JP2848125B2 - 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 transmission state of the torque generated by the transfer of the power between the left and right rotating axles.
Considering this largely, it is conceivable to perform torque distribution adjustment between left and right non-driving wheels (wheels not driving 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,
A configuration in which the output portion is engaged with the other of the left and right rotation shafts to transmit the driving torque from the high-speed rotation side to the low-speed rotation side is considered.

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 of the rotation shafts) to the other rotation shaft on the low-speed rotation side.

Further, for example, when the rotation speed of one of the left and right rotation shafts is reduced and output at a constant speed ratio, the output portion is output during normal running with a small difference in rotation speed between the left and right wheels. Since the rotation speed is lower than the rotation speed of the other rotation shaft side, by engaging this output portion with the other rotation shaft, the output portion side of the low rotation speed side from the other rotation shaft side of the high speed rotation side (ie, , One of the rotating shafts).

However, when the vehicle turns, a difference in rotation speed is inevitably generated between the inner wheel and the outer wheel, and the outer wheel side becomes higher in speed. Even if the shaft side rotation speed is increased and output,
The rotation speed of the output portion is not always higher than the rotation speed of the outer wheel on the rotating shaft side, and the transmission of the driving torque from the inner wheel side to the outer wheel side may not be performed.

That is, consider a case where the vehicle turns around the center of rotation C (turn right in this example) as shown in FIG. Here, the distance (tread) between the left wheel Wl and the right wheel Wr of the vehicle is Lt, the turning radius is R, and the turning outer wheel speed is V.
o, if the turning inner wheel speed is Vi, the wheelbase is L, the actual steering angle is δ, and the stability factor is A, the difference in wheel speed ΔVhr due to the difference in the orbital radius of the turning inner and outer wheels is the vehicle body slip angle β is sufficiently small. Cos β ≒ 1, sin β ≒ βy
Thus, ΔVhr = Vo−Vi = (Lt / R) · V where R = (1 + A · V ² ) L / δ, and a rotation speed difference occurs between the left and right wheels.

Further, as a specific example, FIG.
Is a vehicle in which a drive input Ti from an engine input to a differential case DC is distributed to a left wheel side rotation shaft side S11 and a right wheel side rotation shaft side S1r via a differential mechanism. FIG. 4 is a velocity diagram of each part of the vehicle provided with the left and right driving force adjusting devices when turning.

That is, on the left wheel side, the speed is increased at a constant speed ratio on the rotating shaft side S11 and output to the member (output portion) S21, and the mutual engagement between the member S21 and the differential case DC is adjusted. The coupling Tc2 is provided. On the right wheel side, the speed is increased at a constant speed ratio to the rotation shaft side S1r and output to a member (output portion) S2r, and a cup for adjusting the engagement between the member S2r and the differential case DC is formed. A ring Tc1 is provided.

If it is assumed that the vehicle is turning left, the left wheel is an inner wheel and the right wheel is an outer wheel.
As shown in FIG. 21, the rotation speed of the left wheel side rotation shaft side S11 and the rotation speed of the right wheel side rotation shaft side S1r may greatly differ.
The rotation speed of the output portion S21 on the left wheel side is the differential case D
Conversely, there is a case where the rotation speed of the output portion S21 on the left wheel side is lower than the rotation speed of the differential case DC, although the rotation speed is higher than the rotation speed of C.

For this reason, for example, in order to improve the turning performance at the start of turning, the driving force distribution on the right wheel side, which is the turning outer wheel, is increased, and a moment in the turning direction is imparted to the vehicle due to a driving force imbalance between the left and right wheels. There is a problem that it cannot be caused. The present invention has been made in view of such a problem, and is capable of distributing torque between left and right wheels without causing a large torque loss or energy loss, and without being limited to a running state. It is an object of the present invention to provide a left and right driving force adjusting device for a vehicle.

[0014]

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, the left wheel-side rotation shaft, and the right
Change the rotation speed of any one of the
To select one of the remaining two members
A power transmission means for transmitting the vehicle,
Rotation speed of the left wheel side rotation shaft and the right wheel side rotation shaft
Even if the degree ratio is the largest,
And the member that selectively transmits the shifted rotational speed
In order to keep the magnitude relationship with the rotation speed unchanged,
It is characterized by being done. Also, according to claim 2
The left and right driving force adjusting device for a vehicle according to the present invention
A rotation shaft, a right wheel rotation shaft, the left wheel rotation shaft and the right
Speed of one of the rotating shafts
Power transmission means for selectively transmitting the power to the other rotating shaft
In addition, when the vehicle turns, the left wheel side rotation shaft and the upper
Even if the rotation speed ratio with the right wheel side rotation shaft is the largest,
The shifted rotational speed and the rotational speed of the other rotating shaft.
The above shift is performed so that the magnitude relationship with the degree does not change.
It is characterized by that. The vehicle left-right driving force adjusting device according to the third aspect of the present invention transmits and receives driving force between the left and right rotation shafts between the left wheel rotation shaft and the right wheel rotation shaft in the vehicle. A drive force transmission control mechanism that can adjust the drive force of the left and right wheels is provided, and the drive force transmission control mechanism is configured to control one of the left and right rotation shafts .
The rotation is input and the rotation speed of the one rotating shaft is changed at a constant speed.
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.
The first member rotating at the increased rotation speed and the left and right
A second member that rotates integrally with the other of the rotating shafts
When the first member and the second member are engaged with each other.
Low speed from the member on the high-speed rotation side of the one member and the second member
By transmitting the driving force to the rotating member,
Variable transmission capacity control to transmit driving force between rotating shafts
Is composed of a torque transmission mechanism, even if the rotational speed ratio of the left and right wheels during turning of the vehicle becomes largest, above
The gear ratio is set so that the magnitude relationship between the rotation speed of the first member and the rotation speed of the second member does not change.

It is to be noted that both the left and right wheel rotating shafts are set as the rotating shafts of the driving wheels that rotate by being provided with the engine output, and that the driving wheel is not provided with the engine output.
(The driven wheel) can be set as the rotation axis . Further , the vehicle left / right driving force adjusting device of the present invention according to claim 4 is:
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 driving force transmission control mechanism capable of controlling the transmission state of the driving force and adjusting the driving force distribution to the left and right wheels,
The driving force transmission control mechanism is configured to control one of the rotating shafts.
The rotation is input and the rotation speed of this rotating shaft is
Receiving a transmission mechanism, an output of the transmission mechanism for shifting and outputting
Speed of the above one rotating shaft at a fixed speed ratio
The first member that rotates at the set rotation speed and the input unit are integrated.
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.
A variable transmission capacity control type torque transmission mechanism, and even if the rotation speed ratio of the left and right wheels is maximized during the turning of the vehicle, the rotation speed of the first member and the second member. The above-mentioned speed ratio is set so that the magnitude relationship with the rotation speed does not change.

Further, the left and right driving force control apparatus for vehicles such invention in claim 5, between the left-wheel axle and a right-wheel axle in a vehicle, an input unit input the driving force from the engine, A differential mechanism that transmits 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 controls a transmission state of the driving force. A driving force transmission control mechanism capable of adjusting the distribution of driving force to the left and right wheels, and the driving force transmission control mechanism receives the rotation of the input section and keeps the rotation speed of the rotating shaft constant.
Transmission mechanism for shifting and outputting at a transmission ratio, and the transmission mechanism
The output speed of the input unit at a constant speed ratio.
The first member rotating at the shifted rotation speed and the rotation shaft
A second member rotating integrally with one of the first member and the second member;
The first member and the second part when one member and the second member are engaged;
Of the material from the high-speed rotation side to the low-speed rotation side
By transmitting power, the driving force between the left and right rotating shafts
Transmission capacity variable control torque transmission mechanism that transmits power
Even if the rotation speed ratio of the left and right wheels is maximized during the turning of the vehicle, the magnitude relationship between the rotation speed of the first member and the rotation speed of the second member does not change. The transmission gear ratio is set.

[0017]

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 power transmission means is provided between the input unit and the left wheel side rotation.
Rotation of any one of the rotating shaft and the right wheel side rotating shaft
Change the speed to one of the remaining two
Selectively transmit the left wheel as in the case of straight ahead
Side rotation shaft and the right wheel side rotation shaft are rotating at a constant speed.
The rotation speed is also changed through the power transmission means.
Degree and the member that selectively transmits this shifted rotation
(One of the input unit, the left wheel rotation shaft, and the right wheel rotation shaft
The rotational speed of the parts material) caused the speed difference, or high-speed rotation 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. Changes due to power transmission means
When the vehicle is turning, the left wheel side rotation shaft
Even if the rotation speed ratio with the right wheel side rotation shaft is
Select the changed rotation speed and the changed rotation speed.
The magnitude relationship with the selectively transmitted rotation speed does not change
Between the left-wheel rotation axis and the right-wheel rotation axis.
Then, when turning, the driving force is applied in the same direction as when traveling straight.
Communication takes place. Further, the present invention according to claim 2 described above.
In the vehicle left and right driving force adjustment device of the Ming, the power transmission means,
One of the rotating shafts on the back of the left wheel rotating shaft and the right wheel rotating shaft
To change the rotation speed and selectively transmit to the other rotation shaft
The left wheel side rotation axis and the right wheel
Even if the side rotating shaft is rotating at a constant speed,
The rotational speed of which has been changed
A member to which rotation is selectively transmitted (left wheel side rotation shaft and right wheel side
The difference between the rotation speed and the rotation speed of the other rotation shaft
And the driving force is transmitted from the high-speed rotation side to the low-speed rotation side.
Through the transmission of this driving force, the left wheel rotation shaft and the right wheel
Driving force is transmitted to the rotating shaft in a predetermined direction.
You. The shift by the power transmission means is performed when the vehicle is turning.
The rotation speed ratio between the left wheel side rotation shaft and the right wheel side rotation shaft
Even if the maximum is
The rotational speed at which the shifted rotational speed of the
The left wheel side rotation is performed so that the magnitude relationship of
Straight running between turning axis and right wheel side rotating axis even when turning
The driving force is transmitted in the same direction as at the time. Further, in the vehicle left-right driving force adjusting device according to the third aspect of the present invention, the driving force transmission control mechanism controls the left wheel rotating shaft of the vehicle.
And a driving force is transmitted and received between the driving wheel and the right wheel rotating shaft . Toes
And the transmission mechanism is adapted to drive one of the left and right rotating shafts.
The rotation of the rotating shaft is input and the rotating speed of the one rotating shaft is reduced to one.
Variable transmission capacity control to output at a constant gear ratio
The first member of the torque transmission mechanism receives the output of the transmission mechanism.
The rotation speed of the one rotating shaft is shifted at a constant speed ratio.
Rotate at the rotation speed. In addition, the transmission capacity variable control type torque
The second member of the transmission mechanism is formed of the left and right rotation shafts.
Rotate integrally with the other rotation shaft of the motor. Therefore, the vehicle
The left and right rotating shafts are rotating at a constant speed as in a straight line.
However, a speed difference occurs between the first member and the second member,
When the first member and the second member are engaged with each other,
Driving force is transmitted from high-speed rotating members to low-speed rotating members
Is done. This allows transmission of driving force between the left and right rotating shafts.
The driving force of each of the left and right wheels must be adjusted.
Can be.

When the vehicle is turning, the turning outer wheel
Rotates faster than the inner wheel,
A rotation speed difference also occurs in the shaft, and the speed between the first member and the second member is increased.
The difference may decrease, but when the vehicle turns,
Even if the rotational speed ratio of the left and right wheels is the largest, the first member
The magnitude relationship between the rotation speed and the rotation speed of the second member does not change.
Because the above gear ratio is set,
Of the driving force between the left and right rotation axes in the same direction as when traveling straight.
Transmission will be performed, and the driving force of each of the left and right wheels will be
Can be adjusted.

[0019] Also, the left and right driving force control apparatus for vehicles such invention in claim 4 is the driving force of the input unit is transmitted to each of the left-wheel axle and a right-wheel axle via the differential mechanism At this time, the distribution state of the driving force output to the left and right rotating shafts is adjusted by the driving force transmission control mechanism. One
That is, the transmission mechanism is one of the left and right rotating shafts.
The rotation of the rotation shaft is input and the rotation speed of the one rotation shaft is
Variable transmission capacity system to output at a constant gear ratio
The first member of the control torque transmission mechanism receives the output of the transmission mechanism.
Speed of the one rotating shaft at a constant speed ratio.
At the specified rotation speed. In addition, the transmission capacity variable control type
The second member of the torque transmitting mechanism rotates integrally with the input unit.
You. Therefore, the left and right rotation described above, such as when the vehicle is going straight,
Even if the turning shaft is rotating at a constant speed, the first member and the second member
When a speed difference is generated, the first member and the second member
Sometimes the low-speed rotation starts from the high-speed rotation side of these members.
The driving force is transmitted to the member on the side. With this, the input unit and
Transmission of driving force between one of the left and right rotating shafts
Therefore, the driving force of each of the left and right wheels can be adjusted.

When the vehicle turns, the turning outer wheel
Rotates faster than the inner wheel,
A rotation speed difference also occurs in the shaft, and the speed between the first member and the second member is increased.
The difference may decrease, but when the vehicle turns,
Even if the rotational speed ratio of the left and right wheels is the largest, the first member
The magnitude relationship between the rotation speed and the rotation speed of the second member does not change.
Because the above gear ratio is set,
Is the same as when traveling straight between the input unit and one of the left and right rotation axes.
The driving force is transmitted in different directions,
The driving force of each wheel can be adjusted.

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 unit is transmitted to each of the left-wheel axle and a right-wheel axle via the differential mechanism, At this time, the distribution state of the driving force output to the left and right rotating shafts is adjusted by the driving force transmission control mechanism.
That is, the speed change mechanism receives the rotation of the input unit and receives the rotation.
The output speed is changed by changing the rotation speed of the input
Therefore, the first member of the transmission capacity variable control type torque transmission mechanism includes:
In response to the output of the speed change mechanism, the rotation speed of the input section is changed at a constant rate.
It rotates at the rotation speed shifted by the speed ratio. Also, transmission capacity
The second member of the variable control type torque transmission mechanism includes the left and right
It rotates integrally with one of the rotation shafts. did
Therefore, the left and right rotation axes are the same as when the vehicle is going straight.
Even when rotating at a high speed, the speed difference between the first member and the second member
Occurs when the first member and the second member are engaged.
Of these members, the members on the high-speed rotation side to the members on the low-speed rotation side
The driving force is transmitted to This allows the input unit and left and right
Since the driving force is transmitted to one of the spindles,
The driving force of each wheel on the right can be adjusted.

When the vehicle is turning, the turning outer wheel
Rotates faster than the inner wheel,
A rotation speed difference also occurs in the shaft, and the speed between the first member and the second member is increased.
The difference may decrease, but when the vehicle turns,
Even if the rotational speed ratio of the left and right wheels is the largest, the first member
The magnitude relationship between the rotation speed and the rotation speed of the second member does not change.
Because the above gear ratio is set,
Is the same as when traveling straight between the input unit and one of the left and right rotation axes.
The driving force is transmitted in different directions,
The driving force of each wheel can be adjusted.

[0023]

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 the essential parts, FIG. 3 is a speed diagram illustrating the torque transmission, FIG. 4 is a speed diagram illustrating an example of the torque transmission, and FIGS. FIG. 5 shows a vehicle left / right driving force adjusting device as an embodiment, FIG. 5 is a schematic configuration diagram showing a drive system of an automobile equipped with the device, FIG. FIG. 8 is a speed diagram illustrating an example of the torque transmission, FIG. 8 is a speed diagram illustrating an example of the torque transmission, and FIG. 9 is a diagram illustrating a vehicle left / right driving force adjusting device according to a third embodiment of the present invention. FIG. 10 is a schematic diagram of a main part of a vehicle, 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. 12 is a schematic configuration diagram of a main part of a left-right driving force adjusting device for a vehicle as an embodiment, and FIG. Is its schematic block diagram illustrating the principal components showing the left and right driving force control apparatus for vehicles according to a sixth embodiment of
FIG. 13 is a schematic configuration diagram of a main part of a vehicle left / right driving force adjusting device according to a seventh embodiment of the present invention.
FIG. 15 is a schematic configuration diagram of 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 diagram illustrating a vehicle left / right driving force adjusting device according to a ninth embodiment of the present invention. FIG. 16 is a schematic view of a main part of the present invention, and FIG. 16 is a schematic view of a main part of a left-right driving force adjusting device for a vehicle according to a tenth embodiment of the present invention. Eleventh
FIG. 18 is a schematic configuration diagram illustrating a main part of a left-right driving force adjusting device for a vehicle according to an embodiment. FIG. 18 is a schematic diagram illustrating a main part of the left-right driving force adjusting device for a vehicle according to a twelfth embodiment of the present invention. FIG. 19 is a schematic structural view of a vehicle left / right driving force adjusting device according to a thirteenth embodiment of the present invention. In the drawings, the same symbols indicate the same components, and the vertical axes in FIGS. 3, 4, 7, and 8 indicate the rotational speed.
In each of the embodiments, the transmission capacity variable control torque transmission
Multi-disc clutch machine as the delivery mechanism (or torque transmission mechanism)
Structures 12, 42, 57, 58, 93, 94, 97, 98
These mechanisms have two sets of clutches.
Engaging plates (eg 12A and 12B) with each other
Drive from the high-speed clutch plate to the low-speed clutch plate
It transmits force (torque) and has two sets of clutch plates
One corresponds to the first member and the other corresponds to the second member.
Hit. In addition, the transmission capacity variable control type torque transmission mechanism (also
Is a coupling 6 provided as a torque transmission mechanism).
For 1 as well, high speed is achieved by engaging the two members with each other.
Transmission of driving force (torque) from the member on the low-speed side to the member on the low-speed side
One of the two members corresponds to the first member
The other corresponds to the second member. In each embodiment,
Drive force transmission control mechanism 9, 9A-9I, 90A-90D
Corresponds to power transmission means.

First, a description will be given of a first embodiment. A drive system of an automobile equipped with this device, 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 includes 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 the control unit 18 together with the hydraulic system of the multi-plate clutch mechanism 5 of the front-rear driving force adjusting device. Has become. 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 18.

In the control unit 18, the clutch hydraulic pressure control valve 17 is controlled based on information from the wheel speed sensor 19, the steering wheel angle sensor 20, the yaw rate sensor 21, the acceleration sensor (or acceleration calculating means) 22, and the like.
Control the opening degree. 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. As long as the speed is not high, the differential case 8A is on the high speed side and the hollow shaft 11 is on the low speed side, so that the driving force is sent from the differential case 8A to the hollow shaft 11.

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 transmission mechanism 30 of the gear mechanism type will be described below with reference to an example in which the transmission mechanism 30 is 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, and the input shaft 6A to the left wheel rotating shaft 13 or 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 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.

Further, in this apparatus, the speed ratio (speed increase ratio) of the speed change mechanism 30 is set so as to satisfy the following condition. In other words, even if the rotational speed ratio of the left and right wheels becomes the largest when the vehicle turns, the rotation of the clutch plate 12A of the multi-plate clutch mechanism 12 (that is, the hollow shaft 11 that is the output side of the transmission mechanism 30) is rotated. The gear ratio is set so that the magnitude relationship between the speed and the rotational speed on the clutch plate 12B side (that is, the differential case 8A side which is the input shaft 6A side) does not change.

The speed change ratio (speed increase ratio) of the transmission mechanism 30 is determined by the first sun gear 30A and the second sun gear 30A.
E, determined by the gear ratio of the first planetary gear 30B and the second planetary gear 30D. Here, the definition of the speed ratio (speed increase ratio) of the speed change mechanism 30 will be expressed from another viewpoint. First, a value (maximum controllable rotational speed ratio) S that defines a left-right rotational speed difference range in which drive torque movement control is possible.
The set speed ratio of the planetary gear mechanism for achieving max is derived with reference to the speed diagrams of FIGS. It should be noted that the speed ratio Smax is different between the clutch plate 12A side and the clutch plate 12B.
On the input side (ie, differential case 8)
The ratio of the change amount ΔN of the rotation speed on the output side (ie, each of the rotation shafts 13 and 14) to the rotation speed Ni on the A side)
Smax = ΔN / Ni).

In FIGS. 3 and 4, the reference sign with 1 refers to the left wheel, and the reference sign with r relates to the right wheel. And
Cl and Cr are 0 because the carrier 30F does not rotate at the rotation speed of the carrier 30F. S11,
S1r is the rotation speed of the first sun gear 30A, S21,
S2r is the rotation speed of the second sun gear 30E,
Is larger in diameter than the second sun gear 30E, the rotation speeds S11 and S1r are equal to the rotation speeds S21 and S2.
smaller than r. DC is the rotation speed of the differential case 8A.

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, Z ₄ is the number of teeth of the planetary gear 30D, and T _i is the input torque to differential case 8A, T
l, Tr are the torques distributed to the left and right wheels, respectively.
Tc1 is the transmission torque to the left when the multi-plate clutch mechanism 12 of the driving force transmission control mechanism 9B on the right wheel side is engaged;
c2 is the transmission torque in the right direction when the multi-plate clutch mechanism 12 of the driving force transmission control mechanism 9B on the left wheel side is engaged.

FIG. 3 shows a state in which the left and right wheels are rotating at a constant speed, and FIG. 4 shows a driving force transmission control mechanism 9B on the right wheel side.
Is fully engaged, the right wheel side is rotationally constrained by the multi-plate clutch mechanism 12 and the rotation speed on the right wheel side is reduced, while the rotation speed on the left wheel side is accordingly reduced. This shows a state where the speed is increased. S mentioned above
A planetary set speed ratio is derived to realize max (a speed ratio indicating a controllable left / right rotation difference range).

The state of Smax is shown in FIG. 4, and when the multi-plate clutch mechanism 12 is completely engaged, the differential case 8A
Rotation speed DC and the rotation speed S2 of the second sun gear 30E
r becomes equal. Therefore, from FIG. 4, Z ₃ / Z ₁ : Z ₄ / Z ₂ = 1−Smax: 1 ∴Z ₂ Z ₃ / Z ₁ Z ₄ = 1−Smax Thus, the controllable left / right rotation difference range is shown. Speed ratio S
max is the gear ratio of the transmission mechanism 30 (that is, the gears 30A, 3
0E, 30B and 30D).

On the other hand, the ratio of the right and left wheel speeds α to the average wheel speed Vav of the right wheel speed Vr and the left wheel speed Vl [= (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-Vl) / 2] / [(Vr + Vl) / 2] = (Vr-Vl) / (Vr + Vl) And the maximum left and right wheel speeds that can occur during all steady circular turning operations Considering the ratio αmax, this maximum left and right wheel speed ratio α
If the speed ratio Smax is set to be larger than max, the clutch plate 12 of the multi-plate clutch mechanism 12 is set.
The magnitude relationship between the rotation speed on the A side and the rotation speed on the clutch plate 12B side does not always change, and the driving force movement control in a predetermined direction can always be performed.

Accordingly, the conditions for setting the speed ratio (speed increase ratio) of the speed change mechanism 30 can be paraphrased by setting the speed ratio so that the following equation is satisfied. Smax> αmax With this setting, in the case of this embodiment, the multi-plate clutch mechanism 12 on the left wheel rotation shaft 13 is always engaged regardless of how large a difference in rotation speed occurs between the left and right wheels when the vehicle turns. The driving torque from the input shaft 6A can be distributed more to the right wheel side by engaging with the left wheel side by engaging the multiple disc clutch mechanism 12 on the right wheel rotating shaft 14 side. More can be allocated.

Since the left / right driving force adjusting device for a vehicle according to the first embodiment of the present invention is configured as described above, it does not adjust the torque distribution by using the energy loss of the brake or the like. Is transferred to the other side, thereby adjusting the torque distribution. Therefore, a desired torque distribution can be obtained without causing a large torque loss or energy loss.

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 right 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 left 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.

In this embodiment, a hydraulic multi-plate clutch mechanism 12 is used as a variable transmission capacity 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. 5, 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 the driving force transmission control mechanism 9A, as shown in FIGS. 5 and 6, 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 on 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, as in the first embodiment, 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. 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.

As in the first embodiment, the left and right multi-plate clutch mechanisms 12 are set so as not to be completely engaged with each other, and one of the left and right multi-plate clutch mechanisms 12 is completely engaged. Then, the other multi-plate clutch mechanism 12 causes slippage. Furthermore, even in this device, the first
As in the embodiment, the speed ratio (speed increase ratio) of the speed change mechanism 10 is set so as to satisfy the following conditions.

In other words, even if the rotational speed ratio of the left and right wheels becomes the largest during the turning operation of the vehicle, the multiple disc clutch mechanism 1
2 and the rotation speed of the clutch plate 12B (i.e., the hollow shaft 11, which is the output side of the transmission mechanism 10).
The speed ratio is set so that the magnitude relationship with the rotational speed of the input shaft 6A (ie, the differential case 8A side which is the input shaft 6A side) does not change.

The speed change ratio (speed increase ratio) of the transmission mechanism 10 is determined by the first sun gear 10A and the second sun gear 10A.
E, determined by the gear ratio of the first planetary gear 10B and the second planetary gear 10D. Here, the definition of the speed change ratio (speed increase ratio) of the speed change mechanism 10 will be expressed from another viewpoint. First, the set speed ratio of the planetary gear mechanism for realizing Smax is derived with reference to the speed diagrams of FIGS. The speed ratio Smax is determined on the input side (ie, when the clutch plate 12A and the clutch plate 12B have the same speed).
The change amount ΔN of the rotation speed on the output side (that is, the rotation shafts 13 and 14 side) with respect to the rotation speed Ni on the differential case 8A side.
(Ie, Smax = ΔN / Ni).

In FIGS. 7 and 8, the reference numeral with 1 indicates the left wheel, and the reference numeral with r indicates the right wheel. And
Cl and Cr are 0 because the carrier 10F does not rotate at the rotation speed of the carrier 10F. S11,
S1r is the rotation speed of the first sun gear 10A, S21,
S2r is the rotation speed of the second sun gear 10E,
Of the sun gear 10A is larger in diameter than the second sun gear 10E, and the rotation speeds S11 and S1r are equal to the rotation speeds S21 and S2.
smaller than r. DC is the rotation speed of the differential case 8A.

[0056] Further, Z ₁ is the number of teeth of the second sun gear 10E, Z ₂ is the number of teeth of the first sun gear 10A, Z ₃ is the number of teeth of the planetary gear 10D, Z ₄ is the number of teeth of the planetary gear 10B, T _i is the input torque to differential case 8A, T
l, Tr are the torques distributed to the left and right wheels, respectively.
Tc1 is the transmission torque to the left when the multi-plate clutch mechanism 12 of the driving force transmission control mechanism 9B on the right wheel side is engaged;
c2 is the transmission torque in the right direction when the multi-plate clutch mechanism 12 of the driving force transmission control mechanism 9B on the left wheel side is engaged.

FIG. 7 shows a state in which the left and right wheels are rotating at a constant speed, and FIG. 8 shows a driving force transmission control mechanism 9A on the right wheel side.
Is fully engaged, the right wheel side is rotationally constrained by the multi-plate clutch mechanism 12 and the rotation speed on the right wheel side is reduced, while the rotation speed on the left wheel side is accordingly reduced. This shows a state where the speed is increased. S mentioned above
A planetary set speed ratio is derived to realize max (a speed ratio indicating a controllable left / right rotation difference range).

The state of Smax is shown in FIG. 8, and when the multi-plate clutch mechanism 12 is completely engaged, the differential case 8A
Rotation speed DC and the rotation speed S2 of the second sun gear 10E
r becomes equal. Therefore, from FIG. 8, Z ₃ / Z ₁ : Z ₄ / Z ₂ = 1: S max +1 ∴Z ₂ Z ₃ / Z ₁ Z ₄ = 1 / (Smax +1) Speed ratio S indicating
max is the speed ratio of the transmission mechanism 10 (that is, the gears 10A, 1
0E, 10B and 10D).

On the other hand, the ratio of the right and left wheel speeds α to the 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-Vl) / 2] / [(Vr + Vl) / 2] = (Vr-Vl) / (Vr + Vl) And the maximum left and right wheel speeds that can occur during all steady circular turning operations Considering the ratio αmax, this maximum left and right wheel speed ratio α
If the speed ratio Smax is set to be larger than max, the clutch plate 12 of the multi-plate clutch mechanism 12 is set.
The magnitude relationship between the rotation speed on the A side and the rotation speed on the clutch plate 12B side does not always change, and the driving force movement control in a predetermined direction can always be performed.

Therefore, the conditions for setting the speed ratio (speed increase ratio) of the speed change mechanism 10 can be paraphrased by setting the speed ratio so that the following equation is satisfied. Smax> αmax With this setting, in the case of this embodiment, the multi-plate clutch mechanism 12 on the left wheel rotation shaft 13 is always engaged regardless of how large a difference in rotation speed occurs between the left and right wheels when the vehicle turns. The drive torque from the input shaft 6A can be distributed more to the left wheel side by engaging with the left wheel side. The drive torque from the input shaft 6A can be transferred to the right wheel side More can be allocated.

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, the torque distribution is performed by using the energy loss of the brake and the like as in the first embodiment. The torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting, so that a desired torque distribution can be obtained without incurring a large torque loss or energy loss.

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.

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 third 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 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 auxiliary 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, and the input shaft 6A to the left wheel rotating shaft 13 or 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, also in this apparatus, the speed ratio (speed increase ratio) of the speed change mechanism 31 is set so as to satisfy the following condition. In other words, even when the rotational speed ratio of the left and right wheels becomes the largest when the vehicle turns, the rotation of the clutch plate 12A of the multi-plate clutch mechanism 12 (that is, the hollow shaft 11 that is the output side of the transmission mechanism 31) is rotated. The gear ratio is set so that the magnitude relationship between the speed and the rotational speed on the clutch plate 12B side (that is, the differential case 8A side which is the input shaft 6A side) does not change.

The speed change ratio (speed increase ratio) of the transmission mechanism 31 also depends on the first sun gear 31A and the second sun gear 31A.
E, determined by the gear ratio of the first planetary gear 31B and the second planetary gear 31D. In other words, the condition for setting the speed ratio (speed increase ratio) of the speed change mechanism 31 is to set the speed ratio so that the following expression is established from the controllable maximum rotation speed ratio Smax and the maximum left / right wheel speed ratio αmax. it can.

Smax> αmax With this setting, in the case of this embodiment, no matter how large the rotational speed difference occurs between the left and right wheels during turning of the vehicle, the multi-plate clutch mechanism on the left wheel rotating shaft 13 side is always provided. 12, the drive torque from the input shaft 6A can be distributed more to the right wheel side, and by engaging the multiple disc clutch mechanism 12 on the right wheel rotation shaft 14 side, the drive torque from the input shaft 6A Can be distributed more to the left wheel side.

Since the left / right driving force adjusting device for a vehicle according to the third embodiment of the present invention is constructed as described above, similarly to the first and second embodiments, the torque can be reduced by using the energy loss of the brake or the like. Since the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the distribution, a desired torque distribution can be obtained without incurring a large torque loss or energy loss.

Further, similarly to the first embodiment, by always engaging the multiple disc clutch mechanism 12 on the left wheel rotating shaft 13 side, more torque can be distributed to the right wheel side, and the multiple disc clutch on the right wheel rotating shaft 14 side. By engaging the clutch mechanism 12, more torque can be distributed to the left 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 at the time of turning. To improve the turning performance when turning
The turning performance of the vehicle can be improved.

In this embodiment, similarly to the first embodiment, as the torque transmission mechanism with variable transmission capacity, 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 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.

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, also in this apparatus, the speed ratio (speed increase ratio) of the speed change mechanism 32 is set so as to satisfy the following condition. In other words, even when the rotational speed ratio between the left and right wheels is maximized during the turning operation of the vehicle, the rotation of the multiple disc clutch mechanism 12 on the clutch plate 12A side (that is, on the hollow shaft 11 side which is the output side of the transmission mechanism 32). The gear ratio is set so that the magnitude relationship between the speed and the rotational speed on the clutch plate 12B side (that is, the differential case 8A side which is the input shaft 6A side) does not change.

The transmission ratio (speed increase ratio) of the transmission mechanism 32 is also determined by the first sun gear 32A and the second sun gear 32A.
E, determined by the gear ratio of the first planetary gear 32B and the second planetary gear 32D. In other words, the condition for setting the speed ratio (speed increase ratio) of the speed change mechanism 32 is that the speed ratio is set such that the following expression is established from the controllable maximum rotation speed ratio Smax and the maximum left / right wheel speed ratio αmax. it can.

Smax> αmax With this setting, in the case of this embodiment, no matter how large the rotational speed difference occurs between the left and right wheels during turning of the vehicle, the multi-plate clutch mechanism on the left wheel rotating shaft 13 side is always present. 12, the drive torque from the input shaft 6A can be distributed more to the left wheel side, and by engaging the multiple disc clutch mechanism 12 on the right wheel rotation shaft 14 side, the drive torque from the input shaft 6A can be reduced. More can be allocated to the right wheel side.

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 torque can be reduced by using the energy loss of the brake or the like as in the first to third embodiments. Since the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the distribution, a desired torque distribution can be obtained without incurring a large torque loss or energy loss.

Further, similarly to the second embodiment, 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 on the right wheel rotating shaft 14 side. By engaging the mechanism 12, 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 at the time of turning. To improve the turning performance when turning
The turning performance of the vehicle can be improved.

In this embodiment, similarly to the first embodiment, as a variable transmission capacity torque control 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 left / right driving force adjusting device for a vehicle, as shown in FIG. 11, the shaft (counter shaft) is 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.

The 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, torque is transmitted from the small-diameter gear 55 side, which is faster than the rotary shaft 14, to the rotary shaft 14 side, and the torque to the rotary shaft 13 side 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, and the left wheel rotation from the input shaft 6A. The amount of driving force supplied to the shaft 13 or the right wheel rotating shaft 14 (that is, the ratio of right and left distribution of driving force) 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, also in this device, the speed ratio (speed increase ratio) of the above-mentioned speed change mechanism is set so as to satisfy the following conditions. In other words, even if the rotational speed ratio of the left and right wheels becomes the largest during the turning operation of the vehicle, the magnitude of the rotational speed of the clutch plate on the gear 55 side of the multi-plate clutch mechanism 57 and the rotational speed of the clutch plate on the rotary shaft 14 side are large. The gear ratio is set such that the relationship and the magnitude relationship between the rotation speed of the clutch plate on the gear 56 side of the multi-plate clutch mechanism 58 and the rotation speed of the clutch plate on the rotation shaft 14 do not change. It is.

The speed change ratio (speed increase ratio) of this speed change mechanism
Also set gear ratios of the gear mechanisms 59, 52, 53, 55,
And it is determined by each set gear ratio of the gears 59, 52, 54, 56. In other words, the condition for setting the speed ratio (speed increase ratio) of the speed change mechanism can be paraphrased by setting the speed ratio such that the following expression is established from the controllable maximum rotation speed ratio Smax and the maximum left / right wheel speed ratio αmax. .

Smax> αmax With this setting, in this embodiment, the multi-plate clutch mechanism 57 is always engaged regardless of how large a difference in rotation speed occurs between the left and right wheels during turning of the vehicle. Therefore, the drive torque from the input shaft 6A can be more distributed to the right wheel side, and by engaging the multiple disc clutch mechanism 58,
The drive torque from A can be distributed more to the left wheel side.

The left / right driving force adjusting device for a vehicle according to the fifth embodiment of the present invention is configured as described above. Since the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the distribution, a desired torque distribution can be obtained without incurring a large torque loss or energy loss.

Further, by always engaging the multi-plate clutch mechanism 57, the drive torque from the input shaft 6A can be more distributed to the right wheel side, and by engaging the multi-plate clutch mechanism 58, the input shaft 6A Since the drive torque from the motor can be more distributed to the left wheel side, 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.

In this embodiment, similarly to the first embodiment, a hydraulic or electromagnetic friction clutch may be used as a variable transmission capacity torque transmitting mechanism in addition to a hydraulic or electromagnetic multi-plate clutch mechanism. , 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 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, the revolving speed of the planetary gear 60B is lower than the rotation speed of the sun gear 60A.
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 on 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, and the input shaft 6A to the left wheel rotating shaft 13 or 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, also in this device, the speed ratio (speed increase ratio) of the speed change mechanism 60 is set so as to satisfy the following condition. In other words, even if the rotational speed ratio of the left and right wheels becomes the largest during the turning operation of the vehicle, the rotation of the clutch plate 12A of the multi-plate clutch mechanism 12 (that is, the hollow shaft 11 that is the output side of the transmission mechanism 60) is rotated. The gear ratio is set so that the magnitude relationship between the speed and the rotational speed on the clutch plate 12B side (that is, the differential case 8A side which is the input shaft 6A side) does not change.

The speed ratio (speed increase ratio) of the speed change mechanism 60 is also determined by the gear ratio of the sun gear 60A and the planetary gear 60B. Further, the setting condition of the speed ratio (speed increase ratio) of the speed change mechanism 60 is changed to the controllable maximum rotation speed ratio Smax.
In other words, if the gear ratio is set such that the following equation is established from the maximum left and right wheel speed ratio αmax.

Smax> αmax With this setting, in the case of this embodiment, no matter how large the rotational speed difference occurs between the left and right wheels during turning of the vehicle, the multi-plate clutch mechanism on the left wheel rotating shaft 13 side is always provided. 12, the drive torque from the input shaft 6A can be distributed more to the left wheel side, and by engaging the multiple disc clutch mechanism 12 on the right wheel rotation shaft 14 side, the drive torque from the input shaft 6A can be reduced. More can be allocated to the right wheel side.

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, similarly to the first to fifth embodiments, the torque can be reduced by using the energy loss of the brake or the like. Since the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the distribution, a desired torque distribution can be obtained without incurring a large torque loss or energy loss.

Further, similarly to the second embodiment, 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 on the right wheel rotating shaft 14 side. By engaging the mechanism 12, 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 at the time of turning. To improve the turning performance when turning
The turning performance of the vehicle can be improved.

In this embodiment, similarly to the first embodiment, a hydraulic or electromagnetic friction clutch is used as a variable transmission capacity torque transmitting mechanism in addition to a hydraulic or electromagnetic multi-plate clutch mechanism. , 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. 16, 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. 12) is provided, but this transmission mechanism 60 is connected to the input shaft 6A, and increases the rotation of the input shaft 6A 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 speed change 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, since the revolving speed of the planetary gear 60B is lower than the rotation speed of the sun gear 60A, the sun gear 60A side (that is, the output portion of the transmission mechanism 60) rotates at a higher speed than the hollow shaft 11. 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, and when 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 the 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, also in this apparatus, the speed ratio (speed increase ratio) of the speed change mechanism 60 is set so as to satisfy the following conditions. In other words, even if the rotational speed ratio between the left and right wheels becomes the largest when the vehicle turns, the rotational speed of one side of the coupling 61 (that is, the sun gear 60A side which is the output side of the transmission mechanism 60) and the coupling 61
The gear ratio is set so that the magnitude relationship with the rotation speed of the other side (that is, the rotation shaft 13 or 14) does not change.

The speed ratio (speed increase ratio) of the speed change mechanism 60 is also determined by the gear ratio of the sun gear 60A and the planetary gear 60B. Further, the setting condition of the speed ratio (speed increase ratio) of the speed change mechanism 60 is changed to the controllable maximum rotation speed ratio Smax.
In other words, if the gear ratio is set such that the following equation is established from the maximum left and right wheel speed ratio αmax.

Smax> αmax With this setting, in the case of this embodiment, the coupling 61 on the left wheel rotating shaft 13 is always connected to the left wheel rotating shaft 13 irrespective of a large rotation speed difference between the left and right wheels when the vehicle turns. By engaging, the drive torque from the input shaft 6A can be distributed more to the left wheel side, and the coupling 61 on the right wheel rotation shaft 14 side
Is engaged, the drive torque from the input shaft 6A can be more distributed to the right wheel side.

Since the left / right driving force adjusting device for a vehicle according to the seventh embodiment of the present invention is constructed as described above, similarly to the first to sixth embodiments, the torque can be reduced by using the energy loss of the brake or the like. Since the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the distribution, a desired torque distribution can be obtained without incurring a large torque loss or energy loss.

Further, as in the sixth embodiment, by constantly engaging the cup link 61 on the left wheel rotating shaft 13 side, more torque can be distributed to the left wheel side, and the cup link 61 on the right wheel rotating shaft 14 is engaged. Since the torque distribution to the right wheel side can be performed by the combination, 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.

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 eighth 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. 14, 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 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 at a reduced speed. A state where the rotation speed is increased and output (an increased 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 mounted 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 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. 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 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, also in this device, the speed ratio (speed increase ratio) of the speed change mechanism 62 is set so as to satisfy the following conditions. In other words, even when the rotational speed ratio of the left and right wheels becomes maximum during the turning operation of the vehicle, the rotation of the clutch plate 12A of the multiple disc clutch mechanism 12 (that is, the hollow shaft 11 side which is the output side of the transmission mechanism 62). The gear ratio is set so that the magnitude relationship between the speed and the rotation speed on the clutch plate 12B side (that is, the differential case 8A side which is the input shaft 6A side) does not change.

The gear ratio (speed increase ratio) of the speed change mechanism 62 is also the gear ratio set from the sun gear 62A, the planetary gear 62B and the pinion shaft 62C to the planetary gear 62F and the sun gear 62G, and the sun gear 62D, the planetary gear 62E and the pinion shaft. The gear ratio is determined by the set gear ratios of the planetary gear 62F and the sun gear 62G from 62C.

If the speed ratio (speed increase ratio) of the speed change mechanism 62 is set so that the following formula is established from the controllable maximum rotation speed ratio Smax and the maximum left / right wheel speed ratio αmax, In other words, Smax> αmax With this setting, in the case of this embodiment, even if a large rotational speed difference occurs between the left and right wheels during the turning of the vehicle, the connecting member is so arranged that the hub 65 always rotates integrally with the hub 64. By operating the multi-plate clutch mechanism 12 by operating the 63C, the drive torque from the input shaft 6A can be more distributed to the right wheel side, and the connecting member 63C is operated so that the hub 66 and the hub 64 rotate integrally. By engaging the multi-plate clutch mechanism 12, the drive torque from the input shaft 6A can be more distributed to the left wheel side.

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 first to seventh embodiments, the torque can be reduced by using the energy loss of the brake or the like. Since the torque distribution is adjusted by transferring the required amount of one torque to the other instead of adjusting the distribution, a desired torque distribution can be obtained without causing a large torque loss or energy loss.

Further, 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 addition, by always operating the connecting member 63C so that the hub 65 rotates integrally with the hub 64 and engaging the multi-plate clutch mechanism 12, the input shaft 6A
The drive torque from the hub can be distributed more to the right wheel side, and the hub 6
By operating the connecting member 63C and engaging the multi-plate clutch mechanism 12 so that the hub 6 rotates integrally with the hub 64, the drive torque from the input shaft 6A can be more distributed to the left wheel side. The distribution can be increased and the torque distribution to the right wheel can always be increased.

Therefore, the torque can be freely moved to the outer wheel side during turning. For example, the driving force distribution on the turning outer wheel side is increased, and the driving force imbalance between the left and right wheels causes the moment in the turning direction to the vehicle. And the turning performance of the vehicle can be improved, for example, to improve the turning performance at the time of turning. In this embodiment, as in the first embodiment, a variable transmission capacity control torque transmission mechanism is used.
In addition to the hydraulic or electromagnetic multi-plate clutch mechanism, other couplings such as a hydraulic or electromagnetic friction clutch, a VCU or HCU, and a magnetic fluid or electromagnetic powder clutch can also be used. .

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 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 perform the differential while rotating the left wheel rotating shaft 13 and the right wheel rotating shaft 14. 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. 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 while 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 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, also in this device, in particular, the speed ratio (speed increase ratio) of the speed change mechanism 99 is set so as to satisfy the following conditions. In other words, even when the rotational speed ratio of the left and right wheels becomes maximum during the turning operation of the vehicle, the rotation of the clutch plate 12A of the multiple disc clutch mechanism 12 (that is, the hollow shaft 11 side which is the output side of the transmission mechanism 62). The gear ratio is set so that the magnitude relationship between the speed and the rotation speed on the clutch plate 12B side (that is, the differential case 8A side which is the input shaft 6A side) does not change.

The speed change ratio (speed increase ratio) of the speed change mechanism 99 is also determined by the set gear ratios of the gears 14A, 99A, 99D and 100C, and the gears 14B, 99B, 99D and 100C.
C is determined by each set gear ratio. The transmission mechanism 9
In other words, the setting condition of the speed ratio (speed increase ratio) of No. 9 can be paraphrased by setting the speed ratio so that the following expression is established from the controllable maximum rotation speed ratio Smax and the maximum left / right wheel speed ratio αmax.

Smax> αmax With this setting, in the case of this embodiment, the hub 68 always rotates integrally with the hub 67 even if a large difference in rotation speed occurs between the left and right wheels during turning of the vehicle. By operating the connecting member 101 to engage the multi-plate clutch mechanism 12, the drive torque from the input shaft 6A can be more distributed to the left wheel side, and the connecting member 101 is moved so that the hub 69 rotates integrally with the hub 67. By operating and engaging the multi-plate clutch mechanism 12, more drive torque from the input shaft 6A can be distributed to the right wheel side.

Since the left / right driving force adjusting device for a vehicle according to the ninth embodiment of the present invention is constructed as described above, similarly to the first to eighth embodiments, the torque can be reduced by using the energy loss of the brake or the like. Since the torque distribution is adjusted by transferring the required amount of one torque to the other instead of adjusting the distribution, a desired torque distribution can be obtained without causing a large torque loss or energy loss. Furthermore, 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 addition, by always operating the connecting member 101 so that the hub 68 rotates integrally with the hub 67 and engaging the multi-plate clutch mechanism 12, the driving torque from the input shaft 6A is more distributed to the left wheel side. By operating the connecting member 101 and engaging the multi-plate clutch mechanism 12 so that the hub 69 rotates integrally with the hub 67, the driving torque from the input shaft 6A can be more distributed to the right wheel side. The torque distribution to the right wheel and the torque distribution to the right wheel can always be increased.

Therefore, the torque can be freely moved to the outer wheel side during turning. For example, the driving force distribution on the turning outer wheel side is increased, and the driving force imbalance between the left and right wheels causes the vehicle to moment in the turning direction. And the turning performance of the vehicle can be improved, for example, to improve the turning performance at the time of turning. In this embodiment, as in the first embodiment, a variable transmission capacity control torque transmission mechanism is used.
In addition to the hydraulic or electromagnetic multi-plate clutch mechanism, other couplings such as a hydraulic or electromagnetic friction clutch, a VCU or HCU, and a magnetic fluid or electromagnetic powder clutch can also be used. .

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.

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 speed change mechanism 92 includes a sun gear 92A attached to the left wheel rotation shaft 14 so as to rotate integrally therewith,
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.

A hollow shaft 95 to which 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.

Then, the sun gear 95A is connected to 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.

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 right wheel rotating shaft 14 receives the rotational reaction force received from the road surface. 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 device, in particular, the speed ratio (speed increase ratio) of the speed change mechanisms 91 and 92 is set so as to satisfy the following conditions. In other words, even if the rotational speed ratio of the left and right wheels becomes the largest when the vehicle turns, the rotational speed of the clutch plate 93A on the right wheel rotating shaft 14 side of the multi-plate clutch mechanism 93 and the clutch plate 93B on the left wheel rotating shaft 13 side. And the rotation speed of the clutch plate 94A on the left wheel rotation shaft 13 side and the rotation speed of the clutch plate 94B attached to the hollow shaft 95 on the right wheel rotation shaft 14 side of the multi-plate clutch mechanism 94. Are set so that the magnitude relations do not change.

The speed ratio (speed increase ratio) of the speed change mechanism 91 is also determined by the gear ratio of the gears 91A, 91B, 91D and 93C, and the speed ratio (speed increase ratio) of the speed change mechanism 92 is also determined.
It is determined by the gear ratio of the gears 92A, 92B, 92D, 94C and the like. In other words, the condition for setting the speed ratio (speed increase ratio) of the speed change mechanisms 91 and 92 is that the speed ratio is set such that the following expression is established from the controllable maximum rotation speed ratio Smax and the maximum left / right wheel speed ratio αmax. be able to.

Smax> αmax With this setting, in this embodiment, the multi-plate clutch mechanism 94 is always engaged regardless of how large a difference in rotation speed occurs between the left and right wheels during turning of the vehicle. Thus, the drive torque can be moved from the right wheel side to the left wheel side, and by engaging the multiple disc clutch mechanism 93, the drive torque can be moved from the left wheel side to the right wheel side.

Since the vehicle left / right driving force adjusting apparatus according to the tenth embodiment of the present invention is configured as described above,
It is possible to adjust the left and right driving force distribution even though it is a non-drive wheel that does not receive the driving force from the engine, and by using such adjustment, for example, to improve the turning performance of the vehicle or improve the running stability Or be able to. Also, in this case, the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the torque distribution using the energy loss of the brake or the like, which leads to a large torque loss and energy loss. Without this, a desired torque distribution can be obtained.

Further, by always engaging the multiple disc clutch mechanism 94, the driving torque can be moved from the right wheel side to the left wheel side, and by engaging the multiple disc clutch mechanism 93, the driving torque can be shifted from the left wheel side. Since it can move to the right wheel side, the torque movement from the right wheel side to the left wheel side and the torque movement from the left wheel side to the right wheel side can always be freely performed. 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.

In this embodiment, similarly to the first embodiment, the transmission capacity variable control type torque transmission mechanism may be a hydraulic or electromagnetic friction clutch in addition to a hydraulic or electromagnetic multi-plate clutch mechanism. , 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 transmission mechanism 96 includes a gear 14A provided on the right wheel rotation shaft 14, a shaft (counter shaft) 96B provided in parallel with the rotation 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.
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, also in this apparatus, the speed ratio (speed increase ratio) of the speed change mechanisms 97 and 98 is set so as to satisfy the following conditions. That is, even if the rotational speed ratio of the left and right wheels becomes the largest during the turning travel of the vehicle, the rotational speed of the clutch plate 97A on the left wheel rotating shaft 13 side of the multi-plate clutch mechanism 97 and the right wheel rotating shaft 14 side (transmission mechanism 9)
6), the rotational speed of the clutch plate 98B on the left wheel rotating shaft 13 side of the multi-plate clutch mechanism 98 and the rotational speed of the clutch plate 98B on the right wheel rotating shaft 14 side (the transmission mechanism 9).
The magnitude relationship with the rotation speed of the clutch plate 98B on the (6) side is
The gear ratio is set so as not to change.

The speed ratio (speed increase ratio) of the speed change mechanism 97 is also determined by the gear ratio of the gears 14A, 96A, 96C, and 97C, and the speed ratio (speed increase ratio) of the speed change mechanism 98 is also determined.
It is determined by the gear ratio of the gears 14A, 96A, 96D, 98C. In other words, the condition for setting the speed ratios (speed increase ratios) of the speed change mechanisms 97 and 98 is that the speed ratio is set such that the following expression is established from the controllable maximum rotation speed ratio Smax and the maximum left / right wheel speed ratio αmax. be able to.

Smax> αmax With this setting, in this embodiment, the multi-plate clutch mechanism 97 is always engaged regardless of how large a difference in rotation speed occurs between the left and right wheels during turning of the vehicle. Thus, the drive torque can be moved from the right wheel side to the left wheel side, and by engaging the multiple disc clutch mechanism 98, the drive torque can be moved from the left wheel side to the right wheel side.

The left / right driving force adjusting device for a vehicle according to the eleventh embodiment of the present invention is configured as described above.
It is possible to adjust the left and right driving force distribution even though it is a non-drive wheel that does not receive the driving force from the engine, and by using such adjustment, for example, to improve the turning performance of the vehicle or improve the running stability Or be able to. Also in this case, the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the torque distribution by using the energy loss of the brake or the like, thereby causing a large torque loss and energy loss. A desired torque distribution can be obtained without performing.

Further, by always engaging the multiple disc clutch mechanism 97, the driving torque can be moved from the right wheel side to the left wheel side, and by engaging the multiple disc clutch mechanism 98, the driving torque can be shifted from the left wheel side. Since it can move to the right wheel side, the torque movement from the right wheel side to the left wheel side and the torque movement from the left wheel side to the right wheel side can always be freely performed. 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.

In this embodiment, similarly to the first embodiment, a hydraulic or electromagnetic friction clutch may be used as a variable transmission capacity torque transmitting mechanism in addition to a hydraulic or electromagnetic multi-plate clutch mechanism. , 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 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. 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 includes 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.
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 while 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, also in this device, the speed ratio (speed increase ratio) of the speed change mechanism 99 is set so as to satisfy the following conditions. In other words, even if the rotational speed ratio between the left and right wheels is maximized during the turning operation of the vehicle, the rotational speed of the multi-plate clutch mechanism 12 on the clutch plate 12A side (that is, on the transmission mechanism 99 side which is the left wheel rotating shaft 13 side) and The gear ratio is set so that the magnitude relationship with the rotation speed on the clutch plate 12B side (that is, the left wheel rotation shaft 13 side) does not change.

The speed ratio (speed increase ratio) of the speed change mechanism 99 is also determined by the set gear ratios of the gears 14A, 99A, 99D, and 100C, and the gears 14B, 99B, 99D, and 100C.
C is determined by each set gear ratio. The transmission mechanism 9
In other words, the setting condition of the speed ratio (speed increase ratio) of No. 9 can be paraphrased by setting the speed ratio so that the following expression is established from the controllable maximum rotation speed ratio Smax and the maximum left / right wheel speed ratio αmax.

Smax> αmax With this setting, in the case of this embodiment, the hub 68 always rotates integrally with the hub 67 irrespective of the large rotational speed difference between the left and right wheels when the vehicle turns. By operating the connecting member 101 to engage the multi-plate clutch mechanism 12, the drive torque can be moved from the right wheel side to the left wheel side,
The connecting member 10 is rotated so that the hub 69 rotates integrally with the hub 67.
By operating 1 to engage the multi-plate clutch mechanism 12,
The drive torque can be moved from the right wheel side to the left wheel side.

Since the vehicle left / right driving force adjusting apparatus according to the twelfth embodiment of the present invention is configured as described above,
It is possible to adjust the left and right driving force distribution even though it is a non-drive wheel that does not receive the driving force from the engine, and by using such adjustment, for example, to improve the turning performance of the vehicle or improve the running stability Or be able to. Furthermore, 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.

Also in this case, the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the torque distribution using the energy loss of the brake or the like. A desired torque distribution can be obtained without causing loss. In addition, the coupling member 101 is always operated so that the hub 68 rotates integrally with the hub 67, and the multi-plate clutch mechanism 12
, The drive torque can be moved from the right wheel side to the left wheel side, and the multi-plate clutch mechanism 12 is engaged by operating the connecting member 101 so that the hub 69 rotates integrally with the hub 67. Since the driving torque can be moved from the right wheel side to the left wheel side, the torque movement from the right wheel side to the left wheel side and the torque movement from the left wheel side to the right wheel side can always be freely performed.

Therefore, the torque can be freely moved to the outer wheel side during turning. For example, the driving force distribution on the turning outer wheel side is increased, and the moment in the turning direction is imparted to the vehicle by the driving force imbalance between the left and right wheels. And the turning performance of the vehicle can be improved, for example, to improve the turning performance at the time of turning. In this embodiment, as in the first embodiment, a variable transmission capacity control torque transmission mechanism is used.
In addition to the hydraulic or electromagnetic multi-plate clutch mechanism, other couplings such as a hydraulic or electromagnetic friction clutch, a VCU or HCU, and a magnetic 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-mentioned 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.

These planetary gears 62B, 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, 62D, the planetary gears are formed. 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, 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. 17),
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 (in a state moved rightward in FIG. 17), 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 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, also in this device, the speed ratio (speed increase ratio) of the speed change mechanism 62 described above is set so as to satisfy the following conditions. In other words, even if the rotational speed ratio of the left and right wheels becomes the largest during the turning operation of the vehicle, the rotational speed of the multi-plate clutch mechanism 12 on the clutch plate 12A side (that is, the transmission mechanism 62 side which is the left wheel rotating shaft 13) and the clutch The gear ratio is set so that the magnitude relationship with the rotational speed of the plate 12B (ie, the right wheel rotating shaft 14) does not change.

The gear ratio (speed increase ratio) of the speed change mechanism 62 is also the set gear ratio of the sun gear 62A, the planetary gear 62B and the pinion shaft 62C to the planetary gear 62F and the sun gear 62G, and the sun gear 62D, the planetary gear 62E and the pinion shaft. The gear ratio is determined by the set gear ratios of the planetary gear 62F and the sun gear 62G from 62C.

If the condition for setting the speed ratio (speed increase ratio) of the speed change mechanism 62 is set such that the following formula is established from the controllable maximum rotation speed ratio Smax and the maximum left / right wheel speed ratio αmax, In other words, Smax> αmax With this setting, in the case of this embodiment, even if a large rotational speed difference occurs between the left and right wheels during the turning of the vehicle, the connecting member is so arranged that the hub 65 always rotates integrally with the hub 64. By operating the 63C and engaging the multiple disc clutch mechanism 12, the driving torque can be moved from the left wheel side to the right wheel side,
The connecting member 63 is rotated so that the hub 66 rotates integrally with the hub 64.
By operating C to engage the multi-plate clutch mechanism 12,
The drive torque can be moved from the right wheel side to the left wheel side.

Since the vehicle left / right driving force adjusting apparatus according to the thirteenth embodiment of the present invention is configured as described above,
It is possible to adjust the left and right driving force distribution even though it is a non-drive wheel that does not receive the driving force from the engine, and by using such adjustment, for example, to improve the turning performance of the vehicle or improve the running stability Or be able to. Further, 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.

Also in this case, the torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the torque distribution using the energy loss of the brake or the like. A desired torque distribution can be obtained without causing loss. In addition, the coupling member 63C is always operated so that the hub 65 rotates integrally with the hub 64, and the multiple disc clutch mechanism 12
, The drive torque can be moved from the left wheel side to the right wheel side, and the multi-plate clutch mechanism 12 is engaged by operating the connecting member 63C so that the hub 66 rotates integrally with the hub 64. Since the driving torque can be moved from the right wheel side to the left wheel side, the torque movement from the right wheel side to the left wheel side and the torque movement from the left wheel side to the right wheel side can always be freely performed.

Therefore, the torque can be freely moved to the outer wheel side during turning. For example, the driving force distribution on the turning outer wheel side is increased, and the driving force imbalance between the left and right wheels causes the moment in the turning direction to the vehicle. And the turning performance of the vehicle can be improved, for example, to improve the turning performance at the time of turning. In this embodiment, as in the first embodiment, a variable transmission capacity control torque transmission mechanism is used.
In addition to multi-plate clutch mechanism, friction clutch, VCU, HC
Other couplings such as U may be used, and these drive systems may use electromagnetic force drive or the like in addition to hydraulic drive.

In each of the above-described embodiments, the left and right driving force adjusting device for the vehicle is provided on the rear wheel. However, the left and right driving force adjusting device can be applied to the front wheel as well. In particular, in the above-described first to ninth embodiments, the vehicle left / right driving force adjustment device is provided in the drive system of the rear wheel of the four-wheel drive vehicle. , A rear wheel drive vehicle rear wheel drive system, a front wheel drive vehicle front wheel drive system, 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.

[0208]

According to the first aspect of the present invention, as described in detail above.
According to the vehicle left / right driving force adjusting device of the present invention, the vehicle air
An input part to which the power of the engine is transmitted, a left-wheel rotating shaft,
The right wheel side rotation shaft, the input unit, the left wheel side rotation shaft, and the above
The rotation speed of any one of the right wheel side rotation shaft
Shift to select one of the remaining two members
And a power transmission means for transmitting the vehicle to the vehicle.
Rotation of the left wheel side rotation shaft and the right wheel side rotation shaft during traveling
Even if the speed ratio is the largest,
The member that selectively transmits the degree and the shifted rotation speed
Speed change so that the magnitude relationship with the
Energy, such as brakes
Instead of using torque to adjust torque distribution,
By transferring the required amount of luk to the other,
Adjustment causes large torque loss and energy loss.
Desired torque distribution can be obtained without coming
Moreover, there is a large difference in the rotation speed of the inner and outer wheels during turning of the vehicle.
The drive torque can always be moved in the desired direction.
For example, when turning, torque transfer from the inner wheel side to the outer wheel side
It can be performed freely, for example, the driving force on the turning outer wheel side
Increase the distribution to drive the vehicle due to imbalance in driving force between the left and right wheels.
Generates moment in the turning direction to improve turning performance
And improve the turning performance of the vehicle.
Wear. In addition, the vehicle left-right drive according to the second aspect of the present invention.
According to the force adjustment device, the left-wheel rotation shaft of the vehicle and the right-wheel rotation
Of the rotation shaft, the left wheel rotation shaft, and the right wheel rotation shaft.
Speed of one of the rotating shafts
Power transmission means for selectively transmitting power to the vehicle.
When turning, the left wheel side rotation shaft and the right wheel side rotation shaft
Even if the rotation speed ratio is the largest,
The magnitude relationship between the rotation speed and the rotation speed of the other rotating shaft changes.
In order to avoid instability, the above-mentioned shift
Torque distribution using the energy loss of brakes
Rather than adjust, transfer the torque requirements of one to the other
The torque distribution is adjusted by
Without causing any loss or energy loss.
Lux distribution, and the inside
Desired drive torque even if the difference in outer ring rotation speed is large
It is always able to move in the direction, for example, or inner side during turning
The torque can be freely moved from the
For example, by increasing the driving force distribution on the turning outer wheel side,
Imbalance in driving force generates moment in the turning direction on the vehicle
To improve turning performance when turning
Performance can be improved. Further, according to the driving-force laterally-adjusting device for a vehicle according the present invention in claim 3, between the left-wheel axle and a right-wheel axle in a vehicle, for exchanging driving force between the rotational axes of the right and left of the includes a driving force transmission control mechanism capable of adjusting the driving force of the left and right wheels by said driving force transmission control mechanism, the one entered one of the rotation of the rotation shaft of the rotation axes of the right and left of the Rotation speed of rotating shaft
A speed change mechanism that changes the speed at a fixed speed ratio and outputs the speed.
The speed of the one rotating shaft is kept constant by receiving the output of the speed mechanism
The first member that rotates at the rotational speed shifted at the speed ratio of
Rotates together with the other of the left and right rotating shafts
And a second member to be connected to the first member and the second member.
At the time of engagement, the first member and the second member
By transmitting the driving force from the member to the member on the low-speed rotation side,
Transmission capacity for transmitting driving force between the left and right rotating shafts
A variable control type torque transmission mechanism. Even if the rotation speed ratio of the left and right wheels is maximized during the turning operation of the vehicle, the rotation speed of the first member and the rotation speed of the second member are larger or smaller. With the configuration in which the gear ratio is set so that the relationship does not change, 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. Since the torque is adjusted, a desired torque distribution can be obtained without causing a large torque loss or energy loss, and even if a large difference in rotation speed between the inner and outer wheels occurs during turning of the vehicle, the drive torque can be reduced to a desired value. Because you can always move in the direction,
For example, it is possible to freely move the torque from the inner wheel side to the outer wheel side during turning.For example, the driving force distribution on the turning outer wheel side is increased, and the driving force imbalance between the left and right wheels gives the vehicle a moment in the turning direction. The turning performance of the vehicle can be improved, for example, by improving the turning performance during turning.

[0209] In addition to the above, the left and right wheel rotating shafts can be applied not only to driving wheels that are rotated by receiving engine output, but also to non-driving wheels that cannot receive engine output. 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. .

[0210] 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 that transmits 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 the transmission state of the driving force. controlling a driving force transmission control mechanism capable of adjusting the driving force distribution to said left and right wheels, the driving force transmission control mechanism, the rotation is inputted to one rotation of one of said rotary shaft
A speed change mechanism that changes the rotation speed of the shaft at a constant speed ratio and outputs the speed, and receives the output of the speed change mechanism to rotate the one rotation shaft.
Rotate the rotation speed at a constant speed ratio.
And a second member that rotates integrally with the input unit.
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
And a transmission mechanism. Even if the rotation speed ratio of the left and right wheels becomes the largest during turning of the vehicle, the first
With the configuration in which the speed ratio is set so that the magnitude relationship between the rotation speed of the member and the rotation speed of the second member does not change, torque distribution is not adjusted using energy loss of a brake or the like. The torque distribution is adjusted by transferring the required amount of torque to the other, so that the torque from the engine can be distributed to a desired state without causing a large torque loss or energy loss, and the vehicle even if a large rotational speed difference between the inside and outside wheels during turning, since the driving torque can always be moved in the desired direction, e.g., torque transfer from the inner side to the outer side can freely perform during turning, for example, turning Increasing the drive power distribution on the outer wheel side to generate a moment in the turning direction in the vehicle due to the driving force imbalance between the left and right wheels to improve turning performance during turning, etc. It is possible to improve both the turning performance.

[0211] 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 that transmits 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 the transmission state of the driving force. A driving force transmission control mechanism capable of controlling the distribution of the driving force to the left and right wheels by controlling the rotation of the input shaft.
A transmission mechanism for outputting the shift in degrees at a constant speed ratio, the
In response to the output of the transmission mechanism, the rotation speed of the input
A first member that rotates at a rotation speed shifted by a gear ratio;
A second member that rotates integrally with one of the rotating shafts;
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
Is composed of a mechanism, even when the highest speed ratio of the left and right wheels during turning of the vehicle, the magnitude relationship between the rotational speed of the first member <br/> rotational speed and the second member of the The torque distribution is adjusted by transferring the required amount of one torque to the other, instead of adjusting the torque distribution using the energy loss of the brake, etc. since the large torque loss or without causing an energy loss, the torque from the engine can be distributed to a desired state, moreover, the rotation speed difference between the inner and outer rings is caused largely during turning of the vehicle, the drive Since the torque can always move in the desired direction,
For example, it is possible to freely move the torque from the inner wheel side to the outer wheel side during turning.For example, the driving force distribution on the turning outer wheel side is increased, and the driving force imbalance between the left and right wheels gives the vehicle a moment in the turning direction. The turning performance of the vehicle can be improved, for example, by improving the turning performance during turning.

[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 velocity diagram illustrating torque transmission of the left and right driving force adjusting device for a vehicle as the first embodiment of the present invention.

FIG. 4 is a velocity diagram illustrating an example of torque transmission of the left and right driving force adjusting device for a vehicle as the first embodiment of the present invention.

FIG. 5 is a schematic configuration diagram showing a drive system of an automobile having a vehicle left / right driving force adjusting device according to a second embodiment of the present invention.

FIG. 6 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. 7 is a velocity diagram for explaining torque transmission of the left / right driving force adjusting device for a vehicle as the second embodiment of the present invention.

FIG. 8 is a velocity diagram illustrating an example of 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 schematic diagram illustrating a difference between inner and outer wheels when the vehicle turns.

FIG. 21 is a velocity diagram for explaining the problem of the vehicle left-right driving force adjusting device considered in the process of devising the present invention.

[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 18 Control unit Reference Signs List 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 gear 30C, 31C, 32C Pinion shaft 30F, 31F, 32F Planetary carrier 30E, 31E, 32E Second sun gear 41 Driving force transmission auxiliary member 42 Transmission Multiple disc clutch mechanism 42A, 42B as variable capacity control type torque transmission mechanism Clutch plate 51 Shaft (counter shaft) 52-56, 59 Gear 57, 58 Multi disc clutch as variable transmission capacity control torque transmission mechanism Mechanism 60 Speed change mechanism 60A Sun gear 60B Planetary gear (planetary pinion) 60C Pinion shaft 60D Ring gear 61 Coupling such as friction clutch 62 Speed change mechanism 62A, 62D Sun gear 62B, 62E, 62F Planetary gear (planetary pinion) 63C Pinion shaft 63C Pinion shaft A Actuator (solenoid) 63B Slide lever 63C Connecting member 64, 65, 66, 67, 68, 69 Hub 90A to 90D Driving force transmission control mechanism (power transmission means) 91, 92 Transmission mechanism 91A, 92A Sansan gear 91B, 92B Planetary gear 91C, 92C Planetary shafts 91D, 92D Planetary gears 93, 94 Multi-plate clutch mechanism 93A, 9 as a variable transmission capacity control torque transmission mechanism B, 94A, 94B Clutch plate 93C, 94C Sun gear 95 Hollow shaft 96 Transmission mechanism 96A, 96C, 96D, 97C, 98C Gear 96B Shaft (counter shaft) 97, 98 Multi-disc clutch mechanism as variable transmission capacity control torque transmission mechanism 97A, 97B, 98A, 98B 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.
Unit, the left wheel side rotation shaft, the right wheel side rotation shaft, and the input unit
Any of the left wheel side rotation shaft and the right wheel side rotation shaft
The rotational speed of one member is changed and the remaining two members
Power transmission means for selectively transmitting to one of the members;
Well, The left wheel side rotation shaft and the right wheel side when the vehicle turns.
Even if the rotation speed ratio with the rotating shaft is the largest,
Select the increased rotation speed and this shifted rotation speed
The magnitude relation with the rotation speed of the transmitted member does not change
As described above, the shift is performed,
Right driving force adjustment device. 2. A left-wheel rotating shaft and a right-wheel rotating shaft of a vehicle.
And one of the left wheel side rotation shaft and the right wheel side rotation shaft.
Speed change of one rotating shaft to select the other rotating shaft
Power transmission means for transmitting to the The left wheel side rotation shaft and the right wheel side when the vehicle turns.
Even if the rotation speed ratio with the rotating shaft is the largest,
Large difference between the increased rotation speed and the rotation speed of the other rotation shaft.
Make sure that the above shifts are performed so that the
Characteristic left and right driving force adjustment device for vehicles. 3. A driving force transmission capable of adjusting the driving force of the left and right wheels by transmitting and receiving a driving force between the left and right rotating shafts between a left wheel rotating shaft and a right wheel rotating shaft in a vehicle. equipped with a control mechanism, the driving force transmission control mechanism, 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.
Is composed of a reach capacity variable control type torque transmission mechanism, even if the rotational speed ratio of the left and right wheels during turning of the vehicle becomes largest, rotation of the upper Symbol first member velocity and the second
The right and left driving force adjusting device for a vehicle, wherein the gear ratio is set so that the magnitude relationship with the rotation speed of the member does not change . 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 each of the left and right rotating shafts while allowing the differential between the left and right rotating shafts, and controlling a transmission state of the driving force. A driving force transmission control mechanism capable of adjusting the distribution of driving force to the left and right wheels, wherein the driving force transmission control mechanism receives a rotation of one of the rotation shafts and receives the rotation of the rotation 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
Even if the rotation speed ratio of the left and right wheels is maximized during turning of the vehicle, the rotation speed of the first member and the rotation speed of the second
The right and left driving force adjusting device for a vehicle, wherein the gear ratio is set so that the magnitude relationship with the rotation speed of the member does not change. 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 each of the left and right rotating shafts while allowing the differential between the left and right rotating shafts, and controlling a transmission state of the driving force. And a driving force transmission control mechanism capable of adjusting the driving force distribution to the left and right wheels. The driving force transmission control mechanism receives the rotation of the input unit and adjusts the rotation speed of the rotating 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
And a transmission mechanism, wherein even when the rotation speed ratio of the left and right wheels is maximized during the turning of the vehicle, the rotation speed of the first member and the second rotation speed
The right and left driving force adjusting device for a vehicle, wherein the gear ratio is set so that the magnitude relationship with the rotation speed of the member does not change.