JP2848129B2 - Left and right driving force adjustment device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for distributing driving force to left and right driving wheels in a four-wheel drive or two-wheel drive vehicle, or a method for driving left and right non-drive wheels (not drive wheels) in a two-wheel drive vehicle. The present invention relates to a vehicle left / right driving force adjustment device suitable for use in driving force distribution by transfer of power between wheels.

[0002]

2. Description of the Related Art In recent years, four-wheel drive vehicles (hereinafter, referred to as four-wheel drive vehicles) have been actively developed, but the torque distribution (driving force distribution) between front and rear wheels can be positively adjusted. Various types of full-time four-wheel drive vehicles have been developed. On the other hand, in an automobile, the torque distribution mechanism transmitted to the left and right wheels can be broadly regarded as a conventional normal differential device or an LSD including an electronic control type.
(Limited slip differentials) are conceivable, but they do not positively adjust the torque distribution and cannot freely distribute the torque of the left and right wheels.

[0003]

By the way, along with the torque distribution adjusting device between the front and rear wheels, development of a device capable of adjusting the torque distribution between the left and right wheels is also expected. In this case, not only between the left and right driving wheels in the four-wheel drive vehicle but also in the torque distribution adjustment between the left and right drive wheels in the two-wheel drive vehicle.

Further, the torque distribution includes not only the distribution of the output torque of the engine but also the state of transmission of the torque generated by the transfer of power between the left and right rotating axles.
Considering this largely, it is conceivable to perform torque distribution adjustment between left and right non-drive wheels (wheels that are not drive wheels) in a two-wheel drive vehicle. In other words, the left and right non-driving wheels do not receive the driving force from the engine, but if a state where power is transmitted from one of the non-driving wheels to the other non-driving wheel can be realized, A braking force is generated on the non-driving wheel side, but a driving force is generated on the other non-driving wheel side. Therefore, it is possible to adjust the torque distribution (including the negative driving force, that is, the braking force) even between the left and right non-driving wheels.

[0005] Further, it is desirable that such a left-right driving force adjusting device for a vehicle be capable of distributing torque without causing a large torque loss or energy loss. Therefore, as a driving force transmission control device capable of adjusting the driving force of the left and right wheels by transmitting and receiving the driving force between each of the left and right rotation shafts, one of the left and right rotation shafts is used. The speed of rotation is increased or reduced at a constant speed ratio and output,
By engaging this output portion and the other of the left and right rotating shafts with the other rotating shaft side with a slippable coupling such as a slip clutch, the driving torque is changed from the high-speed rotation side to the low-speed rotation side. A configuration for transmitting information is conceivable.

For example, if the rotational speed of one of the left and right rotating shafts is increased at a constant speed ratio and output,
During normal traveling with a small difference between the rotational speeds of the left and right wheels, this output portion rotates at a higher speed than the rotational speed of the other rotary shaft, so that by engaging this output portion with the other rotary shaft,
The driving torque is transmitted from the output portion on the high-speed rotation side (that is, one rotating shaft side) to the low-speed rotating side (that is, the other rotating shaft side).

When the rotation speed of one of the left and right rotation shafts is reduced and output at a constant speed ratio,
During normal traveling with a small difference between the rotational speeds of the left and right wheels, the output portion rotates at a lower speed than the rotational speed of the other rotating shaft.
The driving torque is transmitted from the high-speed rotation side (that is, the other rotation shaft side) to the output portion side (that is, one rotation shaft side) of the low-speed rotation side.

[0008] This control utilizes the principle that a torque is transmitted only from a higher speed side to a lower speed side in a slip clutch or the like. Also reduces the slip speed. For this reason, among the left and right wheels, the slip ratio of the tire on the wheel whose torque distribution is to be increased increases, and at the same time, the slip ratio of the tire on the wheel whose torque distribution is to be decreased is decreased. Then, the driving torque increases on the side where the slip ratio of the wheel tires increases, and decreases on the side where the slip ratio of the wheel tires decreases.

In order to perform such torque distribution control as theoretically, it is assumed that the tire characteristics are linear.
The tire characteristics can be represented as a tire characteristic diagram which is a relationship (μ-S characteristic) diagram between the slip ratio S (%) of the tire and the friction coefficient μ against road surface drive control, for example, as shown in FIG. become. The friction coefficient μ corresponds to the road surface reaction force of the tire, and the slip ratio S is distinguished between when the tire is in a driving state and when the tire is in a braking state, and when the tire is in a driving state, S = ( V-VB) / V, when in braking state is defined as S = (VB-V) / VB.

As shown in FIG. 20, in a region where the slip ratio S is small (for example, a region where the slip ratio is about 20% or less), the friction coefficient μ is a linear region that increases almost linearly with an increase in the slip ratio S. However, in a region where the slip ratio S is large (for example, a region where the slip ratio is about 20% or more),
The friction coefficient μ is a non-linear region that decreases divergently with an increase in the slip ratio S.

In this non-linear region, the restraining force of the slip clutch or the like exceeds the road grip force of the tire, and the slip clutch is finally locked, so that the control of the theoretical characteristics described above cannot be applied. The present invention
In view of such a problem, the torque distribution control between the left and right wheels can be appropriately performed at various costs on various road surfaces at low cost without causing a large torque loss, energy loss or a decrease in durability of the device. It is an object of the present invention to provide a left and right driving force adjusting device for a vehicle.

[0012]

Means for Solving the Problems] Therefore, whether to claim 1
The vehicle left / right driving force adjusting apparatus of the present invention
Gin power transmission, left wheel side rotation shaft, right
Wheel-side rotation shaft, the input unit and the left wheel-side rotation shaft
Speed of one of the speeds is changed and selectively transmitted to the other
First power transmission means, the input unit, and the right wheel side rotation
Speed of one of the shafts and select the other.
A second power transmission means for selectively transmitting, and the first power transmission
Means for controlling the operating state of the second power transmission means and the second power transmission means.
Control means, and the first power transmission means and
And the operating power transmission hand of the second power transmission means
And the speed of the speed
Based on the differential state with the transmitted rotation speed
Wheel slip determining means for determining the wheel slip state
The control means includes a wheel slip determination means.
If the wheel is slipping based on the
In this case, the first power transmission means and the second power transmission
Action to take if wheels in a step are not slipping
Operates by selecting a power transmission means different from the power transmission means
Is controlled. In addition, in claim 2
The left and right driving force adjusting device for a vehicle according to the present invention includes a left wheel of the vehicle.
Rotation of side rotation shaft, right wheel side rotation shaft, and left wheel side rotation shaft
A second gear for selectively transmitting the speed to the right wheel side rotation shaft
(1) The rotational speed of the power transmission means and the rotation speed of the right wheel side rotating shaft are changed.
Second power transmission for selectively transmitting to the left wheel side rotation shaft
Means, the first power transmission means and the second power transmission means.
And control means for controlling the operating state of the step.
The first power transmission means and the second power transmission means
The above-mentioned speed change in the operating power transmission means
Rotation speed and the rotation speed at which this shifted rotation is transmitted
The slip condition of the wheel is determined based on the differential
A wheel slip judging means for disconnecting, the control means
Is based on the determination result by the wheel slip determination means.
If the wheel is slipping, the first power transmission
Of the power transmission means and the second power transmission means.
Different from the power transmission means selected when not
The operation is controlled by selecting the power transmission means of
doing. Further, according to a third aspect of the present invention, there is provided a vehicle left / right driving force adjusting device, which is provided between a left wheel rotation axis and a right wheel rotation axis in a vehicle, from the left wheel side to the right wheel side between the left and right rotation axes. And a first driving force transmission control mechanism capable of adjusting the driving force between the left and right wheels by performing the driving force movement, and performing the driving force movement from the right wheel side to the left wheel side between the left and right rotation shafts. And a second driving force transmission control mechanism capable of adjusting the driving force between the left and right wheels by using the first and second driving force transmission control mechanisms. The rotation of one of the rotation shafts is input and the rotation speed of the one
A transmission mechanism for shifting and outputting at a constant speed ratio, and the transmission
Receiving the output of the structure, the rotation speed of the one rotating shaft is changed at a constant rate.
A first member rotating at a rotation speed shifted by a speed ratio and
Rotate integrally with the other of the left and right rotation shafts
A second member is provided, and the first member is engaged with the second member.
A member on the high-speed rotation side of the first member and the second member
By transmitting the driving force from the
Variable transmission capacity for transmitting driving force between left and right rotating shafts
A control torque transmission mechanism is composed of a control means for controlling an engagement state between the first member and the second member of the transmission capacity variable control type torque transmission mechanism, said control means, the transmission capacity variable a wheel slip determining means for determining a slip state of the wheel based on the differential state in transmission capacity variable control type torque transmission mechanism on the side doing the driving force transmission control of the control torque transmission mechanism, the wheel slip determined If it is determined not to be the wheel slip means, the left wheel side
If there is a request to move the driving force to the right wheel side from the
Transmission capacity variable control type torque transmission of the driving force transmission control mechanism
The mechanism is engaged to transfer the driving force from the right wheel side to the left wheel side.
Transmission of the second driving force transmission control mechanism if there is a demand for the movement.
The variable capacity control type torque transmission mechanism is engaged,
If it is determined that the wheel slip-up determining means, upper
If there is a request to move the driving force from the left wheel side to the right wheel side
The transmission capacity variable control type of the second driving force transmission control mechanism
Engage the torque transmission mechanism from the right wheel side to the left wheel side
If there is a request for driving force movement, the first driving force transmission controller
In so that engaging the transmission capacity variable control type torque transmission mechanism configuration, is characterized in that it includes a control amount setting means for setting a control amount of the transmission capacity variable control type torque transmission mechanism.

It is to be noted that both the left wheel rotation shaft and the right wheel rotation shaft are set as the rotation shafts of the drive wheels that rotate by being provided with the engine output, and that the drive wheel is not provided with the engine output
(The driven wheel) can be set as the rotation axis . Also, the vehicle right-left driving force adjusting apparatus according the present invention in claim 4,
Between the left wheel rotation shaft and the right wheel rotation shaft in the vehicle, an input unit for inputting the driving force from the engine and the input unit input from the input unit while allowing the differential between the left and right rotation shafts. A differential mechanism for transmitting the driving force to the left and right rotating shafts,
A first driving force transmission control mechanism capable of adjusting the driving force between the left and right wheels by moving the driving force from the left wheel side to the right wheel side between the left and right rotation shafts, and A second driving force transmission control mechanism that can move the driving force from the right wheel side to the left wheel side between the left and right rotation shafts and adjust the driving force between the left and right wheels ; 2 of the driving force transmission control mechanism, it
Are each, the times entered one rotation of said rotary shaft
A speed change mechanism for changing the speed of the rotating shaft at a constant speed ratio and outputting the speed, and receiving the output of the speed changing mechanism and receiving the output of the one speed shaft
At a constant speed ratio.
And a second member that rotates integrally with the input unit.
And the first member is engaged when the first member is engaged with the second member.
Low-speed rotation from the member on the high-speed rotation side of the member and the second member.
By transmitting the driving force to the member on the transfer side,
Transmission capacity variable control type torque that transmits driving force between rotating shafts
Performing a click transmission mechanism, is composed of a control means for controlling an engagement state of the transmission capacity variable control type torque transmission mechanism, said control means, a driving force transmission control of the transmission capacity variable control type torque transmission mechanism a wheel slip determining means for determining a slip state of the wheel based on the differential state in transmission capacity variable control type torque transmission mechanism of which side is determined not to be a wheel slip in the vehicle <br/> wheel slip determining means Then , a request for driving force movement from the left wheel side to the right wheel side
The transmission capacity variable control of the first drive force transmission control mechanism
Engage the control torque transmission mechanism from the right wheel side to the left wheel
If there is a request to move the driving force to the side, the second driving force transmission
Engage the variable transmission torque transmission mechanism of the control mechanism
If the wheel slip determining means determines that the wheel is slipping, the driving force moves from the left wheel side to the right wheel side.
The transmission capacity of the second driving force transmission control mechanism
Engage the variable amount control type torque transmission mechanism from the right wheel side
If there is a request to move the driving force to the left wheel side, the first drive
Variable transmission capacity torque transmission mechanism of power transmission control mechanism
In so that engaging the is characterized in that it includes a control amount setting means for setting a control amount of the transmission capacity variable control type torque transmission mechanism.

Further, according to a fifth aspect of the present invention, there is provided a vehicle left / right driving force adjusting device for inputting a driving force from an engine between a left wheel rotating shaft and a right wheel rotating shaft in a vehicle; A differential mechanism for transmitting the driving force input from the input unit to the left and right rotation shafts while allowing the differential between the left and right rotation shafts, and a left wheel between the left and right rotation shafts A first driving force transmission control mechanism capable of adjusting the driving force between the left and right wheels by moving the driving force from the side to the right wheel side, and from the right wheel side to the left wheel side between the above left and right rotation shafts And a second driving force transmission control mechanism capable of adjusting the driving force between the left and right wheels by performing driving force movement, wherein the first and second driving force transmission control mechanisms are respectively provided with the input device. Enter part rotation
The rotation speed of this rotating shaft is
A force shifting mechanism, the upper fill receives the output of the transmission mechanism
The rotation speed of the power unit is changed at a constant speed ratio.
The first member that rotates and one of the rotating shafts are integrally rotated.
A first member, a second member, and a second member.
When the first member and the second member are engaged with each other,
By transmitting the driving force from the member of
Transmission capacity for transmitting the driving force between the left and right rotating shafts
And amount variable control type torque transmission mechanism is composed of a control means for controlling an engagement state of the transmission capacity variable control type torque transmission mechanism, said control means, driving force of the transmission capacity variable control type torque transmission mechanism is determined not to be a wheel slip wheel slip determining means and, said wheel slip judging means for judging the slip state of the wheel based on the differential state in transmission capacity variable control type torque transmission mechanism on the side doing the transmission control Drive from the left wheel side to the right wheel side
If there is a request for power movement, the first driving force transmission control mechanism
The variable transmission capacity variable control torque transmission mechanism
If there is a request to move the driving force from the wheel side to the left wheel side,
Variable transmission capacity control type torque of second driving force transmission control mechanism
When the transmission mechanism is engaged, and the wheel slip determining means determines that the wheel is slipping, the wheel is shifted from the left wheel side to the right wheel.
If there is a request to move the driving force to the side, the second driving force transmission
Engage the variable transmission torque transmission mechanism of the control mechanism
There is a request to move the driving force from the right wheel side to the left wheel side.
In this case, the transmission capacity variable control of the first driving force transmission control mechanism is performed.
In so that engaging the formula torque transmitting mechanism is characterized in that it includes a control amount setting means for setting a control amount of the transmission capacity variable control type torque transmission mechanism.

[0015]

According to the first aspect of the present invention, there is provided a left-right drive for a vehicle according to the present invention.
In the power adjusting device, the first power transmission means includes an input unit and a left wheel.
Speed by changing the rotation speed of one of the
To communicate selectively to the vehicle
The left wheel side rotation shaft and the right wheel side rotation shaft are rotating at a constant speed.
However, the rotational speed was changed through the first power transmission means.
The rotation speed and this shifted rotation are selectively transmitted
Rotation speed of the part (the other of the input unit and the left wheel side rotation shaft)
A difference in speed causes a speed difference, driving from the high-speed side to the low-speed side.
Power is transmitted, and through the transmission of this driving force,
Transmission of driving force in a predetermined direction between the turning shaft and the right wheel side rotating shaft
Is performed. Similarly, the second power transmission means includes an input unit and
Change the speed of one of the right wheel side rotation shaft
To communicate selectively to the other, like when the vehicle is going straight
The left wheel side rotation shaft and the right wheel side rotation shaft rotate at a constant speed.
The rotation speed is changed through the first power transmission means.
Transmission speed and this shifted rotation can be selectively transmitted.
Of the part (the other of the input unit and the right wheel side rotation shaft)
A speed difference occurs from the high-speed rotation side to the low-speed rotation side.
The driving force is transmitted to the left wheel through the transmission of this driving force.
Of the driving force in the predetermined direction between the side rotation shaft and the right wheel side rotation shaft.
Communication takes place. And the wheel slip determining means is:
Of the first power transmission means and the second power transmission means,
The above-mentioned speed-changed in the operating power transmission means.
The rotational speed and the rotational speed at which this shifted rotation is transmitted
Judgment of the slip state of the wheel based on the differential state of
And the control means determines whether or not the wheel slip is determined by the wheel slip determination means.
Based on the results, if the wheels are slipping,
Of the first power transmission means and the second power transmission means,
Power transmission means selected when wheels are not slipping
Select a different power transmission means to control the operation
You . In addition, the vehicle left and right according to the second aspect of the present invention.
In the driving force adjusting device, the first power transmission unit is configured to rotate the left wheel.
Speed change of shaft rotation speed to selectively transmit to right wheel side rotation shaft
Because the left wheel side rotation shaft and the
Even if the right wheel side rotation shaft rotates at a constant speed, the first power transmission
A rotational speed that is shifting the rotational speed through means, the variable
Part where the speeded rotation is selectively transmitted (input part and left wheel
Between the side rotation shaft and the other)
The driving force is transmitted from the high-speed rotation side to the low-speed rotation side,
Transmission of the driving force of the left and right wheels
And the driving force is transmitted in a predetermined direction. As well
In addition, the second power transmission means changes the rotation speed of the right wheel side rotation shaft.
Speed to selectively transmit to the left-wheel rotating shaft,
The left wheel side rotation shaft and the right wheel side rotation shaft
Even when rotating at a constant speed, it rotates through the first power transmission
Select the rotation speed at which the speed was changed, and this
Selectively transmitted part (of the input part and the right wheel side rotating shaft)
Of the other) produces a speed difference from the high-speed side.
The driving force is transmitted to the low-speed rotation side from the
Through a predetermined direction between the left wheel side rotation shaft and the right wheel side rotation shaft
The driving force is transmitted to the motor. And wheel slip
The judging means comprises the first power transmission means and the second power transmission
Of the operating power transmission means of the
The speed of rotation and the speed of rotation
The slip of the wheel based on the differential state with the rotating speed
The state is determined, and the control means includes the wheel slip determination means.
If the wheel is slipping based on the
In this case, the first power transmission means and the second power transmission
Action to take if wheels in a step are not slipping
Operates by selecting a power transmission means different from the power transmission means
Control . Further, in the vehicle left-right driving force adjusting apparatus according to the third aspect of the present invention, the first driving force transmission controller is provided.
Drive from the left wheel side to the right wheel side between the left and right rotation shafts.
Perform the power movement to adjust the driving force between the left and right wheels,
The right wheel between the left and right rotating shafts
Drive force from the left side to the left side to drive the
Adjust power. The first and second driving force transmission control mechanisms are controlled by a control unit and have variable transmission capacity.
In this control means, the wheel slip determining means is controlled by the transmission capacity on the side of the transmission capacity variable control type torque transmission mechanism which is performing the driving force transmission control. determining a slip state of the wheel based on the differential state of the variable control type torque transmission mechanism, the control amount setting means, when it is determined not to be the wheel slip at this wheel slip determining means, the upper from the left wheel side Symbol
If there is a request to move the driving force to the right wheel side, the first driving force
The transmission capacity of the transmission control mechanism is changed.
Demand for driving force movement from the right wheel side to the left wheel side
If there is, the transmission capacity of the second driving force transmission control mechanism is variable
The transmission capacity is adjusted so that the controlled torque transmission mechanism is engaged.
The control amount of the variable control type torque transmission mechanism is set, and when it is determined that the wheel is slipping, the left wheel side is shifted to the right wheel side.
The second driving force transmission control
Engage the variable transmission torque transmission mechanism of the control mechanism
There is a request to move the driving force from the right wheel side to the left wheel side
For example, the transmission capacity variable control type of the first driving force transmission control mechanism
The transmission capacity variable so that the torque transmission mechanism is engaged.
Set the control amount of the controlled torque transmission mechanism.

Therefore, when there is no wheel slip, the driving force transmitted from the tire to the road surface increases due to an increase in the rotational speed of the wheel on the side where the driving force is to be increased and an increase in the tire slip ratio. On the other hand, the rotational speed of the wheel on the opposite side (the side on which the driving force is to be reduced) decreases, and the tire slip ratio decreases, so that the driving force transmitted from the tire to the road surface decreases.

In the case of a wheel slip, the rotational speed of the wheel on which the driving force is to be increased decreases and the tire slip ratio decreases, so that the driving force transmitted from the tire to the road surface increases. The rotation speed of the wheel on the opposite side (the side on which the driving force is to be reduced) increases, and the tire slip ratio increases, so that the driving force transmitted from the tire to the road surface decreases.

Further, the left and right driving force control apparatus for vehicles of the present invention according to claim 4, the driving force of the input shaft is transmitted to each of the left-wheel axle and a right-wheel axle via the differential mechanism, At this time, the distribution of the driving force output to the left and right wheels is adjusted by moving the driving force between the left wheel rotating shaft and the right wheel rotating shaft by the first and second driving force transmission control mechanisms. Is done. That is, by the first driving force transmission control mechanism,
The driving force moves between the left and right rotating shafts from the left wheel side to the right wheel side.
To adjust the driving force between the left and right wheels,
Between the right and left rotating shafts from the right wheel to the left wheel
Move the driving force to the side to adjust the driving force between the left and right wheels
I do. The first and second driving force transmission control mechanisms include a control unit.
Controls the engagement of the variable transmission torque control transmission mechanism
In this control means, the wheel slip determination from the differential state in the variable transmission capacity control torque transmission mechanism of the variable transmission capacity control type torque transmission mechanism on which the driving force transmission control is performed is performed. Based on the judgment of the means, the transmission amount variable control type torque transmission is performed by the control amount setting means.
Set the control amount of the mechanism. That is, when there is no wheel slip, the driving force moves from the left wheel side to the right wheel side.
The transmission capacity of the first driving force transmission control mechanism
Engage the variable amount control type torque transmission mechanism from the right wheel side
If there is a request to move the driving force to the left wheel side, the second drive
Variable transmission capacity torque transmission mechanism of power transmission control mechanism
The variable transmission capacity control type torque transmission
Set the control amount of the mechanism, and when it is a wheel slip ,
There is a request to move the driving force from the left wheel side to the right wheel side
The transmission capacity variable control type of the second driving force transmission control mechanism
Engage the torque transmission mechanism from the right wheel side to the left wheel side
The first driving force transmission control
Engage the torque transmission mechanism with variable transmission capacity of the mechanism
As described above, the transmission capacity variable control type torque transmission mechanism is controlled.
Set the amount.

Therefore, when there is no wheel slip, the rotational force of the wheel on which the driving force is to be increased is increased and the tire slip ratio is increased, so that the driving force transmitted from the tire to the road surface is increased. On the other hand, the rotational speed of the wheel on the opposite side (the side on which the driving force is to be reduced) decreases, and the tire slip ratio decreases, so that the driving force transmitted from the tire to the road surface decreases.

In the case of a wheel slip, the rotational speed of the wheel on which the driving force is to be increased decreases and the tire slip rate decreases, so that the driving force transmitted from the tire to the road surface increases. The rotation speed of the wheel on the opposite side (the side on which the driving force is to be reduced) increases, and the tire slip ratio increases, so that the driving force transmitted from the tire to the road surface decreases.

Furthermore, the left and right driving force control apparatus for vehicles of the present invention according to claim 5, the driving force of the input shaft is transmitted to each of the left-wheel axle and a right-wheel axle via the differential mechanism, At this time, the distribution of the driving force output to the left and right wheels is adjusted by moving the driving force between the left wheel rotating shaft and the right wheel rotating shaft by the first and second driving force transmission control mechanisms. Is done. That is, the first driving force transmission control mechanism
Between the left and right rotating shafts from the left wheel to the right wheel.
To adjust the driving force between the left and right wheels,
By the force transmission control mechanism, between the right and left rotating shafts from the right wheel side
Move the driving force to the left wheel side to increase the driving force between the left and right wheels.
adjust. The first and second driving force transmission control mechanisms control the engagement of the transmission capacity variable control type torque transmission mechanism by the control means.
While it is operating in the controlled, in this control unit, transmission capacity variable control type wheel slip from the differential state in transmission capacity variable control type torque transmission mechanism on the side doing the driving force transmission control of the torque transmission mechanism Based on the judgment of the judging means, the variable transmission torque is transmitted by the control amount setting means.
Set the control amount of the mechanism. That is, when there is no wheel slip, the driving force moves from the left wheel side to the right wheel side.
The transmission capacity of the first driving force transmission control mechanism
Engage the variable amount control type torque transmission mechanism from the right wheel side
If there is a request to move the driving force to the left wheel side, the second drive
Variable transmission capacity torque transmission mechanism of power transmission control mechanism
The variable transmission capacity control type torque transmission
Set the control amount of the mechanism, and when it is a wheel slip ,
There is a request to move the driving force from the left wheel side to the right wheel side
The transmission capacity variable control type of the second driving force transmission control mechanism
Engage the torque transmission mechanism from the right wheel side to the left wheel side
The first driving force transmission control
Engage the torque transmission mechanism with variable transmission capacity of the mechanism
As described above, the transmission capacity variable control type torque transmission mechanism is controlled.
Set the amount.

Therefore, when there is no wheel slip, the driving force transmitted from the tire to the road surface increases due to an increase in the rotational speed of the wheel on the side for which the driving force is to be increased and an increase in the tire slip rate. On the other hand, the rotational speed of the wheel on the opposite side (the side on which the driving force is to be reduced) decreases, and the tire slip ratio decreases, so that the driving force transmitted from the tire to the road surface decreases.

In the case of a wheel slip, the rotational speed of the wheel whose driving force is to be increased decreases and the tire slip rate decreases, so that the driving force transmitted from the tire to the road surface increases. The rotation speed of the wheel on the opposite side (the side on which the driving force is to be reduced) increases, and the tire slip ratio increases, so that the driving force transmitted from the tire to the road surface decreases.

[0024]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a first embodiment of the present invention; FIG. FIG. 2 is a schematic configuration diagram showing a drive system of an automobile provided with the system.
FIG. 3 is a schematic diagram of a main part of the control system, FIG. 3 is a schematic diagram of a main part of the control system, FIG. FIG. 6 is a flowchart showing the contents of control, FIG. 6 is a flowchart showing the contents of control of the main part, and FIGS. 7 and 8 show a vehicle left / right driving force adjusting device as a second embodiment of the present invention. 7 is a schematic configuration diagram showing a drive system of an automobile equipped with the device, FIG. 8 is a schematic configuration diagram of a main part thereof, and FIG. 9 is a left-right driving force for a vehicle as a third embodiment of the present invention. FIG. 10 is a schematic diagram of a main part of an adjusting device, and FIG. 10 is a schematic diagram of a main part of a vehicle left / right driving force adjusting device according to a fourth embodiment of the present invention. FIG. 14 is a schematic configuration diagram showing a main part of a vehicle left / right driving force adjusting device according to a fifth embodiment of the present invention. FIG. 12 is a schematic configuration diagram showing a main part of a vehicle left / right driving force adjusting device according to a sixth embodiment of the present invention. FIG. 13 is a vehicle left / right driving force adjusting device according to a seventh embodiment of the present invention. FIG. 14 is a schematic diagram of a main part of a device, showing an apparatus for adjusting left and right driving force according to an eighth embodiment of the present invention. FIG. FIG. 16 is a schematic configuration diagram showing a main part of a left-right driving force adjusting device for a vehicle according to a ninth embodiment of the present invention. FIG. 16 is a diagram illustrating a left-right driving force adjusting device for a vehicle according to a tenth embodiment of the present invention. FIG. 17 is a schematic diagram of a main part configuration, and FIG.
FIG. 18 is a schematic configuration diagram showing a main part of a left-right driving force adjusting device for a vehicle according to an eleventh embodiment of the present invention. FIG. FIG. 19 is a schematic diagram of a main part of a vehicle, and FIG. 19 is a schematic diagram of a main part of a thirteenth embodiment of the vehicle left-right driving force adjusting device. In the drawings, the same reference numerals indicate the same components. In each example,
Variable torque transmission mechanism (or torque transmission mechanism)
Mechanism), the multi-plate clutch mechanism 12, 42, 57,
58, 93, 94, 97, 98 are provided,
These mechanisms have two sets of clutch plates (eg, 12 A and 1 A).
2B) are engaged with each other to provide a high-speed clutch plate.
Transmission of driving force (torque) from the clutch plate on the low-speed side
One of the two clutch plates is a first member
And the other corresponds to the second member. Also, transmission capacity
Variable control type torque transmission mechanism (or torque transmission mechanism)
For the provided coupling 61, two members
By engaging with each other, the parts on the high-speed side
Is to transmit the driving force (torque) to the material.
Of which, one corresponds to the first member and the other corresponds to the second member
I do. Further, the driving force transmission control mechanism 9 in each embodiment,
9A to 9I and 90A to 90D correspond to power transmission means
The driving force transmission control mechanism 9, 9A to 9 in each embodiment
I, 90A to 90D, during normal times (when not slipping,
Turning with the left / right wheel speed ratio | α | within the predetermined speed ratio Smax
When driving straight ahead), the driving force shifts from the left wheel side to the right wheel side.
The first driving force transmission control functioning to perform
Mechanism and drive force movement from the right wheel side to the left wheel side
The function that functions as the second driving force transmission control mechanism.

First, the first embodiment will be described. The drive system of an automobile equipped with this device transmits a driving force from an engine 1 through a transmission 2 to a center differential constituted by a planetary gear as shown in FIG. 3 and transmitted from the center differential 3 to the front wheel side and the rear wheel side. In particular, the center differential 3 is provided with a center differential differential limiting mechanism 5 that can appropriately limit the differential between the front and rear wheels. Here, the differential limiting mechanism 5 is configured by a hydraulic multi-plate clutch, and can control the distribution of driving force to the front and rear wheels while limiting the differential between the front and rear wheels according to the supplied oil pressure. , Which controls the distribution of driving force between the front and rear wheels.

In this way, one of the driving forces distributed from the center differential 3 is transmitted to the left and right front wheels 25, 26 through the front differential 4. On the other hand, the other of the driving force distributed from the center differential 3 is transmitted to the rear differential 8 via the propeller shaft 6, and transmitted to the left and right rear wheels 15, 16 through the rear differential 8. Reference numeral 7 denotes a bevel gear mechanism including a drive pinion and a ring gear.

The rear differential 8 has a transmission mechanism 30 and a transmission capacity variable control type torque transmission mechanism (or torque transmission mechanism).
A driving force transmission control mechanism 9B (hereinafter referred to as a reference numeral 9 when the driving force transmission control mechanism is broadly defined) including the multi-plate clutch mechanism 12 is provided, and a rear differential (differential mechanism) is provided.
8 and the driving force transmission control mechanism 9B constitute a left-right driving force adjusting device for a vehicle. Here, a bevel gear type is used as the differential mechanism 8, but the differential mechanism 8 allows the driving force input from the engine while allowing the differential between the two drive shafts. As long as it can transmit to the drive shaft, it is needless to say that another known differential mechanism including a gear mechanism or a roller mechanism such as a planetary gear type can be applied. The multi-plate clutch mechanism 12 is of a hydraulic type, and the distribution of the driving force to the left and right wheels can be controlled by adjusting the hydraulic pressure.

The hydraulic system of the multi-plate clutch mechanism 12 of the driving force transmission control mechanism 9B is controlled by a control unit 18 as control means together with the hydraulic system of the multi-plate clutch mechanism 5 of the above-mentioned front-rear driving force adjusting device. It is supposed to be. That is, the hydraulic system of the multi-plate clutch mechanism 12 and the hydraulic system of the multi-plate clutch mechanism 5 include a hydraulic chamber (not shown) attached to each clutch mechanism, an electric pump 24 and an accumulator 23 constituting a hydraulic source, and And a clutch hydraulic control valve 17 for supplying a required amount to the hydraulic chamber. The opening of the clutch hydraulic control valve 17 is controlled by the control unit 1.
8 is controlled.

That is, the engagement state of the multiple disc clutch mechanism 12 is controlled by the control unit 18 through adjustment of the opening of the clutch hydraulic control valve 17. In the control unit 18,
Wheel speed sensor 19, steering wheel angle sensor 20, yaw rate sensor 21, acceleration sensor (or acceleration calculation means) 22
Based on information from the clutch hydraulic control valve 1
7 is controlled.

The control unit 18 will be described later in detail. Here, the main part of the vehicle left-right driving force adjusting device will be described. As shown in FIG. 2, a rotational driving force (hereinafter referred to as driving force or torque) provided at the rear end of the propeller shaft 6 is input. An input shaft 6A, a left wheel rotating shaft (a driving shaft of a left rear wheel 15) 13 for outputting a driving force input from the input shaft 6A, and a right wheel rotating shaft (a driving shaft of a right rear wheel 16) 14 are provided. A vehicle left / right driving force adjusting device is interposed between the left wheel rotating shaft 13, the right wheel rotating shaft 14, and the input shaft 6A.

The driving force transmission control mechanism 9B of the left / right driving force adjusting device for a vehicle has the following structure to allow the left wheel rotating shaft 13 and the right wheel rotating shaft 14 to be differential while rotating the left wheel. The driving force transmitted to the shaft 13 and the right wheel rotating shaft 14 can be distributed at a required ratio. That is, the transmission mechanism 30 and the multi-plate clutch mechanism 12 are interposed between the left wheel rotation shaft 13 and the input shaft 6A and between the right wheel rotation shaft 14 and the input shaft 6A, respectively. Alternatively, the rotation speed of the right wheel rotating shaft 14 is changed (increased in this example) by the transmission mechanism 30 and transmitted to the hollow shaft 11 which is the output side of the transmission mechanism 30.

The multi-plate clutch mechanism 12 is interposed between the hollow shaft 11 and a differential case (hereinafter abbreviated as a differential case) 8A on the input shaft 6A side.
By engaging the multi-plate clutch mechanism 12, the driving force is transmitted from the member rotating at a high speed of the differential case 8A and the hollow shaft 11 to the member rotating at a low speed. It has become. This is because, as a general characteristic of the clutch plates disposed opposite to each other, the torque is transmitted from a higher speed to a lower speed.
In the case of this example, the differential between the left and right rotating shafts 13 and 14 is large, and the rotating shaft 13 or 14 is higher than the predetermined ratio (the ratio corresponding to the reduction ratio of the transmission mechanism 30) or more than the differential case 8A. unless the high speed, the hollow shaft 11 becomes the differential case 8A low speed side becomes the high speed side, differential from the hollow shaft 11
A driving force is supplied to the case 8A .

Therefore, for example, when the multi-plate clutch mechanism 12 between the right wheel rotating shaft 14 and the input shaft 6A is engaged,
The driving force distributed to the right wheel rotating shaft 14 is increased or decreased (mainly decreased in this example) along the route from the input shaft 6A side, and the driving force distributed to the left wheel rotating shaft 13 is reduced or Increase (mainly increase in this example). The transmission mechanism 30 of this embodiment is constituted by a so-called double planetary gear mechanism in which two planetary gear mechanisms are connected in series. Any mechanism may be used as long as the mechanism outputs acceleration or deceleration. For example, a mechanism using a belt, a chain, or the like may be considered, and the mechanism is not limited to a gear mechanism.

The gear mechanism-type transmission mechanism 30 will be described as follows, taking as an example a mechanism provided on the right wheel rotating shaft 14. That is, the first sun gear 3 is
0A is fixed, and the first sun gear 30A is
At its outer periphery, it meshes with a first planetary gear (planetary pinion) 30B. The first planetary gear 30B is integrally fixed to the second planetary gear 30D, and is pivotally supported by a non-rotating carrier 30F which is fixed to a casing (fixed portion) through a pinion shaft 30C provided on the carrier. . As a result, the first planetary gear 30B and the second planetary gear 30D perform the same rotation about the pinion shaft 30C.

Further, the second planetary gear 30D
The second sun gear 30E meshes with a second sun gear 30E pivotally supported by the right wheel rotation shaft 14, and is connected to the clutch plate 12A of the multi-plate clutch mechanism 12 via the hollow shaft 11. The other clutch plate 12B of the multi-plate clutch mechanism 12 is connected to a differential case 8A driven by the input shaft 6A.

In the structure of this embodiment, the first sun gear 30A is formed to have a larger diameter than the second sun gear 30E, and accordingly, the first planetary gear 30B has a smaller diameter than the second planetary gear 30D. Is formed. Thereby, the rotation speed of the second sun gear 30E becomes higher than the rotation speed of the first sun gear 30A,
The speed change mechanism 30 functions as a speed increasing mechanism. Accordingly, when the rotational speed of the clutch plate 12A is higher than that of the clutch plate 12B, for example, when the right-wheel-side multi-plate clutch mechanism 12 is engaged, a torque of an amount corresponding to the engaged state is applied to the right-wheel rotation. The shaft 14 is fed to the input shaft 6A.

On the other hand, the speed change mechanism 30 and the multi-plate clutch mechanism 12 provided on the left wheel rotating shaft 13 are similarly configured. Therefore, when it is desired to distribute the driving torque from the input shaft 6A to the right wheel rotating shaft 14, the multiple disc clutch mechanism 12 on the left wheel rotating shaft 13 is appropriately engaged according to the degree of the distribution (distribution ratio). However, when it is desired to distribute more to the left wheel rotating shaft 13, the multiple disc clutch mechanism 12 on the right wheel rotating shaft 14 is appropriately engaged in accordance with the distribution ratio.

At this time, since the multi-plate clutch mechanism 12 is of a hydraulic drive type, the engagement state of the multi-plate clutch mechanism 12 can be controlled by adjusting the magnitude of the hydraulic pressure. The amount of driving force supplied to the right wheel rotating shaft 14 (that is, the ratio of right and left distribution of driving force) can be adjusted with appropriate accuracy. The left and right multi-plate clutch mechanisms 12 are set so as not to be completely engaged with each other. When one of the left and right multi-plate clutch mechanisms 12 is completely engaged, the other multi-plate clutch mechanism 12 slips. Is to occur.

As shown in FIGS. 1 and 3, the control unit 18 has a torque amount DT (= Tr-Tl; Tr is a right wheel) to be moved in accordance with a target left and right wheel torque. Torque, Tl is a moving torque amount setting unit 18A for setting left wheel torque), and a wheel speed V for the left and right wheels.
a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on l and Vr;
A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the slip judgment unit 18B is provided.

The slip judging section 18B judges the slip state of the wheels based on the differential state of the clutch mechanism 12 of the left and right hydraulic multiple disc clutch mechanisms 12 which is performing the driving force transmission control. In other words, the hydraulic multi-plate clutch mechanism 12 that performs the driving force transmission control normally performs the control while sliding between the clutch plates 12A and 12B with a relatively small torque with respect to the resistance that the tire receives from the road surface. Are engaged. Therefore, except for the case where the rotational speed difference between the clutch plates 12A and 12B approaches due to the occurrence of a differential between the left and right wheels at the time of turning or the like, the clutch plate 12 is not used on a normal road surface.
A and 12B cause a certain or more differential to each other.

However, if the tire is slippery on a low μ road, the resistance received from the road surface of the tire is greatly reduced. Therefore, even if the clutch is engaged with a relatively small torque, the clutch plates 12A and 12B are locked (or locked). (A state close to lock)) and the wheels slip on the road surface. Therefore, when the differential between the clutch plates 12A and 12B becomes substantially zero in the hydraulic multi-plate clutch mechanism 12 that is performing the driving force transmission control except when the vehicle is turning, it is determined that the wheels are slipping. You do it. Since the rotational speeds of the clutch plates 12A and 12B are equal to or proportional to the rotational speeds of the left and right wheels, respectively.
As the rotation speed of the clutch plates 12A and 12B, a detection value of the wheel speed sensor 19 is used.

However, whether or not the vehicle is turning is determined by
It can be determined whether the steering angle δ is larger than the reference value b. Whether the driving force transmission control is being performed is determined by whether the clutch torque is being applied, that is, whether the right wheel side clutch torque TCR is provided or the left wheel side clutch torque TCL is provided. It can be determined that the TCR is not substantially zero or the TCL is substantially zero.
Judge by whether it is not. The judgment of whether this is not substantially 0 is
TCR> T ₀ or TCL> T ₀ (T ₀ is a value close to 0).

Further, it is determined whether or not the differential between the clutch plates 12A and 12B is substantially zero by determining the differential in the hydraulic multi-plate clutch mechanism 12 on the right wheel side as DVR and the differential in the hydraulic multi-plate clutch mechanism 12 on the left wheel side. Assuming that the differential is DVL, | D
VR |> a or | DVL |> a (a is a threshold value close to 0). DVR and DVL are wheel speed sensors 1
9 from the detected values.

When the slip determination section 18B determines that the wheel is not in the slip state, the control amount setting section 18C sets the control amount for the linear region. The control amount for the area is set. The control amount for the linear region is set as follows. In this case, the value (maximum controllable rotational speed ratio) Smax that defines the right-left rotational speed difference range in which the drive torque movement control can be performed is compared with the left-right wheel speed ratio α, and the right-left wheel speed ratio α is determined. Speed ratio Smax
The control is divided into the following control and the control when the left and right wheel speed ratio α is larger than the speed ratio Smax. Note that the speed ratio Sma
x is an output side (that is, each of the rotation shafts 13, 13) with respect to the rotation speed Ni of the input side (that is, the differential case 8 A side) when the clutch plate 12 A side and the clutch plate 12 B become the same speed.
14) (ie, Smax =
ΔN / Ni).

When Z ₁ is the number of teeth of the first sun gear 30A, Z ₂ is the number of teeth of the second sun gear 30E, Z ₃ is the number of teeth of the planetary gear 30B, and Z ₄ is the number of teeth of the planetary gear 30D. In the apparatus having the structure of the embodiment, the speed ratio Sma
x _{is, Z 2 Z 3 / Z 1} Z 4 = 1-Smax , and the transmission ratio of the transmission mechanism 30 (i.e., the gear 30A, 3
0E, 30B and 30D).

On the other hand, the left-right wheel speed ratio α of the wheel is an average wheel speed Vav [= (Vr +
Vl) / 2], the wheel speed deviation Vd [= (Vr−V
1) / 2], the left and right wheel speed ratio α is expressed as follows. α = Vd / Vav = [(Vr−V1) / 2] / [(Vr + V1) / 2] = (Vr−V1) / (Vr + V1) (2) As described above, the left-right wheel speed ratio α can sometimes be calculated from the detected wheel speed values Vl, Vr of the left and right wheels.

Therefore, the right and left wheel speed ratios are set for each appropriate control cycle.
α is calculated and compared with the speed ratio Smax, and each control amount (right control amount TCR and left control amount TCL) is set as follows according to the magnitude relationship and DT. And set each.

As described above, when Smax ≦ | α |, the clutch torque is set to 0 on both sides and no control is performed. However, when Smax ≦ | α |, the driving force on the turning outer wheel increases. The control has been suspended because it cannot be performed. The control amount for the nonlinear region is set as follows.

When DT> 0, TCR = C TCL = 0 When DT = 0, TCR = 0 TCL = 0, When DT <0, TCR = 0 TCL = C Note that C is a constant value, For example, it is preferable to set the maximum value Tmax of the possible clutch control torque T. As described above, the control amount is extremely boldly set in the non-linear region, because the response to the control amount is not linear in the non-linear region, so that it is difficult to perform substantially precise control.

Since the vehicle left / right driving force adjusting device according to the first embodiment of the present invention is constructed as described above, for example, as shown in FIG. The wheel speeds Vl and Vr are controlled by the control unit 18.
(Step A1). Then, a torque amount DT (= Tr-Tl) to be moved is set (step A).
2).

Subsequently, in steps A3 to A7, the slip determination section 18B determines whether the wheels are slipping. That is, in step A3, it is determined whether the steering angle δ is larger than the threshold value b. If the steering angle δ is larger than the threshold value b, the vehicle is turning, and the process proceeds to step A8 of the normal control (control in the linear region) . move on.

On the other hand, if the steering angle δ is not larger than the threshold value b, the process proceeds to step A4, where the clutch torque T on the left wheel side is set.
It is determined whether or not CL is given, that is, whether or not TCL is not substantially zero (or TCL> T ₀ ). T
If CL is not substantially 0 and clutch torque TCL is applied, the process proceeds to step A7, where the differential DVL in the left-wheel-side hydraulic multiple disc clutch mechanism 12 is not substantially 0 (or | D
VL |> a ), and if the differential is not substantially 0, it is determined that the wheel is not slipping, and the process proceeds to step A8 of control in the linear region. Conversely, if the differential is approximately 0, it is determined that the wheel is slipping, and the process proceeds to step A9 for controlling the nonlinear region. Note that the differential amount DVL is calculated from the detection value of the wheel speed sensor 19.

If it is determined in step A4 that TCL is substantially 0, the process proceeds to step A5 to determine whether the clutch torque TCR for the right wheel is being applied, that is, TCR is not substantially 0 (or TCR> T ₀ ). If the TCR is not substantially zero and the clutch torque TCR is given, the process proceeds to step A6, where the differential in the right-wheel-side hydraulic multiple disc clutch mechanism 12 is not substantially zero (or | D
VR |> a ), and if the differential is not substantially zero, it is determined that the wheel is not slipping, and the process proceeds to step A8 of control in the linear region. Conversely, if the differential is approximately 0, it is determined that the wheel is slipping, and the process proceeds to step A9 for controlling the nonlinear region. This differential amount DVL is also calculated from the value detected by the wheel speed sensor 19.

The contents of step A8 will be described in detail. For example, as shown in FIG. 6, the right and left wheel speed ratio α is calculated from the wheel speeds Vl and Vr by the above equation (1) (step S3). Of the wheel speed ratio α | α | and the speed ratio S
max (step S4), and the left / right wheel speed ratio | α
If | is not equal to or greater than the speed ratio Smax, the process proceeds to step S5, and if the left / right wheel speed ratio | α | is equal to or greater than the speed ratio Smax, the process proceeds to step S7.

In step S5, a clutch torque TCR for the right wheel or a clutch torque TCL for the left wheel is calculated and output from the above-mentioned DT. That is, when DT> 0, the clutch torque TCL on the left wheel side = (1−Smax) DT
Only when DT = 0, none of them are output. When DT <0, the clutch torque TCR on the right wheel side is output.
=-(1-Smax) DT only.

Then, the process proceeds to a step S6, wherein the torque movement control prohibition flag FG is set to 0. The torque transfer control prohibition flag FG is 1 when the torque transfer control is prohibited.
In a state where the torque transfer control is not prohibited, the flag FG is set to 0, and this flag FG is also used for other traveling control mounted on the vehicle. On the other hand, in step S7, the output of the clutch torque of the left and right wheels is cleared. That is, the control signal is output so that the clutch torques TCL and TCR on the left and right wheels are both set to zero.

Then, the process proceeds to a step S8, wherein the torque movement control prohibition flag FG is set to 0. In this manner, in the control in the linear region, during normal traveling in which the left / right wheel speed ratio | α | Since the torque distribution is adjusted by transferring the amount to the other side, a desired torque distribution can be obtained without causing a large torque loss or energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during a turn, the rotation speed of the outer wheel side for which the torque is to be increased is larger than the rotation speed of the inner wheel side for which the torque is to be reduced. When it gets faster,
When the left / right wheel speed ratio | α | becomes equal to or higher than the speed ratio Smax, the engagement of the multi-plate clutch mechanism 12 is released and the driving force transmission control is stopped. Therefore, it is desired to decrease the torque from the outer wheel side where it is desired to increase the torque. Problems such as torque movement toward the inner wheel are avoided.

To avoid this problem, the speed ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the setting of the control amount for the non-linear region in step A9, when DT> 0, the clutch torque TCR on the right wheel side is C (C is, for example, Tmax), and the clutch torque TCL on the left wheel side is 0.
Only the clutch on the right wheel side is controlled to be engaged. DT =
When it is 0, the clutch torques TCL and TC on the left and right wheels
R is set to 0, and neither the left or right clutch is engaged. When DT <0, the clutch torque TCR for the left wheel is set to 0, and the clutch torque TCL for the left wheel is set to C
Only the clutch on the left wheel side is controlled to be engaged.

After setting the control amount for the non-linear region, the process proceeds to step A10, and the torque movement control prohibition flag FG is set to 0. In such a non-linear region, the driving torque of the wheel decreases rather when the slip rate S of the tire increases, and conversely, the driving torque of the wheel increases when the slip rate S of the tire decreases, The driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when the driving force is to be moved to the right wheel side, only the right wheel side clutch torque TCR is applied so that the right wheel side speed is reduced. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, there is no need for control and no operation is performed. When DT <0, that is, when trying to move the driving force to the left wheel, only the clutch torque TCL on the left wheel is applied so that the speed on the left wheel decreases. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present apparatus, whether the tire characteristics are in the linear region or the non-linear region,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

In this embodiment, the hydraulic multi-disc clutch mechanism 12 is used as the variable transmission capacity torque control type torque transmission mechanism.
The transmission capacity variable control type torque transmission mechanism may be any torque transmission mechanism capable of variably controlling the transmission torque capacity. Multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch, a hydraulic or electromagnetic controllable VCU (Viscous Coupling Unit), a hydraulic or electromagnetic type Controllable HCU (Hydric coupling unit =
Other couplings such as a differential pump type hydraulic coupling) and an electromagnetic fluid type or electromagnetic powder type clutch can also be used.

In the case of a friction clutch, it is conceivable that the engagement force is adjusted by hydraulic pressure or the like in the same manner as in the multi-plate clutch mechanism. It is conceivable to install it in the direction of torque transmission). Also, this VCU and HCU
Although a conventional type having a fixed power transmission characteristic is conceivable, a type in which the power transmission characteristic can be adjusted is suitable. The adjustment of the engagement force and the adjustment of the power transmission characteristics may be performed by using another drive system such as an electromagnetic force in addition to the hydraulic pressure.

Next, the second embodiment will be described. The overall structure of the drive system of an automobile equipped with this device is as shown in FIG. 7, which is almost the same as that of the first embodiment shown in FIG. The description is omitted here because it is the same. In this drive force transmission control mechanism 9A, as shown in FIGS. 7 and 8, the transmission mechanism 10 is different from that of the first embodiment, and the first sun gear 10A is formed to have a smaller diameter than the second sun gear 10E. Therefore, the rotation speed of the second sun gear 10E is lower than that of the first sun gear 10A, and the transmission mechanism 10 functions as a speed reduction mechanism.
Therefore, during normal running with a small difference in rotational speed between the left and right wheels, the rotational speed of the clutch plate 12A becomes smaller than that of the clutch plate 12B, and when the multi-plate clutch mechanism 12 is engaged, The amount of torque is increased from the input shaft 6A side to the right wheel rotation shaft 14 side.

On the other hand, the transmission mechanism 10 and the multi-plate clutch mechanism 12 provided for the left wheel rotating shaft 13 are similarly constructed, and the driving torque from the input shaft 6A is applied to the left wheel rotating shaft 13
When it is desired to distribute more to the right wheel rotating shaft 14, the multiple disc clutch mechanism 12 on the right wheel rotating shaft 14 is appropriately engaged in accordance with the degree of distribution (distribution ratio). The multi-plate clutch mechanism 12 on the left-wheel rotating shaft 13 side is appropriately engaged in accordance with the distribution ratio.

At this time, similarly to the first embodiment, since the multi-plate clutch mechanism 12 is of a hydraulic drive type, the state of engagement of the multi-plate clutch mechanism 12 can be controlled by adjusting the magnitude of the hydraulic pressure. From shaft 6A to left wheel rotation shaft 13 or right wheel rotation shaft 1
4 (the amount of driving force distribution to the left and right)
Can be adjusted with appropriate accuracy.

Similarly to the first embodiment, the control unit 18 has a moving torque amount setting section 18A for setting a torque amount DT (= Tr-Tl) to be moved according to the target torque of the left and right wheels. And the wheel speed Vl of the left and right wheels,
A slip determining unit (wheel slip determining means) 18B for determining whether the wheel is in a slip state based on Vr, and a control amount setting unit for setting a control amount of the clutch hydraulic control valve 17 based on the determination of the slip determining unit 18B. (Control amount setting means) 18C.

The slip judging section 18B judges the slip state of the wheels based on the differential state of the clutch mechanism 12 of the left and right hydraulic multi-plate clutch mechanisms 12 that is performing the driving force transmission control. In other words, the hydraulic multi-plate clutch mechanism 12 that performs the driving force transmission control normally performs the control while sliding between the clutch plates 12A and 12B with a relatively small torque with respect to the resistance that the tire receives from the road surface. Are engaged. Therefore, except for the case where the rotational speed difference between the clutch plates 12A and 12B approaches due to the occurrence of a differential between the left and right wheels at the time of turning or the like, the clutch plate 12 is not used on a normal road surface.
A and 12B cause a certain or more differential to each other.

However, if the tire is slippery on a low μ road, the resistance received from the road surface of the tire is greatly reduced. (A state close to the lock), and the wheels slip on the road surface. Therefore, when the differential between the clutch plates 12A and 12B becomes substantially zero in the hydraulic multi-plate clutch mechanism 12 that is performing the driving force transmission control except when the vehicle is turning, it is determined that the wheels are slipping. You do it. Since the rotational speeds of the clutch plates 12A and 12B are equal to or proportional to the rotational speeds of the left and right wheels, respectively.
As the rotation speed of the clutch plates 12A and 12B, a detection value of the wheel speed sensor 19 is used.

However, whether or not the vehicle is turning is determined by
It can be determined whether the steering angle δ is larger than the reference value b. Whether the driving force transmission control is being performed is determined by whether the clutch torque is being applied, that is, whether the right wheel side clutch torque TCR is provided or the left wheel side clutch torque TCL is provided. It can be determined that the TCR is not substantially zero or the TCL is substantially zero.
Judge by whether it is not. The judgment of whether this is not substantially 0 is
TCR> T ₀ or TCL> T ₀ (T ₀ is a value close to 0).

Further, it is determined whether or not the differential between the clutch plates 12A and 12B is substantially zero by determining the differential in the hydraulic multi-plate clutch mechanism 12 on the right wheel side as DVR and the differential in the hydraulic multi-plate clutch mechanism 12 on the left wheel side. Assuming that the differential is DVL, | D
VR |> a or | DVL |> a (a is a threshold value close to 0). DVR and DVL are wheel speed sensors 1
9 from the detected values.

When the slip determination section 18B determines that the wheel is not in the slip state, the control amount setting section 18C sets the control amount for the linear region. The control amount for the area is set. The control amount for the linear region is set as follows. That is, also in this embodiment, the right / left wheel speed ratio α is compared by comparing the speed ratio Smax with the left / right wheel speed ratio α of the wheel defined similarly to the first embodiment and obtained from the right wheel speed Vr and the left wheel speed Vl. Is the speed ratio Smax
The control amount is set separately for the following control and the control when the left and right wheel speed ratio α is larger than the speed ratio Smax.

In this embodiment, the speed ratio Smax is
As shown in the following equation, the gear ratio (that is, gears 10A, 10E, 1
0B and 10D). And set each.

As described above, when Smax ≦ | α |, control is not performed by setting the clutch torque to 0 on both wheels. However, when Smax ≦ | α |, the driving force on the turning outer wheel is increased. The control has been suspended because it cannot be performed. The control amount for the nonlinear region is set as follows.

When DT> 0, TCR = 0, TCL = C, when DT = 0, TCR = 0, TCL = 0, when DT <0, TCR = C, TCL = 0. Control torque T
Is a constant value, such as the maximum value Tmax.

Since the left / right driving force adjusting device for a vehicle according to the second embodiment of the present invention is configured as described above, similarly to the first embodiment, the control is performed separately in the linear region and the non-linear region. Do. In the control in the linear region, the left / right wheel speed ratio | α |
When the vehicle is traveling at a speed not higher than the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the torque distribution using energy loss such as a brake. A desired torque distribution can be obtained without causing any energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during a turn, the rotation speed of the outer wheel side for which the torque is to be increased is larger than the rotation speed of the inner wheel side for which the torque is to be reduced. When it gets faster,
When the left / right wheel speed ratio | α | becomes equal to or higher than the speed ratio Smax, the engagement of the multi-plate clutch mechanism 12 is released and the driving force transmission control is stopped. Therefore, it is desired to decrease the torque from the outer wheel side where it is desired to increase the torque. Problems such as torque movement toward the inner wheel are avoided.

To avoid this problem, the speed ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when trying to move the driving force to the right wheel side, only the clutch torque TCL on the left wheel side is applied so that the speed on the right wheel side decreases. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, control is not required and is not performed. When DT <0, that is, when trying to move the driving force to the left wheel side, only the clutch torque TCR for the right wheel side is applied so that the speed on the left wheel side decreases. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present apparatus, whether the tire characteristics are in the linear region or the non-linear region,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

In this embodiment, similarly to the first embodiment, as a variable-capacity control torque transmission mechanism, in addition to a hydraulic or electromagnetic multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch or VCU is used. , HCU, or other couplings such as an electromagnetic fluid type or an electromagnetic powder type clutch. Next, a description will be given of a third embodiment. The overall configuration of a drive system of an automobile equipped with this device is substantially the same as that of the first embodiment shown in FIG.

In the driving force transmission control mechanism 9C, as shown in FIG. 9, the transmission mechanism 31 and the multiple disc clutch mechanism 42 are different from those of the first and second embodiments. even here,
The right device will be described. The transmission mechanism 31 is provided on each of the left and right sides of the differential case 8A on the input shaft 6A side, and is composed of two sets of planetary gear mechanisms in series. A second planetary gear 31D, a pinion shaft 31C, and a planetary carrier 31F are provided. A plate portion of the first sun gear 31A serves as a driving force transmission auxiliary member 41.

A multi-plate clutch mechanism 42 is interposed between the driving force transmission assisting member 41 and the right wheel rotating shaft 14. The multi-plate clutch mechanism 42 includes a clutch plate 42B on the rotating shaft 14 side and a clutch plate 42B on the driving force transmission auxiliary member 41 side alternately superimposed on each other, and according to a hydraulic pressure supplied from a hydraulic system (not shown). The engagement state is adjusted.

Therefore, when the multi-plate clutch mechanism 42 is engaged, the multi-plate clutch mechanism 42 and the first
Sun gear 31A, the first planetary gear 31B, the second
A driving force transmission path is formed through the planetary gear 31D and the second sun gear 31E to the differential case 8A on the input shaft 6A side. Here, since the first sun gear 31A is formed to have a larger diameter than the second sun gear 31E, the rotation speed of the second sun gear 31E is higher than that of the first sun gear 31A, and the transmission mechanism 31 has a driving force. The transmission auxiliary member 41 functions as a reduction mechanism that reduces the speed of the transmission auxiliary member 41 more than the input shaft 6A.

Therefore, the rotational speed of the clutch plate 42A is higher than that of the clutch plate 42B,
When the second clutch 2 is engaged, an amount of torque corresponding to the engaged state is sent (returned) from the right wheel rotating shaft 14 to the input shaft 6A. On the other hand, the speed change mechanism 31 and the multi-plate clutch mechanism 42 provided on the left wheel rotation shaft 13 are provided.
When the drive torque from the input shaft 6A is to be distributed more to the left wheel rotating shaft 13, the multi-disc clutch on the right wheel rotating shaft 14 side depends on the degree of distribution (distribution ratio). The mechanism 42 is properly engaged, and the right wheel rotating shaft 1 is
If it is desired to distribute more than 4, the multiple disc clutch mechanism 42 on the left wheel rotating shaft 13 side is appropriately engaged according to the distribution ratio.

At this time, since the multi-plate clutch mechanism 42 is of a hydraulic drive type, the engagement state of the multi-plate clutch mechanism 42 can be controlled by adjusting the magnitude of the hydraulic pressure. The amount of driving force supplied to the right wheel rotating shaft 14 (that is, the ratio of right and left distribution of driving force) can be adjusted with appropriate accuracy. The left and right multi-plate clutch mechanisms 42 are set so as not to be completely engaged with each other. When one of the left and right multi-plate clutch mechanisms 42 is completely engaged, the other multi-plate clutch mechanism 42 slips. Is to occur.

Further, in this apparatus, similarly to the above-described embodiments, the control unit 18 stores the torque amount DT (= T) to be moved in accordance with the target torque of the right and left wheels.
r-Tl), a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on the wheel speeds Vl and Vr of the left and right wheels, and a slip determination. A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the unit 18B is provided.

The estimated vehicle speed calculating section 216, the slip judging section 18B and the control amount setting section 18C are configured in the same manner as in the above-described embodiments. When the slip determining unit 18B determines that the wheel is not in the slip state, the control amount setting unit 18C also sets the control amount for the linear region and determines that the wheel is in the slip state, similarly to the above-described embodiments. Is determined, the control amount for the non-linear region is set.

The control amount for the linear region is divided into control when the left / right wheel speed ratio α is equal to or less than the speed ratio Smax and control when the left / right wheel speed ratio α is larger than the speed ratio Smax. Set as in the example. The control amount for the nonlinear region is set as follows. When DT> 0, TCR = C TCL = 0 When DT = 0, TCR = 0 TCL = 0, When DT <0, TCR = 0 TCL = C Note that the above C is, for example, also possible clutch control torque T
Is a constant value, such as the maximum value Tmax.

Since the left / right driving force adjusting device for a vehicle according to the third embodiment of the present invention is configured as described above, the control is performed separately in the linear region and the non-linear region as in the above-described embodiments. Perform In the control in the linear region, the left / right wheel speed ratio |
In normal traveling where α | is not greater than or equal to the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other instead of adjusting the torque distribution using energy loss such as braking. A desired torque distribution can be obtained without causing a large torque loss or energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during a turn, the rotation speed of the outer wheel whose torque is to be increased is more than the rotation speed of the inner wheel whose torque is to be reduced. When it gets faster,
When the left / right wheel speed ratio | α | exceeds the speed ratio Smax, the engagement of the multi-plate clutch mechanism 42 is released and the driving force transmission control is stopped. Problems such as torque movement toward the inner wheel are avoided.

To avoid this problem, the speed ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when the driving force is to be moved to the right wheel side, only the clutch torque TCR for the right wheel side is applied so as to decrease the speed on the right wheel side. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, control is not required and is not performed. When DT <0, that is, when trying to move the driving force to the left wheel, only the clutch torque TCL on the left wheel is applied so that the speed on the left wheel decreases. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present device, whether the tire characteristics are in the linear region or the non-linear region,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

In this embodiment, similarly to the first embodiment, as a variable transmission capacity torque transmission mechanism, in addition to a hydraulic or electromagnetic multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch may be used. , VCU, HCU, and other couplings such as an electromagnetic fluid type or an electromagnetic powder type clutch. Next, a description will be given of a fourth embodiment. The overall configuration of a drive system of an automobile having this device is as follows.
Since it is almost the same as that of the first embodiment shown in FIG. 1, the description is omitted here.

In this driving force transmission control mechanism 9D, FIG.
As shown in FIG. 7, the transmission mechanism 32 and the multi-plate clutch mechanism 42 are arranged almost in the same manner as in the third embodiment.
The first sun gear 32A has a smaller diameter than the second sun gear 32E. Therefore, the second sun gear 3
The rotation speed of 2E is lower than that of the first sun gear 32A, and the speed change mechanism 32 functions as a speed increasing mechanism for increasing the driving force transmission auxiliary member 41 more than the input shaft 6A side.

Therefore, the rotational speed of the clutch plate 42A is lower than that of the clutch plate 42B,
2 is engaged, an amount of torque corresponding to the engaged state is transmitted from the input shaft 6A side to the right wheel rotating shaft 14 side. On the other hand, the transmission mechanism 32 and the multi-plate clutch mechanism 42 provided for the left wheel rotating shaft 13 are also configured in the same manner, and when the drive torque from the input shaft 6A is to be distributed more to the left wheel rotating shaft 13, the distribution is desired. When the multiple disc clutch mechanism 42 on the left wheel rotating shaft 13 side is appropriately engaged in accordance with the degree (distribution ratio) and it is desired to distribute more to the right wheel rotating shaft 14, the right wheel rotating shaft 14 depends on the distribution ratio. The appropriate side multiple disc clutch mechanism 42 is engaged.

Incidentally, since the multi-plate clutch mechanism 42 is of a hydraulic drive type, the engagement state of the multi-plate clutch mechanism 42 can be controlled by adjusting the magnitude of the hydraulic pressure. The amount of driving force supplied to the wheel rotating shaft 14 (that is, the ratio of driving force distribution to the left and right) can be adjusted with appropriate accuracy. The left and right multi-plate clutch mechanisms 42 are set so as not to be completely engaged with each other. When one of the left and right multi-plate clutch mechanisms 42 is completely engaged, the other multi-plate clutch mechanism 42 slips. Is to occur.

Further, in this apparatus, similarly to the above-described embodiments, the control unit 18 stores the torque amount DT (= T
r-Tl), a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on the wheel speeds Vl and Vr of the left and right wheels, and a slip determination. A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the unit 18B is provided.

The estimated vehicle speed calculating section 216, the slip judging section 18B and the control amount setting section 18C are configured in the same manner as in the above-described embodiments. When the slip determining unit 18B determines that the wheel is not in the slip state, the control amount setting unit 18C also sets the control amount for the linear region and determines that the wheel is in the slip state, similarly to the above-described embodiments. Is determined, the control amount for the non-linear region is set.

The control amount for the linear region is divided into control when the left and right wheel speed ratio α is equal to or less than the speed ratio Smax and control when the left and right wheel speed ratio α is larger than the speed ratio Smax. Set as in the example. The control amount for the nonlinear region is set as follows. When DT> 0, TCR = 0 TCL = C When DT = 0, TCR = 0 TCL = 0 When DT <0, TCR = C TCL = 0 Note that the above C is also, for example, possible clutch control torque T
Is a constant value, such as the maximum value Tmax.

Since the left / right driving force adjusting device for a vehicle according to the fourth embodiment of the present invention is configured as described above, the control is performed separately in the linear region and the non-linear region as in the above-described embodiments. Perform In the control in the linear region, the left / right wheel speed ratio |
In normal traveling where α | is not greater than or equal to the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other instead of adjusting the torque distribution using energy loss such as braking. A desired torque distribution can be obtained without causing a large torque loss or energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during a turn, the rotation speed of the outer wheel side for which the torque is to be increased is smaller than the rotation speed of the inner wheel side for which the torque is to be reduced. When it gets faster,
When the left / right wheel speed ratio | α | exceeds the speed ratio Smax, the engagement of the multi-plate clutch mechanism 42 is released and the driving force transmission control is stopped. Problems such as torque movement toward the inner wheel are avoided.

To avoid this problem, the speed ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when trying to move the driving force to the right wheel side, only the clutch torque TCL on the left wheel side is applied so that the speed on the right wheel side decreases. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, control is not required and is not performed. When DT <0, that is, when trying to move the driving force to the left wheel side, only the clutch torque TCR for the right wheel side is applied so that the speed on the left wheel side decreases. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present apparatus, whether the tire characteristics are in the linear region or the non-linear region, that is,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

In this embodiment, similarly to the first embodiment, as a variable transmission capacity torque transmission mechanism, in addition to a hydraulic or electromagnetic multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch is used. , VCU, HCU, and other couplings such as an electromagnetic fluid type or an electromagnetic powder type clutch. Next, a fifth embodiment will be described. The overall configuration of a drive system of an automobile provided with this device is as follows.
Since it is almost the same as that of the first embodiment shown in FIG. 1, the description is omitted here.

In the driving force transmission control mechanism 9E provided in the vehicle left / right driving force adjusting device, as shown in FIG. 42, the shafts (counter shafts) are parallel to the rotating shafts 13 and 14.
The shaft 51 is provided with a medium-diameter gear 52, a large-diameter gear 53, and a small-diameter gear 54. The other rotary shaft 14 is provided with a small-diameter gear 55 that meshes with the large-diameter gear 53 and a large-diameter gear 56 that meshes with the small-diameter gear 54. These gears 5
The combination of 9, 52, 53 and 55 constitutes a speed increasing mechanism as a transmission mechanism, and the combination of gears 59, 52, 54 and 56 constitutes a reduction mechanism as a transmission mechanism.

[0114] Hydraulic multi-plate clutches 57 and 58 are interposed between the rotary shaft 14 and the small-diameter gear 55 and between the rotary shaft 14 and the large-diameter gear 56, respectively. The multi-plate clutches 57 and 58 may be provided on the shaft 51. Thus, the shaft 51 rotates at the same speed as the rotating shaft 13, but the small-diameter gear 55 of the rotating shaft 14
1 and at a higher speed than the rotating shaft 13 during normal running when there is little differential between the left and right wheels. In addition, the large-diameter gear 56 of the rotating shaft 14 rotates at a lower speed than the shaft 51 and the rotating shaft 13, and rotates at a lower speed than the rotating shaft 14 during normal running in which little difference occurs between the left and right wheels.

Therefore, when the multi-plate clutch 57 is engaged, the torque is transmitted from the small-diameter gear 55 having a higher speed than the rotation shaft 14 to the rotation shaft 14, and the torque to the rotation shaft 13 is reduced accordingly. . When the multi-plate clutch 58 is engaged, torque is returned from the rotary shaft 14 to the large-diameter gear 56 that is lower in speed than the rotary shaft 14, and the rotary shaft 1
The torque to the third side increases.

Since the multi-plate clutch mechanisms 57 and 58 are hydraulically driven, the engagement state of the multi-plate clutch mechanisms 57 and 58 can be controlled by adjusting the magnitude of the hydraulic pressure. The amount of driving force supplied to the shaft 13 or the right wheel rotating shaft 14 (that is, the ratio of driving force to the left and right distribution) can be adjusted with appropriate accuracy. Also, 2
The two multi-plate clutch mechanisms 57 and 58 are set so as not to completely engage with each other. When one of the two multi-plate clutch mechanisms 57 and 58 is fully engaged, the other slips. I have.

Further, in this apparatus, similarly to the above-described embodiments, the control unit 18 stores the torque amount DT (= T
r-Tl), a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on the wheel speeds Vl and Vr of the left and right wheels, and a slip determination. A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the unit 18B is provided.

The estimated vehicle speed calculating section 216, the slip judging section 18B and the control amount setting section 18C are configured in the same manner as in the above-described embodiments. When the slip determining unit 18B determines that the wheel is not in the slip state, the control amount setting unit 18C also sets the control amount for the linear region and determines that the wheel is in the slip state, similarly to the above-described embodiments. Is determined, the control amount for the non-linear region is set.

The control amount for the linear region is divided into control when the left and right wheel speed ratio α is equal to or less than the speed ratio Smax and control when the left and right wheel speed ratio α is larger than the speed ratio Smax. Set as in the example. The control amount for the nonlinear region is T
CR is set as a control amount of the multi-plate clutch 58 and TCL is set as a control amount of the multi-plate clutch 57 as follows.

When DT> 0, TCR = C TCL = 0 When DT = 0, TCR = 0 TCL = 0 When DT <0, TCR = 0 TCL = C Control torque T
Is a constant value, such as the maximum value Tmax.

Since the left / right driving force adjusting device for a vehicle according to the fifth embodiment of the present invention is configured as described above, the control is performed separately in the linear region and the non-linear region as in the above-described embodiments. Perform In the control in the linear region, the left / right wheel speed ratio |
In normal traveling where α | is not greater than or equal to the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other instead of adjusting the torque distribution using energy loss such as braking. A desired torque distribution can be obtained without causing a large torque loss or energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during a turn, the rotation speed of the outer wheel whose torque is to be increased is more than the rotation speed of the inner wheel whose torque is to be reduced. When it gets faster,
When the left / right wheel speed ratio | α | exceeds the speed ratio Smax, the engagement of the multi-plate clutch mechanisms 57 and 58 is released and the driving force transmission control is stopped, so the torque is decreased from the outer wheel side where the torque is to be increased. The disadvantage that the torque is moved to the inner wheel side to be controlled is avoided.

In order to avoid this problem, the gear ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when the driving force is to be moved to the right wheel side, the clutch torque TCR on the right wheel side (multi-plate clutch mechanism 58) is reduced so that the speed on the right wheel side decreases. Give only. At this time, since the road surface reaction force to the tire is relatively small,
The speed on the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the amount of driving force transmitted to the right wheel side road surface increases.

When DT = 0, there is no need for control and no operation is performed. When DT <0, that is, when trying to move the driving force to the left wheel side, only the clutch torque TCL on the left wheel side (multi-plate clutch mechanism 57) is applied so that the speed on the left wheel side decreases. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present device, whether the tire characteristics are in the linear region or the non-linear region, that is,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

In this embodiment, similarly to the first embodiment, as a variable transmission torque control type torque transmission mechanism, in addition to a hydraulic or electromagnetic multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch is used. , VCU, HCU, and other couplings such as an electromagnetic fluid type or an electromagnetic powder type clutch. Next, a sixth embodiment will be described. The overall configuration of a drive system of an automobile equipped with this device is as follows.
Since it is almost the same as that of the first embodiment shown in FIG. 1, the description is omitted here.

In this embodiment, as shown in FIG. 12, similarly to the first embodiment (see FIGS. 1 and 2), the input shaft 6A to which the rotational driving force is input and the drive shaft input from the input shaft 6A A left wheel rotating shaft 13 and a right wheel rotating shaft 14 for outputting a force are provided, and the device is interposed between these rotating shafts 13 and 14 and the input shaft 6A. The driving force transmission control mechanism 9F of the left / right driving force adjusting device for a vehicle has the following configuration, and allows the left wheel rotating shaft 13 and the right wheel rotating shaft 14 to be differential with the left wheel rotating shaft 13 while allowing the differential between the left wheel rotating shaft 13 and the right wheel rotating shaft 14. Right wheel rotation shaft 14
And the driving force transmitted to the vehicle can be distributed to a required ratio.

That is, the transmission mechanism 60 and the multi-plate clutch mechanism 12 are interposed between the left wheel rotation shaft 13 and the input shaft 6A and between the right wheel rotation shaft 14 and the input shaft 6A, respectively. The rotation speed of the rotation shaft 13 or the right wheel rotation shaft 14 is reduced by the transmission mechanism 60 and is output to the hollow shaft 11 as an output unit (a driving force transmission auxiliary member) of the transmission mechanism.

The multi-plate clutch mechanism 12 is provided with the hollow shaft 11
And a differential case 8A on the input shaft 6A side, and by engaging this multi-plate clutch mechanism 12, a driving force is supplied from the high-speed differential case 8A to the low-speed side hollow shaft 11. It has become so. This is because, as a general characteristic of the clutch plates disposed opposite to each other, the torque is transmitted from a higher speed to a lower speed.

Therefore, for example, when the multi-plate clutch mechanism 12 is engaged between the right wheel rotation shaft 14 and the input shaft 6A, the driving force distributed to the right wheel rotation shaft 14 is increased. And the driving force distributed to the left-wheel rotating shaft 13 increases by the direct route from the input shaft 6A side. The above-described transmission mechanism 60 is formed of one planetary gear mechanism, and the following description will be given of the transmission mechanism 60 provided on the right wheel rotating shaft 14 as an example.

That is, the sun gear 6 is
The sun gear 60A has a planetary gear (planetary pinion) 60 around its outer periphery.
B is engaged. A pinion shaft 60C pivotally supporting the planetary gear 60B is supported by a hollow shaft 11, and the hollow shaft 11 functions as a carrier of a planetary gear mechanism. The planetary gear 60B meshes with a ring gear 60D fixed so as not to rotate on the case of the driving force transmission control mechanism 9F or the like.

In such a planetary gear mechanism, since the revolving speed of the planetary gear 60B is smaller than the rotation speed of the sun gear 60A, the hollow shaft (ie, the transmission mechanism 60)
The output unit 11 rotates at a lower speed than the right wheel rotation shaft 14. Therefore, the speed change mechanism 60 functions as a speed reduction mechanism. For this reason, when the rotation speed of the clutch plate 12A is lower than that of the clutch plate 12B and the multi-plate clutch mechanism 12 is engaged, an amount of torque corresponding to the engaged state is applied from the input shaft 6A side to the right wheel. The paper is fed to the rotating shaft 14 side.

On the other hand, the transmission mechanism 60 and the multi-plate clutch mechanism 12 provided for the left wheel rotating shaft 13 are similarly constructed, and the driving torque from the input shaft 6A is applied to the left wheel rotating shaft 13
If it is desired to distribute more to the right wheel rotating shaft 14, the multiple disc clutch mechanism 12 on the left wheel rotating shaft 13 is appropriately engaged according to the degree of distribution (distribution ratio). The multiple disc clutch mechanism 12 on the right wheel rotating shaft 14 side is appropriately engaged in accordance with the distribution ratio.

At this time, since the multi-plate clutch mechanism 12 is of a hydraulic drive type, the engagement state of the multi-plate clutch mechanism 12 can be controlled by adjusting the magnitude of the hydraulic pressure. The amount of driving force supplied to the right wheel rotating shaft 14 (that is, the ratio of driving force distribution to the right and left) can be adjusted with appropriate accuracy. The left and right multi-plate clutch mechanisms 12 are set so as not to be completely engaged at the same time. When one of the left and right multi-plate clutch mechanisms 12 is completely engaged, the other multi-plate clutch mechanism 12 slips. Is to occur.

Further, by always engaging the multiple disc clutch mechanism 12 on the left wheel rotating shaft 13 side, more torque can be distributed to the left wheel side, and the multiple disc clutch mechanism 12 on the right wheel rotating shaft 14 side.
Is engaged, more torque can be distributed to the right wheel side, so that the torque distribution to the left wheel side and the torque distribution to the right wheel side can always be increased. Therefore, it is possible to freely move the torque to the outer wheel side during turning, for example, to increase the driving force distribution on the turning outer wheel side and generate a moment in the turning direction on the vehicle due to the driving force imbalance between the left and right wheels. As a result, the turning performance of the vehicle can be improved, for example, the turning performance during turning can be improved.

Further, in this apparatus, similarly to the above-described embodiments, the control unit 18 has the torque amount DT (= T.sub.T) to be moved according to the target torque of the right and left wheels.
r-Tl), a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on the wheel speeds Vl and Vr of the left and right wheels, and a slip determination. A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the unit 18B is provided.

The estimated vehicle speed calculating section 216, the slip judging section 18B and the control amount setting section 18C are configured in the same manner as in the above-described embodiments. When the slip determining unit 18B determines that the wheel is not in the slip state, the control amount setting unit 18C also sets the control amount for the linear region and determines that the wheel is in the slip state, similarly to the above-described embodiments. Is determined, the control amount for the non-linear region is set.

The control amount for the linear region is divided into control when the left / right wheel speed ratio α is equal to or less than the speed ratio Smax and control when the left / right wheel speed ratio α is larger than the speed ratio Smax. Set as in the example. The control amount for the nonlinear region is set as follows. When DT> 0, TCR = 0 TCL = C When DT = 0, TCR = 0 TCL = 0 When DT <0, TCR = C TCL = 0 Note that the above C is also, for example, possible clutch control torque T
Is a constant value, such as the maximum value Tmax.

Since the left / right driving force adjusting device for a vehicle according to the sixth embodiment of the present invention is configured as described above, the control is performed separately in the linear region and the non-linear region as in the above-described embodiments. Perform In the control in the linear region, the left / right wheel speed ratio |
In normal traveling where α | is not greater than or equal to the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other instead of adjusting the torque distribution using energy loss such as braking. A desired torque distribution can be obtained without causing a large torque loss or energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during a turn, the rotation speed of the outer wheel whose torque is to be increased is larger than the rotation speed of the inner wheel whose torque is to be reduced. When it gets faster,
When the left / right wheel speed ratio | α | becomes equal to or higher than the speed ratio Smax, the engagement of the multi-plate clutch mechanism 12 is released and the driving force transmission control is stopped. Therefore, it is desired to decrease the torque from the outer wheel side where it is desired to increase the torque. Problems such as torque movement toward the inner wheel are avoided.

To avoid this problem, the speed ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when the driving force is to be moved to the right wheel, only the clutch torque TCL for the left wheel is applied so that the speed on the right wheel decreases. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, there is no need for control and no operation is performed. When DT <0, that is, when trying to move the driving force to the left wheel side, only the clutch torque TCR for the right wheel side is applied so that the speed on the left wheel side decreases. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present apparatus, whether the tire characteristics are in the linear region or the non-linear region,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

In this embodiment, similarly to the first embodiment, as a variable transmission capacity torque transmission mechanism, in addition to a hydraulic or electromagnetic multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch is used. , VCU, HCU, and other couplings such as an electromagnetic fluid type or an electromagnetic powder type clutch. Next, a description will be given of a seventh embodiment.
Since it is almost the same as that of the first embodiment shown in FIG. 1, the description is omitted here.

In this embodiment, as shown in FIG. 13, similarly to the first embodiment (see FIGS. 1 and 2), the input shaft 6A and the first
And right wheel rotation shafts 13 and 14, and a vehicle left and right driving force adjusting device is interposed between the left wheel rotation shaft 13, the right wheel rotation shaft 14, and the input shaft 6A. Then, the driving force transmission control mechanism 9G of the vehicle left / right driving force adjusting device includes:
A transmission mechanism 60 similar to that of the sixth embodiment (see FIG. 11) is provided, but this transmission mechanism 60 is connected to the input shaft 6A side, and the rotation of the input shaft 6A is increased to increase the rotation shaft 13. ,
14 is output.

Then, instead of the multiple disc clutch mechanism 12 in the sixth embodiment, a coupling 61 such as a friction clutch, for example, is connected to the output portion 60A of the transmission mechanism 60 and the rotating shaft 13,
14 is interposed. In the case of a friction clutch, one in which the torque is transmitted in one direction is installed in a required direction (each torque transmission direction). Transmission mechanism 60
Is constituted by a single planetary gear mechanism. Taking a transmission mechanism 60 provided on the right wheel rotating shaft 14 as an example, a sun gear 60 is provided on one (input side) of the coupling 61.
A is fixed, and the sun gear 60A meshes with a planetary gear (planetary pinion) 60B on the outer periphery thereof. A pinion shaft 60C pivotally supporting the planetary gear 60B is supported by a carrier 60E extending from the differential case 8A. Also, the planetary gear 6
0B meshes with a ring gear 60D fixed so as not to rotate on the case or the like of the driving force transmission control mechanism 9G.

In such a planetary gear mechanism, the revolving speed of the planetary gear 60B is lower than the rotation speed of the sun gear 60A. I do. Therefore, the speed change mechanism 60 functions as a speed increasing mechanism. Therefore, when the coupling 61 is engaged when the rotation difference between the left and right wheels is small and the rotating shaft 14 is rotating at a speed close to the differential case 8A, an amount of torque corresponding to the engaged state is obtained. But differential case 8
A is supplied from the A side (that is, the input shaft 6A side) to the right wheel rotating shaft 14 side.

On the other hand, the transmission mechanism 60 and the coupling 61 provided for the left-wheel rotating shaft 13 are also configured in the same manner. If it is desired to distribute the drive torque from the input shaft 6A to the left-wheel rotating shaft 13, the distribution is desired. If the coupling 61 on the left wheel rotation shaft 13 is appropriately engaged according to the degree (distribution ratio) and it is desired to distribute more to the right wheel rotation shaft 14, the right wheel rotation shaft 14 side is selected according to the distribution ratio. The coupling 61 is properly engaged.

At this time, by controlling the engagement state of the coupling 61, the amount of driving force supplied from the input shaft 6A to the left wheel rotating shaft 13 or the right wheel rotating shaft 14 (that is, the right and left distribution ratio of the driving force). ) Can be adjusted with appropriate accuracy. Note that the left and right couplings 61 are also used here.
Are not simultaneously engaged at the same time, and when one of the left and right couplings 61 is fully engaged, the other slides.

Further, in this apparatus, similarly to the above-described embodiments, the control unit 18 has the torque amount DT (= T) to be moved according to the target torque of the left and right wheels.
r-Tl), a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on the wheel speeds Vl and Vr of the left and right wheels, and a slip determination. A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the unit 18B is provided.

The estimated vehicle speed calculating section 216, the slip judging section 18B and the control amount setting section 18C are configured in the same manner as in the above-described embodiments. When the slip determining unit 18B determines that the wheel is not in the slip state, the control amount setting unit 18C also sets the control amount for the linear region and determines that the wheel is in the slip state, similarly to the above-described embodiments. Is determined, the control amount for the non-linear region is set.

The control amount for the linear region is divided into control when the left and right wheel speed ratio α is equal to or less than the speed ratio Smax and control when the left and right wheel speed ratio α is larger than the speed ratio Smax. Set as in the example. The control amount for the non-linear region is set as follows, where TCR is the right coupling engagement torque and TCL is the left coupling engagement torque.

When DT> 0, TCR = 0, TCL = C, when DT = 0, TCR = 0, TCL = 0, when DT <0, TCR = C, TCL = 0. Control torque T
Is a constant value, such as the maximum value Tmax.

Since the left / right driving force adjusting device for a vehicle according to the seventh embodiment of the present invention is configured as described above, similarly to the above-described embodiments, the control is performed separately in the linear region and the non-linear region. Perform In the control in the linear region, the left / right wheel speed ratio |
In normal traveling where α | is not greater than or equal to the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other instead of adjusting the torque distribution using energy loss such as braking. A desired torque distribution can be obtained without causing a large torque loss or energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during turning, the rotation speed of the outer wheel whose torque is to be increased is more than the rotation speed of the inner wheel whose torque is to be reduced. When it gets faster,
When the left / right wheel speed ratio | α | becomes equal to or higher than the speed ratio Smax, the engagement of the coupling 61 is released and the driving force transmission control is stopped. Therefore, the inner wheel side where the torque is to be decreased from the outer wheel side where the torque is to be increased. The disadvantage that the torque shifts to is avoided.

To avoid this problem, the speed ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when the driving force is to be moved to the right wheel side, only the left wheel side coupling torque TCL is applied so that the right wheel side speed is reduced. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, control is not required and is not performed. When DT <0, that is, when trying to move the driving force to the left wheel side, only the right wheel side coupling torque TCR is applied so that the left wheel side speed decreases. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present apparatus, whether the tire characteristics are in the linear region or the non-linear region,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

In this embodiment, as in the first embodiment, as a variable transmission capacity torque control transmission mechanism, a hydraulic or electromagnetic multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch or VCU is used. , HCU, or other coupling such as an electromagnetic fluid type or electromagnetic powder type clutch. Next, an eighth embodiment will be described.
The overall configuration of the drive system of an automobile equipped with this device is shown in FIG.
Are substantially the same as those of the first embodiment shown in FIG.

In this embodiment, as shown in FIG. 14, similarly to the first embodiment (see FIGS. 1 and 2), an input shaft 6A to which a rotational driving force is input and a drive input from the input shaft 6A are provided. A left wheel rotating shaft 13 and a right wheel rotating shaft 14 for outputting force are provided, and a vehicle left / right driving force adjusting device is interposed between the rotating shafts 13 and 14 and the input shaft 6A. Then, the driving force transmission control mechanism 9H of the left / right driving force adjusting device for a vehicle.
With the following configuration, the driving force transmitted to the left wheel rotating shaft 13 and the right wheel rotating shaft 14 is allowed to a required ratio while allowing the differential between the left wheel rotating shaft 13 and the right wheel rotating shaft 14. It can be distributed.

That is, the transmission mechanism 62 and the multi-plate clutch mechanism 12 are interposed between the left wheel rotation shaft 13 and the input shaft 6A and between the right wheel rotation shaft 14 and the input shaft 6A, respectively. The speed change mechanism 62 is capable of increasing and outputting the rotation speed at the output section and outputting the rotation speed at a reduced speed, and a state where the rotation speed is increased and output (accelerated output state) and a state where the rotation speed is reduced and output ( (A deceleration output state). For this reason, the transmission mechanism 62 and the multi-plate clutch mechanism 12 are connected to one output shaft side (here, the left wheel rotation shaft 1).
3 side).

The above-described transmission mechanism 62 is composed of three sets of planetary gear mechanisms connected in series to each other. That is, a large-diameter sun gear 62 is provided on the left wheel rotation shaft 13 side.
A and a small-diameter sun gear 62D are provided, and these sun gears 62A, 62D mesh with planetary gears (planetary pinions) 62B, 62E on the outer periphery thereof, respectively.

The planetary gears 62B and 62E are provided so as to rotate integrally with a pinion shaft 62C supported by a common carrier (fixed portion). 62B has a smaller diameter than the planetary gear 62E. Further, another planetary gear 62F is provided on the pinion shaft 62C so as to rotate integrally therewith, and another sun gear 62G fixed to the hollow shaft 11 meshes with the planetary gear 62F. The diameter of the sun gear 62G is set to be smaller than the diameter of the sun gear 62A and larger than the diameter of the sun gear 62D, and the diameter of the planetary gear 62F is set to the diameter of the planetary gear 62B.
Is larger than the diameter of the planetary gear 62E.

Further, a switching mechanism 63 is provided between the sun gears 62A, 62D and the left wheel rotating shaft 13. The switching mechanism 63 includes an electromagnetic actuator (solenoid) 63A, a slide lever 63B driven by the actuator 63A, a connecting member 63C driven by the slide lever 63B, and a hub 64 provided on the left wheel rotation shaft 13. A hub 65 provided on the inner periphery of the sun gear 62A, and a hub 66 provided on the inner periphery of the sun gear 62D.
It is composed of The electromagnetic actuator 63A
Are controlled by the control unit 18.

The connecting member 63C is serrated and connected to the hub 64 at the inner periphery thereof and is always rotated integrally with the hub 64. The inner periphery of the connecting member 63C corresponds to the axial position of the connecting member 63C. The hub 65 or the hub 66 is serrated and can be rotated integrally. That is, when the connecting member 63C is driven by the slide lever 63B to the backward state (the state moved to the left in FIG. 14),
The outer periphery of the hub 6 is serrated and connected to the hub 65.
5 and is driven forward by the slide lever 63B (moved to the right in FIG. 14), the outer periphery of the hub 66 is serrated and connected to the hub 66.
And rotate together.

Therefore, when the connecting member 63C is in the reverse state, the left wheel rotating shaft 13 is connected to the hub 64 and the connecting member 63C.
C, and connected to the sun gear 62A via the hub 65, the rotation of the left wheel rotating shaft 13 is transmitted from the sun gear 62A, the planetary gear 62B, and the pinion shaft 62C to the planetary gear 6A.
2F, output to the hollow shaft 11 through the sun gear 62G. Since the diameter of the sun gear 62G is smaller than the diameter of the sun gear 62A and the diameter of the planetary gear 62F is larger than the diameter of the planetary gear 62B, the sun gear 62G rotates at a higher speed than the sun gear 62A. That is, the hollow shaft 1
1 will rotate faster than the left wheel rotation shaft 13,
The speed change mechanism 62 functions as a speed increasing mechanism.

When the connecting member 63C is in the forward state, the left wheel rotating shaft 13 is connected to the sun gear 62D via the hub 64, the connecting member 63C and the hub 66, and the left wheel rotating shaft 1
3, the rotation of the sun gear 62D, the planetary gear 62E,
It is output from the pinion shaft 62C to the hollow shaft 11 through the planetary gear 62F and the sun gear 62G. The diameter of the sun gear 62G is larger than the diameter of the sun gear 62D, and the diameter of the planetary gear 62F is
Since the diameter is smaller than 2E, the sun gear 62G rotates at a lower speed than the sun gear 62D. That is, the hollow shaft 11 rotates at a lower speed than the left wheel rotating shaft 13, and the speed change mechanism 62 functions as a speed reduction mechanism.

The multi-plate clutch mechanism 12 is interposed between the hollow shaft 11 and the differential case 8A on the input shaft 6A side. By engaging the multi-plate clutch mechanism 12, the differential case 8A A driving force is exchanged with the hollow shaft 11. Therefore, for example, when the connecting member 63C is set in the reverse state, the transmission mechanism 62
The hollow shaft 11 as an output unit rotates at a higher speed than the left wheel rotating shaft 13, and the driving force is returned from the relatively high speed hollow shaft 11 side to the differential case 8A side. The driving force distributed to the right wheel rotating shaft 14 is increased by that amount.

For example, when the connecting member 63C is set in the forward state, the hollow shaft 11 as an output portion of the transmission mechanism 62 rotates at a lower speed than the left wheel rotating shaft 13, and the hollow shaft 11 is moved from the relatively high speed differential case 8A to the hollow shaft. The driving force is returned to the 11th wheel, and the driving force distributed to the left wheel rotating shaft 13 increases by that much, and conversely, the driving force distributed to the right wheel rotating shaft 14 becomes this much. Decrease.

Further, also in this apparatus, similarly to the above-described embodiments, the control unit 18 has the torque amount DT (= T.sub.T) to be moved according to the target torque of the left and right wheels.
r-Tl), a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on the wheel speeds Vl and Vr of the left and right wheels, and a slip determination. A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the unit 18B is provided.

The estimated vehicle speed calculating section 216, the slip judging section 18B and the control amount setting section 18C are configured in the same manner as in the above-described embodiments. When the slip determining unit 18B determines that the wheel is not in the slip state, the control amount setting unit 18C also sets the control amount for the linear region and determines that the wheel is in the slip state, similarly to the above-described embodiments. Is determined, the control amount for the non-linear region is set.

The control amount for the linear region is divided into control when the left / right wheel speed ratio α is equal to or less than the speed ratio Smax and control when the left / right wheel speed ratio α is larger than the speed ratio Smax. Set as in the example. When the connecting member 63C is set in the reverse state, the driving force distributed to the right wheel rotation shaft 14 increases by that amount.

The control amount for the non-linear region is determined by the connecting member 63C.
The clutch torque during forward movement (moving to the right) of the
R, the clutch torque at the time of retreating (at the time of moving to the left) of the connecting member 63C is set as TCL as follows. When DT> 0, TCR = C TCL = 0 When DT = 0, TCR = 0 TCL = 0, When DT <0, TCR = 0 TCL = C Note that the above C is, for example, also possible clutch control torque T
Is a constant value, such as the maximum value Tmax.

Since the left / right driving force adjusting device for a vehicle according to the eighth embodiment of the present invention is configured as described above, similarly to the above-described embodiments, the control is performed separately in the linear region and the non-linear region. Perform In the control in the linear region, the left / right wheel speed ratio |
In normal traveling where α | is not greater than or equal to the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other instead of adjusting the torque distribution using energy loss such as braking. A desired torque distribution can be obtained without causing a large torque loss or energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during a turn, the rotation speed of the outer wheel side for which the torque is to be increased is smaller than the rotation speed of the inner wheel side for which the torque is to be reduced. When it gets faster,
When the left-right wheel speed ratio | α | becomes equal to or higher than the speed ratio Smax, the engagement of the multi-plate clutch 12 is released and the driving force transmission control is stopped. Therefore, the inner wheel whose torque is to be decreased from the outer wheel whose torque is to be increased. The disadvantage that the torque moves to the side is avoided.

In order to avoid this problem, the gear ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when the driving force is to be moved to the right wheel side, only the right wheel side coupling torque TCR is applied so as to decrease the right wheel side speed. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, control is not required and is not performed. When DT <0, that is, when the driving force is to be moved to the left wheel side, only the left wheel side coupling torque TCL is applied so that the left wheel side speed is reduced. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present apparatus, whether the tire characteristics are in the linear region or the non-linear region,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

Further, in this embodiment, since only one transmission mechanism 62 and one multi-plate clutch mechanism 12 need to be provided, it is advantageous in terms of space and cost. In this embodiment, similarly to the first embodiment, as a torque transmission mechanism with a variable transmission capacity control, in addition to a hydraulic or electromagnetic multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch or VCU is used.
, HCU, or other coupling such as an electromagnetic fluid type or electromagnetic powder type clutch.

Next, the ninth embodiment will be described. The overall structure of the drive system of an automobile equipped with this device is almost the same as that of the first embodiment shown in FIG. I do. In this embodiment, as shown in FIG. 15, similarly to the first embodiment (see FIGS. 1 and 2), the input shaft 6A to which the rotational driving force is input and the driving force input from the input shaft 6A are output. A left wheel rotating shaft 13 and a right wheel rotating shaft 14 are provided, and a vehicle left / right driving force adjusting device is interposed between the rotating shafts 13 and 14.

The driving force transmission control mechanism 9I of the vehicular left / right driving force adjusting device has the following structure to allow the left wheel rotating shaft 13 and the right wheel rotating shaft 14 to be differential while rotating the left wheel. The driving force transmitted to the shaft 13 and the right wheel rotating shaft 14 can be distributed at a required ratio. That is, a speed change mechanism 99 and a multi-plate clutch mechanism 12 are interposed between the left wheel rotation shaft 13 and the right wheel rotation shaft 14, respectively, and the speed change mechanism 99 reduces the rotation speed of the right wheel rotation shaft 14. A switching mechanism 101 for switching between a speed-up output and a speed-down output (a speed-up output state) and a speed-down output (a deceleration output state) is provided. Have been. Therefore, only one transmission mechanism 99 and one multi-plate clutch mechanism 12 are provided.

The above-mentioned transmission mechanism 99 is composed of three sets of gear mechanisms provided between the left wheel rotation shaft 13 and a shaft (counter shaft) 99C parallel to the rotation shaft 13. That is, a small-diameter gear 99A and a large-diameter gear 99B are provided on the counter shaft 99C side, and a large-diameter gear 14A and a small-diameter gear 14B are provided on the left-wheel rotating shaft 13. The gear 14A meshes with the gear 9A.
9B and the gear 14B are meshed. However, gear 99
A and 99B are the counter shaft 99C and the switching mechanism 10
1 and according to the state of the switching mechanism 101,
It can rotate relative to the counter shaft 99C or can rotate integrally therewith.

Further, a medium-diameter gear 99D is provided at the left-wheel-side end of the counter shaft 99C.
On the third side, a medium-diameter gear 100C is provided, and these gears 99D and 100C mesh with each other. And gear 1
00C and the left wheel rotation shaft 13 between the multi-plate clutch mechanism 12
Is interposed. The switching mechanism 101 includes an electromagnetic actuator (solenoid) 101A and a slide lever 10 driven by the actuator 101A.
1B, a connecting member 101C driven by the slide lever 101B, a hub 67 provided on the counter shaft 99C, a hub 68 connected to the gear 99A, and a hub 69 connected to the sun gear 99B. . The operation of the electromagnetic actuator 101A is controlled by the control unit 18.

The connecting member 101C comprises a hub 67 and a hub 68.
And the hub 67 and the hub 68 are integrally rotated and the hub 67 and the hub 69 are serrated and the hub 67 and the hub 69 are integrally rotated. Has become available. In other words, when the connecting member 101C is driven by the slide lever 101B in a reverse state (a state moved to the left in FIG. 15), the hub 67 and the hub 68 rotate integrally through the connecting member 101C. When the slide lever 101B is driven to a forward state (a state moved to the right in FIG. 15),
The hub 67 and the hub 69 rotate integrally through the connecting member 101C.

Therefore, when the connecting member 101C is in the reverse state, the rotation of the right wheel rotating shaft 14 is controlled by the gears 14A, 9A.
9A, the hub 67, the connecting member 101C, and the hub 68 are transmitted to the counter shaft 99C.
E and 100C are transmitted to the multi-plate clutch mechanism 12. At this time, the gears 14A, 99
Due to the size (number of teeth) of A, 99E, and 100C, the gear 100C rotates at a higher speed than the right wheel rotating shaft 14. That is, the rotation of the right wheel rotation shaft 14 is increased in speed and output to the gear 100C.

When the connecting member 101C is in the forward state, the rotation of the right wheel rotating shaft 14 is controlled by the gears 14B, 99B,
The power is transmitted to the counter shaft 99C via the hub 67, the connecting member 101C, and the hub 69.
The transmission is transmitted to the multi-plate clutch mechanism 12 via the transmission 00C. At this time, the gears 14B, 99B, 9
Due to the size (number of teeth) of 9E and 100C, the gear 100
C rotates at a lower speed than the right wheel rotation shaft 14. That is, the rotation of the right wheel rotating shaft 14 is reduced and output to the gear 100C.

That is, when the multi-plate clutch mechanism 12 is engaged when the connecting member 101C is in the reverse state, the clutch plate on the side of the gear 100C whose speed has been increased is greater than the clutch plate on the side of the left wheel rotation shaft 13. Also rotates at high speed, torque is transmitted from the right wheel rotation shaft 14 side to the left wheel rotation shaft 13 side. When the multi-plate clutch mechanism 12 is engaged while the connecting member 101C is in the forward state, the clutch plate on the side of the reduced gear 100C rotates at a lower speed than the clutch plate on the side of the left wheel rotation shaft 13. So
Torque is transmitted from the left wheel rotation shaft 13 side to the right wheel rotation shaft 14 side.

Further, in this apparatus, similarly to the above-described embodiments, the control unit 18 supplies the torque amount DT (= T) to be moved in accordance with the target torque of the left and right wheels.
r-Tl), a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on the wheel speeds Vl and Vr of the left and right wheels, and a slip determination. A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the unit 18B is provided.

The estimated vehicle speed calculating section 216, the slip judging section 18B and the control amount setting section 18C are configured in the same manner as in the above-described embodiments. When the slip determining unit 18B determines that the wheel is not in the slip state, the control amount setting unit 18C also sets the control amount for the linear region and determines that the wheel is in the slip state, similarly to the above-described embodiments. Is determined, the control amount for the non-linear region is set.

The control amount for the linear region is divided into control when the left / right wheel speed ratio α is equal to or less than the speed ratio Smax and control when the left / right wheel speed ratio α is larger than the speed ratio Smax. Set as in the example. When the connecting member 63C is set in the reverse state, the driving force distributed to the right wheel rotation shaft 14 increases by that amount.

The control amount for the non-linear region is determined by the connecting member 63C.
The clutch torque during forward movement (moving to the right) of the
R, the clutch torque at the time of retreating (at the time of moving to the left) of the connecting member 63C is set as TCL as follows. When DT> 0, TCR = 0 TCL = C When DT = 0, TCR = 0 TCL = 0 When DT <0, TCR = C TCL = 0 Note that the above C is also, for example, possible clutch control torque T
Is a constant value, such as the maximum value Tmax.

Since the left and right driving force adjusting device for a vehicle according to the ninth embodiment of the present invention is constructed as described above, the control is performed separately for the linear region and the non-linear region as in the above-described embodiments. Perform In the control in the linear region, the left / right wheel speed ratio |
In normal traveling where α | is not greater than or equal to the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other instead of adjusting the torque distribution using energy loss such as braking. A desired torque distribution can be obtained without causing a large torque loss or energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during a turn, the rotation speed of the outer wheel whose torque is to be increased is larger than the rotation speed of the inner wheel whose torque is to be reduced. When it gets faster,
When the left-right wheel speed ratio | α | becomes equal to or higher than the speed ratio Smax, the engagement of the multi-plate clutch 12 is released and the driving force transmission control is stopped. Therefore, the inner wheel whose torque is to be decreased from the outer wheel whose torque is to be increased. The disadvantage that the torque moves to the side is avoided.

To avoid this problem, the speed ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when the driving force is to be moved to the right wheel side, only the left wheel side coupling torque TCL is applied so that the right wheel side speed is reduced. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, there is no need for control and no operation is performed. When DT <0, that is, when trying to move the driving force to the left wheel side, only the right wheel side coupling torque TCR is applied so that the left wheel side speed decreases. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present apparatus, whether the tire characteristics are in the linear region or the non-linear region,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

Further, also in this embodiment, since only one transmission mechanism 99 and one multi-plate clutch mechanism 12 need be provided, it is advantageous in terms of space and cost. In this embodiment, similarly to the first embodiment, as a torque transmission mechanism with a variable transmission capacity control, in addition to a hydraulic or electromagnetic multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch or VCU is used.
, HCU, or other coupling such as an electromagnetic fluid type or electromagnetic powder type clutch.

Next, the tenth embodiment will be described.
The vehicle equipped with the left-right driving force adjusting device for a vehicle is a front wheel drive vehicle, and this device is provided on the side of rear wheels 15, 16 which are non-driving wheels (wheels to which engine output is not given). The force transmission control mechanism 90A includes rear wheels 15, 16
The driving force transmission control mechanism 9A of the first embodiment is applied to the non-driving wheels provided between the rotating shafts 13 and 14.

That is, as shown in FIG.
The 16 rotation shafts 13 and 14 are independent of each other, but a transmission mechanism 91 is provided on the right wheel rotation shaft 14 side, and a transmission mechanism 92 is provided on the left wheel rotation shaft 13 side. A hydraulic multi-plate clutch mechanism 93 is interposed between the output portion of the transmission and the left wheel rotation shaft 13, and is provided between the output portion of the transmission mechanism 92 and the hollow shaft 95 that rotates at a constant speed in conjunction with the left wheel rotation shaft 14. A hydraulic multi-plate clutch mechanism 94 controlled by the controller 18 is provided in the same manner as in the first embodiment. In addition,
93A, 93B, 94A and 94B are clutch plates.

[0205] The transmission mechanism 91 includes the right wheel rotating shaft 1
Sun gear 91A attached so as to rotate integrally with 4
And a planetary gear 91B meshing with the sun gear 91A
A planetary gear 91D installed on a planetary shaft 91C pivotally supporting the planetary gear 91B and rotating integrally with the planetary gear 91B; and a planetary gear 91D.
And a sun gear 93C that meshes.

The sun gear 93C is connected to the sun gear 91A.
Is set to be larger in diameter than, the planetary gear 91D is set smaller diameter than the planetary gear 91B, the sun gear 93C rotates at a lower speed than the sun gear 91A. Accordingly, the speed change mechanism 91 is configured to reduce the rotation of the right wheel rotation shaft 14 and output the rotation as the rotation of the sun gear 93C.

When the hydraulic multi-plate clutch mechanism 93 is engaged, the clutch plate 93B on the left wheel rotation shaft 13 rotates faster than the clutch plate 93A on the reduced sun gear 93C side. Driving force is transmitted from the 13 side to the sun gear 93C side, that is, to the right wheel rotating shaft 14 side. In this case, the left wheel rotating shaft 13 and the right wheel rotating shaft 1
No. 4 is a rotating shaft of a non-driving wheel, so that no driving force is supplied from the engine, but the left wheel rotating shaft 13 applies a rotational reaction force received from the road surface to the right wheel rotating shaft 14. That is,
The left wheel 15 connected to the left wheel rotating shaft 13 applies a braking force to the road surface, while receiving a rotational reaction force from the road surface, and
The right wheel 16 connected to 4 applies the driving force received from the left wheel rotation shaft 13 to the road surface. Since the braking force is considered to be a negative driving force, the distribution of the driving force between the left wheel rotating shaft 13 and the right wheel rotating shaft 14 is adjusted while the vehicle is a non-driving wheel.

The transmission mechanism 92 includes a sun gear 92A mounted so as to rotate integrally with the left wheel rotation shaft 14,
The planetary gear 92B includes a planetary gear 92B that meshes with the sun gear 92A, a planetary gear 92D that is mounted on a planetary shaft 92C that pivotally supports the planetary gear 92B, and rotates integrally with the planetary gear 92B, and a sun gear 94C that meshes with the planetary gear 92D.

The sun gear 94C is connected to the sun gear 92A.
Is set to be larger in diameter than, the planetary gear 92D is set smaller diameter than the planetary gear 92B, the sun gear 94C rotates at a lower speed than the sun gear 92A. Therefore, the speed change mechanism 92 is configured to reduce the rotation of the left wheel rotation shaft 13 and output the rotation as the rotation of the sun gear 94C.

The hollow shaft 95 to which the one clutch plate 94B of the hydraulic multi-plate clutch mechanism 94 is attached.
Are a sun gear 95A that rotates integrally therewith, a planetary gear 91E and a planetary shaft 91 that mesh with the sun gear 95A and are attached to the planetary shaft 91C.
C, the planetary gear 91B and the sun gear 91A are linked to the right wheel rotating shaft 14.

[0211] The sun gear 95A is the sun gear 91A.
And the planetary gear 91E is set to the same diameter as the planetary gear 91B.
Are always linked at the same speed as the right wheel rotating shaft 14. Therefore, when the hydraulic multi-plate clutch mechanism 94 is engaged, the clutch plate 94B on the hollow shaft 95 side (that is, the right wheel rotating shaft 14 side) rotates more than the clutch plate 94A on the sun gear 94C side that has been reduced in speed. Since it is fast, the driving force is transmitted from the right wheel rotation shaft 14 side to the left wheel rotation shaft 13 side.

In this case as well, since the left wheel rotating shaft 13 and the right wheel rotating shaft 14 are both rotating shafts of the non-driving wheels, the driving force from the engine is not supplied. This is given to the left wheel rotation shaft 13. That is, the right wheel 16 connected to the right wheel rotation shaft 14 applies a braking force to the road surface, while receiving a rotational reaction force from the road surface, and the left wheel 15 connected to the left wheel rotation shaft 13 is moved from the right wheel rotation shaft 14 side. The received driving force is applied to the road surface, and the distribution of the driving force between the left wheel rotating shaft 13 and the right wheel rotating shaft 14 is adjusted while the vehicle is not driven.

Further, also in this apparatus, similarly to the above-described embodiments, the control unit 18 has the torque amount DT (= T.sub.T) to be moved according to the target torque of the left and right wheels.
r-Tl), a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on the wheel speeds Vl and Vr of the left and right wheels, and a slip determination. A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the unit 18B is provided.

The estimated vehicle speed calculating section 216, the slip judging section 18B and the control amount setting section 18C are configured in the same manner as in the above-described embodiments. When the slip determining unit 18B determines that the wheel is not in the slip state, the control amount setting unit 18C also sets the control amount for the linear region and determines that the wheel is in the slip state, similarly to the above-described embodiments. Is determined, the control amount for the non-linear region is set.

The control amount for the linear region is divided into control when the left / right wheel speed ratio α is equal to or less than the speed ratio Smax and control when the left / right wheel speed ratio α is larger than the speed ratio Smax. Set as in the example. When the connecting member 63C is set in the reverse state, the driving force distributed to the right wheel rotation shaft 14 increases by that amount.

The control amount for the non-linear region is set as follows, where TCR is the clutch torque of the right multi-plate clutch 93 and TCL is the clutch torque of the left side of the right multi-plate clutch 94. . When DT> 0, TCR = 0 TCL = C When DT = 0, TCR = 0 TCL = 0 When DT <0, TCR = C TCL = 0 Note that the above C is also, for example, possible clutch control torque T
Is a constant value, such as the maximum value Tmax.

The vehicle left / right driving force adjusting device according to the tenth embodiment of the present invention is configured as described above.
During normal traveling in which the left / right wheel speed ratio | α | is not equal to or greater than the speed ratio Smax, the left / right driving force distribution can be adjusted while the driving wheels are not receiving driving force from the engine,
As in the above-described embodiments, the control is performed separately in the linear region and the non-linear region.

In the control in the linear region, the left / right wheel speed ratio | α |
When the vehicle is traveling at a speed not higher than the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the torque distribution using energy loss such as a brake. A desired torque distribution can be obtained without causing any energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during turning, the rotation speed of the outer wheel side for which the torque is to be increased is smaller than the rotation speed of the inner wheel side for which the torque is to be decreased. When it gets faster,
When the left / right wheel speed ratio | α | exceeds the speed ratio Smax, the engagement of the multiple disc clutches 93 and 94 is released and the driving force transmission control is stopped. Therefore, the torque is decreased from the outer wheel side where the torque is desired to be increased. The disadvantage that the torque is moved to the desired inner wheel side is avoided.

To avoid this problem, the speed ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when the driving force is to be moved to the right wheel side, only the left wheel side coupling torque TCL is applied so that the right wheel side speed is reduced. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, control is not required and is not performed. When DT <0, that is, when trying to move the driving force to the left wheel side, only the right wheel side coupling torque TCR is applied so that the left wheel side speed decreases. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present device, whether the tire characteristics are in the linear region or the non-linear region,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

In this embodiment, similarly to the first embodiment, as a variable transmission capacity torque transmission mechanism, in addition to a hydraulic or electromagnetic multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch is used. , VCU, HCU, and other couplings such as an electromagnetic fluid type or an electromagnetic powder type clutch. Next, a description will be given of an eleventh embodiment. An automobile equipped with the vehicle left / right driving force adjusting device is also a front wheel drive vehicle, and the present device is a rear wheel 1 which is a non-drive wheel.
5 and 16 and the driving force transmission control mechanism 90
B is provided between the rotating shafts 13 and 14 of the rear wheels 15 and 16, and is obtained by applying the mechanism 9E of the fifth embodiment to non-driving wheels.

That is, as shown in FIG.
Although the 16 rotating shafts 13 and 14 are independent of each other, a transmission mechanism 96 is provided between the rotating shafts 13 and 14, and the speed increasing output portion of the transmission mechanism 96 is provided on the left wheel rotating shaft 13 side. A hydraulic multi-plate clutch mechanism 97 is provided between the transmission mechanism and the deceleration output section of the transmission mechanism 96.

The speed change mechanism 96 includes a gear 14A provided on the right wheel rotating shaft 14, a shaft (counter shaft) 96B provided in parallel with the rotating shafts 13, 14, and a gear 14A provided on the counter shaft 96B. Gear 96 that meshes with
A, a gear 97C provided on the left wheel rotating shaft 13 side via the hydraulic multi-plate clutch mechanism 97, and a gear 9 provided on the left wheel rotating shaft 13 side via the hydraulic multi-plate clutch mechanism 98.
8C and a gear 97 provided on the counter shaft 96B.
A gear 96C meshes with C, and a gear 96D provided on the counter shaft 96B and meshes with the gear 98C.

The gear 97C has a smaller diameter than the gear 14A, and the gear 98C has a larger diameter than the gear 14A.
The gear 96C has a larger diameter than the gear 96A, and the gear 96D has a smaller diameter than the gear 96A. Therefore, the gear 97C is rotated at a higher speed than the gear 14A by transmitting the rotational force through the route of the gears 14A, 96A, 96C, and 97C, and the gear 97C serves as a speed increasing output portion of the transmission mechanism 96. ing. The gear 98C is connected to the gear 14
The rotational force is transmitted through the route of A, gear 96A, gear 96D, and gear 98C, and rotates at a lower speed than gear 14A. Gear 98C serves as a reduction output portion of transmission mechanism 96.

For this reason, when the hydraulic multi-plate clutch mechanism 97 is engaged, the clutch plate 9 on the left wheel rotation shaft 13 side with respect to the clutch plate 97B on the gear 97C side whose speed has been increased.
Since the rotation of 7A is slower, the driving force is transmitted from the right wheel rotation shaft 14 side to the left wheel rotation shaft 13 side. Conversely, when the hydraulic multi-plate clutch mechanism 98 is engaged, the reduced gear 98C
Since the clutch plate 98A on the left wheel rotating shaft 13 rotates faster than the clutch plate 98B on the left side, the driving force is transmitted from the left wheel rotating shaft 13 side to the right wheel rotating shaft 14 side.

Also in this case, since the left wheel rotating shaft 13 and the right wheel rotating shaft 14 are both rotating shafts of the non-driving wheels, the driving force from the engine is not supplied, but the rotating shaft 13 on the side that applies the driving force is provided.
Or 14 is a rotary reaction force received from the road surface
Or 13. That is, the wheels 15 or 16 connected to the rotating shaft 13 or 14 on the side that applies the driving force.
Gives a braking force to the road surface, receives a rotational reaction force from the road surface, and the right wheel 16 or 15 connected to the rotating shaft 14 or 13 on the driving force receiving side receives the rotational reaction force to generate a driving force on the road surface. To be told.

Further, in this apparatus, similarly to the above-described embodiments, the control unit 18 has the torque amount DT (= T.sub.T) to be moved according to the target torque of the right and left wheels.
r-Tl), a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on the wheel speeds Vl and Vr of the left and right wheels, and a slip determination. A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the unit 18B is provided.

The estimated vehicle speed calculating section 216, the slip judging section 18B and the control amount setting section 18C are configured in the same manner as in the above-described embodiments. When the slip determining unit 18B determines that the wheel is not in the slip state, the control amount setting unit 18C also sets the control amount for the linear region and determines that the wheel is in the slip state, similarly to the above-described embodiments. Is determined, the control amount for the non-linear region is set.

The control amount for the linear region is divided into control when the left and right wheel speed ratio α is equal to or less than the speed ratio Smax and control when the left and right wheel speed ratio α is larger than the speed ratio Smax. Set as in the example. When the connecting member 63C is set in the reverse state, the driving force distributed to the right wheel rotation shaft 14 increases by that amount.

The control amount for the non-linear region is set as follows, where TCR is the clutch torque of the right multiple disk clutch 97 and TCL is the left clutch torque of the right multiple disk clutch 98. . When DT> 0, TCR = C TCL = 0 When DT = 0, TCR = 0 TCL = 0, When DT <0, TCR = 0 TCL = C Note that the above C is, for example, also possible clutch control torque T
Is a constant value, such as the maximum value Tmax.

The left / right driving force adjusting device for a vehicle according to the eleventh embodiment of the present invention is configured as described above.
During normal traveling in which the left / right wheel speed ratio | α | is not equal to or greater than the speed ratio Smax, the left / right driving force distribution can be adjusted while the driving wheels are not receiving driving force from the engine,
As in the above-described embodiments, the control is performed separately in the linear region and the non-linear region.

In the control of the linear region, the left / right wheel speed ratio | α |
When the vehicle is traveling at a speed not higher than the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the torque distribution using energy loss such as a brake. A desired torque distribution can be obtained without causing any energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during a turn, the rotation speed of the outer wheel whose torque is to be increased is more than the rotation speed of the inner wheel whose torque is to be decreased. When it gets faster,
When the left / right wheel speed ratio | α | exceeds the speed ratio Smax, the engagement of the multiple disc clutches 97 and 98 is released and the driving force transmission control is stopped. Therefore, the torque is reduced from the outer wheel side where the torque is to be increased. The disadvantage that the torque is moved to the desired inner wheel side is avoided.

To avoid this problem, the speed ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when the driving force is to be moved to the right wheel side, only the right wheel side coupling torque TCR is applied so that the right wheel side speed decreases. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, there is no need for control and no operation is performed. When DT <0, that is, when the driving force is to be moved to the left wheel side, only the left wheel side coupling torque TCL is applied so that the left wheel side speed is reduced. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present device, whether the tire characteristics are in the linear region or the non-linear region,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

In this embodiment, similarly to the first embodiment, as a variable transmission capacity torque transmission mechanism, in addition to a hydraulic or electromagnetic multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch is used. , VCU, HCU, and other couplings such as an electromagnetic fluid type or an electromagnetic powder type clutch. Next, a twelfth embodiment will be described. An automobile provided with the left / right driving force adjusting device for a vehicle is also a front wheel drive vehicle, and this device is a rear wheel 1 which is a non-drive wheel.
5 and 16 and the driving force transmission control mechanism 90
C is provided between the rotation shafts 13 and 14 of the rear wheels 15 and 16, and is obtained by applying the mechanism 9I of the ninth embodiment to non-driving wheels.

That is, as shown in FIG.
The sixteen rotation shafts 13 and 14 are independent of each other, but between the left wheel rotation shaft 13 and the right wheel rotation shaft 14, a transmission mechanism 99 and a multi-plate clutch mechanism 12 are interposed. The speed change mechanism 99 can increase and output the rotation speed of the right wheel rotating shaft 14 and can reduce and output the rotation speed.
Switching mechanism 10 for switching between a state in which the speed is increased and output (accelerated output state) and a state in which the speed is reduced and output (deceleration output state)
1 is attached. Therefore, only one transmission mechanism 99 and one multi-plate clutch mechanism 12 are provided.

The above-mentioned transmission mechanism 99 is constituted by three sets of gear mechanisms provided between the left wheel rotation shaft 13 and a shaft (counter shaft) 99C parallel to the rotation shaft. That is, a small-diameter gear 99A and a large-diameter gear 99B are provided on the counter shaft 99C side, and a large-diameter gear 14A and a small-diameter gear 14B are provided on the left-wheel rotating shaft 13. The gear 14A meshes with the gear 9A.
9B and the gear 14B are meshed.

However, the gears 99A and 99B are connected to the counter shaft 99C via the switching mechanism 101, and the counter shaft 99C is switched according to the state of the switching mechanism 101.
, And can be rotated integrally with each other. Further, a medium diameter gear 99E is provided on the counter shaft 99C side, and a medium diameter gear 100C is provided on the left wheel rotation shaft 13 side.
00C is engaged. The multi-plate clutch mechanism 12 is interposed between the gear 100C and the left wheel rotation shaft 13.

The switching mechanism 101 includes an electromagnetic actuator (solenoid) 101A and a slide lever 101B driven by the actuator 101A.
And a connecting member 101C driven by the slide lever 101B, a hub 67 provided on the counter shaft 99C, a hub 68 connected to the gear 99A, and a hub 69 connected to the sun gear 99B. In addition,
The operation of the electromagnetic actuator 101A is controlled by the control unit 18.

The connecting member 101C comprises a hub 67 and a hub 68.
And the hub 67 and the hub 68 are integrally rotated and the hub 67 and the hub 69 are serrated and the hub 67 and the hub 69 are integrally rotated. Has become available. That is, when the connecting member 101C is driven by the slide lever 101B in a backward state (a state moved to the left in FIG. 18), the hub 67 and the hub 68 rotate integrally through the connecting member 101C. When the slide lever 101B is driven to a forward state (a state moved rightward in FIG. 18),
The hub 67 and the hub 69 rotate integrally through the connecting member 101C.

Therefore, when the connecting member 101C is in the reverse state, the rotation of the right wheel rotating shaft 14 is controlled by the gears 14A,
9A, the hub 67, the connecting member 101C, and the hub 68 are transmitted to the counter shaft 99C.
E and 100C are transmitted to the multi-plate clutch mechanism 12. At this time, the gears 14A, 99
Due to the size (number of teeth) of A, 99E, and 100C, the gear 100C rotates at a higher speed than the right wheel rotating shaft 14. That is, the rotation of the right wheel rotation shaft 14 is increased in speed and output to the gear 100C.

When the connecting member 101C is in the forward state, the rotation of the right wheel rotating shaft 14 is controlled by the gears 14B, 99B,
The power is transmitted to the counter shaft 99C via the hub 67, the connecting member 101C, and the hub 69.
The transmission is transmitted to the multi-plate clutch mechanism 12 via the transmission 00C. At this time, the gears 14B, 99B, 9
Due to the size (number of teeth) of 9E and 100C, the gear 100
C rotates at a lower speed than the right wheel rotation shaft 14. That is, the rotation of the right wheel rotating shaft 14 is reduced and output to the gear 100C.

That is, when the multi-plate clutch mechanism 12 is engaged when the connecting member 101C is in the reverse state, the clutch plate on the side of the gear 100C whose speed has been increased is more than the clutch plate on the side of the left wheel rotating shaft 13. Also rotates at high speed, torque is transmitted from the right wheel rotation shaft 14 side to the left wheel rotation shaft 13 side. When the multi-plate clutch mechanism 12 is engaged while the connecting member 101C is in the forward state, the clutch plate on the side of the reduced gear 100C rotates at a lower speed than the clutch plate on the side of the left wheel rotation shaft 13. So
Torque is transmitted from the left wheel rotation shaft 13 side to the right wheel rotation shaft 14 side.

Further, also in this apparatus, similarly to the above-described embodiments, the control unit 18 has the torque amount DT (= T.sub.T) to be moved according to the target torque of the right and left wheels.
r-Tl), a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on the wheel speeds Vl and Vr of the left and right wheels, and a slip determination. A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the unit 18B is provided.

The estimated vehicle speed calculating section 216, the slip judging section 18B and the control amount setting section 18C are configured in the same manner as in the above-described embodiments. When the slip determining unit 18B determines that the wheel is not in the slip state, the control amount setting unit 18C also sets the control amount for the linear region and determines that the wheel is in the slip state, similarly to the above-described embodiments. Is determined, the control amount for the non-linear region is set.

The control amount for the linear region is divided into control when the left and right wheel speed ratio α is equal to or less than the speed ratio Smax and control when the left and right wheel speed ratio α is larger than the speed ratio Smax. Set as in the example. When the connecting member 63C is set in the reverse state, the driving force distributed to the right wheel rotation shaft 14 increases by that amount.

The control amount for the non-linear region is determined by the connecting member 63C.
The clutch torque during forward movement (moving to the right) of the
R, the clutch torque at the time of retreating (at the time of moving to the left) of the connecting member 63C is set as TCL as follows. When DT> 0, TCR = 0 TCL = C When DT = 0, TCR = 0 TCL = 0 When DT <0, TCR = C TCL = 0 Note that the above C is also, for example, possible clutch control torque T
Is a constant value, such as the maximum value Tmax.

Since the vehicle left / right driving force adjusting apparatus according to the twelfth embodiment of the present invention is constructed as described above,
During normal traveling in which the left / right wheel speed ratio | α | is not equal to or greater than the speed ratio Smax, the left / right driving force distribution can be adjusted while the driving wheels are not receiving driving force from the engine,
As in the above-described embodiments, the control is performed separately in the linear region and the non-linear region.

In the control of the linear region, the left / right wheel speed ratio | α |
When the vehicle is traveling at a speed not higher than the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the torque distribution using energy loss such as a brake. A desired torque distribution can be obtained without causing any energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during a turn, the rotation speed of the outer wheel whose torque is to be increased is more than the rotation speed of the inner wheel whose torque is to be decreased. When it gets faster,
When the left-right wheel speed ratio | α | becomes equal to or higher than the speed ratio Smax, the engagement of the multi-plate clutch 12 is released and the driving force transmission control is stopped. Therefore, the inner wheel whose torque is to be decreased from the outer wheel whose torque is to be increased. The disadvantage that the torque moves to the side is avoided.

To avoid this problem, the speed ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when the driving force is to be moved to the right wheel side, only the left wheel side coupling torque TCL is applied so as to decrease the right wheel side speed. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, there is no need for control and no operation is performed. When DT <0, that is, when trying to move the driving force to the left wheel side, only the right wheel side coupling torque TCR is applied so that the left wheel side speed decreases. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present device, whether the tire characteristics are in the linear region or the non-linear region,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

Further, since only one transmission mechanism 99 and one multi-plate clutch mechanism 12 need be provided, it is advantageous in terms of space and cost. In this embodiment, similarly to the first embodiment, as the variable transmission capacity torque control transmission mechanism, in addition to a hydraulic or electromagnetic multi-plate clutch mechanism, a hydraulic or electromagnetic friction clutch, a VCU, Other couplings, such as an HCU, or an electromagnetic fluid or electromagnetic powder clutch, can also be used.

Next, the thirteenth embodiment will be described.
An automobile equipped with this vehicle left / right driving force adjusting device is also a front wheel drive vehicle, and the present device is a rear wheel 15, 1 which is a non-drive wheel.
6 and the driving force transmission control mechanism 90D is
It is provided between the rotating shafts 13 and 14 of the rear wheels 15 and 16, and is obtained by applying the mechanism 9H of the eighth embodiment to a non-driving wheel.

That is, as shown in FIG.
The 16 rotating shafts 13 and 14 are independent of each other, but between the left wheel rotating shaft 13 and the right wheel rotating shaft 14, a transmission mechanism 62 and a multi-plate clutch mechanism 12 are interposed. . The speed change mechanism 62 is capable of increasing the rotation speed and outputting the output at the output section, and reducing and outputting the rotation speed. A state where the rotation speed is increased and output (accelerated output state) and a state where the rotation speed is reduced and output ( (A deceleration output state). Therefore, only one transmission mechanism 62 and one multi-plate clutch mechanism 12 are provided on one output shaft side (here, the left wheel rotation shaft 13 side).

The above-described transmission mechanism 62 is constituted by three sets of planetary gear mechanisms connected in series to each other. That is, a large-diameter sun gear 62 is provided on the left wheel rotation shaft 13 side.
A and a small-diameter sun gear 62D are provided, and these sun gears 62A, 62D mesh with planetary gears (planetary pinions) 62B, 62E on the outer periphery thereof, respectively.

These planetary gears 62B and 62E are mounted so as to rotate integrally with a pinion shaft 62C supported by a common carrier (fixed portion). Contrary to the relationship between the diameters of the sun gears 62A and 62D, the planetary gears 62B has a smaller diameter than the planetary gear 62E. Further, another planetary gear 62F is provided on the pinion shaft 62C so as to rotate integrally therewith, and another sun gear 62G fixed to the hollow shaft 11 meshes with the planetary gear 62F. The diameter of the sun gear 62G is set to be smaller than the diameter of the sun gear 62A and larger than the diameter of the sun gear 62D, and the diameter of the planetary gear 62F is set to the diameter of the planetary gear 62B.
Is larger than the diameter of the planetary gear 62E.

A switching mechanism 63 is provided between the sun gears 62A and 62D and the left wheel rotating shaft 13. The switching mechanism 63 includes an electromagnetic actuator (solenoid) 63A, a slide lever 63B driven by the actuator 63A, a connecting member 63C driven by the slide lever 63B, and a hub 64 provided on the left wheel rotation shaft 13. A hub 65 provided on the inner periphery of the sun gear 62A, and a hub 66 provided on the inner periphery of the sun gear 62D.
It is composed of The electromagnetic actuator 63A
Are controlled by the control unit 18.

The connecting member 63C is serrated and connected to the hub 64 on the inner periphery thereof and is always rotated integrally with the hub 64. The inner periphery of the connecting member 63C corresponds to the axial position of the connecting member 63C. The hub 65 or the hub 66 is serrated and can be rotated integrally. That is, when the connecting member 63C is driven by the slide lever 63B to the backward state (the state moved to the left in FIG. 16),
The outer periphery of the hub 6 is serrated and connected to the hub 65.
5 and driven by the slide lever 63B to the forward state (the state moved to the right in FIG. 16), the outer periphery of the hub 66 is serrated and connected to the hub 66.
And rotate together.

Accordingly, when the connecting member 63C is in the reverse state, the left wheel rotating shaft 13 is connected to the hub 64 and the connecting member 63C.
C, and connected to the sun gear 62A via the hub 65, the rotation of the left wheel rotating shaft 13 is transmitted from the sun gear 62A, the planetary gear 62B, and the pinion shaft 62C to the planetary gear 6A.
2F, output to the hollow shaft 11 through the sun gear 62G. Since the diameter of the sun gear 62G is smaller than the diameter of the sun gear 62A and the diameter of the planetary gear 62F is larger than the diameter of the planetary gear 62B, the sun gear 62G rotates at a higher speed than the sun gear 62A. That is, the hollow shaft 1
1 will rotate faster than the left wheel rotation shaft 13,
The speed change mechanism 62 functions as a speed increasing mechanism.

When the connecting member 63C is in the forward state, the left wheel rotating shaft 13 is connected to the sun gear 62D via the hub 64, the connecting member 63C and the hub 66, and the left wheel rotating shaft 1
3, the rotation of the sun gear 62D, the planetary gear 62E,
It is output from the pinion shaft 62C to the hollow shaft 11 through the planetary gear 62F and the sun gear 62G. The diameter of the sun gear 62G is larger than the diameter of the sun gear 62D, and the diameter of the planetary gear 62F is
Since the diameter is smaller than 2E, the sun gear 62G rotates at a lower speed than the sun gear 62D. That is, the hollow shaft 11 rotates at a lower speed than the left wheel rotating shaft 13, and the speed change mechanism 62 functions as a speed reduction mechanism.

The multi-plate clutch mechanism 12 is interposed between the hollow shaft 11 and the differential case 8A on the input shaft 6A side. By engaging the multi-plate clutch mechanism 12, the differential case 8A A driving force is exchanged with the hollow shaft 11. Therefore, for example, when the connecting member 63C is set in the reverse state, the transmission mechanism 62
The hollow shaft 11 as an output unit rotates at a higher speed than the left wheel rotating shaft 13, and the driving force is returned from the relatively high speed hollow shaft 11 side to the differential case 8A side. The driving force distributed to the right wheel rotating shaft 14 is increased by that amount.

For example, when the connecting member 63C is set in the forward state, the hollow shaft 11 as the output portion of the transmission mechanism 62 rotates at a lower speed than the left wheel rotating shaft 13, and the hollow shaft 11 moves from the relatively high speed differential case 8A side to the hollow shaft. The driving force is returned to the 11th wheel, and the driving force distributed to the left wheel rotating shaft 13 increases by that much, and conversely, the driving force distributed to the right wheel rotating shaft 14 becomes this much. Decrease.

Further, in this apparatus, similarly to the above-described embodiments, the control unit 18 has the torque amount DT (= T.sub.T) to be moved according to the target torque of the right and left wheels.
r-Tl), a slip determination unit (wheel slip determination means) 18B that determines whether the wheels are in a slip state based on the wheel speeds Vl and Vr of the left and right wheels, and a slip determination. A control amount setting unit (control amount setting means) 18C for setting the control amount of the clutch hydraulic pressure control valve 17 based on the judgment of the unit 18B is provided.

The estimated vehicle speed calculating section 216, the slip judging section 18B and the control amount setting section 18C are configured in the same manner as in the above-described embodiments. When the slip determining unit 18B determines that the wheel is not in the slip state, the control amount setting unit 18C also sets the control amount for the linear region and determines that the wheel is in the slip state, similarly to the above-described embodiments. Is determined, the control amount for the non-linear region is set.

The control amount for the linear region is divided into control when the left / right wheel speed ratio α is equal to or less than the speed ratio Smax and control when the left / right wheel speed ratio α is larger than the speed ratio Smax. Set as in the example. When the connecting member 63C is set in the reverse state, the driving force distributed to the right wheel rotation shaft 14 increases by that amount.

The control amount for the non-linear region is determined by the connecting member 63C.
The clutch torque during forward movement (moving to the right) of the
R, the clutch torque at the time of retreating (at the time of moving to the left) of the connecting member 63C is set as TCL as follows. When DT> 0, TCR = C TCL = 0 When DT = 0, TCR = 0 TCL = 0, When DT <0, TCR = 0 TCL = C Note that the above C is, for example, also possible clutch control torque T
Is a constant value, such as the maximum value Tmax.

Since the vehicle left / right driving force adjusting apparatus according to the thirteenth embodiment of the present invention is configured as described above,
During normal traveling in which the left / right wheel speed ratio | α | is not equal to or greater than the speed ratio Smax, the left / right driving force distribution can be adjusted while the driving wheels are not receiving driving force from the engine,
As in the above-described embodiments, the control is performed separately in the linear region and the non-linear region.

In the control in the linear region, the left / right wheel speed ratio | α |
When the vehicle is traveling at a speed not higher than the speed ratio Smax, the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the torque distribution using energy loss such as a brake. A desired torque distribution can be obtained without causing any energy loss.

For example, when performing torque transfer control from the inner wheel side to the outer wheel side during a turn, the rotation speed of the outer wheel whose torque is to be increased is more than the rotation speed of the inner wheel whose torque is to be reduced. When it gets faster,
When the left-right wheel speed ratio | α | becomes equal to or higher than the speed ratio Smax, the engagement of the multi-plate clutch 12 is released and the driving force transmission control is stopped. Therefore, the inner wheel whose torque is to be decreased from the outer wheel whose torque is to be increased. The disadvantage that the torque moves to the side is avoided.

To avoid this problem, the speed ratio Smax
Can be performed without increasing the torque, thereby suppressing problems such as deterioration of fuel efficiency due to an increase in torque transmission loss and energy loss, and a decrease in durability due to an increase in heat generation of components of the device such as a multi-plate clutch. be able to. On the other hand, in the control for the non-linear region, when the slip rate S of the tire is increased, the driving torque of the wheel is rather reduced, and conversely, when the slip rate S of the tire is decreased, the driving torque of the wheel is increased. Thereby, the driving force of the left and right wheels is controlled as follows.

When DT> 0, that is, when the driving force is to be moved to the right wheel side, only the right wheel side coupling torque TCR is applied so that the right wheel side speed decreases. At this time, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed of the right wheel side decreases, and as a result, the road surface reaction force to the tire increases, and the right wheel The amount of driving force transmitted to the side road surface increases.

When DT = 0, control is not required and is not performed. When DT <0, that is, when the driving force is to be moved to the left wheel side, only the left wheel side coupling torque TCL is applied so that the left wheel side speed is reduced. At this time, similarly to the above, since the road surface reaction force to the tire is relatively small, if the engagement force is equal to or more than the appropriate engagement force, the speed on the left wheel side decreases, and as a result, the road surface reaction force to the tire increases. , The amount of driving force transmitted to the road surface on the left wheel side increases.

As described above, according to the present apparatus, whether the tire characteristics are in the linear region or the non-linear region,
Without being affected by the road surface μ of the traveling road surface or the acceleration state,
The left and right torque distribution can be freely controlled, which can contribute to improvement of kinetic performance such as turning performance of the vehicle and improvement of running stability. In addition, since the control can be performed by using the wheel speeds of the left and right wheels without using the vehicle speed, a device for detecting or calculating the vehicle speed is not required, and there is an advantage that the cost can be reduced.

Further, since only one transmission mechanism 99 and one multi-plate clutch mechanism 12 need to be provided, it is advantageous in terms of space and cost. In this embodiment, similarly to the first embodiment, as the variable transmission capacity torque transmission mechanism, in addition to the multi-plate clutch mechanism, a friction clutch or a VC
Other couplings such as U and HCU can also be used,
For these drive systems, electromagnetic drive or the like may be used in addition to hydraulic drive.

In each of the above embodiments, the control stop condition is set based on the speed ratio of the left and right wheels. However, the control stop condition may be set based on the speed difference between the left and right wheels. Further, in each of the above-described embodiments, the vehicle left / right driving force adjustment device is provided on the rear wheel, but the left / right driving force adjustment device can be applied to the front wheel as well. In particular, the above first to first
In the ninth embodiment, the vehicle left / right driving force adjustment device is provided in the drive system for the rear wheels of the four-wheel drive vehicle. The present invention can be applied to a drive system of a rear wheel of a drive vehicle, a drive system of a front wheel of a front wheel drive vehicle, and the like. Also, in the above-described tenth to thirteenth embodiments, the vehicle left / right driving force adjustment device is provided on the rear wheel which is a non-driving wheel of the front wheel drive vehicle. It can also be applied to front wheels that are non-drive wheels.

[0285]

As described in detail above, the present invention of claim 1 is described.
According to the vehicle left / right driving force adjustment device, the vehicle engine
Input part, left wheel side rotation shaft, right wheel side
What is the rotation axis, the input unit, and the left wheel rotation axis?
Speed-change one of the rotation speeds and selectively transmit it to the other
A first power transmission unit, the input unit, and the right wheel-side rotation shaft;
Select one of the speeds by changing the rotation speed of either
Power transmission means for transmitting power to the first power transmission means
And a control means for controlling an operation state of the second power transmission means.
And the first power transmission means and the upper
The operating power transmission means of the second power transmission means
Above, and the above-mentioned shifted rotation speed and this shifted speed.
The above-mentioned vehicle is
A wheel slip determining means for determining a wheel slip state is provided.
In addition, the control means is provided by the wheel slip determination means.
If the wheel is slipping,
Of the first power transmission means and the second power transmission means
Power transmission to select if our wheels are not slipping
Operation by selecting a power transmission means that is different from the
Control the tire characteristics even in the linear region.
Whether it is a nonlinear region, that is, the road surface μ
Right and left torque distribution without being affected by acceleration or acceleration conditions
Can be controlled freely, and the turning characteristics of the vehicle
That can contribute to the improvement of athletic performance and running stability.
There is a point and this can be realized at low cost. Ma
Further, according to the vehicle left / right driving force adjusting device of the present invention of claim 2,
Then, the left-wheel rotation axis of the vehicle, the right-wheel rotation axis, and the left
The rotation speed of the wheel-side rotating shaft is changed to select the right wheel-side rotating shaft.
First power transmission means for selectively transmitting the power, and the right wheel side rotation shaft
The transmission speed is selectively transmitted to the left wheel side rotation shaft
The second power transmission means, the first power transmission means and the
Control means for controlling the operation state of the second power transmission means.
And the first power transmission means and the second power transmission means.
In the operating power transmission means among the power transmission means
Above, the above-mentioned shifted rotation speed and this shifted rotation
Based on the differential state with the transmitted rotation speed,
The wheel slip judgment means for judging the slip state is provided.
For example, the control means, Ru good to the wheel slip judgment means
Based on the judgment result, if the wheel is slipping
Of the first power transmission means and the second power transmission means
Power transmission to select if our wheels are not slipping
Operation by selecting a power transmission means that is different from the
Control the tire characteristics even in the linear region.
Whether it is a nonlinear region, that is, the road surface μ
Right and left torque distribution without being affected by acceleration or acceleration conditions
Can be controlled freely, and the turning characteristics of the vehicle
That can contribute to the improvement of athletic performance and running stability.
There is a point and this can be realized at low cost. Ma
According to the vehicle left-right driving force adjusting device of the third aspect of the present invention, between the left wheel rotation axis and the right wheel rotation axis of the vehicle,
A first driving force transmission control mechanism capable of adjusting the driving force between the left and right wheels by moving the driving force from the left wheel side to the right wheel side between the left and right rotation shafts, and A second driving force transmission control mechanism that can move the driving force from the right wheel side to the left wheel side between the left and right rotation shafts and adjust the driving force between the left and right wheels ; The two drive force transmission control mechanisms respectively rotate one of the left and right rotation shafts .
The rotation speed is input and the rotation speed of the one rotating shaft is set to a constant speed ratio.
A transmission mechanism for shifting and outputting in the output of the transmission mechanism
And the speed of the one rotating shaft is changed at a constant speed ratio.
The first member rotating at the set rotation speed and the left and right rotations described above.
A second member that rotates integrally with the other rotation shaft of the rotation shaft;
And the first member is engaged when the first member is engaged with the second member.
Low-speed rotation from the member on the high-speed rotation side of the member and the second member.
By transmitting the driving force to the member on the transfer side,
Transmission capacity variable control type torque that transmits driving force between rotating shafts
And click transmission mechanism, of the transmission capacity variable control type torque transmission mechanism
Control means for controlling an engagement state between the first member and the second member, wherein the control means is provided on a side of the transmission capacity variable control type torque transmission mechanism which performs driving force transmission control. a wheel slip determining means for determining a slip state of the wheel based on the differential state in transmission capacity variable control type torque transmission mechanism, if it is determined not to be wheel slip by said wheel slip judging means, the right from the left wheel side
If there is a request to move the driving force to the wheel side, the first driving force transmission
Engages the variable transmission torque transmission mechanism of the transmission control mechanism
The request for driving force movement from the right wheel side to the left wheel side
The transmission capacity variable control of the second driving force transmission control mechanism
The wheel torque determination mechanism is engaged by engaging the control torque transmission mechanism.
If it is determined that the wheel slip in stages, or the left wheel side
If there is a request to move the driving force to the right wheel side,
Variable transmission capacity torque transmission machine with driving force transmission control mechanism
Engage the mechanism and move the driving force from the right wheel side to the left wheel side
The transmission capacity of the first driving force transmission control mechanism
In so that engaging the amount variable control type torque transmission mechanism, the structure of a control amount setting means for setting a control amount of the transmission capacity variable control type torque transmission mechanism, but the tire characteristics will be linear region Even in the non-linear region, the left and right torque distribution can be freely controlled without being affected by the road surface μ or the acceleration state of the running road surface, improving the kinetic performance such as turning performance of the vehicle and running stability. There is an advantage that can contribute to the improvement of sexual, moreover, this low-cost
Les can be realized.

Further, the above-described left wheel rotation shaft and right wheel rotation shaft can be applied not only to a drive wheel that rotates with an engine output, but also to a case where the engine output is not provided. In this case, it is possible to adjust the left and right driving force distribution even though the vehicle is a non-drive wheel, and it is possible to improve, for example, the turning performance of the vehicle or the running stability by using the adjustment. .

[0287] Further, according to the driving-force laterally-adjusting device for a vehicle according the present invention in claim 4, between the left-wheel axle and a right-wheel axle in the vehicle, an input unit input the driving force from the engine And a differential mechanism for transmitting the driving force input from the input unit to each of the left and right rotating shafts while allowing the differential between the left and right rotating shafts, and A first driving force transmission control mechanism that can move the driving force from the left wheel side to the right wheel side to adjust the driving force between the left and right wheels, and the right wheel side and the left wheel between the left and right rotation shafts. And a second drive power transmission control mechanism capable of adjusting the drive force between the left and right wheels by moving the drive force to the side, and the first and second drive powers described above. Each of the transmission control mechanisms is one of the rotation shafts.
The rotation speed of this rotating shaft is changed
A transmission mechanism for outputting the transmission ratio, the output of the transmission mechanism
The rotation speed of the one rotating shaft at a constant speed ratio
A first member rotating at the shifted rotational speed, and the input unit;
A second member that rotates integrally with the first member and the second member;
When the first member and the second member are engaged with each other,
Transmission of drive force from high-speed rotating member to low-speed rotating member
In this way, the driving force is transmitted between the left and right rotating shafts.
Cormorants and transmission capacity variable control type torque transmission mechanism is composed of a control means for controlling an engagement state of the transmission capacity variable control type torque transmission mechanism, said control means of the transmission capacity variable control type torque transmission mechanism a wheel slip determining means for determining a slip state of the wheel based on the differential state in transmission capacity variable control type torque transmission mechanism on the side doing the driving force transmission control, determined not to be a wheel slip in the wheel slip determining means Then, from the left wheel side to the right wheel
The first driving force transmission if there is a request to move the driving force to the side
Engage the variable transmission torque transmission mechanism of the control mechanism
There is a request to move the driving force from the right wheel side to the left wheel side.
The transmission capacity variable control of the second driving force transmission control mechanism
The wheel slip determining means
In If it is determined that the wheel slip, from the left wheel side
If there is a request to move the driving force to the right wheel side, the second drive
Variable transmission capacity torque transmission mechanism of power transmission control mechanism
To move the driving force from the right wheel side to the left wheel side.
If required, the transmission capacity of the first driving force transmission control mechanism
In so that engaging the variable control type torque transmission mechanism, the structure of a control amount setting means for setting a control amount of the transmission capacity variable control type torque transmission mechanism, tire characteristic would be linear region Nonlinear It is possible to freely control the torque distribution on the left and right without being affected by the road surface μ of the running road surface and the acceleration state, regardless of the area, improve the kinetic performance such as turning performance of the vehicle and run stability There is an advantage that can contribute to the improvement of, moreover, this at a low cost
Les can be realized.

[0288] Further, according to the driving-force laterally-adjusting device for a vehicle according the present invention in claim 5, between the left-wheel axle and a right-wheel axle in the vehicle, an input unit input the driving force from the engine And a differential mechanism for transmitting the driving force input from the input unit to each of the left and right rotating shafts while allowing the differential between the left and right rotating shafts, and A first driving force transmission control mechanism that can move the driving force from the left wheel side to the right wheel side to adjust the driving force between the left and right wheels, and the right wheel side and the left wheel between the left and right rotation shafts. And a second drive power transmission control mechanism capable of adjusting the drive force between the left and right wheels by moving the drive force to the side, and the first and second drive powers described above. transmission control mechanism, respectively, the rotation of the input section
The rotation speed of this rotating shaft is
A transmission mechanism for outputting Te, on receiving the output of the transmission mechanism
The rotational speed at which the rotational speed of the input section is shifted at a constant gear ratio
The first member that rotates in degrees and one of the rotating shafts
A first member and the second part.
When the first member and the second member are engaged with each other,
The driving force is transmitted from the rotating member to the low-speed rotating member.
And the transmission for transmitting the driving force between the left and right rotating shafts.
Consists reach and capacity variable control type torque transmission mechanism, and control means for controlling an engagement state of the transmission capacity variable control type torque transmission mechanism, said control means, driving of the transmission capacity variable control type torque transmission mechanism a wheel slip determining means for determining a slip state of the wheel based on the differential state in transmission capacity variable control type torque transmission mechanism on the side doing the force transmission control is determined not to be a wheel slip in the wheel slip determining means Then , from the left wheel side to the right wheel side
The first driving force transmission control
Engage the torque transmission mechanism with variable transmission capacity of the mechanism.
If there is a request to move the driving force from the right wheel side to the left wheel side
The transmission capacity variable control type of the second driving force transmission control mechanism
The torque transmission mechanism is engaged, when it is determined that the vehicle <br/> wheel slip in the wheel slip determining means, said from the left wheel side
If there is a request to move the driving force to the right wheel side, the second driving force
The transmission capacity of the transmission control mechanism is changed.
Demand for driving force movement from the right wheel side to the left wheel side
Variable transmission capacity of the first drive force transmission control mechanism
In so that engaging the control torque transmission mechanism, the structure of a control amount setting means for setting a control amount of the transmission capacity variable control type torque transmission mechanism, tire characteristic would be linear region but non-linear region In other words, it is possible to freely control the torque distribution on the left and right without being affected by the road surface μ of the running road surface and the acceleration state, to improve the kinetic performance such as turning performance of the vehicle and to improve the running stability. There is an advantage that can contribute to improvement, and this can be realized at low cost.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a drive system of an automobile including a vehicle left and right driving force adjusting device according to a first embodiment of the present invention.

FIG. 2 is a schematic configuration diagram showing a main part of a left-right driving force adjusting device for a vehicle as a first embodiment of the present invention.

FIG. 3 is a schematic configuration diagram of a main part of a control system of a left-right driving force adjusting device for a vehicle as a first embodiment of the present invention.

FIG. 4 is a schematic configuration diagram showing an estimated vehicle speed calculation unit of a control system of the vehicle left and right driving force adjusting device according to the first embodiment of the present invention.

FIG. 5 is a flowchart showing control contents of the vehicle left / right driving force adjusting device as the first embodiment of the present invention.

FIG. 6 is a schematic configuration diagram showing a drive system of an automobile including a vehicle left and right driving force adjusting device according to a second embodiment of the present invention.

FIG. 7 is a schematic configuration diagram of a main part of a left-right driving force adjusting device for a vehicle according to a second embodiment of the present invention.

FIG. 8 is a velocity diagram for explaining torque transmission of the left and right driving force adjusting device for a vehicle as the second embodiment of the present invention.

FIG. 9 is a schematic configuration diagram of a main part of a left-right driving force adjusting device for a vehicle as a third embodiment of the present invention.

FIG. 10 is a schematic configuration diagram showing a main part of a left-right driving force adjusting device for a vehicle as a fourth embodiment of the present invention.

FIG. 11 is a schematic configuration diagram showing a main part of a vehicle left / right driving force adjusting device according to a fifth embodiment of the present invention.

FIG. 12 is a schematic configuration diagram showing a main part of a left-right driving force adjusting device for a vehicle according to a sixth embodiment of the present invention.

FIG. 13 is a schematic configuration diagram showing a main part of a vehicle left / right driving force adjusting device according to a seventh embodiment of the present invention.

FIG. 14 is a schematic configuration diagram showing a main part of a vehicle left / right driving force adjusting device according to an eighth embodiment of the present invention.

FIG. 15 is a schematic configuration diagram showing a main part of a left-right driving force adjusting device for a vehicle according to a ninth embodiment of the present invention.

FIG. 16 is a schematic configuration diagram showing a main part of a left-right driving force adjusting device for a vehicle according to a tenth embodiment of the present invention.

FIG. 17 is a schematic configuration diagram of a main part of a left-right driving force adjusting device for a vehicle according to an eleventh embodiment of the present invention.

FIG. 18 is a schematic configuration diagram showing a main part of a left-right driving force adjusting device for a vehicle according to a twelfth embodiment of the present invention.

FIG. 19 is a schematic configuration diagram showing a main part of a left-right driving force adjusting device for a vehicle according to a thirteenth embodiment of the present invention.

FIG. 20 is a diagram showing an example of a tire characteristic diagram.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Engine 2 Transmission 3 Center differential 4 Front differential 5 Center differential differential limiting mechanism 6 Propeller shaft 6A Input shaft 7 Bevel gear mechanism 8 Rear differential 8A Differential case (Diff case) 9, 9A to 9I Driving force transmission control mechanism (power transmission means) 10 Transmission mechanism DESCRIPTION OF SYMBOLS 10A 1st sun gear 10B 1st planetary gear (planetary pinion) 10D 2nd planetary gear 10C pinion shaft 10F planetary carrier 10E 2nd sun gear 11 Hollow shaft as driving force transmission auxiliary member 12 As variable torque transmission control variable torque transmission mechanism Multi-plate clutch mechanism 12A, 12B Clutch plate 13 Left wheel rotation shaft 14 Right wheel rotation shaft 14A, 14B Gear 15 Left rear wheel 16 Right rear wheel 17 Clutch hydraulic control valve 17 'Coupling hydraulic control Control valve 18 Control unit as control means 18A Moving torque amount setting unit 18B Slip judgment unit (wheel slip judgment unit) 18C Control amount setting unit (control amount setting unit) 19 Wheel speed sensor 20 Handle angle sensor 21 Yaw rate sensor 22 Acceleration sensor (Or acceleration calculating means) 23 accumulator 24 electric pump 25 left front wheel 26 right front wheel 30, 31, 32 transmission mechanism 30A, 31A, 32A first sun gear 30B, 31B, 32B first planetary gear (planetary pinion) 30D, 31D, 32D second planetary gears 30C, 31C, 32C pinion shafts 30F, 31F, 32F planetary carriers 30E, 31E, 32E second sun gear 41 driving force transmission auxiliary member 42 torque transmission mechanism with variable transmission capacity control Multi-plate clutch mechanism 42A, 42B Clutch plate 51 Shaft (counter shaft) 52-56, 59 Gear 57, 58 Multi-plate clutch mechanism as variable transmission capacity control torque transmission mechanism 60 Transmission mechanism 60A Sun gear 60B Planetary gear (planetary pinion) 60C Pinion shaft 60D Ring gear 61 Coupling such as friction clutch 62 Transmission mechanism 62A, 62D Sun gear 62B, 62E, 62F Planetary gear (planetary pinion) 62C Pinion shaft 63 Switching mechanism 63A Electromagnetic actuator (solenoid) 63B Slide lever 63C Connecting member , 65,66,67,68,69 hub 90A~90D driving force transmission control mechanism (power transmitting means) 91, 92 transmission mechanism 91A, 92A Sasangiya 91B, 92 Planetary gears 91C, 92C planetary shafts 91D, 92D planetary gears 93, 94 multi-plate clutch mechanisms 93A, 93B, 94A, 94B as transmission capacity variable control torque transmission mechanisms clutch plates 93C, 94C sun gear 95 hollow shaft 96 transmission mechanisms 96A, 96C, 96D, 97C, 98C Gear 96B Shaft (counter shaft) 97, 98 Multi-disc clutch mechanism 97A, 97B, 98A, 98B as variable torque transmission mechanism with variable transmission capacity Clutch plate 99 Transmission mechanism 99C Shaft (counter shaft) 99A, 99B , 99D gear 100C gear 101 switching mechanism 101A electromagnetic actuator (solenoid) 101B slide lever 101C connecting member

Claims (5)

(57) [Claims] 1. An input for transmitting the power of an engine of a vehicle.
Part, a left wheel side rotation shaft, a right wheel side rotation shaft, Any one of the input unit and the left wheel side rotation shaft
First power transmission for selectively transmitting to another by changing the rotation speed
Delivery means, Any one of the input unit and the right wheel side rotation shaft
A second power transmission for selectively transmitting to another by changing the rotation speed
Delivery means, Operation of the first power transmission means and the second power transmission means
It has control means to control the state, Of the first power transmission means and the second power transmission means,
The above-mentioned speed-changed in the operating power transmission means.
The rotational speed and the rotational speed at which this shifted rotation is transmitted
Judge the slip state of the wheel based on the differential state of
Wheel slip judgment means, The control means determines by the wheel slip determination means.
Based on the results, if the wheels are slipping,
Of the first power transmission means and the second power transmission means,
Power transmission means selected when wheels are not slipping
Select a different power transmission means to control the operation
A left and right driving force adjusting device for a vehicle. 2. A left-wheel rotating shaft and a right-wheel rotating shaft of a vehicle.
When, By changing the rotation speed of the left wheel side rotation shaft, the right wheel side rotation is changed.
First power transmission means for selectively transmitting to the shaft; By changing the rotation speed of the right wheel side rotation shaft, the left wheel side rotation
Second power transmission means for selectively transmitting to the shaft; Operation of the first power transmission means and the second power transmission means
It has control means to control the state, Of the first power transmission means and the second power transmission means,
The above-mentioned speed-changed in the operating power transmission means.
The rotational speed and the rotational speed at which this shifted rotation is transmitted
Judge the slip state of the wheel based on the differential state of
Wheel slip judgment means, The control means determines by the wheel slip determination means.
Based on the results, if the wheels are slipping,
Of the first power transmission means and the second power transmission means,
Power transmission means selected when wheels are not slipping
Select a different power transmission means to control the operation
A left and right driving force adjusting device for a vehicle. 3. A driving force is moved between a left wheel rotation axis and a right wheel rotation axis of the vehicle between the left and right rotation shafts from the left wheel side to the right wheel side to drive the left and right wheels. A first driving force transmission control mechanism capable of adjusting the driving force from the right wheel side to the left wheel side between the left and right rotating shafts, and a second driving force transmission mechanism capable of adjusting the driving force between the left and right wheels . and a driving force transmission control mechanism, said first and second driving force transmission control mechanism, respectively, enter one of the rotation of the rotation shaft of the rotation axes of the right and left of the
The rotation speed of the one rotating shaft is shifted at a constant speed ratio
And a rotational speed of one of the rotating shafts receiving the output of the transmission mechanism.
1st part which rotates at a rotational speed shifted by a constant gear ratio
Material and the other of the left and right rotating shafts
A first member and the second part.
When the first member and the second member are engaged with each other,
The driving force is transmitted from the rotating member to the low-speed rotating member.
And the transmission for transmitting the driving force between the left and right rotating shafts.
And reaches capacity variable control type torque transmission mechanism, said first member and said of said transmission capacity variable control type torque transmission mechanism
Control means for controlling an engagement state with the second member, wherein the control means controls the transmission capacity variable control type torque on the side of the transmission capacity variable control type torque transmission mechanism which performs the driving force transmission control. a wheel slip determining means for determining a slip state of the wheel based on the differential state in the transfer mechanism, if it is determined not to be wheel slip by said wheel slip judging means, the driving force from the left-wheel side to the right wheel side Key to moving
If requested, the transmission capacity of the first driving force transmission control mechanism is possible.
Engage the variable control type torque transmission mechanism and start from the right wheel side.
If there is a request to move the driving force to the left wheel side, the second driving force
Engaging the transmission capacity variable control type torque transmission mechanism of the transmission control mechanism
If the wheel slip determining means determines that the wheel is slipping, the driving force from the left wheel side to the right wheel side is determined.
If there is a request for movement, the transmission of the second driving force transmission control mechanism is performed.
Engage the variable-capacity control-type torque transmission mechanism to engage the right wheel
If there is a request to move the driving force to the left wheel side from the
Transmission capacity variable control type torque transmission of the driving force transmission control mechanism
In so that engaging the mechanism, characterized in that it includes a control amount setting means for setting a control amount of the transmission capacity variable control type torque transmission mechanism, the left and right driving force control apparatus for vehicles. 4. An input section for inputting a driving force from an engine between a left wheel rotation axis and a right wheel rotation axis in a vehicle;
A differential mechanism for transmitting the driving force input from the input unit to the left and right rotation shafts while allowing the differential between the left and right rotation shafts, and a left wheel between the left and right rotation shafts A first driving force transmission control mechanism capable of adjusting the driving force between the left and right wheels by moving the driving force from the side to the right wheel side, and from the right wheel side to the left wheel side between the above left and right rotation shafts and a second driving force transmission control mechanism that performs a driving force moving may adjust the driving force between the left and right wheels and, said first and second driving force transmission control mechanism, it
Which is inputted to one rotation of one of the rotation axis of the rotary shaft
A speed change mechanism that changes the rotation speed at a fixed speed ratio and outputs the speed, and receives the output of the speed change mechanism and the rotation speed of the one rotation shaft.
Rotating at a rotational speed shifted at a constant gear ratio
The member and a second member that rotates integrally with the input unit are provided.
When the first member is engaged with the second member, the first member
Of the second member, the member on the high speed rotation side and the member on the low speed rotation side
By transmitting the driving force to the member, the left and right rotating shafts
Transmission capacity variable control type torque transmission that transmits driving force by
A mechanism made up of a control means for controlling an engagement state of the transmission capacity variable control type torque transmission mechanism, said control means has performed a driving force transmission control of the transmission capacity variable control type torque transmission mechanism a wheel slip determining means for determining a slip state of the wheel based on the differential state in transmission capacity variable control type torque transmission mechanism on the side, when it is determined not to be wheel slip by said wheel slip judging means, whether the left wheel side Required to move the driving force from the
If requested, the transmission capacity of the first driving force transmission control mechanism is possible.
Engage the variable control type torque transmission mechanism and start from the right wheel side.
If there is a request to move the driving force to the left wheel side, the second driving force
The transmission capacity of the transmission control mechanism is changed.
If the wheel slip determining means determines that the wheel is slipping, the driving force from the left wheel side to the right wheel side is determined.
If there is a request for movement, the transmission of the second driving force transmission control mechanism is performed.
Engage the variable-capacity control-type torque transmission mechanism to engage the right wheel
If there is a request to move the driving force to the left wheel side from the
Transmission capacity variable control type torque transmission of the driving force transmission control mechanism
In so that engaging the mechanism, characterized in that it includes a control amount setting means for setting a control amount of the transmission capacity variable control type torque transmission mechanism, the left and right driving force control apparatus for vehicles. 5. An input unit for inputting a driving force from an engine between a left wheel rotation shaft and a right wheel rotation shaft in a vehicle;
A differential mechanism for transmitting the driving force input from the input unit to the left and right rotation shafts while allowing the differential between the left and right rotation shafts, and a left wheel between the left and right rotation shafts A first driving force transmission control mechanism capable of adjusting the driving force between the left and right wheels by moving the driving force from the side to the right wheel side, and from the right wheel side to the left wheel side between the above left and right rotation shafts and a second driving force transmission control mechanism that performs a driving force moving may adjust the driving force between the left and right wheels and, said first and second driving force transmission control mechanism, it
Which is inputted the rotation of the input unit the rotational speed of the rotary shaft
A speed change mechanism for shifting and outputting at a constant speed ratio; and receiving the output of the speed change mechanism to reduce the rotation speed of the input unit to one.
A first member that rotates at a rotational speed shifted at a constant gear ratio;
A second member that rotates integrally with one of the rotation shafts;
When the first member and the second member are engaged with each other,
Low-speed rotation from the member on the high-speed rotation side of the material and the second member
The above left and right rotations are transmitted by transmitting the driving force to the side members.
Variable transmission capacity control torque for transmitting driving force between shafts
A transmission mechanism, is composed of a control means for controlling an engagement state of the transmission capacity variable control type torque transmission mechanism, said control means performs a driving force transmission control of the transmission capacity variable control type torque transmission mechanism a wheel slip determining means for determining a slip state of the wheel based on the differential state in transmission capacity variable control type torque transmission mechanism on the side where there, if it is determined not to be wheel slip by said wheel slip judging means, the left wheel side Of the driving force from the
If requested, the transmission capacity of the first driving force transmission control mechanism is possible.
Engage the variable control type torque transmission mechanism and start from the right wheel side.
If there is a request to move the driving force to the left wheel side, the second driving force
The transmission capacity of the transmission control mechanism is changed.
If the wheel slip determining means determines that the wheel is slipping, the driving force from the left wheel side to the right wheel side is determined.
If there is a request for movement, the transmission of the second driving force transmission control mechanism is performed.
Engage the variable-capacity control-type torque transmission mechanism to engage the right wheel
If there is a request to move the driving force to the left wheel side from the
Transmission capacity variable control type torque transmission of the driving force transmission control mechanism
In so that engaging the mechanism, characterized in that it includes a control amount setting means for setting a control amount of the transmission capacity variable control type torque transmission mechanism, the left and right driving force control apparatus for vehicles.