rotates forward. For this reason, the second rotating machine power generation torque TG2 generated along with the power generation in the second rotating machine 21 acts to reduce the rotation speed of the fifth element that rotates forward together with the rotor 23.

  Furthermore, the first rotating machine torque TM1 generated with the power supply to the first rotating machine 11 is transmitted to the first element, and the third element transmission torque T3T transmitted from the engine 3 to the third element is used as a reaction force. Is transmitted to the left front wheel WFL, and the left front wheel WFL is continuously rotated forward. That is, the driving force acts on the left front wheel WFL. Further, the second rotating machine power generation torque TG2 is transmitted to the fifth element, and is transmitted to the right front wheel WFR using the traveling resistance acting on the left front wheel WFL as a reaction force, and acts to reverse the right front wheel WFR. That is, the braking force acts on the right front wheel WFR.

Specifically, the first to third rotating machines 11 to 80 are controlled as follows during the second right turn assist mode and at the high vehicle speed. In this case, as is apparent from the comparison between FIG. 59 and FIG. 58 described above, the first and second rotating machine rotational speeds NM1, NM2 and the magnetic field rotational speed NMF are expressed by the equations (37), (39) and ( 82). Moreover, the electric power supplied to the 1st rotary machine 11 is controlled so that said Formula (99) regarding 1st rotary machine torque TM1 may be materialized. Furthermore, the electric power generated by the second rotating machine 21 is controlled so that the following expression (101) in which the second rotating machine torque TM2 in the expression (100) is replaced with the second rotating machine power generation torque TG2 is established.
TG2 =-{(G1 + 1 + G3) BRREQ + G1 ・ TLREQ + (G1 + 1) TEOBJ / 2} / (G1 + 1 + G3 + G2 ・ G3)
...... (101)
In addition, the electric power generated by the third rotating machine 80 is controlled so that the formula (85) is established.

  On the other hand, during the left turn of the vehicle V, the first and second left turn assist modes for generating the left turn assist force are selected. Since the control in these first and second left turn assist modes and the operation obtained accordingly are performed in the same manner as in the first and second right turn assist modes described above, the detailed description thereof will be given. Omitted. As in the first embodiment, since the battery 44 may be charged / discharged during the first and second left / right turning assist modes, whether or not each mode can be selected depends on whether the battery 44 is overcharged / discharged. In order to prevent overdischarge, it is determined according to the state of charge of the battery 44.

ENG reverse drive mode During the ENG reverse drive mode, basically, the vehicle V is moved backward using the power of the first and second rotating machines 11 and 21 as in the first embodiment. The relationship between the rotational speed and the torque between the various types of rotary elements during the ENG reverse mode is expressed as shown in FIG. 60, for example. In this case, the power of the engine 3 is increased, and power is generated by the third rotating machine 80 using a part of the power of the engine 3. Further, the electric power generated by the third rotating machine 80 is supplied to the first and second rotating machines 11 and 21, and the rotors 13 and 23 are reversed. Thereby, as is apparent from FIG. 60, the first and second rotating machine torques TM1 and TM2 generated in response to the supply of electric power are transmitted to the first and fifth elements, respectively. The torque transmitted to the five elements is transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively. As a result, the left and right front wheel rotational speeds NWFL and NWFR rise in the reverse direction, and the vehicle V starts to move backward.

  In addition, during the ENG reverse mode, as shown in FIG. 60, since the rotation directions of the first and second rotating magnetic fields determined by the relationship between the first rotor rotational speed NR1 and the engine rotational speed NE are normal rotation directions, A part of the engine torque TENG transmitted to the rotor 82 is transmitted to the first rotor 81 using the power generation equivalent torque TGE as a reaction force, and further transmitted to the third element. As a result, the left and right front wheels WFL, WFR are Acts to rotate forward. For this reason, the power generated by the third rotating machine 80 is the third element transmission torque in which the first and second rotating machine torques TM1 and TM2 are determined by the power generating equivalent torque TGE so that the vehicle V can be moved backward without any trouble. It is controlled to exceed T3T.

  Further, in this case, the first and second rotating machines 11 and 21 are controlled such that the left and right front wheel transmission torques TWLT and TWRT are each ½ of the required torque TREQ. Specifically, as is apparent from FIG. 60, the relationship among the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the equation (5). . Further, as is apparent from the torque transmission in the various elements described above, the third element transmission torque T3T is expressed by the above equation (75).

  Since these equations (5) and (75) and the left and right front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ, as described above, the first rotating machine torque TM1 is It represents with said Formula (76). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (76) is established. Similarly, the second rotating machine torque TM2 is expressed by the formula (77). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (77) is established.

  Further, during the ENG reverse drive mode, the first and second rotating machine rotational speeds NM1, NM2 are controlled so that the above equation (4) is established, as in the normal straight drive mode, when the vehicle V is going straight ahead, When the vehicle V is turning, the control is performed so that the expressions (37) and (39) are satisfied, respectively, as in the ENG turning mode. Furthermore, when only the electric power generated by the third rotating machine 80 is insufficient, the electric power of the battery 44 is supplied to the first and second rotating machines 11 and 21.

  In addition, during the ENG reverse mode, as is apparent from the function of the third rotating machine 80, the load acting on the engine 3 increases as the power generation equivalent torque TGE increases. For this reason, when the stopped vehicle V is started backward, the power generation equivalent torque TGE is gradually increased in order to prevent engine stall. Further, the magnetic field rotation speed NMF is controlled so that the formula (78) is established.

Deceleration operation mode The deceleration operation mode includes a deceleration straight-ahead mode and a deceleration turning mode, as in the first embodiment. First, the straight deceleration mode will be described.

And deceleration advance mode during the deceleration advance mode, using the inertial energy of the vehicle V, electric power generation is performed by the first to third rotating machine 11 to 80, it charges the electric power generated in the battery 44. Further, the deceleration straight-ahead mode is selected when the state of charge of the battery 44 is smaller than the first predetermined value in order to prevent overcharging of the battery 44. For example, FIG. 61 shows the relationship between the rotational speed and the torque between the various types of rotary elements during the deceleration straight-ahead mode.

  As is clear from FIG. 61, during the straight deceleration mode, the first and second rotating machine power generation torques TG1 and TG2 decrease the rotational speeds of the first and fifth elements, respectively, as in the first embodiment. Act on. The first and second rotating machine power generation torques TG1 and TG2 transmitted to the first and fifth elements, respectively, together with the third element transmission torque T3T transmitted to the third element as will be described later, And transmitted to the left and right front wheels WFL and WFR via the fourth element, respectively, and acts to reduce the left and right front wheel rotational speeds NWFL and NWFR. That is, the braking force acts on the left and right front wheels WFL, WFR.

  Further, in this case, a part of the power due to inertia received from the left and right front wheels WFL, WFR is transmitted to the first rotor 81 via the third element, and from the relationship between the first rotor rotational speed NR1 and the engine rotational speed NE. The rotation directions of the first and second rotating magnetic fields are reversed. For this reason, the power generation equivalent torque TGE acts to reduce the first rotor rotational speed NR1 using the friction of the engine 3 acting on the second rotor 83 as a reaction force. As a result, a braking torque based on the power generation equivalent torque TGE acts on the third element via the first rotor 81.

  Further, during the straight deceleration mode, the first to third rotating machines 11 to 80 are controlled as will be described later, so that the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other and the left and right front wheels WFL are controlled. , WFR is controlled so as to be the required braking torque BREQ. As a result, the vehicle V can be decelerated while ensuring good straightness.

  Furthermore, during the deceleration straight-ahead mode, the engine speed NE is controlled to be a very low predetermined speed NEL by the control of the first to third rotating machines 11-80. Thereby, since the loss by rotating the crankshaft 3a is suppressed, it is possible to generate power with the first to third rotating machines 11 to 80 and to charge the battery 44 with a large amount of power. In addition, the introduction of fresh air into the exhaust pipe can be suppressed, whereby the catalyst is maintained in an active state, and therefore the exhaust gas is sufficiently purified by the catalyst when the operation of the engine 3 immediately after deceleration is resumed. Can do.

  Specifically, the first to third rotating machines 11 to 80 are controlled as follows during the deceleration straight-ahead mode. That is, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expression (4) is established, as in the normal straight traveling mode. As is clear from FIG. 61, the relationship between the first rotating machine power generation torque TG1, the left and right front wheel torques TWL and TWR, and the third element transmission torque T3T is expressed by the above equation (49).

Further, as apparent from the transmission of torque in the various elements described above, the relationship between the third element transmission torque T3T and the power generation equivalent torque TGE is expressed by the equation (75). Since these equations (75) and (49) and the braking torque acting on the left and right front wheels WFL and WFR are controlled to become the required braking torque BREQ as described above, the first rotating machine power generation torque TG1 is It is represented by the following formula (102). Therefore, the electric power generated by the first rotating machine 11 is controlled so that this equation (102) is established.
TG1 =-{(2, G2, G3 + G3 + 1) BREQ- (G2, G3 + G3) TGE} / (G2, G3 + G3 + 1 + G1)
...... (102)
Similarly, the second rotating machine power generation torque TG2 is expressed by the following equation (103). Therefore, the electric power generated by the second rotating machine 21 is controlled so that this equation (103) is established.
TG2 =-{(2 ・ G1 + 1 + G3) BREQ- (G1 + 1) TGE} / (G1 + 1 + G3 + G2 ・ G3) ...... (103)

Further, as described above, since the engine speed NE is controlled to be the predetermined speed NEL, the electric power generated by the third rotating machine 80 and the magnetic field speed NMF satisfy the following expression (104). To be controlled.
NMF = 2 ・ NEL-NWFL (104)

Deceleration turning mode The deceleration turning mode includes a deceleration right turning mode and a deceleration left turning mode, as in the first embodiment. Since the operations in these modes are performed in the same manner, only the operations in the deceleration right turn mode will be described below as a representative of both.

Decelerated right turn mode During this decelerated right turn mode, the left and right front wheels WFL and WFR are braked as in the first embodiment by controlling the first to third rotating machines 11 to 80 as described later. Torque is applied and the braking torque acting on both WFL and WFR is controlled to be the left and right front wheel required braking torques BLREQ and BRREQ, respectively. As described above, the vehicle V can be stably turned while suppressing oversteer during the deceleration right turn mode.

  Hereinafter, the operation in the deceleration right turn mode will be described first in the deceleration right turn mode and at low vehicle speed. In this case, the rotational speed relationship between the various types of rotating elements is expressed as shown in FIG. 62, for example. As shown in the figure, in this case, as in the case of FIG. 18 described above, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR. Respectively become the forward rotation direction and the reverse rotation direction. Further, the rotation directions of the first and second rotating magnetic fields determined by the relationship between the engine speed NE and the first rotor speed NR1 are reverse directions. In such a case, power is generated by the first and third rotating machines 11, 80, a part of the generated power is charged to the battery 44, and the rest is supplied to the second rotating machine 21. The rotor 23 is reversed. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 62, for example.

  As is apparent from FIG. 62, during the reduced right turn mode and at the low vehicle speed, the first rotating machine power generation torque TG1 is transmitted to the first element as in the first embodiment, and the rotation speed of the first element The second rotating machine torque TM2 is transmitted to the fifth element and acts to increase the rotational speed of the fifth element in the reverse direction. Further, the first rotating machine power generation torque TG1 and the second rotating machine torque TM2 transmitted to the first and fifth elements, respectively, together with the third element transmitting torque T3T transmitted to the third element as will be described later, It is transmitted to the left and right front wheels WFL and WFR via the second and fourth elements, respectively, and acts to reduce the left and right front wheel rotational speeds NWFL and NWFR. That is, the braking force acts on the left and right front wheels WFL, WFR, as in the straight deceleration mode.

  Further, in this case, as in the straight deceleration mode, a part of the power due to inertia received from the left and right front wheels WFL, WFR is transmitted to the first rotor 81 and is determined by the relationship between the first rotor speed NR1 and the engine speed NE. The rotation directions of the first and second rotating magnetic fields are reversed. For this reason, the power generation equivalent torque TGE acts to reduce the first rotor rotational speed NR1 using the friction of the engine 3 acting on the second rotor 83 as a reaction force. As a result, a braking torque based on the power generation equivalent torque TGE acts on the third element via the first rotor 81.

Specifically, the first to third rotating machines 11 to 80 are controlled as follows during the deceleration right turn mode and the low vehicle speed traveling. In this case, as is clear from a comparison between FIG. 62 and FIG. 61, the relationship among the first rotating machine power generation torque TG1, the left and right front wheel torques TWL and TWR, and the third element transmission torque T3T is expressed by the above equation (49). expressed. Further, the relationship between the third element transmission torque T3T and the power generation equivalent torque TGE is expressed by the equation (75). Since these equations (49) and (75) and the braking torque acting on the left and right front wheels WFL, WFR are controlled to become the left and right front wheel required braking torques BLREQ, BRREQ, respectively, as described above, the first The rotating machine power generation torque TG1 is expressed by the following equation (105). Therefore, the electric power generated by the first rotating machine 11 is controlled so that this equation (105) is established.
TG1 =-{(G2 ・ G3 + G3 + 1) BLREQ + G2 ・ G3 ・ BRREQ- (G2 ・ G3 + G3) TGE} / (G2 ・ G3 + G3 + 1 + G1)
...... (105)

Similarly, the second rotating machine torque TM2 is expressed by the following equation (106). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (106) is established.
TM2 =-{(G1 + 1 + G3) BRREQ + G1 ・ BLREQ- (G2 ・ G3 + G3) TGE} / (G1 + 1 + G3 + G2 ・ G3)
...... (106)
Further, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expressions (37) and (39) are established, as in the ENG turning mode.

  Further, as is apparent from FIG. 62, the power generation equivalent torque TGE acts to increase the engine speed NE, so that the power generated by the third rotating machine 80 and the magnetic field speed NMF are larger. In order to charge the battery 44 and maintain the catalyst in an active state, the engine speed NE is controlled not to increase. In this case, the electric power generated by the third rotating machine 80 and the magnetic field rotation speed NMF may be controlled so that the engine rotation speed NE becomes the predetermined rotation speed NEL, similarly to the deceleration straight travel mode.

  Next, the operation during the deceleration right turn mode and at the high vehicle speed will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 63, for example. As shown in the figure, in this case, as in the case of FIG. 19, the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR are determined. All rotation directions are forward rotation directions. Further, the rotation directions of the first and second rotating magnetic fields determined by the relationship between the engine speed NE and the first rotor speed NR1 are forward rotation directions. In such a case, the first and second rotating machines 11 and 21 generate power, a part of the generated power is charged to the battery 44, and the rest is supplied to the third rotating machine 80. The first and second rotating magnetic fields are rotated forward. In this case, the torque relationship between the various types of rotating elements is expressed as shown in FIG. 63, for example.

  As is apparent from FIG. 63, during the deceleration right turn mode and at the high vehicle speed, the first and second rotating machine power generation torques TG1 and TG2 are the first and fifth rotation torques, respectively, as in the first embodiment. It is transmitted to the element and acts to reduce the rotational speed of the first and fifth elements. The first and second rotating machine power generation torques TG1 and TG2 transmitted to the first and fifth elements, respectively, together with the third element transmission torque T3T transmitted to the third element as will be described later, And transmitted to the left and right front wheels WFL and WFR via the fourth element, respectively, and acts to reduce the left and right front wheel rotational speeds NWFL and NWFR. That is, also in this case, the braking force acts on the left and right front wheels WFL, WFR.

  In this case, since the first and second rotating magnetic fields rotate forward, the driving equivalent torque TSE reduces the first rotor rotational speed NR1 using the friction of the engine 3 acting on the second rotor 83 as a reaction force. It works to let you. As a result, a braking torque based on the driving equivalent torque TSE acts on the third element via the first rotor 83.

Further, the first to third rotating machines 11 to 80 are specifically controlled as follows during the deceleration right turn mode and the high vehicle speed traveling. That is, as is clear from the comparison between FIG. 63 and FIG. 61, the electric power generated by the first rotating machine 11 is expressed by the following equation (107) in which the generation equivalent torque TGE is replaced with the driving equivalent torque TSE in the equation (105). ) Is established.
TG1 =-{(G2 ・ G3 + G3 + 1) BLREQ + G2 ・ G3 ・ BRREQ- (G2 ・ G3 + G3) TSE} / (G2 ・ G3 + G3 + 1 + G1)
...... (107)

Similarly, the electric power generated by the second rotating machine 21 replaces the second rotating machine torque TM2 in the equation (106) with the second rotating machine generating torque TG2, and converts the generating equivalent torque TGE to the driving equivalent torque TSE. Control is performed so that the following expression (108) is satisfied.
TG2 =-{(G1 + 1 + G3) BRREQ + G1 ・ BLREQ- (G2 ・ G3 + G3) TSE} / (G1 + 1 + G3 + G2 ・ G3)
...... (108)
Further, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expressions (37) and (39) are established, as in the ENG turning mode.

  Further, as apparent from FIG. 63, since the driving equivalent torque TSE acts to increase the engine speed NE, the electric power supplied to the third rotating machine 80 and the magnetic field speed NMF are determined by the engine speed. The NE is controlled so as not to increase. In this case, the electric power supplied to the third rotating machine 80 and the magnetic field rotational speed NMF may be controlled so that the engine rotational speed NE becomes the predetermined rotational speed NEL, as in the straight deceleration mode.

  Further, when the vehicle is traveling in the right deceleration mode and traveling at a high vehicle speed, the rotational directions of the first and second rotating magnetic fields determined by the relationship between the engine rotational speed NE and the left and right front wheel rotational speeds NWFL and NWFR are reversed. There is. In that case, the third rotating machine 80 generates power and charges the battery 44 with the generated power. In this case, the electric power generated by the third rotating machine 80 and the control of the magnetic field rotation speed NMF are performed by the above-described method, and detailed description thereof is omitted.

EV Start Mode The relationship between the rotational speed and the torque between the various types of rotary elements in the EV start mode is expressed as shown in FIG. 64, for example. During the EV start mode, as in the first embodiment, power is supplied from the battery 44 to the first and second rotating machines 11 and 21, and the rotors 13 and 23 are rotated forward. As a result, the left and right front wheels WFL, WFR are driven, and as a result, the left and right front wheel rotation speeds NWFL, NWFR rise in the forward direction, and the vehicle V starts forward.

  As is apparent from FIG. 64, during the EV start mode, the power of the first and second rotating machines 11 and 21 is transmitted to the first rotor 81 via the third element, whereby the first rotor 81 rotates forward together with the third element. Accordingly, even if power generation is not performed in the third rotating machine 80, the first and second rotating magnetic fields are generated in the third rotating machine 80. In this case, the rotation resistance (hereinafter referred to as “magnetic field rotation”) is generated. DMF (referred to as “resistance”) acts on the first rotor 81 and the second rotor 83. In this case, the first rotor transmission torque TR1 transmitted from the first and second rotating machines 11 and 21 to the first rotor 81 using the magnetic field rotation resistance DMF as a reaction force is transmitted via the second rotor 83 to the crankshaft. 3a is transmitted to the engine speed NE.

  Therefore, during the EV start mode, power is supplied to the third rotating machine 80 so as to cancel the magnetic field rotation resistance DMF, and the first and second rotating magnetic fields are reversed. In this case, the power supplied to the third rotating machine 80 is controlled such that the driving equivalent torque TSE is equal to the magnetic field rotation resistance DMF.

  Further, when the vehicle V is running straight in the EV start mode, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other by controlling the first and second rotating machines 11 and 21. The front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ. Thereby, when the vehicle V is traveling straight in the EV start mode, it is possible to obtain a favorable straight traveling property of the vehicle V. In this case, the first and second rotating machines 11 and 21 are controlled in the same manner as in the first embodiment. Also, during the EV start mode and when the vehicle V is turning, the turning assist force is applied to the left and right front wheels WFL and WFR by controlling the first and second rotating machines 11 and 21 as in the first embodiment. It is possible to make it.

-EV Traveling ENG Start Mode The relationship between the rotational speed and the torque between the various types of rotary elements in the EV traveling ENG start mode is expressed as shown in FIG. 65, for example. As shown in the figure, in the EV traveling ENG start mode, power is transmitted from the first and second rotating machines 11 and 21 to the first rotor 81 of the third rotating machine 80 in the same manner as the EV start mode described above. The first rotor 81 rotates forward. Using this power, the third rotating machine 80 generates electric power, and the generated electric power is supplied to the first and second rotating machines 11 and 21 so that the rotors 13 and 23 of both 11 and 21 are rotated forward. Thus, the first rotor transmission torque TR1 transmitted from the first and second rotating machines 11 and 21 to the first rotor 81 is transmitted to the second rotor 83 using the power generation equivalent torque TGE as a reaction force, and further Is transmitted to the crankshaft 3a. In other words, the power (energy) of the first and second rotating machines 11 and 21 transmitted to the first rotor 81 is distributed to the crankshaft 3 a and the stator 82. Further, the magnetic field rotation speed NMF is controlled to be 0, thereby reducing the energy distributed from the first and second rotating machines 11 and 21 to the stator 82 and distributing the energy to the crankshaft 3a. The power is increased, whereby the crankshaft 3a is rotated forward. In this state, the engine 3 is started by controlling the ignition operation of the fuel injection valve and the spark plug of the engine 3.

Further, in the EV traveling ENG start mode, the magnetic field rotation speed NMF is controlled so that the engine rotation speed NE becomes the starting rotation speed NST, as in the above-described stopped ENG start mode. Specifically, the magnetic field rotation speed NMF is controlled so that the following expression (109) is established.
NMF = 2 ・ NST-NWFL (109)

  In this case, when the left and right front wheel rotation speeds NWFL and NWFR are low, the rotation directions of the first and second rotating magnetic fields determined by the relationship between the first rotor rotation speed NR1 and the starting rotation speed NST are in the forward rotation direction. There is a case. In that case, power is supplied from the battery 44 to the third rotating machine 80, and the first and second rotating magnetic fields are rotated in the forward direction to control the magnetic field rotational speed NMF, so that the engine rotational speed NE is started. It controls so that it may become rotation number NST for use. Therefore, in the ENG start mode during EV traveling, the occurrence of vibrations and noise of the engine 3 can be prevented and the merchantability can be improved, as in the ENG start mode during stoppage.

  Further, as apparent from FIG. 65, the power generation equivalent torque TGE (or the driving equivalent torque TSE) acts as a braking torque on the left and right front wheels WFL, WFR. For this reason, in the ENG start mode during EV traveling, the electric power generated by the third rotating machine 80 (third rotating machine 80) is prevented in order to prevent a sudden decrease in the left and right front wheel transmission torques TWLT and TWRT and to ensure good drivability. Is controlled so that the power generation equivalent torque TGE (drive equivalent torque TSE) gradually increases.

  When the vehicle V is traveling straight in the ENG start mode during EV traveling, the first and second rotating machines 11 and 21 are specifically controlled as follows. That is, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expression (4) is established, as in the normal straight traveling mode.

  Furthermore, in this case, as is apparent from FIG. 65, the relationship among the first rotating machine torque TM1, the left and right front wheel transmission torques TWLT and TWRT, and the third element transmission torque T3T is expressed by the above equation (5). . Further, the relationship between the third element transmission torque T3T and the power generation equivalent torque TGE is expressed by the equation (75). Since these equations (5) and (75) and the EV start mode are controlled so that the left and right front wheel transmission torques TWLT and TWRT are each ½ of the required torque TREQ, the first rotating machine torque TM1 Is represented by the formula (76). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (76) is established. Similarly, the second rotating machine torque TM2 is expressed by the formula (77). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (77) is established.

  Further, when the vehicle V is turning in the ENG start mode during EV traveling, the first and second rotating machine rotational speeds NM1 and NM2 are the same as in the ENG turning mode, respectively, in the above formulas (37) and (39). Are controlled so as to hold each. Further, the electric power supplied to the first and second rotating machines 11 and 21 is basically controlled so that the above equations (76) and (77) are established. In this case, as in the ENG turning mode, the left and right turning assist forces may be applied to the left and right front wheels WFL and WFR by controlling the first and second rotating machines 11 and 21.

EV Reverse Mode The rotational speed relationship and the torque relationship between the various rotary elements in the EV reverse mode are expressed as shown in FIG. 66, for example. The rotational directions and torque directions of the various rotary elements in the figure are merely opposite to those of the various rotary elements in FIG. 64 showing the EV start mode described above. Therefore, during the EV reverse mode, the first to third rotating machines 11 to 80 are controlled in the EV start mode except that the rotors 13 and 23 are reversed and the first and second rotating magnetic fields are normally rotated. The same is done.

  The correspondence between various elements in the present embodiment and various elements of the present invention is as follows. That is, the first and second rotors 81 and 83 correspond to the third and fourth rotors in the present invention, respectively. The permanent magnet 81a corresponds to the magnet in the present invention, and the first and second cores 83a and 83b correspond to the soft magnetic material in the present invention. Other correspondences are the same as in the first embodiment.

  As described above, according to the present embodiment, the first to fifth elements are configured in the same manner as in the first embodiment. Further, the first element is mechanically connected to the rotor 13 of the first rotating machine 11, and the second element is mechanically connected to the left front wheel WFL. Further, the third element is mechanically connected to the first rotor 81 of the third rotating machine 80, the fourth element is connected to the right front wheel WFR, and the fifth element is connected to the rotor 23 of the second rotating machine 21, respectively. Connected. The second rotor 83 of the third rotating machine 80 is mechanically connected to the crankshaft 3a. Furthermore, the stator 12 of the first rotating machine 11 and the stator 82 of the third rotating machine 80, and the stator 22 of the second rotating machine 21 and the stator 82 of the third rotating machine 80 are electrically connected to each other. .

  Further, as described with reference to FIGS. 56 to 59, the left and right front wheels WFL and WFR can be made to act on the turning assist force to perform the left and right turning assist of the vehicle V. In this case, the second and fourth elements connected to the left and right front wheels WFL, WFR do not rotate independently of each other, but rotate while maintaining a collinear relationship with respect to the rotational speed, unlike the conventional case described above. Therefore, the rotation (rotation speed / torque) of the left and right front wheels WFL and WFR can be easily and accurately controlled, thereby improving drivability. Furthermore, the 1st-5th element can be comprised appropriately by the connection between 1st-3rd planetary gear apparatus PS1-PS3. Further, as described with reference to FIG. 55 and the like, the power of the engine 3 can be decelerated steplessly and transmitted to the left and right front wheels WFL, WFR, and the engine speed NE can be improved with better fuel efficiency. Therefore, the efficiency of the power unit 1B can be increased.

  Further, a battery 44 that can be charged and discharged is electrically connected to the first to third rotating machines 11 to 80, and, as described in the first embodiment, the engine 3 The surplus power of the engine 3 with respect to the required power is charged to the battery 44 as electric power. Further, as described in the assist straight-ahead mode or the like, the shortage of the power of the engine 3 with respect to the required power is compensated by supplying the electric power charged in the battery 44 to the first and second rotating machines 11 and 21. Is called. As described above, the best fuel consumption of the engine 3 can be obtained, and therefore the efficiency of the power unit 1B can be further increased.

  Further, since the third rotating machine 80 has a function of combining a general single pinion type planetary gear device and a general one-rotor type rotating machine, the power of the engine 3 described in the first embodiment. The fourth planetary gear unit PS4 for shifting the speed is not required, and the power unit 1B can be downsized accordingly.

  In the third embodiment, the first and second cores 83a and 83b are made of steel plates, but may be made of other soft magnetic materials. Further, in the third embodiment, the stator 82 and the first rotor 81 are arranged on the outer side and the inner side in the radial direction, but conversely, they may be arranged on the inner side and the outer side in the radial direction, respectively. . Further, in the third embodiment, the stator 82 and the first and second rotors 81 and 83 are arranged so as to be aligned in the radial direction, and the third rotating machine 80 is configured as a so-called radial type. The first and second rotors 81 and 83 may be arranged so as to be aligned in the axial direction, and the third rotating machine 80 may be configured as a so-called axial type.

  Further, instead of the permanent magnet 81a in the third embodiment, an electromagnet may be used. Furthermore, in the third embodiment, the coil 82c is wound around the iron core 82b by concentrated winding. However, the present invention is not limited to this, and distributed winding (wave winding) may be used. In the third embodiment, the coil 82c is constituted by a U-phase to W-phase three-phase coil. However, if the first and second rotating magnetic fields can be generated, the number of phases of the coil is not limited thereto. Is optional. Further, in the third embodiment, the iron core 82b, the permanent magnet 81a, and the first and second cores 83a and 83b are arranged at equal intervals, but may be arranged at unequal intervals.

  Next, a power plant 1C according to a fourth embodiment of the present invention will be described with reference to FIG. As shown in the figure, the power unit 1C is mainly different from the third embodiment in that a third rotating machine 91 is provided instead of the third rotating machine 80. Hereinafter, the power device 1 </ b> C will be described focusing on differences from the third embodiment.

  As shown in FIGS. 67 and 70, the third rotating machine 91 is of the two-rotor type, like the third rotating machine 80 of the third embodiment, and is provided so as to face the stator 93 and the stator 93. The first rotor 94 is provided, and the second rotor 95 is provided between the two rotors 93 and 94. The stator 93, the second rotor 95, and the first rotor 94 are arranged in this order from the outside in the radial direction of the rotating shaft 96 (hereinafter simply referred to as “radial direction”), and are arranged coaxially. . The rotating shaft 96 is arranged coaxially with the crankshaft 3a and is rotatable. A gear 97 is coaxially and integrally provided on the rotating shaft 96. The gear 97 meshes with the idler gear 8 described above.

  The stator 93 generates a rotating magnetic field. As shown in FIGS. 70 and 71, the iron core 93a and U-phase, V-phase and W-phase coils 93c provided on the iron core 93a, 93d, 93e. In FIG. 70, only the U-phase coil 93c is shown for convenience. The iron core 93a has a cylindrical shape in which a plurality of steel plates are laminated, extends in the axial direction of the rotating shaft 96 (hereinafter simply referred to as “axial direction”), and is fixed to the stationary case CA. In addition, twelve slots 93b are formed on the inner peripheral surface of the iron core 93a. These slots 93b extend in the axial direction and are also referred to as the circumferential direction of the rotating shaft 96 (hereinafter simply referred to as “circumferential direction”). ) At equal intervals. The U-phase to W-phase coils 93c to 93e are wound around the slot 93b by distributed winding (wave winding) and are electrically connected to the battery 44 via the above-described third PDU 43 (see FIG. 68). That is, the stator 12 of the first rotating machine 11 and the stator 93 of the third rotating machine 91 are electrically connected to each other, and the stator 22 of the second rotating machine 21 and the stator 93 of the third rotating machine 91 are mutually connected. Electrically connected.

  In the stator 93 configured as described above, when electric power is supplied from the battery 44 and current flows through the U-phase to W-phase coils 93c to 93e, or when power generation is performed as described later, the iron core. At the end of 93a on the first rotor 94 side, four magnetic poles are generated at equal intervals in the circumferential direction (see FIG. 74), and a rotating magnetic field by these magnetic poles rotates in the circumferential direction. Hereinafter, the magnetic poles generated in the iron core 93a are referred to as “armature magnetic poles”. The polarities of the two armature magnetic poles adjacent to each other in the circumferential direction are different from each other. In FIG. 74 and other drawings to be described later, the armature magnetic poles are represented by (N) and (S) on the iron core 93a and the U-phase to W-phase coils 93c to 93e.

  As shown in FIG. 71, the first rotor 94 has a magnetic pole row composed of eight permanent magnets 94a. These permanent magnets 94 a are arranged at equal intervals in the circumferential direction, and this magnetic pole row faces the iron core 93 a of the stator 93. Each permanent magnet 94 a extends in the axial direction, and the length in the axial direction is set to be the same as that of the iron core 93 a of the stator 93.

  Moreover, the permanent magnet 94a is attached to the outer peripheral surface of the ring-shaped attachment part 94b. The attachment portion 94b is made of a soft magnetic material such as iron or a laminate of a plurality of steel plates, and the inner peripheral surface thereof is attached to the outer peripheral surface of the disc-shaped flange 94c. The flange 94c is provided integrally with the rotary shaft 96 described above. As described above, the first rotor 94 including the permanent magnet 94a is rotatable integrally with the rotary shaft 96, and is mechanically connected to the third element via the rotary shaft 96, the gear 97, the idler gear 8, and the gear 7a. It is connected to. Furthermore, since the permanent magnet 94a is attached to the outer peripheral surface of the attachment portion 94b made of a soft magnetic material as described above, each permanent magnet 94a has (N) or (N One magnetic pole of S) appears. In FIG. 71 and other drawings described later, the magnetic poles of the permanent magnet 94a are represented by (N) and (S). The polarities of the two permanent magnets 94a adjacent in the circumferential direction are different from each other.

  The second rotor 95 has a soft magnetic body row composed of six cores 95a. These cores 95a are arranged at equal intervals in the circumferential direction, and the soft magnetic material rows are arranged at predetermined intervals between the iron core 93a of the stator 93 and the magnetic pole row of the first rotor 94, respectively. Has been. Each core 95a is a soft magnetic material, for example, a laminate of a plurality of steel plates, and extends in the axial direction. Further, the length of the core 95a in the axial direction is set to be the same as that of the iron core 93a of the stator 93, like the permanent magnet 94a. Further, the core 95a is attached to the outer end portion of the disc-shaped flange 95b via a cylindrical connecting portion 95c that extends slightly in the axial direction. The flange 95b is mechanically directly connected to the crankshaft 3a via a flywheel. Thus, the second rotor 95 including the core 95a is mechanically directly connected to the crankshaft 3a, and is rotatable integrally with the crankshaft 3a. 71 and 74, the connecting portion 95c and the flange 95b are omitted for convenience.

  In the third rotating machine 91 configured as described above, a rotating magnetic field is generated by a plurality of armature magnetic poles between the first rotor 94 and the stator 93, and the cores 95a are disposed. Magnetized by the magnetic pole (hereinafter referred to as “magnet magnetic pole”) of the magnet 94a and the armature magnetic pole. Due to this and the gap between each of the two adjacent cores 95a as described above, a magnetic force line ML that connects the magnetic pole, the core 95a, and the armature magnetic pole is generated (see FIG. 74). For this reason, when a rotating magnetic field is generated by supplying electric power to the stator 93, the electric power supplied to the stator 93 is converted into motive power by the action of the magnetic force by the magnetic field lines ML. 2 is output from the rotor 95.

  Here, a torque equivalent to the electric power supplied to the stator 93 and the electric angular velocity ωmf of the rotating magnetic field is referred to as “driving equivalent torque Te”. Hereinafter, the relationship between the driving equivalent torque Te and the torque transmitted to the first and second rotors 94 and 95 (hereinafter referred to as “first rotor transmission torque T1” and “second rotor transmission torque T2”, respectively), The relationship between the rotating magnetic field and the electrical angular velocity between the first and second rotors 94 and 95 will be described.

When the third rotating machine 91 is configured under the following condition (A), an equivalent circuit corresponding to the third rotating machine 91 is represented as shown in FIG.
(A) Two armature magnetic poles and four magnet magnetic poles, that is, the number of pole pairs in which the N poles and S poles of the armature magnetic poles are one set is 1, and the N poles and S poles of the magnet magnetic poles are one set. The number of pole pairs to be set is 2 and the number of cores 95a is three (first to third cores). As described above, the “pole pair” used in this specification is a set of N poles and S poles. Say.

ここで、ψｆは磁石磁極の磁束の最大値、θ１およびθ２はそれぞれ、Ｕ相コイル９３ｃに対する磁石磁極の回転角度位置および第１コアの回転角度位置である。また、この場合、電機子磁極の極対数に対する磁石磁極の極対数の比が値２．０であるため、磁石磁極の磁束が回転磁界に対して２倍の周期で回転（変化）するので、上記の式（１１０）では、そのことを表すために、（θ２−θ１）に値２．０が乗算されている。 In this case, the magnetic flux Ψk1 of the magnetic pole passing through the first core of the core 95a is expressed by the following equation (110).

Here, ψf is the maximum value of the magnetic flux of the magnetic pole, and θ1 and θ2 are the rotational angle position of the magnetic pole and the rotational angle position of the first core, respectively, with respect to the U-phase coil 93c. In this case, since the ratio of the number of pole pairs of the magnet magnetic poles to the number of pole pairs of the armature poles is 2.0, the magnetic flux of the magnet poles rotates (changes) with a period twice that of the rotating magnetic field. In the above equation (110), (θ2−θ1) is multiplied by the value 2.0 in order to express this.

Therefore, the magnetic flux Ψu1 of the magnetic pole passing through the U-phase coil 93c via the first core is expressed by the following expression (111) obtained by multiplying expression (110) by cos θ2.

この場合、ステータ９３に対する第２コアの回転角度位置が、第１コアに対して２π／３だけ進んでいるため、上記の式（１１２）では、そのことを表すために、θ２に２π／３が加算されている。 Similarly, the magnetic flux Ψk2 of the magnetic pole passing through the second core of the cores 95a is expressed by the following equation (112).

In this case, since the rotation angle position of the second core with respect to the stator 93 is advanced by 2π / 3 with respect to the first core, in the above formula (112), in order to express this, θ2 is 2π / 3. Is added.

Therefore, the magnetic flux Ψu2 of the magnetic pole passing through the U-phase coil 93c via the second core is expressed by the following expression (113) obtained by multiplying expression (112) by cos (θ2 + 2π / 3). .

Similarly, the magnetic flux Ψu3 of the magnetic pole passing through the U-phase coil 93c via the third core of the cores 95a is expressed by the following equation (114).

In the third rotating machine 91 as shown in FIG. 72, the magnetic flux Ψu of the magnetic pole passing through the U-phase coil 93c via the core 95a is expressed by the above formulas (111), (113), and (114). Since the magnetic fluxes Ψu1 to Ψu3 are added together, it is expressed by the following equation (115).

ここで、ａ、ｂおよびｃはそれぞれ、磁石磁極の極対数、コア９５ａの数および電機子磁極の極対数である。また、この式（１１６）を、三角関数の和と積の公式に基づいて変形すると、次式（１１７）が得られる。

Further, generalizing this equation (115), the magnetic flux Ψu of the magnetic pole passing through the U-phase coil 93c via the core 95a is expressed by the following equation (116).

Here, a, b and c are the number of pole pairs of the magnet magnetic poles, the number of cores 95a and the number of pole pairs of the armature magnetic poles, respectively. Further, when this equation (116) is transformed based on the formula of the sum and product of trigonometric functions, the following equation (117) is obtained.

この式（１１８）を三角関数の加法定理に基づいて整理すると、次式（１１９）が得られる。

In this equation (117), when b = a + c and rearranging based on cos (θ + 2π) = cos θ, the following equation (118) is obtained.

If this equation (118) is arranged based on the addition theorem of trigonometric functions, the following equation (119) is obtained.

The second term on the right-hand side of the equation (119) becomes 0 as apparent from the following equation (120) when arranged based on the sum of the series and Euler's formula on condition that a−c ≠ 0.

Also, the third term on the right side of the above equation (119) is arranged on the basis of the sum of the series and Euler's formula on the condition that a−c ≠ 0, and the value 0 as apparent from the following equation (121): become.

また、この式（１２２）において、ａ／ｃ＝αとすると、次式（１２３）が得られる。

As described above, when a−c ≠ 0, the magnetic flux Ψu of the magnetic pole passing through the U-phase coil 93c via the core 95a is expressed by the following equation (122).

Further, in this equation (122), when a / c = α, the following equation (123) is obtained.

ここで、θｅ２は、Ｕ相コイル９３ｃに対する第１コアの回転角度位置θ２に電機子磁極の極対数ｃを乗算していることから明らかなように、Ｕ相コイル９３ｃに対するコア９５ａの電気角度位置（以下「第２ロータ電気角」という）を表す。また、θｅ１は、Ｕ相コイル９３ｃに対する磁石磁極の回転角度位置θ１に電機子磁極の極対数ｃを乗算していることから明らかなように、Ｕ相コイル９３ｃに対する磁石磁極の電気角度位置（以下「第１ロータ電気角」という）を表す。 Further, in this equation (123), when c · θ2 = θe2 and c · θ1 = θe1, the following equation (124) is obtained.

Here, θe2 is the electrical angle position of the core 95a with respect to the U-phase coil 93c, as is apparent from multiplying the rotation angle position θ2 of the first core with respect to the U-phase coil 93c by the pole pair number c of the armature magnetic poles. (Hereinafter referred to as “second rotor electrical angle”). Further, θe1 is an electrical angle position of the magnet magnetic pole with respect to the U-phase coil 93c (hereinafter referred to as “obtained from multiplying the rotation angle position θ1 of the magnet magnetic pole with respect to the U-phase coil 93c) by the pole pair number c of the armature magnetic pole. "First rotor electrical angle").

Similarly, the magnetic flux Ψv of the magnetic pole passing through the V-phase coil 93d via the core 95a is advanced by the electrical angle 2π / 3 of the V-phase coil 93d with respect to the U-phase coil 93c. It is represented by the following formula (125). Further, the magnetic flux Ψw of the magnetic pole passing through the W-phase coil 93e via the core 95a is delayed by the electrical angle 2π / 3 with respect to the U-phase coil 93c because the electrical angle position of the W-phase coil 93e is delayed by the following formula: (126).

ここで、ωｅ１は、第１ロータ電気角速度であり、θｅ１の時間微分値、すなわち、ステータ９３に対する第１ロータ９４の角速度を電気角速度に換算した値である。また、ωｅ２は、第２ロータ電気角速度であり、θｅ２の時間微分値、すなわち、ステータ９３に対する第２ロータ９５の角速度を電気角速度に換算した値である。 Further, when the magnetic fluxes Ψu to Ψw represented by the above expressions (124) to (126) are time-differentiated, the following expressions (127) to (129) are obtained, respectively.

Here, ωe1 is the first rotor electrical angular velocity, and is a value obtained by converting the time differential value of θe1, that is, the angular velocity of the first rotor 94 with respect to the stator 93 into the electrical angular velocity. Further, ωe2 is the second rotor electrical angular velocity, and is a value obtained by converting the time differential value of θe2, that is, the angular velocity of the second rotor 95 with respect to the stator 93 into the electrical angular velocity.

  Furthermore, the magnetic flux of the magnet magnetic poles passing directly through the U-phase to W-phase coils 93c to 93e without passing through the core 95a is extremely small, and the influence thereof can be ignored. Therefore, the time differential values dΨu / dt to dΨw / dt of magnetic fluxes Ψu to Ψw of the magnetic poles passing through the U-phase to W-phase coils 93c to 93e through the core 95a (formulas (127) to (129)). Is a counter electromotive voltage (inductive electromotive voltage) generated in the U-phase to W-phase coils 93c to 93e as the magnet magnetic pole and the core 95a rotate with respect to the stator 93 (hereinafter referred to as "U-phase counter electromotive voltage" Vcu ”,“ V-phase counter electromotive voltage Vcv ”and“ W-phase counter electromotive voltage Vcw ”).

ここで、Ｉは、Ｕ相〜Ｗ相のコイル９３ｃ〜９３ｅをそれぞれ流れる電流Ｉｕ〜Ｉｗの振幅（最大値）である。 From this, the currents Iu, Iv, and Iw flowing through the U-phase, V-phase, and W-phase coils 93c to 93e are expressed by the following equations (130), (131), and (132).

Here, I is the amplitude (maximum value) of the currents Iu to Iw flowing through the U-phase to W-phase coils 93c to 93e, respectively.

このため、磁界電気角速度ωｍｆ、第１および第２のロータ電気角速度ωｅ１，ωｅ２の間の関係をいわゆる共線図で表すと、例えば図７３のように表される。 Further, from these equations (130) to (132), the electric angle position θmf of the rotating magnetic field vector with respect to the U-phase coil 93c is expressed by the following equation (133), and the electric field of the rotating magnetic field with respect to the U-phase coil 93c. The angular velocity (hereinafter referred to as “magnetic field electrical angular velocity”) ωmf is expressed by the following equation (134).

Therefore, the relationship between the magnetic field electrical angular velocity ωmf and the first and second rotor electrical angular velocities ωe1 and ωe2 can be represented by a so-called collinear diagram, for example, as shown in FIG.

この式（１３５）に上記の式（１２７）〜（１３２）を代入し、整理すると、次式（１３６）が得られる。

Furthermore, when the currents Iu to Iw flow through the U-phase to W-phase coils 93c to 93e, respectively, the mechanical output (power) W output to the first and second rotors 94 and 95 is excluding reluctance. Is expressed by the following equation (135).

Substituting the above formulas (127) to (132) into this formula (135) and rearranging, the following formula (136) is obtained.

これらの式（１３６）および（１３７）から明らかなように、第１および第２のロータ伝達トルクＴ１，Ｔ２は、次式（１３８）および（１３９）でそれぞれ表される。

The relationship between the mechanical output W, the first and second rotor transmission torques T1 and T2 described above, and the first and second rotor electrical angular velocities ωe1 and ωe2 is expressed by the following equation (137). The

As is clear from these equations (136) and (137), the first and second rotor transmission torques T1 and T2 are expressed by the following equations (138) and (139), respectively.

また、これらの式（１３８）〜（１４０）より、次式（１４１）が得られる。

この式（１４１）で表されるトルクの関係、および式（１３４）で表される電気角速度の関係は、遊星歯車装置のサンギヤとリングギヤとキャリアにおけるトルクおよび回転数の関係とまったく同じである。 Further, the electric power supplied to the stator 93 and the mechanical output W are equal to each other (however, the loss is ignored), and from the equations (134) and (136), the driving equivalent torque Te described above (supplied to the stator 93 is supplied). The electric power and the electric angular velocity ωmf of the rotating magnetic field) are expressed by the following equation (140).

Moreover, following Formula (141) is obtained from these Formulas (138)-(140).

The relationship between the torque represented by the equation (141) and the relationship between the electrical angular velocities represented by the equation (134) are exactly the same as the relationship between the torque and the rotational speed of the sun gear, ring gear, and carrier of the planetary gear device.

  Furthermore, as described above, the relationship between the electrical angular velocities in the equation (134) and the torque relationship in the equation (141) are satisfied on condition that b = a + c and a−c ≠ 0. This condition b = a + c is expressed as b = (p + q) / 2, that is, b / q = (1 + p / q) / 2, where p is the number of magnet magnetic poles and q is the number of armature magnetic poles. Here, assuming that p / q = m, b / q = (1 + m) / 2 is obtained. As is apparent from the fact that the condition of b = a + c is satisfied, the number of armature magnetic poles The ratio of the number of magnetic poles and the number of cores 95a is 1: m: (1 + m) / 2. In addition, the fact that the condition of a−c ≠ 0 is satisfied indicates that m ≠ 1.0.

  As apparent from the above, in the third rotating machine 91, the ratio of the number of armature magnetic poles, the number of magnet magnetic poles, and the number of cores 95a is 1: m: (1 + m) / 2 (m ≠ 1.0). ), The motor operates properly, and the relationship between the electrical angular velocity shown in equation (134) and the torque shown in equation (141) is established. In this embodiment, as described above, there are four armature magnetic poles, eight magnet magnetic poles, and six cores 95a, that is, the number of armature magnetic poles, the number of magnet magnetic poles, and the number of cores 95a. Ratio is 1: 2: (1 + 2) / 2. Therefore, the third rotating machine 91 operates properly, and the relationship between the electrical angular velocity shown in the equation (134) and the equation (141). A torque relationship is established.

  Next, how the electric power supplied to the stator 93 is specifically converted into power and output from the first rotor 94 and the second rotor 95 will be described. First, the case where electric power is supplied to the stator 93 in a state where the first rotor 94 is held unrotatable will be described with reference to FIGS. 74 to 76. 74 to 76, the same one armature magnetic pole and core 95a are hatched for easy understanding.

  First, as shown in FIG. 74 (a), the center of a certain core 95a and the center of a certain permanent magnet 94a coincide with each other in the circumferential direction, and the third core 95a from the core 95a has a third core 95a. From the state where the center and the center of the fourth permanent magnet 94a from the permanent magnet 94a coincide with each other in the circumferential direction, a rotating magnetic field is generated to rotate to the left in the figure. At the start of the generation, the position of every other armature magnetic pole having the same polarity is made to coincide with the center of each permanent magnet 94a whose center coincides with the core 95a in the circumferential direction. The polarity of the magnetic pole is made different from that of the permanent magnet 94a.

  As described above, the rotating magnetic field generated by the stator 93 is generated between the first rotor 94 and the second rotor 95 having the core 95a is disposed between the stator 93 and the first rotor 94. Each core 95a is magnetized by the child magnetic pole and the magnet magnetic pole. Because of this and the gap between the adjacent cores 95a, magnetic field lines ML are generated that connect the armature magnetic pole, the core 95a, and the magnetic pole. 74 to 76, the magnetic lines of force ML in the iron core 93a and the mounting portion 94b are omitted for convenience. The same applies to other drawings described later.

  In the state shown in FIG. 74 (a), the magnetic field lines ML connect the armature magnetic pole, the core 95a, and the magnet magnetic pole, whose positions in the circumferential direction coincide with each other, and the armature magnetic pole, the core 95a, and the magnet magnetic pole. It is generated so as to connect the armature magnetic pole, the core 95a, and the magnet magnetic pole adjacent to each other in each circumferential direction. In this state, since the magnetic lines of force ML are linear, no magnetic force that rotates in the circumferential direction acts on the core 95a.

  When the armature magnetic pole rotates from the position shown in FIG. 74 (a) to the position shown in FIG. 74 (b) along with the rotation of the rotating magnetic field, the magnetic field line ML is bent, and accordingly, the magnetic field line ML becomes a straight line. A magnetic force acts on the core 95a so as to form a shape. In this case, with respect to the straight line connecting the armature magnetic pole and the magnet magnetic pole connected to each other by the magnetic force line ML, the magnetic force line ML protrudes in a direction opposite to the rotating direction of the rotating magnetic field (hereinafter referred to as “magnetic field rotating direction”) in the core 95a. Therefore, the magnetic force acts to drive the core 95a in the magnetic field rotation direction. The core 95a is driven in the magnetic field rotation direction by the action of the magnetic force due to the magnetic lines of force ML, and rotates to the position shown in FIG. 74 (c). The second rotor 95 provided with the core 95a also moves in the magnetic field rotation direction. Rotate. The broken lines in FIGS. 74B and 74C indicate that the magnetic flux amount of the magnetic field lines ML is extremely small, and the magnetic connection between the armature magnetic pole, the core 95a, and the magnet magnetic pole is weak. The same applies to other drawings described later.

  Further, as the rotating magnetic field further rotates, the above-described series of operations, that is, “the magnetic force line ML bends in the direction opposite to the magnetic field rotating direction in the core 95a → the core 95a has a linear shape so that the magnetic force line ML becomes linear. As shown in FIGS. 75 (a) to 75 (d), 76 (a), and 76 (b), the operation of magnetic force acting → the core 95a and the second rotor 95 rotate in the magnetic field rotation direction is repeated. Done. As described above, when electric power is supplied to the stator 93 in a state where the first rotor 94 is held unrotatable, the electric power supplied to the stator 93 is driven by the action of the magnetic force by the magnetic lines ML as described above. The power is output from the second rotor 95.

  FIG. 77 shows a state in which the armature magnetic pole is rotated by an electrical angle of 2π from the state of FIG. 74 (a). As is clear from a comparison between FIG. 77 and FIG. It can be seen that the armature magnetic pole rotates in the same direction by a rotation angle of 1/3. This result agrees with the fact that ωe2 = ωmf / 3 is obtained by setting ωe1 = 0 in the equation (134).

  Next, an operation when electric power is supplied to the stator 93 in a state where the second rotor 95 is held unrotatable will be described with reference to FIGS. 78 to 80. 78 to 80, the same one armature magnetic pole and permanent magnet 94a are hatched for easy understanding. First, as shown in FIG. 78 (a), as in the case of FIG. 74 (a) described above, the center of a certain core 95a and the center of a certain permanent magnet 94a coincide with each other in the circumferential direction. From the state where the center of the third core 95a from the core 95a and the center of the fourth permanent magnet 94a from the permanent magnet 94a coincide with each other in the circumferential direction, the rotating magnetic field is moved to the left in FIG. Generate to rotate. At the start of the generation, the position of every other armature magnetic pole having the same polarity is made to coincide with the center of each permanent magnet 94a whose center coincides with the core 95a in the circumferential direction. The polarity of the magnetic pole is made different from that of the permanent magnet 94a.

  In the state shown in FIG. 78 (a), as in FIG. 74 (a), the magnetic lines of force ML connect the armature magnetic pole, the core 95a, and the magnetic magnetic pole whose circumferential positions coincide with each other, and The armature magnetic pole, the core 95a, and the magnet magnetic pole are generated so as to connect the adjacent armature magnetic pole, the core 95a, and the magnet magnetic pole on both sides in the circumferential direction. In this state, since the magnetic lines of force ML are linear, no magnetic force that rotates in the circumferential direction acts on the permanent magnet 94a.

  When the armature magnetic pole rotates from the position shown in FIG. 78 (a) to the position shown in FIG. 78 (b) along with the rotation of the rotating magnetic field, the magnetic field line ML is bent, and accordingly, the magnetic field line ML becomes a straight line. Thus, a magnetic force acts on the permanent magnet 94a. In this case, since the permanent magnet 94a is in a position advanced in the magnetic field rotation direction from the extension line of the armature magnetic pole and the core 95a connected to each other by the magnetic force line ML, the magnetic force is applied to the permanent magnet 94a on the extension line. , I.e., to drive the permanent magnet 94a in the direction opposite to the magnetic field rotation direction. The permanent magnet 94a is driven in the direction opposite to the magnetic field rotation direction by the action of the magnetic force due to the magnetic field lines ML, and the first rotor 94 provided with the permanent magnet 94a is also rotated to the position shown in FIG. 78 (c). Rotate in the direction opposite to the magnetic field rotation direction.

  Further, as the rotating magnetic field further rotates, the above-described series of operations, that is, “the magnetic line ML is bent and the permanent magnet 94a has a magnetic field more than the extension line of the core 95a and the armature magnetic pole connected to each other by the magnetic line of force ML. The magnetic force acts on the permanent magnet 94a so that the line of magnetic force ML is a straight line, and the permanent magnet 94a and the first rotor 94 rotate in the direction opposite to the magnetic field rotation direction. Are repeatedly performed as shown in FIGS. 79 (a) to 79 (d) and FIGS. 80 (a) and 80 (b). As described above, when electric power is supplied to the stator 93 with the second rotor 95 held non-rotatable, the electric power supplied to the stator 93 is driven by the action of the magnetic force due to the magnetic lines of force ML as described above. And the power is output from the first rotor 94.

  FIG. 80 (b) shows a state in which the armature magnetic pole has been rotated by an electrical angle of 2π from the state of FIG. 78 (a), which is apparent from a comparison between FIG. 80 (b) and FIG. 78 (a). In addition, it can be seen that the permanent magnet 94a rotates in the opposite direction by a half rotation angle with respect to the armature magnetic pole. This result agrees with the fact that -ωe1 = ωmf / 2 is obtained by setting ωe2 = 0 in the above-mentioned equation (134).

  81 and 82, the numbers of armature magnetic poles, cores 95a, and magnet magnetic poles are set to 16, 16, and 20, respectively, to hold the first rotor 94 in a non-rotatable manner and to the stator 93. The simulation result in the case where motive power is output from the second rotor 95 by the supply of electric power is shown. FIG. 81 shows an example of the transition of the U-phase to W-phase back electromotive voltages Vcu to Vcw while the second rotor electrical angle θe2 varies from 0 to 2π.

  In this case, from the fact that the first rotor 94 is held non-rotatable, the number of pole pairs of the armature magnetic pole and the magnet magnetic pole is 8 and 10 respectively, and the above equation (134), the magnetic field electrical angular velocity ωmf The relationship between the first and second rotor electrical angular velocities ωe1 and ωe2 is expressed by ωmf = 2.25 · ωe2. As shown in FIG. 81, the U-phase to W-phase counter electromotive voltages Vcu to Vcw are generated for approximately 2.25 cycles while the second rotor electrical angle θe2 changes from 0 to 2π. FIG. 81 shows a change state of the U-phase to W-phase counter electromotive voltages Vcu to Vcw viewed from the second rotor 95. As shown in FIG. 81, these counter electromotive voltages are expressed by the second rotor. With the electrical angle θe2 as the horizontal axis, the W-phase counter electromotive voltage Vcw, the V-phase counter electromotive voltage Vcv, and the U-phase counter electromotive voltage Vcu are arranged in this order. This is because the second rotor 95 rotates in the magnetic field rotation direction. Represents that The simulation results shown in FIG. 81 as described above agree with the relationship of ωmf = 2.25 · ωe2 based on the above-described equation (134).

  Further, FIG. 82 shows an example of transition of the driving equivalent torque Te and the first and second rotor transmission torques T1 and T2. In this case, the number of pole pairs of the armature magnetic pole and the magnet magnetic pole is 8 and 10, respectively, and from the above equation (141), the driving equivalent torque Te, the first and second rotor transmission torques T1, T2 The relationship between them is expressed as Te = T1 / 1.25 = −T2 / 2.25. As shown in FIG. 82, the driving equivalent torque Te is approximately −TREF, the first rotor transmission torque T1 is approximately 1.25 · (−TREF), and the second rotor transmission torque T2 is approximately 2.25.・ It is TREF. This TREF is a predetermined torque value (for example, 200 Nm). Such a simulation result shown in FIG. 82 agrees with a relationship of Te = T1 / 1.25 = −T2 / 2.25 based on the above-described equation (141).

  83 and 84, the numbers of armature magnetic poles, cores 95a and magnet magnetic poles are set in the same manner as in FIGS. 81 and 82, and the second rotor 95 is held non-rotatable in place of the first rotor 94. In addition, a simulation result when power is output from the first rotor 94 by supplying power to the stator 93 is shown. FIG. 83 shows an example of the transition of the U-phase to W-phase back electromotive voltages Vcu to Vcw while the first rotor electrical angle θe1 varies from 0 to 2π.

  In this case, from the fact that the second rotor 95 is held non-rotatable, the number of pole pairs of the armature magnetic pole and the magnet magnetic pole is 8 and 10, respectively, and the formula (134), the magnetic field electrical angular velocity ωmf The relationship between the first and second rotor electrical angular velocities ωe1 and ωe2 is expressed by ωmf = −1.25 · ωe1. As shown in FIG. 83, the U-phase to W-phase counter electromotive voltages Vcu to Vcw are generated for approximately 1.25 periods while the first rotor electrical angle θe1 changes from 0 to 2π. FIG. 83 shows a change state of the U-phase to W-phase counter electromotive voltages Vcu to Vcw as viewed from the first rotor 94. As shown in FIG. 83, these counter electromotive voltages are represented by the first rotor. With the electrical angle θe1 as a horizontal axis, the U-phase counter electromotive voltage Vcu, the V-phase counter electromotive voltage Vcv, and the W-phase counter electromotive voltage Vcw are arranged in this order, which means that the first rotor 94 is in a direction opposite to the magnetic field rotation direction. Indicates that it is rotating. The simulation results shown in FIG. 83 as described above agree with the relationship of ωmf = −1.25 · ωe1 based on the above-described equation (134).

  Further, FIG. 84 shows an example of transition of the driving equivalent torque Te and the first and second rotor transmission torques T1 and T2. Also in this case, as in the case of FIG. 82, from the equation (141), the relationship between the driving equivalent torque Te and the first and second rotor transmission torques T1 and T2 is Te = T1 / 1.25 = -T2 / 2.25. As shown in FIG. 84, the driving equivalent torque Te is approximately TREF, the first rotor transmission torque T1 is approximately 1.25 · TREF, and the second rotor transmission torque T2 is approximately −2.25 · TREF. It has become. The simulation result shown in FIG. 84 matches the relationship of Te = T1 / 1.25 = −T2 / 2.25 based on the above-described equation (141).

  As described above, in the third rotating machine 91, when a rotating magnetic field is generated by supplying power to the stator 93, a magnetic line ML that connects the above-described magnet magnetic pole, the core 95a, and the armature magnetic pole is generated. The electric power supplied to the stator 93 is converted into power by the action of the magnetic force generated by the motor, and the power is output from the first rotor 94 and the second rotor 95, and the relationship between the electrical angular velocity and torque as described above is established. To do. Therefore, when power is input to at least one of the first and second rotors 94 and 95 in a state where electric power is not supplied to the stator 93, at least one of the rotors is rotated with respect to the stator 93. In the stator 93, power is generated and a rotating magnetic field is generated. In this case as well, a magnetic force line ML that connects the magnet magnetic pole, the core 95a, and the armature magnetic pole is generated, and by the action of the magnetic force by the magnetic force line ML. Thus, the relationship between the electrical angular velocities shown in the equation (134) and the torque shown in the equation (141) are established.

  That is, if the generated power and the torque equivalent to the magnetic field electrical angular velocity ωmf are set as the power generation equivalent torque Tg, the formula (141) is also generated between the power generation equivalent torque Tg and the first and second rotor transmission torques T1 and T2. ) Is established. As is clear from the above, the third rotating machine 91 in this embodiment has the same function as an apparatus that combines a planetary gear device and a general one-rotor type rotating machine. That is, the third rotating machine 91 has the same function as the third rotating machine 80 according to the third embodiment.

  However, as described above, in the third rotating machine 80 of the third embodiment, the relationship between the magnetic field rotational speed NMF and the first and second rotor rotational speeds NR1 and NR2 is the same as the magnetic field rotational speed NMF and the second rotor. This is true only in the relationship that the difference between the rotational speed NR2 and the difference between the second rotor rotational speed NR2 and the first rotor rotational speed NR1 are equal to each other. The relationship between the driving equivalent torque TSE (power generation equivalent torque TGE) and the first and second rotor transmission torques TR1 and TR2 is as follows: TSE (TGE): TR1: TR2 = 1: 1: 2. Only holds.

  On the other hand, as described above, in the third rotating machine 91 according to the present embodiment, the rotational speed of the rotating magnetic field (hereinafter referred to as “magnetic field rotational speed”) Nmf and the rotational speed of the first rotor 94 (hereinafter referred to as “first” The relationship between N1 (referred to as “rotor rotational speed”) and the rotational speed of the second rotor 95 (hereinafter referred to as “second rotor rotational speed”) N2 is m = (number of magnet magnetic poles p / number of armature magnetic poles q) ≠ 1. If it is .0, it will hold as long as the above equation (134) is satisfied. Further, if the relationship between the driving equivalent torque Te (power generation equivalent torque Tg) and the first and second rotor transmission torques T1 and T2 is m ≠ 1.0, as long as the expression (141) is satisfied. ,To establish.

  Therefore, α (= a / c) in these formulas (134) and (141), that is, the ratio of the number of pole pairs a of the magnetic poles to the number of pole pairs c of the armature poles (hereinafter referred to as “pole pair ratio”) is set. Thus, the relationship between the magnetic field rotation speed Nmf, the first and second rotor rotation speeds N1, N2, the driving equivalent torque Te (power generation equivalent torque Tg), and the first and second rotor transmission torques T1. , T2 can be freely set, and the degree of freedom in designing the third rotating machine 91 can be increased. The above effect can be similarly obtained when the number of phases of the coils 93c to 93e of the stator 93 is other than the value 3 described above. In this embodiment, since the pole pair number ratio α is 2.0, the relationship between the magnetic field rotation speed Nmf and the first and second rotor rotation speeds N1 and N2 is Nmf = 3 · N2-2 · N1 and the relationship between the driving equivalent torque Te (power generation equivalent torque Tg) and the first and second rotor transmission torques T1 and T2 is Te (Tg) = T1 / 2 = −T2 / 3. expressed.

  Further, the ECU 2 controls the third PDU 43 to control the power supplied to the stator 93 and the magnetic field rotation speed Nmf of the rotating magnetic field generated with the power supply. Further, the ECU 2 controls the third PDU 43 to control the electric power generated by the stator 93 and the magnetic field rotation speed Nmf of the rotating magnetic field generated along with the power generation.

  As shown in FIG. 69, the ECU 2 is connected with a third rotation angle sensor 65. The third rotation angle sensor 65 detects the rotation angle position of the first rotor 94 and outputs the detection signal. It outputs to ECU2. The ECU 2 calculates the first rotor rotation speed N1 based on the detected rotation angle position of the first rotor 94. Further, since the second rotor 95 is directly connected to the crankshaft 3a, the ECU 2 calculates the rotational angle position of the second rotor 95 based on the detected crank angle position, and calculates the second rotor rotational speed N2. calculate.

  In the power unit 1C having the above configuration, as is apparent from a comparison between FIG. 67 and FIG. 2 described above, the first to third planetary gear units PS1 to PS3, the left and right front wheels WFL, WFR, The connection relationship between the second rotating machines 11 and 21 is the same as that in the third embodiment. The crankshaft 3a and the second rotor 95 are directly connected to each other, and the engine speed NE and the second rotor speed N2 are equal to each other. Further, the first rotor 94 is connected to the third element via the gear 97, the idler gear 8, and the gear 7a. If shifting by these gears 97 and 7a is ignored, the first rotor rotational speed N1 and The rotational speeds of the three elements are equal to each other. In the third rotating machine 91, the relationship between the magnetic field rotation speed Nmf and the first and second rotor rotation speeds N1 and N2 is expressed by the above equation (134). From the above, the rotational speed relationship between the various rotary elements in the power plant 1C is expressed as shown in FIG. 85, for example. Hereinafter, various operations of the power unit 1 </ b> C will be described with reference to a speed alignment chart as shown in FIG.

  As in the first embodiment, the operation mode of the power unit 1C includes a stopped ENG start mode, an ENG start mode, an ENG straight drive mode, an ENG turn mode, an ENG reverse drive mode, a deceleration operation mode, an EV start mode, and an EV drive ENG. A start mode and an EV reverse mode are included. Various control operations in these operation modes are performed by the ECU 2 according to the detection signals from the various sensors 51 to 53, 55 to 63 and 65 described above. In this case, the control in these operation modes and the operation obtained accordingly are performed in substantially the same manner as in the third embodiment, as is apparent from the configuration of the power plant 1C described so far. Therefore, hereinafter, these operation modes will be briefly described in order from the stopped ENG start mode. In each operation mode, torque transmission between the various rotary elements including the left and right front wheels WFL and WFR is performed in the same manner as in the third embodiment, and thus the description thereof is omitted.

-Stopping ENG Start Mode In the stopping ENG start mode, power is supplied from the battery 44 to the stator 93 of the third rotating machine 91 and the rotating magnetic field is rotated in order to rotate the crankshaft 3a in the normal direction. Further, the magnetic field rotational speed Nmf is controlled so that the engine rotational speed NE becomes a predetermined starting rotational speed NST suitable for starting the engine 3. Furthermore, in order to hold the left and right front wheels WFL, WFR in a stationary state, power is supplied from the battery 44 to the first and second rotating machines 11, 21 as in the third embodiment, and the first and second The rotating machine torques TM1 and TM2 are generated so as to prevent the reverse rotation of the first and fifth elements. In this case, the rotational speed relationship and the torque relationship between the various types of rotary elements are expressed as shown in FIG. 86, for example.

As is clear from the comparison between FIG. 52 and FIG. 52 described above, in the stopped ENG start mode, the magnetic field rotation speed Nmf is controlled so that the following expression (142) is established.
Nmf = (α + 1) NST (142)

  As described above, in the stopped ENG start mode, the left and right front wheel rotation speeds NWFL and NWFR are controlled to the value 0, and the engine rotation speed NE is controlled to the start rotation speed NST, respectively, as in the third embodiment. In this state, the engine 3 is started by controlling the ignition operation of the fuel injection valve and the spark plug of the engine 3 according to the detected crank angle position. Therefore, the vibration and noise of the engine 3 can be prevented and the merchantability can be improved. Further, as the engine 3 is started, the left and right front wheels WFL, WFR are not driven, and both WFL, WFR can be held stationary.

· During the ENG mode ENG start mode, using part of the power transmitted from the engine 3 to the second rotor 95, electric power generation is performed by the third rotating machine 91, the generated electric power to, the first and second The rotating machines 11 and 21 are supplied to rotate the rotors 13 and 23 in the normal direction. Further, by controlling the power generated by the third rotating machine 91, the power generation equivalent torque Tg is gradually increased and the magnetic field rotation speed Nmf is decreased. As is apparent from the function of the third rotating machine 91 described above, the power generation equivalent torque Tg is gradually increased as described above, and is transmitted from the engine 3 to the left and right front wheels WFL, WFR via the first rotor 93. The left and right front wheel transmission torques TWLT and TWRT gradually increase. Further, by reducing the magnetic field rotational speed Nmf as described above, the power transmitted as power from the engine 3 to the stator 93 is decreased, and the power transmitted to the left and right front wheels WFL, WFR via the first rotor 93. Will increase.

  As a result, as shown in FIG. 87, the left and right front wheels WFL, WFR are driven, the left and right front wheel rotation speeds NWFL, NWFR rise in the forward direction, and the vehicle V starts forward. As described above, in the ENG start mode, the torque transmitted from the engine 3 to the left and right front wheels WFL, WFR is gradually increased by controlling the power generated by the third rotating machine 91 as in the third embodiment. Therefore, it is possible to prevent a large load from acting on the engine 3 from the left and right front wheels WFL, WFR, and to start the vehicle V without causing an engine stall. Therefore, a starting clutch for starting the vehicle V is not necessary.

  Further, during the ENG start mode, the first and second rotating machine rotation speeds NM1 and NM2 are set so that the left and right front wheel rotation speeds NWFL and NWFR are equal to each other, that is, the equation (4) ) Is established. Further, the power supplied to the first and second rotating machines 11 and 21 is controlled so that the left and right front wheel transmission torques TWLT and TWRT are each ½ of the required torque TREQ. As described above, it is possible to obtain good straightness of the vehicle V during the ENG start mode. Further, the magnetic field rotation speed Nmf is controlled according to the engine rotation speed NE.

In this case, as is clear from a comparison between FIG. 87 and FIG. 53 described above, the first rotating machine torque TM1 is expressed by the following equation (143). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (143) is established.
TM1 =-{(2, G2, G3 + G3 + 1) TREQ / 2- (G2, G3 + G3) α, Tg} / (G2, G3 + G3 + 1 + G1)
...... (143)

The second rotating machine torque TM2 is expressed by the following equation (144). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (144) is established. Further, the magnetic field rotation speed Nmf is controlled so that the following expression (145) is established.
TM2 =-{(2 ・ G1 + 1 + G3) TREQ / 2- (G1 + 1) α ・ Tg} / (G1 + 1 + G3 + G2 ・ G3) (144)
Nmf = (α + 1) NE−α · NWFL (145)

-ENG rectilinear mode In the ENG rectilinear mode, the normal rectilinear mode, the charging rectilinear mode, and the assist rectilinear mode are selected according to the required power, as in the third embodiment. Hereinafter, these operation modes will be described in order from the normal straight-ahead mode.

Normal straight-ahead mode In the normal straight-ahead mode, as in the ENG start mode, a part of the power transmitted from the engine 3 to the second rotor 95 is used to generate power with the third rotating machine 91 and the generated power is used as it is. The first and second rotating machines 11 and 21 are supplied to rotate the rotors 13 and 23 in the normal direction.

The relationship between the rotational speed and the torque between the various types of rotary elements in the normal straight traveling mode is expressed as shown in FIG. 88, for example. As is clear from a comparison between the figure and FIG. 55 described above, the first rotating machine torque TM1 is expressed by the following equation (146). Therefore, the power supplied to the first rotating machine 11 is controlled so that this equation (146) is established.

TM1 = -TREQ {(2 ・ G2 ・ G3 + G3 + 1) / 2- (G2 ・ G3 + G3) α ・ NWFL / (1 + α) NEOBJ}
/ (G2 / G3 + G3 + 1 + G1) ...... (146)

Similarly, the second rotating machine torque TM2 is expressed by the following equation (147). Therefore, the power supplied to the second rotating machine 21 is controlled so that this equation (147) is established.
TM2 = -TREQ {(2 ・ G1 + 1 + G3) / 2- (G1 + 1) α ・ NWFL / (1 + α) NEOBJ} / (G1 + 1 + G3 + G2 ・ G3)
...... (147)
Further, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the formula (4) is established.

Further, the magnetic field rotation speed Nmf is controlled so that the following expression (148) is established.
Nmf = (α + 1) NEOBJ−α · NWFL (148)
Further, the power generation equivalent torque Tg is expressed by the following equation (149). Therefore, the electric power generated by the third rotating machine 91 is controlled so that this equation (149) is established.
Tg = TREQ · NWFL / (1 + α) NEOBJ (149)

  Through the control of the first to third rotating machines 11 to 91, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the left and right front wheel transmission torques TWLT and TWRT are respectively required torques. It is controlled to be 1/2 of TREQ. Therefore, as in the third embodiment, it is possible to obtain good straightness of the vehicle V. Further, the engine speed NE is controlled so as to be equal to the target engine speed NEOBJ with respect to the left and right front wheel speeds NWFL and NWFR. As a result, the power of the engine 3 is steplessly changed, and the left and right front wheels WFL and WFR are controlled. Is transmitted to. As a result, the left and right front wheel transmission power (the sum of the power transmitted to the left and right front wheels WFL and WFR) is equal to the power of the engine 3.

  In this case, as the left and right front wheel rotation speeds NWFL and NWFR are higher than the target engine rotation speed NEOBJ, that is, as the speed increase by the first to third rotating machines 11 to 91 is larger, the equations (4) and ( 148), the first and second rotating machine rotation speeds NM1, NM2 are controlled to the higher speed side, and the magnetic field rotation speed Nmf is controlled to the lower speed side. As is clear from the equations (146) and (147), as the left and right front wheel rotational speeds NWFL and NWFR are higher than the target engine rotational speed NEOBJ, the first and second rotating machine torques TM1 and TM2 are Controlled to a smaller value. As described above, as indicated by a one-dot chain line in FIG. 88, the left and right front wheel rotation speeds NWFL and NWFR increase steplessly with respect to the engine rotation speed NE controlled by the target engine rotation speed NEOBJ, and the power of the engine 3 is increased. It is transmitted to the left and right front wheels WFL, WFR in a state where the speed is continuously increased.

  Contrary to the above, as the left and right front wheel speeds NWFL, NWFR are lower than the target engine speed NEOBJ, that is, the degree of deceleration by the first to third rotating machines 11 to 91 is larger, the above equation (4). As is clear from (148), the first and second rotating machine rotational speeds NM1, NM2 are controlled to the lower speed side, and the magnetic field rotational speed Nmf is controlled to the higher speed side. As is clear from the equations (146) and (147), the lower the left and right front wheel rotation speeds NWFL and NWFR are lower than the target engine rotation speed NEOBJ, the more the first and second rotating machine torques TM1 and TM2 Controlled to a larger value. As described above, as indicated by a broken line in FIG. 88, the left and right front wheel rotational speeds NWFL and NWFR decrease steplessly with respect to the engine rotational speed NE controlled to the target engine rotational speed NEOBJ, and the power of the engine 3 is reduced. The vehicle is transmitted to the left and right front wheels WFL and WFR while being decelerated in stages.

  The shifting operation using the first to third rotating machines 11 to 91 described above is the rotation of the rotating magnetic field of the third rotating machine 91 determined by the relationship between the left and right front wheel rotation speeds NWFL and NWFR and the target engine rotation speed NEOBJ. This is performed when the direction is the forward rotation direction, that is, when Nmf = (α + 1) NEOBJ−α · NWFL> 0 (where α = 2) and NEOBJ> α · NWFL / (α + 1).

  On the other hand, when NEOBJ <α · NWFL / (α + 1) and the rotational direction of the rotating magnetic field determined by the relationship between the left and right front wheel rotational speeds NWFL, NWFR and the target engine rotational speed NEOBJ is the reverse rotation direction, the first and second While generating electric power with the rotating machines 11 and 21, the generated electric power is supplied to the third rotating machine 91 to reverse the rotating magnetic field. Also in this case, the power of the engine 3 is controlled by controlling the electric power generated by the first and second rotating machines 11 and 21, the first and second rotating machine rotation speeds NM1 and NM2, and the magnetic field rotation speed Nmf. Can be shifted steplessly and transmitted to the left and right front wheels WFL, WFR. In this case, as is apparent from FIG. 88, the power of the engine 3 can be transmitted to the left and right front wheels WFL, WFR in a state where the power is greatly increased.

-Straight-charging mode In the straight- charging mode, the power of the engine 3 is controlled to be the best fuel consumption power that is greater than the required power, as in the third embodiment. In addition, a part of the power of the engine 3 is used to generate power with the third rotating machine 91, and a part of the generated power is charged to the battery 44, and the rest are the first and second rotating machines 11, 21. To supply. In this case, the surplus with respect to the required power of the power of the engine 3 controlled to the best fuel consumption power as described above is charged in the battery 44 as electric power. Further, by controlling the first to third rotating machines 11 to 91, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the left and right front wheel transmission torques TWLT and TWRT are controlled, as in the normal straight traveling mode. Are controlled to be ½ of the required torque TREQ, and the engine speed NE is controlled to be the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE as described above, the engine torque TENG is controlled to be the target engine torque TEOBJ.

  As described above, during the straight charge mode, the left and right front wheel transmission power is equal to the required power, and the sum of the left and right front wheel transmission power and the electric power (energy) charged in the battery 44 is the power of the engine 3. Will be equal. Further, the rotational speed relationship and the torque relationship between the various rotary elements during the straight charge mode are the same as in FIG. 88 described above.

In this case, as is clear from a comparison between FIG. 88 and FIG. 55 described above, the electric power generated by the third rotating machine 91 is controlled so that the following expression (150) is established. Further, the magnetic field rotation speed Nmf is controlled so that the formula (148) is established.
Tg = −TEOBJ / (1 + α) (150)
Further, the first rotating machine torque TM1 is expressed by the following equation (151). Therefore, the power supplied to the first rotating machine 11 is controlled so that this equation (151) is established.
TM1 =-{(2 ・ G2 ・ G3 + G3 + 1) TREQ / 2 + (G2 ・ G3 + G3) α ・ TEOBJ / (1 + α)} / (G2 ・ G3 + G3 + 1 + G1)
...... (151)
The second rotating machine torque TM2 is expressed by the following equation (152). Therefore, the power supplied to the second rotating machine 21 is controlled so that this equation (152) is established.
TM2 =-{(2 ・ G1 + 1 + G3) TREQ / 2 + (G1 + 1) α ・ TEOBJ / (1 + α)} / (G1 + 1 + G3 + G2 ・ G3)
...... (152)
Further, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the formula (4) is established.

Further, assuming that the torque used for charging the battery 44 is the charging torque TG, the charging torque TG is expressed by the following equation (153). Therefore, the electric power charged in the battery 44 is controlled so that this equation (153) is established.

TG =-(TREQ / NWFL + TEOBJ / NEOBJ)
/ {(Α + 1) NEOBJ-α · NWFL} (153)

  Note that the control of the first to third rotating machines 11 to 91 in the above-described straight charge mode is the rotating magnetic field of the third rotating machine 91 determined by the relationship between the left and right front wheel rotation speeds NWFL and NWFR and the target engine rotation speed NEOBJ. This is performed when the rotation direction is a normal rotation direction, that is, when Nmf = (α + 1) NEOBJ−α · NWFL> 0 and NEOBJ> α · NWFL / (α + 1).

  On the other hand, when NEOBJ <α · NWFL / (α + 1) and the rotational direction of the rotating magnetic field determined by the relationship between the left and right front wheel rotational speeds NWFL, NWFR and the target engine rotational speed NEOBJ is the reverse rotation direction, the first and second While generating electricity with the rotating machines 11 and 21, a part of the generated electric power is charged in the battery 44, and the rest is supplied to the third rotating machine 91 to reverse the rotating magnetic field. Also in this case, the power of the engine 3 is controlled to the best fuel efficiency power, and the surplus portion of the power of the engine 3 with respect to the required power is charged as electric power to the battery 44, and the same power as the required power is It is transmitted to the front wheels WFL and WFR.

Assist straight- ahead mode During the assist straight-ahead mode, the power of the engine 3 is controlled so as to be the best fuel consumption power smaller than the required power. In addition, power is generated by the third rotating machine 91 using a part of the power of the engine 3, and the power of the battery 44 is supplied to the first and second rotating machines 11 and 21 in addition to the generated power. . In this case, the shortage of the required power of the engine 3 controlled to the best fuel efficiency power as described above is compensated by the power supply from the battery 44 to the first and second rotating machines 11 and 21. Further, by controlling the first to third rotating machines 11 to 91, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the left and right front wheel transmission torques TWLT and TWRT are respectively set to the required torque TREQ. The engine speed NE is controlled to be the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE as described above, the engine torque TENG is controlled to be the target engine torque TEOBJ.

  As described above, in the assist straight traveling mode, the left and right front wheel transmission power is equal to the required power, and is equal to the sum of the electric power (energy) from the battery 44 and the power of the engine 3. Further, the rotational speed relationship and the torque relationship between the various types of rotary elements during the assist straight traveling mode are the same as those in FIG. 88 described above.

  In this case, the electric power generated by the third rotating machine 91 is controlled so that the formula (150) is established. Further, the magnetic field rotation speed Nmf is controlled so that the formula (148) is established. Further, the electric power supplied to the first and second rotating machines 11 and 21 is controlled so that the expressions (151) and (152) relating to the first and second rotating machine torques TM1 and TM2 are established. . Further, the first and second rotating machine rotational speeds NM1, NM2 are controlled so that the above-described equation (4) is established. Further, as in the third embodiment, the first and second assist torques TA1 and TA2 are expressed by the equations (35) and (36), respectively. Therefore, the electric power supplied from the battery 44 to the first and second rotating machines 11 and 21 is controlled so that these equations (35) and (36) are satisfied.

  Note that the control of the first to third rotating machines 11 to 91 during the assist straight traveling mode described above is the rotating magnetic field of the third rotating machine 91 determined by the relationship between the left and right front wheel rotation speeds NWFL, NWFR and the target engine rotation speed NEOBJ. This is performed when the rotation direction is a forward rotation direction, that is, when Nmf = (α + 1) NEOBJ−α · NWFL> 0 and NEOBJ> α · NWFL / (α + 1).

  On the other hand, when NEOBJ <α · NWFL / (α + 1) and the rotation direction of the rotating magnetic field determined by the relationship between the left and right front wheel rotation speeds NWFL, NWFR and the target engine rotation speed NEOBJ is the reverse rotation direction, and the required torque TREQ is small, While generating electric power with the 1st and 2nd rotary machine 11 and 21, both the generated electric power and the electric power of the battery 44 are supplied to the 3rd rotary machine 91, and a rotating magnetic field is reversed. When the required torque TREQ is large, electric power is supplied to the first to third rotating machines 11 to 91 to rotate the rotors 13 and 23 in the normal direction and reverse the rotating magnetic field. Also in this case, the power of the engine 3 is controlled to the best fuel efficiency power, and the shortage of the required power of the engine 3 with respect to the required power is compensated by the power supply from the battery 44, and the power of the same magnitude as the required power is left and right. Are transmitted to the front wheels WFL, WFR.

-ENG turning mode The ENG turning mode includes the first and second right turn assist modes as in the first embodiment. First, the first right turn assist mode will be described.

First right turn assist mode During the first right turn assist mode, basically, the power of the engine 3 is controlled so as to be the best fuel consumption power. In addition, by controlling the first to third rotating machines 11 to 91, the left and right front wheel transmission torques TWLT and TWRT are controlled to become the left and right front wheel required torques TLREQ and TRREQ, respectively, and the engine speed NE. Is controlled to become the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE, the engine torque TENG is controlled to be the target engine torque TEOBJ.

  As described above, as in the third embodiment, during the first right turn assist mode, the left front wheel transmission torque TWLT is greater than the right front wheel transmission torque TWRT, and as a result, a small turn assist force is applied to the left and right front wheels WFL, WFR. Acts to turn the vehicle V to the right. Thereby, the direction of the vehicle V can be changed stably and rapidly.

  Hereinafter, with regard to the operation during the first right turn assist mode, first, the operation during low vehicle speed traveling will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 89, for example. As shown in the figure, when turning right during low vehicle speed traveling, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR are respectively , Forward direction and reverse direction. Further, the rotating direction of the rotating magnetic field of the third rotating machine 91 determined by the relationship between the engine speed NE and the first rotor speed N1 is the reverse direction.

  In such a case, electric power is supplied from the battery 44 to the first and third rotating machines 11 and 91 to rotate the rotor 13 forward and reverse the rotating magnetic field. In addition, the second rotating machine 21 generates power and further supplies the generated power to the first and third rotating machines 11 and 91. In this case, the torque relationship between the various rotary elements is expressed as shown in FIG. 89, for example.

As is apparent from the comparison between FIG. 89 and FIG. 56 described above during the first right turn assist mode and at the low vehicle speed, the relationship between the first rotating machine rotational speed NM1 and the left and right front wheel rotational speeds NWFL and NWFR. Is represented by the formula (37). Therefore, the first rotating machine rotational speed NM1 is controlled so that the equation (37) is established. The first rotating machine torque TM1 is expressed by the following equation (154). Therefore, the power supplied to the first rotating machine 11 is controlled so that this equation (154) is established.

TM1 =-{(G2 ・ G3 + G3 + 1) TLREQ + (G2 ・ G3 + G3) α ・ TEOBJ / (1 + α) + G2 ・ G3 ・ TRREQ}
/ (G2 / G3 + G3 + 1 + G1) ...... (154)

Further, as is apparent from FIG. 89, the relationship between the second rotating machine speed NM2 and the left and right front wheel speeds NWFL, NWFR is expressed by the above equation (39). Therefore, the second rotating machine rotational speed NM2 is controlled so that this equation (39) is established. As is clear from FIG. 89, the second rotating machine power generation torque TG2 is expressed by the following equation (155). Therefore, the electric power generated by the second rotating machine 21 is controlled so that this equation (155) is established.
TG2 =-{(G1 + 1 + G3) TRREQ + (G1 + 1) α ・ TEOBJ / (1 + α) + G1 ・ TLREQ} / (G1 + 1 + G3 + G2 ・ G3)
...... (155)

Further, the driving equivalent torque Te is expressed by the following equation (156). Therefore, the power supplied to the third rotating machine 91 is controlled so that this equation (156) is established.
Te = −TEOBJ / (1 + α) (156)
Further, the magnetic field rotation speed Nmf is controlled so that the formula (148) is established.

  Further, during the first right turn assist mode and at low vehicle speed, the rotational direction of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR May also be in the forward direction. In that case, power is supplied to the second rotating machine 21 to rotate the rotor 23 in the forward direction, and the power supplied to the second rotating machine 21 is the second rotating machine power generation torque TG2 in the above formula (155). Control is performed so that the expression replaced with the second rotating machine torque TM2 is established.

  Further, during the first right turn assist mode and the low vehicle speed traveling, the rotational direction of the rotating magnetic field of the third rotating machine 91 determined by the relationship between the engine rotational speed NE and the left and right front wheel rotational speeds NWFL and NWFR is the forward rotation direction. It may become. In that case, the third rotating machine 91 generates power, and the generated power is sent to the first rotating machine 11 (if the rotor 23 of the second rotating machine 21 rotates forward, the first and second To the rotating machines 11 and 21). In this case, the electric power generated by the third rotating machine 91 is controlled so that the formula (150) relating to the generating equivalent torque Tg is satisfied.

  Next, the operation in the first right turn assist mode and at high vehicle speed will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 90, for example. As shown in the figure, in this case, the rotation directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotation speeds NWFL and NWFR are both normal rotation directions. . Further, the rotation direction of the rotating magnetic field of the third rotating machine 91 determined by the relationship between the first rotor rotation speed N1 and the engine rotation speed NE is the forward rotation direction.

  In such a case, power is generated by the third rotating machine 91 using a part of the power of the engine 3, and basically, the generated power is converted into the first and second rotating machines 11 and 21. And the rotors 13 and 23 are rotated forward. Further, when the required power determined by the relationship between the left and right front wheel required torques TLREQ, TRREQ and the left and right front wheel rotational speeds NWFL, NWFR is smaller than the power of the engine 3 controlled to the best fuel efficiency power, the surplus is the third When the power is generated by the rotating machine 91 and the battery 44 is charged as electric power. If the electric power is large, the shortage is compensated by supplying electric power from the battery 44 to the first and second rotating machines 11 and 21. As described above, the left and right front wheel transmission power is controlled to be the required power. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 90, for example.

  As is apparent from a comparison between FIG. 90 and FIG. 89 during the first right turn assist mode and at the high vehicle speed, the first rotating machine rotational speed NM1 is controlled so that the equation (37) is established. At the same time, the electric power supplied to the first rotating machine 11 is controlled so that the formula (154) relating to the first rotating machine torque TM1 is satisfied.

Further, the second rotating machine speed NM2 is controlled so that the formula (39) is established. Furthermore, the electric power supplied to the second rotating machine 21 is controlled so that the following expression (157) in which the second rotating machine power generation torque TG2 in the expression (155) is replaced with the second rotating machine torque TM2 is established.
TM2 =-{(G1 + 1 + G3) TRREQ + (G1 + 1) α ・ TEOBJ / (1 + α) + G1 ・ TLREQ} / (G1 + 1 + G3 + G2 ・ G3)
...... (157)
Further, the magnetic field rotation speed Nmf is controlled so that the formula (148) is satisfied, and the electric power generated by the third rotating machine 91 is controlled so that the formula (150) is satisfied.

  In the control of the first to third rotating machines 11 to 91 as described above, the first and second rotating machines 11 and 21 are used without changing the electric power generated by the third rotating machine 91 using a part of the power of the engine 3. , The power of the engine 3 is distributed to the left and right front wheels WFL, WFR via the first to third planetary gear units PS1 to PS3 and the first to third rotating machines 11 to 91. Thus, the power of the engine 3 distributed to the left front wheel WFL is larger than that of the right front wheel WFR.

Second right turn assist mode During the second right turn assist mode, basically, the power of the engine 3 is controlled so as to be the best fuel consumption power as in the first right turn assist mode. Also, by controlling the first to third rotating machines 11 to 91, the left front wheel transmission torque TWLT is controlled to become the left front wheel required torque TLREQ, and the braking torque acting on the right front wheel WFR is controlled to the right front wheel required braking. Control is performed so that the torque BRREQ is obtained, and the engine speed NE is controlled so as to be the target engine speed NEOBJ. By controlling the power of the engine 3 and the engine speed NE as described above, the engine torque TENG is controlled to become the target engine torque TEOBJ.

  As described above, during the second right turn assist mode, the driving force acts on the left front wheel WFL and the braking force acts on the right front wheel WFR. As a result, a large turning assist force acts on the left and right front wheels WFL, WFR. Then, a right turn assist of the vehicle V is performed. Thereby, the direction of the vehicle V can be changed stably and rapidly. Further, the difference between the power transmitted to the left front wheel WFL and the braking force acting on the right front wheel WFR is the required power.

  Hereinafter, with regard to the operation in the second right turn assist mode, first, the operation during low vehicle speed traveling will be described. In this case, the rotational speed relationship between the various rotary elements is expressed as shown in FIG. 91, for example. As shown in the figure, the rotor 13 of the first and second rotating machines 11 and 21 is determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR during the second right turn assist mode and at the low vehicle speed. , 23 are respectively forward rotation direction and reverse rotation direction. Further, the rotating direction of the rotating magnetic field of the third rotating machine 91 determined by the relationship between the engine speed NE and the first rotor speed N1 is the reverse direction.

  In such a case, electric power is supplied from the battery 44 to the first to third rotating machines 11 to 91 to cause the rotor 13 to rotate forward and to reverse both the rotor 23 and the rotating magnetic field. In this case, the torque relationship between the various types of rotating elements is expressed as shown in FIG. 91, for example. Further, the first and second rotating machine rotation speeds NM1, NM2 and the magnetic field rotation speed Nmf are set so that the expressions (37), (39), and (148) are established as in the first right turn assist mode. To control. Further, the electric power supplied to the third rotating machine 91 is controlled so that the formula (156) is established, as in the first right turn assist mode.

As is clear from FIG. 91, the first rotating machine torque TM1 is expressed by the following equation (158). Therefore, the power supplied to the first rotating machine 11 is controlled so that this equation (158) is established.
TM1 =-{(G2 ・ G3 + G3 + 1) TLREQ + G2 ・ G3 ・ BRREQ + (G2 ・ G3 + G3) α ・ TEOBJ / (1 + α)}
/ (G2 / G3 + G3 + 1 + G1) ...... (158)

Further, the second rotating machine torque TM2 is expressed by the following equation (159). Therefore, the power supplied to the second rotating machine 21 is controlled so that this equation (159) is established.
TM2 =-{(G1 + 1 + G3) BRREQ + G1 ・ TLREQ + (G1 + 1) α ・ TEOBJ / (1 + α)} / (G1 + 1 + G3 + G2 ・ G3)
...... (159)

  In the second right turn assist mode and at low vehicle speed, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR May also be in the forward direction. In that case, the second rotating machine 21 generates power and the generated power is supplied to the first and third rotating machines 11 and 91. In this case, the electric power generated by the second rotating machine 21 is controlled so that the expression in which the second rotating machine torque TM2 in the above expression (159) is replaced with the second rotating machine power generation torque TG2 is established.

  Further, during the second right turn assist mode and at low vehicle speed, the rotation direction of the rotating magnetic field of the third rotating machine 91 determined by the relationship between the engine speed NE and the left and right front wheel speeds NWFL and NWFR is the forward rotation direction. It may become. In that case, while generating electric power with the 3rd rotary machine 91, the generated electric power is sent to the 1st and 2nd rotary machines 11 and 21 (when the rotor 23 of the 2nd rotary machine 21 carries out normal rotation, (Only to the first rotating machine 11). In this case, the electric power generated by the third rotating machine 91 is controlled so that the formula (150) is established.

  Next, the operation during the second right turn assist mode and at the high vehicle speed will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 92, for example. As shown in the figure, when turning right while traveling at a high vehicle speed, the rotational directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotational speeds NWFL and NWFR Will also be in the forward direction. Further, the rotation direction of the rotating magnetic field of the third rotating machine 91 determined by the relationship between the engine speed NE and the first rotor speed NR1 is the normal rotation direction.

  In such a case, power is generated by the third rotating machine 91 using a part of the power of the engine 3. Moreover, in the 2nd rotary machine 21, electric power is generated using the motive power transmitted so that it may mention later. Furthermore, the electric power generated by the second and third rotating machines 21 and 91 is basically supplied to the first rotating machine 11 to rotate the rotor 13 in the normal direction. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 92, for example. As is clear from a comparison between FIG. 92 and FIG. 91 described above, the first and second rotating machine rotational speeds NM1, NM2 and the magnetic field rotational speed Nmf are respectively expressed by the equations (37), (39) and ( 148) is established.

Further, the electric power supplied to the first rotating machine 11 is controlled so that the formula (158) relating to the first rotating machine torque TM1 is satisfied. Further, the electric power generated by the second rotating machine 21 is controlled so that the following expression (160) in which the second rotating machine torque TM2 in the expression (159) is replaced with the second rotating machine generating torque TG2 is satisfied.
TG2 =-{(G1 + 1 + G3) BRREQ + G1 ・ TLREQ + (G1 + 1) α ・ TEOBJ / (1 + α)} / (G1 + 1 + G3 + G2 ・ G3)
...... (160)
In addition, the electric power generated by the third rotating machine 91 is controlled so that the formula (150) is satisfied.

  On the other hand, during the left turn of the vehicle V, the driving in the first and second left turn assist modes for generating the left turn assist force is selected. Since the control in these first and second left turn assist modes and the operation obtained accordingly are performed in the same manner as in the first and second right turn assist modes described above, the detailed description thereof will be given. Omitted. In addition, since the battery 44 may be charged / discharged during the first and second left / right turning assist modes, whether or not each mode can be selected is determined in order to prevent the battery 44 from being overcharged / overdischarged. This is determined according to the state of charge of the battery 44.

ENG reverse mode The relationship between the rotational speed and the torque between the various types of rotary elements during the ENG reverse mode is expressed as shown in FIG. 93, for example. In this case, the power of the engine 3 is increased and power is generated by the third rotating machine 91 using a part of the power of the engine 3. In addition, the electric power generated by the third rotating machine 91 is supplied to the first and second rotating machines 11 and 21, and the rotors 13 and 23 are reversed. As a result, as is apparent from FIG. 93, the left and right front wheel rotational speeds NWFL and NWFR rise in the reverse direction, and the vehicle V starts rearward.

  Further, during the ENG reverse mode, as in the third embodiment, the first and second rotating machine torques TM1 and TM2 generate electric power generated by the third rotating machine 91 so that the vehicle V can move backward without any trouble. Control is performed so as to exceed the third element transmission torque T3T determined by the equivalent torque Tg for use. Further, in this case, the first rotating machine torque TM1 is expressed by the above formula (143). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (143) is established. The second rotating machine torque TM2 is expressed by the above formula (144). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (144) is established.

  Further, during the ENG reverse mode, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expression (4) is satisfied when the vehicle V is traveling straight, and the vehicle V turns. If so, the above equations (37) and (39) are controlled. Further, when only the power generated by the third rotating machine 91 is insufficient, the power of the battery 44 is supplied to the first and second rotating machines 11 and 21. Further, during the ENG reverse mode, as is apparent from the function of the third rotating machine 91, the load acting on the engine 3 increases as the power generation equivalent torque Tg increases. Therefore, when the stopped vehicle V is started backward, the power generation equivalent torque Tg is gradually increased in order to prevent engine stall. Further, the magnetic field rotation speed Nmf is controlled so that the formula (145) is established.

Deceleration operation mode This deceleration operation mode includes a deceleration straight-ahead mode and a deceleration turning mode, as in the third embodiment. First, the straight deceleration mode will be described.

And deceleration advance mode during the deceleration advance mode, using the inertial energy of the vehicle V, electric power generation is performed by the first to third rotating machine 11 to 91, it charges the electric power generated in the battery 44. The relationship between the rotational speed and the torque between the various types of rotary elements during the deceleration straight-ahead mode is expressed as shown in FIG. 94, for example. In this case, by controlling the first to third rotating machines 11 to 91, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other, and the braking torque acting on the left and right front wheels WFL and WFR is controlled. Control is performed so that the required braking torque BREQ is obtained. As a result, the vehicle V can be decelerated while ensuring good straightness.

  Furthermore, during the deceleration straight-ahead mode, the engine speed NE is controlled to a very low predetermined speed NEL by the control of the first to third rotating machines 11 to 91. Thereby, since the loss by rotating the crankshaft 3a is suppressed, electric power can be generated by the first to third rotating machines 11 to 91 and a large amount of electric power can be charged by the battery 44. In addition, the introduction of fresh air into the exhaust pipe can be suppressed, whereby the catalyst is maintained in an active state, and therefore the exhaust gas is sufficiently purified by the catalyst when the operation of the engine 3 immediately after deceleration is resumed. Can do.

In this case, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expression (4) is established, as in the normal straight traveling mode. As is clear from FIG. 94, the first rotating machine power generation torque TG1 is expressed by the following equation (161). Therefore, the electric power generated by the first rotating machine 11 is controlled so that this equation (161) is satisfied.
TG1 =-{(2, G2, G3 + G3 + 1) BREQ- (G2, G3 + G3) α ・ Tg} / (G2, G3 + G3 + 1 + G1)
...... (161)
Further, the second rotating machine power generation torque TG2 is expressed by the following equation (162). Therefore, the electric power generated by the second rotating machine 21 is controlled so that this equation (162) is established.
TG2 =-{(2 ・ G1 + 1 + G3) BREQ- (G1 + 1) α ・ Tg} / (G1 + 1 + G3 + G2 ・ G3) ...... (162)

Further, the electric power generated by the third rotating machine 91 and the magnetic field rotation speed Nmf are controlled so that the following expression (163) is established.
Nmf = (α + 1) NEL−α · NWFL (163)

Deceleration turning mode The deceleration turning mode includes a deceleration right turning mode and a deceleration left turning mode, as in the third embodiment. Since the operations in these modes are performed in the same manner, only the operations in the deceleration right turn mode will be described below as a representative of both.

・ Decelerated right turn mode During this decelerated right turn mode, the first to third rotating machines 11 to 91 are controlled to apply braking torque to the left and right front wheels WFL and WFR, and to both WFL and WFR. The applied braking torque is controlled to be the left and right front wheel required braking torques BLREQ and BRREQ, respectively. As described above, the vehicle V can be stably turned while suppressing oversteer during the deceleration right turn mode.

  Hereinafter, the operation in the deceleration right turn mode will be described first in the deceleration right turn mode and at low vehicle speed. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 95, for example. As shown in the figure, in this case, the rotation directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotation speeds NWFL and NWFR are the forward rotation direction and the reverse rotation direction, respectively. become. Further, the rotating direction of the rotating magnetic field determined by the relationship between the engine speed NE and the first rotor speed N1 is the reverse direction.

In such a case, power is generated by the first and third rotating machines 11 and 91, a part of the generated power is charged to the battery 44, and the rest is supplied to the second rotating machine 21. The rotor 23 is reversed. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 95, for example. As is clear from a comparison between FIG. 95 and FIG. 94, the first rotating machine power generation torque TG1 is expressed by the following equation (164). Therefore, the electric power generated by the first rotating machine 11 is controlled so that this equation (164) is established.
TG1 =-{(G2 ・ G3 + G3 + 1) BLREQ + G2 ・ G3 ・ BRREQ- (G2 ・ G3 + G3) α ・ Tg} / (G2 ・ G3 + G3 + 1 + G1)
...... (164)

Further, the second rotating machine torque TM2 is expressed by the following equation (165). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (165) is established.
TM2 =-{(G1 + 1 + G3) BRREQ + G1 ・ BLREQ- (G2 ・ G3 + G3) α ・ Tg} / (G1 + 1 + G3 + G2 ・ G3)
...... (165)
Further, the first and second rotating machine rotational speeds NM1, NM2 are controlled so that the expressions (37) and (39) are established, as in the ENG turning mode.

  Further, the electric power generated by the third rotating machine 91 and the magnetic field rotation speed Nmf are controlled so that the engine rotation speed NE is not increased in order to charge the battery 44 with a larger electric power and maintain the catalyst in an active state. The In this case, the electric power generated by the third rotating machine 91 and the magnetic field rotational speed Nmf may be controlled so that the engine rotational speed NE becomes the predetermined rotational speed NEL, similarly to the deceleration straight travel mode.

  Next, the operation during the deceleration right turn mode and at the high vehicle speed will be described. In this case, the rotational speed relationship between the various types of rotary elements is expressed as shown in FIG. 96, for example. As shown in the figure, in this case, the rotation directions of the rotors 13 and 23 of the first and second rotating machines 11 and 21 determined by the relationship between the left and right front wheel rotation speeds NWFL and NWFR are both normal rotation directions. become. Further, the rotating direction of the rotating magnetic field determined by the relationship between the engine speed NE and the first rotor speed N1 is the normal direction. In such a case, power is generated by the first and second rotating machines 11 and 21, a part of the generated power is charged to the battery 44, and the rest is supplied to the third rotating machine 91. Rotate the rotating magnetic field forward. In this case, the torque relationship between the various rotating elements is expressed as shown in FIG. 96, for example.

Furthermore, the first to third rotating machines 11 to 91 are specifically controlled as follows during the deceleration right turn mode and the high vehicle speed traveling. That is, in this case, as is clear from the comparison between FIG. 96 and FIG. 95, the electric power generated by the first rotating machine 11 is obtained by replacing the power generating equivalent torque Tg with the driving equivalent torque Te in the above equation (164). Control is performed so that Expression (166) is established.
TG1 =-{(G2 ・ G3 + G3 + 1) BLREQ + G2 ・ G3 ・ BRREQ- (G2 ・ G3 + G3) α ・ Te} / (G2 ・ G3 + G3 + 1 + G1)
...... (166)

The electric power generated by the second rotating machine 21 replaces the second rotating machine torque TM2 in the equation (165) with the second rotating machine generating torque TG2, and also replaces the generating equivalent torque Tg with the driving equivalent torque Te. Control is performed so that the following equation (167) holds.
TG2 =-{(G1 + 1 + G3) BRREQ + G1 ・ BLREQ- (G2 ・ G3 + G3) α ・ Te} / (G1 + 1 + G3 + G2 ・ G3)
...... (167)
Further, the first and second rotating machine rotational speeds NM1 and NM2 are controlled so that the expressions (37) and (39) are established, as in the ENG turning mode.

  Further, the electric power supplied to the third rotating machine 91 and the magnetic field rotational speed Nmf are controlled so that the engine rotational speed NE does not increase. In this case, the electric power supplied to the third rotating machine 91 and the magnetic field rotational speed Nmf may be controlled so that the engine rotational speed NE becomes the predetermined rotational speed NEL.

  Further, during the deceleration right turn mode and traveling at a high vehicle speed, the rotation direction of the rotating magnetic field determined by the relationship between the engine speed NE and the left and right front wheel speeds NWFL and NWFR may be the reverse direction. In that case, the third rotating machine 91 generates power and charges the battery 44 with the generated power. In this case, the electric power generated by the third rotating machine 91 and the control of the magnetic field rotation speed Nmf are performed by the above-described method, and detailed description thereof is omitted.

EV Start Mode The relationship between the rotational speed and the torque between the various rotary elements in the EV start mode is expressed as shown in FIG. 97, for example. During the EV start mode, as in the first embodiment, power is supplied from the battery 44 to the first and second rotating machines 11 and 21, and the rotors 13 and 23 are rotated forward. As a result, the left and right front wheels WFL, WFR are driven, and as a result, the left and right front wheel rotation speeds NWFL, NWFR rise in the forward direction, and the vehicle V starts forward.

  As is apparent from FIG. 97, during the EV start mode, the power of the first and second rotating machines 11 and 21 is transmitted to the first rotor 93 via the third element, whereby the first The rotor 93 rotates forward together with the third element. Accordingly, a rotating magnetic field is generated in the third rotating machine 91 even when power generation is not being performed. In this case, a rotational resistance (hereinafter referred to as “magnetic field rotational resistance”) Dmf is generated by the first rotor 94. And acts on the second rotor 95. In this case, the first rotor transmission torque T1 transmitted from the first and second rotating machines 11 and 21 to the first rotor 94 using the magnetic field rotation resistance Dmf as a reaction force is transmitted through the second rotor 95 to the crankshaft. 3a is transmitted to the engine speed NE.

  Therefore, during the EV start mode, power is supplied to the third rotating machine 91 so as to reverse the rotating magnetic field so as to cancel the magnetic field rotation resistance Dmf. In this case, the power supplied to the third rotating machine 91 is controlled so that the driving equivalent torque Te is equal to the magnetic field rotation resistance Dmf.

  Further, when the vehicle V is running straight in the EV start mode, the left and right front wheel rotational speeds NWFL and NWFR are controlled to be equal to each other by controlling the first and second rotating machines 11 and 21. The front wheel transmission torques TWLT and TWRT are controlled to be ½ of the required torque TREQ. Thereby, when the vehicle V is traveling straight in the EV start mode, it is possible to obtain a favorable straight traveling property of the vehicle V. In this case, the first and second rotating machines 11 and 21 are controlled in the same manner as in the third embodiment. In the EV start mode and when the vehicle V is turning, the turning assist force is applied to the left and right front wheels WFL and WFR by controlling the first and second rotating machines 11 and 21 as in the third embodiment. It is possible to make it.

-EV Traveling ENG Start Mode The relationship between the rotational speed and the torque between the various rotary elements in the EV traveling ENG start mode is expressed as shown in FIG. 98, for example. In the ENG start mode during EV traveling, power is transmitted from the first and second rotating machines 11 and 21 to the first rotor 94 to generate power with the third rotating machine 91 and the generated power is output to the first And the second rotating machines 11 and 21 are supplied, and the rotors 13 and 23 of both 11 and 21 are rotated forward. Thus, the first rotor transmission torque T1 transmitted from the first and second rotating machines 11 and 21 to the first rotor 94 is transmitted to the second rotor 95 using the power generation equivalent torque Tg as a reaction force. Is transmitted to the crankshaft 3a. In other words, the power (energy) of the first and second rotating machines 11 and 21 transmitted to the first rotor 94 is distributed to the crankshaft 3 a and the stator 93. Further, the magnetic field rotation speed Nmf is controlled to be 0, thereby reducing the energy distributed from the first and second rotating machines 11 and 21 to the stator 93 and also distributing to the crankshaft 3a. The power is increased, whereby the crankshaft 3a is rotated forward. In this state, the engine 3 is started by controlling the ignition operation of the fuel injection valve and the spark plug of the engine 3.

Further, in the ENG start mode during EV traveling, the engine speed NE is controlled to be the starting speed NST by controlling the magnetic field speed Nmf so that the following equation (168) is satisfied.
Nmf = (α + 1) NST−α · NWFL (168)

  In this case, when the left and right front wheel rotation speeds NWFL and NWFR are low, the rotation direction of the rotating magnetic field determined by the relationship between the first rotor rotation speed NR1 and the starting rotation speed NST may be the forward rotation direction. In that case, power is supplied from the battery 44 to the third rotating machine 91, the rotating magnetic field is rotated forward, and the magnetic field rotational speed Nmf is controlled, so that the engine rotational speed NE becomes the starting rotational speed NST. To control. Therefore, in the ENG start mode during EV traveling, the occurrence of vibrations and noise of the engine 3 can be prevented and the merchantability can be improved, as in the ENG start mode during stoppage.

  Furthermore, as apparent from FIG. 98, the power generation equivalent torque Tg (or the driving equivalent torque Te) acts as a braking torque on the left and right front wheels WFL, WFR. For this reason, in the ENG start mode during EV traveling, the electric power generated by the third rotating machine 91 (the third rotating machine 91 is used in order to prevent a sudden decrease in the left and right front wheel transmission torques TWLT and TWRT and to ensure good drivability. Is controlled such that the power generation equivalent torque Tg (drive equivalent torque Te) gradually increases.

  Further, in the ENG start mode during EV traveling, when the vehicle V is traveling straight, the first and second rotating machine rotational speeds NM1, NM2 are set so that the above-described expression (4) is established, as in the normal linear traveling mode. Be controlled. Further, in this case, the first rotating machine torque TM1 is expressed by the above formula (143). Therefore, the electric power supplied to the first rotating machine 11 is controlled so that this equation (143) is established. The second rotating machine torque TM2 is expressed by the above formula (144). Therefore, the electric power supplied to the second rotating machine 21 is controlled so that this equation (144) is established.

  Further, when the vehicle V is turning in the ENG start mode during EV traveling, the first and second rotating machine rotational speeds NM1 and NM2 are the same as in the ENG turning mode, respectively, in the above formulas (37) and (39). Is controlled to hold. Furthermore, the electric power supplied to the first and second rotating machines 11 and 21 is basically controlled so that the above equations (143) and (144) are established. In this case, as in the ENG turning mode, the left and right turning assist forces may be applied to the left and right front wheels WFL and WFR by controlling the first and second rotating machines 11 and 21.

EV Reverse Mode The relationship between the rotational speed and the torque between the various types of rotary elements in the EV reverse mode is expressed as shown in FIG. 99, for example. The rotational directions and torque directions of the various rotary elements in the figure are only opposite to those of the various rotary elements in FIG. 97 showing the EV start mode described above. Accordingly, during the EV reverse mode, the control of the first to third rotating machines 11 to 91 is performed in the same manner as the EV start mode except that the rotors 13 and 23 are reversed and the rotating magnetic field is rotated forward.

  The correspondence between various elements in the present embodiment and various elements of the present invention is as follows. That is, the first and second rotors 94 and 95 correspond to the third and fourth rotors in the present invention, respectively. The permanent magnet 94a corresponds to the magnet in the present invention, and the core 95a corresponds to the soft magnetic body in the present invention. Other correspondences are the same as in the first embodiment.

  As described above, according to the present embodiment, the first to fifth elements are configured in the same manner as in the first embodiment. Further, the first element is mechanically connected to the rotor 13 of the first rotating machine 11, and the second element is mechanically connected to the left front wheel WFL. Further, the third element is mechanically connected to the first rotor 94 of the third rotating machine 91, the fourth element is connected to the right front wheel WFR, and the fifth element is connected to the rotor 23 of the second rotating machine 21, respectively. Connected. Further, the second rotor 95 of the third rotating machine 91 is mechanically connected to the crankshaft 3a. Further, the stator 12 of the first rotating machine 11 and the stator 93 of the third rotating machine 91, and the stator 22 of the second rotating machine 21 and the stator 93 of the third rotating machine 91 are electrically connected to each other. .

  Further, as described with reference to FIGS. 89 to 92, the left and right front wheels WFL and WFR can be caused to apply a turning assist force to perform the left and right turning assist of the vehicle V. In this case, the second and fourth elements connected to the left and right front wheels WFL, WFR do not rotate independently of each other, but rotate while maintaining a collinear relationship with respect to the rotational speed, unlike the conventional case described above. Therefore, the rotation (rotation speed / torque) of the left and right front wheels WFL and WFR can be easily and accurately controlled, thereby improving drivability. Moreover, the 1st-5th element can be comprised appropriately by the connection between 1st-3rd planetary gear apparatus PS1-PS3. Furthermore, as described with reference to FIG. 88 and the like, the power of the engine 3 can be decelerated steplessly and transmitted to the left and right front wheels WFL, WFR, and the engine speed NE can be improved with better fuel efficiency. Therefore, the efficiency of the power unit 1C can be increased.

  Further, a battery 44 that can be charged and discharged is electrically connected to the first to third rotating machines 11 to 91, and the power of the engine 3 is set to the best fuel consumption power as described in the charge straight-ahead mode and the like. While controlling, the surplus of the motive power of the engine 3 with respect to a required motive power is charged to the battery 44 as electric power. Further, as described in the assist straight traveling mode, the shortage of the power of the engine 3 relative to the required power is compensated by supplying the electric power charged in the battery 44 to the first and second rotating machines 11 and 21. Is called. As described above, the best fuel efficiency of the engine 3 can be obtained, and therefore the efficiency of the power unit 1C can be further increased.

  Similarly to the third embodiment, the third rotating machine 91 has a function of combining a general single pinion type planetary gear device and a general one rotor type rotating machine. The fourth planetary gear unit PS4 for shifting the power of the engine 3 described in the above is not necessary, and the size of the power unit 1C can be reduced accordingly. Further, in order to operate the third rotating machine 80 of the third embodiment, two soft magnetic material rows composed of the first and second cores 83a and 83b must be used, whereas the second embodiment of the present embodiment is used. In order to operate the three-rotor machine 91, a single soft magnetic material row composed of the cores 95a may be used. Therefore, the configuration of the third rotating machine 91 can be simplified, and consequently the configuration of the power unit 1C can be simplified. Cost can be reduced.

  In the third rotating machine 91, the pole pair number ratio α is set to a value of 2.0. Thus, as is apparent from the equation (141), in order to transmit the engine torque TENG, the power generation equivalent torque Tg (equivalent torque for driving Te) is controlled to be 1/3 of the engine torque TENG. All you need is enough. On the other hand, in the third rotating machine 80 of the third embodiment, in order to transmit the engine torque TENG, as is apparent from the above-described function, the power generation equivalent torque TGE (drive equivalent torque TSE) is changed to the engine torque TENG. Must be controlled to be half the size of As described above, since the power generation equivalent torque Tg and the driving equivalent torque Te can be reduced as compared with the third embodiment, the stator 93 and the third PDU 43 can be downsized. Further downsizing and cost reduction can be achieved.

  Further, as apparent from FIG. 88, when the pole pair ratio α is larger than the value 1.0, when the engine speed NE is higher than the first rotor speed N1, the magnetic field speed Nmf becomes excessive, The drive / power generation efficiency of the third rotating machine 91 may decrease. Therefore, by setting the pole pair number ratio α to a value smaller than 1.0, the magnetic field rotation speed Nmf is lowered as compared with the case where it is set to a value larger than 1.0, as is apparent from FIG. Accordingly, it is possible to prevent a decrease in the driving / power generation efficiency of the third rotating machine 91 due to the excessive increase in the magnetic field rotation speed Nmf described above.

  The fourth embodiment has four armature magnetic poles, eight magnet magnetic poles, and six cores 95a in the third rotating machine 91, that is, the number of armature magnetic poles, the number of magnet magnetic poles, and the core 95a. However, if the ratio of these numbers satisfies 1: m: (1 + m) / 2 (m ≠ 1.0), the electric machine Any number of child magnetic poles, magnet magnetic poles, and cores 95a can be used. Moreover, in 4th Embodiment, although the core 95a is comprised with the steel plate, you may comprise with another soft magnetic body. Furthermore, in the fourth embodiment, the stator 93 and the first rotor 94 are arranged on the outer side and the inner side in the radial direction, respectively, but on the contrary, they may be arranged on the inner side and the outer side in the radial direction, respectively. . In the fourth embodiment, the stator 93 and the first and second rotors 94 and 95 are arranged so as to be aligned in the radial direction, and the third rotating machine 91 is configured as a so-called radial type. The first and second rotors 94 and 95 may be arranged so as to be aligned in the axial direction, and the third rotating machine 91 may be configured as a so-called axial type.

  Furthermore, in the fourth embodiment, one magnet magnetic pole is constituted by the magnetic pole of a single permanent magnet 94a, but may be constituted by magnetic poles of a plurality of permanent magnets. For example, by arranging these two permanent magnets in an inverted V shape so that the magnetic poles of the two permanent magnets approach each other on the stator 93 side, a single magnetic pole is formed, thereby directing the magnetic field lines ML described above. Can increase the sex. Further, instead of the permanent magnet 94a in the fourth embodiment, an electromagnet may be used. Furthermore, in 4th Embodiment, although the coils 93c-93e are comprised by the three-phase coil of U phase-W phase, if a rotating magnetic field can be generated, the number of phases of this coil will not be restricted to this, but is arbitrary. . Of course, an arbitrary number other than that shown in the fourth embodiment may be adopted as the number of slots 93b. Furthermore, in the fourth embodiment, the U-phase to W-phase coils 93c to 93e are wound around the slot 93b by distributed winding, but the invention is not limited to this, and concentrated winding may be used. In the fourth embodiment, the slots 93b, the permanent magnets 94a, and the cores 95a are arranged at regular intervals, but may be arranged at irregular intervals.

  Further, in the third and fourth embodiments, the third carrier C3 and the first and second ring gears R1 and R2 corresponding to the third element in the present invention are provided integrally with each other. As long as they are connected to 81 and 94, they are not necessarily provided integrally with each other. In the third and fourth embodiments, the first and third members in the present invention are the first sun gear S1 and the first ring gear R1, respectively. On the contrary, the first ring gear R1 and the first ring gear R1 One sun gear S1 may be used. That is, the first ring gear R1 may be connected (directly connected) to the rotor 13 of the first rotating machine 11 and the first sun gear S1 may be connected to the first rotors 81 and 94 of the third rotating machines 80 and 91, respectively. Further, in the third and fourth embodiments, the seventh and ninth members in the present invention are the second ring gear R2 and the second sun gear S2, respectively. On the contrary, the second sun gear S2 and the second sun gear S2 A two-ring gear R2 may be used. That is, the second sun gear S2 may be coupled (directly coupled) to the first rotors 81 and 94, and the second ring gear R2 may be coupled to the rotor 23 of the second rotating machine 21, respectively.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, each of the first to fifth elements of the differential device is configured by a combination of first to third planetary gear devices PS1 to PS3 of a single pinion type. Even in the double pinion type planetary gear device, the carrier and the ring gear can be shared, so-called Ravigneaux type planetary gear device (hereinafter referred to as “Rabinio type planetary gear device”) PSR and the second planetary gear device PS2. Good. FIG. 100 schematically shows the power unit 1D in this case together with the left and right front wheels WFL, WFR.

  As shown in FIG. 100, Ravigneaux type planetary gear set PSR includes sun gears SA and SB, ring gear R provided on the outer periphery of both gears SA and SB, a plurality of planetary gears PA meshing with sun gear SA and ring gear R, and a sun gear. Each of the gears meshes with the SB and the ring gear R and meshes with each other, and each has a plurality of planetary gears PB and PC, and a carrier C that rotatably supports these planetary gears PA to PC. The sun gear SA is provided integrally with the rotary shaft 14 described above, is mechanically directly connected to the rotor 13 of the first rotating machine 11, and is rotatable together with the rotor 13. The carrier C is provided integrally with the left drive shaft DSL described above, and is mechanically coupled to the left front wheel WFL. The sun gear SB is provided integrally with the rotary shaft 5 described above, and is rotatable integrally with the second carrier C2. The ring gear R is provided integrally with the connecting portion 7 described above, and is rotatable integrally with the second ring gear R2.

  FIG. 101 shows an example of the rotational speed relationship between the various rotary elements of the power plant 1D. As shown in the figure, in this case as well, the first to fifth elements are constituted by the connection between the Ravigneaux planetary gear unit PSR and the second planetary gear unit PS2. Therefore, the effect by 1st Embodiment can be acquired similarly. As is clear from FIG. 100, in this power unit 1D, since carrier C and ring gear R are shared, the size of power unit 1D can be reduced accordingly. Further, the ring gear R and the second ring gear R2 can be shared, and thereby, the first differential device in which the Ravigneaux planetary gear device PSR and the second planetary gear device PS2 are integrated can be used. The first to fifth elements can be configured, and further reduction in size of the power unit 1D can be achieved.

  The power plant 1D shown in FIG. 100 is of a type in which a Ravigneaux planetary gear unit PSR is applied to the power plant 1 of the first embodiment, but the power plants 1A to 1C of the second to fourth embodiments. Of course, the Ravigneaux type planetary gear unit PSR may be applied. In this case, in the power unit 1D, the second ring gear R2 and the ring gear R corresponding to the third element in the present invention are provided integrally with each other. However, if connected to the engine 3, they are not necessarily provided integrally with each other. It does not have to be. The same applies to the case where the Ravigneaux planetary gear unit PSR is applied to the power unit 1A. Further, when the Ravigneaux planetary gear device PSR is applied to the power units 1B and 1C, the second ring gear R2 and the ring gear R are not necessarily provided integrally with each other as long as they are connected to the first rotors 81 and 94. It does not have to be. Further, in the power unit 1D, the second carrier C2 and the sun gear SB corresponding to the fourth element in the present invention are provided integrally with each other. However, as long as they are connected to the right front wheel WFR, they are not necessarily provided integrally with each other. It does not have to be.

  Furthermore, in the power plant 1D, the carrier C corresponding to the second element in the present invention is connected to the left front wheel WFL, and the second carrier C2 and sun gear SB corresponding to the fourth element are connected to the right front wheel WFR. These connection relationships may be reversed, that is, the fourth element may be connected to the left front wheel WFL and the second element may be connected to the right front wheel WFR. In power unit 1D, the first and second elements of the present invention are each composed of sun gear SA and carrier C, the third element is ring gear R and second ring gear R2, and the fourth element is sun gear SB. In the second carrier C2, the fifth element is the second sun gear S2, and the first to fifth elements are the elements of the Ravigneaux type planetary gear device PSR and the second planetary gear device PS2, respectively. Not limited to the combination, it can be freely configured by other appropriate combinations. For example, the first and second elements are respectively constituted by the sun gear SB and the ring gear R, the third element is the carrier C and the second ring gear R2, the fourth element is the sun gear SA and the second carrier C2, The five elements may be configured by the second sun gear S2.

  Further, in the embodiment, the first carrier C1 and the third ring gear R3 corresponding to the second element in the present invention are provided integrally with each other, but are not necessarily provided integrally with each other as long as they are connected to the left front wheel WFL. It does not have to be done. In the embodiment, the second carrier C2 and the third sun gear S3 corresponding to the fourth element in the present invention are provided integrally with each other. However, as long as they are connected to the right front wheel WFR, they are not necessarily provided integrally with each other. It does not have to be done. Furthermore, in the embodiment, the first carrier C1 and the third ring gear R3 corresponding to the second element in the present invention are the left front wheel WFL, and the second carrier C2 and the third sun gear S3 corresponding to the fourth element are the right front wheel WFR. However, these connection relationships may be reversed, that is, the fourth element may be connected to the left front wheel WFL and the second element may be connected to the right front wheel WFR.

  In the embodiment, the fourth and sixth members in the present invention are the third ring gear R3 and the third sun gear S3, respectively, but conversely, the third sun gear S3 and the third ring gear R3 may be used. That is, the third sun gear S3 may be connected to the left front wheel WFL, and the third ring gear R3 may be connected to the right front wheel WFR. Furthermore, the means for connecting the various rotary elements in the embodiment can be arbitrarily adopted as long as the conditions in the present invention are satisfied. For example, a pulley or the like may be used instead of the gear described in the embodiment.

  In the embodiment, the first to fourth differential gears in the present invention are the first to fourth planetary gear devices PS1 to PS4, but may have functions as described in each claim. Any device can be used. For example, instead of the gear of the planetary gear device, a device having a plurality of rollers for transmitting power by friction between surfaces and having a function equivalent to that of the planetary gear device may be used. Furthermore, although detailed description is omitted, an apparatus constituted by a combination of a plurality of magnets and soft magnetic materials as disclosed in JP 2008-39045 A may be used. Further, instead of the first to fourth planetary gear units PS1 to PS4, first and second side gears having the same number of teeth, a plurality of pinion gears engaged with both gears, and these pinion gears are rotatably supported. A differential gear having a differential case may be used. In that case, in the second embodiment, the power of the engine 3 can be distributed to the left and right front wheels WFL, WFR at a distribution ratio of 1: 1 without using the first to third rotating machines 11-31. In addition, the control relating to the first to third rotating machines 11 to 31 in the ENG start mode and the normal straight mode described above becomes unnecessary, and therefore the calculation load on the ECU 2 can be reduced. Further, instead of the first to fourth planetary gear devices PS1 to PS4, double pinion type planetary gear devices may be used.

  In the embodiment, the power storage device in the present invention is the battery 44, but may be a capacitor. Further, the battery 44 may be omitted. Moreover, in embodiment, although the control apparatus which controls the engine 3 and the 1st-3rd rotary machines 11, 21, 31, 80, 91 is comprised by ECU2 and the 1st-3rd PDU41-43. A combination of a microcomputer and an electric circuit may be used.

  Furthermore, in the embodiment, the first to third rotating machines 11, 21, 31 are DC motors, but are not limited to this as long as they have the functions described in the claims, and may be AC motors, for example. Good. In the embodiment, the engine 3 as the prime mover of the present invention is a gasoline engine, but may be any prime mover having an output unit capable of outputting power. For example, various internal combustion engines including marine propulsion engines such as diesel engines and outboard motors whose crankshafts are arranged in the vertical direction may be used, or external combustion engines, electric motors, water wheels, It may be a windmill or a pedal driven by human power. Furthermore, in the embodiment, the left and right driven parts in the present invention are the left and right front wheels WFL, WFR, but may be left and right rear wheels WRL, WRR. In the embodiment, the transportation in the present invention is the vehicle V, but may be a ship or an aircraft, for example. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

1 is a diagram schematically showing a power unit according to a first embodiment of the present invention together with a vehicle to which the power unit is applied. It is a figure showing roughly the power unit by a 1st embodiment with a front wheel on either side. It is a block diagram which shows the connection relations, such as a stator in the power plant shown in FIG. 1, 1st PDU, and a battery. It is a block diagram which shows ECU etc. of the power plant shown in FIG. (A) Speed collinear diagram showing an example of the rotational speed relationship between the three elements in the first planetary gear device, and speed collinear diagram showing an example of the rotational speed relationship between the three elements in the third planetary gear device The figure shown with a figure, (b) Speed collinear chart which shows an example of the relationship of the rotation speed between the four rotation elements comprised by the connection between the 1st and 3rd planetary gear apparatus. (A) A speed collinear diagram showing an example of the rotational speed relationship between the four rotating elements constituted by the connection between the first and third planetary gear devices is shown for the three elements in the second planetary gear device. The figure shown with a speed collinear diagram which shows an example of the relationship of the rotation speed between, (b) The relationship of the rotation speed between the five rotation elements comprised by the connection between the 1st-3rd planetary gear apparatus It is a speed alignment chart which shows an example. FIG. 2 is a collinear chart showing an example of a relationship between rotational speeds of various rotary elements in the power plant shown in FIG. 1. FIG. 3 is a collinear chart showing an example of a relationship between rotational speeds and torques between various types of rotary elements in the power plant shown in FIG. 1 for a stopped ENG start mode. FIG. 2 is a collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements in the power plant shown in FIG. 1 at the start of an ENG start mode. FIG. 3 is a collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements in the power plant shown in FIG. 1 in an ENG start mode. FIG. 2 is a collinear chart illustrating an example of a relationship between a rotational speed and a torque between various types of rotary elements in the power plant shown in FIG. 1 in a normal straight traveling mode. FIG. 3 is a collinear chart illustrating an example of a relationship between a rotational speed and torque between various types of rotary elements in the power plant shown in FIG. 1 during a first right turn assist mode and during traveling at a low vehicle speed. FIG. 3 is a collinear chart illustrating an example of a rotational speed relationship and a torque relationship between various types of rotary elements in the power plant shown in FIG. 1 during a first right turn assist mode and during traveling at a high vehicle speed. FIG. 8 is a speed alignment chart illustrating an example of a relationship between a rotational speed and torque between various types of rotary elements in the power plant shown in FIG. 1 during a second right turn assist mode and during low vehicle speed travel. FIG. 8 is a speed alignment chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements in the power plant shown in FIG. 1 during a second right turn assist mode and during traveling at a high vehicle speed. FIG. 3 is a collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements in the power plant shown in FIG. 1 in an ENG reverse mode. FIG. 2 is a collinear chart illustrating an example of a relationship between a rotational speed and torque between various types of rotary elements in the power plant shown in FIG. 1 in a deceleration straight-ahead mode. FIG. 2 is a collinear chart illustrating an example of a relationship between rotational speeds and torques between various types of rotary elements in the power plant shown in FIG. 1 in a deceleration right turn mode and during low vehicle speed traveling. FIG. 3 is a collinear chart showing an example of a relationship between rotational speeds and torques between various types of rotary elements in the power plant shown in FIG. 1 during a deceleration right turn mode and during traveling at a high vehicle speed. FIG. 2 is a collinear chart illustrating an example of a rotational speed relationship and a torque relationship between various types of rotary elements in the power plant shown in FIG. 1 during an EV start mode. FIG. 2 is a collinear chart showing an example of a relationship between rotational speeds and torques between various types of rotary elements in the power plant shown in FIG. 1 for an EV traveling ENG start mode. FIG. 3 is a collinear chart illustrating an example of a rotational speed relationship and a torque relationship between various types of rotary elements in the power plant shown in FIG. 1 in an EV reverse mode. It is a figure which shows roughly the power plant by 2nd Embodiment of this invention with the left and right front wheels. FIG. 24 is a block diagram showing an ECU and the like of the power plant shown in FIG. 23. FIG. 24 is a velocity collinear chart showing an example of the relationship between the rotational speeds of various types of rotary elements in the power plant shown in FIG. 23. FIG. 24 is a diagram showing an example of a relationship between rotational speeds and torques between various types of rotary elements in the power plant shown in FIG. 23 in the ENG start mode. FIG. 24 is a diagram showing an example of the relationship between the rotational speed and the torque between various types of rotary elements in the power plant shown in FIG. 23 during the first right turn assist mode and during low vehicle speed traveling. FIG. 24 is a diagram showing an example of the relationship between the rotational speed and the torque between various types of rotary elements in the power plant shown in FIG. 23 during the first right turn assist mode and during traveling at a high vehicle speed. FIG. 24 is a diagram showing an example of the relationship between the rotational speed and the torque between various types of rotary elements in the power plant shown in FIG. 23 during the second right turn assist mode and during low vehicle speed traveling. FIG. 24 is a diagram showing an example of the relationship between the rotational speed and the torque between various types of rotary elements in the power plant shown in FIG. 23 during the second right turn assist mode and during traveling at a high vehicle speed. FIG. 24 is a diagram showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements in the power plant shown in FIG. 23 in the ENG reverse mode. FIG. 24 is a diagram showing an example of the relationship between the rotational speed and the torque between various types of rotary elements in the power plant shown in FIG. FIG. 24 is a diagram showing an example of the relationship between the rotational speed and the torque between various types of rotary elements in the power plant shown in FIG. 23 during the deceleration right turn mode and during low vehicle speed traveling. FIG. 24 is a diagram showing an example of the relationship between the rotation speed and the torque between various types of rotary elements in the power plant shown in FIG. 23 during the deceleration right turn mode and during traveling at a high vehicle speed. FIG. 24 is a diagram showing an example of the relationship between the rotational speed and the torque between various types of rotary elements in the power plant shown in FIG. 23 in the EV start mode. FIG. 24 is a diagram showing an example of the relationship between the rotational speed and the torque between various types of rotary elements in the power plant shown in FIG. 23 during the EV reverse mode. It is a figure which shows roughly the power plant by 3rd Embodiment of this invention with the left and right front wheels. FIG. 38 is a block diagram showing a connection relationship among a stator, a first PDU, a battery, and the like in the power plant shown in FIG. 37. It is a block diagram which shows ECU etc. in the power plant shown in FIG. It is an expanded sectional view of the 3rd rotary machine shown in FIG. FIG. 41 is a development view showing a part of a cross-section broken along the circumferential direction at the position of the line AA in FIG. 40 when the first and second rotating magnetic fields are generated. It is a figure which shows the structure functionally the same as the structure of the expanded view shown in FIG. It is a figure for demonstrating operation | movement when the 1st and 2nd rotating magnetic field is generated in the state which made the 1st rotor of the 3rd rotary machine shown in FIG. 37 non-rotatable. FIG. 44 is a diagram for explaining the operation following the operation in FIG. 43. It is a figure which shows the magnetic circuit comprised during the operation | movement of the 3rd rotary machine shown in FIG. FIG. 38 is a diagram schematically showing an example of torque transmitted to the second rotor when the first and second rotating magnetic fields are generated in a state where the first rotor of the third rotating machine shown in FIG. 37 is made non-rotatable. is there. FIG. 37 is a velocity alignment chart showing an example of the relationship between the magnetic field rotation speed of the third rotating machine and the first and second rotor rotation speeds. (A) When the first rotor is made non-rotatable ( b) It is a figure respectively shown about the case where a 2nd rotor is made non-rotatable. 37 is a velocity collinear chart showing an example of the relationship between the magnetic field rotation speed and the first and second rotor rotation speeds of the third rotating machine shown in FIG. 37. (a) Both the first and second rotors rotate. (B) It is a figure shown, respectively, about the case where the number of rotations of magnetic field is 0. It is a figure for demonstrating operation | movement when the 1st and 2nd rotating magnetic field is generated in the state which made the 2nd rotor of the 3rd rotary machine shown in FIG. 37 non-rotatable. It is a figure for demonstrating the operation | movement following FIG. FIG. 38 is a collinear chart showing an example of a rotational speed relationship between various types of rotary elements in the power plant shown in FIG. 37. FIG. 38 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37 for a stopped ENG start mode. FIG. 38 is a collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37 at the start of the ENG start mode. FIG. 38 A speed collinear diagram illustrating an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37, during an ENG start mode. FIG. 38 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37, during the normal straight-ahead mode. FIG. 38 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37, during the first right turn assist mode and during traveling at a low vehicle speed. FIG. 38 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37, during the first right turn assist mode and during traveling at a high vehicle speed. FIG. 38 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37, during the second right turn assist mode and during traveling at a low vehicle speed. FIG. 38 A speed collinear diagram illustrating an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37, during the second right turn assist mode and during traveling at a high vehicle speed. FIG. 38 A speed collinear diagram illustrating an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37, during the ENG reverse mode. FIG. 38 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. FIG. 38 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37, during the deceleration right turn mode and during traveling at a low vehicle speed. FIG. 38 is a collinear chart illustrating an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37, during the deceleration right turn mode and during traveling at a high vehicle speed. FIG. 38 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37 during the EV start mode. FIG. 38 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 37 for an EV traveling ENG start mode. FIG. 38 A speed alignment chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements in the power plant shown in FIG. 37 in the EV reverse mode. It is a figure which shows roughly the power plant by 4th Embodiment of this invention with the left and right front wheels. FIG. 68 is a block diagram showing a connection relationship between a stator, a first PDU, a battery, and the like in the power plant shown in FIG. 67. FIG. 68 is a block diagram showing an ECU and the like in the power plant shown in FIG. 67. FIG. 68 is an enlarged cross-sectional view of the third rotating machine shown in FIG. 67. FIG. 68 is a diagram schematically showing the stator, first and second rotors of the third rotating machine shown in FIG. 67 deployed in the circumferential direction. FIG. 68 is a diagram illustrating an equivalent circuit of the third rotating machine shown in FIG. 67 in a case where two armature magnetic poles, four magnet magnetic poles, and three cores are configured. FIG. 68 is a collinear chart showing an example of a relationship between a magnetic field electrical angular velocity and first and second rotor electrical angular velocities in the third rotating machine shown in FIG. 67. FIG. 68 is a diagram for explaining an operation when power is supplied to the stator in a state where the first rotor of the third rotating machine shown in FIG. 67 is held unrotatable. FIG. 75 is a diagram for explaining the operation following the operation in FIG. 74. FIG. 76 is a diagram for explaining the operation following the operation in FIG. 75. FIG. 75 is a diagram for describing the positional relationship between the armature magnetic pole and the core when the armature magnetic pole rotates by an electrical angle of 2π from the state shown in FIG. 74. FIG. 68 is a diagram for explaining an operation when power is supplied to the stator in a state where the second rotor of the third rotating machine shown in FIG. 67 is held unrotatable. FIG. 79 is a diagram for explaining the operation following the operation in FIG. 78. FIG. 80 is a diagram for explaining an operation following the operation in FIG. 79. As an example of the transition of the U-phase to W-phase back electromotive force of the third rotating machine shown in FIG. 67, the number of armature magnetic poles, cores, and magnet magnetic poles is set to 16, 18 and 20, respectively. It is a figure shown about the case where is hold | maintained so that rotation is impossible. 67, the number of armature magnetic poles, cores, and magnet magnetic poles is set to 16, 18 and 20, respectively, as an example of the transition of the equivalent torque for driving of the third rotating machine and the first and second rotor transmission torques shown in FIG. It is a figure shown about the case where the 1st rotor is hold | maintained so that rotation is impossible. As an example of the transition of the U-phase to W-phase back electromotive force of the third rotating machine shown in FIG. 67, the numbers of armature magnetic poles, cores, and magnet magnetic poles are set to 16, 18 and 20, respectively. It is a figure shown about the case where is hold | maintained so that rotation is impossible. 67, the number of armature magnetic poles, cores, and magnet magnetic poles is set to 16, 18 and 20, respectively, as an example of the transition of the equivalent torque for driving of the third rotating machine and the first and second rotor transmission torques shown in FIG. It is a figure shown about the case where the 2nd rotor is hold | maintained so that rotation is impossible. FIG. 68 A collinear chart showing an example of a rotational speed relationship between various types of rotary elements of the power plant shown in FIG. 67. FIG. 68 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, for a stopped ENG start mode. FIG. 68 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, during the ENG start mode. FIG. 68 A speed collinear diagram illustrating an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, during a normal straight-ahead mode. FIG. 68 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, during the first right turn assist mode and during low vehicle speed traveling. FIG. 68 A speed collinear diagram illustrating an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, during the first right-turn assist mode and during traveling at a high vehicle speed. FIG. 68 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, during the second right turn assist mode and during traveling at a low vehicle speed. FIG. 68 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, during the second right turn assist mode and during traveling at a high vehicle speed. FIG. 68 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, during the ENG reverse mode. FIG. 68 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, during the deceleration straight-ahead mode. FIG. 68 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, during the deceleration turning mode and during low vehicle speed traveling. FIG. 68 is a collinear chart illustrating an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, during the deceleration turning mode and during traveling at a high vehicle speed. FIG. 68 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, during the EV start mode. FIG. 68 A collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements of the power plant shown in FIG. 67, regarding the ENG start mode during EV traveling. FIG. 68 A collinear chart showing an example of a relationship between rotational speeds and torques between various types of rotary elements of the power plant shown in FIG. 67, in the EV reverse mode. It is a figure which shows roughly the power unit to which the Ravigneaux type planetary gear apparatus is applied with the left and right front wheels. It is a speed alignment chart which shows an example of the relationship of the rotation speed between the various rotation elements in the power plant to which the Ravigneaux type planetary gear device is applied. It is a speed alignment chart which shows an example of the relationship of the rotation speed between the various rotation elements in the power plant of the invention which concerns on Claim 1, and the relationship of a torque. (A) Speed collinear diagram showing an example of the rotational speed relationship between the first to third members of the first differential device and the rotation between the fourth to sixth members of the second differential device FIG. 5B is a diagram illustrating a speed collinear diagram illustrating an example of the number relationship and a speed collinear diagram illustrating an example of the rotational speed relationship between the seventh to ninth members of the third differential device; It is a speed alignment chart which shows an example of the relationship of the rotation speed between the 1st-5th elements comprised by the 9th member. FIG. 5 is a collinear chart showing an example of a rotational speed relationship and a torque relationship between various types of rotary elements in the power plant according to claim 3. It is a speed alignment chart which shows an example of the relationship of the rotation speed between the various rotation elements in the power plant of the invention which concerns on Claim 6, and the relationship of a torque.

Explanation of symbols

1 Power unit V Vehicle (Transportation)
WFL Front left wheel (Left driven part)
WFR Right front wheel (right driven part)
3 Engine (motor)
3a Crankshaft (output part)
11 First rotating machine 13 Rotor (first rotor)
21 Second rotating machine 23 Rotor (second rotor)
31 3rd rotating machine 33 Rotor (3rd rotor)
PS1 first planetary gear unit (differential device, first differential device)
S1 First sun gear (first element, first member)
C1 first carrier (second element, second member)
R1 1st ring gear (3rd element, 3rd member)
PS2 Second planetary gear unit (differential device, third differential device)
R2 Second ring gear (third element, seventh member)
C2 2nd carrier (4th element, 8th member)
S2 2nd sun gear (5th element, 9th member)
PS3 Third planetary gear unit (differential device, second differential device)
R3 3rd ring gear (2nd element, 4th member)
C3 3rd carrier (3rd element, 5th member)
S3 3rd sun gear (4th element, 6th member)
PS4 4th planetary gear unit (4th differential gear)
R4 4th ring gear (10th member)
C4 4th carrier (11th member)
S4 4th sun gear (12th member)
44 Battery (power storage device)
1A Power unit 71 Transmission 1B Power unit 80 Third rotating machine 81 First rotor (third rotor)
81a Permanent magnet 82 Stator 83 Second rotor (fourth rotor)
83a First core (soft magnetic material)
83b Second core (soft magnetic material)
1C Power unit 91 Third rotating machine 93 Stator 94 First rotor (third rotor)
94a Permanent magnet 95 Second rotor (fourth rotor)
95a Core (soft magnetic material)
1D Power unit PSR Ravigneaux planetary gear unit (differential device)
SA sun gear (first element)
C carrier (2nd element)
R ring gear (third element)
SB sun gear (fourth element)

Claims (8)

A power device for driving left and right driven parts for propelling a straight / turnable transportation system,
A prime mover having an output section and outputting power from the output section;
A first rotating machine that has a first rotor, converts supplied electric power into power, and is capable of outputting from the first rotor;
A second rotating machine that has a second rotor, converts the supplied electric power into motive power, and can output from the second rotor;
A third rotating machine having a third rotor and capable of converting power input to the third rotor into electric power;
Power can be transmitted between each other, and while the power is being transmitted, the power rotates while maintaining a collinear relationship with respect to the rotational speed between each other, and is arranged in order in a collinear diagram showing the relationship between the rotational speeds. A differential having a first element, a second element, a third element, a fourth element, and a fifth element;
The first element is mechanically coupled to the first rotor of the first rotating machine;
The second element is mechanically coupled to one of the left and right driven parts,
The third element is mechanically coupled to the output of the prime mover;
The fourth element is mechanically connected to the other of the left and right driven parts,
The fifth element is mechanically coupled to the second rotor of the second rotating machine;
The third rotor of the third rotating machine is mechanically coupled to the output section of the prime mover;
The power device, wherein the first rotating machine and the third rotating machine, and the second rotating machine and the third rotating machine are electrically connected to each other. The differential is
Power can be transmitted between each other, and while the power is being transmitted, the power rotates while maintaining a collinear relationship with respect to the rotational speed between each other, and is arranged in order in a collinear diagram showing the relationship between the rotational speeds. A first differential having a first member, a second member and a third member;
Power can be transmitted between each other, and while the power is being transmitted, the power rotates while maintaining a collinear relationship with respect to the rotational speed between each other, and is arranged in order in a collinear diagram showing the relationship between the rotational speeds. A second differential having a fourth member, a fifth member and a sixth member;
Power can be transmitted between each other, and while the power is being transmitted, the power rotates while maintaining a collinear relationship with respect to the rotational speed between each other, and is arranged in order in a collinear diagram showing the relationship between the rotational speeds. A third differential having a seventh member, an eighth member and a ninth member;
The first element is composed of the first member,
The second element comprises the second and fourth members;
The third element comprises the third, fifth and seventh members;
The fourth element is composed of the sixth and eighth members,
The power unit according to claim 1, wherein the fifth element includes the ninth member. Power can be transmitted between each other, and while the power is being transmitted, the power rotates while maintaining a collinear relationship with respect to the rotational speed between each other, and is arranged in order in a collinear diagram showing the relationship between the rotational speeds. A fourth differential having a tenth member, an eleventh member, and a twelfth member;
The third element is mechanically connected to the output unit of the prime mover via the tenth and eleventh members,
The said 3rd rotor of a said 3rd rotary machine is mechanically connected with the said output part of the said motor | power_engine via the said 12th and 11th member, The Claim 1 or 2 characterized by the above-mentioned. The power plant described.   The power plant according to claim 1 or 2, further comprising a transmission for shifting the power from the prime mover and transmitting it to the third element.   5. The power plant according to claim 1, further comprising a power storage device configured to be able to be charged and discharged and electrically connected to the first to third rotating machines. A power device for driving left and right driven parts for propelling a straight / turnable transportation system,
A prime mover having an output section and outputting power from the output section;
A first rotating machine that has a first rotor, converts supplied electric power into power, and is capable of outputting from the first rotor;
A second rotating machine that has a second rotor, converts the supplied electric power into motive power, and can output from the second rotor;
A stationary stator for generating a rotating magnetic field, a third rotor composed of magnets and provided so as to face the stator, a soft magnetic material, and provided between the stator and the third rotor A fourth rotor, and energy is input / output with the generation of the rotating magnetic field between the stator, the third rotor, and the fourth rotor. The rotating magnetic field, the fourth and third rotors are configured to rotate while maintaining a collinear relationship with respect to the rotational speed between them, and to be arranged in order in a collinear diagram showing the rotational speed relationship. A rotating machine,
Power can be transmitted between each other, and while the power is being transmitted, the power rotates while maintaining a collinear relationship with respect to the rotational speed between each other, and is arranged in order in a collinear diagram showing the relationship between the rotational speeds. A differential having a first element, a second element, a third element, a fourth element, and a fifth element;
The first element is mechanically coupled to the first rotor of the first rotating machine;
The second element is mechanically coupled to one of the left and right driven parts,
The third element is mechanically coupled to the third rotor of the third rotating machine;
The fourth element is mechanically connected to the other of the left and right driven parts,
The fifth element is mechanically coupled to the second rotor of the second rotating machine;
The fourth rotor of the third rotating machine is mechanically coupled to the output section of the prime mover;
The power device, wherein the first rotating machine and the third rotating machine, and the second rotating machine and the third rotating machine are electrically connected to each other. The differential is
Power can be transmitted between each other, and while the power is being transmitted, the power rotates while maintaining a collinear relationship with respect to the rotational speed between each other, and is arranged in order in a collinear diagram showing the relationship between the rotational speeds. A first differential having a first member, a second member and a third member;
Power can be transmitted between each other, and while the power is being transmitted, the power rotates while maintaining a collinear relationship with respect to the rotational speed between each other, and is arranged in order in a collinear diagram showing the relationship between the rotational speeds. A second differential having a fourth member, a fifth member and a sixth member;
Power can be transmitted between each other, and while the power is being transmitted, the power rotates while maintaining a collinear relationship with respect to the rotational speed between each other, and is arranged in order in a collinear diagram showing the relationship between the rotational speeds. A third differential having a seventh member, an eighth member and a ninth member;
The first element is composed of the first member,
The second element comprises the second and fourth members;
The third element comprises the third, fifth and seventh members;
The fourth element is composed of the sixth and eighth members,
The power unit according to claim 6, wherein the fifth element includes the ninth member.   The power plant according to claim 6 or 7, further comprising a power storage device configured to be chargeable and dischargeable and electrically connected to the first to third rotating machines.

Images