JPH0761251A - Left and right driving force distribution adjustment device for vehicles - Google Patents

Abstract

(57) [Summary] [Object] The present invention relates to a vehicle left-right driving force distribution adjusting device, and an object thereof is to enable sharing of many parts even in vehicle models of different driving systems. [Configuration] Input unit 1 to which driving force from the engine is input
And a differential mechanism 4 and a driving force transmission control mechanism 5, and the driving force transmission control mechanism 5 increases the speed of one rotation shaft 2 of the left and right wheel rotation shafts and outputs it to the first intermediate shaft 14. 6A and a speed reduction mechanism 6B that reduces the speed and outputs to the second intermediate shaft 15 are integrated, and a first coupling 7 between the first intermediate shaft 14 and the other rotating shaft 3. And the second intermediate shaft 1
5 and the second coupling 8 between the other rotating shaft 3, and the input unit 1 and the differential mechanism 4 and the driving force transmission control mechanism 5 are standardized as assembly units 21, 24 and 25. The assembly units 21 and 24 of the input unit 1 and the differential mechanism 4 are separable from the assembly unit 25 of the driving force transmission control mechanism 5.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle left-right driving force distribution adjusting device suitable for use in distributing a driving force to left and right driving wheels in a four-wheel drive type or two-wheel drive type automobile.

[0002]

2. Description of the Related Art In recent years, four-wheel drive type automobiles (hereinafter referred to as four-wheel drive vehicles) have been actively developed, but 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, when the torque distribution mechanism transmitted to the left and right wheels is broadly understood, a conventional normal differential device and an LSD including an electronic control type are used.
(Limited slip differential) is conceivable, but these do not actively 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, the 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 drive wheels in a four-wheel drive vehicle but also the torque distribution adjustment between the left and right drive wheels in a two-wheel drive vehicle is targeted.

Furthermore, when the torque distribution is broadly considered so as to include not only the output torque distribution of the engine but also the transmission state of the torque generated by the transfer of the power between the left and right rotary shafts, the left and right wheels of the two-wheel drive vehicle can be obtained. It is also conceivable to adjust the torque distribution between the driven wheels (wheels that are not driving wheels). In other words, the left and right driven wheels do not receive driving force from the engine, but if a state in which power is transmitted from one driven wheel of these driven wheels to the other driven wheel can be realized, then one driven wheel side The braking force is generated, but the driving force is generated on the other driven wheel. 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 driven wheels.

By the way, when the left / right driving force distribution adjusting device is used on the driving wheel side, a driving force input section for inputting a rotational driving force from the engine and a differential for absorbing a rotational difference between the left and right wheels are provided. A mechanism is needed. However, in the left-right driving force distribution adjusting device on the driven wheel side as described above, since the driving force input section and the differential mechanism are unnecessary, the structure is significantly different from the structure of the left-right driving force distribution adjusting device on the driving wheel side. Becomes

Therefore, the left and right driving force distribution adjusting device on the driven wheel side and the left and right driving force distribution adjusting device on the driving wheel side each require dedicated parts, and many parts cannot be shared. This causes a problem that the manufacturing cost of the driving force distribution adjusting device between the left and right wheels increases. The present invention has been devised in view of the above problems, and provides a left-right driving force distribution adjusting device for a vehicle, which allows many parts to be shared even in vehicle models of different driving systems. The purpose is to

[0007]

Therefore, according to the first aspect of the present invention, there is provided the vehicle left-right driving force distribution adjusting device, wherein the driving force from the engine is applied between the left wheel rotating shaft and the right wheel rotating shaft of the vehicle. 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 a differential between the left and right rotating shafts, and the transmission of the driving force. A driving force transmission control mechanism capable of controlling the state to adjust the driving force distribution to the left and right wheels, the driving force transmission control mechanism being interposed between the left wheel rotation shaft and the right wheel rotation shaft. A speed increasing mechanism that speeds up the rotational speed of one of the rotary shafts and outputs it to the first intermediate shaft, and a speed increasing mechanism that slows down the rotational speed of the one rotary shaft and outputs it to the second intermediate shaft. Acceleration / deceleration mechanism integrated with a deceleration mechanism, and the other rotary shaft of the first intermediate shaft and the left and right rotary shafts. The capable of carrying out the transmission of the driving force between the rotational axis of the is interposed an intermediate shaft and said other of the first during a
Of the variable transmission torque capacity, and the second intermediate shaft and the other rotary shaft of the left and right rotary shafts, the second intermediate shaft and the other rotary shaft being interposed between the second intermediate shaft and the other rotary shaft of the left and right rotary shafts. And a second variable transmission torque capacity variable type coupling capable of transmitting a driving force between the first and second variable transmission torque capacity variable type couplings, which are integrated adjacent to each other. It is configured as a coupling, and the differential mechanism, the acceleration / deceleration mechanism, and the integrated coupling are arranged coaxially, and the input unit and the differential mechanism, and the driving force transmission control mechanism are , Each of which is standardized as an assembly unit, and the assembly unit of the input unit and the assembly unit of the differential mechanism are configured to be separable from the assembly unit of the driving force transmission control mechanism. To have.

According to a second aspect of the present invention, there is provided a vehicle left / right driving force distribution adjusting device according to the first aspect, wherein the first and second variable transmission torque capacity couplings are provided. Each of them is configured by an electronically controlled hydraulic multi-plate clutch, and these electronically controlled hydraulic multi-plate clutches are serially integrated to form the integrated coupling.

According to a third aspect of the present invention, in the left-right driving force distribution adjusting device for a vehicle, in addition to the structure according to the first aspect, the integral coupling is provided through the differential mechanism and a partition wall. It is characterized by being provided. According to a fourth aspect of the present invention, in the vehicle left-right driving force distribution adjusting device, in addition to the configuration of the first or second aspect, the differential mechanism is configured by a planetary gear type differential mechanism. Is characterized by.

According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, the planetary gear type differential mechanism rotates the ring gear integrally with the input portion. So that the planetary carrier is integrally rotated with the one rotating shaft, and the sun gear is integrally connected with the other rotating shaft to rotate the one rotating shaft and the other rotating shaft. Shafts are coaxially arranged on the left and right sides of the planetary gear type differential mechanism, the acceleration / deceleration mechanism is installed on the other rotating shaft side, and the integral coupling is on the other rotating shaft side. It is characterized in that it is arranged outside the acceleration / deceleration mechanism in.

According to a sixth aspect of the present invention, there is provided a vehicle lateral drive force distribution adjusting device according to the fifth aspect, in which, in addition to the configuration of the fifth aspect, the acceleration / deceleration mechanism is coupled with a planetary carrier. Connected to the one rotating shaft via an intermediate shaft,
The speed increasing mechanism includes a gear mechanism interposed between the third intermediate shaft and the first intermediate shaft, and the speed reducing mechanism includes the third intermediate shaft and the second intermediate shaft. It is characterized in that it is composed of a gear mechanism interposed between the shaft and the shaft.

[0012]

In the above-described vehicle lateral drive force distribution adjusting device according to the first aspect of the present invention, when the drive force from the engine is input to the input portion, the drive force is applied to the left and right rotary shafts by the differential mechanism. While the differential between them is allowed, it is transmitted from the input section to each of the left and right rotary shafts. At this time, the driving force transmission control mechanism controls the transmission state of the driving force to the left and right wheels.

That is, when the first transmission torque capacity variable type coupling of the driving force transmission control mechanism is brought into the torque transmission state, in this first transmission torque capacity variable type coupling, rotation of one rotation shaft of the left and right wheels is performed. Torque is moved from the first intermediate shaft, which is increased in speed and rotates at a relatively high speed, to the other rotating shaft of the left and right wheels. In addition, when the second variable transmission torque capacity type coupling is brought into the torque transmission state, the second variable transmission torque capacity type coupling decelerates the rotational speed of one of the left and right wheels to rotate at a relatively high speed. Torque movement is performed from the other rotating shaft of the left and right wheels with respect to the second intermediate shaft.

In this way, the torque distribution between the left and right wheels controls the distribution of the driving force to the left and right wheels. When the input unit and the assembly unit of the differential mechanism are separated from the assembly unit of the driving force transmission control mechanism, the driving force transmission control mechanism drives the left and right wheels on the driven wheel side where the driving force is not input from the engine. It can be used as a power distribution device.

Then, as in the case described above, the first and second
By controlling the variable transmission torque capacity type coupling, the transmission state of the driving force between the left and right driven wheels is controlled.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle left / right driving force distribution adjusting device as an embodiment of the present invention will be described below with reference to the drawings.
1 and 2 are both substantially horizontal cross-sectional views specifically showing the configuration thereof. FIG. 1 is a configuration diagram when this device is used on the drive wheel side, and FIG. 2 is used this device on the driven wheel side. FIG. 3 is a schematic configuration diagram of the case, FIG. 3 is a schematic vertical sectional view showing the arrangement of the acceleration / deceleration mechanism.

The left / right driving force distribution adjusting device for a vehicle of this embodiment is for moving the left / right driving force of the rear wheels of an automobile. Here, it is provided especially for the rear wheels of a four-wheel drive vehicle or a front wheel drive vehicle. When used in a four-wheel drive vehicle, the drive force output to the rear wheel side through a center differential (not shown) is received by the input shaft 1B via a propeller shaft (not shown), and this drive force is received. It can be distributed to the left and right.

When used on the rear wheel side of a front-wheel drive vehicle, a state in which power is transmitted from one driven wheel of the driven wheels to the other driven wheel is realized, and between the left and right driven wheels. The driving force can be distributed. First, the case of use in a four-wheel drive vehicle will be described. This device, as shown in FIGS. 1 and 3, has an input shaft 1B to which the rotational driving force distributed to the rear wheels of the engine output of the automobile is input. And a left wheel side output shaft (left wheel side rotation shaft) 2 and a right wheel side output shaft (right wheel side rotation shaft) 3 that output the driving force input from the input shaft 1B, and the left wheel The side output shaft 2 has its left end connected to the drive system for the left wheel, and the right wheel output shaft 3 has its right end connected to the drive system for the right wheel.

This device is composed of an input section 1 including the input shaft 1B, a differential mechanism (differential) 4 and a driving force transmission control mechanism 5. The driving force transmission control mechanism 5 is at the center of this device.
Is composed of an acceleration / deceleration mechanism 6, a first transmission torque capacity variable coupling 7 and a second transmission torque capacity variable coupling 8. The differential mechanism 4, the acceleration / deceleration mechanism 6, and the couplings 7 and 8 are coaxially arranged.

In this embodiment, the electronically controlled hydraulic multiple disc clutch mechanisms 7 and 8 are provided as the variable transmission capacity control type torque transmission mechanism. Any torque transmission mechanism capable of variably controlling the torque capacity may be used. In addition to the mechanism of this example, other multi-disc clutch mechanisms such as an electromagnetic multi-disc clutch mechanism and these multi-disc clutch mechanisms, as well as hydraulic type Or electromagnetic friction clutch, hydraulic or electromagnetic controllable V
CU (Viscous coupling unit), hydraulically or electromagnetically controllable HCU (hydraulic coupling unit = differential pump hydraulic coupling), and other electromagnetic fluid type or electromagnetic powder type clutch etc. The coupling of 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 as in the multi-disc clutch mechanism. In particular, in this friction clutch, the one in which the torque transmission direction is one direction is the required direction (each It is possible to install it in the direction of torque transmission. Also, this VCU and HCU
For this, a conventional type having a constant power transmission characteristic may be considered, but a power transmission characteristic that can be adjusted is suitable. In addition to hydraulic pressure, other drive systems such as electromagnetic force may be used for adjusting the engagement force and the power transmission characteristic.

Further, the transmission torque capacity variable type couplings 7 and 8 are hereinafter abbreviated as couplings 7 and 8. Hereinafter, each part will be described in order. That is, the input shaft 1B is connected to the differential carrier 9
Is rotatably supported via a bearing 10, and a pinion 1A is attached to an end of the input shaft 1B. The pinion 1A meshes with the crown gear 12 fixed to the differential case 11, and the rotation of the pinion 1A is transmitted to the differential case 11.

A planetary gear type rear differential (rear differential) 4 is provided in the differential case 11.
The planetary gear type rear differential 4 is a double pinion type, and is a ring gear 4A formed in the differential case 11.
And a planetary carrier 4B that rotates integrally with the left wheel side output shaft 2, and planetary pinions 4C and 4C pivotally supported by a planetary shaft 4E of the planetary carrier 4B.
And a sun gear 4D that rotates integrally with the right wheel output shaft 3. In addition, planetary pinion 4C, 4C,
It is a pair of double pinions.

As a result, when the differential case 11 rotates, the planetary pinion 4C, 4C is driven by the ring gear 4A that rotates integrally with the differential case 11. The planetary pinions 4C and 4C revolve around the sun gear 4D while rotating around the planetary shaft 4E, and the left-hand side output shaft 2 through the planetary carrier 4B according to the revolution.
Is transmitted to the right wheel side output shaft 3 through the sun gear 4D according to the balance between the revolution and the rotation. And this planetary pinion 4
The differential mechanism is established by freely changing the balance between revolution and rotation of C and 4C.

Next to the rear differential 4, an acceleration / deceleration mechanism 6 of a driving force transmission control mechanism 5 is provided. The acceleration / deceleration mechanism 6 is connected to the first coupling 7 and a hollow intermediate shaft (third intermediate shaft) 13 that is coupled to the left wheel output shaft 2 via the carrier 4B so as to rotate integrally. It is interposed between a hollow intermediate shaft (first intermediate shaft) 14 and a hollow intermediate shaft (second intermediate shaft) 15 connected to the second coupling 8.

The intermediate shafts 13, 14 and 15 are all hollow shafts. The intermediate shafts 13 and 14 are mounted on the outer circumference of the right wheel side output shaft 3 so that they can rotate relative to each other. The outer periphery of the intermediate shaft 14 is also provided so as to be relatively rotatable. That is, the intermediate shaft 13 is pivotally supported between the right wheel side output shaft 3 and the partition wall 16, the intermediate shaft 14 is pivotally supported between the right wheel side output shaft 3 and the intermediate shaft 15, and the intermediate shaft 15 is It is pivotally supported on the outer periphery of the intermediate shaft 14.

Then, these intermediate shafts 13, 14, 15
Are each supported by a compound planetary gear mechanism described later. In addition, between the intermediate shaft 13 and the partition wall 16, and
Oil seals 10D are respectively provided between the intermediate shaft 13 and the right wheel output shaft 3 to partition the rear differential 4 side and the speed increasing / decreasing mechanism 6 and the couplings 7 and 8 side in a liquid-tight state. ing.

The speed increasing / decreasing mechanism 6 comprises a speed increasing mechanism 6A and a speed reducing mechanism 6B. These speed increasing mechanism 6A and speed reducing mechanism 6B are included.
Is composed of a compound planetary gear mechanism. That is, as shown in FIG. 4, a plurality of fixed planetary shafts 6C are provided around the right wheel side output shaft 3 (three here) with a phase shifted from that of the hypoid pinion 1A. The planetary shaft 6C has three types of gears 18
A complex planetary pinion 6D having A, 18B and 18C is pivotally supported.

The intermediate shaft 13 is provided with a gear (sun gear) 13A so as to mesh with the gears 18A, 18B and 18C of the composite planetary pinion 6D.
4 is provided with a gear (sun gear) 14A, and the intermediate shaft 15 is provided with a gear (sun gear) 15A. The number of teeth of these gears 13A, 14A, 15A is Z ₁ , respectively.
Assuming that Z ₂ and Z ₃ , Z ₂ <Z ₁ <Z ₃ is set. Further, if the numbers of teeth of the gears 18A, 18B and 18C are Z ₄ , Z ₅ and Z ₆ , respectively, Z ₆ <Z ₄ <Z ₅
Has been set to the relationship.

Then, the gears 13A, 18A, 18B, 1
The combination of 4A constitutes the speed increasing mechanism 6A, and the combination of the gears 13A, 18A, 18C and 15A constitutes the speed reducing mechanism 6B. That is, in the speed increasing mechanism 6A,
When the rotation of the intermediate shaft 13 is transmitted to the intermediate shaft 14 through the paths of the gears 13A, 18A, 18B, 14A, the intermediate shaft 14 rotates at a higher speed than the intermediate shaft 13 due to the gear ratio of these. Further, in the reduction mechanism 6B, the gears 13A, 18
When the rotation of the intermediate shaft 13 is transmitted to the intermediate shaft 15 in the A, 18C, and 15A paths, the intermediate shaft 1 is determined from the tooth number ratio of these.
5 rotates at a lower speed than the intermediate shaft 13.

The output of the acceleration / deceleration mechanism 6 is input to the couplings 7 and 8 via the intermediate shafts 14 and 15. In addition, the above-mentioned intermediate shafts 13 and 1
4, 15 are axially supported by a fixed planetary shaft 6C, a planetary pinion 6D, and sun gears 13A, 14A, 15A, respectively.

The first and second couplings 7 and 8 which are electronically controlled hydraulic multi-plate clutch mechanisms are integrally installed in the space inside the differential carrier 9 partitioned by the rear differential 4 and the partition wall 16. The couplings 7 and 8 are clutch plates 7A and 8A that rotate integrally with the right wheel output shaft 3, and clutch plates 7B and 8B that rotate integrally with the intermediate shafts 14 and 15.
And hydraulic pistons 7C, 8C that apply clutch pressure to these clutch plates 7A, 7B, 8A, 8B, and the drive hydraulic pressure of the hydraulic piston 7C or 8C is controlled by electronic control of a controller (not shown). , 8D
Adjusted through the clutch plates 7A, 7B or 8A,
The engagement state of 8B, that is, the torque transmission state is adjusted. In addition, 7E and 8E are return springs.

Therefore, when the coupling 7 is engaged under the control of the controller, during normal running that is not a sharp turn, the intermediate shaft 14 side that rotates at high speed moves from the output shaft 3 to the right wheel side.
Side, that is, from the left wheel side output shaft 2 side to the right wheel side output shaft 3
The driving force moves to, and the driving force of the right wheel becomes larger than that of the left wheel. On the other hand, when the coupling 8 is engaged under the control of the controller, during normal traveling that is not a sharp turn, from the right wheel side output shaft 3 side to the intermediate shaft 15 side that rotates at a low speed, that is, the right wheel side output shaft 3 The driving force moves from the side to the left wheel side output shaft 2, and the driving force of the left wheel becomes larger than that of the right wheel.

As described above, the present device utilizes the principle of transmitting torque only from the high speed side to the low speed side of the slip clutch or the like. In the figure, 10
B is needle bearing, 10C is roller bearing, 10D
Is an oil seal. By the way, the input section 1, the differential mechanism 4, and the driving force transmission control mechanism 5 described above are configured as standardized assembly units 21, 24, 25, respectively.
25 are connected by a bolt 20 or the like.

As a result, this device can be divided into three parts, and the input section 1 and the differential mechanism 4 can be removed from this device. Then, as shown in FIG. 2, by separating the input unit 1 and the differential mechanism 4 from the driving force transmission control mechanism 5, the present device can be used as a left-right driving force distribution adjusting device for the driven wheels. It has become.

For example, when this device is used on the driven wheel (rear wheel) side of a front-wheel drive vehicle, after the input section 1 and the differential mechanism 4 are removed, as shown in FIG. To make the left and right driving force distribution adjusting device for the driven wheels a left and right driving force distribution adjusting device for the driven wheels only by attaching the casing 16A in place of the partition wall 16 between the driving force transmission control mechanism 5 and the driving force transmission control mechanism 5. Can be done.

When this device is used on the driven wheel side, the size of the entire device in the width direction is reduced due to the absence of the differential mechanism 4, so the output shafts 2 and 3 are naturally changed to those taking this into consideration. It is supposed to be done. Therefore, the driving force transmission control mechanism 5 can be used as a unit common to both the left and right driving force distribution adjusting devices for the driving wheels and the driven wheels, and by adding the input unit 1 and the differential mechanism 4 thereto. The left-right driving force distribution adjusting device for the driving wheels is configured.

Since the vehicle left / right driving force distribution adjusting device as one embodiment of the present invention is constructed as described above,
By appropriately operating the couplings 7 and 8 under the control of the controller, the driving force movements of the left and right wheels are adjusted to make the driving forces of the left and right wheels (not limited to the driving force input from the engine) uneven. As a result, a turning moment can be generated to improve the turning performance of the vehicle, or conversely, control can be performed to balance the driving forces of the left and right wheels to improve the straight running performance of the vehicle.

Moreover, 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, which causes a large torque loss and energy loss. It is possible to obtain the desired torque distribution. In this device, the couplings 7 and 8 are the intermediate shafts 13 to
Since it is provided via 15, and the coupling capacity is small, the device can be made compact.

Further, in this apparatus, the input section 1 and the differential mechanism 4 are
Since the drive force transmission control mechanism 5 and the drive force transmission control mechanism 5 are standardized as the assembly units 21, 24, 25, respectively, many parts can be shared even in the vehicle models of different drive systems, and the number of parts can be increased. Can be prevented.
That is, the driving force transmission control mechanism 5 of the present device can be used as a left-right driving force distribution adjusting device on the driven wheel side only by the assembly unit 25, and the assembly unit 21 of the input section 1 and the differential mechanism 4 can be used. , 24 can be added to form a left-right driving force distribution adjusting device for driving wheels.

As a result, the manufacturing cost of the device can be reduced. Further, since the control direction changeover switch is omitted and the driving torque is directly transmitted from the acceleration / deceleration mechanism 6 to any of the couplings 7 and 8, the control response is greatly improved. Further, since the rear differential 4 is configured by a double pinion type planetary gear type differential, and the speed increasing / decreasing mechanism 6 in which the speed increasing mechanism 6A and the speed reducing mechanism 6B are integrated is provided, all the mechanisms are installed coaxially. In addition, since the gears different in the oil used and the multi-plate clutch can be separated, there is an advantage that the device can be made compact and the oil can be easily managed.

Further, since the compound planetary gear mechanism is used as the speed increasing / decreasing mechanism 6, the axes of the intermediate shafts 13, 14, 15 are automatically aligned with each other by the self-centering effect of the gears, and the gears. The meshing reaction forces of are canceled out and stable operation can be performed. Also, in the case of a parallel biaxial type using a counter shaft, a bearing with sufficient rigidity is required,
In the compound planetary gear mechanism, this is unnecessary, and the mechanism can be made more compact.

In the present apparatus, the compound planetary gear mechanism may not necessarily be used as the speed increasing / decreasing mechanism 6, but the speed increasing / decreasing mechanism 6 may be, for example, a parallel two-axis type using the above counter shaft. Further, in the present apparatus, the case where the input unit 1, the differential mechanism 4, and the driving force transmission control mechanism 5 are configured as standardized assembly units 21, 24, 25 has been described. 1 and the differential mechanism 4 may be integrated into an assembly unit.

As a result, the present device can be divided into two parts, an assembly unit in which the input section 1 and the differential mechanism 4 are integrated, and an assembly unit 25 of the driving force transmission control mechanism 5, and the present device is divided into two parts. When used on the driven wheel (rear wheel) side of the drive vehicle, after removing the assembly unit in which the input unit 1 and the differential mechanism 4 are integrated, the casing 16
The left and right driving force distribution adjusting device for the driving wheels can be made into the left and right driving force distribution adjusting device for the driven wheels only by the work of attaching A.

[0045]

As described above in detail, according to the vehicle left-right driving force distribution adjusting device of the present invention as defined in claim 1, between the left wheel rotating shaft and the right wheel rotating shaft of the vehicle, the An input unit for inputting a driving force, a differential mechanism for allowing the differential force between the left and right rotary shafts to transmit the driving force input from the input unit to each of the left and right rotary shafts, and the driving force And a driving force transmission control mechanism capable of adjusting the driving force distribution to the left and right wheels, and the driving force transmission control mechanism is provided between the left wheel rotating shaft and the right wheel rotating shaft. A speed increasing mechanism for increasing the rotation speed of one of the rotation shafts and outputting the rotation speed to the first intermediate shaft, and reducing the rotation speed of the one rotation shaft for the second intermediate shaft. An acceleration and deceleration mechanism integrated with a deceleration mechanism for outputting to the other, and rotation of the other of the first intermediate shaft and the left and right rotary shafts. A first transmission torque capacity variable type coupling which is interposed between the first intermediate shaft and the other rotating shaft to transmit a driving force, and the second intermediate shaft. A second variable transmission torque capacity variable that is interposed between the other rotary shaft of the left and right rotary shafts and can transmit driving force between the second intermediate shaft and the other rotary shaft. Mold coupling, and the first and second variable transmission torque capacity variable couplings are configured as an integrated coupling that is adjacent to and integrated with each other, and the differential mechanism and the acceleration / deceleration mechanism The integral coupling is arranged coaxially, and the input section, the differential mechanism, and the driving force transmission control mechanism are standardized as an assembly unit, respectively, and the assembly unit of the input section and the The assembly unit of the differential mechanism It is configured to be separable from the assembly unit of the driving force transmission control mechanism, so that the torque distribution is not adjusted by using the energy loss of the brakes etc., but the torque of one torque is transferred to the other. Since the distribution is adjusted, a desired torque distribution can be obtained without causing a large torque loss or energy loss.

In particular, since the coupling is provided via the intermediate shaft and the coupling capacity is small, the device can be made compact. In addition, since the drive torque is directly transmitted from the acceleration / deceleration mechanism to any coupling,
The control response is greatly improved. Furthermore, since the input section, the differential mechanism, and the driving force transmission control mechanism are standardized as assembly units, many parts can be shared even in vehicle models of different drive systems, and the number of parts can be reduced. The increase can be prevented.

As a result, the manufacturing cost of the device can be reduced. Further, according to the vehicle left-right driving force distribution adjusting device of the present invention, the first and second
Each of the transmission torque capacity variable type couplings of (1) is configured by an electronically controlled hydraulic multiple disc clutch, and these electronically controlled hydraulic multiple disc clutches are serially integrated to form the integrated coupling. As a result, the device has good controllability and can be reliably constructed.

According to the vehicle left-right driving force distribution adjusting device of the present invention as defined in claim 3, the integrated coupling is provided via the differential mechanism and the partition wall so that the amount of oil used can be reduced. Since different gears and the multi-plate clutch can be reliably separated, there is an advantage that the device can be made compact and oil management can be facilitated.

According to the vehicle lateral drive force distribution adjusting device of the present invention as defined in claim 4, since the differential mechanism is composed of the planetary gear type differential mechanism, the device can be made more compact. .

[Brief description of drawings]

FIG. 1 is a schematic horizontal cross-sectional view specifically showing a configuration of a vehicle left-right driving force distribution adjusting device as an embodiment of the present invention, and is a configuration diagram when used on a drive wheel side.

FIG. 2 is a schematic horizontal cross-sectional view specifically showing the configuration of a vehicle left-right driving force distribution adjusting device as one embodiment of the present invention, and is a configuration diagram when used on the driven wheel side.

FIG. 3 is a schematic configuration diagram of a vehicle left / right driving force distribution adjusting device as one embodiment of the present invention.

FIG. 4 is a schematic vertical cross-sectional view showing the arrangement of an acceleration / deceleration mechanism in the vehicle left / right driving force distribution adjusting device as one embodiment of the present invention.

[Explanation of symbols]

1 Input Part 1A Pinion 1B Input Shaft 2 Left Wheel Side Output Shaft (Left Wheel Side Rotation Shaft) 3 Right Wheel Side Output Shaft (Right Wheel Side Rotation Shaft) 4 Planetary Gear Rear Differential as Differential Mechanism (Differential) 4A Ring Gear 4B Planetary Carrier 4C planetary pinion 4E planetary shaft 4D sun gear 5 driving force transmission control mechanism 6 compound planetary gear mechanism acceleration / deceleration mechanism 6A speed increasing mechanism 6B deceleration mechanism 6C fixed planetary shaft 6D compound planetary pinion 7 first transmission torque capacity variable type Electronically controlled hydraulic multi-plate clutch mechanism as coupling 8 Second electronically controlled hydraulic multi-plate clutch mechanism as variable transmission torque capacity coupling 7A, 7B, 8A, 8B Clutch plate 7C, 8C Hydraulic piston 7D, 8D Hydraulic supply / discharge system 7E, 8E Return spring 9 F carrier 10 bearing 10B needle bearing 10C roller bearing 10D oil seal 11 differential case 12 crown gear 13 third intermediate shaft 14 first intermediate shaft 15 second intermediate shaft 13A, 14A, 15A gear 16, 17 partition wall 16A casing 18A, 18B, 18C gear 21 input assembly unit 24 differential mechanism assembly unit 25 drive force transmission control mechanism assembly unit 20 bolt

Claims (6)

[Claims] 1. An input unit for inputting a driving force from an engine between a left-wheel rotating shaft and a right-wheel rotating shaft of a vehicle, and allowing the differential between the left and right rotating shafts from the input unit. A differential mechanism for transmitting the input driving force to each of the left and right rotary shafts, and a driving force transmission control mechanism for controlling the transmission state of the driving force to adjust the driving force distribution to the left and right wheels. The driving force transmission control mechanism is interposed between the left wheel rotation shaft and the right wheel rotation shaft to increase the rotation speed of one of these rotation shafts to increase the rotation speed of the first intermediate shaft. An acceleration and deceleration mechanism in which a speed increasing mechanism for outputting and a speed reducing mechanism for decelerating the rotation speed of the one rotating shaft and outputting the speed to a second intermediate shaft are integrated; a first intermediate shaft and the left and right rotations. It is interposed between the other rotary shaft of the shafts and transmits the driving force between the first intermediate shaft and the other rotary shaft. A first transmission torque variable capacity type coupling, and the second intermediate shaft and the other rotary shaft of the left and right rotary shafts, and the second intermediate shaft and the other rotary shaft of the second intermediate shaft. And a second transmission torque capacity variable type coupling capable of transmitting a driving force to and from the rotating shaft, wherein the first and second transmission torque capacity variable type couplings are integrated adjacent to each other. Configured as an integrated coupling, the differential mechanism, the speed increasing / decreasing mechanism, and the integral coupling are arranged coaxially, and the input unit and the differential mechanism, and the driving force transmission control. Mechanism is standardized as an assembly unit, and the assembly unit of the input unit and the assembly unit of the differential mechanism are configured to be separable from the assembly unit of the driving force transmission control mechanism. Wherein the left and right driving force distribution control apparatus for vehicles. 2. The first and second variable transmission torque capacity type couplings are both composed of electronically controlled hydraulic multi-plate clutches, and these electronically controlled hydraulic multi-plate clutches are integrated in series. The left-right driving force distribution adjusting device for a vehicle according to claim 1, wherein the integral coupling is configured. 3. The lateral drive force distribution adjusting device for a vehicle according to claim 1, wherein the integral coupling is provided via the differential mechanism and a partition wall. 4. The left / right driving force distribution adjusting device for a vehicle according to claim 1, wherein the differential mechanism comprises a planetary gear type differential mechanism. 5. The planetary gear type differential mechanism is coupled to a ring gear so as to rotate integrally with the input portion, a planetary carrier is coupled so as to rotate integrally with the one rotating shaft, and a sun gear is coupled to the other rotating shaft. The one rotation shaft and the other rotation shaft are connected to the rotation shaft so as to rotate integrally with each other, and the one rotation shaft and the other rotation shaft are coaxially arranged on the left side and the right side of the planetary gear type differential mechanism. 5. The left-right drive for a vehicle according to claim 4, wherein the one-sided coupling is installed on the other rotating shaft side and is arranged outside the acceleration / deceleration mechanism on the other rotating shaft side. Power distribution adjustment device. 6. The speed increasing / decreasing mechanism is connected to the one rotary shaft via a planetary carrier and a third intermediate shaft coupled to the planetary carrier, and the speed increasing mechanism is connected to the third intermediate shaft and the first intermediate shaft. Of the gear mechanism interposed between the third intermediate shaft and the second intermediate shaft, and the reduction mechanism includes a gear mechanism interposed between the third intermediate shaft and the second intermediate shaft. The left-right driving force distribution adjusting device for a vehicle according to claim 5, wherein: