JP4037600B2 - Control device for driving force transmission device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for a driving force transmission device, and more particularly to a control device for a driving force transmission device for a four-wheel drive vehicle equipped with a toroidal-type continuously variable transmission.
[0002]
[Prior art]
In recent years, research and development of a continuously variable transmission for an automobile has been promoted in view of its smoothness, ease of driving, and improvement in fuel consumption. The V-belt type has already been put into practical use.
On the other hand, there is a need for a CVT that has a larger capacity and better response than a V-belt. In order to achieve this possibility, a traction drive type toroidal continuously variable transmission (hereinafter referred to as a toroidal type CVT) that transmits power by shearing an oil film is known.
[0003]
On the other hand, when the toroidal continuously variable transmission is to be used for four-wheel drive, it is necessary to further branch the output shaft rotation and take it out to the side of the transmission, and the structure of this branching portion becomes extremely complicated. However, there was a problem that the transmission itself was forced to be remodeled, resulting in a significant cost increase. Therefore, as a conventional technique for solving this problem, a technique described in JP-A-2-163553 is known. In the technique described in this publication, as shown in FIG. 6, a torque transmission shaft 75 disposed concentrically with the engine output shaft 71, and a countershaft 76 disposed parallel to the torque transmission shaft 75 in an offset manner. The toroidal continuously variable transmission 73 is disposed on the torque transmission shaft 75, and the first transmission device 74 is provided between the toroidal continuously variable transmission 73 and the counter shaft 76. The rear output shaft 80 is disposed concentrically with the torque transmission shaft 75, the second transmission 77 is provided between the rear output shaft 80 and the counter shaft 76, and the driving force of the first drive gear 77a is It is configured to transmit to the front output shaft 81 via the idler gear 77b and the second drive gear 77c.
[0004]
[Problems to be solved by the invention]
However, in a conventional four-wheel drive vehicle equipped with a toroidal-type continuously variable transmission, the output from the toroidal-type continuously variable transmission 73 is directly connected to the rear-side output shaft 80 and the front-side output shaft 81 via gears or the like. Therefore, when the engine is towing or coasting while the engine is stopped, the input from the output shafts 80 and 81 is transmitted to the transmission mechanism. Due to the rotation input from the drive wheels, a tilting force acts on the power roller, and the gear shifts to the high gear stage side. In this state, there is a problem that the driving force is insufficient when the engine is started again to start.
Further, this is not a problem limited to the toroidal type continuously variable transmission. For example, a belt type continuously variable transmission in which a drive wheel and a transmission mechanism unit are directly connected has a similar problem.
Also, as a problem common to stepped automatic transmissions and continuously variable transmissions, when the engine is stopped, no hydraulic pressure is generated and no lubricating oil is supplied, so the operation is performed without lubrication, and the durability of the sliding part is reduced. There was a problem to do.
[0005]
Another conventional technology includes a clutch for forward / reverse switching between the transmission portion of the continuously variable transmission and the output shaft. However, a large rotational driving force that has been shifted (torque amplified) is input. There is a problem in that a clutch or the like is provided in the portion to be provided, resulting in an increase in size of the transmission itself.
[0006]
The present invention has been made on the basis of the problems as described above, and the problem to be solved by the present invention is that even if traction or the like is performed when the engine is stopped in the power transmission device including the automatic transmission, An object of the present invention is to provide a control device for a power transmission device in which rotation from the drive wheel side is not directly input to the speed change mechanism unit and durability is not deteriorated due to operation in a non-lubricated state.
[0007]
[Means for Solving the Problems]
According to the first aspect of the present invention, a transmission that changes the rotational driving force from the engine, a power distribution device that distributes the driving force from the output shaft of the transmission to the input shafts on the front and rear wheels, and the transmission output. A sub-transmission device between the shaft and the power distribution device and having a high speed stage, a low speed stage and a neutral position; and a select position detecting means for detecting a select position of the speed stage of the sub transmission apparatus selected by the driver; And a switching means for switching the shift stage of the sub-transmission based on a detection result of the select position detection means, and a control device for the driving force transmission device, the engine stop state detection means for detecting the engine stop state is provided. When the engine stop state is detected by the engine stop state detection means, the auxiliary speed change is made with respect to the switching means regardless of the selection position selected by the driver. The Said Outputs a signal to set to the neutral position If the engine stop state is no longer detected by the engine stop state detecting means after the neutral position is changed, the shift position of the auxiliary transmission is detected by the select position detecting means. Switch to gears based on results Means is provided.
[0008]
According to a second aspect of the present invention, in the control device for the driving force transmission device according to the first aspect,
The transmission is a continuously variable transmission capable of continuously changing a gear ratio.
[0009]
According to a third aspect of the present invention, in the control device for the driving force transmission device according to the second aspect,
As the transmission output shaft, a counter shaft is arranged in parallel with the transmission input shaft,
The auxiliary transmission is provided on the counter shaft,
The transmission input shaft and the rear wheel side input shaft are arranged on a concentric shaft,
A driving force input unit for inputting rotational driving force to the power distribution device from the counter shaft side is opposed to the axial direction, and rotational driving force is output from the power distribution device to the rear wheel side input shaft. A first driving force output unit that is disposed on the axial rear wheel side, and a second driving force output unit that outputs rotational driving force from the power distribution device to the front wheel side input shaft is disposed on the axial front wheel side,
The auxiliary transmission device is arranged between the first driving force output unit and the second driving force output unit.
[0010]
According to a fourth aspect of the present invention, in the control device for the driving force transmission device according to the first to third aspects,
The engine stop state detecting means is a means for detecting by turning on / off an ignition key.
[0011]
Operation and effect of the invention
According to the first aspect of the present invention, a sub-transmission device having a neutral position is provided between the transmission and the power distribution device, and when the engine is stopped, the neutral determination is made to be the neutral position regardless of the selection position selected by the driver. By providing the means, for example, when the vehicle is towed, it is possible to prevent power from being transmitted from the wheel side into the transmission, and a new clutch or the like is provided for cutting off the power from the wheel side. It is possible to avoid the problem that the components in the transmission are operated without lubrication without increasing the number of points. Thereby, durability can be improved.
[0012]
In the invention described in claim 2, a continuously variable transmission is provided as the transmission. As this continuously variable transmission, for example, a belt type continuously variable transmission or a toroidal type continuously variable transmission can be provided. In the present invention, a sub-transmission having a neutral position is provided between the continuously variable transmission and the power distribution device. When the engine is stopped, the neutral determination is made to be the neutral position regardless of the selection position selected by the driver. By providing the means, it is possible to avoid the problem that the driving force is insufficient when starting the engine.
Furthermore, it is not necessary to provide a forward / reverse switching clutch or the like in the portion where the rotational drive force that has been shifted is input. Therefore, the above-mentioned problems can be solved without increasing the size of the transmission itself.
[0013]
According to a third aspect of the present invention, the first driving force output unit and the second driving force output unit from the power distribution device are positioned in the axial direction so as to face each other with the driving force input unit sandwiched in the axial direction. The first driving force output unit is arranged on the rear wheel side in the axial direction, the second driving force output unit is arranged on the front wheel side in the axial direction, and the first driving force output unit and the second driving force output are provided. The auxiliary transmission device is disposed between the counter shaft and the power distribution device, so that the size of the countershaft and the power distribution device in the radial direction of the countershaft can be reduced, and the rear wheel side input shaft and switching means can be reduced. Interference with the power distribution device can also be avoided, so that sufficient space can be secured while reducing the radial dimension around the power distribution device, and the gear ratio of the sub-transmission can be set and switched. Improve design flexibility when placing means Door can be. Here, when outputting from the countershaft side to the rear wheel side input shaft via the power distribution device, the rear wheel side input shaft is arranged on a shaft concentric with the transmission input shaft, so that the transmission unit itself A reduction in rigidity can be prevented without generating torsional stress or the like.
[0014]
In the invention according to claim 4, it is possible to reliably detect the stop and operation of the engine without adding a new configuration by detecting the engine stop state detection means by turning on and off the ignition key. , Can maintain the startability.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
(Embodiment 1)
FIG. 1 is a system diagram illustrating an overall configuration of a four-wheel drive vehicle including the toroidal-type continuously variable transmission according to the first embodiment.
First, the configuration will be described. 1 is an engine, 2 is a control device for controlling the Hi-Lo switching mechanism 48 of the auxiliary transmission 11, 3 is an ignition key switch, 4 is a shift of the Hi-Lo switching mechanism 48 selected by the driver. Position detection switches 4 and 5 for detecting the selected position of the gears are range signal detectors for detecting the range position of the shift lever for selecting the gear position of the transmission, and 13 is a vehicle speed sensor for detecting the vehicle speed.
[0016]
The driving force from the engine 1 is transmitted to the transaxle portion via the forward / reverse switching mechanism 36, and the driving force distributed to the first output shaft 60 drives the rear wheel 9 via the rear differential 7 and outputs the second output. The driving force distributed to the shaft 61 drives the front wheels 8 via the front differential 6.
[0017]
FIG. 2 is an overall configuration diagram showing the toroidal type continuously variable transmission according to the first embodiment. Reference numeral 10 denotes a toroidal type continuously variable transmission, and a rotational driving force from the engine 1 is input via the torque converter 12. The torque converter 12 includes a pump impeller 12a, a turbine runner 12b, a stator 12c, a lockup clutch 12d, an apply side oil chamber 12e, a release side oil chamber 12f, and the like, and an input shaft 14 passes through the center thereof.
[0018]
The input shaft 14 is connected to a forward / reverse switching mechanism 36, and the mechanism 36 includes a planetary gear mechanism 42, a forward clutch 44, a reverse brake 46, and the like. The planetary gear mechanism 42 includes a pinion 42a that meshes with the ring gear 42b and the sun gear 42c.
[0019]
The pinion carrier of the planetary gear mechanism 42 is connected to the torque transmission shaft 16, and the first continuously variable transmission mechanism 18 and the second continuously variable transmission mechanism 20 are connected to the torque transmission shaft 16 on the downstream side in the transmission case 22. Tandem arrangement (dual cavity type). Note that the body of the control valve is disposed on a power roller 18c, 18d, a forward / reverse switching clutch 44, and a brake 46, which will be described later, on a base indicated by reference numeral 64.
[0020]
The first continuously variable transmission mechanism 18 includes a pair of input disks 18a and output disks 18b whose opposing surfaces are formed in a toroidal curved surface, and frictional contact between the opposing surfaces of the input / output disks 18a and 18b and a torque transmission shaft. 16, a pair of power rollers 18c and 18d arranged symmetrically, a support mechanism that supports the power rollers 18c and 18d so as to be tiltable, and a servo piston as a hydraulic actuator. Similarly, the second continuously variable transmission mechanism 20 includes a pair of input disks 20a and output disks 20b whose opposing surfaces are formed in a toroidal curved surface, a pair of power rollers 20c and 20d, a support mechanism thereof, and a servo piston.
[0021]
On the torque transmission shaft 16, the continuously variable transmission mechanisms 18, 20 are arranged in opposite directions so that the output disks 18 b, 20 b face each other, and the input disk 18 a of the first continuously variable transmission mechanism 18 passes through the torque converter 12. The loading cam device 34 that generates a pressing force corresponding to the input torque is pressed toward the right in the axial direction in the figure.
[0022]
The loading cam device 34 has a loading cam 34 a and is supported on the shaft 16 via a slide bearing 38. The input disk 20a of the second continuously variable transmission mechanism 20 is pressed and urged toward the left in the axial direction in the figure by a disc spring 40 (urging means).
[0023]
The input disks 18a and 20a are supported by the transmission shaft 16 via ball splines 24 and 26 so as to be rotatable and movable in the axial direction.
[0024]
In the above mechanism, each of the power rollers 20c and 20d is tilted so as to obtain a tilt angle corresponding to the gear ratio by an operation described later, and the input rotation of the input disks 18a and 20a is steplessly (continuously) shifted. Then, it is transmitted to the output disks 18b and 20b.
[0025]
The output disks 18a and 18b are spline-coupled with an output gear 28 fitted on the torque transmission shaft 16 so as to be relatively rotatable, and the transmission torque is a gear coupled to an output shaft (counter shaft) 30 via the output gear 28. The gears 28 and 30a constitute a torque transmission mechanism 32.
Further, on the output shaft 30, there are provided a Lo gear 50, a Hi gear 51 constituting the auxiliary transmission 11 and a switching mechanism 48 for switching the gear ratio between the high side and the low side, and the rotational driving force of the output shaft 30 is reduced. Transmission to the Lo gear 50 or the Hi gear 51. Further, the auxiliary transmission 11 has a neutral position, so that not only the rotational driving force input from the transmission side to the output shaft 30 but also the rotational driving force is transmitted from the driving wheel side to the output shaft 30. It is configured not to do.
The rotations of the gears 50 and 51 selected by the switching mechanism 48 are input to the differential Lo gear 52 or the differential Hi gear 53 of the torque distribution mechanism (power distribution device) 49, and the first output gear 63 of the torque distribution mechanism 49. Rotational driving force is transmitted from the first idler gear 54 coupled to the first output shaft 60 to the first wheel through the first gear, and coupled to the second output gear 64 of the torque distribution mechanism 49. The rotational driving force is transmitted from the second idler gear 55 to the second output shaft 61 which is the output shaft to the front wheel side, so that four-wheel drive traveling is performed.
[0026]
FIG. 3 is an axial sectional view showing a transaxle portion that distributes the rotational driving force of the output shaft 30 of the toroidal type continuously variable transmission 10 to the front and rear wheels, and FIG. 4 is a schematic view showing an axial vertical cross section of the transaxle portion. is there.
The switching mechanism 48 described above includes a step motor 48 that operates the linkage 48b, and a coupling sleeve 48c that switches the rotational driving force of the output shaft 30 to the high side, low side, or neutral position. When the step motor 48a operates the linkage 48b in the axial direction, the coupling sleeve 48c connects the output shaft 30, the Lo gear 50, the Hi gear 51, and the output shaft 30 by spline fitting via a clutch including a synchro mechanism. . Thus, the auxiliary transmission 11 of the present embodiment can perform smooth switching and reliable driving force transmission without relying on the friction clutch for driving force transmission between the high side, the low side, and the neutral position.
[0027]
Further, as shown in FIG. 4, the shaft center of the torque transmission shaft 16 that is a transmission input shaft and the shaft center of the first output shaft 60 to the rear wheel side are arranged on the same axis, and the sub-transmission device 11 shifts. It is arranged coaxially with the machine output shaft 30. The torque distribution mechanism 49 is disposed at a position defined by the first gear 56, the Lo gear 50 and the Hi gear 51. In other words, the differential low gear 52 and the differential high gear 53 that transmit power to the torque distribution mechanism 49 are opposed to each other with the differential side high gear 53 interposed therebetween in the axial direction. Are provided at positions facing each other across the torque distribution mechanism 49 in the axial direction, and the first idler gear is disposed on the axial rear wheel side, and the second idler gear is disposed on the axial front wheel side.
[0028]
Thereby, the dimension of the counter shaft 30 and the power distribution device 49 in the vicinity of the outer periphery in the radial direction can be reduced. In addition, since the auxiliary transmission 11 is disposed between the first idler gear 54 and the second idler gear 55, interference between the first output shaft 60 and the switching mechanism 48 can be avoided. Accordingly, it is possible to secure a sufficient space while making the radial dimension around the torque distribution mechanism 49 compact, and it is possible to improve the degree of freedom in designing the switching mechanism 48 such as the step motor 48a. Here, when outputting from the countershaft 30 to the first output shaft 60 via the power distribution device 49, the transmission unit itself is arranged by arranging the first output shaft 61 on the concentric shaft with the torque transmission shaft 16. It is possible to prevent a decrease in rigidity without generating torsional stress or the like.
[0029]
FIG. 5 is a flowchart showing neutral control performed by the control device 2 in the first embodiment.
[0030]
In step 101, signals of the vehicle speed, select lever position, position detection switch 4 of the switching mechanism 48, and ignition key switch 3 are read.
[0031]
In step 102, it is determined whether or not the flag F indicating the operation / non-operation of the neutral control is 1 indicating the operation. If F = 1, the process proceeds to step 108, and otherwise, the process proceeds to step 103.
[0032]
In step 103, it is determined whether the select lever range signal 5 is in the P (parking) or N (neutral) position. If it is in the P or N position, the process proceeds to step 104. Otherwise, the control term is terminated. Move to the next control term.
[0033]
In step 104, it is determined whether the vehicle speed is 0 or extremely close to 0. If the vehicle speed is close to 0, the process proceeds to step 105. Otherwise, the control term is terminated and the next control term is entered.
[0034]
In step 105, it is determined whether or not the ignition key is OFF. If the ignition key is OFF, the process proceeds to step 106. Otherwise, the control term is terminated, and the process proceeds to the next control term.
[0035]
In step 106, the step motor 48a is actuated so that the switching mechanism 48, which is the auxiliary transmission, is in the neutral position, and the routine proceeds to step 107.
[0036]
In step 107, the neutral control flag F is set to 1.
[0037]
In step 108, it is determined whether the range signal of the select lever is in the P (parking) or N (neutral) position. If it is in the P or N position, the process proceeds to step 104. Otherwise, the control term is terminated. Transition to the next control term.
[0038]
In step 109, it is determined whether or not the ignition key is OFF. If it is OFF, the process proceeds to step 106. Otherwise, the control term is terminated, and the process proceeds to the next control term.
[0039]
In step 110, the step motor 48a is operated so as to be the switching position detected by the position detection switch 4, and the process proceeds to step 111.
[0040]
In step 111, the neutral control flag F is set to zero.
[0041]
That is, the signals of the vehicle speed, the select lever position, the position detection switch 4 of the switching mechanism 48, and the ignition key switch 3 are read, and it is determined whether or not the flag F indicating operation / non-operation of neutral control is 1 indicating operation. Here, if F ≠ 1, it is determined that neutral control is not activated. Then, it is determined whether or not the range signal 5 of the select lever is at the P (parking) or N (neutral) position. This confirms whether or not the driver intends to stop the vehicle. If the driver is in the P or N position, it is determined whether or not the vehicle speed is 0 or very close to 0. If it is near 0, it is determined whether or not the ignition key is OFF. If it is OFF, the step motor 48a is operated so that the switching mechanism 48 of the auxiliary transmission is in the neutral position, and the neutral control flag F is set to 0. .
[0042]
On the other hand, if F = 1, the neutral control operation is determined. Then, it is determined whether the range signal of the select lever is at the P (parking) or N (neutral) position. If it is at the P or N position, the ignition key is ON To determine whether ON If so, the stepping motor 48a is operated so that the switching position detected by the position detection switch 4 is reached, and the neutral control flag F is set to zero.
[0043]
As described above, when the engine stop state is detected from the ignition key switch 3, the position detection switch 4, and the range signal detection sensor 5 in the control device 2, and it is determined that the engine is stopped, the control device 2 relates to the selected position selected by the driver. First, by outputting a signal for setting the neutral position to the switching mechanism 48, for example, when the vehicle is towed, it is possible to prevent the power from being transmitted from the wheel side into the transmission. The problem that the components in the transmission are operated in a non-lubricated state without increasing the number of components by providing a simple clutch or the like can be avoided. Thereby, durability can be improved (corresponding to claim 1 described in claims).
[0044]
In particular, in the present embodiment, a toroidal continuously variable transmission is provided as a transmission, and if there is no clutch for forward / reverse switching between the transmission mechanism and the drive wheel, the vehicle is driven when pulled when the vehicle is stopped. Due to the rotation input from the wheel, a tilting force acts on the power roller, and the gear shifts to the high gear stage side. In this state, there is a problem that the driving force is insufficient when the engine is started again to start. However, the auxiliary transmission 11 having a neutral position between the transmission mechanism unit and the driving wheel causes the coupling sleeve 48c to be connected. The step motor 48a through the linkage 48b sets the neutral position regardless of the selection position when the engine is stopped, so that the problem of insufficient driving force when starting the engine can be avoided. There are some which have a clutch or gear for forward / reverse switching between the transmission mechanism of the transmission and the drive wheel, but a clutch or the like is attached to the portion where the rotational driving force that has been shifted (torque amplification) is output. However, in the present embodiment, there is no need to provide a clutch or the like. Therefore, the above-mentioned problem can be avoided without causing an increase in the size of the transmission (corresponding to the claims of claim 2).
[0045]
Further, as shown in FIG. 4, the shaft center of the torque transmission shaft 16 that is a transmission input shaft and the shaft center of the first output shaft 60 to the rear wheel side are arranged on the same axis, and the sub-transmission device 11 shifts. It is arranged coaxially with the machine output shaft 30. The torque distribution mechanism 49 is disposed at a position defined by the first gear 56, the Lo gear 50, and the Hi gear 51. That is, the differential low gear 52 and the differential high gear 53 that transmit power to the torque distribution mechanism 49 are opposed to each other with the differential high gear 53 interposed therebetween in the axial direction, and the first output shaft 60 and the second output shaft 61 are opposed from the torque distribution mechanism 49. Are provided at positions facing each other across the torque distribution mechanism 49 in the axial direction, and the first idler gear is disposed on the axial rear wheel side, and the second idler gear is disposed on the axial front wheel side.
[0046]
Thereby, the dimension of the counter shaft 30 and the power distribution device 49 in the vicinity of the outer periphery in the radial direction can be reduced. In addition, since the auxiliary transmission 11 is disposed between the first idler gear 54 and the second idler gear 55, interference between the first output shaft 60 and the switching mechanism 48 can be avoided. Accordingly, it is possible to secure a sufficient space while making the radial dimension around the torque distribution mechanism 49 compact, and it is possible to improve the degree of freedom in designing the switching mechanism 48 such as the step motor 48a. Here, when outputting from the countershaft 30 to the first output shaft 60 via the power distribution device 49, the transmission unit itself is arranged by arranging the first output shaft 61 on the concentric shaft with the torque transmission shaft 16. It is possible to prevent a decrease in rigidity without generating torsional stress or the like (corresponding to the claims of claim 3).
[0047]
In addition, by detecting the ignition key by turning the ignition key on and off as the engine stop state detection means, it is possible to reliably detect engine stop and operation without adding a new configuration, and to maintain startability. (Corresponding to the claims of claim 4).
[Brief description of the drawings]
FIG. 1 is a system diagram showing an overall configuration of a four-wheel drive vehicle including a toroidal continuously variable transmission according to a first embodiment.
FIG. 2 is a skeleton diagram showing a drive system of a four-wheel drive vehicle including the toroidal-type continuously variable transmission according to the first embodiment.
FIG. 3 is an axial sectional view showing a transaxle portion according to the first embodiment.
4 is an axial vertical sectional view showing an axial position of a transaxle portion according to Embodiment 1. FIG.
FIG. 5 is a flowchart showing neutral position control according to the first embodiment.
FIG. 6 is a skeleton diagram showing a drive system of a four-wheel drive vehicle equipped with a conventional toroidal-type continuously variable transmission.
[Explanation of symbols]
1 engine
2 Control device
3 Ignition key switch
4 Position detection switch
5 Range signal detection sensor
6 Front differential
7 Rear differential
8 Front wheels
9 Rear wheel
10 Toroidal continuously variable transmission
11 Sub-transmission
12 Torque converter
12a Pump impeller
12b Turbine runner
12c stator
12d lock-up clutch
12e Apply side oil chamber
12f Release side oil chamber
13 Vehicle speed sensor
14 Input shaft
16 Torque transmission shaft
18 First continuously variable transmission mechanism
18a Input disk
18b output disc
18c, 18d Power roller
20 Second continuously variable transmission mechanism
20a Input disk
20b output disk
20c, 20d power roller
22 Transmission case
24, 26 Ball spline
28 Output gear
30a gear
30 Output shaft
32 Torque transmission mechanism
34 Loading cam device
34a loading cam
36 Forward / reverse switching mechanism
38 Slide bearing
42 Planetary gear mechanism
42b Ring gear
42c Sungear
44 Forward clutch
46 Reverse brake
48 switching mechanism
48a step motor
48b linkage
48c coupling sleeve
49 Torque distribution mechanism
50 Lo gear
51 Hi gear
52 Differential side Lo gear
53 Differential side Hi gear
54 1st idler gear
55 Second idler gear
56 1st gear
57 Second gear
58 Parking gear
59 Parking lock
60 First output shaft
61 Second output shaft
63 1st output gear
64 Second output gear
70 Torque converter
71 Output shaft
72 Forward / backward switching device
73 Toroidal continuously variable transmission
74 First transmission
75 Torque transmission shaft
76 Countershaft
76a counter gear
77 Second gear
77a First drive gear
77b idler gear
77c Second drive gear
80 Rear output shaft
81 Front output shaft

Claims (4)

A transmission for shifting the rotational driving force from the engine;
A power distribution device that distributes the driving force from the output shaft of the transmission to the input shaft on the front and rear wheels side;
A sub-transmission between the transmission output shaft and the power distribution device and having a high speed stage, a low speed stage and a neutral position;
A select position detecting means for detecting a select position of a shift stage of the auxiliary transmission selected by the driver;
Switching means for switching the shift stage of the auxiliary transmission based on the detection result of the select position detecting means;
In the control device of the driving force transmission device comprising:
An engine stop state detecting means for detecting the engine stop state is provided,
Upon detecting an engine stop state by the engine stop state detecting means, regardless of the selected select position of the driver, the neutral position and outputs a signal to the auxiliary transmission in the neutral position relative to the switching means When the engine stop state is no longer detected by the engine stop state detecting means after switching and further switching the neutral position, the shift stage of the sub-transmission is changed based on the detection result of the select position detecting means. A control device for a driving force transmission device, characterized in that means for switching to a stage is provided. In the control device of the driving force transmission device according to claim 1,
A control device for a driving force transmission device, wherein the transmission is a continuously variable transmission capable of continuously changing a gear ratio. In the control device of the driving force transmission device according to claim 2,
As the transmission output shaft, a counter shaft is arranged in parallel with the transmission input shaft,
The auxiliary transmission is provided on the counter shaft,
The transmission input shaft and the rear wheel side input shaft are arranged on a concentric shaft,
A driving force input unit for inputting rotational driving force to the power distribution device from the counter shaft side is opposed to the axial direction, and rotational driving force is output from the power distribution device to the rear wheel side input shaft. The first driving force output section is arranged on the rear wheel side in the axial direction,
A second driving force output unit for outputting a rotational driving force from the power distribution device to the front wheel side input shaft is disposed on the front side in the axial direction;
A control device for a driving force transmission device, wherein the sub-transmission device is disposed between the first driving force output unit and the second driving force output unit. In the control apparatus of the driving force transmission device according to any one of claims 1 to 3,
A control device for a driving force transmission device, wherein the engine stop state detection means is a means for detecting by turning on / off an ignition key.

Images