JP5932520B2 - Power transmission device - Google Patents

Description

  The present invention relates to a power transmission device capable of distributing and transmitting power from a power source to two driven parts and changing the power distribution to the two driven parts.

  Conventionally, what was described in patent document 1 is known as a power transmission device. This power transmission device is mounted on a vehicle and distributes and transmits power from an engine to left and right rear wheels. The power transmission device includes a rear differential mechanism, a first planetary gear mechanism, a second planetary gear mechanism, an electric motor, and the like. This rear differential mechanism is of a planetary gear mechanism type and has a ring gear, a sun gear, and a carrier. In this rear differential mechanism, the ring gear is connected to the propeller shaft, the carrier is connected to the left drive shaft, and the sun gear is connected to the right drive shaft.

  In the first planetary gear mechanism and the second planetary gear mechanism, the number of teeth and the gear ratio of each gear are set to the same value. In the first planetary gear mechanism, the sun gear is connected to the carrier of the rear differential mechanism, the carrier is fixed to the differential case, and the ring gear is shared with the ring gear of the second planetary gear mechanism. Further, in the second planetary gear mechanism, the carrier is connected to the rotor of the electric motor, and the sun gear is connected to the right drive shaft.

  With this configuration, in this power transmission device, the rotor of the electric motor is held in a stopped state while the vehicle is traveling straight ahead. Further, yaw moment can be generated by executing power running control or regenerative control of the electric motor while the vehicle is turning. For example, while the vehicle is turning left, the electric motor is controlled by powering to increase the transmission torque to the right drive shaft and to reduce the transmission torque to the left drive shaft, thereby promoting the left turn. Yaw moment can be generated. On the other hand, a regenerative control of the electric motor can generate a yaw moment that suppresses the left turn.

JP 2007-177915 A

  In general, in the case of an electric motor, the generated torque is larger in the low rotation range than in the middle and high rotation range, so that it has a characteristic that it is more efficient when used in the low rotation range. Moreover, compared with a large electric motor, the small electric motor has the characteristic that it can be used in a high rotation range. On the other hand, according to the power transmission device disclosed in Patent Document 1, the rotation speed of the electric motor follows the rotation speed of the drive shaft during turning while the carrier of the first planetary gear mechanism is fixed to the differential case. It will be decided. For this reason, the electric motor cannot be used in an efficient rotation range, resulting in a decrease in operating efficiency and an increase in power consumption, and the size of the usable electric motor is limited. As a result, there is a problem that versatility and commerciality are low.

  The present invention has been made to solve the above-described problems. When a rotating machine is provided, the operating efficiency of the rotating machine can be improved, power consumption can be reduced, and versatility and merchantability can be improved. It is an object of the present invention to provide a power transmission device that can be made to operate.

  In order to achieve the above object, the invention according to claim 1 distributes and transmits the power from the power source (engine 3) to the first and second driven parts (left and right drive wheels 6, 6). , A power transmission device 1, 1 </ b> A to 1 </ b> H capable of changing the power distribution to the first and second driven parts, the first to third rotating elements (left and right side gears 15, 15, input gear 12, main sun gear) 71, a main carrier 72, and an input gear 76), the rotation speeds of the first to third rotating elements satisfy the collinear relationship, and the third rotating element performs the first rotation on the collinear diagram representing the collinear relationship. The first rotating element is a first driven part, the second rotating element is a second driven part, and the third rotating element is a power source, respectively. First differential mechanism (main differential mechanisms 10, 70) connected to transmit power, and fourth to sixth rotations Elements (left sun gears 21, 21C, 51, 51B, 51H, left carriers 22, 22C, left ring gears 24, 24C, left ring gears 54, 54B, 54H, left carriers 52, 52B, 52H). The sixth rotation element is configured so that the number of rotations of the six rotation elements satisfies the collinear relationship, and the sixth rotation element is positioned between the fourth rotation element and the fifth rotation element on the collinear diagram representing the collinear relationship. 2 differential mechanisms (left sub-differential mechanisms 20, 20C, 50, 50B, 50H) and seventh to ninth rotating elements (right sun gears 31, 31C, 61, 61B, 61H, right carriers 32, 32C, right ring gear) 34, 34C, right ring gears 64, 64B, 64H, right carriers 62, 62B, 62H), the rotational speeds of the seventh to ninth rotating elements satisfy the collinear relationship, and represent the collinear relationship. First on A third differential mechanism (right sub-differential mechanisms 30, 30C, 60, 60B, 60H) configured such that the rotating element is positioned between the seventh rotating element and the eighth rotating element; A second rotating machine (left and right electric motors 41, 42), a fourth rotating element and a seventh rotating element as one set, a fifth rotating element and an eighth rotating element as a set, a sixth rotating element and Among the total of three sets of rotating elements, the ninth rotating element being one set, any one set of rotating elements is configured to be rotatable integrally with each other, and the remaining two sets of one rotating element are the first to first rotating elements. It is characterized in that it is connected to any two of the three rotating elements so as to be able to transmit power, and the remaining two sets of other rotating elements are connected to the first and second rotating machines so as to be able to transmit power. .

  According to this power transmission device, the fourth rotating element and the seventh rotating element are set as one set, the fifth rotating element and the eighth rotating element are set as one set, and the sixth rotating element and the ninth rotating element are set as one set. Of the total of three sets of rotating elements, any one of the rotating elements is configured to be rotatable integrally with each other, and the remaining two sets of rotating elements are any two of the first to third rotating elements. The other two rotating elements are connected to the first and second rotating machines so as to transmit power, respectively.

  Here, one set of rotating elements is one set of the fourth rotating element and the seventh rotating element, and the other two sets of rotating elements are one set of the fifth rotating element and the eighth rotating element, and the remaining two sets The other rotating element of the set is one set of the sixth rotating element and the ninth rotating element, and when the same gear ratio is used as the second and third differential mechanisms, or any one set of rotating elements is One set of 5 rotary elements and 8th rotary element, the remaining 2 sets of 1 rotary element as 1 set of 4th rotary element and 7th rotary element, and the other 2 sets of other rotary elements as 6th rotary element and When one set of ninth rotating elements is used and the same gear ratio is used as the second and third differential mechanisms, the collinear relationship between these rotating elements is, for example, FIGS. 14, 17, 26, and 29 described later. , 32.

  In the case of these power transmission devices shown in FIGS. 14, 17, 26, 29, and 32, as will be described later, one of the first and second rotating machines is subjected to power running control, and the other of the first and second rotating machines is regenerated. By controlling, the power distributed to one of the first and second rotating elements can be increased and the power distributed to the other can be decreased, thereby generating a clockwise or counterclockwise yaw moment Can be made. Further, when the two rotating machines are controlled as described above, the first and second rotating machines are both subjected to power running control or regenerative control so that the collinear relationship is established within the range in which the collinear relationship is established. Since the rotational speeds of the first and second rotating machines can be freely set regardless of the rotational speed of the driven part, use two rotating machines in a more efficient rotational range than in the past. Thus, the driving efficiency can be improved and the power consumption can be reduced. Furthermore, as the first and second rotating machines, small ones that can be operated in a high speed range can be used, and the power transmission device can be downsized. As a result, versatility and merchantability can be improved.

  Also, any one set of rotating elements is one set of the sixth rotating element and the ninth rotating element, and the remaining two sets of one rotating element is one set of the fourth rotating element and the seventh rotating element, and the remaining two sets The other rotating element is a set of the fifth rotating element and the eighth rotating element, and the same gear ratio is used as the second and third differential mechanisms, or any one set of rotating elements is the sixth. One set of the rotating element and the ninth rotating element, one of the remaining two sets of rotating elements as one set of the fifth rotating element and the eighth rotating element, and the other two sets of rotating elements as the fourth rotating element and the second rotating element When one set of seven rotating elements is used and the second and third differential mechanisms having the same gear ratio are used, the collinear relationship between these rotating elements is shown in FIGS. It will be shown.

  Also in the case of these power transmission devices shown in FIGS. 7, 11, 20, and 23, as will be described later, one of the first and second rotating machines is subjected to power running control, and one of the first and second rotating machines is regenerated. By controlling, similarly to the above, the power distributed to one of the first and second rotating elements can be increased, and the power distributed to the other can be decreased. Even in these cases, when the two rotating machines are controlled as described above, the first and second driving units are within the range in which the collinear relationship is established, regardless of the rotational speeds of the first and second driven parts. The rotational speed of the two-rotor can be set freely. Thereby, the effects as described above can be obtained. That is, it is possible to improve the operation efficiency and reduce the power consumption as compared with the conventional case. Furthermore, as the first and second rotating machines, small ones that can be operated in a high speed range can be used, and the power transmission device can be downsized. As a result, versatility and merchantability can be improved.

  The invention according to claim 2 is the power transmission device 1, 1A, 1D, 1E according to claim 1, wherein the sixth rotating element (left ring gear 24, left carrier 52) and ninth rotating element (right ring gear 34, right The carriers 62) are configured to be rotatable integrally with each other.

  According to this power transmission device, in the second and third differential mechanisms, the central rotating elements among the three rotating elements in a collinear relationship are configured to be able to rotate integrally with each other. Compared to the case where the outer rotating elements of the three rotating elements in a relationship are configured to be able to rotate integrally with each other, the first and second rotating elements are controlled by the control of the first and second rotating machines. Torque difference (hereinafter referred to as “torque difference”) can be set to a larger value. That is, it is possible to ensure the same torque difference between the first and second rotating elements while using the first and second rotating machines with smaller outputs. As a result, the first and second rotating machines can be reduced in size, and the power transmission device can be reduced in size.

  The invention according to claim 3 is the power transmission device 1D to 1G according to claim 1 or 2, wherein one of the first rotation element and the second rotation element (main sun gear 71) is the fourth rotation element and the fifth rotation. One of the elements (left sun gears 21, 21C, 51, 51B) is connected to be able to transmit power, and the other of the first rotating element and the second rotating element (main carrier 72) is connected to the seventh rotating element and the eighth rotating element. It is connected to one (right sun gear 31, 31C, 61, 61B) so that power transmission is possible.

  According to this power transmission device, the outer two rotating elements of the three rotating elements in the first differential mechanism are respectively the outer two rotating elements of the three rotating elements in the second and third differential mechanisms. One of the two is connected to be able to transmit power. Therefore, the center rotational element in the first differential mechanism and one of the outer rotational elements can be transmitted to one of the two outer rotational elements among the three rotational elements in the second and third differential mechanisms. Compared with the case of connection, the difference in torque distributed to the first and second rotating elements (hereinafter referred to as “torque difference”) can be set to a larger value by controlling the first and second rotating machines. . That is, it is possible to ensure the same torque difference between the first and second rotating elements while using the first and second rotating machines with smaller outputs. As a result, the first and second rotating machines can be reduced in size, and the power transmission device can be reduced in size.

  According to a fourth aspect of the present invention, in the power transmission device 1D according to the third aspect, the second and third differential mechanisms (left and right sub-differential mechanisms 20, 30) are both sun gears (left and right sun gears 21, 31), a planetary gear mechanism having a double pinion type planetary gear (left and right pinion gears 23, 33) supporting carriers (left and right carriers 22, 32) and ring gears (left and right ring gears 24, 34). One of the fourth and fifth rotating elements is a sun gear (left sun gear 21), the other of the fourth and fifth rotating elements is a carrier (left carrier 22), and one of the seventh and eighth rotating elements is The ring gear is a sun gear (right sun gear 31), the other of the seventh and eighth rotating elements is a carrier (right carrier 32), and the sixth and ninth rotating elements are integrally formed with each other. Wherein the left and right is the ring gear 24, 34).

  According to this power transmission device, the operation and effect of the invention according to claim 3 can be obtained by using two double pinion type planetary gear mechanisms.

  According to a fifth aspect of the present invention, in the power transmission device 1D according to the third or fourth aspect, the second and third differential mechanisms (the left and right sub-differential mechanisms 20, 30) are both sun gears (left and right sun gears). 21, 31), a planetary gear mechanism having a double pinion type planetary gear (left and right pinion gears 23, 33) supporting carriers (left and right carriers 22, 32) and ring gears (left and right ring gears 24, 34). One of the first and second rotating machines (the left electric motor 41) is connected to one carrier (the left carrier 22) of the second and third differential mechanisms so as to transmit power, and the first and second rotating machines The other of the two-rotor machine (right electric motor 42) is connected to the other carrier (right carrier 32) of the second and third differential mechanisms so as to be able to transmit power.

  According to this power transmission device, the operational effect of the invention according to claim 3 or 4 can be obtained by using two double pinion type planetary gear mechanisms. Further, one of the first and second rotating machines is connected to one carrier of the second and third differential mechanisms so that power can be transmitted, and the other of the first and second rotating machines is connected to the second and third differences. Since it is connected to the other carrier of the dynamic mechanism so that power can be transmitted, the first and second rotating machines are connected to the sun gear or ring gear of the second and third differential mechanisms so as to be capable of transmitting power, Centering between the first and second rotating machines and the second and third differential mechanisms is facilitated, and the number of centering mechanical elements can be reduced. Thereby, a power transmission device can be reduced in size.

  According to a sixth aspect of the present invention, in the power transmission devices 1D to 1H according to any of the first to fifth aspects, the first differential mechanism (main differential mechanism 70) includes a sun gear (main sun gear 71) and a double gear. It is characterized by comprising a planetary gear mechanism having a carrier (main carrier 72) for supporting a pinion type planetary gear (main pinion gear 73) and a ring gear (main ring gear 74).

  According to this power transmission device, the first differential mechanism is composed of a planetary gear mechanism having a sun gear, a carrier that supports a planetary gear of a double pinion type, and a ring gear, so two side gears and a pinion gear are combined. Compared with the case where a general differential mechanism is used, the size in the axial direction can be reduced, and the merchantability can be further improved.

  The invention according to claim 7 is the power transmission device 1, 1A to 1H according to any one of claims 1 to 6, wherein the first to third differential mechanisms (main differential mechanisms 10, 70, left sub-differential). The mechanisms 20, 20C, 50, 50B, 50H and the right sub-differential mechanisms 30, 30C, 60, 60B, 60H) are arranged concentrically with each other along the rotation axis.

  According to this power transmission device, since the rotation axes of the first to third differential mechanisms are arranged on the same straight line, the radial size of the power transmission device can be reduced, and versatility and products The property can be further improved.

1 is a diagram schematically illustrating a configuration of a power transmission device according to a first embodiment of the present invention and a power system of a vehicle to which the power transmission device is applied. FIG. It is a block diagram which shows the electric structure of a power transmission device. (A) Speed collinear diagram of each rotating element of the main differential mechanism, (b) Speed collinear diagram of each rotating element of the left sub-differential mechanism, and (c) Right sub-differential mechanism of the power transmission device. It is a speed alignment chart of each rotation element. FIG. 5 is a collinear chart of rotational elements of three differential mechanisms in the power transmission device during straight traveling of the vehicle. FIG. 6 is a collinear chart for explaining an operation when the left and right electric motors are power-running control during straight traveling of the vehicle in the power transmission device. FIG. 6 is a collinear chart of rotation elements of three differential mechanisms during a left turn of the vehicle. FIG. 4 is a collinear chart when the left electric motor is power-running and the right electric motor is regeneratively controlled while the vehicle is turning left. FIG. 6 is a collinear chart when the left electric motor is regeneratively controlled and the right electric motor is powering controlled while the vehicle is turning left. It is a figure which shows typically the structure of the power transmission device which concerns on 2nd Embodiment, and the power system of the vehicle to which this is applied. In the power transmission device of 2nd Embodiment, it is a speed alignment chart for demonstrating operation | movement when carrying out power running control of the left and right electric motors. In the power transmission device of 2nd Embodiment, it is a speed alignment chart when carrying out power running control of the left electric motor and carrying out regenerative control of the right electric motor during the left turn driving | running | working of a vehicle. It is a figure which shows typically the structure of the power transmission device which concerns on 3rd Embodiment, and the power system of the vehicle to which this is applied. In the power transmission device of 3rd Embodiment, it is a speed alignment chart for demonstrating operation | movement when carrying out the power running control of the left and right electric motors during the straight running of the vehicle. In the power transmission device of 3rd Embodiment, it is a speed alignment chart when carrying out regenerative control of the left electric motor and carrying out power running control of the right electric motor during the left turn driving | running | working of a vehicle. It is a figure which shows typically the structure of the power transmission device which concerns on 4th Embodiment, and the power system of the vehicle to which this is applied. In the power transmission device of 4th Embodiment, it is a speed alignment chart for demonstrating operation | movement when carrying out the power running control of the left and right electric motors during the straight running of the vehicle. In the power transmission device of 4th Embodiment, it is a speed alignment chart when carrying out regenerative control of the left electric motor and carrying out power running control of the right electric motor during the left turn driving | running | working of a vehicle. It is a figure which shows typically the structure of the power transmission device which concerns on 5th Embodiment, and the power system of the vehicle to which this is applied. In the power transmission device of 5th Embodiment, it is a speed alignment chart for demonstrating operation | movement when carrying out the power running control of the left and right electric motors during the straight running of the vehicle. In the power transmission device of 5th Embodiment, it is a speed alignment chart when carrying out the left running control of the left electric motor and carrying out regenerative control of the right electric motor during the left turn driving | running | working of a vehicle. It is a figure which shows typically the structure of the power transmission device which concerns on 6th Embodiment, and the power system of the vehicle to which this is applied. In the power transmission device of 6th Embodiment, it is a speed alignment chart for demonstrating operation | movement when carrying out the power running control of the left and right electric motors during the straight running of the vehicle. In the power transmission device of 6th Embodiment, it is a speed alignment chart when carrying out power running control of the left electric motor and carrying out regenerative control of the right electric motor during the left turn driving | running | working of a vehicle. It is a figure which shows typically the structure of the power transmission device which concerns on 7th Embodiment, and the power system of the vehicle to which this is applied. In the power transmission device of 7th Embodiment, it is a speed alignment chart for demonstrating operation | movement when carrying out the power running control of the left and right electric motors during the straight running of the vehicle. In the power transmission apparatus of 7th Embodiment, it is a speed alignment chart when carrying out regenerative control of the left electric motor and carrying out power running control of the right electric motor during the left turn driving | running | working of a vehicle. It is a figure which shows typically the structure of the power transmission device which concerns on 8th Embodiment, and the power system of the vehicle to which this is applied. In the power transmission device of 8th Embodiment, it is a speed alignment chart for demonstrating operation | movement when carrying out the power running control of the left and right electric motors during the straight running of the vehicle. In the power transmission device of 8th Embodiment, it is a speed alignment chart when carrying out regenerative control of the left electric motor and carrying out power running control of the right electric motor during the left turn driving | running | working of a vehicle. It is a figure which shows typically the structure of the power transmission device which concerns on 9th Embodiment, and the power system of the vehicle to which this is applied. In the power transmission device of 9th Embodiment, it is a speed alignment chart for demonstrating operation | movement when carrying out the power running control of the left and right electric motors during the straight running of the vehicle. In the power transmission device of 9th Embodiment, it is a speed alignment chart when carrying out regenerative control of the left electric motor and carrying out power running control of the right electric motor during the left turn driving | running | working of a vehicle.

  Hereinafter, a power transmission device according to a first embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the power transmission device 1 of the first embodiment is applied to a drive system of a vehicle V. In the following description, the left side in FIG. 1 is referred to as “left” and the right side is referred to as “right”. This vehicle V is a front-wheel drive type four-wheel vehicle, and includes an engine 3, an automatic transmission 4, a power transmission device 1, left and right drive shafts 5, 5, left and right front wheels 6, 6 and driven wheels. There are some left and right rear wheels (not shown).

  In this vehicle V, the power of the engine 3 is changed by the automatic transmission 4, and then the left and right front wheels 6, 6 (first and second objects) are connected via the power transmission device 1 and the left and right drive shafts 5, 5. Drive unit). The automatic transmission 4 includes an output shaft 4a and an output gear 4b integrally provided on the output shaft 4a. The automatic transmission 4 shifts the power from the engine 3 and outputs it from the output gear 4b.

  The power transmission device 1 distributes the power input from the automatic transmission 4 and transmits the power to the left and right drive shafts 5 and 5. The main differential mechanism 10 and the left and right sub-differential mechanisms 20 and 30. The left and right electric motors 41 and 42 (first and second rotating machines) and the ECU 2 (see FIG. 2) are provided. The main differential mechanism 10, the left and right sub-differential mechanisms 20, 30 and the left and right electric motors 41, 42 are arranged concentrically with each other.

  The main differential mechanism 10 includes a differential case 11, an input gear 12, a pinion shaft 13, a pair of pinion gears 14, 14, a pair of left and right side gears 15, 15. The input gear 12 has a ring gear shape, is integrally formed on the outer peripheral surface of the differential case 11, and always meshes with the output gear 4 b of the automatic transmission 4. In the present embodiment, the main differential mechanism 10 corresponds to the first differential mechanism, the input gear 12 corresponds to the third rotating element, and the left and right side gears 15 correspond to the first and second rotating elements, respectively.

  Further, both ends of the pinion shaft 13 are fixed to the inner wall surface of the differential case 11. The pair of pinion gears 14 and 14 is rotatably provided on the pinion shaft 13 and always meshes with the left and right side gears 15 and 15. Further, the left and right side gears 15 and 15 are fixed concentrically with the front ends of the left and right drive shafts 5 and 5, respectively.

  The left sub-differential mechanism 20 includes a double pinion type planetary gear mechanism, and includes a left sun gear 21, a left carrier 22, a left pinion gear 23, a left ring gear 24, and the like. In this embodiment, the left sub-differential mechanism 20 is the second differential mechanism, the left sun gear 21 is the fourth rotating element, the left carrier 22 is the fifth rotating element, and the left ring gear 24 is the sixth rotating element. Each corresponds.

  The left sun gear 21 is connected to a hollow shaft 11a that extends concentrically from the differential case 11 to the right, and thereby rotates integrally and concentrically with the differential case 11 and the input gear 12. The left carrier 22 is concentrically fixed to the rotor of the left electric motor 41 and rotates integrally with the rotor.

  Furthermore, the left carrier 22 is provided with a plurality of sets of left pinion gears 23, each of which includes a pair of left pinion gears 23, 23. The pair of left pinion gears 23, 23 in each set is always meshed with each other, and is rotatably disposed with one left pinion gear 23 always meshed with the left ring gear 24 and the other left pinion gear 23 meshed with the left sun gear 21. ing.

  On the other hand, the left ring gear 24 is of an internal gear type, and is configured integrally with a right ring gear 34 described later of the right sub differential mechanism 30. Thereby, the two ring gears 24 and 34 rotate integrally with each other.

  In the case of the left sub differential mechanism 20, the size and the gear ratio between the left ring gear 24 and the left sun gear 21 are the same as those of the right sub differential mechanism 30. Specifically, the gear ratio between the left ring gear 24 and the left sun gear 21 is set to a value λ (> 1). In the following description, the tooth number ratio between the ring gear and the sun gear in each planetary gear mechanism type differential mechanism is simply referred to as “tooth number ratio”.

  The right sub-differential mechanism 30 is disposed close to the left side of the left sub-differential mechanism 20, and is configured by a double pinion type planetary gear mechanism similar to the left sub-differential mechanism 20. The right sub-differential mechanism 30 includes a right sun gear 31, a right carrier 32, a right pinion gear 33, a right ring gear 34, and the like. As described above, the size and the gear ratio are the same as those of the left sub-differential mechanism 20. It is configured. In this embodiment, the right sub-differential mechanism 30 is the third differential mechanism, the right sun gear 31 is the seventh rotating element, the right carrier 32 is the eighth rotating element, and the right ring gear 34 is the ninth rotating element. Each corresponds.

  The right sun gear 31 is concentrically connected on the right drive shaft 5, thereby rotating integrally and concentrically with the right drive shaft 5. The right carrier 32 is concentrically fixed to the rotor of the right electric motor 42 and rotates integrally with the rotor.

  Further, the right carrier 32 is provided with a plurality of sets of right pinion gears 33, each of which includes a pair of right pinion gears 33, 33. The pair of right pinion gears 33, 33 in each set is always meshed with each other, and is arranged rotatably with one right pinion gear 33 always meshed with the right ring gear 34 and the other right pinion gear 33 meshed with the right sun gear 31. ing. The right ring gear 34 is of the internal gear type, and is configured integrally with the left ring gear 24 of the left sub-differential mechanism 20 as described above.

  On the other hand, as shown in FIG. 2, an accelerator opening sensor 101, four wheel speed sensors 102 (only one is shown), and a yaw rate sensor 103 are electrically connected to the ECU 2 (control device) described above.

  Further, the accelerator opening sensor 101 detects a depression amount (hereinafter referred to as “accelerator opening”) AP of an unillustrated accelerator pedal of the vehicle V, and outputs a detection signal indicating it to the ECU 2. Further, each of the four wheel speed sensors 102 detects the rotational speed of the corresponding wheel and outputs a detection signal representing it to the ECU 2. The ECU 2 calculates the four wheel speeds NW1 to NW4, the vehicle speed VP, and the like based on the detection signals of these wheel speed sensors 102. Further, the yaw rate sensor 103 detects the yaw rate γ of the vehicle V, and outputs a detection signal representing it to the ECU 2.

  On the other hand, the left electric motor 41 is of the DC motor type and is electrically connected to the left PDU 2a. The left PDU 2a is configured by an electric circuit such as an inverter, and is electrically connected to the ECU 2 and the battery 2c.

  Similarly to the left electric motor 41, the right electric motor 42 is of the DC motor type and is electrically connected to the right PDU 2b. Like the left PDU 2a, the right PDU 2b is also configured by an electric circuit such as an inverter, and is electrically connected to the ECU 2 and the battery 2c.

  The ECU 2 connects the left electric motor 41 and the battery 2c and the right electric motor 42 via the left and right PDUs 2a and 2b according to the accelerator opening AP, the four wheel speeds NW1 to NW4, the vehicle speed VP, the yaw rate γ, and the like. The state of electric energy exchange between the battery 2c and the battery 2c is controlled. Thereby, as will be described later, the transmission state of the power input from the automatic transmission 4 to the main differential mechanism 10 to the left and right front wheels 6 and 6 is controlled.

  Next, operation | movement of the power transmission device 1 of 1st Embodiment comprised as mentioned above is demonstrated. First, during the straight traveling of the vehicle V, the speeds of the three rotating elements in the main differential mechanism 10, that is, the rotational speeds of the input gear 12 and the left and right side gears 15, 15 are the same as shown in FIG. A so-called collinear relationship that is located on a straight line is established.

  In the figure, the points indicated by white circles represent the speeds of the three rotating elements as the forward speed in the direction in which the vehicle V moves forward. TIN represents the input torque input from the automatic transmission 4 to the input gear 12, and LINL and RINR respectively represent the reaction torque acting on the left and right side gears 15 and 15 due to the input torque TIN. Yes. In this case, since the left and right side gears 15 and 15 are configured with the same number of teeth, the torque relationship among the three rotating elements is -RINL = -RINR = TIN / 2. That is, the input torque TIN is divided into two equal parts and transmitted to the left and right drive shafts 5 and 5.

  In the case of the left sub-differential mechanism 20, during the straight traveling of the vehicle V, the speeds of the three rotating elements, that is, the rotational speeds of the left sun gear 21, the left carrier 22, and the left ring gear 24 are located on the same straight line. Thus, a so-called collinear relationship is established, for example, the state shown in FIG. In the case of the left sub-differential mechanism 20, since the gear ratio is set to the value λ as described above, in the collinear relationship shown in FIG. 3B, between the left sun gear 21 and the left carrier 22, The ratio between the distance and the distance between the left ring gear 24 and the left carrier 22 is λ: 1.

  In the case of the right sub-differential mechanism 30 as well, as with the left sub-differential mechanism 20, the speed of the three rotating elements, that is, the rotation of the right sun gear 31, the right carrier 32, and the right ring gear 34, while the vehicle V is traveling straight ahead. The speed is in a state where they are located on the same straight line, that is, in a state where a so-called collinear relationship is established, for example, in the state shown in FIG. In the case of the right sub-differential mechanism 30, as described above, the gear ratio is set to the same value λ as that of the left sub-differential mechanism 20. Therefore, in the collinear relationship shown in FIG. The ratio between the distance between 31 and the right carrier 32 and the distance between the right ring gear 34 and the right carrier 32 is λ: 1.

  Further, in the above-described three differential mechanisms 10, 20, and 30, the input gear 12 of the main differential mechanism 10 and the left sun gear 21 of the left sub-differential mechanism 20 are rotated together as a result of the above-described configuration. The right side gear 15 of the differential mechanism 10 and the right sun gear 31 of the right sub-differential mechanism 30 rotate integrally, and the left ring gear 24 of the left sub-differential mechanism 20 and the right ring gear 34 of the right sub-differential mechanism 30 are integrated. Therefore, the collinear relationships in FIGS. 3A to 3C are collectively shown in FIG.

  In the state where the collinear relationship shown in FIG. 4 is established, zero torque control of the two electric motors 41 and 42 (that is, no power is transferred between the two electric motors 41 and 42 and the battery 2c). When the control is performed, the rotors of the two electric motors 41 and 42 are idle, and the three differential mechanisms 10, 20, and 30 are operated in a state where the collinear relationship shown in FIG.

  The operation when the two electric motors 41 and 42 are subjected to power running control with the same generated torque in a state where the collinear relationship as shown in FIG. 4 is established will be described with reference to FIG. In FIG. 5, the above-described three torques TIN, LINL, and RINR are not shown for easy understanding.

  In the figure, when the left generated torque that is the generated torque of the left electric motor 41 is TML and the right generated torque that is the generated torque of the right electric motor 42 is TMR (= TML), the left generated torque TML is caused. The reaction torques RMLS and RMLR act on the left sun gear 21 and the left ring gear 24, and the reaction torques RMRS and RMRR act on the right sun gear 31 and the right ring gear 34 due to the right generated torque TMR.

  In this case, the left ring gear 24 and the right ring gear 34 are not connected to other members and are configured to be freely rotatable, so that the reaction force torques RMLR, RMRR acting on the left and right ring gears 24, 34, The reaction torques RMLS and RMRS acting on the left and right sun gears 21 and 31 are extremely small values. Therefore, the rotation speeds of the left and right sun gears 21 and 31 do not change, the rotation speeds of the ring gears 24 and 34 increase, and the rotation speeds of the two electric motors 41 and 42 also increase. That is, the collinear relationship between the rotating elements changes from the state indicated by the solid line in FIG. 5 to the state indicated by the broken line.

  On the other hand, when the two electric motors 41 and 42 are regeneratively controlled so that the same regenerative power can be obtained, the direction of the torque is reversed, so that the left and right sun gears 21 and 31 The rotation speed does not change, the rotation speed of the ring gears 24 and 34 decreases, and the rotation speed of the two electric motors 41 and 42 also decreases. As described above, in the power transmission device 1, during the straight traveling of the vehicle V, the two electric motors 41 and 42 are simultaneously subjected to power running control / regenerative control, thereby increasing the rotational speed of the two electric motors 41 and 42 / Can be reduced. Further, even when the vehicle V is stopped, the rotational speeds of the two electric motors 41 and 42 can be increased / decreased by the same method as described above.

  Next, an operation when the vehicle V is traveling left turn will be described. During the left turn of the vehicle V, the relationship between the speeds of the rotating elements in the three differential mechanisms 10, 20, and 30 and the relationship between the torques of the rotating elements in the main differential mechanism 10 are as shown in FIG. Become. When the zero torque control of the two electric motors 41 and 42 is executed in the state shown in FIG. 6, the rotors of the two electric motors 41 and 42 are idle as described above, and the collinear relationship shown in FIG. 6 is maintained. In this state, the three differential mechanisms 10, 20, and 30 operate.

  Further, in the state where the collinear relationship shown in FIG. 6 is established, when the two electric motors 41 and 42 are subjected to power running control with the same generated torque, the two electric motors 41 and 42 are The rotational speed can be increased. Furthermore, when the two electric motors 41 and 42 are regeneratively controlled so that the same regenerative power can be obtained, the rotational speeds of the two electric motors 41 and 42 can be reduced for the reasons described above.

  On the other hand, when the vehicle V is running in a left turn and the collinear relationship shown in FIG. 6 is established, one of the two electric motors 41 and 42 is subjected to power running control and the other is regeneratively controlled. As will be described, a yaw moment can be generated in the vehicle V. For example, when the left electric motor 41 is power-running and the right electric motor 42 is regeneratively controlled while the vehicle V is turning left, the torque acting on the rotating elements of the three differential mechanisms 10, 20, and 30 is shown in FIG. As shown. In the figure, TMRc represents a right equivalent torque obtained by converting left generated torque TML, which is generated torque of the left electric motor 41, into regenerative electric power in the right electric motor 42. That is, the right conversion torque TMRc is set to a value having the same absolute value as the left generated torque TML.

  As shown in the figure, in the left sub-differential mechanism 20, due to the left generated torque TML acting on the left carrier 22, reaction force torques RMLS, RMLR act on the left sun gear 21 and the left ring gear 24, and In the differential mechanism 30, reaction force torques RMRS and RMRR act on the right sun gear 31 and the right ring gear 34 due to the right equivalent torque TMRc acting on the right carrier 32. As described above, since the gear ratio of the left and right sub-differential mechanisms 20, 30 is set to the same value λ, the reaction torque RMLR of the left ring gear 24 and the reaction torque RMRR of the right ring gear 34 are mutually Acting in the opposite direction at the same value, it will be balanced. As a result, the left sun gear 21 and the right ring gear 31 maintain their rotational speeds.

  Further, since the left sun gear 21 of the left sub-differential mechanism 20 is configured to rotate integrally with the input gear 12 of the main differential mechanism 10, the torque acting on the input gear 12 of the main differential mechanism 10 is , TIN−RMLS, and the reaction force torque LINL acting on the left side gear 15 of the main differential mechanism 10 is RNL = (TIN−RMLS) / 2. That is, the torque acting on the left side gear 15 is reduced by the value RMLS / 2.

Further, since the right sun gear 31 of the right sub-differential mechanism 30 is configured to rotate integrally with the right side gear 15 of the main differential mechanism 10, the reaction force acting on the right side gear 15 of the main differential mechanism 10. The torque is RMRS + RINR. Here, since RINR = (TIN−RMLS) / 2 and RMRS = RMLS are established, the values RMRS + RINR are arranged as shown in the following equation (1).
RMRS + RINR = RMLS + (TIN-RMLS) / 2
= (TIN + RMLS) / 2 (1)

  As is apparent from the above equation (1), the torque acting on the right side gear 15 increases by the value RMLS / 2. As described above, the power acting on the left electric motor 41 and the regenerative control on the right electric motor 42 reduce the torque acting on the left side gear 15 by the value RMLS / 2, and the torque acting on the right side gear 15. Can be increased by the value RMLS / 2 minutes. That is, a torque difference corresponding to the value RMLS can be generated between the left and right side gears 15 and 15, thereby generating a counterclockwise yaw moment that promotes a left turn of the vehicle V.

  On the other hand, when the left electric motor 41 is regeneratively controlled and the right electric motor 42 is power running controlled while the vehicle V is turning counterclockwise, each rotating element of the three differential mechanisms 10, 20, and 30 is controlled. The acting torque is as shown in FIG.

  In the drawing, TMLc represents a left equivalent torque obtained by converting a right generated torque TMR, which is a generated torque of the right electric motor 42, into regenerative electric power in the left electric motor 41. As shown in the figure, in the left sub-differential mechanism 20, reaction force torques RMLS and RMLR act on the left sun gear 21 and the left ring gear 24 due to the left equivalent torque TMLc acting on the left carrier 22, and the right sub-differential mechanism 20 In the differential mechanism 30, reaction force torques RMRS and RMRR act on the right sun gear 31 and the right ring gear 34 due to the right generated torque TMR acting on the right carrier 32. In this case, for the reason described above, the reaction torque RMLR of the left ring gear 24 and the reaction torque RMRR of the right ring gear 34 act in the opposite direction with the same value and are in a balanced state, so the left sun gear 21 and the right ring gear 31 are balanced. Will maintain its rotational speed.

  Further, since the left sun gear 21 of the left sub-differential mechanism 20 is configured to rotate integrally with the input gear 12 of the main differential mechanism 10, the torque acting on the input gear 12 of the main differential mechanism 10 is , TIN + RMLS, and the reaction force torque LINL acting on the left side gear 15 of the main differential mechanism 10 is RNL = (TIN + RMLS) / 2. That is, the torque acting on the left side gear 15 increases by the value RMLS / 2.

Further, since the right sun gear 31 of the right sub-differential mechanism 30 is configured to rotate integrally with the right side gear 15 of the main differential mechanism 10, the reaction force acting on the right side gear 15 of the main differential mechanism 10. The torque is RINR-RMRS. Here, since RINR = (TIN−RMLS) / 2 and RMRS = RMLS are established, the value RINR−RMRS is arranged as shown in the following equation (2).
RINR-RMRS = {(TIN + RMLS) / 2} -RMLS
= (TIN-RMLS) / 2 (2)

  As apparent from the above equation (2), the torque acting on the right side gear 15 is reduced by the value RMLS / 2. As described above, the regenerative control of the left electric motor 41 and the power running control of the right electric motor 42 reduce the torque acting on the right side gear 15 by the value RMLS / 2 and simultaneously act on the left side gear 15. The torque can be increased by the value RMLS / 2 minutes. That is, a torque difference corresponding to the value RMLS can be generated between the left and right side gears 15 and 15, thereby generating a clockwise yaw moment that suppresses the left turn of the vehicle V.

  As described above, in the case of the power transmission device 1, a torque difference corresponding to the value RMLS is generated between the left and right side gears 15 and 15 by performing power running control on one of the two electric motors 41 and 42 and performing regenerative control on the other. Can be generated. In this case, since the gear ratio is the value λ, the torque difference RMLS between the left and right side gears 15 is RMLS = TML / (λ−1).

  In FIGS. 7 and 8 described above, the operation for generating the counterclockwise or clockwise yaw moment when the vehicle V is turning left is described. However, even when the vehicle V is turning right, Based on the same principle, it is possible to generate a counterclockwise or clockwise yaw moment by performing regenerative control on one of the left and right electric motors 41 and 42 and powering the other.

  Furthermore, according to necessity, even when the vehicle V is traveling straight or stopped, one of the left and right electric motors 41 and 42 is regeneratively controlled and the other is powering controlled by the same principle as described above. By doing so, it is possible to generate a counterclockwise or clockwise yaw moment.

  According to the power transmission device 1 of the first embodiment configured as described above, the left and right sides of the left and right sub-differential mechanisms 20 and 30 are within the range in which a collinear relationship is established between the three rotating bodies. Since the rotation speeds of the left and right electric motors 41 and 42 can be freely set regardless of the rotation speeds of the drive shafts 5 and 5, the left and right electric motors 41, 42 can be used in an efficient rotation region, and the driving efficiency can be improved and the power consumption can be reduced. Furthermore, as the left and right electric motors 41 and 42, small ones that can be operated in a high speed range can be used, and the power transmission device 1 can be downsized. As a result, versatility and merchantability can be improved.

  Further, in the left and right sub-differential mechanisms 20 and 30, the central rotating elements (that is, the left and right ring gears 24 and 34) among the three rotating elements having a collinear relationship are configured to be rotatable integrally with each other. Therefore, the left and right electric motors 41 are compared with the case where the outer rotating elements of the three rotating elements in the collinear relationship are configured to be rotatable integrally with each other (in the case of power transmission devices 1B and 1C described later). , 42 can be set to a larger value for the torque difference generated between the left and right side gears 15, 15 when power running control is performed on one side and regenerative control is performed on the other side. As a result, the left and right electric motors 41 and 42 can be further miniaturized, and the power transmission device 1 can be further miniaturized. In addition, since the rotational axes of the three differential mechanisms 10, 20, and 30 are arranged on the same straight line, the radial size of the power transmission device 1 can be reduced, and versatility and products The property can be further improved.

  Further, since the left and right electric motors 41 and 42 are respectively connected to the left and right carriers 22 and 32 in the left and right sub-differential mechanisms 20 and 30, they are connected to the left and right sun gears 21 and 31 and the left and right ring gears 24 and 34, respectively. Compared with the case of connecting to the left and right electric motors 41 and 42 and the left and right sub-differential mechanisms 20 and 30, centering is facilitated and the number of centering mechanical elements can be reduced.

  Next, a power transmission device 1A according to the second embodiment will be described with reference to FIG. As shown in the figure, when compared with the power transmission device 1 of the first embodiment, the power transmission device 1A is replaced with the left and right sub-differential mechanisms 50, 30 instead of the left and right sub-differential mechanisms 20, 30 described above. The only difference is that 60 is provided, and the rest is identical. Therefore, hereinafter, only differences from the power transmission device 1 of the first embodiment will be described, and the same components as those of the power transmission device 1 of the first embodiment are denoted by the same reference numerals and description thereof will be omitted.

  In the case of the power transmission device 1A, the left and right sub-differential mechanisms 20 and 30 are configured by a double pinion type planetary gear mechanism, whereas the left and right sub-differential mechanisms 50 and 60 are both It consists of a single pinion type planetary gear mechanism. The left sub-differential mechanism 50 is disposed on the right side of the main differential mechanism 10 and includes a left sun gear 51, a left carrier 52, a left pinion gear 53, a left ring gear 54, and the like. In this embodiment, the left sub-differential mechanism 50 is the second differential mechanism, the left sun gear 51 is the fourth rotating element, the left carrier 52 is the sixth rotating element, and the left ring gear 54 is the fifth rotating element. Each corresponds.

  The left sun gear 51 is provided on the hollow shaft 11a described above so as to rotate integrally and concentrically therewith. The left carrier 52 is directly connected to the right carrier 62 so as to rotate integrally and concentrically with a right carrier 62 described later of the right sub-differential mechanism 60. Further, the left carrier 52 is provided with four left pinion gears 53 (only two are shown), and each left pinion gear 53 is rotatably arranged in a state where it always meshes with the left sun gear 51 and the left ring gear 54. ing.

  On the other hand, the left ring gear 54 is of the internal gear type, and is fixed concentrically to the rotor so as to rotate integrally with the rotor of the left electric motor 41 while the left electric motor 41 is rotating. Further, in the case of the left sub-differential mechanism 50, the gear ratio is set to the above-described value λ, and thereby, between the left sun gear 51 and the left carrier 52 in the collinear relationship shown in FIG. The ratio of the distance to the distance between the left ring gear 54 and the left carrier 52 is λ: 1.

  The right sub-differential mechanism 60 is disposed close to the left side of the left sub-differential mechanism 50, and includes a left sun gear 61, a left carrier 62, a left pinion gear 63, a left ring gear 64, and the like. The right sub-differential mechanism 60 has the same size and gear ratio as the left sub-differential mechanism 50. In the present embodiment, the right sub-differential mechanism 60 is the third differential mechanism, the right sun gear 61 is the seventh rotating element, the right carrier 62 is the ninth rotating element, and the right ring gear 64 is the eighth rotating element. Each corresponds.

  The right sun gear 61 is provided concentrically on the right drive shaft 5 so as to rotate integrally and concentrically with the right drive shaft 5. Further, as described above, the right carrier 62 is directly connected to the left carrier 52 so as to rotate integrally and concentrically with the left carrier 52 of the left sub-differential mechanism 50. Further, the right carrier 62 is provided with four right pinion gears 63 (only two are shown), and each right pinion gear 63 is rotatably arranged in a state where it always meshes with the right sun gear 61 and the right ring gear 64. ing.

  The right ring gear 64 is an internal gear type, and is fixed concentrically to the rotor so as to rotate integrally with the rotor of the right electric motor 42 while the right electric motor 42 is rotating.

  In the power transmission device 1 </ b> A configured as described above, the speed relationship of the rotating elements in the main differential mechanism 10 and the left and right sub-differential mechanisms 50 and 60 during the straight traveling of the vehicle V is shown in FIG. 10, for example. It will be a thing. In this state, when the two electric motors 41 and 42 are subjected to power running control with the same generated torques TML and TMR, the collinear relationship between the rotating elements changes as described below. In FIG. 10, the torques acting on the rotating elements are represented in the same manner as in FIGS. 4 and 5 described above for convenience except for the reaction torques RMLC and RMRC acting on the left and right carriers 52 and 62. Yes.

  As shown in the figure, when the left electric motor 41 outputs the left generated torque TML and the right electric motor 4 outputs the right generated torque TMR, the left sun gear 51 and the left carrier 52 are caused by the left generated torque TML. Reaction force torques RMLS and RMLC act on the right sun gear 61 and right carrier 62 due to the right generated torque TMR.

  In this case, the left and right carriers 52 and 62 are not connected to other members and are configured to be freely rotatable, so that the reaction force torques RMLC and RMRC acting on the left and right carriers 52 and 62, The reaction force torques RMLS and RMRS acting on the sun gears 51 and 61 are extremely small values. Therefore, the rotation speeds of the left and right sun gears 51 and 61 do not change, the rotation speeds of the left and right carriers 52 and 62 increase, and the rotation speeds of the two electric motors 41 and 42 also increase. That is, the collinear relationship of each rotating element changes from the state indicated by the solid line in FIG. 10 to the state indicated by the broken line.

  On the other hand, when the two electric motors 41 and 42 are regeneratively controlled so that the same regenerative power can be obtained, the direction of the torque is reversed, so that the left and right sun gears 51 and 61 The rotation speed does not change, the rotation speeds of the left and right carriers 52 and 62 are lowered, and the rotation speeds of the two electric motors 41 and 42 are also lowered. As described above, in the power transmission device 1A, during the straight traveling of the vehicle V, the two electric motors 41 and 42 are simultaneously subjected to power running control / regenerative control, thereby increasing the rotational speed of the two electric motors 41 and 42 / Can be reduced. Further, even when the vehicle V is stopped, the rotational speeds of the two electric motors 41 and 42 can be increased / decreased by the same method as described above.

  Next, an operation when the vehicle V is traveling left turn will be described. During the left turn of the vehicle V, for example, when the left electric motor 41 is power-running and the right electric motor 42 is regeneratively controlled, the relationship between the speeds of the rotating elements in the three differential mechanisms 10, 50, 60, The relationship of torque acting on each rotating element is as shown in FIG.

  For the sake of convenience, the torques acting on the rotating elements in the figure are the same as those in FIG. 7 described above, except for the reaction torques RMLC and RMRC acting on the left and right carriers 52 and 62. Also, in the various collinear charts described below, for the torque acting on the same rotating element, the same reference numerals as those in FIGS. 4, 5 or 7 are used for convenience, and the torque values in the left and right electric motors 41 and 42 are related. , TML = | TMLc | = TMR = | TMRc |

  As shown in the figure, in the left sub-differential mechanism 20, reaction torques RMLS and RMLC act on the left sun gear 51 and the left carrier 52 due to the left generated torque TML acting on the left carrier 22, and the right sub-differential mechanism 20 In the differential mechanism 30, reaction force torques RMRS and RMRC act on the right sun gear 61 and the right carrier 62 due to the right equivalent torque TMRc acting on the right carrier 32. As described above, since the gear ratio between the left and right sub-differential mechanisms 20 and 30 is set to the same value λ, the reaction torque RMLC of the left carrier 52 and the reaction torque RMRC of the right carrier 62 are mutually different. Acting in the opposite direction at the same value, it will be balanced. As a result, the left sun gear 51 and the right ring gear 61 maintain their rotational speeds.

  Further, since the left sun gear 51 of the left sub-differential mechanism 20 is configured to rotate integrally with the input gear 12 of the main differential mechanism 10, the torque acting on the input gear 12 of the main differential mechanism 10 is , TIN−RMLS, and the reaction force torque LINL acting on the left side gear 15 of the main differential mechanism 10 is RNL = (TIN−RMLS) / 2. That is, the torque acting on the left side gear 15 is reduced by the value RMLS / 2.

  Further, since the right sun gear 61 of the right sub-differential mechanism 30 is configured to rotate integrally with the right side gear 15 of the main differential mechanism 10, the reaction force acting on the right side gear 15 of the main differential mechanism 10. The torque is RMRS + RINR. Here, since RINR = (TIN−RMLS) / 2 and RMRS = RMLS are established, when the values RMRS + RINR are arranged, RMRS + RINR = (TIN + RMLS) / 2 as shown in the above-described equation (1). That is, the torque acting on the right side gear 15 increases by the value RMLS / 2.

  As described above, the power acting on the left electric motor 41 and the regenerative control on the right electric motor 42 reduce the torque acting on the left side gear 15 by the value RMLS / 2, and the torque acting on the right side gear 15. Can be increased by the value RMLS / 2 minutes. That is, a torque difference corresponding to the value RMLS can be generated between the left and right side gears 15 and 15, thereby generating a counterclockwise yaw moment that promotes a left turn of the vehicle V. In the case of this power transmission device 1A, since the gear ratio is the value λ, the torque difference RMLS between the left and right side gears 15 is RMLS = TML / λ.

  On the other hand, while the vehicle V is turning left, contrary to the above, the left electric motor 41 is regeneratively controlled, and the right electric motor 42 is power-running controlled so as to suppress the vehicle V from turning counterclockwise. Moments can be generated.

  According to 1 A of power transmission devices of 2nd Embodiment comprised as mentioned above, the effect similar to the power transmission device 1 of 1st Embodiment can be acquired. That is, the left and right electric motors 41 are independent of the rotational speed of the left and right drive shafts 5 and 5 within a range in which a collinear relationship is established between the three rotating bodies in each of the left and right sub-differential mechanisms 50 and 60. , 42 can be freely set, so that the left and right electric motors 41, 42 can be used in a more efficient rotation range than the power transmission device of Patent Document 1, and the driving efficiency is improved. Power consumption can be reduced. Furthermore, as the left and right electric motors 41 and 42, small ones that can be operated in a high speed range can be used, and the power transmission device 1A can be downsized. As a result, versatility and merchantability can be improved.

  Further, in the left and right sub-differential mechanisms 50 and 60, the central rotating elements (that is, the left and right ring gears 54 and 64) among the three rotating elements having a collinear relationship are configured to be rotatable integrally with each other. Therefore, the left and right electric motors are compared to the case where the outer rotating elements of the three rotating elements having a collinear relationship are rotated together with each other (in the case of power transmission devices 1B and 1C described later). The torque difference generated between the left and right side gears 15 and 15 can be set to a larger value when one of 41 and 42 is subjected to power running control and the other is regeneratively controlled. As a result, the left and right electric motors 41 and 42 can be further miniaturized, and the power transmission device 1A can be further miniaturized. In addition, since the rotational axes of the three differential mechanisms 10, 50, 60 are arranged on the same straight line, the radial size of the power transmission device 1A can be reduced, and versatility and product The property can be further improved.

  Next, a power transmission device 1B according to a third embodiment will be described with reference to FIG. As shown in the figure, the power transmission device 1B is different from the power transmission device 1A of the second embodiment described above in that the left and right sub-differential mechanisms 50 and 60 are replaced with the left and right sub-differential mechanisms. Only the points provided with 50B and 60B are different, and the other parts are the same. Therefore, hereinafter, only the points different from the power transmission device 1A of the second embodiment will be described, and the same components as those of the power transmission device 1A of the second embodiment are denoted by the same reference numerals, and description thereof will be omitted.

  These left and right sub-differential mechanisms 50B and 60B are single-pinion type planetary gear mechanisms. Compared with the above-described left and right sub-differential mechanisms 50 and 60, the connecting relationship between the rotating elements is as described below. Except for the differences, the left and right sub-differential mechanisms 50 and 60 are configured identically. That is, in the case of the left and right sub-differential mechanisms 50B and 60B, the size and the tooth number ratio of both are the same as those of the left and right sub-differential mechanisms 50 and 60 described above.

  First, the left sub-differential mechanism 50B includes a left sun gear 51B, a left carrier 52B, a left pinion gear 53B, a left ring gear 54B, and the like. In this embodiment, the left sub-differential mechanism 50B is the second differential mechanism, the left sun gear 51B is the fourth rotating element, the left carrier 52B is the sixth rotating element, and the left ring gear 54B is the fifth rotating element. Each corresponds. The left sun gear 51B is provided on the hollow shaft 11a described above so as to rotate integrally and concentrically therewith.

  The left carrier 52B is concentrically fixed to the rotor so as to rotate integrally with the rotor of the left electric motor 41 while the left electric motor 41 is rotating. Further, the left ring gear 54B is of an internal gear type, and is configured to rotate integrally and concentrically with a later-described right ring gear 64B of the right sub-differential mechanism 60B. Further, as described above, the gear ratio of the left sub-differential mechanism 50B is set to the value λ, so that the left sun gear 51B and the left carrier 52B are connected in the collinear relationship shown in FIG. And the ratio between the distance between the left ring gear 54B and the left carrier 52B is λ: 1.

  On the other hand, the right sub-differential mechanism 60B is disposed close to the left side of the left sub-differential mechanism 50B, and includes a right sun gear 61B, a right carrier 62B, a right pinion gear 63B, a right ring gear 64B, and the like. In the present embodiment, the right sub-differential mechanism 60B is the third differential mechanism, the right sun gear 61B is the seventh rotating element, the right carrier 62B is the ninth rotating element, and the right ring gear 64B is the eighth rotating element. Each corresponds. The right sun gear 61B is provided concentrically on the right drive shaft 5 so as to rotate integrally and concentrically with the right drive shaft 5.

  Further, the right carrier 62B is concentrically fixed to the rotor so as to rotate integrally with the rotor of the right electric motor 42 while the right electric motor 42 rotates. The right ring gear 64B is of the internal gear type and is configured to rotate integrally and concentrically with the left ring gear 54B of the left sub-differential mechanism 50B as described above. In the case of the right sub-differential mechanism 60B, as described above, the gear ratio between the left ring gear 64B and the sun gear 61B is set to the value λ described above.

  In the power transmission device 1B configured as described above, the speed relationship of the rotating elements in the main differential mechanism 10 and the left and right sub-differential mechanisms 50B and 60B during the straight traveling of the vehicle V is, for example, shown in FIG. It will be a thing. In this state, when the two electric motors 41 and 42 are subjected to power running control with the same generated torque, the collinear relationship between the rotating elements changes as described below.

  As shown in the figure, when the left electric motor 41 outputs the left generated torque TML and the right electric motor 4 outputs the right generated torque TMR, the left sun gear 51B and the left ring gear 54B are caused by the left generated torque TML. Reaction force torques RMLS and RMLR act on the right, and the reaction force torques RMRS and RMRR act on the right sun gear 61B and the right ring gear 64B due to the right generated torque TMR.

  In this case, the left and right ring gears 54B and 64B are not connected to other members and are configured to be freely rotatable, so that the reaction force torques RMLR and RMRR acting on the left and right ring gears 54B and 64B, The reaction torques RMLS and RMRS acting on the sun gears 51B and 61B are extremely small values. Therefore, the rotation speeds of the left and right sun gears 51B and 61B do not change, the rotation speeds of the left and right ring gears 54B and 64B increase, and the rotation speeds of the two electric motors 41 and 42 also increase. That is, the collinear relationship of each rotating element changes from the state indicated by the solid line in FIG. 13 to the state indicated by the broken line.

  On the other hand, when the two electric motors 41 and 42 are regeneratively controlled so that the same regenerative power can be obtained, on the other hand, the direction of the torque is reversed so that the left and right sun gears 51B and 61B The rotation speed does not change, the rotation speeds of the left and right ring gears 54B and 64B are lowered, and the rotation speeds of the two electric motors 41 and 42 are also lowered. As described above, in the power transmission device 1B, during the straight traveling of the vehicle V, the two electric motors 41 and 42 are simultaneously subjected to power running control / regenerative control, thereby increasing the rotational speed of the two electric motors 41 and 42 / Can be reduced. Further, even when the vehicle V is stopped, the rotational speeds of the two electric motors 41 and 42 can be increased / decreased by the same method as described above.

  Next, an operation when the vehicle V is traveling left turn will be described. During the left turn of the vehicle V, for example, when the left electric motor 41 is regeneratively controlled and the right electric motor 42 is powering controlled, the relationship between the speeds of the rotating elements in the three differential mechanisms 10, 50B, 60B, The relationship between the torques acting on each rotating element is as shown in FIG.

  As shown in the figure, in the left sub-differential mechanism 50B, reaction force torques RMLS and RMLR act on the left sun gear 51B and the left ring gear 54B due to the left converted torque TMLc acting on the left carrier 52B, and the right sub-differential mechanism 50B In the differential mechanism 60B, the reaction torques RMRS and RMRR act on the right sun gear 61B and the right ring gear 64B due to the right generated torque TMR acting on the right carrier 32. The right generated torque TMR is set to the same value as the left generated torque TML described above.

  Here, in the left and right sub-differential mechanisms 50B and 60B, as described above, since the gear ratio is set to the same value λ, the reaction torque RMLR of the left ring gear 54B and the reaction torque of the right ring gear 64B are set. RMRR acts in the opposite direction at the same value and balances. As a result, the left sun gear 51B and the right ring gear 61B maintain their rotational speeds.

  Further, since the left sun gear 51B of the left sub-differential mechanism 50B is configured to rotate integrally with the input gear 12 of the main differential mechanism 10, the torque acting on the input gear 12 of the main differential mechanism 10 is , TIN−RMLS, and the reaction force torque LINL acting on the left side gear 15 of the main differential mechanism 10 is RNL = (TIN−RMLS) / 2. That is, the torque acting on the left side gear 15 is reduced by the value RMLS / 2.

  Further, since the right sun gear 61B of the right sub-differential mechanism 60B is configured to rotate integrally with the right side gear 15 of the main differential mechanism 10, the reaction force acting on the right side gear 15 of the main differential mechanism 10 is configured. The torque is RMRS + RINR. Here, since RINR = (TIN−RMLS) / 2 and RMRS = RMLS are established, when the values RMRS + RINR are arranged, RMRS + RINR = (TIN + RMLS) / 2 as shown in the above-described equation (1). That is, the torque acting on the right side gear 15 increases by the value RMLS / 2.

  As described above, the regenerative control of the left electric motor 41 and the power running control of the right electric motor 42 reduce the torque acting on the left side gear 15 by the value RMLS / 2 and the torque acting on the right side gear 15. Can be increased by the value RMLS / 2 minutes. That is, a torque difference corresponding to the value RMLS can be generated between the left and right side gears 15 and 15, thereby generating a counterclockwise yaw moment that promotes a left turn of the vehicle V. In the case of the power transmission device 1B, since the gear ratio is the value λ, the torque difference RMLS between the left and right side gears 15 is RMLS = RMRS = TMR / (λ + 1) = TML / (λ + 1).

  On the other hand, while the vehicle V is running counterclockwise, contrary to the above, the left electric motor 41 is power-running and the right electric motor 42 is regeneratively controlled to suppress the vehicle V turning left. Moments can be generated.

  According to the power transmission device 1B of the third embodiment configured as described above, 3 in each of the left and right sub-differential mechanisms 50B and 60B, similarly to the power transmission devices 1 and 1A of the first and second embodiments. Since the rotational speeds of the left and right electric motors 41 and 42 can be set freely regardless of the rotational speeds of the left and right drive shafts 5 and 5 within a range where a collinear relationship is established between the two rotating bodies. Compared with the power transmission device of Patent Document 1, the left and right electric motors 41 and 42 can be used in an efficient rotation range, so that driving efficiency can be improved and power consumption can be reduced. Furthermore, as the left and right electric motors 41 and 42, small ones that can be operated in a high speed range can be used, and the power transmission device 1B can be downsized. As a result, versatility and merchantability can be improved.

  Further, since the rotation axes of the three differential mechanisms 10, 50B, 60B are arranged on the same straight line, the radial size of the power transmission device 1B can be reduced, and the versatility and the merchantability can be further improved. This can be further improved. Further, since the left and right electric motors 41 and 42 are respectively connected to the left and right carriers 52B and 62B in the left and right sub-differential mechanisms 50B and 60B, these are connected to the left and right sun gears 51B and 61B and the left and right ring gears 54B and 64B. Compared with the case of connecting to the left and right electric motors 41 and 42 and the left and right sub-differential mechanisms 50B and 60B, it becomes easy to align, and the number of mechanical elements for alignment can be reduced.

  Next, a power transmission device 1C according to a fourth embodiment will be described with reference to FIG. As shown in the figure, when compared with the power transmission device 1 of the first embodiment, the power transmission device 1C is replaced with the left and right sub-differential mechanisms 20 and 30, instead of the left and right sub-differential mechanisms 20 and 30 described above. Only the point provided with 30C is different, and the other configuration is the same. Therefore, hereinafter, only differences from the power transmission device 1 of the first embodiment will be described, and the same components as those of the power transmission device 1 of the first embodiment are denoted by the same reference numerals and description thereof will be omitted.

  The left and right sub-differential mechanisms 20C and 30C of the power transmission device 1C are double pinion type planetary gear mechanisms, and the left and right described above are the same except that the connection relationship of the rotating elements is different as described below. The sub-differential mechanisms 20 and 30 are configured in the same manner. That is, in the case of the left and right sub-differential mechanisms 20C and 30C, the size and the tooth number ratio of both are the same as those of the left and right sub-differential mechanisms 20 and 30 described above.

  The left sub-differential mechanism 20C includes a left sun gear 21C, a left carrier 22C, a left pinion gear 23C, a left ring gear 24C, and the like. In this embodiment, the left sub-differential mechanism 20C is the second differential mechanism, the left sun gear 21C is the fourth rotating element, the left carrier 22C is the fifth rotating element, and the left ring gear 24C is the sixth rotating element. Each corresponds.

  The left sun gear 21C is provided on the hollow shaft 11a described above so as to rotate integrally and concentrically therewith. In addition, the left carrier 22C is directly connected to the right carrier 32C so as to rotate integrally and concentrically with a right carrier 32C described later of the right sub-differential mechanism 30C.

  On the other hand, the left ring gear 24C is of an internal gear type, and is fixed concentrically to the rotor so as to rotate integrally with the rotor of the left electric motor 41 while the left electric motor 41 is rotating. Further, as described above, the gear ratio of the left sub-differential mechanism 20C is set to the value λ, so that the left sun gear 21C and the left carrier 22C are connected in the collinear relationship shown in FIG. And the ratio between the distance between the left ring gear 24C and the left carrier 22C is λ: 1.

  The right sub-differential mechanism 30C is disposed close to the left side of the left sub-differential mechanism 20C, and includes a left sun gear 31C, a left carrier 32C, a left pinion gear 33C, a left ring gear 34C, and the like. The right sub-differential mechanism 30C has the same size and gear ratio as the left sub-differential mechanism 20C. In the present embodiment, the right sub-differential mechanism 30C is the third differential mechanism, the right sun gear 31C is the seventh rotating element, the right carrier 32C is the eighth rotating element, and the right ring gear 34C is the ninth rotating element. Each corresponds.

  The right sun gear 31C is provided concentrically on the right drive shaft 5 so as to rotate integrally and concentrically with the right drive shaft 5. Further, as described above, the right carrier 32C is directly connected to the left carrier 22C so as to rotate integrally and concentrically with the left carrier 22C of the left sub-differential mechanism 20C.

  The right ring gear 34C is of an internal gear type, and is fixed concentrically to the rotor so as to rotate integrally with the rotor of the right electric motor 42 while the right electric motor 42 is rotating.

  In the power transmission device 1 </ b> C configured as described above, the speed relationship of the rotating elements in the main differential mechanism 10 and the left and right sub-differential mechanisms 20 </ b> C and 30 </ b> C is shown in FIG. It will be a thing. In this state, when the two electric motors 41 and 42 are subjected to power running control with the same generated torques TML and TMR, the collinear relationship between the rotating elements changes as described below.

  As shown in the figure, when the left electric motor 41 outputs the left generated torque TML and the right electric motor 4 outputs the right generated torque TMR, the left sun gear 21C and the left carrier 22C are caused by the left generated torque TML. The reaction torques RMLS and RMLC act on the right, and the reaction torques RMRS and RMRC act on the right sun gear 31C and the right carrier 32C due to the right generated torque TMR.

  In this case, the left and right carriers 22C, 32C are not connected to other members, and are configured to be freely rotatable, so that the reaction force torques RMLC, RMRC acting on the left and right carriers 22C, 32C, The reaction force torques RMLS and RMRS acting on the sun gears 21C and 31C are extremely small values. Therefore, the rotation speeds of the left and right sun gears 21C and 31C do not change, the rotation speeds of the left and right carriers 22C and 32C increase, and the rotation speeds of the two electric motors 41 and 42 also increase. That is, the collinear relationship of each rotating element changes from the state indicated by the solid line in FIG. 16 to the state indicated by the broken line.

  On the other hand, when the two electric motors 41 and 42 are regeneratively controlled so that the same regenerative power can be obtained from each other, the direction of the torque is reversed, and the left and right sun gears 21C and 31C are reversed. The rotation speeds of the two electric motors 41 and 42 are reduced as well as the rotation speeds of the left and right carriers 22C and 32C are lowered. As described above, in the power transmission device 1C, during the straight traveling of the vehicle V, the two electric motors 41 and 42 are simultaneously subjected to power running control / regenerative control, thereby increasing the rotational speed of the two electric motors 41 and 42 / Can be reduced. Further, even when the vehicle V is stopped, the rotational speeds of the two electric motors 41 and 42 can be increased / decreased by the same method as described above.

  Next, an operation when the vehicle V is traveling left turn will be described. During the left turn of the vehicle V, for example, when the left electric motor 41 is regeneratively controlled and the right electric motor 42 is powering controlled, the relationship between the speeds of the rotating elements in the three differential mechanisms 10, 20C, and 30C, The relationship of torque acting on each rotating element is as shown in FIG.

  As shown in the figure, in the left sub-differential mechanism 20, the reaction torques RMLS and RMLC act on the left sun gear 21C and the left carrier 22C due to the left converted torque TMLc acting on the left ring gear 24C, and the right sub-differential mechanism 20 In the differential mechanism 30, the reaction torques RMRS and RMRC act on the right sun gear 31C and the right carrier 32C due to the right generated torque TMR acting on the right ring gear 34C. As described above, in the left and right sub-differential mechanisms 20C and 30C, the gear ratio is set to the same value λ. Therefore, the reaction torque RMLC of the left carrier 22C and the reaction torque RMRC of the right carrier 32C are Acting in the opposite direction with the same value, it will balance. As a result, the left sun gear 21C and the right ring gear 31C maintain their rotational speeds.

  Further, since the left sun gear 21C of the left sub-differential mechanism 20 is configured to rotate integrally with the input gear 12 of the main differential mechanism 10, the torque acting on the input gear 12 of the main differential mechanism 10 is , TIN−RMLS, and the reaction force torque LINL acting on the left side gear 15 of the main differential mechanism 10 is RNL = (TIN−RMLS) / 2. That is, the torque acting on the left side gear 15 is reduced by the value RMLS / 2.

  Further, since the right sun gear 31C of the right sub-differential mechanism 30 is configured to rotate integrally with the right side gear 15 of the main differential mechanism 10, a reaction force acting on the right side gear 15 of the main differential mechanism 10 is configured. The torque is RMRS + RINR. Here, since RINR = (TIN−RMLS) / 2 and RMRS = RMLS are established, when the values RMRS + RINR are arranged, RMRS + RINR = (TIN + RMLS) / 2 as shown in the above-described equation (1). That is, the torque acting on the right side gear 15 increases by the value RMLS / 2.

  As described above, the regenerative control of the left electric motor 41 and the power running control of the right electric motor 42 reduce the torque acting on the left side gear 15 by the value RMLS / 2 and the torque acting on the right side gear 15. Can be increased by the value RMLS / 2 minutes. That is, a torque difference corresponding to the value RMLS can be generated between the left and right side gears 15 and 15, thereby generating a counterclockwise yaw moment that promotes a left turn of the vehicle V. In the case of this power transmission device 1C, since the gear ratio is the value λ, the torque difference RMLS between the left and right side gears 15 is RMLS = TMR / λ = TML / λ.

  On the other hand, while the vehicle V is running counterclockwise, contrary to the above, the left electric motor 41 is power-running and the right electric motor 42 is regeneratively controlled to suppress the vehicle V turning left. Moments can be generated.

  According to the power transmission device 1C of the fourth embodiment configured as described above, the left and right sub-differential mechanisms 20C, 30C are similar to the power transmission devices 1, 1A, 1B of the first to third embodiments. It is possible to freely set the rotational speeds of the left and right electric motors 41 and 42 within the range in which the collinear relationship is established between the three rotating bodies in each of them, regardless of the rotational speeds of the left and right drive shafts 5 and 5. Therefore, compared with the power transmission device of Patent Document 1, the left and right electric motors 41 and 42 can be used in an efficient rotation range, and the driving efficiency can be improved and the power consumption can be reduced. Can do. Further, as the left and right electric motors 41 and 42, small ones that can be operated in a high speed range can be used, and the power transmission device 1C can be downsized. As a result, versatility and merchantability can be improved.

  In addition, since the rotational axes of the three differential mechanisms 10, 20C, and 30C are arranged on the same straight line, the radial size of the power transmission device 1C can be reduced, and versatility and merchantability can be further improved. This can be further improved.

  In the case of the power transmission devices 1 and 1A to 1C of the first to fourth embodiments described above, the torque difference generated when the left and right electric motors 41 and 42 are controlled as described above is the value TML / ( λ−1), value TML / λ, value TML / (λ + 1), value TML / λ, and λ> 1, so that the torque difference generated by the power transmission device 1 of the first embodiment is the largest. I understand. Therefore, when the same torque difference is generated, in the above four power transmission devices 1 and 1A to 1C, the power transmission device 1 of the first embodiment can make the left and right electric motors 41 and 42 the smallest.

  The power transmission devices 1 and 1A to 1C according to the first to fourth embodiments described above connect the sun gears of the left and right sub-differential mechanisms to the left and right side gears of the main differential mechanism 10, respectively, and are integrated with this. However, instead of this, the carriers of the left and right sub-differential mechanisms are respectively connected to the left and right side gears of the main differential mechanism 10 so as to rotate integrally therewith. May be. In that case, one of the sun gear and the ring gear of the left and right sub-differential mechanisms may be connected to the left and right electric motors 41 and 42, respectively, and the other may be connected to rotate together.

  Next, a power transmission device 1D according to a fifth embodiment will be described with reference to FIG. As shown in the figure, the power transmission device 1D includes a main differential mechanism 70 in place of the main differential mechanism 10 described above as compared with the power transmission device 1 of the first embodiment described above. Only the points are different, and the rest is the same. Therefore, hereinafter, only differences from the power transmission device 1 of the first embodiment will be described, and the same components as those of the power transmission device 1 of the first embodiment are denoted by the same reference numerals and description thereof will be omitted.

  The main differential mechanism 70 in the power transmission device 1D is configured by a double pinion type planetary gear mechanism, and includes a main sun gear 71, a main carrier 72, a main pinion gear 73, a main ring gear 74, a differential case 75, an input gear 76, and a hollow. A shaft 77 is provided. In the main differential mechanism 70, the number of teeth of each gear is set so that the ratio of the torque input to the main ring gear 74 distributed to the main sun gear 71 and the main carrier 72 is 1: 1.

  The main sun gear 71 is concentrically fixed to the left end portion of the left drive shaft 5, and is thereby configured to rotate integrally with the left drive shaft 5. The main carrier 72 is concentrically fixed to the right end portion of the right drive shaft 5. Further, the hollow shaft 77 is formed integrally with the main carrier 72, extends concentrically to the right from the main carrier 72, and the left sun gear 21 of the left sub-differential mechanism 20 is concentrically fixed to the right end portion thereof. Has been. Accordingly, the right drive shaft 5, the main carrier 72, the hollow shaft 77, and the left sun gear 21 are configured to rotate integrally and concentrically with each other.

  Furthermore, the main carrier 72 is provided with a plurality of sets of main pinion gears 73, each of which includes a pair of main pinion gears 73, 73. The pair of main pinion gears 73, 73 in each group is always meshed with each other, and is rotatably arranged with one main pinion gear 73 meshed with the main ring gear 74 and the other main pinion gear 73 meshed with the main sun gear 31. ing. The main ring gear 74 is of the internal gear type and is formed on the inner peripheral surface of the differential case 75. Further, the input gear 76 is of a ring gear type formed on the outer peripheral surface of the differential case 75 and always meshes with the aforementioned output gear 4 b of the automatic transmission 4.

  In this embodiment, the main differential mechanism 70 is the first differential mechanism, the main sun gear 71 is the first rotating element, the main carrier 72 is the second rotating element, and the input gear 76 is the third rotating element. Equivalent to. The left sub-differential mechanism 20 corresponds to the second differential mechanism, the left sun gear 21 corresponds to the fourth rotating element, the left carrier 22 corresponds to the fifth rotating element, and the left ring gear 24 corresponds to the sixth rotating element. Further, the right sub-differential mechanism 30 corresponds to a third differential mechanism, the right sun gear 31 corresponds to a seventh rotating element, the right carrier 32 corresponds to an eighth rotating element, and the right ring gear 34 corresponds to a ninth rotating element.

  In the power transmission device 1 </ b> D configured as described above, the speed relationship of the rotating elements in the main differential mechanism 70 and the left and right sub-differential mechanisms 20 and 30 during the straight traveling of the vehicle V is shown in FIG. 19, for example. It will be a thing. In the figure, at the two white circle points arranged vertically on the center vertical line, the upper point represents the speed of the input gear 76, and the lower point represents the speed of the left and right ring gears 24, 34. Yes.

  TIN represents the input torque input to the input gear 76 from the automatic transmission 4, and RINS and RINC represent the reaction torque acting on the main sun gear 71 and the main carrier 72 due to the input torque TIN. Yes. In the case of this main differential mechanism 70, as described above, since the ratio of the torque input to the main ring gear 74 being distributed to the main sun gear 71 and the main carrier 72 is set to 1: 1, the three rotational elements The torque relationship at -RINS = -RINC = TIN / 2.

  In a state where the collinear relationship shown in FIG. 19 is established, when the two electric motors 41 and 42 are power-running with the same generated torque, the collinear relationship between the rotating elements changes as described below. That is, as shown in the figure, reaction force torques RMLS and RMLR act on the left sun gear 21 and the left ring gear 24 due to the left generated torque TML, and the right sun gear 31 and the right ring due to the right generated torque TMR. The reaction torques RMRS and RMRR act on the ring gear 34.

  In this case, as described above, the left ring gear 24 and the right ring gear 34 are not connected to other members and are configured to be freely rotatable, so that the reaction torque acting on the left and right ring gears 24 and 34 is provided. The RMLR and RMRR and the reaction force torques RMLS and RMRS acting on the left and right sun gears 21 and 31 are extremely small values. Therefore, the rotation speeds of the left and right sun gears 21 and 31 do not change, the rotation speeds of the ring gears 24 and 34 increase, and the rotation speeds of the two electric motors 41 and 42 also increase. That is, the collinear relationship between the rotating elements changes from the state indicated by the solid line in FIG. 19 to the state indicated by the broken line.

  On the other hand, when the two electric motors 41 and 42 are regeneratively controlled so that the same regenerative power can be obtained, the direction of the torque is reversed, so that the left and right sun gears 21 and 31 The rotation speed does not change, the rotation speed of the ring gears 24 and 34 decreases, and the rotation speed of the two electric motors 41 and 42 also decreases. As described above, in the power transmission device 1D, during the straight traveling of the vehicle V, the two electric motors 41 and 42 are simultaneously subjected to power running control / regenerative control, thereby increasing the rotational speed of the two electric motors 41 and 42 / Can be reduced. Further, even when the vehicle V is stopped, the rotational speeds of the two electric motors 41 and 42 can be increased / decreased by the same method as described above.

  Next, an operation when the vehicle V is traveling left turn will be described. During the left turn of the vehicle V, the relationship between the speeds of the rotating elements in the three differential mechanisms 70, 20, and 30 and the relationship between the torques of the rotating elements in the main differential mechanism 10 are as shown in FIG. Become. In the state shown in FIG. 20, when the zero torque control of the two electric motors 41 and 42 is executed, the rotors of the two electric motors 41 and 42 are idle as described above, and the collinear relationship shown in FIG. 20 is maintained. In this state, the three differential mechanisms 70, 20, and 30 operate.

  In the state where the collinear relationship shown in FIG. 20 is established, when the two electric motors 41 and 42 are power-running with the same generated torque, the two electric motors 41 and 42 have the same reason as described above. The rotational speed can be increased. Furthermore, when the two electric motors 41 and 42 are regeneratively controlled so that the same regenerative power can be obtained, the rotational speeds of the two electric motors 41 and 42 can be reduced for the reasons described above.

  On the other hand, when the vehicle V is turning left and the collinear relationship shown in FIG. 20 is established, one of the two electric motors 41 and 42 is power-running and the other is regeneratively controlled. As will be described, a yaw moment can be generated in the vehicle V. During the left turning of the vehicle V, for example, when the left electric motor 41 is power-running and the right electric motor 42 is regeneratively controlled, the torque acting on the rotating elements of the three differential mechanisms 70, 20, and 30 is shown in FIG. As shown.

  As shown in the figure, in the left sub-differential mechanism 20, due to the left generated torque TML acting on the left carrier 22, reaction force torques RMLS, RMLR act on the left sun gear 21 and the left ring gear 24, and In the differential mechanism 30, reaction force torques RMRS and RMRR act on the right sun gear 31 and the right ring gear 34 due to the right equivalent torque TMRc acting on the right carrier 32. In the case of the left and right sub-differential mechanisms 20 and 30, as described above, since the gear ratio is set to the same value λ, the reaction torque RMLR of the left ring gear 24 and the reaction torque RMRR of the right ring gear 34 are , They work in the opposite direction with the same value, and balance. As a result, the left sun gear 21 and the right ring gear 31 maintain their rotational speeds.

  Further, since the left sun gear 21 of the left sub-differential mechanism 20 is configured to rotate integrally with the main carrier 72 of the main differential mechanism 70, the torque acting on the main carrier 72 of the main differential mechanism 70 is , RINC-RMLS. That is, the torque acting on the main carrier 72 decreases by the value RMLS.

  Further, since the right sun gear 31 of the right sub-differential mechanism 30 is configured to rotate integrally with the main sun gear 71 of the main differential mechanism 70, the reaction force acting on the main sun gear 71 of the main differential mechanism 70. The torque is RINS + RINR. Here, since RINC = RINS and RMRS = RMLS are established, the value RMRS + RINR = RINC + RMLS is obtained.

  As described above, the left electric motor 41 is power-running and the right electric motor 42 is regeneratively controlled, thereby reducing the torque acting on the main carrier 72 by the value RMLS and the torque acting on the main sun gear 71 as a value. Can be increased by RMLS. In other words, a torque difference of the value 2 · RMLS can be generated between the main sun gear 71 and the main carrier 72, thereby generating a counterclockwise yaw moment that promotes the left turn of the vehicle V. Can be made. In this case, the tooth ratio is the value λ, and RMLS = TMR / (λ−1) = TML (λ−1) is established, so that the torque difference between the main sun gear 71 and the main carrier 72 is 2 · RMLS. Is 2 · RMLS = 2 · TML / (λ-1).

  On the other hand, when the left electric motor 41 is regeneratively controlled and the right electric motor 42 is power running controlled while the vehicle V is turning left, the torque acting on the main carrier 72 is increased and the main sun gear 71 is increased. The torque acting on the vehicle V can be reduced, and thereby a clockwise yaw moment that suppresses the left turn of the vehicle V can be generated.

  As described above, according to the power transmission device 1D of the fifth embodiment, it is possible to obtain the same operational effects as those of the power transmission device 1 of the first embodiment. That is, the left and right electric motors 41 are independent of the rotational speed of the left and right drive shafts 5 and 5 within a range in which a collinear relationship is established between the three rotating bodies in each of the left and right sub-differential mechanisms 20 and 30. , 42 can be freely set, so that the left and right electric motors 41, 42 can be used in a more efficient rotation range than the power transmission device of Patent Document 1, and the driving efficiency is improved. Power consumption can be reduced. Furthermore, as the left and right electric motors 41 and 42, small ones that can be operated in a high speed range can be used, and the power transmission device 1D can be downsized. As a result, versatility and merchantability can be improved.

  Further, in the left and right sub-differential mechanisms 20 and 30, the central rotating elements (that is, the left and right ring gears 24 and 34) among the three rotating elements having a collinear relationship are configured to be rotatable integrally with each other. Therefore, compared with the case where the outer rotating elements of the three rotating elements having a collinear relationship are configured to rotate integrally with each other (for example, in the case of power transmission devices 1F and 1G described later), The torque difference generated between the main sun gear 71 and the main carrier 72 can be set to a larger value when one of the electric motors 41 and 42 is subjected to power running control and the other is regeneratively controlled.

  Further, the outer rotating elements (namely, the left sun gears 21, 31) in the left and right sub-differential mechanisms 20, 30 are respectively connected to the two outer rotating elements (namely, the main sun gear 71 and the main carrier 72) in the main differential mechanism 70. Therefore, the outer rotary elements in the left and right sub-differential mechanisms 20 and 30 such as the power transmission device 1 of the first embodiment are respectively connected to the outer rotary element and the central element of the main differential mechanism 10. Compared to the case, a larger torque difference can be obtained. Specifically, a torque difference of the value 2 · TML / (λ−1) can be obtained between the main sun gear 71 and the main carrier 72, which is 2 in comparison with the power transmission device 1 of the first embodiment. Double torque difference can be obtained.

  In addition, since the rotational axes of the three differential mechanisms 70, 20, and 30 are arranged on the same straight line, the radial size of the power transmission device 1D can be reduced. As described above, versatility and merchantability can be further improved. Further, since the left and right electric motors 41 and 42 are respectively connected to the left and right carriers 22 and 32 in the left and right sub-differential mechanisms 20 and 30, they are connected to the left and right sun gears 21 and 31 and the left and right ring gears 24 and 34, respectively. Compared with the case of connecting to the left and right electric motors 41 and 42 and the left and right sub-differential mechanisms 20 and 30, centering is facilitated and the number of centering mechanical elements can be reduced.

  Next, a power transmission device 1E according to a sixth embodiment will be described with reference to FIG. As shown in the figure, in the case of this power transmission device 1E, when compared with the power transmission device 1D of the fifth embodiment described above, instead of the left and right sub-differential mechanisms 20, 30, the left and right sub-transmission mechanisms described above are used. The only difference is that the differential mechanisms 50 and 60 (see FIG. 9) are provided, and the rest is the same. Therefore, only the differences from the power transmission device 1D of the fifth embodiment will be described below, and the same components as those of the power transmission device 1D of the fifth embodiment are denoted by the same reference numerals and description thereof will be omitted.

  21 and FIG. 9 described above, in the case of the left and right sub-differential mechanisms 50 and 60 of this embodiment, the left sun gear 51 of the left sub-differential mechanism 50 is the same as that of the main differential mechanism 70. Since it is the same as the left and right sub-differential mechanisms 50 and 60 in the power transmission device 1A described above except that it is integrally and concentrically fixed to the right end of the hollow shaft 77, here, The description is omitted.

  In this embodiment, the main differential mechanism 70 is the first differential mechanism, the main sun gear 71 is the first rotating element, the main carrier 72 is the second rotating element, and the input gear 76 is the third rotating element. Equivalent to. The left sub-differential mechanism 50 corresponds to the second differential mechanism, the left sun gear 51 corresponds to the fourth rotating element, the left carrier 52 corresponds to the sixth rotating element, and the left ring gear 54 corresponds to the fifth rotating element. Further, the right sub-differential mechanism 60 corresponds to a third differential mechanism, the right sun gear 61 corresponds to a seventh rotating element, the right carrier 62 corresponds to a ninth rotating element, and the right ring gear 64 corresponds to an eighth rotating element.

  In the power transmission device 1E configured as described above, the speed relationship between the rotating elements in the main differential mechanism 70 and the left and right sub-differential mechanisms 50 and 60 during the straight traveling of the vehicle V is, for example, shown in FIG. It will be a thing. In the figure, at the two white circle points arranged vertically on the central vertical line, the upper point represents the speed of the input gear 76, and the lower point represents the speed of the left and right carriers 52, 52. Yes.

  In the state where the collinear relationship shown in FIG. 22 is established, when the two electric motors 41 and 42 are subjected to power running control with the same generated torques TML and TMR, the left sun gear 51 and the left Reaction force torques RMLS and RMLC act on the carrier 52, and reaction force torques RMRS and RMRC act on the right sun gear 61 and the right carrier 62 due to the right generated torque TMR.

  In this case, as described above, the left carrier 52 and the right carrier 62 are not connected to other members and are configured to be freely rotatable, so that the reaction torque acting on the left and right carriers 52 and 62 is provided. The RMLC and RMRC and the reaction force torques RMLS and RMRS acting on the left and right sun gears 51 and 31 are extremely small values. Therefore, the rotation speeds of the left and right sun gears 51 and 31 do not change, the rotation speeds of the carriers 52 and 62 increase, and the rotation speeds of the two electric motors 41 and 42 also increase. That is, the collinear relationship of each rotating element changes from the state indicated by the solid line in FIG. 22 to the state indicated by the broken line.

  On the other hand, when the two electric motors 41 and 42 are regeneratively controlled so that the same regenerative power can be obtained, the direction of the torque is reversed, so that the left and right sun gears 51 and 61 The rotation speed does not change, the rotation speeds of the left and right carriers 52 and 62 are lowered, and the rotation speeds of the two electric motors 41 and 42 are also lowered. As described above, in the power transmission device 1, during the straight traveling of the vehicle V, the two electric motors 41 and 42 are simultaneously subjected to power running control / regenerative control, thereby increasing the rotational speed of the two electric motors 41 and 42 / Can be reduced. Further, even when the vehicle V is stopped, the rotational speeds of the two electric motors 41 and 42 can be increased / decreased by the same method as described above.

  Next, an operation when the vehicle V is traveling left turn will be described. The relationship between the speeds of the rotating elements in the three differential mechanisms 70, 50, 60 during the left turn of the vehicle V is, for example, as shown in FIG. In this state, for example, when the left electric motor 41 is power-running and the right electric motor 42 is regeneratively controlled, the torques acting on the rotating elements of the three differential mechanisms 70, 50, 60 are as shown in FIG. Become. That is, in the left sub differential mechanism 50, reaction force torques RMLS, RMLC act on the left sun gear 51 and the left carrier 52 due to the left generated torque TML acting on the left carrier 52, and in the right sub differential mechanism 60, The reaction torques RMRS and RMRC act on the right sun gear 61 and the right carrier 62 due to the right equivalent torque TMRc acting on the right carrier 62.

  In the case of these left and right sub-differential mechanisms 50 and 60, as described above, the tooth ratio is set to the same value λ, so the reaction torque RMLC of the left carrier 52 and the reaction torque of the right carrier 62 RMRC acts in the opposite direction at the same value and balances. As a result, the left sun gear 51 and the right ring gear 61 maintain their rotational speeds.

  Further, since the left sun gear 51 of the left sub-differential mechanism 50 is configured to rotate integrally with the main carrier 72 of the main differential mechanism 70, the torque acting on the main carrier 72 of the main differential mechanism 70 is , RINC-RMLS. That is, the torque acting on the main carrier 72 decreases by the value RMLS.

  Further, since the right sun gear 61 of the right sub-differential mechanism 60 is configured to rotate integrally with the main sun gear 71 of the main differential mechanism 70, the reaction force acting on the main sun gear 71 of the main differential mechanism 70. The torque is RINS + RINR. Here, since RINC = RINS and RMRS = RMLS are established, the value RMRS + RINR = RINC + RMLS is obtained.

  As described above, the left electric motor 41 is power-running and the right electric motor 42 is regeneratively controlled, thereby reducing the torque acting on the main carrier 72 by the value RMLS and the torque acting on the main sun gear 71 as a value. Can be increased by RMLS. That is, a torque difference corresponding to the value 2 · RMLS can be generated between the main sun gear 71 and the main carrier 72, thereby generating a counterclockwise yaw moment that promotes the left turn of the vehicle V. be able to. In this case, since the tooth ratio is the value λ and RMLS = TMR / λ is established, the torque difference 2 · RMLS between the main sun gear 71 and the main carrier 72 is 2 · RMLS = 2 · TMR / λ. It becomes.

  On the other hand, when the left electric motor 41 is regeneratively controlled and the right electric motor 42 is power running controlled while the vehicle V is turning left, the torque acting on the main carrier 72 is increased and the main sun gear 71 is increased. Thus, a counterclockwise yaw moment that promotes a left turn of the vehicle V can be generated.

  As described above, according to the power transmission device 1E of the sixth embodiment, it is possible to obtain the same functions and effects as those of the power transmission device 1A of the second embodiment. That is, the left and right electric motors 41 are independent of the rotational speed of the left and right drive shafts 5 and 5 within a range in which a collinear relationship is established between the three rotating bodies in each of the left and right sub-differential mechanisms 50 and 60. , 42 can be freely set, so that the left and right electric motors 41, 42 can be used in a more efficient rotation range than the power transmission device of Patent Document 1, and the driving efficiency is improved. Power consumption can be reduced. Furthermore, as the left and right electric motors 41 and 42, small ones that can be operated in a high speed range can be used, and the power transmission device 1E can be downsized. As a result, versatility and merchantability can be improved.

  Further, in the left and right sub-differential mechanisms 50 and 60, the central rotating elements (that is, the left and right carriers 54 and 64) among the three rotating elements having a collinear relationship are configured to be rotatable integrally with each other. Therefore, compared with the case where the outer rotating elements of the three rotating elements having a collinear relationship are configured to rotate integrally with each other (for example, in the case of power transmission devices 1F and 1G described later), The torque difference generated between the main sun gear 71 and the main carrier 72 can be set to a larger value when one of the electric motors 41 and 42 is subjected to power running control and the other is regeneratively controlled. As a result, the left and right electric motors 41 and 42 can be further miniaturized, and the power transmission device 1E can be further miniaturized.

  Furthermore, the outer rotating elements (that is, the left and right sun gears 51 and 61) in the left and right sub-differential mechanisms 50 and 60 are replaced with the two outer rotating elements (that is, the main sun gear 71 and the main carrier 72) in the main differential mechanism 70. Since they are connected to each other, the outer rotary elements in the left and right sub-differential mechanisms 50 and 60, such as the power transmission device 1A of the second embodiment, are connected to the outer rotary element and the central element of the main differential mechanism 10. Compared to the case, a larger torque difference can be obtained. Specifically, since a torque difference of value 2 · TML / λ is obtained between the main sun gear 71 and the main carrier 72, a torque difference twice as large as that of the power transmission device 1A of the second embodiment is obtained. Can be obtained.

  In addition, since the rotational axes of the three differential mechanisms 70, 50, 60 are arranged on the same straight line, the radial size of the power transmission device 1E can be reduced. As described above, versatility and merchantability can be further improved.

  Next, a power transmission device 1F according to a seventh embodiment will be described with reference to FIG. As shown in the figure, in the case of this power transmission device 1F, compared with the power transmission device 1E of the sixth embodiment described above, the left and right sub differential mechanisms described above are replaced with the left and right sub differential mechanisms 50, 60. The only difference is that the mechanisms 50B and 60B (see FIG. 12) are provided, and the rest are the same. Therefore, hereinafter, only differences from the power transmission device 1E of the sixth embodiment will be described, and the same components as those of the power transmission device 1E of the sixth embodiment are denoted by the same reference numerals and description thereof will be omitted.

  24 and FIG. 12 described above, in the case of the left and right sub-differential mechanisms 50B and 60B of the present embodiment, the left sun gear 51B of the left sub-differential mechanism 50B is the same as the main differential mechanism 70. Except for being fixed integrally and concentrically with the right end of the hollow shaft 77, the left and right sub-differential mechanisms 50B and 60B shown in FIG. 12 have the same configuration. Omitted.

  In this embodiment, the main differential mechanism 70 is the first differential mechanism, the main sun gear 71 is the first rotating element, the main carrier 72 is the second rotating element, and the input gear 76 is the third rotating element. Equivalent to. The left sub-differential mechanism 50B corresponds to the second differential mechanism, the left sun gear 51B corresponds to the fourth rotating element, the left carrier 52B corresponds to the sixth rotating element, and the left ring gear 54B corresponds to the fifth rotating element. Further, the right sub-differential mechanism 60B corresponds to the third differential mechanism, the right sun gear 61B corresponds to the seventh rotating element, the right carrier 62B corresponds to the ninth rotating element, and the right ring gear 64B corresponds to the eighth rotating element.

  In the power transmission device 1F configured as described above, the speed relationship of the rotating elements in the main differential mechanism 70 and the left and right sub-differential mechanisms 50B and 60B during the straight traveling of the vehicle V is, for example, shown in FIG. It will be a thing. In the figure, of the two white circle points arranged vertically on the central vertical line, the upper point represents the speed of the input gear 76, and the lower point represents the speed of the left and right ring gears 54B and 64B. Yes.

  In the state where the collinear relationship shown in FIG. 25 is established, when the two electric motors 41 and 42 are power-running with the same generated torques TML and TMR, the left sun gear 51B and the left Reaction force torques RMLS and RMLR act on the ring gear 54B, and reaction force torques RMRS and RMRR act on the right sun gear 61B and the right ring gear 64B due to the right generated torque TMR.

  In this case, the left and right ring gears 54B and 64B are not connected to other members and are configured to be freely rotatable, so that the reaction force torques RMLR and RMRR acting on the left and right ring gears 54B and 64B, The reaction torques RMLS and RMRS acting on the sun gears 51B and 61B are extremely small values. Therefore, the rotation speeds of the left and right sun gears 51B and 61B do not change, the rotation speeds of the left and right ring gears 54B and 64B increase, and the rotation speeds of the two electric motors 41 and 42 also increase. That is, the collinear relationship of each rotating element changes from the state indicated by the solid line in FIG. 25 to the state indicated by the broken line.

  On the other hand, when the two electric motors 41 and 42 are regeneratively controlled so that the same regenerative power can be obtained, on the other hand, the direction of the torque is reversed so that the left and right sun gears 51B and 61B The rotation speed does not change, the rotation speeds of the left and right ring gears 54B and 64B are lowered, and the rotation speeds of the two electric motors 41 and 42 are also lowered. As described above, in the power transmission device 1F, during the straight traveling of the vehicle V, the two electric motors 41 and 42 are simultaneously subjected to power running control / regenerative control, thereby increasing the rotational speeds of the two electric motors 41 and 42 / Can be reduced. Further, even when the vehicle V is stopped, the rotational speeds of the two electric motors 41 and 42 can be increased / decreased by the same method as described above.

  Next, an operation when the vehicle V is traveling left turn will be described. During the left turn of the vehicle V, for example, when the left electric motor 41 is regeneratively controlled and the right electric motor 42 is powering controlled, the relationship between the speeds of the rotating elements in the three differential mechanisms 10, 50B, 60B, The relationship of torque acting on each rotating element is as shown in FIG.

  As shown in the figure, in the left sub-differential mechanism 50B, reaction force torques RMLS and RMLR act on the left sun gear 51B and the left ring gear 54B due to the left converted torque TMLc acting on the left carrier 52B, and the right sub-differential mechanism 50B In the differential mechanism 60B, reaction force torques RMRS and RMRR act on the right sun gear 61B and the right ring gear 64B due to the right generated torque TMR acting on the right carrier 62B.

  Here, as described above, since the gear ratio of the left and right sub-differential mechanisms 50B and 60B is set to the same value λ, the reaction torque RMLR of the left ring gear 54B and the reaction torque RMRR of the right ring gear 64B are set. Act in the opposite direction at the same value and balance each other. As a result, the left and right ring gears 54B and 64B maintain their rotational speeds.

  Further, since the left sun gear 51B of the left sub-differential mechanism 50B is configured to rotate integrally with the main carrier 72 of the main differential mechanism 70, the torque acting on the main carrier 72 of the main differential mechanism 70 is , RINC-RMLS. That is, the torque acting on the main carrier 72 decreases by the value RMLS.

  Further, since the right sun gear 61B of the right sub-differential mechanism 60B is configured to rotate integrally with the main sun gear 71 of the main differential mechanism 70, the reaction force that acts on the main sun gear 71 of the main differential mechanism 70. The torque is RINS + RINR. Here, since RINC = RINS and RMRS = RMLS are established, the value RMRS + RINR becomes RMRS + RINR = RINC + RMLS.

  As described above, the regenerative control of the left electric motor 41 and the power running control of the right electric motor 42 reduce the torque acting on the main carrier 72 by the value RMLS, and the torque acting on the main sun gear 71 is set to a value. Can be increased by RMLS. That is, a torque difference corresponding to the value 2 · RMLS can be generated between the main sun gear 71 and the main carrier 72, thereby generating a counterclockwise yaw moment that promotes the left turn of the vehicle V. be able to. In this case, since RMLS = RMRS = TMR / (λ + 1) = TML / (λ + 1), the torque difference 2 · RMLS becomes 2 · RMLS = 2 · TMR / (λ + 1).

  On the other hand, when the left electric motor 41 is power-running and the right electric motor 42 is regeneratively controlled while the vehicle V is turning left, the torque acting on the main carrier 72 is increased and the main sun gear 71 is increased. The torque acting on the vehicle V can be reduced, and thereby a clockwise yaw moment that suppresses the left turn of the vehicle V can be generated.

  As described above, according to the power transmission device 1F of the seventh embodiment, it is possible to obtain the same functions and effects as those of the power transmission device 1B of the third embodiment. That is, the left and right electric motors 41 are independent of the rotational speed of the left and right drive shafts 5 and 5 within a range in which a collinear relationship is established between the three rotating bodies in each of the left and right sub-differential mechanisms 50B and 60B. , 42 can be freely set, so that the left and right electric motors 41, 42 can be used in a more efficient rotation range than the power transmission device of Patent Document 1, and the driving efficiency is improved. Power consumption can be reduced. Furthermore, as the left and right electric motors 41 and 42, small ones that can be operated in a high speed range can be used, and the power transmission device 1F can be downsized. As a result, versatility and merchantability can be improved.

  Further, the outer rotating elements (that is, the left and right sun gears 51B and 61B) in the left and right sub-differential mechanisms 50B and 60B are replaced with the two outer rotating elements (that is, the main sun gear 71 and the main carrier 72) in the main differential mechanism 70. Since they are connected to each other, the outer rotary elements of the left and right sub-differential mechanisms 50 and 60, such as the power transmission device 1B of the third embodiment, are connected to the outer rotary element and the central element of the main differential mechanism 10, respectively. Compared to the case, a larger torque difference can be obtained. Specifically, since a torque difference of value 2 · TML / λ is obtained between the main sun gear 71 and the main carrier 72, a torque difference twice as large as that of the power transmission device 1B of the third embodiment is obtained. Can be obtained.

  Further, since the rotation axes of the three differential mechanisms 70, 50B, 60B are arranged on the same straight line, the radial size of the power transmission device 1F can be reduced. As described above, versatility and merchantability can be further improved. Further, since the left and right electric motors 41 and 42 are respectively connected to the left and right carriers 52B and 62B in the left and right sub-differential mechanisms 50B and 60B, these are connected to the left and right sun gears 51B and 61B and the left and right ring gears 54B and 64B. Compared with the case of connecting to the left and right electric motors 41 and 42 and the left and right sub-differential mechanisms 50B and 60B, it becomes easy to align, and the number of mechanical elements for alignment can be reduced.

  Next, a power transmission device 1G according to an eighth embodiment will be described with reference to FIG. As shown in the figure, in the case of this power transmission device 1G, when compared with the power transmission device 1D of the fifth embodiment described above, instead of the left and right sub-differential mechanisms 20, 30, the left and right sub-transmission mechanisms described above are used. The only difference is that the differential mechanisms 20C and 30C (see FIG. 15) are provided, and the rest is configured identically. Therefore, hereinafter, only differences from the power transmission device 1D of the fifth embodiment will be described, and the same components as those of the power transmission device 1D of the fifth embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

  Further, as apparent from a comparison between FIG. 27 and FIG. 15 described above, in the case of the left and right sub-differential mechanisms 20C and 30C of the present embodiment, the left sun gear 21C of the left sub-differential mechanism 20C is the same as the main differential mechanism 70. Except for the fact that it is fixed to the right end of the hollow shaft 77 integrally and concentrically, it is configured identically to the left and right sub-differential mechanisms 20C, 30C shown in FIG. Omitted.

  In this embodiment, the main differential mechanism 70 is the first differential mechanism, the main sun gear 71 is the first rotating element, the main carrier 72 is the second rotating element, and the input gear 76 is the third rotating element. Equivalent to. The left sub-differential mechanism 20C corresponds to the second differential mechanism, the left sun gear 21C corresponds to the fourth rotating element, the left carrier 22C corresponds to the fifth rotating element, and the left ring gear 24C corresponds to the sixth rotating element. Further, the right sub-differential mechanism 30C corresponds to the third differential mechanism, the right sun gear 31C corresponds to the seventh rotating element, the right carrier 32C corresponds to the eighth rotating element, and the right ring gear 34C corresponds to the ninth rotating element.

  In the power transmission device 1G configured as described above, the speed relationship of the rotating elements in the main differential mechanism 70 and the left and right sub-differential mechanisms 20C and 30C during the straight traveling of the vehicle V is, for example, shown in FIG. It will be a thing. In the figure, at the two white circle points arranged vertically on the center vertical line, the upper point represents the speed of the input gear 76 and the lower point represents the speed of the left and right carriers 22C and 32C. Yes.

  In a state where the collinear relationship shown in FIG. 28 is established, when the two electric motors 41 and 42 are power-running with the same generated torques TML and TMR, the left sun gear 21C and the left Reaction force torques RMLS and RMLC act on the carrier 22C, and reaction force torques RMRS and RMRC act on the right sun gear 31C and the right carrier 32C due to the right generated torque TMR.

  In this case, the left and right carriers 22C, 32C are not connected to other members, and are configured to be freely rotatable, so that the reaction force torques RMLC, RMRC acting on the left and right carriers 22C, 32C, The reaction force torques RMLS and RMRS acting on the sun gears 21C and 31C are extremely small values. Therefore, the rotation speeds of the left and right sun gears 21C and 31C do not change, the rotation speeds of the left and right carriers 22C and 32C increase, and the rotation speeds of the two electric motors 41 and 42 also increase. That is, the collinear relationship of each rotating element changes from the state indicated by the solid line in FIG. 28 to the state indicated by the broken line.

  On the other hand, when the two electric motors 41 and 42 are regeneratively controlled so that the same regenerative power can be obtained, the direction of the torque is reversed, so that the left and right sun gears 21C and 31C The rotation speed does not change, the rotation speeds of the left and right carriers 22C, 32C decrease, and the rotation speeds of the two electric motors 41, 42 also decrease. As described above, in the power transmission device 1G, during the straight traveling of the vehicle V, the two electric motors 41 and 42 are simultaneously subjected to power running control / regenerative control, thereby increasing the rotational speed of the two electric motors 41 and 42 / Can be reduced. Further, even when the vehicle V is stopped, the rotational speeds of the two electric motors 41 and 42 can be increased / decreased by the same method as described above.

  Next, an operation when the vehicle V is traveling left turn will be described. During the left turn of the vehicle V, for example, when the left electric motor 41 is regeneratively controlled and the right electric motor 42 is powering controlled, the relationship between the speeds of the rotating elements in the three differential mechanisms 10, 20C, and 30C, The relationship of torque acting on each rotating element is as shown in FIG. That is, in the left sub-differential mechanism 20C, the reaction torques RMLS and RMLC act on the left sun gear 21C and the left carrier 22C due to the left equivalent torque TMLc acting on the left ring gear 24C. The reaction torques RMRS and RMRC act on the right sun gear 31C and the right carrier 32C due to the right generated torque TMR acting on the right ring gear 34C.

  Here, in the left and right sub-differential mechanisms 20C and 30C, as described above, since the gear ratio is set to the same value λ, the reaction torque RMLC of the left carrier 22C and the reaction torque of the right carrier 32C are set. RMRC acts in the opposite direction at the same value and balances. As a result, the left and right carriers 22C and 32C maintain their rotational speed.

  Further, since the left sun gear 21C of the left sub-differential mechanism 20C is configured to rotate integrally with the main carrier 72 of the main differential mechanism 70, the torque acting on the main carrier 72 of the main differential mechanism 70 is , RINC-RMLS. That is, the torque acting on the main carrier 72 decreases by the value RMLS.

  Further, since the right sun gear 31C of the right sub-differential mechanism 30C is configured to rotate integrally with the main sun gear 71 of the main differential mechanism 70, the reaction force that acts on the main sun gear 71 of the main differential mechanism 70. The torque is RINS + RINR. Here, since RINC = RINS and RMRS = RMLS are established, the value RMRS + RINR becomes RMRS + RINR = RINC + RMLS.

  That is, the regenerative control of the left electric motor 41 and the power running control of the right electric motor 42 reduce the torque acting on the main carrier 72 by the value RMLS, and the torque acting on the main sun gear 71 by the value RMLS, Can be raised. That is, a torque difference corresponding to the value 2 · RMLS can be generated between the main sun gear 71 and the main carrier 72, thereby generating a counterclockwise yaw moment that promotes the left turn of the vehicle V. be able to. In this case, since RMLS = RMRS = TMR / λ = TML / λ, the torque difference 2 · RMLS is 2 · RMLS = 2 · TML / λ.

  On the other hand, when the left electric motor 41 is power-running and the right electric motor 42 is regeneratively controlled while the vehicle V is turning left, the torque acting on the main carrier 72 is increased and the main sun gear 71 is increased. The torque acting on the vehicle V can be reduced, and thereby a clockwise yaw moment that suppresses the left turn of the vehicle V can be generated.

  As described above, according to the power transmission device 1G of the eighth embodiment, it is possible to obtain the same functions and effects as those of the power transmission device 1C of the fourth embodiment. That is, the left and right electric motors 41 are independent of the rotational speed of the left and right drive shafts 5 and 5 within a range in which a collinear relationship is established between the three rotating bodies in each of the left and right sub-differential mechanisms 20C and 30C. , 42 can be freely set, so that the left and right electric motors 41, 42 can be used in a more efficient rotation range than the power transmission device of Patent Document 1, and the driving efficiency is improved. Power consumption can be reduced. Furthermore, as the left and right electric motors 41 and 42, small ones that can be operated in a high speed range can be used, and the power transmission device 1G can be downsized. As a result, versatility and merchantability can be improved.

  Further, the outer rotating elements (that is, the left and right sun gears 21C and 31C) in the left and right sub-differential mechanisms 20C and 30C are replaced with the two outer rotating elements (that is, the main sun gear 71 and the main carrier 72) in the main differential mechanism 70. Since they are connected to each other, the outer rotary elements of the left and right sub-differential mechanisms 20 and 30 such as the power transmission device 1C of the fourth embodiment are connected to the outer rotary element and the central element of the main differential mechanism 10, respectively. Compared to the case, a larger torque difference can be obtained. Specifically, since a torque difference of the value 2 · TML / λ is obtained between the main sun gear 71 and the main carrier 72, a torque difference twice that of the power transmission device 1C of the fourth embodiment is obtained. Can be obtained.

  Further, since the rotational axes of the three differential mechanisms 70, 20C, and 30C are arranged on the same straight line, the size in the radial direction of the power transmission device 1G can be reduced. As described above, versatility and merchantability can be further improved.

  In the case of the power transmission devices 1D to 1G of the fifth to eighth embodiments described above, the torque difference generated when the left and right electric motors 41 and 42 are controlled as described above is the value 2 · TML / ( λ−1), value 2 · TML / λ, value 2 · TML / (λ + 1) and value 2 · TML / λ, and λ> 1, so the power transmission device 1D of the fifth embodiment is generated. It can be seen that the torque difference is the largest. Therefore, when generating the same torque difference, in the above four power transmission devices 1D to 1G, the power transmission device 1D of the fifth embodiment can make the left and right electric motors 41 and 42 the smallest.

  Next, a power transmission device 1H according to a ninth embodiment will be described with reference to FIG. As shown in the figure, in the case of this power transmission device 1H, when compared with the power transmission device 1E according to the sixth embodiment described above, the left and right sub differential mechanisms 50, 60 are replaced with the left and right sub differential mechanisms 50 and 60 described above. The only difference is that the differential mechanisms 50H and 60H are provided, and the other configurations are the same. Therefore, hereinafter, only differences from the power transmission device 1E of the sixth embodiment will be described, and the same components as those of the power transmission device 1E of the sixth embodiment are denoted by the same reference numerals, and description thereof will be omitted.

  These left and right sub-differential mechanisms 50H and 60H are single-pinion type planetary gear mechanisms. Compared with the above-described left and right sub-differential mechanisms 50 and 60, the connection relationship between the rotating elements is as described below. Except for the differences, the left and right sub-differential mechanisms 50 and 60 are configured identically. That is, the gear ratio of the left and right sub-differential mechanisms 50H and 60H is set to the value λ described above.

  First, the left sub differential mechanism 50H includes a left sun gear 51H, a left carrier 52H, a left pinion gear 53H, a left ring gear 54H, and the like. The left sun gear 51H is integrated with a right sun gear 61H of a right sub differential mechanism 60H described later. And it is directly connected to rotate concentrically. The left carrier 52H is integrally and concentrically fixed to the hollow shaft 77 of the main differential mechanism 70. Further, the left ring gear 54 </ b> H is concentrically fixed to the rotor so as to rotate integrally with the rotor of the left electric motor 41 while the left electric motor 41 is rotating.

  On the other hand, the right sub-differential mechanism 60H includes a right sun gear 61H, a right carrier 62H, a right pinion gear 63H, a right ring gear 64H, and the like. As described above, the right sun gear 61H is directly connected to rotate integrally and concentrically with the left sun gear 51H. Further, the right carrier 62H is fixed concentrically to the right drive shaft 5 and thereby rotates integrally with the main sun gear 71 of the main differential mechanism 70. The right ring gear 64H is concentrically fixed to the rotor so as to rotate integrally with the rotor of the right electric motor 42 while the right electric motor 42 is rotating.

  In this embodiment, the main differential mechanism 70 is the first differential mechanism, the main sun gear 71 is the first rotating element, the main carrier 72 is the second rotating element, and the input gear 76 is the third rotating element. Equivalent to. The left sub-differential mechanism 50H corresponds to the second differential mechanism, the left sun gear 51H corresponds to the fourth rotating element, the left carrier 52H corresponds to the sixth rotating element, and the left ring gear 54H corresponds to the fifth rotating element. Further, the right sub-differential mechanism 60H corresponds to a third differential mechanism, the right sun gear 61H corresponds to a seventh rotating element, the right carrier 62H corresponds to a ninth rotating element, and the right ring gear 64H corresponds to an eighth rotating element.

  In the power transmission device 1H configured as described above, the speed relationship of the rotating elements in the main differential mechanism 70 and the left and right sub-differential mechanisms 50H and 60H during straight traveling of the vehicle V is, for example, shown in FIG. It will be a thing. In the figure, at the two white circle points arranged vertically on the central vertical line, the upper point represents the speed of the input gear 76, and the lower point represents the speed of the left and right sun gears 51H and 61H. Yes.

  In a state where the collinear relationship shown in FIG. 31 is established, when the two electric motors 41 and 42 are controlled by the same generated torques TML and TMR, the left sun gear 51H and the left Reaction force torques RMLS, RMLC act on the carrier 52H, and reaction force torques RMRS, RMRC act on the right sun gear 61H and the right carrier 62H due to the right generated torque TMR.

  In this case, the left and right sun gears 51H and 61H are not connected to other members and are configured to be freely rotatable, so that reaction force torques RMLS and RMRS acting on the left and right sun gears 51H and 61H, The reaction torques RMLC and RMRC acting on the carriers 52H and 62H are extremely small values. Therefore, the rotation speeds of the left and right carriers 52H and 62H do not change, the rotation speeds of the left and right sun gears 51H and 61H decrease, and the rotation speeds of the two electric motors 41 and 42 increase. That is, the collinear relationship of each rotating element changes from the state indicated by the solid line in FIG. 31 to the state indicated by the broken line.

  On the other hand, when the two electric motors 41 and 42 are regeneratively controlled so that the same regenerative power can be obtained, on the other hand, the direction of the torque is reversed so that the left and right carriers 52H and 62H The rotation speed does not change, the rotation speeds of the left and right sun gears 51H and 61H increase, and the rotation speeds of the two electric motors 41 and 42 decrease. As described above, in the power transmission device 1H, during the straight traveling of the vehicle V, the two electric motors 41 and 42 are simultaneously subjected to power running control / regenerative control, thereby increasing the rotational speed of the two electric motors 41 and 42 / Can be reduced. Further, even when the vehicle V is stopped, the rotational speeds of the two electric motors 41 and 42 can be increased / decreased by the same method as described above.

  Next, an operation when the vehicle V is traveling left turn will be described. When the left electric motor 41 is regeneratively controlled and the right electric motor 42 is power-running while the vehicle V is turning left, the relationship between the speeds of the rotating elements in the three differential mechanisms 70, 50H, and 60H, The relationship between torques acting on the rotating elements is, for example, as shown in FIG. That is, in the left sub-differential mechanism 50H, reaction torques RMLS and RMLC act on the left sun gear 51H and the left carrier 52H due to the left equivalent torque TMLc acting on the left ring gear 54H, and in the right sub-differential mechanism 60H. Due to the right generated torque TMR acting on the right ring gear 64H, reaction force torques RMRS, RMRC act on the right sun gear 61H and the right carrier 62H.

  Here, as described above, since the gear ratio of the left and right sub-differential mechanisms 50H and 60H is set to the same value λ, the reaction torque RMLC of the left carrier 52H and the reaction torque RMRC of the right carrier 62H are set. Act in the opposite direction at the same value and balance each other. As a result, the left and right sun gears 51H and 61H maintain their rotational speeds.

  Further, since the left carrier 52H of the left sub-differential mechanism 50H is configured to rotate integrally with the main carrier 72 of the main differential mechanism 70, the torque acting on the main carrier 72 of the main differential mechanism 70 is , RINC-RMLC. That is, the torque acting on the main carrier 72 is reduced by the value RMLC.

  Further, since the right carrier 62H of the right sub-differential mechanism 60H is configured to rotate integrally with the main sun gear 71 of the main differential mechanism 70, the reaction force acting on the main sun gear 71 of the main differential mechanism 70. The torque is RINS + RMRC. Here, since RINS = RINC and RMLC = RMRC are established, the value RINS + RMRC becomes RINS + RMRC = RINC + RMLC.

  As described above, the regenerative control of the left electric motor 41 and the power running control of the right electric motor 42 reduce the torque acting on the main carrier 72 by the value RMLC and the torque acting on the main sun gear 71 as a value. Can be increased by RMLC. That is, a torque difference corresponding to the value 2 · RMLC can be generated between the main sun gear 71 and the main carrier 72, thereby generating a counterclockwise yaw moment that promotes the left turn of the vehicle V. be able to. In this case, since RMLC = RMRC = TMR · (λ + 1) / λ = TML · (λ + 1) / λ, the torque difference 2 · RMLC becomes 2 · RMLC = 2 · TML · (λ + 1) / λ. .

  On the other hand, when the left electric motor 41 is power-running and the right electric motor 42 is regeneratively controlled while the vehicle V is turning left, the torque acting on the main carrier 72 is increased and the main sun gear 71 is increased. The torque acting on the vehicle V can be reduced, and thereby a clockwise yaw moment that suppresses the left turn of the vehicle V can be generated.

  As described above, according to the power transmission device 1H of the ninth embodiment, as in the power transmission devices 1 and 1A to 1G of the above-described embodiments, the three left and right sub-differential mechanisms 50H and 60H have three Since the rotational speeds of the left and right electric motors 41 and 42 can be freely set regardless of the rotational speeds of the left and right drive shafts 5 and 5 within a range where the collinear relationship is established between the rotating bodies, the patent Compared with the power transmission device of Document 1, the left and right electric motors 41 and 42 can be used in an efficient rotation range, so that the operation efficiency can be improved and the power consumption can be reduced. Furthermore, as the left and right electric motors 41 and 42, small ones that can be operated in a high speed range can be used, and the power transmission device 1H can be downsized. As a result, versatility and merchantability can be improved. In addition, since the rotation axes of the three differential mechanisms 70, 50H, and 60H are arranged on the same straight line, the size in the radial direction of the power transmission device 1H can be reduced.

  Further, in the case of the power transmission device 1H of the ninth embodiment, the torque difference generated when the left and right electric motors 41 and 42 are controlled as described above is the value 2 · TML · (λ + 1) / λ. On the other hand, in the case of the power transmission devices 1 and 1A to 1G of the first to eighth embodiments described above, the torque differences are the value TML / (λ−1), the value TML / λ, the value TML / (λ + 1), The value TML / λ, the value 2 · TML / (λ−1), the value 2 · TML / λ, the value 2 · TML / (λ + 1), and the value 2 · TML / λ. In this case, since λ> 1, it can be seen that the torque difference generated by the power transmission device 1H of the ninth embodiment is the largest. Therefore, when the same torque difference is generated, in the above nine power transmission devices 1 and 1A to 1H, the power transmission device 1H of the ninth embodiment can make the left and right electric motors 41 and 42 the smallest.

  The power transmission device 1H of the ninth embodiment described above is an example in which the sun gears 51H and 61H of the left and right sub-differential mechanisms 50H and 60H are directly connected to each other, but instead, the left and right ring gears 54H and 64H are connected. They may be directly connected to each other. In that case, the rotors of the left and right electric motors 41 and 42 may be connected to the sun gears 51H and 61H, respectively.

  The power transmission device 1H according to the ninth embodiment is an example in which a single pinion type planetary gear mechanism is used as the left and right sub-differential mechanisms 50H and 60H. Instead, a double pinion type planetary gear is used. A mechanism may be used. In that case, the carriers of the left and right sub-differential mechanisms are connected to the left and right electric motors 41 and 42, the left and right sun gears or the left and right ring gears are directly connected, and the left and right ring gears or the left and right sun gears are connected to the main differential. What is necessary is just to connect with the hollow shaft 77 (or main carrier 72) and the main sun gear 71 (or right drive shaft 5) of the mechanism 70, respectively.

  Further, each of the first to ninth embodiments described above is an example in which the power transmission device of the present invention is applied to a front wheel drive type four-wheeled vehicle V, but the power transmission device of the present invention is not limited thereto. It can also be applied to other vehicles and other industrial equipment. For example, the power transmission device of the present invention may be applied to a drive system on the rear wheel side in an all-wheel drive type four-wheel vehicle, or may be applied to endless track vehicles such as snow vehicles and tanks.

  Each embodiment is an example in which a main differential mechanism 10 of a combination of a ring gear and two side gears or a main differential mechanism 70 of a planetary gear mechanism type is used as the first differential mechanism. The first differential mechanism of the present invention is not limited to these, and may be any one having three rotating bodies that can rotate while maintaining a collinear relationship with each other. For example, you may use what has three rollers, three screws, etc. as three rotary bodies.

  Furthermore, each embodiment is an example in which the planetary gear mechanisms 20, 20C, 50, 50B, and 50H are used as the second differential mechanism. However, the second differential mechanism of the present invention is not limited to these and may be mutually shared. What is necessary is just to have three rotary bodies which can rotate, maintaining a linear relationship. For example, as the second differential mechanism, a mechanism having three rotating bodies in which a plurality of rollers and a carrier are combined may be used.

  In addition, each embodiment is an example using planetary gear mechanisms 30, 30C, 60, 60B, 60H as the third differential mechanism, but the third differential mechanism of the present invention is not limited to these. Any one having three rotating bodies that can rotate while maintaining a collinear relationship with each other may be used. For example, as the third differential mechanism, a mechanism having three rotating bodies in which a plurality of rollers and carriers are combined may be used.

  Each embodiment is an example in which two planetary gear mechanisms in which the gear ratio is set to the same value λ are used as the second and third differential mechanisms, respectively. The differential mechanism is not limited to these, and two differential mechanisms having different tooth number ratios may be used as the second and third differential mechanisms.

  Furthermore, although each embodiment is an example using ECU2 as a control apparatus which controls the electric motors 41 and 42 on either side, a control apparatus is not restricted to this, What can control the electric motors 41 and 42 on either side If it is. For example, instead of the ECU 2, a combination of a microcomputer and an electric circuit may be used.

DESCRIPTION OF SYMBOLS 1 Power transmission device 1A-1H Power transmission device 3 Engine (power source)
6 Left and right front wheels (first and second driven parts)
10 Main differential mechanism (first differential mechanism)
12 Input gear (third rotating element)
15 Left and right side gears (first and second rotating elements)
20 Left sub differential mechanism (second differential mechanism)
21 Left sun gear (fourth rotating element)
22 Left carrier (5th rotating element)
24 Left ring gear (sixth rotating element)
20C Left auxiliary differential mechanism (second differential mechanism)
21C Left sun gear (4th rotating element)
22C Left carrier (5th rotating element)
24C Left ring gear (6th rotating element)
30 Right sub differential mechanism (third differential mechanism)
31 Right sun gear (seventh rotating element)
32 Right carrier (8th rotating element)
34 Right ring gear (9th rotating element)
30C Right sub differential mechanism (third differential mechanism)
31C Right sun gear (seventh rotating element)
32C Right carrier (8th rotating element)
34C Right ring gear (9th rotating element)
41 Left electric motor (first rotating machine)
42 Right electric motor (second rotating machine)
50 Left secondary differential mechanism (second differential mechanism)
51 Left sun gear (4th rotating element)
52 Left carrier (6th rotating element)
54 Left ring gear (5th rotating element)
50B Left secondary differential mechanism (second differential mechanism)
51B Left sun gear (4th rotating element)
52B Left carrier (sixth rotating element)
54B Left ring gear (5th rotating element)
50H Left sub differential mechanism (second differential mechanism)
51H Left sun gear (4th rotating element)
52H Left carrier (6th rotating element)
54H Left ring gear (5th rotating element)
60 Right sub differential mechanism (third differential mechanism)
61 Right sun gear (seventh rotating element)
62 Right carrier (9th rotating element)
64 Right ring gear (8th rotating element)
60B Right sub differential mechanism (third differential mechanism)
61B Right sun gear (seventh rotating element)
62B Right carrier (9th rotating element)
64B Right ring gear (8th rotating element)
60H Right sub differential mechanism (third differential mechanism)
61H Right sun gear (seventh rotating element)
62H Right carrier (9th rotating element)
64H Right ring gear (8th rotating element)
70 Main differential mechanism (first differential mechanism)
71 Main sun gear (first rotating element)
72 Main carrier (second rotating element)
76 Input gear (third rotating element)

Claims (7)

A power transmission device that distributes and transmits power from a power source to the first and second driven parts, and that can change power distribution to the first and second driven parts,
The first to third rotating elements have a rotation speed of the first to third rotating elements satisfying the collinear relationship, and the third rotating element is the first rotating element on the collinear diagram representing the collinear relationship. The rotating element is configured to be positioned between the rotating element and the second rotating element. The first rotating element is disposed on the first driven part, the second rotating element is disposed on the second driven part, and the third rotating element. A rotating element is connected to each of the power sources so as to be able to transmit power, and a first differential mechanism,
The fourth to sixth rotation elements have a rotation speed of the fourth to sixth rotation elements satisfying the collinear relationship, and the sixth rotation element is the fourth rotation on the collinear diagram representing the collinear relationship. A second differential mechanism configured to be positioned between the rotating element and the fifth rotating element;
The seventh to ninth rotation elements have a rotation speed of the seventh to ninth rotation elements satisfying the collinear relationship, and the ninth rotation element is the seventh rotation on the collinear diagram representing the collinear relationship. A third differential mechanism configured to be positioned between the rotating element and the eighth rotating element;
First and second rotating machines;
With
The fourth rotating element and the seventh rotating element constitute one set, the fifth rotating element and the eighth rotating element constitute one set, and the sixth rotating element and the ninth rotating element constitute one set. Among the set of rotating elements, any one set of rotating elements is configured to be rotatable integrally with each other, and the other two sets of rotating elements are any two of the first to third rotating elements. The other two rotating elements are connected to the first and second rotating machines so as to be able to transmit power, respectively.   The power transmission device according to claim 1, wherein the sixth rotation element and the ninth rotation element are configured to be rotatable integrally with each other. One of the first rotating element and the second rotating element is connected to one of the fourth rotating element and the fifth rotating element so that power can be transmitted,
The other of said 1st rotation element and said 2nd rotation element is connected to one of said 7th rotation element and said 8th rotation element so that power transmission is possible, The Claim 1 or 2 characterized by the above-mentioned. Power transmission device. Each of the second and third differential mechanisms is composed of a planetary gear mechanism having a sun gear, a carrier supporting a double pinion type planetary gear, and a ring gear.
The one of the fourth and fifth rotating elements is the sun gear, and the other of the fourth and fifth rotating elements is the carrier;
The one of the seventh and eighth rotating elements is the sun gear, and the other of the seventh and eighth rotating elements is the carrier;
The power transmission device according to claim 3, wherein the sixth and ninth rotating elements are ring gears integrally formed with each other. Each of the second and third differential mechanisms is composed of a planetary gear mechanism having a sun gear, a carrier supporting a double pinion type planetary gear, and a ring gear.
One of the first and second rotating machines is connected to the carrier of one of the second and third differential mechanisms so that power can be transmitted,
The other of the first and second rotating machines is connected to the other carrier of the second and third differential mechanisms so that power can be transmitted. Power transmission device.   6. The planetary gear mechanism according to claim 1, wherein the first differential mechanism includes a sun gear, a carrier that supports a planetary gear of a double pinion type, and a ring gear. Power transmission device.   The power transmission device according to any one of claims 1 to 6, wherein the first to third differential mechanisms are arranged concentrically with each other along a rotation axis.

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