JP5409748B2 - Power transmission device - Google Patents

Description

  The present invention relates to a power transmission device for transmitting torque to each other between two rotating shafts capable of differential rotation.

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

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

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

Japanese Patent No. 3104157

  As described above, in the conventional power transmission device, the speed-up and speed-down clutches are used for the torque distribution control to the left and right output shafts. It idles due to the transmission of torque of the internal combustion engine. For this reason, when a wet friction clutch is used as the speed increasing and decelerating clutch, a large drag loss occurs due to the shear resistance due to the viscosity of the lubricating oil. In particular, during the torque distribution control to the left and right output shafts, the third sun gear and the carrier member are respectively connected to the casing by the acceleration and deceleration clutches, and accordingly, the torque (rotational energy) of the internal combustion engine is reduced. A part of the torque is transmitted to the speed increasing or decelerating clutch and is wasted, resulting in a large loss.

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

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a power transmission device that can suppress loss and can reduce the size of the device and improve the mountability. To do.

In order to achieve the above object, the invention according to claim 1 is a power transmission device T for transmitting torque to each other between two rotating shafts capable of differential rotation, and includes two rotating shafts ( The carrier member 11 that is rotatably provided around one of the left and right output shafts SFL and SFR (hereinafter the same in this section) in the embodiment, and has a pitch circle diameter different from each other and are integrated with each other The first pinion gear P1, the second pinion gear P2 and the third pinion gear P3 provided on the three-pinion gear 12 rotatably supported by the carrier member 11, and a first recovery device (first 1 motor 13) and a second recovery device (second motor 14) capable of recovering rotational energy, and the first pinion gear P1 is the other of the two rotational shafts. The second pinion gear P2 is connected to one of the rotation shafts, the third pinion gear P3 is connected to the first recovery device, and the carrier member 11 is connected to the second recovery device. The carrier member 11 is accelerated with respect to one rotating shaft by recovering the rotational energy by the first recovery device, and the carrier member 11 is rotated by one by recovering the rotational energy by the second recovery device. Each of the first and second recovery devices has a rotating electric machine (first motor 13 and second motor 14) capable of converting energy between rotational energy and electric energy, and is decelerated with respect to the shaft. The pinion gear P3 is connected to the rotating electrical machine of the first recovery device, and the carrier member 11 is connected to the rotating electrical machine of the second recovery device. The rotating shafts are connected to the left wheel (left drive wheel WFL) and the right wheel (right drive wheel WRL) of the vehicle, respectively, and the rotating electrical machine of the first recovery device and the rotating electrical machine of the second recovery device when the vehicle turns. On the other hand, the power generation control is performed, and the zero torque control is performed so that the torque becomes substantially zero on the other of the rotating electrical machine of the first recovery device and the rotating electrical machine of the second recovery device .

  According to this configuration, the triple pinion gear is rotatably supported on the carrier member that is rotatably provided around one of the two rotating shafts. The triple pinion gear includes a first pinion gear, a second pinion gear, and a third pinion gear that have different pitch circles and are provided integrally with each other. The first and second pinion gears are connected to the other rotation shaft and the one rotation shaft of the two rotation shafts, respectively, and the third pinion gear and the carrier member are connected to the first recovery device and the second rotation shaft, respectively. Each is connected to a recovery device.

  Further, the rotational energy is recovered by the first recovery device to accelerate the carrier member with respect to the one rotational shaft, and the rotational energy is recovered by the second recovery device, whereby the carrier member is To slow down. As described above, one rotating shaft and the other rotating shaft are connected to each other via a triple pinion gear, the triple pinion gear is rotatably supported by the carrier member, and the carrier member rotates in one direction. Because the carrier member is rotatably supported around the shaft, the torque is applied from one rotating shaft to the other rotating shaft or from the other rotating shaft to one rotating shaft by increasing or decreasing the speed of the carrier member. Can communicate. Further, by controlling the speed increase and the speed decrease of the carrier member by the first and second recovery devices, it is possible to freely control the torque distribution to one and the other rotary shafts. Hereinafter, the torque distribution control to one and the other rotating shaft is referred to as “torque distribution control”.

For torque distribution control, the first and second recovery devices capable of recovering rotational energy are used in place of the conventional speed increasing and deceleration clutches described above. 2 Rotational energy recovered by the recovery device can be reused, and the loss can be suppressed as a whole. In particular, unlike the case of the wet type friction clutch as the speed increasing and decelerating clutch, a large drag loss does not occur, and this can also suppress the loss. In addition, a hydraulic pump that supplies hydraulic pressure to the speed increasing and decelerating clutches is not necessary. Further, a spool valve, a solenoid, a strainer and the like for driving the speed increasing and decelerating clutches are not required, and accordingly, the apparatus can be reduced in size and improved in mountability.
Further, according to the configuration described above, the first and second recovery devices have the rotating electrical machine, the third pinion gear is the rotating electrical machine of the first recovery device, and the carrier member is the rotating electrical machine of the second recovery device. , Respectively. Thereby, in recovering rotational energy during the above-described torque distribution control, the rotational energy can be converted into electrical energy by the rotating electrical machine. Therefore, for example, when the power transmission device is applied to a vehicle, the operating load and the operating frequency of the generator for charging the power source of the auxiliary device by supplying the converted electric energy to the auxiliary device for the vehicle. Can be reduced.
Further, according to the configuration described above, during the turning of the vehicle, power generation control is performed on one of the rotating electrical machine of the first recovery device and the rotating electrical machine of the second recovery device, and zero torque control is performed on the other side.

According to a second aspect of the present invention, in the power transmission device T according to the first aspect, when the vehicle is traveling straight, the torque becomes substantially zero in both the rotating electrical machine of the first recovery device and the rotating electrical machine of the second recovery device. Thus, zero torque control is performed .

According to this configuration, when the vehicle is traveling straight, zero torque control is performed so that the torque is substantially zero in both the rotating electrical machine of the first recovery device and the rotating electrical machine of the second recovery device.
In order to achieve the above object, the invention according to claim 3 is a power transmission device T for transmitting torque to each other between two rotary shafts capable of differential rotation, and includes two rotary shafts (embodiments). (Hereinafter, the same applies in this section) of the left and right output shafts SFL, SFR) and a carrier member 11 that is rotatably provided around one rotation shaft, and has a pitch circle diameter different from each other and is provided integrally with each other The first pinion gear P1, the second pinion gear P2 and the third pinion gear P3, and the triple pinion gear 12 rotatably supported by the carrier member 11, and a first recovery device (first motor) capable of recovering rotational energy. 13) and a second recovery device (second motor 14) capable of recovering rotational energy, and the first pinion gear P1 is the other of the two rotational shafts. The second pinion gear P2 is connected to one rotating shaft, the third pinion gear P3 is connected to the first recovery device, and the carrier member 11 is connected to the second recovery device. By collecting the rotational energy by the first recovery device, the carrier member 11 is accelerated with respect to the one rotational shaft, and by collecting the rotational energy by the second recovery device, the carrier member 11 is moved to the one rotational shaft. Each of the first and second recovery devices has a rotating electrical machine (first motor 13 and second motor 14) capable of converting energy between rotational energy and electrical energy, and has a third pinion gear. P3 is connected to the rotating electrical machine of the first recovery device, and the carrier member 11 is connected to the rotating electrical machine of the second recovery device. The shafts are connected to the left wheel (left drive wheel WFL) and the right wheel (right drive wheel WRL) of the vehicle, respectively, and when the vehicle decelerates, the rotating electrical machine of the first recovery device and the rotating electrical machine of the second recovery device It is characterized in that power generation control is performed on both sides.
According to this configuration, in the power transmission device configured similarly to the power transmission device according to the first aspect of the invention, both the rotating electrical machine of the first recovery device and the rotating electrical machine of the second recovery device are used when the vehicle is decelerated. Power generation control is performed.

It is a figure showing roughly the power transmission device by a 1st embodiment of the present invention with the drive wheel of vehicles to which this is applied. It is a block diagram which shows ECU etc. It is a figure which shows the transmission condition of the torque in a power transmission device at the time of the vehicle going straight. It is a figure which shows the transmission condition of the torque in a power transmission device at the time of the left turn of a vehicle. It is a figure which shows the transmission condition of the torque in a power transmission device at the time of the vehicle turning right. It is a figure which shows schematically the power transmission device by 2nd Embodiment of this invention with the drive wheel of the vehicle to which this is applied. It is a figure which shows schematically the power transmission device by 3rd Embodiment of this invention with the drive wheel of the vehicle to which this is applied. 1 is a diagram schematically showing an FR type vehicle to which a power transmission device according to the present invention is applied. FIG. 1 is a diagram schematically showing an all-wheel drive vehicle to which a power transmission device according to the present invention is applied. FIG.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. An internal combustion engine (hereinafter referred to as “engine”) 3 shown in FIG. 1 is mounted on an FF (front engine-front drive) type four-wheel vehicle (not shown). The power transmission device T according to the first embodiment of the present invention is connected to the engine 3 via a transmission (hereinafter referred to as “T / M”) 4 and transmits the torque of the engine 3 (hereinafter referred to as “engine torque”). And transmitted to the left front wheel WFL and the right front wheel WFR of the vehicle.

  The power transmission device T includes a differential device D, a carrier member 11, a triple pinion gear 12, a first motor 13, and a second motor 14. The differential device D, the carrier member 11, the first motor 13 and the second motor 14 are arranged coaxially with each other. The differential device D is a so-called double pinion type planetary gear device, and includes a sun gear SD, a ring gear RD provided on the outer periphery of the sun gear SD, a plurality of first pinion gears PD1 meshing with the sun gear SD, a first pinion gear PD1, and A plurality of second pinion gears PD2 meshing with the ring gear RD, and a carrier CD that rotatably supports the first and second pinion gears PD1 and PD2.

  An external gear G is formed on the outer peripheral portion of the ring gear RD, and the external gear G meshes with a gear 4b that is integrally attached to the output shaft 4a of the T / M4. The right end of the carrier CD is integrally attached to the right output shaft SFR, and this right output shaft SFR is connected to the right front wheel WFR. A hollow rotating shaft 15 is integrally attached to the left end of the carrier CD, and the rotating shaft 15 is rotatably supported by a bearing (not shown). Further, the sun gear SD is integrally attached to the left output shaft SFL. The left output shaft SFL is relatively rotatably disposed inside the rotation shaft 15 and is connected to the left front wheel WFL. .

  In the differential device D configured as described above, when the engine torque is transmitted to the ring gear RD via the T / M4, the torque transmitted to the ring gear RD is transmitted via the first and second pinion gears PD1 and PD2. The sun gear SD and the carrier CD are distributed at a torque distribution ratio of 1: 1. The torque distributed to the sun gear SD is transmitted to the left front wheel WFL via the left output shaft SFL, and the torque distributed to the carrier CD is transmitted to the right front wheel WFR via the right output shaft SFR. The left and right output shafts SFL and SFR can be differentially rotated by the differential device D.

  The carrier member 11 includes a donut plate-like base 11a and four support shafts 11b (only two are shown) for supporting the triple pinion gear 12. The carrier member 11 is rotatably supported by a bearing (not shown), and is disposed around the left output shaft SFL and the rotation shaft 15. Each support shaft 11b is integrally attached to the base portion 11a and extends in the axial direction from the base portion 11a. The four support shafts 11b are arranged at equal intervals in the circumferential direction of the base portion 11a.

  The triple pinion gear 12 includes a first pinion gear P1, a second pinion gear P2, and a third pinion gear P3 that are integrally formed with each other. The number N of the triple pinion gears 12 is a value of 4 (only two are shown), and each triple pinion gear 12 is rotatably supported on the support shaft 11b. The first to third pinion gears P <b> 1 to P <b> 3 are arranged in this order from the right side on the same axis parallel to the axis of the carrier member 11. The number N of the triple pinion gears 12 and the number of the support shafts 11b are not limited to the value 4, and are arbitrary.

  The first to third pinion gears P1 to P3 have different pitch circle diameters. The number of teeth of the first pinion gear P1 (hereinafter referred to as “first pinion tooth number”) ZP1 and the number of teeth of the second pinion gear P2 ( The number of teeth ZP2 (hereinafter referred to as “second pinion tooth number”) and the number of teeth of the third pinion gear P3 (hereinafter referred to as “third pinion tooth number”) ZP3 is a value obtained by multiplying the minimum number of teeth M by a positive integer (M 2M, 3M...). Specifically, the first and second pinion tooth numbers ZP1, ZP2 are set to the minimum tooth number M = 17, and the third pinion tooth number ZP3 is set to 2M = 34. Thereby, the phase of the teeth of the first to third pinion gears P1 to P3 can be aligned with each other in the circumferential direction. Thus, when the triple pinion gear 12 is assembled, when the first to third pinion gears P1, P2, and P3 are engaged with the first sun gear S1, the second sun gear S2, and the third sun gear S3, which will be described later, respectively, Positioning in the circumferential direction (rotation direction) of the pinion gear 12 is not necessary, and the assemblability can be improved.

  Further, the first sun gear S1, the second sun gear S2, and the third sun gear S3 are engaged with the first to third pinion gears P1, P2, and P3, respectively. The first sun gear S1 is integrally attached to the rotary shaft 15, the second sun gear S2 is integrally attached to the left output shaft SFL, and the third sun gear S3 is integrally attached to the rotary shaft 16. The rotating shaft 16 is rotatably supported by a bearing (not shown), and a left output shaft SFL is relatively rotatably disposed inside the rotating shaft 16.

  The number of teeth of the first sun gear S1 (hereinafter referred to as “first sun gear teeth number”) ZS1, the number of teeth of the second sun gear S2 (hereinafter referred to as “second sun gear teeth number”) ZS2, and the number of teeth of the third sun gear S3. ZS3 (hereinafter referred to as “the number of third sun gear teeth”) is obtained by multiplying a value (any one of N, 2N, 3N...) Obtained by multiplying the number N of triple pinion gears 12 (value 4 in this embodiment) by a positive integer. Is set. Specifically, the first and third sun gear tooth numbers ZS1, ZS3 are set to 8N = 32, and the second sun gear tooth number ZS2 is set to 7N = 28. Thereby, the phase of the teeth of the first to third sun gears S <b> 1 to S <b> 3 can be made to coincide with each other at a position where they mesh with the four triple pinion gears 12. Thereby, since it is not necessary to make the tooth phases of the first to third pinion gears P1 to P3 different from each other, the manufacturing cost of the triple pinion gear 12 can be reduced.

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

  The first motor 13 is an AC motor, and includes a first stator 13a composed of a plurality of iron cores and coils, and a first rotor 13b composed of a plurality of magnets. The first stator 13a is fixed to a stationary case CA. The first rotor 13b is disposed so as to face the first stator 13a, is integrally attached to the rotary shaft 16 described above, and is rotatable together with the rotary shaft 16 and the third sun gear S3. In the first motor 13, when electric power (electric energy) is supplied to the first stator 13a, the supplied electric power is converted into power (rotational energy) and output to the first rotor 13b. When power (rotational energy) is input to the first rotor 13b, this power is converted into electric power (electric energy) (power generation) and output to the first stator 13a.

  The first stator 13 a is electrically connected to a chargeable / dischargeable battery 23 via a first power drive unit (hereinafter referred to as “first PDU”) 21. Can be exchanged. The first PDU 21 is configured by an electric circuit such as an inverter. As shown in FIG. 2, the ECU 2 described later is electrically connected to the first PDU 21. The ECU 2 controls the first PDU 21 to control the power supplied to the first stator 13a, the power generated by the first stator 13a, and the rotation speed of the first rotor 13b.

  Similarly to the first motor 13, the second motor 14 is an AC motor and includes a second stator 14a and a second rotor 14b. The second stator 14a and the second rotor 14b are configured similarly to the first stator 13a and the first rotor 13b, respectively. The second rotor 14 b is integrally attached to the base portion 11 a of the carrier member 11 described above, and is rotatable together with the carrier member 11. Further, like the first motor 13, the second motor 14 can convert the electric power supplied to the second stator 14a into motive power and output it to the second rotor 14b. The motive power input to the second rotor 14b can be output. It can be converted into electric power and output to the second stator 14a.

  The second stator 14 a is electrically connected to the battery 23 via a second power drive unit (hereinafter referred to as “second PDU”) 22, and can transmit and receive electrical energy to and from the battery 23. Similar to the first PDU 21, the second PDU 22 is configured by an electric circuit such as an inverter, and the ECU 2 is electrically connected to the second PDU 22. The ECU 2 controls the second PDU 22 to control the power supplied to the second stator 14a, the power generated by the second stator 14a, and the rotation speed of the second rotor 14b.

  Hereinafter, the power input to the first rotor 13b (second rotor 14b) is used to generate power with the first stator 13a (second stator 14a), and charging the battery 23 with the generated power is appropriately “regeneration”. That's it.

  As described above, in the power transmission device T, the first pinion gear P1 of the triple pinion gear 12 is coupled to the right output shaft SFR via the first sun gear S1, the rotating shaft 15, and the carrier CD. The second pinion gear P2 is connected to the left output shaft SFL via the second sun gear S2. The third pinion gear P3 is connected to the first motor 13 via the third sun gear S3 and the rotating shaft 16. The carrier member 11 is connected to the second motor 14.

  Further, the ECU 2 receives a detection signal representing the steering angle θ of the steering wheel of the vehicle from the steering angle sensor 31 and a detection signal representing the vehicle speed VP from the vehicle speed sensor 32. Further, a detection signal representing a current / voltage value input / output to / from the battery 23 is input from the current / voltage sensor 33 to the ECU 2. The ECU 2 calculates the state of charge of the battery 23 based on the detection signal from the current / voltage sensor 33.

  The ECU 2 is composed of a microcomputer including an I / O interface, CPU, RAM, ROM, and the like. The ECU 2 controls the first and second motors 13 and 14 according to the control program stored in the ROM in accordance with the detection signals from the various sensors 31 to 33 described above. Thereby, various operations of the power transmission device T are performed. Hereinafter, the operation of the power transmission device T when the vehicle is traveling straight and when turning left and right will be described.

- straight running is apparent from the connection relationship between the various elements, such as the engine 3 and the first and second motors 13 and 14 described above, the engine torque, the differential D and the carrier member 11, 3 consecutive pinion 12 to the first and second motors 13 and 14. Accordingly, the carrier member 11, the first and second rotors 13b and 14b are idled. Accordingly, zero torque control is performed so that the torques of both the motors 13 and 14 become substantially zero in order to avoid the occurrence of drag loss due to power generation by the first and second motors 13 and 14. Done.

  When the vehicle goes straight, the engine torque is distributed to the left and right output shafts SFL and SFR via the differential device D, and further transmitted to the left and right drive wheels WFL and WFR. In this case, as indicated by hatched arrows in FIG. 3, the torque distribution ratio from the engine 3 to the left and right output shafts SFL, SFR is 1: 1. Unlike when the vehicle turns left and right, the carrier member 11 idles at the same rotational speed as the left and right output shafts SFL and SFR, and the triple pinion gear 12 does not rotate with respect to the carrier member 11, so that the left and right outputs Torque is not transmitted between the shafts SFL and SFR via the triple pinion gear 12.

The power generation control is performed by the first motor 13 during left turn , and the zero torque control is performed by the second motor 14. Along with the power generation control by the first motor 13, the braking force from the first motor 13 acts on the third sun gear S3. Further, the rotational energy transmitted to the first motor 13 is converted into electric energy by the power generation control by the first motor 13, and the converted electric energy is charged in the battery 23 (regeneration). As a result, the carrier member 11 is accelerated with respect to the left output shaft SFL, so that a part of the torque of the left output shaft SFL is converted into the second sun gear S2 and the second sun gear S2, as indicated by hatched arrows in FIG. It is transmitted to the right output shaft SFR via the pinion gear P2, the first pinion gear P1, the first sun gear S1, the rotating shaft 15, and the carrier CD. As a result, the rotational speed of the right output shaft SFR (hereinafter referred to as “right output shaft rotational speed”) NFR is increased with respect to the rotational speed of the left output shaft SFL (hereinafter referred to as “left output shaft rotational speed”) NFL.

When the first motor 13 is controlled so that the rotation speed of the first rotor 13b becomes 0 when turning left, the relationship between the left and right output shaft rotation speeds NFL and NFR is expressed by the following equation (1). expressed.
NFR / NFL = {1- (ZS3 / ZP3) × (ZP1 / ZS1)}
/{1-(ZS3/ZP3)×(ZP2/ZS2)}=1.167
...... (1)

  Further, when turning left, by controlling the braking force of the first motor 13 via the electric power generated by the first motor 13, by controlling the acceleration rate of the carrier member 11 with respect to the left output shaft SFL, the left output The torque transmitted from the shaft SFL to the right output shaft SFR can be freely controlled.

When turning right, contrary to the case of turning left as described above, the second motor 14 performs power generation control and the first motor 13 performs zero torque control. With the power generation control by the second motor 14, the braking force from the second motor 14 acts on the carrier member 11. Further, the rotational energy transmitted to the second motor 14 is converted into electric energy by the power generation control by the second motor 14, and the converted electric energy is charged in the battery 23 (regeneration). As a result, the carrier member 11 decelerates with respect to the left output shaft SFL, so that a part of the torque of the right output shaft SFR is converted into the carrier CD, the rotary shaft 15, the first shaft as shown by the hatched arrows in FIG. It is transmitted to the left output shaft SFL via the 1 sun gear S1, the first pinion gear P1, the second pinion gear P2, and the second sun gear S2. As a result, the left output shaft speed NFL increases with respect to the right output shaft speed NFR.

When the second motor 14 is controlled so that the rotation speed of the second rotor 14b becomes 0 when turning right, the relationship between the left and right output shaft rotation speeds NFL and NFR is expressed by the following equation (2). Represented by
NFL / NFR = (ZP2 / ZS2) × (ZS1 / ZP1) = 1.143 (2)

  Further, when turning right, by controlling the braking force of the second motor 14 via the electric power generated by the second motor 14, the right output is controlled by controlling the deceleration of the carrier member 11 with respect to the left output shaft SFL. The torque transmitted from the shaft SFR to the left output shaft SFL can be freely controlled.

  The correspondence between various elements in the present embodiment and various elements in the present invention is as follows. That is, the left and right output shafts SFL and SFR in the present embodiment correspond to one and the other of the two rotation shafts in the present invention, respectively. Further, the first motor 13 in the present embodiment corresponds to the first recovery device in the present invention, and the second motor 14 in the present embodiment corresponds to the second recovery device in the present invention. Furthermore, the first and second motors 13 and 14 in the present embodiment correspond to the rotating electrical machine in the present invention.

  As described above, according to the first embodiment, the triple pinion gear 12 is rotatably supported by the carrier member 11 that is rotatably provided around the left output shaft SFL. The triple pinion gear 12 includes first to third pinion gears P1 to P3 that have different pitch circles and are integrally formed with each other. The first and second pinion gears P1 and P2 are connected to the right output shaft SFR and the left output shaft SFL, respectively, and the third pinion gear P3 and the carrier member 11 are connected to the first and second motors 13 and 14, respectively. It is connected. Furthermore, the battery 23 is connected to the 1st and 2nd motors 13 and 14, The 1st and 2nd motors 13 and 14 can collect | recover and accumulate | store rotational energy as an electrical energy.

  Further, when the vehicle turns to the left, the first motor 13 performs power generation control, and the rotational energy transmitted to the first motor 13 is recovered, so that the carrier member 11 is accelerated relative to the left output shaft SFL. . Further, by controlling the speed increase of the carrier member 11, the torque transmitted from the left output shaft SFL to the right output shaft SFR can be freely controlled.

  Further, when the vehicle turns right, the power generation control is performed by the second motor 14 to recover the rotational energy transmitted to the second motor 14 and thereby decelerate the carrier member 11 with respect to the left output shaft SFL. . Further, by controlling the degree of deceleration of the carrier member 11, the torque transmitted from the right output shaft SFR to the left output shaft SFL can be freely controlled. As described above, the distribution of torque to the left and right output shafts SFL and SFR can be freely controlled. Hereinafter, the torque distribution control to the left and right output shafts SFL and SFR is referred to as “torque distribution control”.

  Further, since the first and second motors 13 and 14 are used for torque distribution control in place of the conventional speed increasing and deceleration clutches described above, the first and second motors 13 and 13 are used during torque distribution control. The rotational energy transmitted to 14 can be recovered and reused, and the loss can be suppressed as a whole. In particular, unlike the case where the speed increasing and decelerating clutches are wet friction clutches, the above-described zero torque control does not cause a large drag loss, and this can also suppress the loss. In addition, a hydraulic pump that supplies hydraulic pressure to the speed increasing and decelerating clutches is not necessary. Further, a spool valve, a solenoid, a strainer, and the like for driving the speed increasing and decelerating clutches are not required, and accordingly, the power transmission device T can be reduced in size and mounted.

  Further, during the torque distribution control, when the rotational energy transmitted to the first and second motors 13 and 14 is recovered, the rotational energy can be converted into electric energy by both the motors 13 and 14. For this reason, for example, by supplying the converted electrical energy to a vehicle auxiliary machine (not shown), the operating load and operating frequency of a generator (not shown) for charging the power supply of the auxiliary machine are reduced. Can be made.

  When the vehicle decelerates, both power is transmitted from the left and right front wheels WFL, WFR to the first and second motors 13, 14 via the left and right output shafts SFL, SFR, the differential device D, etc. Electric power generation control can be performed by the motors 13 and 14, thereby recovering the running energy of the vehicle.

  Next, a power transmission device according to a second embodiment of the present invention will be described with reference to FIG. In this power transmission device, unlike the power transmission device T according to the first embodiment, the first and second motors 13 and 14 are not directly connected to the third sun gear S3 and the carrier member 11, respectively. Are connected through. In FIG. 6, the same components as those in the first embodiment are denoted by the same reference numerals. Hereinafter, a description will be given focusing on differences from the first embodiment.

  The first rotor 13b is not attached to the rotating shaft 16, and a gear 41 and a gear 42 are integrally attached to the first rotor 13b and the rotating shaft 16, respectively. I'm engaged. The power of the first motor 13 is transmitted to the third sun gear S3 while being decelerated by both gears 41 and 42. The second rotor 14b is not attached to the carrier member 11, and a gear 43 and a gear 44 are integrally attached to the second rotor 14b and the base 11a of the carrier member 11, respectively. 43 and 44 mesh with each other. The power of the second motor 14 is transmitted to the carrier member 11 while being decelerated by both gears 43 and 44.

  As described above, in the second embodiment, the first motor 13 is connected to the third sun gear S3 via the reduction gear including the gear 41 and the gear 42, and the second motor 14 is connected to the gear 43 and the gear 44. It is connected to the carrier member 11 through a speed reducer comprising: Thereby, since the torque (braking force) of the first and second motors 13 and 14 can be transmitted to the third sun gear S3 and the carrier member 11 in an increased state, respectively, the first and second motors 13, 14 can be miniaturized. In addition, the effect by 1st Embodiment can be acquired similarly.

  Next, a power transmission device according to a third embodiment of the present invention will be described with reference to FIG. In this power transmission device, unlike the power transmission device according to the second embodiment, each of the first and second motors 13 and 14 is not a reduction device composed of a pair of gears, but a planetary gear type first reduction device RG1 and It is connected to the third sun gear S3 and the carrier member 11 via the second reduction gear RG2. In FIG. 7, the same components as those in the first and second embodiments are denoted by the same reference numerals. Hereinafter, a description will be given focusing on differences from the first and second embodiments.

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

  The first sun gear SR1 is integrally attached to the hollow rotary shaft 17. The rotating shaft 17 is rotatably supported by a bearing (not shown), and a left output shaft SFL is relatively rotatably disposed inside the rotating shaft 17. The first rotor 13b is integrally attached to the rotary shaft 17 instead of the rotary shaft 16 described above, and is rotatable together with the rotary shaft 17 and the first sun gear SR1. The first ring gear RR1 is fixed to the case CA. The first carrier CR1 is integrally attached to the rotary shaft 16, and is rotatable together with the rotary shaft 16 and the third sun gear S3. By the first reduction gear RG1 configured as described above, the power of the first motor 13 is transmitted to the third sun gear S3 while being decelerated.

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

  The second sun gear SR2 is integrally attached to the hollow rotary shaft 18. The rotary shaft 18 is rotatably supported by a bearing (not shown), and the rotary shaft 15 and the left output shaft SFL described above are relatively rotatably arranged inside thereof. Further, the second rotor 14b is integrally attached to the rotating shaft 18 instead of the carrier member 11, and is rotatable together with the rotating shaft 18 and the second sun gear SR2. The second ring gear RR2 is fixed to the case CA. The second pinion gear PR2 is the same number (four, only two shown) as the triple pinion gear 12, and is rotatably supported on the support shaft 11b of the carrier member 11. The power of the second motor 14 is transmitted to the carrier member 11 in a decelerated state by the second reduction gear RG2 having the above configuration.

  As described above, in the third embodiment, the first motor 13 is connected to the third sun gear S3 via the first reduction gear RG1, and the second motor 14 is connected to the carrier via the second reduction gear RG2. It is connected to the member 11. Thus, as in the second embodiment, the torque (braking force) of the first and second motors 13 and 14 can be transmitted to the third sun gear S3 and the carrier member 11 in an increased state. The first and second motors 13 and 14 can be reduced in size. In addition, the effect by 1st Embodiment can be acquired similarly.

  Further, since the carrier member 11 that supports the triple pinion gear 12 and the second pinion gear PR2 is shared, it is possible to reduce the size of the power transmission device and improve the mountability.

  As shown in FIG. 8, the power transmission device according to the present invention can also be applied to an FR (front engine-rear drive) type vehicle VFR. In this vehicle VFR, the power transmission device TA is disposed at the rear part of the vehicle VFR, and the ring gear (not shown) of the differential device D is connected to the T / M4 via the propeller shaft PS. Yes. Further, the sun gear and the carrier (both not shown) of the differential device D are connected to the left and right rear wheels WRL and WRR via the left and right output shafts SRL and SRR, respectively. With the above configuration, the engine torque is transmitted to the left and right rear wheels WRL and WRR via the T / M4, the propeller shaft PS, the power transmission device TA, and the left and right output shafts SRL and SRR, respectively. Also in this case, the effect by 1st-3rd embodiment can be acquired similarly.

  Furthermore, as shown in FIG. 9, the power transmission device according to the present invention is also applicable to an all-wheel drive vehicle VAW. In this vehicle VAW, the left and right output shafts SFL, SFR are connected to the engine 3 via a front differential DF, a center differential DC, and a T / M4. The power transmission device TB is disposed at the rear part of the vehicle VAW, and a ring gear (not shown) of the differential device D is connected to the T / M 4 via the propeller shaft PS and the center differential DC. . Further, the sun gear and the carrier (both not shown) of the differential device D are connected to the left and right rear wheels WRL and WRR via the left and right output shafts SRL and SRR, respectively.

  With the above configuration, the engine torque is transmitted to the center differential DC via T / M4 and distributed to the front differential DF and the propeller shaft PS. Torque distributed to the front differential DF is transmitted to the left and right front wheels WFL and WFR via the left and right output shafts SFL and SFR, respectively. Torque distributed to propeller shaft PS is transmitted to left and right rear wheels WRL and WRR via power transmission device TB and left and right output shafts SRL and SRR, respectively. Also in this case, the effect by 1st-3rd embodiment can be acquired similarly.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, the carrier member 11 is rotatably provided around the left output shaft SFL (SRL), but may be provided rotatably around the right output shaft SFR (SRR). In the embodiment, the first to third pinion gears P1 to P3 are integrally formed with each other, but may be integrally formed after being formed separately.

  Further, in the embodiment, the electric power generated and collected by the first and second motors 13 and 14 is charged (stored) in the battery 23, but other electric energy storage such as a capacitor (power storage device) is performed. It may be stored in the device. Alternatively, the first and second motors 13 and 14 generate power using another motor different from the first and second motors 13 and 14 and a flywheel (kinetic energy storage device) connected to the other motors. Then, the recovered electric power may be converted into power by another motor, and the converted power may be stored in the flywheel as kinetic energy. Furthermore, without providing the electric / kinetic energy storage device as described above, the electric power generated and recovered by the first and second motors 13 and 14 is directly supplied to a power consuming device (such as another motor). May be. Alternatively, instead of the first and second motors 13 and 14, a hydraulic pump capable of converting rotational energy into pressure energy may be used, and the pressure energy converted by the hydraulic pump may be accumulated in the accumulator.

  In the embodiment, the first and second motors 13 and 14 that are AC motors are used as the rotating electrical machine in the present invention. However, other devices that can convert energy between rotational energy and electrical energy, for example, A DC motor may be used. Furthermore, in the embodiment, the battery 23 is shared by the first and second motors 13 and 14, but the battery may be provided separately.

  In the embodiment, the power transmission device according to the present invention is configured to transmit torque between the left and right output shafts SFL and SFR (SRL, SRR). You may comprise so that a torque may be transmitted between these drive wheels. Or you may comprise so that a torque may be transmitted between the non-drive wheels which are not driven directly depending on motive power sources, such as the engine 3. FIG. Furthermore, although embodiment is an example which applied this invention to the vehicle, this invention is not limited to this, For example, it is applicable to a ship, an aircraft, etc. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

T Power transmission device SFL Left output shaft (one rotary shaft)
SFR Right output shaft (the other rotating shaft)
11 Carrier member P1 First pinion gear P2 Second pinion gear P3 Third pinion gear 12 Triple pinion gear 13 First motor (first recovery device, rotating electric machine)
14 Second motor (second recovery device, rotating electric machine)

Claims (3)

A power transmission device for transmitting torque to each other between two rotating shafts capable of differential rotation,
A carrier member rotatably provided around one of the two rotating shafts;
A triple pinion gear having a different pitch circle diameter and comprising a first pinion gear, a second pinion gear, and a third pinion gear provided integrally with each other and rotatably supported by the carrier member;
A first recovery device capable of recovering rotational energy;
A second recovery device capable of recovering rotational energy,
The first pinion gear is connected to the other rotation shaft of the two rotation shafts, the second pinion gear is connected to the one rotation shaft, and the third pinion gear is connected to the first recovery device. And the carrier member is connected to the second recovery device,
By recovering rotational energy by the first recovery device, the carrier member is accelerated with respect to the one rotating shaft, and by recovering rotational energy by the second recovery device, the carrier member is Decelerate one rotation axis ,
Each of the first and second recovery devices has a rotating electrical machine capable of converting energy between rotational energy and electrical energy,
The third pinion gear is connected to the rotating electrical machine of the first recovery device, and the carrier member is connected to the rotating electrical machine of the second recovery device,
The one and other rotating shafts are respectively connected to a left wheel and a right wheel of a vehicle, and when the vehicle turns, one of the rotating electrical machine of the first recovery device and the rotating electrical machine of the second recovery device And a zero torque control so that the torque is substantially zero at the other of the rotating electrical machine of the first recovery device and the rotating electrical machine of the second recovery device. . The zero-torque control is performed so that the torque is substantially zero at both the rotating electrical machine of the first recovery device and the rotating electrical machine of the second recovery device when the vehicle is traveling straight. The power transmission device described in 1. A power transmission device for transmitting torque to each other between two rotating shafts capable of differential rotation,
A carrier member rotatably provided around one of the two rotating shafts;
A triple pinion gear having a different pitch circle diameter and comprising a first pinion gear, a second pinion gear, and a third pinion gear provided integrally with each other and rotatably supported by the carrier member;
A first recovery device capable of recovering rotational energy;
A second recovery device capable of recovering rotational energy,
The first pinion gear is connected to the other rotation shaft of the two rotation shafts, the second pinion gear is connected to the one rotation shaft, and the third pinion gear is connected to the first recovery device. And the carrier member is connected to the second recovery device,
By recovering rotational energy by the first recovery device, the carrier member is accelerated with respect to the one rotating shaft, and by recovering rotational energy by the second recovery device, the carrier member is Decelerate one rotation axis,
Each of the first and second recovery devices has a rotating electrical machine capable of converting energy between rotational energy and electrical energy,
The third pinion gear is connected to the rotating electrical machine of the first recovery device, and the carrier member is connected to the rotating electrical machine of the second recovery device,
The one and other rotating shafts are respectively connected to the left wheel and the right wheel of the vehicle,
A power transmission device that controls power generation by both the rotating electrical machine of the first recovery device and the rotating electrical machine of the second recovery device during deceleration of the vehicle.

Images